Description:FIELD OF THE DISCLOSURE

[0001] The present disclosure relates to the field of vibration damping systems. More particularly, the disclosure pertains to a vibration damping system for a steering assembly of a vehicle to negate vibrations induced in the steering assembly.

BACKGROUND OF THE DISCLOSURE

[0002] A damping mechanism is used to mitigate out vibrations/oscillations produced due to a natural frequency of a structure or a machinery by dissipating induced energy to cancel out any potential impact on the structure or the machinery vibrating/oscillating at a natural frequency. The damping mechanisms are used in a variety of applications such as, but not limited to, shock absorbers in vehicles, civil engineering structures-high rise buildings, bridge deck damping mechanisms, door closers, suspensions, carpet pads, tuning forks, and in certain electrical circuits namely high voltage alternating current (HVAC) circuits.

[0003] An area of implementation for the damping mechanisms is steering assemblies associated with vehicles. In modern vehicles, steering assemblies play a crucial role in ensuring driver control, handling stability, and overall safety. However, undesirable vibrations in the steering assembly, often caused by road irregularities, tire imbalances, and engine excitations, can degrade driving comfort and steering precision. These vibrations may lead to driver fatigue, reduced control, and premature wear of steering components.

[0004] The evolution of transportation vehicles has significantly improved comfort and efficiency over time. Modern electric vehicles (including two-wheeled Motorcycles and Scooters) bring more comfort with silent operations of motors in comparison to conventional engines.

[0005] Typically, the ride comfort in a vehicle is significantly influenced by two primary factors: road excitation and vehicle response. These parameters determine how vibrations and forces are transmitted to passengers, affecting ride quality and fatigue levels.

[0006] The vehicle responds to road excitation based on its dynamic behaviour, which can be divided into three primary modes:

[0007] Sprung Mass Mode – Low Frequency (1-3 Hz) - it involves the vehicle structure movement due to suspension deflection. Large bumps or dips cause bouncing (heave) and pitching (tilting forward/backward). A poorly damped vehicle leads to excessive oscillations, causing motion sickness and discomfort. Optimal suspension tuning can reduce the effect of vibrations and improve ride smoothness.

[0008] Unsprung Mass Mode – Medium Frequency (10-20 Hz) – it is related to the vibrations of wheels and axles due to road irregularities. Poor damping causes the wheels to lose contact with the road surface, reducing traction and stability. Excessive vibrations are propagated to the chassis, leading to a rough ride and steering instability.

[0009] Seat and Human Body Response – High Frequency (20+ Hz) - Vibrations from the road surface and chassis are transmitted through the seat to passengers. Poor seat cushioning and damping can cause discomfort, back pain, and fatigue.

[0010] The riders of two-wheeled vehicles perceive comfort from tactile points of hand, foot and seat pad. Prolonged exposure to these vibrations can lead to health issues (e.g., pain in hands and lower back pain).

[0011] Road input excitation induces vibration in vehicles across a broad range of frequency. When input road excitation frequency matches or is in close proximity to the vehicle modal frequency, response of the vehicle gets amplified and is propagated to tactile points like handle, foot rest, seats. This causes discomfort to riders and result in health and safety hazards.

[0012] Another key challenge in steering assemblies is steering shimmy, a phenomenon where the steering wheel oscillates excessively due to resonance between the steering column and external excitation sources. This issue is particularly prevalent in electric power steering (EPS) systems, where the absence of hydraulic damping elements makes them more susceptible to vibrations. Traditional methods, such as increasing structural stiffness or adding rubber bushings, may help, but they often introduce compromises in weight, cost, and steering responsiveness. Another such method includes handlebar end weights commonly used in two-wheeled vehicles to dampen vibrations and improve riding comfort. Such end weights do not effectively counteract all vibration frequencies, especially in high-performance or off-road bikes. Also, at certain speed, they may not provide sufficient damping, leading to residual vibrations in the handlebars.

[0013] To effectively mitigate unwanted vibrations without compromising performance of machineries, Tuned Mass Dampers (TMDs) have emerged as a promising solution. TMDs are passive vibration control devices that consist of a secondary mass-spring-damper arrangement designed to counteract oscillations at a targeted frequency.

[0014] While TMDs are widely used in building structures and suspension mechanisms, their application in steering assemblies of vehicles remain an area of active innovation, requiring optimized tuning for varying vehicle dynamics, packaging constraints, and weight considerations. Existing TMD designs may not provide adaptive damping across different driving conditions, necessitating improved configurations and integration techniques to enhance their effectiveness in modern steering assemblies.

