DESC:WHEEL ASSEMBLY FOR A TWO-WHEEL VEHICLE
CROSS REFERENCE TO RELATED APPLICATIONS
The present application claims priority from Indian Provisional Patent Application No. 202421068718 filed on 11/09/2024, the entirety of which is incorporated herein by a reference.
TECHNICAL FIELD
The present disclosure generally relates to a two-wheel vehicle. Particularly, the present disclosure relates to a wheel assembly for a two-wheel vehicle.
BACKGROUND
Nowadays, the vehicles have become indispensable for personal transportation, commuting, and logistics. The growing popularity of electric and hybrid vehicles, driven by environmental concerns and fuel efficiency, further underscores their importance.
Traditionally, in the domain of vehicle design, a wheel assembly is constructed to include a wheel rim supported around at least one rotating member. This rotating member is structurally connected to the wheel rim through several spokes or arms that ensure mechanical integrity and rotational stability. The rotating member typically comprises a wheel hub sub-assembly and a drum-sprocket sub-assembly. A wheel shaft is rigidly fixed within the wheel hub sub-assembly and serves as a stationary support element, around which the rotating member rotates. The wheel hub sub-assembly plays a critical role in enabling the rotation of the wheel assembly, as it is driven by the drum-sprocket sub-assembly. The drum-sprocket sub-assembly includes a sprocket that is operably connected to a driving member, such as a chain or belt, which receives motion from a power generation unit. This driving member transmits torque to the sprocket, which in turn drives the drum portion of the sub-assembly, enabling the wheel's rotation. Additionally, the wheel shaft is configured to support one or more bearing sub-assemblies. These bearing sub-assemblies facilitate low-friction rotation of the rotating member around the wheel shaft. The outer diameter of the bearing’s interfaces with the inner bore of the rotating member to ensure smooth and efficient rotation under various operating conditions. This conventional configuration has been widely adopted in vehicle systems, including motorcycles, bicycles, and electric two-wheelers, due to its reliability and structural simplicity.
Therefore, there exists a need for an improved wheel assembly that overcomes one or more problems associated as set forth above.
SUMMARY
An object of the present disclosure is to provide a wheel assembly for a two-wheel vehicle.
In accordance with an aspect of the present disclosure, there is provided a wheel assembly for a two-wheel vehicle. The wheel assembly comprises a hub member, a peripheral member disposed concentrically and radially outward of hub member, a plurality of arms connecting the peripheral member to the hub member and an axle for mounting the wheel assembly on the two-wheel vehicle.
The present disclosure provides the wheel assembly for two-wheel vehicle. Advantageously, the wheel assembly enhances the overall performance, durability, and functionality of two-wheel vehicles. Beneficially, the wheel assembly facilitates smooth and efficient rotation of the wheel, thereby reduces the friction and wear during operation. Furthermore, the wheel assembly significantly contributes to modularity and ease of customization. Beneficially, the wheel assembly allows accurate speed sensing which enables the better control and safety through advanced braking and monitoring systems. Additionally, the wheel assembly ensures precise alignment and stable mounting, which is crucial for high-speed stability and durability under varying loads. Furthermore, the wheel assembly ensures the effective torque transmission while minimizing torsional shocks, thereby protecting drivetrain components and enhancing rider comfort.
Additional aspects, advantages, features and objects of the present disclosure would be made apparent from the drawings and the detailed description of the illustrative embodiments constructed in conjunction with the appended claims that follow.
It will be appreciated that features of the present disclosure are susceptible to being combined in various combinations without departing from the scope of the present disclosure as defined by the appended claims.
BRIEF DESCRIPTION OF DRAWINGS
The summary above, as well as the following detailed description of illustrative embodiments, is better understood when read in conjunction with the appended drawings. For the purpose of illustrating the present disclosure, exemplary constructions of the disclosure are shown in the drawings. However, the present disclosure is not limited to specific methods and instrumentalities disclosed herein. Moreover, those in the art will understand that the drawings are not to scale. Wherever possible, like elements have been indicated by identical numbers.
Embodiments of the present disclosure will now be described, by way of example only, with reference to the following diagrams wherein:
FIG. 1 illustrates an exploded view of a wheel assembly of a two-wheel vehicle, in accordance with an aspect of the present disclosure.
FIG. 2 illustrates an exploded view of a front wheel assembly of a two-wheel vehicle, in accordance with another aspect of the present disclosure.
FIG. 3 illustrates an exploded view of a rear wheel assembly of a two-wheel vehicle, in accordance with another aspect of the present disclosure.
In the accompanying drawings, an underlined number is employed to represent an item over which the underlined number is positioned or an item to which the underlined number is adjacent. A non-underlined number relates to an item identified by a line linking the non-underlined number to the item. When a number is non-underlined and accompanied by an associated arrow, the non-underlined number is used to identify a general item at which the arrow is pointing.
DETAILED DESCRIPTION
The following detailed description illustrates embodiments of the present disclosure and ways in which they can be implemented. Although some modes of carrying out the present disclosure have been disclosed, those skilled in the art would recognise that other embodiments for carrying out or practising the present disclosure are also possible.
The description set forth below in connection with the appended drawings is intended as a description of certain embodiments of a wheel assembly for a two-wheel vehicle and is not intended to represent the only forms that may be developed or utilised. The description sets forth the various structures and/or functions in connection with the illustrated embodiments; however, it is to be understood that the disclosed embodiments are merely exemplary of the disclosure that may be embodied in various and alternative forms. The figures are not necessarily to scale; some features may be exaggerated or minimised to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention.
While the disclosure is susceptible to various modifications and alternative forms, specific embodiment thereof has been shown by way of example in the drawings and will be described in detail below. It should be understood, however, that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternatives falling within the scope of the disclosure.
