Description:TECHNICAL FIELD
[0001] The present disclosure relates to the field of an automotive technology. In particular, the present disclosure provides a swingarm assembly for a saddle-type vehicle which enables more flexible modifications and individual upgrades without requiring extensive alterations to an entire assembly.

BACKGROUND
[0002] In vehicles, a powertrain system is commonly mounted on a swingarm which provides significant weight and causes a lateral shift in a Centre of Gravity (CG) while simultaneously lengthening the swingarm. The process of attaching various components like a structural arm, motor, and gearbox to the swingarm necessitates separate mounting. Significantly, individual modifications to these components are not feasible, any alterations must encompass an entire swingarm assembly.
[0003] The swingarm integration in the vehicles optimizes the powertrain system, considering factors such as a Coefficient of Drag (CD), length, and increased stiffness. However, modifications to the gearbox often demand alterations to the entire swingarm assembly or motor design due to their interdependence, leading to a complex modification process that affects integrated components like a suspension system and wheelbase alignment.
[0004] Therefore, there is a need to address at least the above-mentioned drawbacks and any other shortcomings, or at the very least, provide a valuable alternative to a swingarm assembly.

OBJECTS OF THE PRESENT DISCLOSURE
[0005] A general object of the present disclosure is to provide an efficient and a reliable system that obviates the above-mentioned limitations of existing systems and methods, enabling the seamless implementation of a swing arm assembly.
[0006] An object of the present disclosure is to provide a swingarm assembly for a saddle-type vehicle which enables more flexible modifications and individual upgrades without requiring extensive alterations to an entire assembly.
[0007] Another object of the present disclosure is to provide a swingarm assembly that includes a first structural arm that defines an enclosure to receive a portion of a motor housing.
[0008] Yet another object of the present disclosure is to provide a connecting member that is attached orthogonally to a first structural arm, where the connecting member serves as a pivot structure.
[0009] Yet another object of the present disclosure is to provide a second structural arm that is transversely attached to the connecting member.

SUMMARY
[0010] Aspects of the present disclosure relate to the field of automotive technology. In particular, the present disclosure provides a swingarm assembly for a saddle-type vehicle, enabling for more flexible modifications and individual upgrades without requiring extensive alterations to an entire assembly.
[0011] An aspect of the present disclosure pertains to a swingarm assembly for a saddle-type vehicle. The swingarm assembly includes a motor housing, a first structural arm includes a first sheet member and a second sheet member. The second sheet member is attached to the first sheet member by an attachment means to define an enclosure, where the enclosure is configured to receive at least a portion of the motor housing using a mounting means, a connecting member attached orthogonally to the first structural arm, where the connecting member serves as a pivot structure to pivot the swingarm assembly. The connecting member defines a first connecting portion and a second connecting portion, where the first connecting portion of the connecting member is attached to the first structural arm, and a second structural arm comprising a first end and a second end, where the first end is transversely attached to the second connecting portion of the connecting member using a connecting means, and where the second end is coupled to a shaft of a gearbox housing.
[0012] In an embodiment, the attachment between the first sheet member and the second sheet member may create a triangular-shaped configuration in at least one perspective, thereby defining the enclosure.
[0013] In an embodiment, the connecting member may connect to a chassis of the saddle-type vehicle.
[0014] In an embodiment, the connecting member and the first structural arm may form a single unit.
[0015] In an embodiment, a stiffener tube component may attach between the first sheet member and the second sheet member, where the stiffener tube component may attach to the first sheet member at a first tube portion end and the second sheet member at a second tube portion.
[0016] In an embodiment, the first connecting portion of the connecting member may attach to the second sheet member to define a gap for receiving the second tube portion of the stiffener tube component.
[0017] In an embodiment, the gearbox housing may couple to the motor housing by a coupling means and where the second end of the second structural arm defines a hole for receiving the shaft of the gearbox housing.
[0018] In an embodiment, a first shock mount member may mount to the motor housing through a mounting element, and a second shock mount member may connect with the second end of the second structural arm through a connecting element, where the first shock mount and the second shock mount may be configured to receive respective ends of a shock absorber.
[0019] In an embodiment, the second structural arm may be oriented towards an orthogonal direction with respect to a cylindrical axis of the connecting member.
[0020] In an embodiment, the shaft of the gearbox housing may receive a wheel, where the wheel is positioned between the gearbox housing and the second structural arm.
[0021] Various objects, features, aspects, and advantages of the inventive subject matter will become more apparent from the following detailed description of preferred embodiments, along with the accompanying drawing figures in which like numerals represent components.