[0015] Accordingly, there is a need for an optimized tuned mass damper (TMD) solution specifically designed for vehicle steering assemblies, offering enhanced vibration suppression, improved durability, and compatibility with modern lightweight steering architectures.

[0016] A tuned mass damper (TMD) is an exclusive subset of the damping mechanism. The tuned mass damper (TMD) includes an inertia mass, an energy dissipater, and a restoring assembly. In operation, the tuned mass damper (TMD) reduces vibration by oscillating out of phase with the structure, dissipating energy through the damper's inertia force, effectively damping the structure's resonant vibrations. The tuned mass damper (TMD) is used to mitigate out vibration produced due to natural vibration frequency of the structure or the machinery by generating a response frequency that is out of phase with the natural vibration frequency of the structure or the machinery to cancel the potential impact due to the natural vibration of the structure or the machinery.

[0017] Another conventional approach is a frequency-tuned damper consisting of a vibration structure or the machinery and at least one elastic element joining the vibration structure or the machinery to a surface whose vibrations need to be reduced. The stiffness (k) and damping (c) of the elastic element, along with the mass (m) of the vibration structure or machinery, are chosen to dampen the surface, which is anticipated to vibrate at a specific target frequency. The vibration of the surface is significantly reduced when it vibrates at this frequency because the vibration structure or the machinery oscillates at the same frequency as the surface but is out of phase with it. The vibration structure or the machinery is robustly suspended around the vibration surface using this configuration.

[0018] To overcome the aforementioned drawbacks, there exists a need in the art to develop a vibration damping mechanism for vehicles to counter the induced vibrations felt in the frame/chassis of the vehicle caused by road excitation.

OBJECTS OF THE DISCLOSURE

[0019] The principal object of the present disclosure is to overcome the disadvantages of the prior art.

[0020] One of the primary objects of the present disclosure is to provide a vibration damping system tuned for countering the potential impact due to natural vibration frequency of a vehicle.

[0021] Another object of the present disclosure is to develop a vibration damping system for a steering assembly of a vehicle to counter vibrations induced due to road excitations.

[0022] Yet another object of the present disclosure is to design a vibration damping system specifically for a steering assembly of a vehicle, which works on the principle of Tuned Mass Damper (TMD).

[0023] Another object of the present disclosure is to incorporate a vibration damping system for the steering assembly of a vehicle to provide relief to a rider of the vehicle from discomfort and potential health hazards arising out of induced vibrations due to road excitations.

[0024] The foregoing and other objects, features, and advantages of the present disclosure will become readily apparent upon further review of the following detailed description of the present disclosure as illustrated in the accompanying drawings.

SUMMARY OF THE DISCLOSURE

[0025] This summary is provided to introduce a selection of concepts in a simplified format that are further described in the detailed description of the disclosure. This summary is not intended to identify key or essential inventive concepts of the disclosure, nor is it intended for determining the scope of the disclosure.

[0026] The present disclosure relates to a vibration damping system. The vibration damping system includes a framework secured to a body of a vehicle, oscillating due to a first vibration, an inertia element slidably disposed on the body of the vehicle and adapted to be displaced within the framework and a resilient assembly. The resilient assembly is adapted to suspend the inertia element within the framework and exert a position-dependent force to oscillate the inertia element in response to an excitation of the framework by the first vibration. The resilient assembly and the inertia element are tuned to produce a second vibration out of phase relative to the first vibration to suppress the first vibration.

[0027] The framework includes a top plate adapted to be mounted with the body of the vehicle and connected using fastening means to a bottom plate. The bottom plate is positioned parallel to the top plate and welded to the body of the vehicle. The fastening means includes a plurality of threaded bolts engaged with a plurality of openings formed in the top plate and the bottom plate. The inertia element is suspended intermediate to the top plate and the bottom plate. The vibration damping system includes a plurality of apertures drilled through the inertia element for a passage of the fastening means across the inertia element. A clearance is provided between the fastening means and the apertures for an unobstructed oscillation of the inertia element between the top plate and the bottom plate. A recess is defined in each of the top plate, the inertia element and the bottom plate for propagation of a portion of the body of the vehicle through the framework and the inertia element to secure the framework with the body of the vehicle. The resilient assembly includes multiple springs to connect the inertia element with the top plate and connect the inertia element with the bottom plate. The multiple springs are installed coaxially with respect to the fastening means and are coiled around the fastening means.

