Description:FIELD OF THE INVENTION
[001] Present invention relates to a suspension assembly. More specifically, embodiments of the present invention relate to electronically adjustable suspension assembly.

BACKGROUND OF THE INVENTION
[002] Traditional suspension systems used on vehicles are typically varied in concept but are passive in nature. These suspension systems though different in construction, share two basic components, a spring and a damper, that have a major influence on dynamic performance of the suspension system systems. The suspension system is adapted to isolate the shocks from the road undulations and provide safe and comfortable ride to a rider of the vehicle. The suspension systems also provide sufficient contact of a wheel of the vehicle with road surface to ensure that ride and handling characteristic of the vehicle are stable, thereby ensuring safety of the rider.
[003] In suspension systems, handling and comfort are the two main requirements. However, there is a compromise between handling and comfort in the vehicle based on tuning of the suspension system. Thus, if the suspension system is tuned in providing the better handling, the comfort gets compromised and vice versa. This is due to the fact that these suspension systems are designed to accommodate oil for controlling damping force. In other words, the conventional suspension systems are tuned in an uncontrolled manner with a fixed damping volume. For controlling the damping force oil or air flows from orifices to generate pressure, making the suspension system uncontrolled as pressure of oil or air is uncontrolled. Such uncontrolled nature makes the suspension systems passive or in other words, in capable of being controlled in a manner required for a rider of the vehicle. As such, the riders are faced with either issues in comfort or handling in the vehicles.
[004] Further, in passive suspension systems, the damping coefficient is constant due to the construction and the system limitations which results in compromises between ride comfort and handling. A manually adjustable suspension system provides a large range of damping force adjustments available for the rider to change based on the required level of comfort. However, the process of manually adjusting the suspension is cumbersome to the rider, which is laborious. Moreover, special tools are required for adjusting the settings in the suspension systems, which is undesirable. Additionally, these adjustments to the suspension systems requires the vehicle to be halted, making the adjustment process time consuming.
[005] In view of the above, there is a need for a suspension assembly, that addresses at least some of the limitations mentioned above.

SUMMARY OF THE INVENTION
[006] In one aspect, a suspension assembly is provided. The suspension assembly comprises at least one fork member connected to a ground touching member. Each of the at least one fork member includes an outer tube and an inner tube slidably connected to the outer tube, wherein a damping adjustment assembly is connected to the outer tube or the inner tube. The damping adjustment assembly has an actuator assembly connected to one of the outer tube and the inner tube to adjust the suspension operating parameters.
[007] In an embodiment, the actuator assembly is disposed in the outer tube to connect with the inner tube through a push rod.
[008] In an embodiment, the actuator assembly is positioned above the connecting member.
[009] In an embodiment, the actuator assembly includes an actuator, a connecting member and a holding member.
[010] In an embodiment, the holding member is configured to have a first portion and a second portion. The first portion and the second portion being adapted to accommodate the actuator.
[011] In an embodiment, the second portion is configured to operate as a guiding member to accommodate the connecting member.
[012] In an embodiment, the coupling member is a needle member operably connecting an actuator shaft and a push rod of the suspension assembly.
[013] In an embodiment, the actuator is a stepper-based linear actuator.
[014] In an embodiment, the suspension assembly receives an input in the form of rotation from actuator and converts it into translatory motion to open or close the orifice of the suspension assembly.
[015] In an embodiment, the suspension assembly comprises a switch cluster being communicably coupled to a control unit, wherein the control unit operates the actuator shaft to actuate the push rod corresponding to actuation of the switch cluster, for adjusting damping of the suspension assembly. In an embodiment, the control unit is adapted to secure inputs from the user for variable damping force.
[016] In another aspect, a vehicle is disclosed. The vehicle comprises the at least one fork member connected to the wheel. Each of the at least one fork member includes an outer tube and an inner tube slidably connected to the outer tube, wherein a damping adjustment assembly is connected to the outer tube or the inner tube. The damping adjustment assembly has an actuator assembly connected to one of the outer tube and the inner tube to adjust the suspension operating parameters.

