Description:FIELD OF THE INVENTION
[001] The present invention generally relates to a rear suspension assembly. More particularly, the present invention relates to a rear suspension assembly for a saddle type vehicle.

BACKGROUND OF THE INVENTION
[002] Generally, in conventional motor vehicles, especially conventional motorcycle setups, a rear suspension typically consists of a shock absorber with a spring and a damper. The rear suspension is provided for tackling vibrations arising from the roads such as bumps or potholes and provide the required ride comfort to the rider. There also exist linkage suspensions that are known to provide additional benefits and the placement of such mechanism are configured based on the nature of the vehicle and the desired performance requirements.
[003] In general, suspension setups that include a linkage are arranged centrally behind an engine or a motor in a closed loop and these setups are generally arranged in a vertical direction. With these conventional constructions, there arises a requirement to free up more space at the vehicle centre to accommodate the shock absorber. Further, when the shock absorber is placed behind the engine or the motor, the heat build-up from the engine or the motor impacts the effective functioning of shock absorber, especially since the flow of air to the shock absorber is restricted due to tight packaging of the vehicle parts. Additionally, limitations in space and linkage design result in substantial forces in response to movement of the rear suspension, and these forces are borne by the structural mounting members such as frame or engine or motor or swingarm. Because of these forces, it becomes necessary to design excessive structural rigidity and strength into the suspension supporting members, which often results in excessive weight of parts and undesirable vehicle performance.
[004] In addition, it is desirable to have a rising rate shock absorbing system to provide a smooth ride coupled with protection from major bumps in the road. The rising rate system provides a relatively large movement and lower shock absorber resistance in earlier compression stages of the shock absorber, and a smaller movement and higher shock absorber resistance in later compression stages of the shock absorber. This ensures a softer ride through lower shock absorber resistances. However, it is not always desirable to provide too soft a ride and it is required that the likelihood of abrupt bottoming at the end of the suspension travel is reduced.
[005] Conventional linkage and shock absorbing mechanisms also obstruct the mounting of storage bags of other containers on the sides of the rear wheel. It is also required to ensure that the mounting of the suspension and linkage system does not interfere with the rider seat, rider legs and its movement during vehicle movement.
[006] Thus, there is a need in the art for a rear suspension assembly for a saddle type vehicle which addresses at least the aforementioned problems.

SUMMARY OF THE INVENTION
[007] In one aspect, the present invention is directed towards a rear suspension assembly for a saddle type vehicle. The rear suspension assembly has a swing arm and a rear suspension extending in a vehicle front-rear direction. The rear suspension has a front end fixedly mounted to the vehicle. The rear suspension assembly has a link member having a first end fixedly mounted on to the vehicle. A rocker member extends in a vehicle up-down direction, wherein a first end of the rocker member is configured to be pivotably attached to the swing arm, a second end of the rocker member is configured to be pivotably attached to a rear end of the rear suspension and a third end of the rocker member is configured to be pivotably attached to a second end of the link member.
[008] In an embodiment of the invention, the rocker member is a structure having at least three connection points wherein the first end, the second end and the third end of the rocker member are provided as a first vertex, a second vertex and a third vertex of the structure respectively.
[009] In a further embodiment of the invention, the second end of the rocker member is provided upwardly from the first end of the rocker member in a vehicle side view, and the third end of the rocker member is provided upwardly and forwardly of the first end of the rocker member and downwardly and forwardly of the second end of the rocker member in the vehicle side view.
[010] In another embodiment of the invention, the rocker member has a left rocker member and a right rocker member extending parallelly to each other. Herein, the swing arm, the rear end of the rear suspension and the second end of the link member are received between the left rocker member and the right rocker member in the vehicle width direction. In an alternative embodiment of the invention, the rocker member has a left rocker member and a right rocker member extending parallelly to each other, said left rocker member and said right rocker member being integrated to each other.
[011] In a further embodiment of the invention, the swing arm is disposed offset from a vehicle centreline in a vehicle width direction.
[012] In a further embodiment of the invention, the rear suspension is disposed upwardly of the swing arm in a vehicle side view.
[013] In a further embodiment of the invention, the link member is disposed upwardly of the swing arm and downwardly of the rear suspension in the vehicle side view.
[014] In a further embodiment of the invention, the link member has a fixed arm extending from the first end of the link member and a movable arm extending from the second end of the link member, wherein the movable arm is configured to move along the fixed arm, thereby altering the total length of the link member.
[015] In a further embodiment of the invention, the second end of the link member is disposed upwardly of the first end of the link member, in a vehicle side view.
[016] In a further embodiment of the invention, the rear end of the rear suspension is disposed upwardly of the front end of the rear suspension in a vehicle side view.
[017] In another aspect, the present invention relates to a rear suspension assembly for a saddle type vehicle. The rear suspension assembly has a swing arm and a rear suspension extending in a vehicle front-rear direction, The rear suspension has a front end being fixedly mounted to the vehicle. The rear suspension assembly further has a link member having a first end and a second end, wherein the second end is pivotably mounted on the swing arm. A rocker member extends in a vehicle up-down direction and has at least a first end, a second end and a third end. Herein the first end of the rocker member is configured to be pivotably attached to the vehicle, the second end of the rocker member is configured to be pivotably attached to the rear end of the rear suspension and the third end of the rocker member is configured to be pivotably attached to the first end of the link member.