BRIEF DESCRIPTION OF THE DRAWINGS
[0022] The accompanying drawings are included to provide a further understanding of the present disclosure and are incorporated in and constitute a part of this specification. The drawings illustrate exemplary embodiments of the present disclosure and, together with the description, serve to explain the principles of the present disclosure.
[0023] FIG. 1 illustrates a schematic view of an Electric Vehicle (EV), in accordance with an embodiment of the present disclosure.
[0024] FIG. 2A illustrates a detailed view of individual parts within a swingarm assembly, in accordance with a prior art as disclosed herein.
[0025] FIG. 2B illustrates an isometric view of the swingarm assembly for a saddle-type vehicle, in accordance with an embodiment of the present disclosure.
[0026] FIG. 3A illustrates a front view depicting an attachment of a first structural arm and a connecting member, in accordance with an embodiment of the present disclosure.
[0027] FIG. 3B illustrates a top view depicting an attachment of a first structural arm and a connecting member, in accordance with an embodiment of the present disclosure.
[0028] FIG. 4 illustrates the isometric view of the swingarm assembly mounted with a wheel of the vehicle, in accordance with an embodiment of the present disclosure.
[0029] FIGs. 5A-5B illustrate the isometric view of the swingarm assembly mounted with a chassis of the vehicle, in accordance with an embodiment of the present disclosure.

