DESC:
5 TECHNICAL FIELD
[0001] The present subject matter relates generally to a brace member for a motor vehicle. More particularly but not exclusively, the present subject matter relates to brace member for strengthening the frame of a motor vehicle.
BACKGROUND
10 [0002] Generally, a motor vehicle hereinafter referred to as a vehicle, such as a three-wheeler or a four wheeler, has a driver compartment in a front portion and a passenger/load compartment in a rear portion. In the case of the three-wheeled vehicle which serves as a passenger vehicle, the rear compartment comprises a passenger seat. In the posterior portion of the rear compartment, an internal
15 combustion (IC) engine is provided, which powers the vehicle. A driver operates the vehicle from the driver compartment. A driver seat is provided in the front compartment so that the driver operates the vehicle in a sitting position.
[0003] Usually, such a three-wheeler is used with overloads on rough roads and harsh driving conditions. Therefore, the strength of the frame or the frame of such
20 vehicle is very crucial such that said frame can reliably withstand the load, stress, and vibration for smooth functioning of the vehicle in all driving conditions. Typically, a three-wheeler frame comprises a central long member, an LH supporting member, and an RH supporting member extending till the rear connecting with the rear wheeler through suspension mounting brackets. The
25 central long member is connected to a front-wheel via a head tube.
BRIEF DESCRIPTION OF THE DRAWINGS
[0004] The present invention is described with reference to a brace member for an exemplary embodiment of a motor vehicle along with the accompanying drawings. The same numbers are used throughout the drawings to refer to similar features and
30 components.
[0005] Fig 1 exemplarily illustrates an exploded bottom view of the frame assembly as per the present invention.
[0006] Fig 2 (a) exemplarily illustrates a perspective view of the brace member per the present invention.

5 [0007] Fig 2(b) exemplarily illustrates the side view of the brace member per the present invention.
[0008] Fig 3 exemplarily illustrates a perspective view of a portion of the frame assembly per the present invention.
[0009] Fig 4 exemplarily illustrates a graphical result of a moment of inertia for
10 bending to sectional modulus as per the present invention.
[00010] Fig 5 exemplarily illustrates a moment of inertia for torsion to sectional modulus as per the present invention
DETAILED DESCRIPTION
[00011] As a three-wheeler vehicle is driven on rough roads, harshly handled and
15 overloaded, the frame i.e., the skeleton of the vehicle is the most important part to provide smooth functioning in all running conditions. The strength of the frame of such vehicles is of utmost priority, such that the vehicle can reliably withstand load, stress, and vibration. A section modulus of the cross-sectional shape is significant in designing beams. It is a direct measure of the strength of the beam. A beam that
20 has a larger section modulus than another will be stronger and capable of supporting greater loads.
[00012] A three-wheeler frame comprises a central long member, and an LH supporting member & an RH supporting member extending till the rear connecting with the rear wheeler through suspension mounting brackets. The central long
25 member is connected to a headtube at the front. The head tube connects a front wheel and the steering of the vehicle. Said headtube is prone to multiple forces from left, right, vertical, and front directions. The most important factor is the structural integrity of the frame, which is prone to both the bending and torsional moment from the front wheel and the torsional moment from the rear wheel. Therefore,
30 stress i.e., the force acting on a unit area of the material, is exerted from a plurality of directions on the head tube. Further, the stress is transferred to the frame through the central long member. Since the stress is transferred from the headtube to the central long members, therefore, the strength of the central long member or frame as a whole is of paramount importance in such vehicles.