BRIEF DESCRIPTION OF THE DRAWINGS
[018] Reference will be made to embodiments of the invention, examples of which may be illustrated in accompanying figures. These figures are intended to be illustrative, not limiting. Although the invention is generally described in context of these embodiments, it should be understood that it is not intended to limit the scope of the invention to these particular embodiments.
Figure 1 illustrates a left side view of a saddle type vehicle with a rear suspension assembly, in accordance with an embodiment of the present invention.
Figure 2 illustrates a top view of the rear suspension assembly, in accordance with an embodiment of the present invention.
Figure 3A, 3B and 3C respectively illustrate a rocker member, a rear suspension and a swing arm of the rear suspension assembly, in accordance with an embodiment of the present invention.
Figure 4 illustrates an exploded view of the rear suspension assembly, in accordance with an embodiment of the present invention.
Figure 5 illustrates a left side view of travel of the rear wheel and the rear suspension assembly, in accordance with an embodiment of the present invention.
Figure 6 illustrates a geometric setup of the rear suspension assembly, in accordance with an embodiment of the present invention.
Figure 7 illustrates another left side view of an alternative configuration of the rear suspension assembly, in accordance with an embodiment of the present invention.
Figure 8 illustrates a perspective view of a sprocket of the saddle type vehicle, in accordance with an embodiment of the present invention.

