Description:TECHNICAL FIELD
[001]
The present subject matter is related to suspension assembly, in particularrelated to a suspension assembly for automotive and non-automotive sector/ domain.
BACKGROUND
[002]
Typically, a suspension assembly includes an elastic member and a damper.5 The elastic member being operatively connected to the damper. The suspension assembly is used in varied applications including automotive and non-automotive sectors. The suspension assembly is classified into passive suspension assembly and active suspension assembly.
[003]
The suspension assemblies when used in vehicles affect the handling and10 comfort. It is observed that the tunning of the suspension assemblies being a major challenge, like handling and comfort are inversely proportional to each other. Therefore, if the suspension assembly is tuned for enhancing the ride handling characteristics, then the comfort being compromised, and vice-versa. The major reason for the compromise is the fixed design of the parts which when assembled 15 cannot be altered. Therefore, OEMs tend to define the product definition by either providing more comfort or enhanced riding handling characteristics. Importantly, the fixed damping characteristics leads to fixed damping volume. More specifically, for controlling the damping force, oil flows from orifices to generate pressure, and then that becomes uncontrolled because the pressure of oil is uncontrolled. 20 Uncontrolled suspension assembly uses oil or air as the medium to control damping. In these kinds of passive shock absorbers, the damping force remains constant for all road-induced frequencies.
[004]
In the known art, it is observed that the damping is controlled using
3
pneumatic springs. However, use of pneumatic poses a challenge during assembly as
it is difficult to assemble the bulky components especially in a saddle type vehicle.
[005]
Moreover, in active suspension systems, the vehicle's battery transferselectrical energy to the suspension assembly. Subsequently, this electrical energy is directed to the active damping system, where it is utilized for damping control. 5 Unfortunately, this process results in a higher loss of electrical energy in such systems.
[006]
In passive suspension systems, damping is commonly regulated using oil orgas. However, there exists the potential for leakage of oil or gas from the suspension assembly, which could impact its performance and require attention for maintenance. 10 This issue emphasizes the importance of regularly inspecting and addressing potential leakages to ensure the effective and reliable operation of the suspension system.
[007]
Thus, there is a need in the art for an active and regenerative suspensionsystem that addresses at least the aforementioned problems. 15
SUMMARY OF THE INVENTION
[008]
In one aspect, a suspension assembly comprising a first member. The firstmember is configured to have a predetermined cross section. A second member, the second member is configured to operatively connect with the first member. Wherein, the second member includes one or more electrical components, the one or more 20 electrical components is connected to one or more magnet. The one or more magnet is connected to the first member.
[009]
In an embodiment of the invention, the one or more electrical componentsincludes a first coil and a second coil, the first coil and the second coil are configured
4
to placed apart from each other.
[010]
In another embodiment of the present invention, the one or more magnetincludes a first magnet and a second magnet, the first magnet and the second magnet is configured to placed apart from each other.
[011]
In another embodiment of the present invention, the suspension assembly5 includes a first circuit and a second circuit, the first circuit includes the first coil, the first magnet, a linear velocity transducer.
[012]
In another embodiment of the present invention, the first circuit isconfigured as an active damping circuit which configured to control damping of the suspension assembly using power as an input from a damping control unit and a 10 power amplifier.
[013]
In another embodiment of the present invention, wherein the second circuitincludes the second coil, the second magnet.
[014]
In another embodiment of the present invention, the second circuit isconfigured to generate an output voltage, the output voltage then transferred to the 15 power amplifier.
[015]
In another embodiment of the present invention, the second magnet isconfigured to slidably connect with the second coil, wherein the output voltage is generated by linear movement of the second magnet through the second coil.
[016]
In another embodiment of the present invention, the first coil is configured20 to receive a first voltage input, the first voltage input depends on the voltage signals provided by the linear velocity transducer.
[017]
In another embodiment of the present invention, the second member is
5
configured to have a one or more rubber cushions, the one or more rubber cushions
is configured to accommodate the one or more magnet.
[018]
In another embodiment of the present invention, wherein the first magnetand the second magnet are configured to have a different direction of polarity.