The terms “comprise”, “comprises”, “comprising”, “include(s)”, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a setup, system that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or system. In other words, one or more elements in a system or apparatus preceded by “comprises... a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus.
In the following detailed description of the embodiments of the disclosure, reference is made to the accompanying drawings and which are shown by way of illustration specific embodiments in which the disclosure may be practiced. These embodiments are described in sufficient detail to enable those skilled in the art to practice the disclosure, and it is to be understood that other embodiments may be utilized and that changes may be made without departing from the scope of the present disclosure. The following description is, therefore, not to be taken in a limiting sense.
The present disclosure will be described herein below with reference to the accompanying drawings. In the following description, well known functions or constructions are not described in detail since they would obscure the description with unnecessary detail.
As used herein, the terms “two-wheel vehicle” and “vehicle” are used interchangeably and refer to a vehicle configured with two wheels aligned along a common longitudinal axis, wherein one of the wheels is positioned at the front and the other at the rear of the vehicle. The two-wheel vehicle may include, but is not limited to, bicycles, motorcycles, scooters (including electric scooters), mopeds, and other similar personal or commercial transport vehicles, whether manually powered, engine-driven, or electric motor-driven. Such vehicles typically include a frame, a steering mechanism, a power source, a suspension system, and braking components configured to operate in conjunction with the front and/or rear wheel.
As used herein, the term “wheel assembly” refers to a mechanical system configured to enable rotational movement of a vehicle wheel relative to a supporting frame or chassis. The wheel assembly comprises a combination of components including, but not limited to, a hub member, a peripheral member (such as a rim), an axle, and a plurality of connecting elements (such as spokes or arms). The wheel assembly may further include functional elements such as bearings, seals, braking components (e.g., disc and caliper), drive components (e.g., sprocket, flange final drive, damper), and tire mounting features. The wheel assembly may be configured as a front or rear assembly and is adapted to support a tire, transmit torque, absorb shocks, and interface with braking and suspension systems.
As used herein, the term “hub member” refers to a central structural component of a wheel assembly that is configured to receive an axle and facilitate the rotational mounting of the wheel with respect to the axle. The hub member typically defines a central bore and is operatively coupled with one or more bearing elements to enable smooth rotation. The hub member further serves as a connecting interface between the rotating and non-rotating parts of the wheel assembly and may be configured to receive mounting of additional components such as discs, sprockets, dampers, or toner wheels. The hub member may be formed integrally or assembled from multiple sub-components, and may also include sealing features to prevent ingress of contaminants into the bearing assembly.
As used herein, the terms “peripheral member” refers to a structural component of a wheel assembly that is disposed radially outward and concentrically around a central hub member. The peripheral member is configured to support a tyre and may include provisions for mounting various functional components such as valves, discs, or sensors. The peripheral member may take the form of a rim, circular flange, or any equivalent structure adapted to receive and retain a tyre and to transmit loads between the tyre and the central rotating assembly. The peripheral member may be integrally formed with or mechanically joined to other components of the wheel assembly, and it serves as the primary interface between the wheel and the road surface.
As used herein, the term “plurality of arms” and “arms” are used interchangeably and refer to two or more elongated structural members that extend radially or angularly between a central hub member and a peripheral member (such as a wheel rim) in the wheel assembly. The arms are configured to transmit loads, such as radial, axial, or torsional forces, between the hub and the peripheral member, thereby structurally supporting the peripheral member relative to the rotating axis of the wheel. The arms may be formed as individual spokes, integrally cast or molded structures, or machined features, and may vary in number, cross-sectional profile, material, or arrangement depending on the design requirements of the wheel assembly.
As used herein, the term “axle” refers to an elongated structural member configured to support a rotating assembly, such as a wheel or hub, and to facilitate its mounting on a frame or chassis of a vehicle. The axle is typically non-rotating and remains fixed relative to the vehicle frame, while allowing rotational components (e.g., hub or wheel) to rotate. The axle may be configured to receive one or more bearing elements, sleeves, spacers, or locking members, and may further serve as a load-bearing member that transmits forces from the wheel assembly to the vehicle suspension or frame. The axle may be of a solid or hollow construction and may be adapted for front or rear wheel mounting, depending on the vehicle configuration.
As used herein, the term “at least one bearing” refers to one or more bearing elements configured to facilitate relative rotational movement between two components. The bearing may be of any suitable type, including but not limited to ball bearings, roller bearings, needle bearings, or plain bearings, and may be positioned within or adjacent to the hub member or any other rotatable component. The bearing is operatively disposed to reduce friction and support radial and/or axial loads during rotation. The phrase encompasses embodiments having a single bearing or multiple bearings arranged in series or parallel configurations to enhance load distribution, stability, and durability of the rotating assembly.
As used herein, the term “relative rotation” refers to a rotational movement between two or more components wherein at least one component rotates with respect to another component that is stationary or rotating at a different speed or direction.
As used herein, the term “plurality of seals” and “seals” are used interchangeably and refer to two or more sealing elements that are operatively positioned within the wheel assembly, particularly adjacent to or around the bearing(s), such that they are configured to restrict or prevent the ingress of external contaminants (e.g., dust, water, mud, debris) into the bearing housing or other internal components. The seals may include, but are not limited to, radial shaft seals, lip seals, O-rings, or labyrinth-type seals, and may be composed of rubber, elastomeric materials, or metal-reinforced composites. The arrangement of the plurality of seals ensures extended operational life and consistent performance of the rotating assembly by maintaining a clean internal environment.