[0028] A vibration damping system for a vehicle handlebar assembly is disclosed. The vibration damping system for the vehicle handlebar assembly includes a framework including of a top plate and a bottom plate, an inertia element and a resilient assembly including multiple springs. An elongated member is embodied in the vehicle handlebar assembly and is excited by a first vibration. The elongated member is adapted to be tangentially disposed through the top plate, the inertia element, and the bottom plate. The inertia element is suspended intermediate to the top plate and the bottom plate via the resilient assembly to induce a second vibration for suppressing the first vibration. The top plate is positioned parallel to the bottom plate affixed by a fastening means. The fastening means includes a plurality of threaded bolts engaged with a plurality of openings formed in the top plate and the bottom plate. The resilient assembly is positioned parallel to the elongated member.

[0029] To further clarify the advantages and features of the disclosure, a more particular description will be rendered by reference to specific embodiments thereof, which is illustrated in the appended drawing. It is appreciated that these drawings depict only typical embodiments of the disclosure and are therefore not to be considered limiting its scope. The disclosure will be described and explained with additional specificity and detail with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

[0030] These and other features, aspects, and advantages of the present disclosure will become better understood when the following detailed description and appended claims are read with reference to the accompanying drawings in which like characters represent like parts throughout the drawings:

Figure 1 exemplarily illustrates a front view of a vibration damping system incorporated with a body of a vehicle;

Figure 2 exemplarily illustrates a perspective view of the vehicle embodying the vibration damping system incorporated in a vehicle handlebar assembly;

Figure 3 exemplarily illustrates a front view of the vehicle handlebar assembly, configured with the vibration damping system, according to an embodiment of the disclosure; and

Figure 4 exemplarily illustrates a side view of the vehicle handlebar assembly, configured with the vibration damping system, according to an embodiment of the disclosure.

[0031] 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 disclosure. Furthermore, in terms of the construction of the device, one or more components of the device 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 disclosure 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

[0032] In the following detailed description, reference is made to the accompanying drawings that form a part hereof, and in which is shown, by way of illustration, specific embodiments in which the invention may be practiced. It will be clear from this description of the disclosure that the disclosure is not limited to these illustrated embodiments but that the disclosure also includes a variety of modifications and embodiments thereto. Therefore, the present description should be seen as illustrative and not limiting. While the disclosure is susceptible to various modifications and alternative constructions, it should be understood, that there is no intention to limit the disclosure to the specific form disclosed, but, on the contrary, the disclosure is to cover all modifications, alternative constructions, and equivalents falling within the spirit and scope of the disclosure as defined in the claims.

[0033] In any embodiment described herein, the open-ended terms "comprising," "comprises,” and the like (which are synonymous with "including," "having” and "characterized by") may be replaced by the respective partially closed phrases "consisting essentially of," consists essentially of," and the like or the respective closed phrases "consisting of," "consists of, the like.

[0034] As used herein, the singular forms “a,” “an,” and “the” designate both the singular and the plural, unless expressly stated to designate the singular only.

[0035] The present disclosure relates to a vibration damping system. The vibration damping system disclosed is based on the principle of tuned mass dampers (TMD).

[0036] A Tuned Mass Damper (TMD) is a passive vibration control device designed to reduce unwanted oscillations in mechanical machineries and structures. It consists of a secondary mass, a spring, and a damper, which are tuned to a specific frequency to counteract vibrations in a machinery such as a vehicle. When the machinery experiences oscillations, the Tuned Mass Damper (TMD) moves in opposition to the vibrations, absorbing energy and dissipating the vibrations.

[0037] Figure 1 exemplarily illustrates a front view of a vibration damping system 100 incorporated with an elongated member 101 of a vehicle 200. The vibration damping system 100 described in the present disclosure, is adapted to be installed with the elongated member 101 associated with the vehicle 200, at which an undesired first vibration is induced. The instant vibration damping system 100 is designed to be mounted with the elongated member 101, in order to receive the first vibration and respond with a second vibration which is out of phase with respect to the first vibration, in order to negate the first vibration.

[0038] The vibration damping system 100 primarily includes a framework 102 secured to the elongated member 101 of the vehicle 200 such that the elongated member 101 of the vehicle 200 is inducing a first vibration, an inertia element 107 adapted to be displaced within the framework 102, and a resilient assembly 108 to suspend the inertia element 107 within the framework 102. The resilient assembly 108 is adapted to exert a position-dependent force to oscillate the inertia element 107 in response to an excitation of the framework 102 by the first vibration. The resilient assembly 108 and the inertia element 107 are tuned to produce the second vibration out of phase relative to the first vibration such that the second vibration interferes with the first vibration to suppress the first vibration.