DETAILED DESCRIPTION OF THE INVENTION
[019] The present invention relates to a rear suspension assembly. The rear suspension assembly of the present invention is typically used in a vehicle such as a two wheeled vehicle, and more particularly a saddle type vehicle or a motorcycle type vehicle, or a three wheeled vehicle including trikes. However, it should be understood that the rear suspension assembly as illustrated may find its application in any other two-wheeled vehicle, three-wheeled vehicle, other multi-wheeled vehicles or any non-automotive application using a rear suspension assembly.
[020] Figure 1 illustrates a left side view of a saddle type vehicle 10 in which a rear suspension assembly 100 is incorporated. As illustrated in Figure 1, the rear suspension assembly 100 has a swing arm 110. The swing arm 110 is configured to be pivotably connected to the vehicle 10. Further, the swing arm 110 is configured to pivotably and swingably support one or more rear wheel 16 of the vehicle 10. Thus, in effect, one or more rear wheel 16 of the vehicle 10 is swingably supported in the vehicle 10, and the movement of the rear wheel 16 in the up down direction is translated into the pivotal movement of the swing arm 110. In an embodiment, as illustrated in Figure 2, the swing arm 110 is a single sided swing arm, and the swing arm 110 is disposed offset from a vehicle centreline (X-X’) in a vehicle width direction. As specifically illustrated in Figure 2, in an embodiment, the swing arm 110 is disposed offset to the left of the vehicle centreline (X-X’) and thus the rear wheel 16, when viewed in a vehicle rear view.
[021] The rear suspension assembly 100 further has a rear suspension 120. As shown in Figure 1, the rear suspension 120 extends in a vehicle front-rear direction. As illustrated in Figure 1 and Figure 3B, the rear suspension 120 has a front end 120A and a rear end 120B, wherein the front end 120A is fixedly mounted to the vehicle 10. In an embodiment, the rear suspension 120 comprises a spring and a damper. The damper is coaxially positioned inside the spring, wherein the damper is configured to control the rate of rise, meaning compression and rate of fall, meaning expansion of the spring.
[022] As further illustrated in Figure 1 and Figure 3A, the rear suspension assembly 100 has a link member 130. The link member 130 has a first end 130A that is fixedly connected to the vehicle 10 and a second end 130B. In an embodiment, the link member 130 comprises a fixed arm that extends from the first end 130A of the link member 130 and a movable arm that extends from the second end 130B of the link member 130. Herein, the movable arm is configured to move along the fixed arm, thereby altering the total length of the link member 130.
[023] As further illustrated in Figure 1, the rear suspension assembly 100 has a rocker member 140. The rocker member 140 extends in a vehicle up-down direction. As illustrated, the rocker member 140 has at least a first end 140A, a second end 140B and a third end 140C. Herein, the first end 140A of the rocker member 140 is configured to be pivotably attached to the swing arm 110, the second end 140B of the rocker member 140 is configured to be pivotably attached to the rear end 120B of the rear suspension 120 and the third end 140C of the rocker member 140 is configured to be pivotably attached to the second end 130B of the link member 130. Thus, the movement of the rear wheel 16 of the vehicle 10, and thus the swing arm 110 is transmitted to the rear suspension 120 via the rocker member 140. The rocker member 140 ensures lower compression or expansion in the rear suspension 120 in response to the movement of the rear wheel 16, and further the compression or expansion of the rear suspension 120 is moderated via the rocker member 140 and the link member 130. Since, the link member 130 is connected to the rocker member 140, the link member 130 moderates the movement on the rocker member 140, and thus the rear suspension 120.
[024] In an embodiment, as illustrated in Figure 3A and Figure 4, the rocker member 140 is a structure having at least three connection points. As illustrated, the first end 140A, the second end 140B and the third end 140C of the rocker member 140 are provided as a first vertex, a second vertex and a third vertex of the structure respectively, and resultantly, the first end 140A, the second end 140B and the third end 140C act as connection points, with the rocker member 140 having a triangular profile. The first end 140A, the second end 140B and the third end 140C act as vertices of the triangular profile of the rocker member 140.
[025] As further illustrated, the rocker member 140 is configured in a manner that the second end 140B of the rocker member 140 is provided upwardly from the first end 140A of the rocker member 140 in the vehicle side view. Further, the third end 140C of the rocker member 140 is provided upwardly and forwardly of the first end 140A of the rocker member 140. Further, the third end 140C is provided downwardly and forwardly of the second end 140B of the rocker member 140 in the vehicle side view, thereby forming the triangular profile of the rocker member 140.
[026] In the embodiment depicted in Figure 4, the rocker member 140 is formed in a split construction, wherein the rocker member 140 comprises a left rocker member 142 and a right rocker member 144 that extend parallelly to each other. As further illustrated, the swing arm 110, the rear end 120B of the rear suspension 120 and the second end 130B of the link member 130 are received between the left rocker member 142 and the right rocker member 144 in the vehicle width direction, thereby providing for compact packaging and structural rigidity. In an alternative embodiment, the rocker member 140 comprises the left rocker member 142 and the right rocker member 144 extending parallelly to each other, wherein the left rocker member 142 and the right rocker member 144 are integrated to each other, thereby providing an integral construction of the rocker member 140.