DETAILED DESCRIPTION
[0030] The following is a detailed description of embodiments of the disclosure depicted in the accompanying drawings. The embodiments are in such detail as to clearly communicate the disclosure. However, the amount of detail offered is not intended to limit the anticipated variations of embodiments; on the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the present disclosures as defined by the appended claims.
[0031] For the purpose of understanding of the principles of the present disclosure, reference will now be made to the various embodiments and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the present disclosure is thereby intended, such alterations and further modifications in the illustrated system, and such further applications of the principles of the present disclosure as illustrated therein being contemplated as would normally occur to one skilled in the art to which the present disclosure relates.
[0032] It will be understood by those skilled in the art that the foregoing general description and the following detailed description are explanatory of the present disclosure and are not intended to be restrictive thereof.
[0033] Whether or not a certain feature or element was limited to being used only once, it may still be referred to as “one or more features” or “one or more elements” or “at least one feature” or “at least one element.” Furthermore, the use of the terms “one or more” or “at least one” feature or element do not preclude there being none of that feature or element, unless otherwise specified by limiting language including, but not limited to, “there needs to be one or more…” or “one or more elements is required.”
[0034] Reference is made herein to some “embodiments.” It should be understood that an embodiment is an example of a possible implementation of any features and/or elements of the present disclosure. Some embodiments have been described for the purpose of explaining one or more of the potential ways in which the specific features and/or elements of the proposed disclosure fulfil the requirements of uniqueness, utility, and non-obviousness.
[0035] Use of the phrases and/or terms including, but not limited to, “a first embodiment,” “a further embodiment,” “an alternate embodiment,” “one embodiment,” “an embodiment,” “multiple embodiments,” “some embodiments,” “other embodiments,” “further embodiment”, “furthermore embodiment”, “additional embodiment” or other variants thereof do not necessarily refer to the same embodiments. Unless otherwise specified, one or more particular features and/or elements described in connection with one or more embodiments may be found in one embodiment, or may be found in more than one embodiment, or may be found in all embodiments, or may be found in no embodiments. Although one or more features and/or elements may be described herein in the context of only a single embodiment, or in the context of more than one embodiment, or in the context of all embodiments, the features and/or elements may instead be provided separately or in any appropriate combination or not at all. Conversely, any features and/or elements described in the context of separate embodiments may alternatively be realized as existing together in the context of a single embodiment.
[0036] Any particular and all details set forth herein are used in the context of some embodiments and therefore should not necessarily be taken as limiting factors to the proposed disclosure.
[0037] The terms “comprise”, “comprising”, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a process or method that comprises a list of steps does not include only those steps but may include other steps not expressly listed or inherent to such process or method. Similarly, one or more devices or sub-systems or elements or structures or components proceeded by “comprises... a” does not, without more constraints, preclude the existence of other devices or other sub-systems or other elements or other structures or other components or additional devices or additional sub-systems or additional elements or additional structures or additional components.
[0038] Embodiments of the present disclosure will be described below in detail with reference to the accompanying drawings.
[0039] For the sake of clarity, the first digit of a reference numeral of each component of the present disclosure is indicative of the Figure number, in which the corresponding component is shown. For example, reference numerals starting with digit “1” are shown at least in Figure 1. Similarly, reference numerals starting with digit “2” are shown at least in Figure 2.
[0040] An Electric Vehicle (EV) or a battery powered vehicle including, and not limited to two-wheelers such as scooters, mopeds, motorbikes/motorcycles; three-wheelers such as auto-rickshaws, four-wheelers such as cars and other Light Commercial Vehicles (LCVs) and Heavy Commercial Vehicles (HCVs) primarily work on the principle of driving an electric motor using the power from the batteries provided in the EV. Furthermore, the electric vehicle may have at least one wheel which is electrically powered to traverse such a vehicle. The term ‘wheel’ may be referred to any ground-engaging member which allows traversal of the electric vehicle over a path. The types of EVs include Battery Electric Vehicle (BEV), Hybrid Electric Vehicle (HEV) and Range Extended Electric Vehicle. However, the subsequent paragraphs pertain to the different elements of a Battery Electric Vehicle (BEV).
[0041] FIG. 1 illustrates a schematic view of an Electric Vehicle (EV), in accordance with an embodiment of the present disclosure.
[0042] In construction, an EV (10) typically comprises a battery or battery pack (12) enclosed within a battery casing and includes a Battery Management System (BMS), an on-board charger (14), a Motor Controller Unit (MCU), an electric motor (16) and an electric transmission system (18). The primary function of the above-mentioned elements is detailed in the subsequent paragraphs: The battery of an EV (10) (also known as Electric Vehicle Battery (EVB) or traction battery) is re-chargeable in nature and is the primary source of energy required for the operation of the EV, wherein the battery (12) is typically charged using the electric current taken from the grid through a charging infrastructure (20). The battery may be charged using Alternating Current (AC) or Direct Current (DC), wherein in case of AC input, the on-board charger (14) converts the AC signal to DC signal after which the DC signal is transmitted to the battery via the BMS. However, in case of DC charging, the on-board charger (14) is bypassed, and the current is transmitted directly to the battery via the BMS.