[0039] The vehicle 200, more specifically the vehicle 200 of a two-wheeled configuration described herewith and is illustrated in the Figure 2 exemplarily illustrating a perspective view of the vehicle 200 embodying a vibration damping system 100 incorporated in a vehicle handlebar assembly 201 of the vehicle 200. The vehicle 200 may be subjected to the first vibration. The vibration damping system 100 is installed with the vehicle 200 to suppress the first vibration by generating the second vibration. The elongated member 101 of the vehicle 200, with which the vibration damping system 100 is installed, refers to a portion of the vehicle 200 beyond which, a reduction in excitation from the first vibration is desired. In context of the vehicle 200, the elongated member 101 may refer to a surface associated with a vehicle handlebar assembly 201, a surface associated with a seat of the vehicle 200 etc. One of the implementations of the instant disclosure, detailed further in the disclosure, refers to the vibration damping system 100 coupled with a body 202 associated with the vehicle handlebar assembly 201 of the vehicle 200.

[0040] In an embodiment of the present disclosure, the framework 102 includes a top plate 103 and a bottom plate 104. The top plate 103 is connected using a fastening means 105 to the bottom plate 104 to prevent a relative motion between the top plate 103 and the bottom plate 104. The rigid attachment of the top plate 103 and the bottom plate 104 with one another, provides a sturdy support for the vibration damping system 100.

[0041] In an embodiment of the present disclosure, the bottom plate 104 is positioned in parallel to the top plate 103 and welded to the elongated member 101 associated with the vehicle 200, to stabilize the positioning of the vibration damping system 100 with respect to the elongated member 101. In another embodiment of the instant disclosure, the top plate 103 is welded to the elongated member 101 and the bottom plate 104 is connected to the top plate 103 by means of the fastening means 105.

[0042] In another embodiment of the present disclosure, one or both of the top plate 103 and the bottom plate 104 are affixed onto the elongated member 101 in a removable manner. In one variation, the top plate 103 and the bottom plate 104 are crafted with threads designed to mate with complimentary threads formed over the elongated member 101. In yet another variation, each of the top plate 103 and the bottom plate 104 engage with the elongated member 101 by means of grooves and projections designed to mate with the grooves, thus negating a relative motion between the top plate 103 and the bottom plate 104 with respect to the elongated member 101. In another variation of the instant disclosure, the top plate 103 and the bottom plate 104 are attached with the elongated member 101 by means of friction fit.

[0043] In an embodiment of the present disclosure, the top plate 103 and the bottom plate 104 are constructed to have planar structures, specifically designed to evenly distribute the masses of the top plate 103 and the bottom plate 104 about a longitudinal axis of the elongated member 101, in at least one plane to ensure that a static balance of the vehicle 200 remains unaffected.

[0044] In other embodiments of the instant disclosure, the top plate 103 and the bottom plate 104 are designed in accordance with the geometry of the elongated member 101.

[0045] In an embodiment of the present disclosure, the fastening means 105 includes a plurality of threaded bolts 106 engaged with a plurality of openings formed in the top plate 103 and the bottom plate 104. As such, the fastening means 105 includes four of the threaded bolts 106 passing through four opening formed in each of the top plate 103 and the bottom plate 104.

[0046] The quantity and the dimensions of the threaded bolts 106 are selected as per the dimensions of the top plate 103 and the bottom plate 104, and are chosen in accordance with the geometry of the elongated member 101 and the vehicle 200.

[0047] In the embodiments of the instant disclosure, the top plate 103 and the bottom plate 104 are constructed with elongated designs, the fastening means 105 consist of a pair or a plurality of threaded bolts 106 arranged along the length of the framework 102.

[0048] The inertia element 107 is suspended intermediate to the top plate 103 and the bottom plate 104 specifically configured to slide between the top plate 103 and the bottom plate 104 in response to the first vibration.

[0049] A plurality of apertures (not shown in the figure) is drilled through the inertia element 107 for a passage of the fastening means 105 across the inertia element 107. Further, a clearance (not shown in the figure) is provided between the fastening means 105 and the apertures for an unobstructed sliding of the inertia element 107 between the top plate 103 and the bottom plate 104. It is essential for the inertia element 107 to slide between the top plate 103 and the bottom plate 104 in an unhindered manner to impart the second vibration.

[0050] In an embodiment of the instant disclosure, the inertia element 107 is designed to be structurally equivalent to the top plate 103 and the bottom plate 104. The mass of the inertia element 107 is selected in accordance with the characteristics of the first vibration the vehicle 200 is expected to be induced with.

