Description:FIELD OF THE INVENTION

[1] The present disclosure generally relates to a saddle-type vehicle. More particularly, the present disclosure relates to a wheel suspension system of a saddle-type vehicle.

BACKGROUND

[2] The main components of a wheel suspension system in a saddle-type vehicle, for example an electric vehicle (EV) scooter, are the shock absorber and swing arms. The shock absorber, also referred to as damper, absorbs shock when the vehicle goes over road undulation (e.g., bump, droops, or uneven road conditions). Typically, shock absorbers in a saddle-type vehicle have a spring suspension or a hydraulic suspension. In shock absorber having spring suspension, the shock absorber controls both the compression and rebound of the suspension system by resisting the spring's movement in both directions, thereby absorbing shocks due to road undulations. This ensures a comfortable ride for a user.

[3] Improving the user’s comfort while riding a two-wheeler can be done in various ways. One way to improve the user’s comfort is to increase the motion ratio of the damper. Motion ratio is the amount by which the spring compresses for an applied load when the wheel undergoes a bump. One way to increase the motion ratio is having a longer stroke of the damper or having a higher bending moment. Having a longer stroke of the damper or having higher bending moment can be achieved by increasing size or length of the damper. However, increasing the size or length of the damper requires additional space in the suspension system. In existing saddle-type vehicles space is a constraint within the suspension system.

[4] There is an unmet need for a new architecture of the wheel suspension system to improve comfort of the user while riding the saddle-type vehicle.

SUMMARY

[5] This summary is provided to introduce a selection of concepts, in a simplified format, that is further described in the detailed description of the invention. This summary is neither intended to identify key or essential inventive concepts of the invention and nor is it intended for determining the scope of the invention.

[6] The main objective of the present disclosure is to disclose a new architecture of a wheel suspension system in a saddle-type vehicle.

[7] Accordingly, a wheel suspension system for a saddle-type vehicle is disclosed. The wheel suspension system includes a mid-frame. The mid-frame is substantially a middle portion of a main frame of the saddle-type vehicle. The wheel suspension system includes a rear suspension mounting frame. Further, the wheel suspension system includes a suspension system connected and disposed between the mid-frame and the rear suspension mounting frame.

[8] To further clarify the advantages and features of the present invention, a more particular description of the invention will be rendered by reference to specific embodiments thereof, which are illustrated in the appended drawings. It is appreciated that these drawings depict only typical embodiments of the invention and are therefore not to be considered limiting of its scope. The invention will be described and explained with additional specificity and detail with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

[9] These and other features, aspects, and advantages of the present invention will become better understood when the following detailed description is read with reference to the accompanying drawings in which like characters represent like parts throughout the drawings, wherein:

[10] Figure 1 illustrates a perspective side view of a saddle-type vehicle;

[11] Figure 2A illustrates a perspective view of a wheel suspension system in a saddle-type vehicle, according to an embodiment of the present disclosure;

[12] Figure 2B illustrates a perspective view of the wheel suspension system in a saddle-type vehicle, according to an embodiment of the present disclosure;

[13] Figure 2C illustrates a perspective side view of the wheel suspension system in a saddle-type vehicle, according to an embodiment of the present disclosure;

[14] Figure 2D illustrates a perspective view of the wheel suspension system in a saddle-type vehicle, according to an embodiment of the present disclosure;

[15] Figure 2E illustrates a perspective side view of the wheel suspension system in a saddle-type vehicle, according to an embodiment of the present disclosure;

[16] Figure 2F illustrates a perspective view of a bell crank in the wheel suspension system, according to an embodiment of the present disclosure;

[17] Figure 2G illustrates a perspective view of a mid-frame in the wheel suspension system, according to an embodiment of the present disclosure;

[18] Figure 2H illustrates a perspective view of the wheel suspension system in a saddle-type vehicle, according to an embodiment of the present disclosure;

[19] Figure 2I illustrates a perspective side view of the wheel suspension system in a saddle-type vehicle, according to an embodiment of the present disclosure;

[20] Figures 3A, 3B, and 3C illustrate perspective view showing compression of the wheel suspension system, according to various embodiments of the present disclosure; and

[21] Figure 4 illustrates an exploded perspective view of the wheel suspension system, according to an embodiment of the present disclosure.