As used herein, the term “multiple functional components” refers to a plurality of auxiliary or operational elements that are mountable or integrally formed on the peripheral member of the wheel assembly and are configured to perform one or more specific mechanical, electrical, or sensory functions. The functional components may include, but are not limited to, a disc brake rotor, a toner wheel for speed sensing, tyre valve for air regulation, mudguard brackets, reflectors, wheel covers, weight balancers, or sensors for speed, temperature, or pressure. The functional components may be fixed, detachable, or integrated depending on the specific application, and contribute to the performance, safety, functionality, or regulatory compliance of the wheel assembly.
As used herein, the term “tyre valve” refers to a fluid control component integrated with or mounted on a wheel assembly, typically on the peripheral member or rim, and is configured to regulate the controlled inflow and outflow of pressurized air or gas into and from a pneumatic tyre. The tyre valve includes a valve stem, a valve core, and a sealing mechanism, and is operable to maintain internal tyre pressure while allowing selective inflation or deflation through external connection with an air pump or pressure gauge. The tyre valve is generally constructed to prevent leakage, resist environmental exposure, and ensure air-tight sealing under varying operational conditions.
As used herein, the term “disc” refers to a substantially circular component configured to be mounted on the hub member of the wheel assembly. The disc is typically made of metal or other rigid materials and is adapted to engage with a braking system (such as a caliper) to facilitate deceleration or stopping of the wheel. The disc may further serve as a mounting base for auxiliary components such as a toner wheel or sensor interface, thereby enabling additional functionalities like speed sensing or rotational signal generation.
As used herein, the term “plurality of special fasteners” and “special fasteners” are used interchangeably and refer to two or more fastening elements specifically designed or selected to meet functional requirements such as precise alignment, vibration resistance, tamper-proof installation, or high load-bearing capacity in the wheel assembly. The special fasteners may include, but are not limited to, shoulder bolts, lock bolts, flange bolts, captive screws, or fasteners with custom head or thread profiles, which are adapted to securely mount the disc and toner wheel to the hub member. The special nature of the special fasteners lies in the geometry, material, thread design, or locking mechanism, which ensures enhanced mechanical stability, precise positioning, or ease of assembly/disassembly compared to conventional fasteners.
As used herein, the term “toner wheel” refers to a rotational sensing component that is mounted on a wheel or rotating shaft and configured to generate rotational signals. The toner wheel typically comprises a disc-shaped member with a series of regularly spaced slots, teeth, or perforations arranged along its periphery. The features interact with a sensor, such as a magnetic or optical sensor, to produce a sequence of pulses corresponding to the rotational movement of the wheel. The resulting signals are used by an electronic control unit (ECU) or speed sensor system to determine rotational speed, direction, and position of the wheel. The toner wheel is commonly used in conjunction with anti-lock braking systems (ABS), traction control systems, and vehicle speed monitoring modules.
As used herein, the term “at least one circlip” and “circlip” are used interchangeably and refer to a mechanical fastening element, typically a semi-flexible metal ring with open ends, configured to be inserted into a machined groove on a shaft or within a bore. The circlip is adapted to retain a component (e.g., a toner wheel, bearing, or other rotating member) in a predefined axial position, thereby preventing undesired axial movement during operation. The phrase “at least one” is intended to cover embodiments employing one or more circlips depending on structural and functional requirements.
As used herein, the term “at least one fastener” and “fastener” are used interchangeably and refer to any mechanical component or means configured to securely attach, couple, or affix one component to another. The fastener is inclusive of, but not limited to, bolts, screws, rivets, clips, clamps, pins, nails, adhesives, welding joints, or any combination thereof.
As used herein, the term “sleeve” refers to an elongated hollow cylindrical or tubular component configured to be concentrically positioned around a shaft, axle, or similar member. The sleeve may serve one or more functions including spacing, load distribution, alignment, protection, or housing of internal components. The sleeve may be constructed from metal, plastic, or composite material and may be fixed or rotatable depending on the application.
As used herein, the term “spacer” refers to a structural component configured to maintain a predefined distance or clearance between two or more elements within an assembly. The spacer may be formed as a cylindrical, tubular, or plate-like member and can be positioned axially, radially, or laterally, depending on the design requirement. In a wheel assembly, the spacer is typically disposed between the axle and adjacent components, such as bearings, sleeves, or structural members, to ensure proper alignment, reduce unwanted movement, distribute load, and restrict direct contact between parts.
As used herein, the term “central bore” refers to a longitudinally extending cavity or passage formed along the central axis of a component, such as a hub member or shaft, and is configured to receive another element (e.g., an axle, sleeve, or fastener). The central bore typically facilitates assembly, alignment, and rotational engagement between interfacing components, and may be cylindrical or otherwise shaped to correspond with the geometry of the mating part.
As used herein, the term “front suspension” and “suspension” are used interchangeably and refer to a mechanical assembly operatively positioned between the front wheel assembly and the main frame or chassis of a two-wheel vehicle. The front suspension is configured to support the front wheel assembly while allowing vertical movement relative to the vehicle frame, thereby absorbing shocks, vibrations, and road irregularities encountered during operation. The front suspension typically comprises components such as telescopic forks, springs, dampers, steering yokes, and linkages, which collectively function to provide steering control, maintain wheel contact with the ground, and enhance ride comfort, stability, and handling performance.
As used herein, the term “metal lock nut” refers to a fastening component made of metallic material, configured to be threadedly engaged with a corresponding threaded member such as a bolt or axle, and designed to resist loosening under conditions of vibration, torque, or mechanical stress. The metal lock nut includes an integrated locking feature such as a deformed thread profile, an insert, or a frictional surface either formed integrally or attached to the nut body, which provides self-locking functionality. The locking feature ensures that the nut remains securely fastened in the operational position without the need for additional locking devices, thereby enhancing the structural integrity and safety of the assembled components in dynamic environments such as vehicle wheel assemblies.