[019]
In another embodiment of the present invention, a front wheel, a rear wheel5 positioned in line with the front wheel, a frame supported by the front wheel and the rear wheel, a swing arm pivotably coupled to the frame and supported by the rear wheel. Wherein, a suspension assembly is coupled to the swing arm and to the frame. Wherein, the suspension assembly comprising, a first member, the first member is configured to have a predetermined cross section, a second member, the second 10 member is configured to operatively connect with the first member. Wherein, the second member includes one or more electrical components, the one or more electrical components is connected to one or more magnet, the one or more magnet is connected to the first member.
[020]
In another embodiment of the present invention, a first mounting provision15 is detachably connected to the swing arm of the vehicle, and a second mounting provision is detachably connected to the frame of the vehicle.
[021]
In another embodiment of the present invention, the first mountingprovision of the suspension assembly is configured to connect with the linear velocity transducer. 20
[022]
In another embodiment of the present invention, method for controlling andregeneration of energy in a suspension assembly comprising, at step 702, applying, of a force onto a first mounting provision and a second mounting provisions. At step 704, converting, generating signal to a voltage by a linear velocity transducer,
6
Parallelly at step
704, generating of a magnetic flux in a second coil. At step 706, transmitting the voltage to the first coil by a power amplifier and a damping control, parallelly at step 706, generating of a voltage in the second coil. At step 708, generating, Magnetic flux into the first coil thereby controlling the movement of the first magnet. 5
BRIEF DESCRIPTION OF THE DRAWINGS
[023]
The detailed description is described with reference to an embodiment of adevice along with the accompanying figures. The same numbers are used throughout the drawings to reference features and components. 10
[024]
Figure 1. depicts a side view of an exemplary vehicle, in accordance withthe embodiment of present invention.
[025]
Figure 2. depicts a side view of a suspension assembly, in accordance withthe embodiment of present invention.
[026]
Figure 3. depicts a cut- section view of the suspension assembly, in15 accordance with the embodiment of present invention.
[027]
Figure 4. depicts an exploded view of the suspension assembly, inaccordance with the embodiment of present invention.
[028]
Figure 5. depicts an exemplary circuit diagram for active and regenerativesuspension assembly, in accordance with the embodiment of present invention. 20
[029]
Figure 6. depicts an exemplary circuit diagram, in accordance with theembodiment of present invention.
[030]
Figure 7. depicts an exemplary flow chart for the active and regenerative
7
suspension assembly, in accordance with the embodiment of present invention.
DETAILED DESCRIPTION
[031]
The present invention relates to a suspension assembly, most specificallyrelates to an active and regenerative suspension assembly for a vehicle. 5
[032]
In the present disclosure, arrow indications provided in Figures pertain todirectional indications of a cover assembly. As such, the terms “top”, “bottom”, “front” and “rear” respectively correspond to top, bottom, front and rear sides of the vehicle and its associated components, until and unless specified otherwise.
[033]
The objective of the present invention is to provide the active suspension10 assembly with the regenerative suspension assembly which can actively control the suspension characteristics such as damping force for various frequency as well as store energy from the relative motion of the suspension. The electrical energy produced by the regenerative suspension assembly is stored and then used for controlling the suspension characteristics. 15
[034]
Another objective of the present invention is to provide compact andintrinsic packaging of the active and regenerative suspension assembly.
[035]
Another objective of the present invention is to improve the handling of thevehicle.
[036]
Another objective of the present invention is to provide comfort to the user20 during braking and at times of uneven surface conditions.
[037]
Figure 1 illustrates vehicle 100. in an embodiment, the vehicle 100 can betwo wheeled, three wheeled, four wheeled and multiple wheeled. In present
8
embodiment the vehicle 100 is a two wheeled vehicle. Further, the vehicle 100 is
configured to have a rear seat 102 and a front seat 104. The rear seat 102 and the front seat 104 are configured to provide the users space for manoeuvring the vehicle 100.