[0043] The battery (12) is made up of a plurality of cells which are grouped into a plurality of modules in a manner in which the temperature difference between the cells does not exceed 5 degrees Celsius. The terms “battery”, “cell”, and “battery cell” may be used interchangeably and may refer to any of a variety of different rechargeable cell compositions and configurations including, but not limited to, lithium-ion (e.g., lithium iron phosphate, lithium cobalt oxide, other lithium metal oxides, etc.), lithium-ion polymer, nickel metal hydride, nickel cadmium, nickel hydrogen, nickel-zinc, silver zinc, or other battery type/configuration. The term “battery pack” as used herein may be referred to multiple individual batteries enclosed within a single structure or multi-piece structure. The individual batteries may be electrically interconnected to achieve a desired voltage and capacity for a desired application. The Battery Management System (BMS) is an electronic system whose primary function is to ensure that the battery (12) is operating safely and efficiently. The BMS continuously monitors different parameters of the battery such as temperature, voltage, current and so on, and communicates these parameters to the Electronic Control Unit (ECU) and the Motor Controller Unit (MCU) in the EV using a plurality of protocols including and not limited to Controller Area Network (CAN) bus protocol which facilitates the communication between the ECU/MCU and other peripheral elements of the EV (10) without the requirement of a host computer.
[0044] The MCU primarily controls/regulates the operation of the electric motor based on the signal transmitted from the vehicle battery, wherein the primary functions of the MCU include starting of the electric motor (16), stopping the electric motor (16), controlling the speed of the electric motor (16), enabling the vehicle to move in the reverse direction and protect the electric motor (16) from premature wear and tear. The primary function of the electric motor (16) is to convert electrical energy into mechanical energy, wherein the converted mechanical energy is subsequently transferred to the transmission system of the EV to facilitate movement of the EV. Additionally, the electric motor (16) also acts as a generator during regenerative braking (i.e., kinetic energy generated during vehicle braking/deceleration is converted into potential energy and stored in the battery of the EV). The types of motors generally employed in EVs include, but are not limited to DC series motor, Brushless DC motor (also known as BLDC motors), Permanent Magnet Synchronous Motor (PMSM), Three Phase AC Induction Motors and Switched Reluctance Motors (SRM).
[0045] The transmission system (18) of the EV (10) facilitates the transfer of the generated mechanical energy by the electric motor (16) to the wheels (22a, 22b) of the EV. Generally, the transmission systems (18) used in EVs include single speed transmission system and multi-speed (i.e., two-speed) transmission system, wherein the single speed transmission system comprises a single gear pair whereby the EV is maintained at a constant speed. However, the multi-speed/two-speed transmission system comprises a compound planetary gear system with a double pinion planetary gear set and a single pinion planetary gear set thereby resulting in two different gear ratios which facilitates higher torque and vehicle speed.
[0046] In one embodiment, all data pertaining to the EV (10) and/or charging infrastructure (20) are collected and processed using a remote server (known as cloud) (24), wherein the processed data is indicated to the rider/driver of the EV (10) through a display unit present in the dashboard (26) of the EV (10). In an embodiment, the display unit may be an interactive display unit. In another embodiment, the display unit may be a non-interactive display unit.
[0047] Embodiments explained herein relate to automotive technology. In particular, the present disclosure relates to a swingarm assembly for a saddle-type vehicle, enabling more flexible modifications and individual upgrades without requiring extensive alterations to an entire assembly. Various embodiments with respect to the present disclosure will be explained in detail with reference to FIGs. 2A-5B.
[0048] FIG. 2A illustrates a detailed view of individual parts within a swingarm assembly (200), in accordance with a prior art as disclosed herein.
[0049] Referring to FIG. 2A, the swingarm assembly (200) may include a motor housing (200A), a gearbox housing (200B), a first structural arm (202), a connecting member (204), and a second structural arm (200D). The gearbox housing (200B) may couple to the motor housing (200A) by a coupling means. For example, the coupling means may include, but not limited to screws, bolts, clips, brackets, adhesive materials, and the like. The first structural arm (202) may include a first sheet member (202A) and a second sheet member (202B). The second sheet member (202B) may attach to the first sheet member (202A) by an attachment means to define an enclosure (202C) for increasing section modulus as per a requirement of stiffness. For example, the attachment means may include, but not limited to screws, bolts, clips, brackets, adhesive materials, or any fastening mechanism. The attachment between the first sheet member (202A) and the second sheet member (202B) may create a triangular-shaped configuration in at least one perspective, thereby defining the enclosure (202C) that makes the first structural arm light and enhances its stiffness. In an embodiment, the connecting member (204) and the first structural arm (202) may be a single unit (200C).
[0050] The enclosure (202C) may be configured to receive a portion of the motor housing (200A) using a mounting means. For example, the mounting means may include, but not limited to interlocking gears, latches, mounts, clips, brackets, hinges, and the like. The connecting member (204) may attach orthogonally to the first structural arm (202), where the connecting member (204) may serve as a pivot structure to pivot the swingarm assembly (200). In an embodiment, the connecting member (204) may act as a cross-member for higher stiffness. The connecting member (204) may define a first connecting portion (204A) and a second connecting portion (204B). The first connecting portion (204A) of the connecting member (204) may attach to the second sheet member (202B) of the first structural arm (202). The second structural arm (200D) may include a first end (206A) and a second end (206B), where the first end (206A) may transversely attach to the second connecting portion (204B) of the connecting member (204) using a connecting means. The second end (206B) may couple to a shaft (208) of the gearbox housing (200B). The second end (206B) may define a hole (206C) for receiving the shaft (208) of the gearbox housing (200B).
[0051] The structural arm, intricately designed for optimal strength and stability, is transversely attached to the connecting member (204). The transverse attachment may occur along a width of a vehicle, ensuring a balanced distribution of forces and enhancing the overall structural integrity. For example, the connecting means may include, but not limited to interlocking gears, secure latches, mounts, clips, brackets, hinges, screws, bolts, clips, adhesive materials, any fastening mechanism, and the like. This sophisticated connecting means not only provides a reliable connection but also facilitates seamless integration, allowing for easy assembly and disassembly during maintenance or upgrades.
[0052] The transverse attachment of the second structural arm (200D) along the width of the vehicle may serve to distribute loads and stresses, thereby enhancing the vehicle's overall performance and safety. Additionally, a configuration of the transverse attachment may allow for more versatile modifications, enabling adjustments to the motor's position along the width to accommodate various design requirements or customization preferences. In an embodiment, the vehicle may be a saddle-type vehicle.
[0053] FIG. 2B illustrates an isometric view swingarm assembly (200) for a saddle-type vehicle, in accordance with an embodiment of the present disclosure.