As used herein, the term “swing arm” refers to a structural component of a two-wheel vehicle, typically forming part of the rear suspension system. The swing arm is pivotally connected at one end to the vehicle frame or chassis and supports the rear wheel assembly at the other end. The swing arm is configured to allow vertical movement of the rear wheel relative to the vehicle body, thereby enabling suspension travel and absorbing road shocks. The swing arm may also serve as a mounting base for additional components such as the rear brake caliper, axle, or chain tensioning mechanism. The swing arm may be of unitary or multi-piece construction and can be fabricated from metal or composite materials to achieve the desired strength and weight characteristics.
As used herein, the term “rear caliper” refers to a braking component mounted in proximity to the rear wheel of a vehicle, typically a two-wheeler, and configured to apply a clamping force onto a brake disc (rotor) in order to generate braking torque. The rear caliper comprises a caliper body housing at least one piston, wherein hydraulic or mechanical actuation of the piston causes brake pads to press against opposite surfaces of the brake disc mounted on the rear wheel assembly. The rear caliper is operatively coupled to a braking system and is secured to a structural member such as a swing arm or frame bracket, thereby enabling effective braking of the rear wheel during vehicle operation.
As used herein, the term “plurality of L washers” and “L washers” are used interchangeably and refer to multiple washer-like components having an "L"-shaped cross-sectional profile, each comprising a first flange portion and a second perpendicular leg portion. The L washers are configured to be disposed between a structural element such as a swing arm and an axle or fastener. The unique L-shape of the washers enables axial positioning and rotational restriction of the wheel assembly or associated components by providing a physical barrier or stop against rotational forces, particularly during braking or torque transmission. The configuration of the L washers ensures proper axial alignment, load distribution, and enhanced mechanical interlocking between components.
As used herein, the term “flange final driven member” refers to a structural component of a wheel assembly that is operatively coupled to the rear wheel and configured to receive rotational input from a vehicle’s transmission system typically via a chain, belt, or shaft drive and transmit the resulting torque to the wheel to enable propulsion. The flange final driven member generally includes a flange portion configured with mounting provisions (such as holes or projections) for securing power transmission elements, such as a sprocket, and may be integrated with or connected to a damper mechanism for absorbing torsional shocks. The flange final driven member is rotatably or non-rotatably connected to the hub member, depending on the damping mechanism, and forms the terminal stage of torque transfer in the drivetrain.
As used herein, the term “transmission system” refers to a mechanical and/or electromechanical arrangement configured to transmit rotational power or torque from a power source, such as an internal combustion engine or an electric motor, to a driven member, such as a wheel or axle. The transmission system typically comprises one or more components including, but not limited to, gears, shafts, clutches, belts, chains, sprockets, pulleys, couplings, or electronically controlled actuators, and is adapted to regulate speed, direction, and torque delivery to match driving conditions and vehicle operation requirements.
As used herein, the term “sprocket” refers to a mechanical component comprising a wheel or disc with a series of spaced teeth, projections, or indentations configured along its periphery, the sprocket being operable to engage with a flexible power transmission element such as a chain or toothed belt. The sprocket is adapted to transmit rotational motion and torque between components, such as from a driving member to a driven member, and may be mounted on or coupled with a rotating shaft, hub, or other drivetrain elements to facilitate power transfer in a vehicle or mechanical system.
As sued herein, the term “damper” refers to a mechanical component configured to absorb, dissipate, or reduce vibrational energy, shock loads, or torsional fluctuations occurring between interconnected rotating or stationary members. Specifically, the damper may be positioned between the hub member and a torque-transmitting member, such as a flange final driven member or sprocket, and is adapted to attenuate sudden changes in torque or rotational input. The damper may include elastomeric materials, spring elements, or other energy-absorbing structures that deform under load to provide cushioning, thereby enhancing drivetrain smoothness, reducing mechanical stress, and improving ride comfort and component longevity.
Figure 1, in accordance with an embodiment describes a wheel assembly 100 for a two-wheel vehicle. The wheel assembly 100 comprises a hub member 102, a peripheral member 104 disposed concentrically and radially outward of hub member 102, a plurality of arms 106 connecting the peripheral member 104 to the hub member 102 and an axle 108 for mounting the wheel assembly 100 on the two-wheel vehicle.
In an embodiment, the hub member 102 is configured to receive the axle 108 and facilitate rotation of the wheel assembly 100. The hub member 102 may be structurally designed to accommodate the insertion and secure mounting of the axle 108, which serves as a rotational axis for the wheel. By receiving the axle 108, the hub member 102 provides a stable mechanical interface between the rotating components of the wheel and the fixed frame or suspension of the vehicle. Beneficially, the configuration f the axle 108 enables the smooth and efficient rotational movement of the wheel relative to the vehicle chassis. Beneficially, the wheel assembly 100 ensures reliable and low-friction rotational support for the wheel, thereby enhancing the vehicle handling, stability, and the ride comfort while maintaining structural integrity under varying operational loads.
In an embodiment, the hub member 102 comprises at least one bearing 110 such that the hub member 102 is integrated with the at least one bearing 110 to facilitate relative rotation with respect to the axle 108. The integration of the at least one bearing 110 within the hub member 02 ensures the precise alignment and secure mounting of the at least one bearing 110, thereby enhances the durability and operational reliability of the wheel assembly 100. Furthermore, the bearing 110 facilitates smooth rotation of the wheel around the axle 108 by minimizing friction and distributing loads efficiently during vehicle operation. Beneficially, the use of at least one bearing 110 reduces the wear and tear on the rotating components and also improves the ride quality and handling stability, particularly under dynamic load conditions. Additionally, the integrated bearing 110 arrangement simplifies the overall assembly process and minimizes the number of components, contributing to a compact and robust wheel architecture.