5 [00013] The center long member is the main channel for load transfer from the front headtube that in turn transfers throughout the frame. Centre long member is joinery with head tube channel and should carry both bending and torsional load, hence it is critical high-stress zone. To balance the stress exerted on the central long member, LH & RH supporting members are provided, however, load on the LH
10 and RH supporting members is comparatively less since said members are disposed offset of the vehicle and is near the side rear wheels. Due to this fact, the moment i.e., the product of the distance from the point to the point of application of the force and the component of the force perpendicular to the line of the distance, is very minimal hence less stress is exerted on the LH and RH supportive members.
15 [00014] As per known art, to increase the load-bearing capacity of the frame, the central long member, the LH, and RH supporting members are joined at the front end to a front cowl bottom portion of the vehicle. The front cowl bottom portion hereinafter referred to as the cowl bottom member, connects all the three bars i.e., central long member, LH, and RH supporting members. Such an arrangement
20 increases the section modulus of the frame, thereby providing better load bearing capacity. However, in rough driving conditions, the joinery of the central long member and the cowl bottom member experiences a crack or breakage due to heavy load exertions. The breakage is mainly due to the transfer of stress from the head tube to the central long member through the joinery, which is the most critical
25 location as it is susceptible to high load, stress, bending, and torsional force caused due to jerks or load from the front wheel while traveling in rough conditions. [00015] As per the known state of the art, to increase the strength of the frame, the central long member is provided very high on the head tube along with a torsion box. Such an arrangement has a huge weight impact due to the torsion box.
30 Additionally, said central long member will be visible to the driver which will acts as a hindrance to the driver while riding, entering, and exiting the vehicle Additionally, such a highly visible positioning of the central long member will cause difficulty in cleaning the floor of the vehicle.
[00016] As per yet another known art, to increase the strength of the joinery of the
35 central long member and the headtube, the LH and RH supporting members are

5 joined with the central long member at the front part of the central member. However, such an arrangement reduces the section modulus at the left and right sides of the vehicle. Thereby, to balance the section modulus at the sides of the vehicle, additional components are added at the left and right sides. Hence, there will be an increase in manufacturing cost and time and weight. The major challenge
10 is to design the frame of the vehicle that effectively ensures all the functional requirements of bending, stiffness, bending strength, torsional strength with a minimal number of parts and weight.
[00017] Hence, there is a need to provide a vehicle having a robust frame structure that can withstand load, stress, bending, and torsional force without failure in all
15 riding conditions. Meanwhile, such a frame assembly shall also ensure that the existing layout of the vehicle remains unchanged so that no significant additional manufacturing cost in terms of price, time, and man-hour is involved. Also, while ensuring the robustness of the frame assembly, the weight of the vehicle shall be limited as much as possible.
20 [00018] Hence, there lies a need to provides a vehicle with a robust frame assembly that is capable of bearing loads, the stress in all the riding conditions, while ensuring minimum cost and weight of the overall vehicles. To that view, the present invention provides a vehicle capable of addressing all the above prior art challenges along with additional technical advantages.
25 [00019] The present invention provides a vehicle comprising a frame assembly that includes a central long member, the RH supporting member, and the LH supporting member. The vehicle has a head tube connected to the central long member. A cowl being disposed at a front portion having a cowl bottom member connected to the central long member, and RH & LH supporting member. A brace member
30 configured to brace or clamp two parts for strengthening is attached to a portion of the cowl bottom member and the central long member when viewed from the bottom side of the vehicle. The brace member comprises a first half and a second- half such that the first half is attached with the cowl bottom member and the second half is attached to the central long member.

5 [00020] As per an aspect of the present invention, the brace member (108) comprises a first horizontal surface, a second horizontal surface, a first vertical surface, and a second vertical surface. The first and second vertical surfaces extend downwards from the first and second horizontal surfaces respectively.
[00021] As per an aspect of the present invention, a height of the first half, a height
10 of the first vertical surface, and a height of the second half are arranged in decreasing order to achieve a tapered profile of the brace member. Such a profile provides more strength and eliminates the chances of breakage due to abrupt high- stress concentration. Thereby providing structural rigidity to the frame assembly. [00022] As per an aspect of the present invention, the second half includes a cavity
15 on at least a portion of the second vertical surface which is configured to facilitate the joining of the brace member with the central long member.
[00023] As per an aspect of the present invention, the first horizontal surface extends from the first half to the second half such that a width of the first horizontal surface in the first half is more than the second horizontal surface of the second
20 half, such that a “T shaped” profile of the brace member is achieved.
[00024] As per an aspect of the present invention, the second vertical surface extends downwards from the second horizontal surface on both sides of the second half. The first vertical surface extends downwards from the first horizontal surface of the first half from width extending beyond the second half. The first and second
25 vertical surfaces are connected by a curved vertical surface.
[00025] As per an aspect of the present invention, the first and second horizontal surfaces and the first and second vertical surfaces are integrated to define a smooth surface capable of distributing the load evenly throughout the entire surface of the brace member.
30 [00026] As per an aspect of the present invention one or more flanges are disposed on the front edge of the first half and lower edge of the brace member.
As per an aspect of the present invention, a brace member having the first half extends along a lateral axis by a first horizontal surface having a width (W) and the second half extending along a longitudinal axis (AA’) by a second horizontal
35 surface having a width (W’). The width (W) of the first horizontal surface in the