[038]
Further, the vehicle 100 is configured to have a frame 105. The frame 1055 is employed to hold together the parts of the vehicle 100 such as the rear seat 102 and the front seat 104, etc. a fuel tank 106 is provided in the vehicle 100, the fuel tank 106 is attached to the frame 105 via holding provisions such as fasteners, welding, etc. in an embodiment the fuel tank 106 can be employed to store an electrical battery. The vehicle 100 is provided direction for movement by a steering 10 assembly 108, the steering assembly 108 can be handlebar of the two wheeled vehicle. A rear-view mirror 110 is provided in the vehicle 100. The rear-view mirror 110 is employed to provide the view of other vehicles (not shown) which are coming from rear direction of the vehicle 100. A head lamp 112 and a tail lamp 130 is provided in the vehicle 100. The head lamp 112 and the tail lamp is configured to 15 have one or more electrical component such as a bulb (not shown), a bezel lens (not shown), etc. to provide the clear view of the surface (not shown) in the nighttime, foggy conditions, etc.
[039]
Further, a suspension assembly 200 is provided in the vehicle 100. In anembodiment the suspension assembly 200 may include a front suspension 114 or a 20 rear suspension 128 of the vehicle 100. Further the front suspension 114 is configured to connected with the frame 105 and a front wheel 118 of the vehicle 100, whereas the rear suspension 128 is configured to connect with the frame 105 and a swing arm 132 of the vehicle 100. The swing arm 132 is configured to connect the rear wheel 124 to the frame 105 of the vehicle. In an embodiment, the front suspension 114 and 25
9
the rear suspension 128 can be a telescopic suspension system, a mono shock
absorber system, twin shock absorber system, etc.
[040]
Further, the front wheel 118 and a rear wheel 124 provided to the frame 105of the vehicle 100. The front wheel 118 and the rear wheel 124 are position in line to each other for movement of the vehicle 100. A disc 116 is also provided for the 5 braking of the vehicle 100. In an embodiment, the disc 116 can be accommodated to the front wheel 118 and the rear wheel 124. A power train 120 is provided in the vehicle 100. In an embodiment, the power train 120 is provided to the bottom portion of the fuel tank 106. The power train 120 is configured to provide power to manoeuvre the vehicle 100. In an embodiment, the power train 124 can be an 10 electrical motor, an Internal combustion engine etc. A drive chain 122 is provided in the vehicle 100. The drive chain 122 is configured to transfer the power from the power train 120 to the rear wheel 124 of the vehicle 100. In an embodiment, the drive chain 122 can be a drive belt. A sprocket 126 is provided to hold the drive chain 122, and transmit the energy generated by power train 124 to the rear wheel 120 of the 15 vehicle 100.
[041]
Figure 2 illustrates a side view of the suspension assembly 200. In thepresent embodiment, the suspension assembly 200 is provided for vehicle 100. The suspension assembly 200 is configured to have one or more mounting provision (s) 202, 216. The one or more mounting provision (s) 202, 216 includes a first mounting 20 provision 202 and a second mounting provision 216. The one or more mounting provision (s) 202, 216 is configured to mount the suspension assembly 200 to the vehicle 100, where the first mounting provision 202 and the second mounting provision 216 is configured to have a bearing 213 inside it, the bearing 213 is configured to reduce the side load when the suspension assembly 200 is in motion. 25
10
Further, the first mounting provision 202 is configured to connect with the frame 105
of the vehicle 100 and the second mounting provision 216 is configured to connect to the swing arm 132 of the vehicle 100. in an embodiment, the first mounting provision 202 is configured to connect with the swing arm 132 of the vehicle 100 and the second mounting provision 216 is configured to connect to the frame 105 of 5 the vehicle 100.