In an embodiment, the hub member 102 comprises a plurality of seals 112 disposed adjacent to the at least one bearing 110 to prevent ingress of foreign particles. The plurality of seals 112 may be strategically positioned to provide a protective barrier around the bearing 110, thereby preventing the ingress of foreign particles such as dust, dirt, and moisture into the bearing region. Moreover, by maintaining the cleanliness of the bearing 110, the plurality of seals 112 significantly reduce the risk of premature wear, corrosion, or operational failure of the bearing 110. Beneficially, the inclusion of the plurality of seals 112 adjacent to the at least one bearing 110 enhances the durability and reliability of the wheel assembly 100 during operation, particularly in harsh or off-road conditions, and contributes to the extended service life and reduced maintenance of the wheel system of vehicle.
In an embodiment, the peripheral member 104 is configured to support a tyre 114 and to receive the mounting of multiple functional components. The peripheral member 104 may include a rim or similar structure designed to securely accommodate the tyre 114, thereby enables the rotational motion of the vehicle. Additionally, the peripheral member 104 may be adapted to receive various functional components such as brake disc, sprocket, damper, and/or sensor-mounting features, which may be essential for the operation and performance of the wheel assembly 100. Beneficially, the configuration of the peripheral member 104 to integrate such components contributes to the compact design, efficient load distribution, and ease of assembly and maintenance.
In an embodiment, the peripheral member 104 comprises a tyre valve 116 configured to allow inflation and deflation of the tyre 114. The tyre valve 116 may be securely integrated with the peripheral member 104, which forms part of the rim structure supporting the tyre 114. The use of the tyre valve 116 enables the controlled regulation of air pressure within the chamber of the tyre 114, thereby ensures the optimal performance, safety, and comfort during vehicle operation. Furthermore, the placement and integration of the tyre valve 116 within the peripheral member 104 provide ease of access for maintenance and pressure adjustment.
In an embodiment, the wheel assembly 100 comprises a disc 118. The hub member 102 is configured to receive mounting of the disc 118 that is mounted using a plurality of special fasteners 120. The disc 118 may include the braking disc or any other rotational component that cooperates with vehicle control systems. The hub member 102 provides the defined interface, such as mounting bores or surfaces, for securely attaching the disc 118. Furthermore, the plurality of special fasteners 120 may be uniquely configured to ensure the robust and vibration-resistant mounting of the disc 118 which enhances the structural integrity of the wheel assembly 100 under dynamic vehicle conditions. Moreover, the use of the plurality of special fasteners 120 improves the reliability and durability of the disc mounting, reduction in loosening or misalignment during operation, and ease of assembly and maintenance. Additionally, the use of special fasteners 120 may offer anti-tamper, corrosion-resistant, or torque-limiting features that contribute to enhanced safety and performance of the wheel assembly 100.
In an embodiment, the disc 118 comprises a toner wheel 122. The disc 118 is coupled with the toner wheel 122 configured to generate rotational signals for speed sensing. The toner wheel 122 may include a series of teeth or slits that interact with a magnetic or optical sensor to produce a series of pulses or signals, which may be then interpreted to determine the speed of rotation. The arrangement of the toner wheel 122 allows for a compact and integrated speed sensing solution directly at the wheel, eliminating the need for separate or externally mounted sensing components. Beneficially, the use of the toner wheel 122 enhances the precision and responsiveness of vehicle speed measurement, thereby improves the control algorithms such as ABS, traction control, or regenerative braking, while also contributes to the simplified assembly and improved durability by reducing additional mounting structures.
In an embodiment, the toner wheel 122 is secured using at least one circlip 124 and at least one fastener 126. The circlip 124 provides a radial locking function that prevents axial displacement of the toner wheel 122 relative to the mounting surface, while the at least one fastener 126 offers additional mechanical retention, ensuring firm engagement and preventing loosening due to vibration or rotational forces during vehicle operation. The dual securing arrangement enhances the structural stability and alignment accuracy of the toner wheel 122, thereby improves the reliability of speed sensing or other functionalities associated with the toner wheel 122. Moreover, the use of both the at least one circlip 124 and the at least one fastener 126 ensures the redundancy in retention, which contributes to increased safety and durability of the wheel assembly 100.
In an embodiment, the plurality of arms 106 are spokes extending radially between the hub member 102 and the peripheral member 104. The hub member 102 may be adapted to receive the axle 108, while the peripheral member 104 may be designed to support the tyre 114 or similar structure. The radially extending spokes function as structural connectors that transfer loads between the hub and the periphery of the wheel. The inclusion of the plurality of arms 106 ensures the uniform distribution of radial forces and enhances the overall mechanical strength and stability of the wheel assembly 100. Moreover, the use of spokes reduces the overall weight of the wheel compared to a solid disc structure, thereby improving vehicle efficiency and handling. Additionally, the radial arrangement of spokes allows for better absorption of shocks and vibrations encountered during operation, contributing to improved ride comfort and durability of the wheel assembly 100.
In an embodiment, the axle 108 is configured to receive a sleeve 128 and a spacer 130 such that the sleeve 128 being positioned within a central bore of the hub member 102 and the spacer 130 being disposed inside the sleeve 128. The arrangement of the spacer 130 within the sleeve 128, which in turn may be positioned within the central bore of the hub member 102, ensures the precise alignment and effective distribution of axial loads along the axle 108. The configuration provides enhanced structural integrity to the wheel assembly 100, minimizes wear due to friction between the rotating hub and the stationary axle, and improves the overall durability and performance of the wheel assembly 100. Additionally, the sleeve 128 and the spacer 130 facilitates ease of assembly and maintenance by allowing modular replacement of internal components.