[22] Further, skilled artisans will appreciate that elements in the drawings are illustrated for simplicity and may not have necessarily been drawn to scale. For example, the flow charts illustrate the method in terms of the most prominent steps involved to help to improve understanding of aspects of the present invention. Furthermore, in terms of the construction of vehicle, one or more components of the vehicle may have been represented in the drawings by conventional symbols, and the drawings may show only those specific details that are pertinent to understanding the embodiments of the present invention so as not to obscure the drawings with details that will be readily apparent to those of ordinary skill in the art having the benefit of the description herein.
DETAILED DESCRIPTION OF FIGURES

[23] For the purpose of promoting an 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.

[24] 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.

[25] 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.”

[26] 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.

[27] 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.

[28] 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.

[29] The terms “comprises”, “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.

[30] Embodiments of the present disclosure will be described below in detail with reference to the accompanying drawings.

[31] 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.

[32] 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).

[33] In construction, as illustrated in Figure 1, 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 a 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.

[34] 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.

[35] 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).

[36] 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.

[37] 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.

[38] Embodiments of the present disclosure describe a modified wheel suspension system.

[39] Figure 2A illustrates a perspective view of a wheel suspension system (200) in a saddle-type vehicle (10), according to an embodiment of the present disclosure. The main components of the wheel suspension system (200) are a mid-frame (205), a rear suspension mounting frame (210), and a suspension system (215). The structure of the mid-frame (205), the rear suspension mounting frame (210), and the suspension system (215) is explained below.

[40] The mid-frame (205) is substantially in the middle portion of a main frame (not shown) of the saddle-type vehicle (10). The mid-frame (205) is substantially a U-shaped frame and includes an inclined front panel (205a) and two side panels (205b, 205c). The U-shaped mid-frame (205) forms a partially enclosed space (S) as illustrated in Figure 2G. The partially enclosed space (S) can house shock absorber of larger lengths conveniently. The inclined front panel (205a) includes a mounting region (205d) at a top region and a mounting bracket (205e) attached at a base region (B). The mounting region (205d) is configured to receive the pivotable lever (225a) of a bell crank (225).

[41] The rear suspension mounting frame (210) is substantially trapezoidal in shape. The rear suspension mounting frame (210) includes a first rear mounting frame member (210a) and a second rear mounting frame member (210b) connected to each other by a connecting member (210c) and gusset plates (210d) as illustrated in Figure 2B.

[42] The suspension system (215) is connected and disposed between the mid-frame (205) and the rear suspension mounting frame (210). The suspension system (215) design in the present disclosure allows at least three different damper mounting positions. The three different damper mounting positions provide three different comfort settings. The various damper mounting positions are further explained in conjunction with the description of Figures 2B, 2C, Figures 2D, 2E, and Figures 2H, 2I.

[43] In an embodiment illustrated in Figure 2B and Figure 2C, the suspension system (215) includes a first damper (220) connected to the mid-frame (205). The suspension system (215) includes a bell crank (225) pivotably coupled to the first damper (220) and the mid-frame (205). Further, the suspension system (215) includes a suspension link member (230). The suspension link member (230) is pivotably coupled to the bell crank (225) and to an upper mid-portion (235) of the rear suspension mounting frame (210).

[44] Figure 2C illustrates a perspective side view of the wheel suspension system (200) according to the aforementioned embodiment. The suspension system (215) includes a swingarm (240). The swingarm (240) includes a first swingarm member and a second swingarm member (not shown). It is to be noted that each of the first swingarm member and the second swingarm member are connected to lower side of the mid-frame (205) and the rear suspension mounting frame (210).

[45] In another embodiment illustrated in Figure 2D and Figure 2E, the suspension system (215) includes a first damper (220) connected to the mid-frame (205). The suspension system (215) includes a bell crank (225) pivotably coupled to the first damper (220) and to the mid-frame (205). Further, the suspension system (215) includes a second damper (255) pivotably connected to the bell crank (225) and to the upper mid-portion (235) of the rear suspension mounting frame (210).