[042]
Further, the suspension assembly 200 includes a first member 206 and asecond member 210. The first member 206 is configured to connect with the first mounting provision 202 through a first member link 204 and the second member 210 is configured to connect to the second mounting provision 216. In an embodiment 10 the second member 210 is configured to connect with the first mounting provision 202 through a first member link 206 and the first member 202 is configured to connect to the second mounting provision 216. The first member 206 is configured to have a predetermined cross- section, in present embodiment the first member 206 is configured to have a cylindrical cross- section. Further the first member 206 and 15 the second member 216 are configured to slidably connected with each other. Further spring 208 is provided in the suspension assembly 200. The spring is configured to provide the smoothness of ride and stability as well. A spring rest 212 is provided in the suspension assembly 200. Spring rest 212 is configured to rest spring 208 to the one end of the suspension assembly 200. 20
[043]
Figure 3 illustrates a cut section view of the suspension assembly 200. Thesuspension assembly 200 is having the first member 206 and the second member 210.The first member 206 is configured to have one or more magnet (s) 308, 312.The one or more magnet (s) 308, 312 is having a first magnet 308 and a second magnet 312.. In an embodiment, the first magnet 308 and the second magnet 312 are 25
11
placed apart from each other onto a
n outer circumferential surface of the first member 206.Further, the first magnet 308 and the second magnet 312 have poles that areplaced in different directions so that their magnetic flux does not interact with each other. Further, the first magnet 308 is rigidly connected to the first member 206 by the attachment means 309 and a provision for an interference fit is provided to hold 5 the first magnet 308. and the second magnet 312 is rigidly connected to the first member 206 by the attachment member 315. Further, one or more rubber cushion 316 is provided in the second member 210. The one or more rubber cushion 316 is configured to rest the second magnet 312, at the time of maximum compression force applied on to the suspension assembly 200. 10
[044]
Further, the second member 210 is provided in the suspension assembly200.In an embodiment, the second member 210 has a hollow cylinder cross section.The second member 210 includes one or more electrical components 304, 314. The one or more electrical components 304, 314 includes a first coil 314 and a second coil 304. The one or more electrical component (s) 304, 314 are wounded on to an 15 inner circumferential portion 318 of the second member 210. An air gap 310 is provided between the first coil 314 and the second coil 304. The air gap 310 is provided inside the second member 210 to divide the first coil 314 and the second coil 304 based on functionality of the first coil 314 and the second coil 304. Further, a dust seal 303 is provided in the suspension assembly 200. Dust seal 303 is 20 employed to prevent the entry of any dust, water, stone from outside, as the suspension assembly 210 has electrical components and magnets, so to prevent these parts the dust seal 303 is provided.
[045]
Figure 4 in conjunction with figure 5 illustrates one or more circuit (s) 500of the suspension assembly 200. The one or more circuit 500 includes a first circuit 25
12
509 and a second circuit 505. The first circuit 509 is configured to have a linear
velocity transducer 508, a voltage input 507, the second mounting provision 216, the first coil 314 and the first magnet 312. Further in the voltage input 507 is provided to the first coil 314, the volage input is provided from a power amplifier 506.
[046]
Further, the linear velocity transducer 508 is connected from one end to the5 second mounting provision 216 of the suspension assembly 200. At the time maneuvering the vehicle 100 on to the surface an acceleration is generated in the suspension assembly 200 due to bumps or poor road conditions, that acceleration is then converted to a voltage signal using the linear velocity transducer 508. The voltage signal then transferred to the power amplifier and a damping control 510. 10
[047]
Further, the first circuit 509 is configured to provide the active dampingcontrol such as when the voltage signals are transmitted by the linear velocity transducer 508 to the power amplifier 506 and the damping control 510, the voltage signal then converted to a damping control input voltage 507. The damping control input voltage 507 is then given to the first coil 314 due to which the magnetic flux 15 will be generated in the first coil 314. When the vehicle 100 witness any bump or jerk due to poor road conditions, a compression force will be acting onto the suspension assembly 100, the compression force tends to move the first member 206 and the second member 216 in a linear motion towards each other, then the generated magnetic flux due to the bump will tends to dampen the motion of first member 206 20 because of the first magnet 312 and the first coil 314. Further, the active damping control tends to provide the damping force as per the frequency or varying acceleration in the suspension assembly 200.
[048]
Further, the second circuit 505 includes the second magnet 308, the secondcoil 304 and a voltage output 504. The second coil 505 and the second magnet 308 25
13
are configured to generate magnetic flux at the time when the second magnet 308
tends to move in linear direction due to movement of the first member 206 when there are bumps or poor road conditions. Due to the movement of the second magnet 308 the magnetic flux is generated in the second coil 505, then said magnetic flux is taken from coil in the form of output voltage 504. This enables the regeneration of 5 energy in the second coil 304, and the energy in the form of voltage is stored and sent to the power amplifier 506.