5 first half is more than the width (W’) of the second horizontal surface of the second half. The intrinsic profile of the brace members assists in achieving appropriate section modulus capable of bearing heavy stress in-vehicle riding conditions. [00027] As per an aspect of the present invention, the flanges are provided at the edge of the first half and lower radial curve of the radial smooth region. The flanges
10 help in achieving the appropriate section modulus of receiving load coming from the head tube of the vehicle.
[00028] As per an aspect of the present invention, the brace member includes one or more drain holes while helps in the drain of paint while painting.
[00029] As per an aspect of the present invention, the second half of the brace
15 member includes a cavity formed on at least the portion of the second vertical surface. The cavity helps in surface filling for welding purposes so that the brace member and the central long members can be joined reliably. Plug welding through the cavity is preferred in the present invention because if normal CO2 welding is done at the edges of the brace member along with the central long member, hair
20 cracks might appear due to high-stress concentration on a thin metal surface. [00030] As per an embodiment of the present invention, a method of joining a brace member having a first half and a second half to the vehicle comprises the step of joining one or more spots on flat portions at the first half and the second half with a cowl bottom member through spot welding technique. The brace member is joined
25 with the central long member by filling the surface of the cavity formed at the lower side-ways directions of the second half preferably by plug welding. The method of joining a brace member having a first half and a second half to the vehicle, wherein joining one or more spots at the first half and the second half is done by spot welding.
30 [00031] The current invention expediently provides a motor vehicle that can reliably operate under harsh conditions for example with overloads, harsh handling, or on rough roads. The frame assembly of the said vehicle has higher structural strength than the stress caused due to bending, torsion, vibration, etc. The present invention increases the strength of the vehicle without significant changes in the
35 conventional models so that no significant additional manufacturing cost in terms

5 of price, time, and man-hour is involved. Also, while ensuring the robustness of the frame assembly and the vehicle, the weight of the whole vehicle shall be limited as much as possible. Further, the shape or mould of the brace member connecting the central long member with the cowl bottom member is made to ensure a smooth transfer of load from the headtube to the frame assembly. This is vital due to the
10 fact that abrupt shift of load from one section modulus to another, causes cracks or damage to the surfaces. The flanges of the brace member significantly help in achieving a higher section modulus, which is capable of bearing loads caused due to high stress. The first half i.e., the upper portion with the second half i.e. the lower portion of the brace member are integral by a smooth surface, which helps in
15 eliminating stress concentration at any point while load transfer, which may be caused if wrinkles are formed while manufacturing. Also, the shape of the brace member is made which is congruent to the profile of the cowl bottom member and is strongly welded to the cowl bottom member and the central long member by the process of spot welding and plug welding a cavity formed on at least the portion of
20 the second vertical surface of the second half. The drain holes on the surface of the brace member drain out the paint which may be accumulated while the painting process.
[00032] The present subject matter is further described with reference to the accompanying figures. It should be noted that the description and figures merely
25 illustrate the principles of the present subject matter. Various arrangements may be devised that, although not explicitly described or shown herein, encompass the principles of the present subject matter. Moreover, all statements herein reciting principles, aspects, and examples of the present subject matter, as well as specific examples thereof, are intended to encompass equivalents thereof.
30 [00033] Exemplary embodiments detailing features of the vehicle, in accordance with the present invention will be described hereunder with reference to the accompanying drawings. Various aspects of different embodiments of the present invention will become discernible from the following description set out hereunder. Rather, the following description provides a convenient illustration for
35 implementing exemplary embodiments of the invention. Further, it is to be noted