[0054] Referring to FIG. 2B, individual components such as a motor housing (200A), a gearbox housing (200B), a first structural arm (202), a connecting member (204), and a second structural arm (200D) of the swingarm assembly (200) may completely interconnect with each other to form a cohesive and complete structure. The swingarm assembly (200) may include a first shock mount (210A) and a second shock mount (210B). The first shock mount (210A) member may mount to a motor housing (200A) through a mounting element. For example, the mounting element may include, but not limited to interlocking gears, secure latches, mounts, clips, hinges, screws, bolts, clips, brackets, adhesive materials, or any fastening mechanism. The second shock mount (210B) member may connect with the second end (206B) of the second structural arm (200D) through a connecting element. For example, the connecting element may include, but not limited to the interlocking gears, the secure latches, the mounts, the clips, the brackets, the hinges, the screws, the bolts, the clips, adhesive materials, or any fastening mechanism. The first shock mount (210A) and the second shock mount (210B) may be configured to receive respective ends of a shock absorber of the vehicle.
[0055] In an embodiment, a second structural arm (200D) may orientate towards an orthogonal direction with respect to a cylindrical axis of the connecting member (204) to reduce a tolerance stack and an assembly stress.
[0056] FIG. 3A illustrates a front view (300A) depicting an attachment of a first structural arm (202) and a connecting member (204), in accordance with an embodiment of the present disclosure.
[0057] Referring to FIG. 3A, a stiffener tube component (302) may attach between a first sheet member (202A) and a second sheet member (202B). The stiffener tube component (302) may include a first tube portion and a second tube portion. The first tube portion may attach to the first sheet member (202A) and the second tube portion may attach to the second sheet member (202B). A first connecting portion (204A) of a connecting member (204) may attach to the second sheet member (202B) to define a gap (304) for receiving the second tube portion of the stiffener tube component (302) which improves a stiffness of the swingarm assembly (200). In an embodiment, the stiffener tube component (302) may weld between the first sheet member (202A) and the second sheet member (202B) to position the stiffener tube component (302) between the connecting member (204) and the motor housing (200A).
[0058] FIG. 3B illustrates a top view (300B) depicting an attachment of a first structural arm (202) and a connecting member (204), in accordance with an embodiment of the present disclosure.
[0059] Referring to FIG. 3B, a detailed illustration reveals not only the precise spatial relationship between these components but also highlights their alignment and orientation. The embodiment emphasizes a meticulous design that ensures optimal connectivity, promoting structural integrity and efficiency within the assembly. Additionally, the top view accentuates key features, such as secure fastening points and seamless integration of the connecting member (204) with the first structural arm (202). The disclosed configuration, as depicted in this illustration, stands as a testament to the innovation and precision embedded in the assembly, contributing to its robustness and functionality.
[0060] FIG. 4 illustrates an isometric view (400) of a swingarm assembly (200) mounted with a wheel (402) of a vehicle, in accordance with an embodiment of the present disclosure.
[0061] A shaft (208) of a gearbox housing (200B) may receive a wheel (402) that may be positioned between the gearbox housing (200B) and the second structural arm (200D). Referring to FIG. 4, the perspective showcases an effective assembly and alignment of the swingarm with the vehicle's wheel, emphasizing the cohesive integration designed for optimal performance. The detailed illustration reveals key features, including the precise mounting points, alignment mechanisms, and the overall synergy between the swingarm and the vehicle's wheel. Additionally, the isometric view serves to highlight any innovative design elements or functional enhancements incorporated into the swingarm assembly (200), contributing to its overall efficiency and functionality in accordance with the disclosed embodiment.
[0062] FIGs. 5A-5B illustrates an isometric view (500A, 500B) of a swingarm assembly (200) mounted with a chassis (502) of a vehicle, in accordance with an embodiment of the present disclosure.
[0063] A connecting member (204) of the swingarm assembly (200) may fix to a chassis (502) of the saddle-type vehicle. Referring to FIGs. 5A-5B, illustrations emphasize key features such as seamless connection points, demonstrating the robust integration methodology. The dynamic perspectives presented in the FIGs. 5A-5B represents that the swingarm assembly (200) seamlessly mounts onto the vehicle chassis (502), ensuring optimal structural coherence. Additionally, the detailed isometric views reveal specific attachment points, showcasing the precision in the integration process and emphasizing the strength and stability achieved through this configuration. This embodiment exemplifies a holistic approach to design, emphasizing not only the mechanical integration but also the visual coherence of the swingarm assembly (200) within the overall chassis framework, ensuring an aesthetically pleasing and functionally efficient amalgamation in the context of the vehicle's structure.
[0064] Furthermore, embodiments of the disclosed devices and systems may be readily implemented, fully or partially, in software using, for example, object or object-oriented software development environments that provide portable source code that can be used on a variety of computer platforms. Alternatively, embodiments of the disclosed methods, processes, modules, devices, systems, and computer program product can be implemented partially or fully in hardware using, for example, standard logic circuits or a very-large-scale integration (VLSI) design. Other hardware or software can be used to implement embodiments depending on the speed and/or efficiency requirements of the systems, the particular function, and/or particular software or hardware system, microprocessor, or microcomputer being utilized.
[0065] In this application, unless specifically stated otherwise, the use of the singular includes the plural and the use of “or” means “and/or.” Furthermore, use of the terms “including” or “having” is not limiting. Any range described herein will be understood to include the endpoints and all values between the endpoints. Features of the disclosed embodiments may be combined, rearranged, omitted, etc., within the scope of the invention to produce additional embodiments. Furthermore, certain features may sometimes be used to advantage without a corresponding use of other features.
[0066] While the foregoing describes various embodiments of the invention, other and further embodiments of the invention may be devised without departing from the basic scope thereof. The scope of the invention is determined by the claims that follow. The invention is not limited to the described embodiments, versions, or examples, which are included to enable a person having ordinary skill in the art to make and use the invention when combined with information and knowledge available to the person having ordinary skill in the art.