[049]
In an embodiment the first circuit 509 can be configured to regenerate theenergy and the second circuit can be configured to perform the active damping control function in the suspension assembly 200. 10
[050]
Figure 6 in conjunction with figure 5 illustrates one or more circuit (s) 500.In an embodiment, the first magnet 312 is provided with a first polarity and the second magnet 308 is provided with a second polarity. The first magnet 312 is configured to generate damping force by linear motion in the first coil 314 which carries the input voltage 507 and the second magnet 308 and the second coil 304 is 15 configured to generate magnetic flux at the time of linear movement of the first member 206.
[051]
In an embodiment, figure 7 depicts a flow chart (700) for controlling andregeneration of energy in suspension assembly 200. The flow chart (700) provides a four-step method for controlling damping force and regeneration of energy in 20 suspension assembly 200.
[052]
Further, at step 702, when the vehicle 100 is in running condition, due touneven surface condition the suspension assembly 128 is configured to minimize the compression and tension force on the vehicle 100, as the first mounting provision
14
202 is connected with the frame 105 and the second mounting provision 216 to the
swing arm 132, the compression and tension forces is applied to these two mounting portions, and subsequently, at step 704 from the second portion 216, the force is transformed into voltage by the linear velocity transducer 508. At the same time on step 704, due to the forces, the first member 206 and the second member 210 tends 5 transfer the forces by sliding, due to this a generation of magnetic flux is there in the second coil 304 by a linear movement of the second magnet 308.
[053]
Further at step 706, a voltage signal transferred by the linear velocitytransducer 508 is transmitted to the first coil 314 by the power amplifier 506 and the damping control 510. Simultaneously, the magnetic flux generated at step 706 is then 10 transmitted to the power amplifier 506. In an embodiment, the generated magnetic flux can be stored into the storage box (not shown).
[054]
Further at step 708, due to transfer of voltage to the first coil 314 themagnetic flux will be generated and thereby movement of the first magnet 312 or the movement of the first member 216 can be controlled. 15
[055]
The claimed invention as disclosed above is not routine, conventional, orwell understood in the art, as the claimed aspects enable the following solutions to the existing problems in conventional technologies.
[056]
Moreover, the performance of the suspension system is improved becausefor comfort to user the suspension moving in a high frequency area requires low 20 damping forces and for handling the suspension moving in a low frequency area requires high damping force so with the active damping mechanism the damping force will vary automatically as per the frequency. The handling and comfort of the vehicle is also improved because the change in frequency and damping force provide
15
less jerks to the user. Energy is also generated by the linear movement of the magnets
and said energy is again reused for the active damping mechanism.
[057]
The various embodiments described above can be combined to providefurther embodiments. Also, aspects of the embodiments are not necessarily limited to specific embodiments. 5
[058]
Depicted figures are for illustrative purposes, many modifications andvariations of the present subject matter are possible within the scope of the present subject matter, in the light of above disclosure.
[059]
While the present invention has been described with respect to certainembodiments, it will be apparent to those skilled in the art that various changes and 10 modification may be made without departing from the scope of the invention as defined in the following claims.
15
20
16
LIST OF REFERENCE SIGNS:
100-Vehicle208-Spring
102-Rear seat210-Second member
104-Front seat212-Spring rest5
105-Frame214-Cover
106-Fuel tank216-Second mounting provision
108-steering assembly302-Bump Stopper
110-Rear view mirror303-Dust seal
112-Head Lamp304-Second coil10
114-front Suspension309-attachment means
116-Disc308-Second magnet
118-Front wheel 308, 312- one or more magnet (s)
120-Power train310-Air space
122-Drive chain312-First magnet15
124-Rear wheel314-First coil
126-Sprocket315-attachment member
128-Rear suspension316-One or more rubber cushion (s)
17
130-Tail lamp500-one or more Circuit (s)
132-Swing arm504-Voltage output
202-First mounting provision505-second circuit
204-first member link506-Power amplifier
206-First member507-Voltage input5
200-Suspension assembly508-Linear Velocity Transducer
202, 216- one or more mounting provision (s) 509-First circuit
213-Bearing510-Damping control , Claims:We claim:
1.