In an embodiment, the wheel assembly 100 further comprises the tyre 114 mounted over the peripheral member 104 to enable the road contact and absorb shocks. The tyre 114, being of an elastomeric material, provides surface traction and contributes to vehicle stability. Additionally, the tyre 114 serves to absorb shocks and vibrations induced by road irregularities, thereby enhances the ride comfort and reduces the stress transmission to the vehicle frame and suspension components.
In an embodiment, the wheel assembly 100 comprises a front wheel assembly 132 and a rear wheel assembly 134. The front wheel assembly 132 may be configured to enable steering and directional control, while the rear wheel assembly 134 may be adapted to receive the drive input for propulsion. Beneficially, the front and rear wheel arrangement facilitates the balanced load distribution, vehicle stability, and effective power transmission. Moreover, the integration of both the front wheel assembly 132 and the rear wheel assembly 134 improves the modularity and ease of assembly during manufacturing, and ensures that both the rotational and structural loads are efficiently managed across the vehicle frame.
Figure 2, describes the front wheel assembly 132 is mounted upon a front suspension 136. Furthermore, the front wheel assembly 132 comprises a metal lock nut 138 configured to securely fasten a component of the wheel assembly 100 on the axle 108. The front suspension 136 may comprise a telescopic fork or any other suitable suspension structure configured to absorb shocks and vibrations experienced during vehicle motion. The mounting of the front wheel assembly 132 on the front suspension 136 facilitates guided vertical movement of the wheel relative to the vehicle frame, thereby enhancing riding comfort, steering stability, and shock absorption capability. Furthermore, the front wheel assembly 132 includes the metal lock nut 138 configured to securely fasten the component of the wheel assembly 100 onto the axle 108. The metal lock nut 138 ensures that the components of the wheel assembly 100, such as the rim or hub, may be firmly clamped to the axle 108 without loosening under dynamic loading conditions. Beneficially, the configuration enhances structural integrity, safety, and reliability of the wheel mounting, especially during high-speed operation or uneven road conditions. Subsequently, the mounting of the front wheel assembly 132 on the front suspension 132 enables effective load transfer and damping of road shocks, thereby improving ride comfort and handling. The inclusion of the metal lock nut 138 on the axle 108 enhances the structural integrity of the wheel assembly 100 by securely fastening the components, preventing axial displacement or loosening during operation, which in turn contributes to vehicle safety, reliability, and prolonged component life.
Figure 3, describes the rear wheel assembly 134 is mounted upon a swing arm 140. Furthermore, the rear wheel assembly 134 comprises a rear caliper 142, such that the rear caliper 142 is mounted on the swing arm 140 to enable braking action. The rear wheel assembly 134 may be provided with the rear caliper 142, which may be also mounted on the swing arm 140. The positioning of the rear caliper 142 on the swing arm 140 facilitates the effective engagement with the brake disc associated with the rear wheel, thereby enabling braking action during vehicle operation. The integration of the rear caliper 142 onto the swing arm 140 ensures that the braking system remains aligned and stable with the motion of the rear wheel, even when the swing arm 140 moves during suspension operation.
In an embodiment, the rear wheel assembly 134 comprises a plurality of L washers 144, such that the plurality of L washers 144 is configured to disposed between the swing arm 140 and the axle 108 to ensure proper axial alignment and restrict rotational movement during braking. The plurality of L washers 144 may be designed and configured to maintain proper axial alignment of the rear wheel assembly 134 relative to the swing arm 140. By the structural arrangement and placement, the L washers 144 serve to resist any unintended rotational movement of the axle 108 that may occur, particularly during braking operations. The L washers 144 may be shaped in a manner that allows washers to interlock or interface effectively with adjacent components, thereby reinforcing the stability of the wheel assembly 100 under the dynamic braking loads. Beneficially, the inclusion of the L washers 144 ensures the consistent axial positioning of the rear wheel assembly 100, thereby improving the stability and handling of the vehicle. Additionally, by restricting the rotational movement of the axle 108 during the braking, the L washers 144 contributes to enhanced braking efficiency and safety, thereby reduces the risk of component wear or misalignment caused by torsional stresses.
In an embodiment, the rear wheel assembly 134 comprises a flange final driven member 146 configured to receive rotational input from a transmission system and transmit torque to the rear wheel. The flange final driven member 146 may be operatively coupled to the transmission system and is configured to receive rotational input therefrom. The flange final driven member 146 transmits the received torque to the rear wheel, thereby enabling rotation of the rear wheel during vehicle operation. Beneficially, the configuration facilitates efficient power transfer from the drivetrain to the wheel, contributing to the propulsion of the vehicle. Furthermore, the incorporation of the flange final driven member 146 in the rear wheel assembly 134 enables effective transmission of torque from the transmission system to the rear wheel, thereby improving the drivetrain efficiency and ensuring reliable wheel rotation which results in the smoother power delivery, enhanced vehicle performance, and reduced mechanical losses during motion.