[46] The bell crank (225) is further illustrated in Figure 2F. The bell crank type linkage mechanism improves the motion ratio, thereby increasing the comfort of riding the vehicle. The bell crank (225) includes a pivotable lever (225a) and two pivotable arms (225b, 225c) extending from the pivotable lever (225a) in substantially opposite directions. The pivotable lever (225a) is connected to the mid-frame (205). The first pivotable arm (225b) of the two pivotable arms (225b, 225c) is connected to the first damper (220). It is to be noted that the second pivotable arm (225c) of the two pivotable arms (225b, 225c) can be connected to either the suspension link member (230) as illustrated in Figure 2B and Figure 2C or it can be connected to the second damper (255) as illustrated in Figure 2D and Figure 2E. In an embodiment, each of the pivotable lever (225a), the first pivotable arm (225b) and the second pivotable arm (225c) are pivotably connected to their respective connecting components.

[47] In yet another embodiment as illustrated in Figure 2H and Figure 2I, the suspension system (215) includes a first damper (220) pivotably coupled to the mid-frame (205) and to the upper mid-portion (235) of the rear suspension mounting frame (210).

[48] Another key component of the wheel suspension system (200) is powertrain (245). The powertrain (245) is configured to supply mechanical power to a rear wheel (250) of the saddle-type vehicle (10). It is to be noted that the powertrain (245) is disposed between the mid-frame (205) and the rear suspension mounting frame (210).

[49] The various damper mounting positions explained in the description of Figures 2B, 2C, Figures 2D, 2E, and Figures 2H, 2I provide various compression and comfort to the rider of the vehicle. This is further described below.

[50] Referring to Figure 2B and Figure 2C, the main suspension components are the suspension link member (230) and the first damper (220) connected via the bell crank (225). When the tyre or the rear wheel (250) goes over road undulation (e.g., bumps, droops, uneven road conditions) the tyre tries to follow the road. As the tyre follows the road and goes up/down, the suspension link member (230) follows a similar pattern and transfers the motion to the bell crank (225). The bell crank (225) rotates around its pivot point (225a) and transfers the motion to the damper (220) thus causing the damper (220) to compress or expand based on the motion of tyre as shown in Figure 3A. In Figure 3A, (305) represents shock free length and (310) represents shock after compression due to tyre motion. It is to be noted that the embodiment of the suspension system (215) illustrated in Figure 2B and Figure 2C provides medium comfort to a rider.

[51] Referring to Figure 2D and Figure 2E, the main suspension components are the two dampers (220, 255) and the bell crank (225) that is used to connect them. The damper (255) is the first point of shock absorption and will be actuated for small road unevenness. Further, the damper (220) will be actuated when the damper (255) reaches its threshold limit as illustrated in Figure 3C. In Figure 3C, (325) represents shock free compression, (330) represents the damper (255) after compression due to tyre motion, and (335) represents the damper (220) after compression due to tyre motion. This embodiment having bell crank (225) with the two dampers (220, 255) provide maximum adjustability, tunability, and comfort to the rider.

[52] Referring to Figure 2H and Figure 2I, the main suspension component is the damper (220). There is no suspension link or bell crank to transfer motion to shock absorber or damper (220), instead, the damper (220) receives direct load from the tyre or rear wheel (250) as illustrated in Figure 3B. In Figure 3B, (315) represents shock free length of the damper (220) and (320) represents the damper (220) after compression due to tyre motion. Due to absence of suspension link member (230), bell crank (225) as well as due to the position of the damper (220), this embodiment provides the lowest comfort of all three embodiments.

[53] The various components of the wheel suspension system (200) including the mid-frame (205), the rear suspension mounting frame (210), the suspension system (215), the bell crank (225), the swingarm (240), the powertrain (245), the damper (220), and the suspension link member (230) are illustrated separately in the exploded perspective view illustrated in Figure 4.

[54] There are various advantages of the suspension system (215). By having the mid-frame (205) substantially in the middle portion of the main frame of the saddle-type vehicle (10) and the powertrain (245) disposed between the mid-frame (205) and the rear suspension mounting frame (210), it is possible to accommodate bigger shock length which would allow for more wheel travel and higher motion ratio, thereby improving the comfort while riding the vehicle. It is to be noted that all the embodiments disclosed herewith provide increased motion ratio. For example, existing suspension systems in prior arts provide a motion ratio of 0.3, whereas by using the suspension system (215) of any of the aforementioned embodiments, the motion ratio can be increased to 0.45 – 0.5.