[027] By virtue of the disposition of the rear suspension assembly 100 as explained hereinbefore, and to meet required packaging constraints of the saddle type vehicle 10, the rear suspension 120 is disposed upwardly of the swing arm 110 in a vehicle side view. Further, the link member 130 is disposed upwardly of the swing arm 110 and downwardly of the rear suspension 120 in the vehicle side view.
[028] As further illustrated, the second end 130B of the link member 130 is disposed upwardly of the first end 130A of the link member 130 in the vehicle side view. Thus, the second end 130B of the link member 130, wherein the second end 130B is connected to the rocker member 140 is disposed upwardly for the first end 130A of the link member 130, wherein the first end 130A is fixed to the vehicle 10. Thus, the link member 130 is disposed with a tilt with respect to a horizontal plane.
[029] Further, the rear end 120B of the rear suspension 120 is disposed upwardly of the front end 120A of the rear suspension 120 in the vehicle side view. As illustrated, the rear suspension 120 extends in the vehicle front-rear direction in a substantially horizontal orientation, with the movable rear end 120B being disposed rearwardly and upwardly of the fixed front end 120A.
[030] The functioning of the rear suspension assembly 100 in operation is explained hereinafter. Reference is made to Figure 5 and Figure 6, wherein Figure 5 illustrates the movement of the rear wheel 16 and resultant movement of the rear suspension assembly 100, and Figure 6 illustrates a geometric setup of the rear suspension assembly 100. The nomenclature used in Figure 6 is set out as below:
F1= Force on the rear wheel 16 about pivot of the swing arm 110
L1= Fixed Length of the swing arm 110,
α1= Angle made by the swing arm 110 from nominal to full bump condition
M1 = Moment (turning effect0 about swing arm 110 pivot axis
A1= Length of rocker member 140 from third end 140C connected to the link member 130 and the first end 140A connected to the swing arm 110
R1= Linear distance covered by the radius for the swing arm 110 during nominal to full bump condition
F2= Force on the rear suspension 120 about pivot of the rear suspension 120
L2= Length of the rear suspension 120 based on condition, which is variable
α2= Angle made by rear suspension 120 from nominal to full bump condition
M2 = Moment (turning effect) about rear suspension 120 pivot axis
A2= Length of rocker member 140 from third end 140C connected to the link member 130 and the second end 140B connected to the rear suspension 120
R2= Linear distance covered by the radius for the rear suspension 120 during nominal to full bump condition
A0= distance covered by the link member 130 from the fixed arm of the link member 130 to the third end 140C of the rocker member 140
O- First end 130A of the link member 130, that is fixed
O1- Third end 140C of the rocker member 140
O2- First end 140A of the rocker member 140
O2’- Perpendicular point from first end 140A of the rocker member 140
SHP- Front end 120A of the rear suspension 120, which is fixed
O3- Rear end 120B of the rear suspension 120 nominal condition
O3’- Rear end 120B of the rear suspension 120 in full bump condition
SWP- Fixed point mounting of the swing arm 110
O4- End point of the swing arm 110 at rear wheel 16 in nominal condition
O4’- End point of the swing arm 110 at rear wheel in full bump condition
θ – Angle made by rocker member 140 connecting rear suspension 120 with respect to SHP
β- Angle made at the rocker member 140 at the third end 140
γ- Angle made by change in swing arm 110 position with respect to O2’
[031] As mentioned hereinbefore, the provision of the rocker member 140 in connection with the swing arm 110 as well as the rear suspension 120 and the link member 130 allows for a unified linkage system. As a result, the shock loads, forces and moments of the rear wheel are effectively distributed over the vehicle body frame through the front end 120A of the rear suspension 120, the first end 130A of the link member 130, and through the swing arm 110. There are two forces acting on the rear suspension assembly 120, i.e., First force (F1) acting on the swing arm 110 from the forces at the rear wheel 16 based on accelerating, braking, cornering forces coming from the road, and Second Force (F2) acting on the rear suspension 120 which comes from the vertical payload from the rider, pillion or carrier and the shocks travel based on the riding conditions such as bump or potholes. The major challenge is to provide a smooth comfort to the rider which is progressive load distribution and also a digressive load distribution to offer nimble vehicle handling to move over corners and ride over bumps or potholes without impacting the rear suspension 120 which would otherwise leave the rear suspension 120 susceptible to bottoming. Hence, the rocker member 140 and the link member 130 provide support in achieving the rising wheel rate and thus by providing non-linear rear wheel 16 travel for a given rear suspension 120 stroke.
[032] The rear suspension assembly 100 in effect, functions as a four-bar linkage with two ends of the links A1 & A2 supporting the swing arm 110 and rear suspension 120 for its forces F1 & F2 and along its lengths L1 & L2. The challenge comes as the length L1 is fixed value and L2 is variable based on the rear suspension 120 stroke. Hence, the forces F1 & F2 vary therefore there remains a need to optimize the moments M1 & M2 about the pivot axis based on the forces and the lengths. The nonlinear progression of the rear suspension 120 is achieved by means of the linkage arm O-O1, and the movable arm of the link member 130 helps in achieving the leverage. Hence, this link member 130 in effect, combines the functions of both spring and a damper and reduces the direct load from the rear wheel 16 being transmitted to the rear suspension 120 and the swing arm 110. Rear wheel travel is measured as the distance the rear wheel 16 covers during an equivalent rate of change in stroke of the rear suspension 120 and the ratio between the two is termed as velocity ratio. The velocity ratio determines how quickly the suspension responds to an equivalent wheel force as explained below:
Velocity ratio = Wheel displacement/ Spring displacement
Force equation to find link lengths:
F1A1sinα1 = F2A2sinα2
F1/F2= A2sinα2/A1sinα1
From the aforementioned equations, A1 & A2 can be determined by means of forces F1, F2 and the displacement angles α1 & α2 during the rear suspension 120 and rear wheel 16 travel. Linkage lengths are optimized based on the required velocity ratio. In a preferred embodiment, the vertical distance of the rear wheel 16 travel will be equivalent to twice the rear suspension 120 travel for the desired performance. The calculation of moments (M1) and (M2) is explained as below:
M1 = F1 * L1; M2= F2 * L2
M1/M2 = F1*L1/ F2*L2 = 2
[033] Therefore, the rear suspension assembly 100 can be tuned according to the required velocity ratio, for example velocity ratio of 1 for a commuter motorcycle, velocity ratio of 2 for a sports bike, and velocity ratio of 3 for a an offroad motorcycle. The rear suspension assembly 100 of the present invention provides a rising wheel rate that follows a bell curve, meaning the suspension resistance is low during no load and highest at full bump condition to offer both a smooth ride as well as prevent any issue of bottoming.
[034] In another aspect, as illustrated in Figure 7, the present invention relates to a rear suspension assembly 100. As illustrated in Figure 7, the rear suspension assembly 100 has the swing arm 110. The swing arm 110 is configured to be pivotably attached to the vehicle 10. Further, the swing arm 110 is configured to pivotably and swingably support a rear wheel 16 of the vehicle 10. The rear suspension assembly 100 further has the rear suspension 120. As shown in Figure 7, the rear suspension 120 extends in a vehicle front-rear direction. As illustrated in Figure 7, the rear suspension 120 has the front end 120A and the rear end 120B, wherein the front end 120A is fixedly mounted to the vehicle 10.
[035] As further illustrated in Figure 7, the rear suspension assembly 100 has the link member 130. The link member 130 has a first end 130A and a second end 130B, wherein the second end is pivotably mounted on the swing arm. As further illustrated in Figure 7, the rear suspension assembly 100 has the rocker member 140. The rocker member 140 extends in a vehicle up-down direction. As illustrated, the rocker member 140 has at least a first end 140A, a second end 140B and a third end 140C. Herein, the first end 140A of the rocker member 140 is configured to be pivotably attached to the vehicle 10. The second end 140B of the rocker member 140 is configured to be pivotably attached to the rear end 120B of the rear suspension 120 and the third end 140C of the rocker member 140 is configured to be pivotably attached to the first end 130A of the link member 130.
[036] Thus, the movement of the rear wheel 16 of the vehicle 10, and thus the swing arm 110 is transmitted to the rear suspension 120 via the rocker member 140. The rocker member 140 ensures lower compression or expansion in the rear suspension 120 in response to the movement of the rear wheel 16, and further the compression or expansion of the rear suspension 120 is moderated via the rocker member 140 and the link member 130. Since, the link member 130 is connected to the rocker member 140, the link member 130 moderates the movement on the rocker member 140, and thus the rear suspension 120, as explained hereinbefore.
[037] In an embodiment, as illustrated in Figure 8, the vehicle 10 comprises a sprocket 200 in connection with the rear wheel 16, wherein the sprocket 200 is configured to operatively connect the rear wheel 16 to a power unit of the vehicle 10 through a chain drive. In an embodiment, when the sprocket 200 is attached to the rear wheel 16, an offset is provided in the sprocket 200 between a sprocket mounting plane and a chain central plane. This, the plane of the sprocket mounting, and the plane of the chain are provided offset to each other. This offset is provided for eliminating or countering the existing offset between a drive sprocket connected to a power unit and the sprocket 200 connected to the rear wheel 16. In an embodiment, the power unit comprises of an internal combustion engine connected to the sprocket 200 through the chain drive. As illustrated in Figure 8, the sprocket 200 has a plurality of teeth 210 for receiving the chain drive and a plurality of cut outs 220. The plurality of cut outs 220 are provided in the sprocket 200 for weight reduction.
[038] Advantageously, the present invention provided a rear suspension assembly that achieves non linear travel in the rear suspension corresponding to the travel in the rear wheel, thus ensuring smooth ride while also ensuring that the rear suspension is not susceptible to bottoming. Further, the present invention provides a rear suspension assembly that allows for greater packaging space for other vehicle components.
[039] Since the load from the rear wheel is transmitted to the vehicle through three elements, i.e., the rear suspension, the swing arm and the link member, the load on the vehicle or the chassis of the vehicle is reduced.
[040] Furthermore, the present invention provided a compact layout of the rear suspension assembly, which allows for greater available packaging space. Greater available packaging space means that the vehicle components need not be packaged tightly with each other, which ensures that no obstruction is created in the air flow towards the rear suspension. Better air flow towards the rear suspension not only prevents overheating of the suspension, but also ensures better operational and battery life. Furthermore, the present invention allows for a lower centre of gravity, which improves vehicle handling. In addition, the assembly of the present invention being compact also allows for increased storage space in the vehicle.
[041] While the present invention has been described with respect to certain embodiments, it will be apparent to those skilled in the art that various changes and modification may be made without departing from the scope of the invention as defined in the following claims.