BREIF DESCRIPTION OF ACCOMAPNYING DRAWINGS
[017] 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 is an exploded view of a suspension assembly, in accordance with an exemplary embodiment of the present invention.
Figure 2 is a side view of the suspension assembly, in accordance with an exemplary embodiment of the present invention.
Figure 3 is a sectional view of the suspension assembly depicting a damping adjustment assembly, in accordance with an exemplary embodiment of the present invention.
Figure 4 is an enlarged view of a portion ‘A’ of Figure 3 depicting the damping adjustment mechanism, in accordance with an exemplary embodiment of the present invention.

DETAILED DESCRIPTION OF THE INVENTION
[018] The present invention relates to a suspension assembly. More specifically, the present invention relates to an electronically adjustable suspension assembly. The suspension assembly is capable of being adjusted as per requirements of a user, without the need for manual adjustments to the suspension assembly. In one embodiment the suspension assembly may be provided for a vehicle, the vehicle can be a two-wheeled vehicle, a three-wheeled vehicle or a multi-wheeled vehicle.
[019] In the present disclosure, arrow indications provided in Figures pertain to directional indications of the suspension assembly. As such, the terms “top side” and “bottom side” respectively correspond to top and bottom of the suspension assembly, until and unless specified otherwise.
[020] Figure 1 is an exploded view of a suspension assembly 100, in accordance with an exemplary embodiment of the present invention. The suspension assembly 100 is capable of being mounted in the vehicle (not shown) such as a two-wheeled vehicle, a three-wheeled vehicle or a multi-wheeled vehicle as per requirement. The suspension assembly 100 is capable of being mounted in a front portion (not shown) or in a rear portion (not shown) of the vehicle, as per design feasibility and requirement in the vehicle.
[021] The suspension assembly 100 comprises at least one fork member 122 (shown in Figure 2) mounted to a frame member (not shown) of the vehicle. In an embodiment, the suspension assembly 100 is mounted to a head tube (not shown) of the frame member in the vehicle. Each of the at least one fork member 122 is connected to a ground touching member (not shown). The ground touching member is a wheel of the vehicle, such as a front wheel (not shown) or a rear wheel (not shown). Further, each of the at least one fork member 122 comprises an outer tube 106 having a fore end 106a and an aft end 106b. The fore end 106a of the outer tube 106 is mounted to the head tube (not shown) or the frame member of the vehicle, while the aft end 106b is adapted to receive an inner tube 116. The inner tube 116 has a first end 116a that is inserted into the outer tube 106 through the aft end 106b, and a second end 116b connected to the wheel of the vehicle. As such, the inner tube 116 is telescopically and slidably connected to the outer tube 106. Hence, the inner tube 116 is slidable relative to the outer tube 106.
[022] In an embodiment, the outer tube 106 may be connected to the head tube through a triple clamp (not shown), while the inner tube 116 may be connected to the front wheel of the vehicle. In another embodiment, the inner tube 116 may be connected to the head tube (not shown) through the triple clamp, while the outer tube 106 may be connected to the front wheel of the vehicle.
[023] In an embodiment, as shown in Figure 2, the second end 116b of the inner tube 116 is coupled to the front wheel through a front wheel axle mount 118. The front wheel axle mount 118 is typically provided with an axle portion 118a that is adapted to engage with a front axle (not shown) of the front wheel, and a suspension mounting portion 118b. The suspension mounting portion 118b may be a cylindrical hollow portion that is adapted to receive the second end 116b of the inner tube 116, thereby mounting the inner tube 116 onto the front wheel through the front wheel axle mount 118. The suspension mounting portion 118b may be a bracket member that may directly engage with one of the inner tube 116 or the outer tube 106.
[024] In an embodiment, the front wheel axle mount 118 is capable of receiving the fore end 106a of the outer tube 106, if the suspension assembly 100 is an upside-down suspension. As such, the suspension mounting portion 118b of the front wheel axle mount 118 is capable of receiving either of the second end 116b of the inner tube 116 or the fore end 106a of the outer tube 106, as per design and construction of the suspension assembly 100.