[0051] In an embodiment of the present disclosure, in order to enable a manner of installation of the vibration damping system 100 with the elongated member 101, a recess (not shown in the figure) is defined in each of the top plate 103, the inertia element 107 and the bottom plate 104 for propagation of a portion of the elongated member 101 via the framework 102 and the inertia element 107 to secure the framework 102 with the elongated member 101. Following which, the top plate 103 and the bottom plate 104 are affixed with the elongated member 101 in one of the ways described previously. The shape of the recess is selected in accordance with the cross-sectional shape of the elongated member 101 to enable passage of the elongated member 101 through the framework 102 and the inertia element 107.

[0052] The resilient assembly 108 is provided to mount the inertia element 107 within the framework 102, i.e., between the top plate 103 and the bottom plate 104, and to exert a position-dependent force onto the inertia element 107 in accordance with the position of the inertia element 107 within the framework 102. The first vibration causes the inertia element 107 to be displaced within the framework 102, where the position-dependent force exerted by the resilient assembly 108 causes the inertia element 107 to oscillate and impart the second vibration which supresses the first vibration. In an embodiment of the disclosure, the resilient assembly 108 includes at least a set of first spring(s) 109 to connect the inertia element 107 with the top plate 103 and at least a set of second spring(s) 110 to connect the inertia element 107 with the bottom plate 104. Each set of the first spring(s) 109 and the set of second spring(s) 110 include at least four springs. The set of first spring(s) 109 and the set of second spring(s) 110 are coiled around the fastening means 105 such that at least one of the sets of first spring(s) 109 is positioned coaxially relative to at least one of the sets of second spring(s) 110.

[0053] The coaxial positioning of the first spring(s) 109 and the second spring(s) 110 around the individual threaded bolts 106 of the fastening means 105, enable the threaded bolts 106 to act as a guide for the first spring(s) 109 and the second spring(s) 110, and, as well as, the inertia element 107. The first spring(s) 109 and the second spring(s) 110 are guided by the threaded bolts 106 to stretch and compress along the longitudinal axes defined by the threaded bolts 106, around which each of the respective, the first spring(s) 109 and the second spring(s) 110 are coiled, facilitating the inertia element 107 to oscillate while maintaining a parallel orientation with respect to the top plate 103 and the bottom plate 104.

[0054] In another embodiment of the present disclosure, as per the frequency and amplitude of the first vibration, the inertia element 107 is suspended by the top plate 103 by means of the first spring(s) 109, without the second spring(s) 110 connecting the inertia element 107 with the bottom plate 104.

[0055] The resilient assembly 108, composed of the first spring(s) 109 and the second spring(s) 110, provides a restoring force that pulls the inertia element 107 back toward an equilibrium position after being displaced by the first vibration. The position-dependent restoring force follows the Hooke’s Law:

F= −kx

F: force applied over the inertia element 107
k: spring constant of the resilient assembly 108
x: displacement of the inertia element 107 from the equilibrium position

[0056] The implementation facilitates the inertia element 107 to oscillate in a simple harmonic motion (SHM) to generate the second vibration. The first spring(s) 109 and the second spring(s) 110 store potential energy when stretched or compressed and converts the potential energy into kinetic energy, allowing continuous oscillations. At any instant during the oscillation of the inertia element 107, one of either the first spring(s) 109 and the second spring(s) 110 is stretched while the other of the first spring(s) 109 and the second spring(s) 110 is compressed, followed by a reversal of the described state. Such a configuration enabled by the inertia element 107 being sandwiched between the top plate 103 and the bottom plate 104, by the first spring(s) 109 and the second spring(s) 110, respectively, allow one of the first spring(s) 109 and the second spring(s) 110 to provide movement to the inertia element 107 while the other of the first spring(s) 109 and the second spring(s) 110 dampens the provided movement, to cause the inertia element 107 to oscillate in a damped manner.

[0057] In an embodiment of the instant disclosure, where the top plate 103, the bottom plate 104 and the inertia element 107 are provided with an axially symmetrical construction, i.e., with a circular disc-like design, a pair of first spring(s) 109 and a pair of second spring(s) 110 provide the resilient force to the inertia element 107. In another variation of the mentioned embodiment, three of first spring(s) 109 are provided between the top plate 103 and the inertia element 107 and three of second spring(s) 110 are disposed between the bottom plate 104 and the inertia element 107, with the first spring(s) 109 and the second spring(s) 110 positioned in an equiangular manner.

[0058] In an embodiment of the present disclosure, the first spring(s) 109 and the second spring(s) 110 are helical springs coiled around the individual threaded bolts 106 of the fastening means 105. Helical spring is a coiled mechanical component made from metal wire wound into a helix, such that these springs operate based on Hooke’s Law. In another embodiment of the instant disclosure, the first spring(s) 109 and the second spring(s) 110 are pneumatic cylinders which use compressed air to provide a cushioning and restoring force to the inertia element 107.