ADVANTAGES OF THE PRESENT DISCLOSURE
[0067] The present disclosure reduces a weight of a swingarm assembly and also reduces a cost of assembling the swingarm.
[0068] The proposed solutions reduce a lateral stack for a motor housing and reduce a lateral shift of a Centre of Gravity (CG) from a centre plane of a vehicle.
[0069] The present disclosure improves a stiffness of a swingarm assembly.
[0070] The proposed solutions improve vehicle dynamics and comfort.
[0071] The proposed disclosure provides a design where each component is separate and securely mounted with the others which effectively lowering the manufacturing cost. This configuration allows for individual component replacement in case of failure which resulting in reduced service costs.
[0072] The proposed disclosure provides a design flexibility which enables the incorporation of different ratios in a swingarm without necessitating changes to a first structural arm, or a second structural arm or a motor housing, providing an added advantage in optimizing performance and efficiency.
[0073] The proposed disclosure provides a common shock mount for a motor housing and a second structural arm.

, Claims:1. A swingarm assembly (200) for a saddle-type vehicle, the swingarm assembly (200) comprising:
a motor housing (200A);
a first structural arm (202) comprising a first sheet member (202A) and a second sheet member (202B), wherein the second sheet member (202B) is attached to the first sheet member (202A) by an attachment means to define an enclosure (202C), wherein the enclosure (202C) is configured to receive at least a portion of the motor housing (200A) using a mounting means;
a connecting member (204) attached orthogonally to the first structural arm (202), wherein the connecting member (204) serves as a pivot structure to pivot the swingarm assembly (200), wherein the connecting member (204) defines a first connecting portion (204A) and a second connecting portion (204B), wherein the first connecting portion (204A) of the connecting member (204) is attached to the first structural arm (202); and
a second structural arm (200D) comprising a first end (206A) and a second end (206B), wherein the first end (206A) is transversely attached to the second connecting portion (204B) of the connecting member (204) using a connecting means, and wherein the second end (206B) is coupled to a shaft (208) of a gearbox housing (200B).