[025] Referring to Figure 3 in conjunction with Figures 1 and 2, a sectional view of the suspension assembly 100 is depicted. As depicted in Figure 3, the suspension assembly 100 is provided with a spring member 120. The spring member 120 may be disposed in the outer tube 106 or the inner tube 116 as per requirement. In the present embodiment, the spring member 120 is disposed in the outer tube 106. The spring member 120 is also mounted concentrically to a push rod 112 disposed in the outer tube 106. The push rod 112 also has a first end 112a extending from the fore end 106a of the outer tube 106 and an other end 112b disposed in the inner tube 116. The damping structure 124 is provided with an orifice (not shown), wherein the other end 112b of the push rod 112 is adapted to selectively open or close the orifice. In an embodiment, an opening area of the orifice is variable based on position of the other end 112b of the push rod 112 relative to the orifice. As such, based on the position of the push rod 112 flow of fluid in the suspension assembly 100 is controlled, thereby controlling the suspension operating parameters of the suspension assembly 100. In an embodiment, the push rod 120 engages with the orifice such that, the movement of push rod 120 relative to the orifice varies resistance to flow of fluid flowing through the orifice. Accordingly, when the other end 120b of the push rod 120 is closer to the orifice, resistance to flow of fluid through the orifice is increased, thereby reducing the dampening or shock damping characteristics or shock damping related characteristics of the suspension assembly 100. Also, when the other end 120b of the push rod is farther to the orifice, resistance to flow of fluid through the orifice is decreased, thereby increasing the dampening or shock damping characteristics or shock damping related characteristics of the suspension assembly 100.
[026] In an embodiment, the suspension operating parameters corresponds to parameters such as damping co-efficient, stiffness, unsprung mass, compression damping, rebound damping and the like. These parameters affect operation of the suspension assembly 100 in response to a shock load received from the ground touching member or the wheel. Based on position of the push rod 112, the suspension operating parameters may be adjusted. When the parameters of the suspension assembly 100 is adjusted to be soft, the shock loads transferred to the suspension assembly 100 are dampened prior to reaching to the frame member, thus, resulting in a plush ride in the vehicle. Alternatively, when the parameters of the suspension assembly 100 is adjusted to be stiff, the shock loads transferred to the suspension assembly 100 also reach the frame member, resulting in an uncomfortable ride in the vehicle. In an embodiment, the parameters of the suspension assembly 100 is adjusted to be soft, when the other end 112b of the push rod 112 is away from the orifice. In another embodiment, the parameters of the suspension assembly 100 is adapted to be stiff, when the other end 112b of the push rod 112 is blocking an opening of the orifice completely. In an embodiment, the position of the push rod 112 can be adjusted to partially block the opening of the orifice based on suspension characteristics reqiuirement or riding requirements of a rider of the vehicle.
[027] Further, the suspension assembly 100 comprises a damping adjustment assembly 101. The damping adjustment assembly 101 can be disposed or connected to the outer tube 106 or the inner tube 116, based on design or construction of the suspension assembly 100. The damping adjustment assembly 101 is adapted to adjust the suspension operating parameters of the suspension assembly 100, as per user requirements.
[028] Referring to Figure 4 in conjunction with Figure 1-3, the damping adjustment assembly 101 is depicted. The damping adjustment assembly 101 comprises an actuator assembly 102 disposed in one of the outer tube 106 and the inner tube 116. The actuator assembly 102 is adapted to adjust the suspension operating parameters. In the present embodiment, the actuator assembly 102 is disposed in the outer tube 106. The actuator assembly 100 is disposed in the outer tube 106 to connect with the inner tube 116 through the push rod 112. A cap member 103 is provided to the fore end 106a for enclosing the actuator assembly 102 in the outer tube 106.
[029] The actuator assembly 102 comprises an actuator 104, a connecting member 110 and a holding member 114. The actuator 104 is disposed proximally to the fore end 106a and within the outer tube 106. The actuator 104 is supported within the holding member 114, and is connected to the push rod 112 through the connecting member 110. In an embodiment, the actuator 104 is positioned above the connecting member 110 along a top-down direction of the suspension assembly 100. The actuator 104 is connected to a battery (not shown) of the vehicle, wherein the battery acts as a power source for operating the actuator 104. The actuator 104 also comprises an actuator shaft 108 that protrudes from the actuator 104. The actuator 104 upon receiving power from the battery is adapted to operate the actuator shaft 108. In an embodiment, the actuator shaft 108 is positioned coaxially to an axis of the outer tube 106 and the inner tube 116. Thus, the actuator shaft 108 is adapted to rotate about the axis of the outer tube 106 and the inner tube 116, upon supplying power to the actuator 104. In an embodiment, the actuator 104 is a stepper-based linear actuator.