[0059] In one embodiment of the present disclosure, an outer-most enclosure is crafted to encase the top plate 103 the bottom plate 104 and the inertia element 107 along with the fastening means 105 and the resilient assembly 108, to seal the components from the environmental aspects. In another variation of the vibration damping system 100, the top plate 103 and the bottom plate 104 form an integral part of the enclosure, enclosing the inertia element 107 within the enclosure.

[0060] The vibration damping system 100 is capable of being installed with a variety of machineries, such as wind turbines, solar panel mounts, lathe machines, cranes gantries, heavy machinery, vehicles etc.

[0061] One such exemplary implementation is illustrated in the Figure 2 exemplarily illustrating a perspective view of the vehicle 200 embodying the vibration damping system 100 incorporated in the vehicle handlebar assembly 201 of the vehicle 200. More specifically, the vehicle 200 is a two-wheeled vehicle 200, with the vibration damping system 100 installed with the vehicle handlebar assembly 201 is described, the vehicle 200 in the described instance being the vehicle 200. The vibration damping system 100 is incorporated in the vehicle 200 by installing the vibration damping system 100 with the vehicle handlebar assembly 201. More specifically, a body 202 associated with the vehicle handlebar assembly 201 is configured with the instant vibration damping system 100.

[0062] Figure 3 exemplarily illustrates a front view of a vibration damping system 100 incorporated in the vehicle handlebar assembly 201, according to an embodiment of the disclosure and Figure 4 exemplarily illustrates a side view of the vehicle handlebar assembly 201, configured with the vibration damping system 100, according to an embodiment of the disclosure. The vibration damping system 100 installed with the vehicle handlebar assembly 201 includes the body 202, the framework 102 includes a top plate 103 and a bottom plate 104, a fastening means 105, the fastening means 105 includes a plurality of threaded bolts 106, an inertia element 107 and a resilient assembly 108. The resilient assembly 108 includes at least one first spring(s) 109 and at least one second spring(s) 110.

[0063] In an embodiment of the instant disclosure, the body 202 is a structure associated with the vehicle 200, in association with the vehicle handlebar assembly 201, which a driver manipulates in order to apply a torque for turning the vehicle 200.

[0064] The framework 102 is fixedly disposed on the body 202. The inertia element 107 is slidably disposed on the body 202 and adapted to be displaced within the framework 102. The resilient assembly 108 is adapted to suspend the inertia element 107 within the framework 102. The top plate 103 is adapted to be coupled with a vehicle handlebar assembly 201. The top plate 103 is connected using the fastening means 105 to the bottom plate 104. The bottom plate 104 is positioned parallel to the top plate 103, and welded to the body 202. The inertia element 107 is suspended intermediate to the top plate 103 and the bottom plate 104.

[0065] A plurality of apertures is drilled through the inertia element 107 for a passage of the fastening means 105 across the inertia element 107. A clearance is provided between the fastening means 105 and the apertures for an unobstructed oscillation of the inertia element 107 between the top plate 103 and the bottom plate 104. A recess is defined in each of the top plate 103, the inertia element 107 and the bottom plate 104 for propagation of the body 202 through the framework 102 and the inertia element 107 to secure the framework 102 with the body 202. The resilient assembly 108 is adapted to exert a position-dependent force to oscillate the inertia element 107 in response to an excitation of the framework 102 by the first vibration. The resilient assembly 108 and the inertia element 107 are tuned to produce a second vibration out of phase relative to the first vibration.

[0066] Upon receiving the first vibration in the vehicle handlebar assembly 201, the incorporated vibration damping system 100 is tuned to respond by oscillating the inertia element 107 within the framework 102. The inertia element 107 oscillates to generate the proportionate second vibration out of phase with the induced first vibration such that the second vibration interferes with the first vibration to suppress the first vibration. The second vibration may encompass planar displacement of the inertia element 107 retracted back to the intermediate position by recoil mechanism of the at least one first spring(s) 109 and at least one second spring(s) 110 of the resilient assembly 108. In an embodiment of the instant disclosure, the balanced movement of the at least one first spring(s) 109 and the at least second spring(s) 110 brings the intermediary inertia element 107 to its equilibrium position by creating one side compression and other side extension to induce a dampening effect in the vibration damping system 100.