2. The swingarm assembly (200) as claimed in claim 1, wherein the attachment between the first sheet member (202A) and the second sheet member (202B) creates a triangular-shaped configuration in at least one perspective, thereby defining the enclosure (202C).

3. The swingarm assembly (200) as claimed in claim 1, wherein the connecting member (204) is connected to a chassis of the saddle-type vehicle.

4. The swingarm assembly (200) as claimed in claim 1, wherein the connecting member (204) and the first structural arm (202) form a single unit.

5. The swingarm assembly (200) as claimed in claim 1, comprising a stiffener tube component (302) attached between the first sheet member (202A) and the second sheet member (202B), wherein the stiffener tube component (302) is attached to the first sheet member (202A) at a first tube portion end and the second sheet member (202B) at a second tube portion.

6. The swingarm assembly (200) as claimed in claim 5, wherein the first connecting portion (204A) of the connecting member (204) is attached to the second sheet member (202B) to define a gap (304) for receiving the second tube portion of the stiffener tube component (302).

7. The swingarm assembly (200) as claimed in claim 1, wherein the gearbox housing (200B) is coupled to the motor housing (200A) by a coupling means and wherein the second end (206B) of the second structural arm (200D) defines a hole (206C) for receiving the shaft (208) of the gearbox housing (200B).

8. The swingarm assembly (200) as claimed in claim 1, comprising:
a first shock mount member mounted to the motor housing (200A) through a mounting element; and
a second shock mount member connected with the second end (206B) of the second structural arm (200D) through a connecting element, wherein the first shock mount and the second shock mount are configured to receive respective ends of a shock absorber.

9. The swingarm assembly (200) as claimed in claim 1, wherein the second structural arm (200D) is oriented towards an orthogonal direction with respect to a cylindrical axis of the connecting member (204).

10. The swingarm assembly (200) as claimed in claim 1, wherein the shaft (208) of the gearbox housing (200B) receives a wheel, wherein the wheel is positioned between the gearbox housing (200B) and the second structural arm (200D).