[030] Further, the holding member 114 which supports the actuator 104 comprises a first portion 111 and a second portion 113. The first portion 111 and the second portion 113 collectively accommodate the actuator 104. The first portion 111 is a cylindrical hollow member that is configured to accommodate the actuator 104, while the second portion 113 is a cylindrical portion that extends from the first portion 111 and is adapted to accommodate the actuator shaft 108 that has protruded from the actuator 104. The second portion 113 being the extended portion of the holding member 114, acts as a guiding member for engagement between the actuator shaft 108 and the connecting member 110. As such, the second portion 113 enables engagement between the actuator shaft 108 and the connecting member 110. In an embodiment, the holding member 114 is made of a metallic material such as aluminium.
[031] In an embodiment, the connecting member 110 ensures that rotation of the actuator shaft 108 upon receiving power from the battery is converted to translational movement of the push rod 112, thereby ensuring translational movement or linear movement of the push rod 112 about the orifice. The translational movement of the push rod 112 varies the opening of the orifice for flow of the fluid in the suspension assembly 100, thereby adjusting the suspension operating parameters. Such a construction of the suspension assembly 100 mitigates the need for manual adjustment of the suspension assembly 100.
[032] In an embodiment, the clockwise rotation of the actuator shaft 108 moves the push rod 112 towards the orifice, thereby reducing the size of the opening of the orifice available for fluid flow or increases resistance to fluid flow through the orifice. Consequently, adjusting the parameters of the suspension assembly 100 to be stiffer. In an embodiment, anti-clockwise rotation of the actuator shaft 108 moves the push rod 112 away from the orifice, thereby increasing the size of the opening of the orifice available for fluid flow or decreasing resistance to fluid flow through the orifice. Consequently, adjusting the parameters of the suspension assembly 100 to be softer. In an embodiment, the rider operates the switch cluster to adjust the suspension assembly 100 with respect to a stock setting or a prior setting of the suspension assembly 100.
[033] In an embodiment, the connecting member 110 enables conversion of rotational movement of the actuator shaft 108 to translational movement of the push rod 112. In an embodiment, the actuator shaft 108 comprises a groove portion (not shown) adapted to engage with grooves provided on the end 120a of the push rod 120. Thus, rotation of the actuator shaft 108 causes rotation of the push rod 112 and simultaneously enables translational movement of the push rod 112.
[034] In an embodiment, the actuator assembly 102 is communicably coupled to a control unit (not shown), which in-turn is coupled to the battery. The control unit is adapted to operate the actuator 104 of the actuator assembly 102 for adjusting the suspension operating parameters, based on riding requirements of the user. In an embodiment, the control unit is adapted to secure inputs from the user of the vehicle for variable damping force of the suspension assembly 100.
[035] In an embodiment, the control unit is communicably coupled to a switch cluster (not shown), which may be disposed on a handle (not shown) of the vehicle. The control unit is adapted to operate the actuator 104 and adjust the suspension operating parameters corresponding to actuation of the switch cluster. Thus, the control unit adjusts the suspension operating parameters for adjusting damping of the suspension assembly 100 based on actuation of the switch cluster. Moreover, the user can adjust the suspension assembly 100 as per requirement by actuating the switch cluster suitably, thereby mitigating the need for manual adjustment through special tools. Additionally, such a construction of the suspension assembly 100 enables adjustment of the suspension assembly 100 even during riding condition of the vehicle, thereby mitigating the need for stopping or halting of the vehicle.
[036] In an embodiment, the switch cluster comprises a “high button” (not shown) or a “low button” (not shown), wherein actuation of the high button increases rigidity of the suspension assembly 100, while actuation of the low button decreases the rigidity of the suspension assembly 100.
[037] The claimed invention as disclosed above is not routine, conventional, or well understood in the art, as the claimed aspects enable the following solutions to the existing problems in conventional technologies. Specifically, the claimed aspect of providing a damping adjustment assembly that is adapted to prevent manual adjustment of the suspension assembly. Particularly, the aspect of the actuator operating the push rod based on instructions received from the control unit, mitigates the manual adjustment of the suspension assembly. Moreover, the aspect of providing the switch cluster connected to the control unit, enables the rider to adjust the suspension assembly even during riding condition of the vehicle, thereby mitigating the need for stopping or halting of the vehicle.
[038] 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.