[0067] In an embodiment of the present disclosure, the handlebar-mounted frequency adjustable vibration damping system 100 is a self-contained cartridge mounted with or within the outer section of the vehicle handlebar assembly 201. The handlebar-mounted frequency adjustable vibration damping system 100 includes a cylinder type housing to contain a rod-like mass coupled with the housing via one or more springs. The handlebar-mounted frequency-adjustable vibration damping system 100 includes a mass suspended between two air springs within a chamber. The mass is optimized for a given frequency range and will move vertically with the movement of the vehicle 200. The mass will be returned to the original position with springs, and the movement will be slowed by a damping.

[0068] In an embodiment of the instant disclosure, the resilient assembly 108 includes at least a set of first spring(s) 109 and at least a set of second spring(s) 110. The set of first spring(s) 109 connects the inertia element 107 with the top plate 103. The set of second spring(s) 110 connects the inertia element 107 with the bottom plate 104. Each set of the first spring(s) 109 and the set of second spring(s) 110 include at least four springs. The set of first spring(s) 109 and the set of second spring(s) 110 are coiled around the fastening means 105 such that at least one of the sets of first spring(s) 109 is positioned coaxially relative to at least one of the sets of second spring(s) 110.

[0069] The vibration damping system 100 described in the instant disclosure, specifically for the vehicle handlebar assembly 201 offers several advantages in mitigating vibrations caused by road-induced excitations. One of the key benefits of the present vibration damping system 100 is the cost-effectiveness, as the vibration damping system 100 provides a simple yet efficient solution to reduce vibrations without requiring major modifications to complex vehicle 200 components like the chassis or tires.

[0070] The vibration damping system 100 enhances rider comfort by minimizing vibrations at one or more tactile points of the vehicle handlebar assembly 201, thereby reducing fatigue and improving the overall riding experience without compromising handling performance.

[0071] Additionally, the structural lifespan of the vehicle 200 components is increased, as the vibration damping system 100 reduces wear and tear caused by continuous vibrations. Since the vibration damping system 100 is a passive system, there is no requirement of an external power source, making the vibration damping system 100 an energy-efficient solution.

[0072] Furthermore, the design of the vibration damping system 100 is customizable, allowing the vibration damping system 100 to be tuned to match different vehicle 200 frequencies, ensuring adaptability across various two-wheeler vehicle 200.

[0073] Although the field of the disclosure has been described herein with limited reference to specific embodiments, this description is not meant to be construed in a limiting sense. Various modifications of the disclosed embodiments, as well as alternate embodiments of the disclosure, will become apparent to persons skilled in the art upon reference to the description of the disclosure.

List of Features:
• 100 – vibration damping system
• 101 – elongated member
• 102 – framework
• 103 – top plate
• 104 – bottom plate
• 105 – fastening means
• 106 – threaded bolts
• 107 – inertia element
• 108 – resilient assembly
• 109 – first spring(s)
• 110 – second spring(s)
• 200 – vehicle
• 201 – vehicle handlebar assembly
• 202 – body , Claims:1) A vibration damping system 100, comprising:

a framework 102 securable to an elongated member 101 of a vehicle 200, the elongated member 101 inducing a first vibration;

an inertia element 107 slidably disposed on the elongated member 101 of the vehicle 200 and adapted to be displaced within the framework 102; and

a resilient assembly 108 adapted to suspend the inertia element 107 within the framework 102 and exert a position-dependent force to oscillate the inertia element 107 in response to an excitation of the framework 102 by the first vibration, wherein the resilient assembly 108 and the inertia element 107 are tuned to produce a second vibration out of phase relative to the first vibration.

2) The vibration damping system 100 as claimed in claim 1, wherein the second vibration interferes with the first vibration to suppress the first vibration.

3) The vibration damping system 100 as claimed in claim 1, wherein the framework 102 comprises:

a top plate 103 adapted to support a handlebar portion of the vehicle 200 and connected using fastening means 105 to a bottom plate 104; and
the bottom plate 104 positioned parallel to the top plate 103, and welded to the elongated member 101 of the vehicle 200.

4) The vibration damping system 100 as claimed in claim 3, wherein the fastening means 105 comprises a plurality of threaded bolts 106 engaged with a plurality of openings 112 formed in the top plate 103 and the bottom plate 104.

5) The vibration damping system 100 as claimed in claim 3, wherein the inertia element 107 is suspended intermediate to the top plate 103 and the bottom plate 104.

6) The vibration damping system 100 as claimed in claim 1, wherein a plurality of apertures (not shown in figure) is drilled through the inertia element 107 for a passage of the fastening means 105 across the inertia element 107.

7) The vibration damping system 100 as claimed in claim 6, wherein a clearance (not shown in figure) is provided between the fastening means 105 and the apertures (not shown in figure) for an unobstructed oscillation of the inertia element 107 between the top plate 103 and the bottom plate 104.