List of Reference Numerals
10: Saddle Type Vehicle
16: Rear Wheel
100: Rear Suspension Assembly
110: Swing Arm
120: Rear Suspension
120A: Front End of the Rear Suspension
120B: Rear End of the Rear Suspension
130: Link Member
130A: Front End of the Link Member
130B: Rear End of the Link Member
140: Rocker Member
140A: First End of the Rocker Member
140B: Second End of the Rocker Member
140C: Third End of the Rocker Member
142: Left Rocker Member
144: Right Rocker Member
200: Sprocket
210: Plurality of Teeth
220: Plurality of Cut outs
, Claims:1. A rear suspension assembly (100) for a saddle type vehicle (10), the rear suspension assembly (100) comprising:
a swing arm (110), the swing arm (110) being configured to be pivotably attached to the vehicle (10) and the swing arm (110) being configured to pivotably support a rear wheel (16) of the vehicle (10);
a rear suspension (120) extending in a vehicle front-rear direction, the rear suspension (120) having a front end (120A) being fixedly mounted to the vehicle (10), and a rear end (120B);
a link member (130), the link member (130) having a first end (130A) being fixedly mounted on to the vehicle (10), and a second end (130B); and
a rocker member (140), the rocker member (140) extending in a vehicle up-down direction and having at least a first end (140A), a second end (140B) and a third end (140C), wherein the first end (140A) of the rocker member (140) being configured to be pivotably attached to the swing arm (110), the second end (140B) of the rocker member (140) being configured to be pivotably attached to the rear end (120B) of the rear suspension (120) and the third end (140C) of the rocker member (140) being configured to be pivotably attached to the second end (130B) of the link member (130).