A suspension assembly (200) comprising:
a first member (206), the first member (206) being configured to have a predetermined cross section, 5
a second member (210), the second member (210) being configured to operatively connect with the first member (206),
wherein, the second member (210) includes one or more electrical component (s) (304, 314), the one or more electrical component (s) (304, 314)being connected to one or more magnet (s) (308, 312), the one or more10 magnet (s) (308, 312) being connected to the first member (206).
2.
The suspension assembly as claimed in claim 1, wherein the one or more electricalcomponent (s) (304, 314) includes a first coil (314) and a second coil (304), the firstcoil (314) and the second coil (304) being configured to be placed apart from eachother.15
3.
The shock absorber (200) as claimed in claim 1, wherein the one or more magnet (s)(308, 312) includes a first magnet (308) and a second magnet (312), the first magnet(308)and the second magnet (312) being configured to placed apart from each other.
4.
The suspension assembly (200) as claimed in claim 1, wherein the suspensionassembly (200) includes a first circuit (509) and a second circuit (505), the first20 circuit (509) includes the first coil (314), the first magnet (315), a linear velocitytransducer (508).
5.
The suspension assembly (200) as claimed in claim 1, wherein the first circuit (509)being configured as an active damping circuit, the active damping circuit being
19
configured to control damping of the suspension assembly (
200) using power as an input from a damping control unit (507) and a power amplifier (506).
6.
The suspension assembly (200) as claimed in claim 1, wherein the second circuit(505)includes the second coil (304), the second magnet (308).
7.
The suspension assembly (200) as claimed in claim 1, wherein the second circuit5 (505)being configured to generate an output voltage (504), the output voltage (504)then transferred to the power amplifier (506).
8.
The suspension assembly (200) as claimed in claim 1, wherein the second magnet(308)being configured to slidably connect with the second coil (304), wherein theoutput voltage (504) being generated by linear movement of the second magnet 10 (308)through the second coil (304).
9.
The suspension assembly (200) as claimed in claim 1, wherein the first coil (314)being configured to receive a voltage input (507), the voltage input (507) dependson the voltage signals transmitted by the linear velocity transducer (508).
10.
The suspension assembly (200) as claimed in claim 1, wherein the second member15 (210)being configured to have a one or more rubber cushion (s) (316), the one ormore rubber cushions (316) being configured to accommodate the one or more magnet (308, 312).
11.
The suspension assembly (200) as claimed in claim 1, wherein the first magnet (312)and the second magnet (308) being configured to have a different direction of20 polarity.
12.
A vehicle (100), the vehicle (100) comprising:
a front wheel (118);
a rear wheel (124) positioned in line with the front wheel (118);
a frame (105) supported by the front wheel (118) and the rear wheel (124); 25
20
a swing arm (132) pivotably coupled to the frame (105) and supported by the rear wheel (124);
a suspension assembly (200) being coupled to the swing arm (132) and to the frame (105);
wherein, 5
the suspension assembly (200) comprising:
a first member (206), the first member (206) being configured to have a predetermined cross section;
a second member (210), the second member (210) being configured to operatively connect with the first member 10 (206);
wherein,
the second member (210) includes one or more electrical component (s) (304, 314), the one or more electrical component (s) (304, 314) being connected 15 to one or more magnet (s) (308, 312), the one or more magnet (s) (308, 312) being connected to the first member (206).
13.
The vehicle (100) as claimed in claim 10, wherein a first mounting provision (216)being detachably connected to the swing arm (132) of the vehicle (100), and a second20 mounting provision (202) being detachably connected to the frame (105) of thevehicle (100).
14.
The vehicle (100) as claimed in claim 10, wherein the first mounting provision (216)of the suspension assembly (200) being configured to connect with the linearvelocity transducer (508).25
21
15.
A method (700) for controlling and regeneration of energy in a suspension assembly(100), the method comprising:
At step 702, applying, of a force onto a first mounting provision (202) and a second mounting provisions (216);
At step 704, converting, a frequency signal to a voltage by a linear velocity 5 transducer (508); and
Parallelly at step 704, generating of a magnetic flux in a second coil (304);
At step 706, transmitting, the voltage to a first coil (314) by a power amplifier (506)and a damping control (510); and
Parallelly at step 706, generating of a voltage in the second coil (304); 10
At step 708, generating, Magnetic flux into the first coil (314) thereby controlling the movement of the first magnet (312).