8) The vibration damping system 100 as claimed in claim 1, wherein a recess (not shown in figure) is defined in each of the top plate 103, the inertia element 107, and the bottom plate 104 for propagation of a portion of the elongated member 101 via the framework 102 and the inertia element 107 to secure the framework 102 with the elongated member 101.

9) The vibration damping system 100 as claimed in claim 1, wherein the resilient assembly 108 comprises at least one first spring(s) 109 to connect the inertia element 107 with the top plate 103 and at least one second spring(s) 110 to connect the inertia element 107 with the bottom plate 104.

10) The vibration damping system 100 as claimed in claim 1, wherein the resilient assembly 108 comprises a set of first spring (s) 109 to connect the inertia element 107 with the top plate 103 and a set of second spring(s) 110 to connect the inertia element 107 with the bottom plate 104.

11) The vibration damping system 100 as claimed in claim 10, wherein each set of the first spring(s) 109 and the second spring(s) 110 comprise at least four springs.

12) The vibration damping system 100 as claimed in claim 10, wherein the first spring(s) 109 and the second spring(s) 110 are installed coaxially with respect to the fastening means 105.

13) The vibration damping system 100 as claimed in claim 12, wherein the first spring(s) 109 and the second spring(s) 110 are coiled around the fastening means 105.

14) The vibration damping system 100 as claimed in claim 10, wherein at least one of the first spring(s) 109 is positioned coaxially relative to at least one of the second spring(s) 110.

15) A vibration damping system 100 for a vehicle handlebar assembly 201, the vibration damping system 100 comprising:
i) a framework 102 comprising of a top plate 103 and a bottom plate 104;
ii) an inertia element 107; and
iii) a resilient assembly 108 comprising of a plurality of springs;
wherein an body 202 is embodied in the vehicle handlebar assembly 201 and is excited by a first vibration, the body 202 adapted to be tangentially disposed through the top plate 103, the inertia element 107, and the bottom plate 104, wherein the inertia element 107 is suspended intermediate to the top plate 103 and the bottom plate 104 via the resilient assembly 108 to induce a second vibration for suppressing the first vibration.
16) The vibration damping system 100 for the vehicle handlebar assembly 201 as claimed in claim 15, wherein the resilient assembly 108 is positioned parallel to the body 202.

17) The vibration damping system 100 for the vehicle handlebar assembly 201 as claimed in claim 15, wherein the top plate 103 and the bottom plate 104 are positioned parallel with one another, affixed by a fastening means 105, wherein the fastening means 105 comprises a plurality of threaded bolts 106 engaged with a plurality of openings 112 formed in the top plate 103 and the bottom plate 104.

18) The vibration damping system 100 for the vehicle handlebar assembly 201 as claimed in claim 17, wherein a plurality of apertures (not shown in the figure) is drilled through the inertia element 107 for a passage of the fastening means 105 across the inertia element 107.

19) The vibration damping system 100 for the vehicle handlebar assembly 201 as claimed in claim 17, wherein a clearance (not shown in the figure) is provided between the fastening means 105 and the apertures for an unobstructed oscillation of the inertia element 107 between the top plate 103 and the bottom plate 104.

20) The vibration damping system 100 for the vehicle handlebar assembly 201 as claimed in claim 16, wherein a recess (not shown in the figure) is defined in each of the top plate 103, the inertia element 107 and the bottom plate 104 for propagation of a portion of the body 202 via the framework 102 and the inertia element 107 to secure the framework 102 with the body 202.

21) The vibration damping system 100 for the vehicle handlebar assembly 201 as claimed in claim 15, wherein the plurality of springs corresponds to a set of first spring(s) 109 disposed between the top plate 103 and the inertia element 107 and a set of second spring(s) 110 disposed between the inertia element 107 and the bottom plate 104.

22) The vibration damping system 100 for the vehicle handlebar assembly 201 as claimed in claim 21, wherein each set of the first spring(s) 109 and the second spring(s) 110 include four springs.

23) The vibration damping system 100 for the vehicle handlebar assembly 201 as claimed in claim 21, wherein the first spring(s) 109 and the second spring(s) 110 are installed coaxially with respect to the fastening means 105.

24) The vibration damping system 100 for the vehicle handlebar assembly 201 as claimed in claim 21, wherein the first spring(s) 109 and the second spring(s) 110 are coiled around the fastening means 105.

25) The vibration damping system 100 for the vehicle handlebar assembly 201 as claimed in claim 21, wherein at least one of the first spring(s) 109 is positioned coaxially relative to at least one of the second spring(s) 110.