In an embodiment, the flange final driven member 146 comprises a sprocket 148. The sprocket 150 is mounted on the flange final driven member 146 and configured to receive rotational drive via a chain or belt. The sprocket 148 may be mounted on the flange final driven member 146 in a manner that enables the sprocket 148 to receive a rotational drive through the transmission element such as the chain or belt. The flange final driven member 146 may be integrally formed or mechanically coupled with the sprocket 148 to facilitate efficient power transfer from the drive source to the wheel assembly 100. The sprocket 148 may be positioned and secured to ensure aligned engagement with the drive chain or belt, thereby enabling controlled and consistent rotation of the wheel assembly 100 during vehicle operation. Beneficially, the configuration enables efficient transmission of torque from the engine or motor to the wheel, thereby ensuring smooth propulsion of the vehicle. The secure mounting of the sprocket 148 on the flange final driven member 146 enhances mechanical reliability and minimizes slippage or misalignment. Additionally, the modular design allows for easier maintenance or replacement of the sprocket 148 while maintaining structural integrity of the wheel assembly 100.
In an embodiment, the flange final driven member 146 comprises a damper 150. The damper 150 is operatively coupled between the flange final driven member 146 and the hub member 102 to absorb torsional shocks during sudden acceleration or deceleration. The structural arrangement enables the damper 150 to function as an intermediate cushioning interface between the driving and driven components. Specifically, the damper 150 absorbs and mitigates the torsional shocks that are transmitted between the flange final driven member 146 and the hub member 102 during instances of sudden acceleration or deceleration of the vehicle. The placement of the damper 150 within the power transmission path ensures that torsional fluctuations are effectively damped before being propagated to the wheel, thereby improving ride comfort and drivetrain reliability. Beneficially, the inclusion of the damper 150 between the flange final driven member 146 and the hub member 102 results in the effective absorption of torsional shocks, which significantly reduces the stress and vibration transferred to the wheel during rapid changes in torque.
The present disclosure discloses the wheel assembly 100 for the two-wheel vehicle. The wheel assembly 100 as disclosed by present disclosure is advantageous for enhancement of the overall performance, durability, and safety of the vehicle. Beneficially, the integration of the hub member 102 with the bearing 110 and the seals 112 ensures smooth rotational motion while preventing the ingress of foreign particles, thereby improving the longevity and operational efficiency of the hub. Furthermore, the peripheral member 104 is designed to support the tyre 114 and receive additional functional components, making the wheel assembly 100 adaptable for various performance and utility enhancement. Furthermore, the use of the plurality of arms 106 to connect the hub and peripheral members 104 ensures structural integrity and even load distribution during dynamic operations. Advantageously, the disc 118 mounted on the hub, in combination with the toner wheel 122 and the plurality of special fasteners 120, facilitates precise speed sensing, which is critical for advanced braking and control systems. Furthermore, the rear wheel assembly 134 includes features such as the flange final driven member 146 with the mounted sprocket 148 and the damper 150 allows efficient power transmission via the chain or belt drive, while the damper 150 absorbs torsional shocks generated during sudden acceleration or deceleration, resulting in smoother power delivery and reduced stress on drivetrain components. Moreover, the inclusion of components like the plurality of L washers 144 ensures proper axial alignment and resistance against rotational disturbances, especially during braking.
In an embodiment, the wheel assembly 100 comprises the hub member 102, the peripheral member 104 disposed concentrically and radially outward of hub member 102, the plurality of arms 106 connecting the peripheral member 104 to the hub member 102 and the axle 108 for mounting the wheel assembly 100 on the two-wheel vehicle. Furthermore, the hub member 102 is configured to receive the axle 108 and facilitate rotation of the wheel assembly 100. Furthermore, the hub member 102 comprises the at least one bearing 110 such that the hub member 102 is integrated with the at least one bearing 110 to facilitate relative rotation with respect to the axle 108. Furthermore, the hub member 102 comprises the plurality of seals 112 disposed adjacent to the at least one bearing 110 to prevent ingress of foreign particles. Furthermore, the peripheral member 104 is configured to support the tyre 114 and to receive the mounting of multiple functional components. Furthermore, the peripheral member 104 comprises the tyre valve 116 configured to allow inflation and deflation of the tyre 114. Furthermore, the wheel assembly 100 comprises the disc 118. The hub member 102 is configured to receive mounting of the disc 118 that is mounted using the plurality of special fasteners 120. Furthermore, the disc 118 comprises the toner wheel 122. The disc 118 is coupled with the toner wheel 122 configured to generate rotational signals for speed sensing. Furthermore, the toner wheel 122 is secured using the at least one circlip 124 and the at least one fastener 126. Furthermore, the plurality of arms 106 are spokes extending radially between the hub member 102 and the peripheral member 104. Furthermore, the axle 108 is configured to receive the sleeve 128 and the spacer 130 such that the sleeve 128 being positioned within the central bore of the hub member 102 and the spacer 130 being disposed inside the sleeve 128. Furthermore, the wheel assembly 100 further comprises the tyre 114 mounted over the peripheral member 104 to enable the road contact and absorb shocks. Furthermore, the wheel assembly 100 comprises the front wheel assembly 132 and the rear wheel assembly 134. Furthermore, the front wheel assembly 132 is mounted upon the front suspension 136. Furthermore, the front wheel assembly 132 comprises the metal lock nut 138 configured to securely fasten the component of the wheel assembly 100 on the axle 108. Furthermore, the rear wheel assembly 134 is mounted upon the swing arm 140. Furthermore, the rear wheel assembly 134 comprises the rear caliper 142, such that the rear caliper 142 is mounted on the swing arm 140 to enable braking action. Furthermore, the rear wheel assembly 134 comprises the plurality of L washers 144, such that the plurality of L washers 144 is configured to disposed between the swing arm 140 and the axle 108 to ensure proper axial alignment and restrict rotational movement during braking. Furthermore, the rear wheel assembly 134 comprises the flange final driven member 146 configured to receive rotational input from the transmission system and transmit torque to the rear wheel. Furthermore, the flange final driven member 146 comprises the sprocket 148. The sprocket 150 is mounted on the flange final driven member 146 and configured to receive rotational drive via the chain or belt. Furthermore, the flange final driven member 146 comprises the damper 150. The damper 150 is operatively coupled between the flange final driven member 146 and the hub member 102 to absorb torsional shocks during sudden acceleration or deceleration.