Reference Numerals and Characters
100 – Suspension Assembly
101 – Damping adjustment assembly
102 – Actuator Assembly
103 – Cap member
104 – Actuator
106 – Outer tube
106a, 106b – Ends of the outer tube
108 – Actuator shaft
110 – Connecting member
111 – First portion
112 – Push rod
114 – Holding member
116 – Inner tube
116a, 116b – Ends of the inner tube
118 – Front wheel axle mount
118a – Axle portion
118b – Suspension mounting portion
120 – Spring member
120a, 120b – Ends of the spring member
122 – At least one fork member
124 – Damping structure
, Claims:1. A suspension assembly (100) comprising:
at least one fork member (122), the at least one fork member (122) being connected to a ground touching member;
wherein each of the at least one fork member (122) includes,
an outer tube (106);
an inner tube (116), said inner tube (116) being slidably connected to the outer tube (106),
wherein a damping adjustment assembly (101) being connected to the outer tube (106) or the inner tube (116),
wherein the damping adjustment assembly (101) having an actuator assembly (102), the actuator assembly (102) being connected to one of the outer tube (106) and the inner tube (116) to adjust the suspension operating parameters.

2. The suspension assembly (100) as claimed in claim 1, wherein the actuator assembly (102) being disposed in the outer tube (106) to connect with the inner tube (116) through a push rod (112).

3. The suspension assembly (100) as claimed in claim 1, wherein the actuator assembly (102) being positioned above the connecting member (110).

4. The suspension assembly (100) as claimed in claim 1, wherein the actuator assembly (102) includes an actuator (104), a connecting member (110) and a holding member (114).

5. The suspension assembly (100) as claimed in claim 4, wherein the holding member (114) being configured to have a first portion (111) and a second portion (113), the first portion (111) and the second portion (113) being configured to accommodate the said actuator (104).

6. The suspension assembly (100) as claimed in claim 5, wherein the second portion (113) being configured to operate as a guiding member to accommodate the connecting member (110).

7. The suspension assembly (100) claimed in claim 1, wherein the coupling member (110) is a needle member operably connecting the actuator shaft (108) and the push rod (112).

8. The suspension assembly (100) as claimed in claim 1, wherein the actuator (104) is a stepper-based linear actuator.

9. The suspension assembly (100) claimed in claim 1, wherein the suspension assembly (100) receives an input in the form of rotation from actuator (104) and converts it into translatory motion to open or close the orifice of the suspension assembly (100).

10. The suspension assembly (100) as claimed in claim 1 comprises a switch cluster, the switch cluster being communicably coupled to a control unit, wherein the control unit operates the actuator shaft (108) to actuate the push rod (112) corresponding to actuation of the switch cluster, for adjusting damping of the suspension assembly (100).

11. The suspension assembly (100) as claimed in claim 1 comprises a control unit adapted to secure inputs from the user for variable damping force.

12. A vehicle, the vehicle comprising:
at least one fork member (122), the at least one fork member (122) being connected to a ground touching member,
wherein each of the at least one fork member (122) includes,
an outer tube (106),
an inner tube (116), said inner tube (116) being slidably connected to the outer tube (106),
wherein a damping adjustment assembly (101) being connected to the one of the outer tube (106) or the inner tube (116),
wherein the damping adjustment assembly (101) having an actuator assembly (100), the actuator assembly (100) being connected to one of the outer tube (106) or the inner tube (116) to adjust the suspension operating parameters.