[55] 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.

[56] List of reference numerals:
Components Reference numerals
Wheel suspension system 200
Saddle-type vehicle 10
Mid-frame 205
Rear suspension mounting frame 210
Suspension system 215
First damper 220
Bell crank 225
Suspension link member 230
Upper mid-portion 235
Second damper 255
Pivotable lever 225a
First pivotable arm 225b
Second pivotable arm 225c
Inclined front panel 205a
Side panels 205b, 205c
Partially enclosed space S
Mounting region 205d
Mounting bracket 205e
Base region B
Powertrain 245
Rear wheel 250
First rear mounting frame member 210a
Second rear mounting frame member 210b
Connecting member 210c
Gusset plates 210d
Shock free length 305
Shock after compression 310
Shock free length 315
Shock after compression 320
Shock free length 325
Shock after compression 330, 335 , Claims:1. A wheel suspension system (200) for a saddle-type vehicle (10), the wheel suspension system (200) comprising:
a mid-frame (205), wherein the mid-frame (205) is substantially a middle portion of a main frame of the saddle-type vehicle (10);
a rear suspension mounting frame (210); and
a suspension system (215) connected and disposed between the mid-frame (205) and the rear suspension mounting frame (210).

2. The wheel suspension system (200) as claimed in claim 1, wherein the suspension system (215) comprises:
a first damper (220) connected to the mid-frame (205);
a bell crank (225) pivotably coupled to the first damper (220) and the mid-frame (205); and
a suspension link member (230), wherein the suspension link member (230) is pivotably coupled to the bell crank (225) and to an upper mid-portion (235) of the rear suspension mounting frame (210).

3. The wheel suspension system (200) as claimed in claim 1, wherein the suspension system (215) comprises:
a first damper (220) connected to the mid-frame (205);
a bell crank (225) pivotably coupled to the first damper (220) and to the mid-frame (205); and
a second damper (255) pivotably connected to the bell crank (225) and to an upper mid-portion (235) of the rear suspension mounting frame (210).

4. The wheel suspension system (200) as claimed in claim 2 and 3, wherein the bell crank (225) comprises a pivotable lever (225a) and, first and second pivotable arms (225b, 225c) extending from the pivotable lever (225a) in substantially opposite directions, wherein,
the pivotable lever (225a) is connected to the mid-frame (205);
first pivotable arm (225b) is connected to the first damper (220); and
second pivotable arm (225c) is connected to one of the suspension link member (230) or the second damper (255).

5. The wheel suspension system (200) as claimed in claim 1, wherein the mid-frame (205) is substantially a U-shaped frame comprising an inclined front panel (205a) and two side panels (205b, 205c) forming a partially enclosed space (S), wherein the inclined front panel (205a) comprises a mounting region (205d) at a top region and a mounting bracket (205e) attached at a base region (B), wherein the mounting region (205d) is configured to receive the pivotable lever (225a) of the bell crank (225).

6. The wheel suspension system (200) as claimed in claim 1, wherein the suspension system (215) comprises:
a first damper (220) pivotably coupled to the mid-frame (205) and to an upper mid-portion (235) of the rear suspension mounting frame (210).

7. The wheel suspension system (200) as claimed in claim 1, comprises a swingarm (240), wherein the swingarm (240) comprises a first swingarm member and a second swingarm member.

8. The wheel suspension system (200) as claimed in claim 7, wherein each of the first swingarm member and the second swingarm member are connected to a lower side of the mid-frame (205) and the rear suspension mounting frame (210).

9. The wheel suspension system (200) as claimed in claim 1, comprising a powertrain (245) configured to supply mechanical power to a rear wheel (250) of the saddle-type vehicle (10), wherein the powertrain (245) is disposed between the mid-frame (205) and the rear suspension mounting frame (210).

10. The wheel suspension system (200) as claimed in claim 1, wherein the rear suspension mounting frame (210) is substantially trapezoidal in shape, wherein the rear suspension mounting frame (210) comprises a first rear mounting frame member (210a) and a second rear mounting frame member (210b) connected to each other by a connecting member (210c) and gusset plates (210d).