In the description of the present invention, it is also to be noted that, unless otherwise explicitly specified or limited, the terms “disposed,” “mounted,” and “connected” are to be construed broadly, and may for example be fixedly connected, detachably connected, or integrally connected, either mechanically or electrically. They may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Modifications to embodiments and combination of different embodiments of the present disclosure described in the foregoing are possible without departing from the scope of the present disclosure as defined by the accompanying claims. Expressions such as “including”, “comprising”, “incorporating”, “have”, “is” used to describe and claim the present disclosure are intended to be construed in a non- exclusive manner, namely allowing for items, components or elements not explicitly described also to be present. Reference to the singular is also to be construed to relate to the plural where appropriate.
Although embodiments have been described with reference to a number of illustrative embodiments thereof, it should be understood that numerous other modifications and embodiments can be devised by those skilled in the art that will fall within the spirit and scope of the principles of this disclosure. More particularly, various variations and modifications are possible in the component parts and/or arrangements of the subject combination arrangement within the scope of the present disclosure, the drawings and the appended claims. In addition to variations and modifications in the component parts and/or arrangements, alternative uses will also be apparent to those skilled in the art.
,CLAIMS:WE CLAIM:
1. A wheel assembly (100) for a two-wheel vehicle, wherein the wheel assembly (100) comprises:
- a hub member (102);
- a peripheral member (104) disposed concentrically and radially outward of hub member (102);
- a plurality of arms (106) connecting the peripheral member (104) to the hub member (102); and
- an axle (108) for mounting the wheel assembly (100) on the two-wheel vehicle.
2. The wheel assembly (100) as claimed in claim 1, wherein the hub member (102) is configured to receive the axle (108) and facilitate rotation of the wheel assembly (100).
3. The wheel assembly (100) as claimed in claim 1, wherein the hub member (102) comprises at least one bearing (110) such that the hub member (102) is integrated with the at least one bearing (110) to facilitate relative rotation with respect to the axle (108).
4. The wheel assembly (100) as claimed in claim 1, wherein the hub member (102) comprises a plurality of seals (112) disposed adjacent to the at least one bearing (110) to prevent ingress of foreign particles.
5. The wheel assembly (100) as claimed in claim 1, wherein the peripheral member (104) is configured to support a tyre (114) and to receive the mounting of multiple functional components.
6. The wheel assembly (100) as claimed in claim 5, wherein the peripheral member (104) comprises a tyre valve (116) configured to allow inflation and deflation of the tyre (114).
7. The wheel assembly (100) as claimed in claim 1, wherein the wheel assembly (100) comprises a disc (118), wherein the hub member (102) is configured to receive mounting of the disc (118) that is mounted using a plurality of special fasteners (120).
8. The wheel assembly (100) as claimed in claim 7, wherein the disc (118) comprises a toner wheel (122), wherein the disc (118) is coupled with the toner wheel (122) configured to generate rotational signals for speed sensing.
9. The wheel assembly (100) as claimed in claim 8, wherein the toner wheel (122) is secured using at least one circlip (124) and at least one fastener (126).
10. The wheel assembly (100) as claimed in claim 1, wherein the plurality of arms (106) are spokes extending radially between the hub member (102) and the peripheral member (104).
11. The wheel assembly (100) as claimed in claim 1, wherein the axle (108) is configured to receive a sleeve (128) and a spacer (130) such that the sleeve (128) being positioned within a central bore of the hub member (102) and the spacer (130) being disposed inside the sleeve (128).
12. The wheel assembly (100) as claimed in claim 1, wherein the wheel assembly (100) further comprises the tyre (114) mounted over the peripheral member (104) to enable the road contact and absorb shocks.
13. The wheel assembly (100) as claimed in claim 1, wherein the wheel assembly (100) comprises a front wheel assembly (132) and a rear wheel assembly (134).
14. The wheel assembly (100) as claimed in claim 13, wherein the front wheel assembly (132) is mounted upon a front suspension (136).
15. The wheel assembly (100) as claimed in claim 13, wherein the front wheel assembly (132) comprises a metal lock nut (138) configured to securely fasten a component of the wheel assembly (100) on the axle (108).
16. The wheel assembly (100) as claimed in claim 13, wherein the rear wheel assembly (134) is mounted upon a swing arm (140).
17. The wheel assembly (100) as claimed in claim 16, wherein the rear wheel assembly (134) comprises a rear caliper (142), such that the rear caliper (142) is mounted on the swing arm (140) to enable braking action.
18. The wheel assembly (100) as claimed in claim 16, wherein the rear wheel assembly (134) comprises a plurality of L washers (144), such that the plurality of L washers (144) is configured to disposed between the swing arm (140) and the axle (108) to ensure proper axial alignment and restrict rotational movement during braking.
19. The wheel assembly (100) as claimed in claim 16, wherein the rear wheel assembly (134) comprises a flange final driven member (146) configured to receive rotational input from a transmission system and transmit torque to the rear wheel.
20. The wheel assembly (100) as claimed in claim 19, wherein the flange final driven member (146) comprises a sprocket (148), wherein the sprocket (148) is mounted on the flange final driven member (146) and configured to receive rotational drive via a chain or belt.
21. The wheel assembly (100) as claimed in claim 19, wherein the flange final driven member (146) comprises a damper (150), wherein the damper (150) is operatively coupled between the flange final driven member (146) and the hub member (102) to absorb torsional shocks during sudden acceleration or deceleration.