2. The rear suspension assembly (100) as claimed in claim 1, wherein the rocker member (140) being a structure having at least three connection points wherein the first end (140A), the second end (140B) and the third end (140C) of the rocker member (140) are provided as a first vertex, a second vertex and a third vertex of the structure respectively.

3. The rear suspension assembly (100) as claimed in claim 2, wherein the second end (140B) of the rocker member (140) is provided upwardly from the first end (140A) of the rocker member (140) in a vehicle side view, and the third end (140C) of the rocker member (140) is provided upwardly and forwardly of the first end (140A) of the rocker member (140) and downwardly and forwardly of the second end (140B) of the rocker member (140) in the vehicle side view.

4. The rear suspension assembly (100) as claimed in claim 1, wherein the rocker member (140) comprises a left rocker member (142) and a right rocker member (144) extending parallelly to each other, and wherein the swing arm (110), the rear end (120B) of the rear suspension (120) and the second end (130B) of the link member (130) are received between the left rocker member (142) and the right rocker member (144) in the vehicle width direction.

5. The rear suspension assembly (100) as claimed in claim 1, wherein the rocker member (140) comprises a left rocker member (142) and a right rocker member (144) extending parallelly to each other, the left rocker member (142) and the right rocker member (144) being integrated to each other.

6. The rear suspension assembly (100) as claimed in claim 1, wherein the swing arm (110) being disposed offset from a vehicle centreline (X-X’) in a vehicle width direction.

7. The rear suspension assembly (100) as claimed in claim 1, wherein the rear suspension (120) being disposed upwardly of the swing arm (110) in a vehicle side view.

8. The rear suspension assembly (100) as claimed in claim 7, wherein the link member (130) being disposed upwardly of the swing arm (110) and downwardly of the rear suspension (120) in the vehicle side view.

9. The rear suspension assembly (100) as claimed in claim 1, wherein the link member (130) comprises a fixed arm extending from the first end (130A) of the link member (130) and a movable arm extending from the second end (130B) of the link member (130), wherein the movable arm is configured to move along the fixed arm, thereby altering the total length of the link member (130).

10. The rear suspension assembly (100) as claimed in claim 1, wherein the second end (130B) of the link member (130) being disposed upwardly of the first end (130A) of the link member (130), in a vehicle side view.

11. The rear suspension assembly (100) as claimed in claim 1, wherein the rear end (120B) of the rear suspension (120) being disposed upwardly of the front end (120A) of the rear suspension (120) in a vehicle side view.

12. A rear suspension assembly (100) for a saddle type vehicle (10), the rear suspension assembly (100) comprising:
a swing arm (110), the swing arm (110) being configured to be pivotably attached to the vehicle (10) and the swing arm (110) being configured to pivotably support a rear wheel (16) of the vehicle (10);
a rear suspension (120) extending in a vehicle front-rear direction, the rear suspension (120) having a front end (120A) being fixedly mounted to the vehicle (10), and a rear end (120B);
a link member (130), the link member (130) having a first end (130A) and a second end (130B), the second end (130B) being pivotably mounted on the swing arm (110); and
a rocker member (140), the rocker member (140) extending in a vehicle up-down direction and having at least a first end (140A), a second end (140B) and a third end (140C), wherein the first end (140A) of the rocker member (140) being configured to be pivotably attached to the vehicle (10), the second end (140B) of the rocker member (140) being configured to be pivotably attached to the rear end (120B) of the rear suspension (120) and the third end (140C) of the rocker member (140) being configured to be pivotably attached to the first end (130A) of the link member (130).