5 that terms “upper”, “lower”, “right”, “left”, “front”, “forward”, “rearward”, “downward”, “upward”, “top”, “bottom” and like terms are used herein based on the illustrated state or in a standing state of the motorcycle with a driver riding thereon unless otherwise elaborated. Furthermore, a longitudinal axis refers to a front to rear axis relative to the motorcycle, while a lateral axis refers to a side to
10 side, or left to right axis relative to the motorcycle. In addition, it is to be understood that the phraseology and terminology used herein is for description and should not be regarded as limiting.
[00034] Fig 1 exemplarily illustrates an exploded bottom view of the frame assembly as per the present invention. The frame assembly (100) comprises a
15 central long member (102), the LH supporting member (104), and the RH supporting member (106). The LH and RH supporting members (104,106) extend to the rear end of the vehicle connecting with the rear wheel (not shown) through suspension mounting brackets (not shown). The central long member (102) is connected to a headtube (112) at the front portion. The head tube (112) connects a
20 front wheel (not shown) and steering (not shown) of the vehicle. Said headtube
(112) is prone to multiple forces from left, right, vertical, and front directions. The most important factor is the structural integrity of the frame, which is prone to both the bending and torsional moment from the front wheel and the torsional moment from the rear wheel. Therefore, stress i.e., the force acting on a unit area of the
25 material, is exerted from a plurality of directions on the head tube (112). Further, the stress is transferred to the frame through the central long member (102) and the LH and RH supporting members (104,106). A front cowl bottom portion referred to as a cowl bottom member (110) is connected to the central long member (102), LH, and RH supporting member (104,106) so that the section modulus of the frame
30 is increased, thereby increasing the strength of the vehicle.
[00035] The center long member (102) is the main channel for load transfer from the headtube (112) that in turn transfers load throughout the frame. Since the junction of the Centre long member (102) with the head tube (112) experiences both bending and torsional load, it is a critical high-stress zone. The moments acting on
35 the central long member (102) is from a plurality of directions by the front and rear

5 wheel because it is disposed at a distance from the wheels. To balance the stress exerted on the central long member (102), the LH & RH supporting members (104,106) provided, however, load on the LH and RH supporting members (104,106) is comparatively less since said LH and RH members (104,106) are disposed offset of the vehicle and is in line with the wheels.
10 [00036] Due to this fact, the moment i.e., the product of the distance from the point to the point of application of the force and the component of the force perpendicular to the line of the distance, is very minimal. With respect to the LH & RH supporting members (104,106), the moment points i.e., the front portion of the LH &RH supporting members (104,106) which are connected with the cowl bottom member
15 (110), and load application point i.e. the rear wheel and front wheel, are inline in LH and RH supporting members (104,106). Thus, the moment exerted on the LH and RH supporting members (104,106) are limited to just one direction unlike the central long member (102). Hence, less stress on the LH and RH supporting members (104,106). An axis XX’ passing through the edge of the cowl bottom
20 member (110).
[00037] Due to the high-intensity load exerted on the central long member (102), the junction of the central long member (102) with the cowl bottom member (110) gets weak therefore becomes highly susceptible to breakage. To combat such a situation, a brace member (108) is disposed of such that a portion of the brace
25 member (108) connects to the cowl bottom member (110) and the other portion connects the central long member (102). The disposition of the brace member (108) in such a manner, ensures smooth transition of the load or stress from the head tube
(112) to the central long member (102).
[00038] Fig 2 (a) and Fig 2(b) exemplarily illustrate a perspective view and side
30 view of the brace member (108) per the present invention. The brace member (108) comprises of a first-half i.e., an upper part (202), and a second-half i.e., a lower part (204), divided along the axis XX’. The first half (202) extends along a lateral axis (XX’) by a first horizontal surface (206a) and the second half (204) extends along a longitudinal axis (AA’) having a second horizontal surface (206b). The brace
35 member (108) also comprises a first vertical surface (208a) and a second vertical

5 surface (208b). The first and second vertical surfaces (208a, 208b) extend downwards from the first horizontal surface (206a) of the first half (202) and the second horizontal surface (206b) of the second half (204) respectively. The first half (202) and the second half (204) are integrated to define a smooth surface capable of distributing the load evenly throughout the entire surface of the brace
10 member (108). The smooth profile of the first half (202) and the second half (204), eliminates the scope of stress concentration. The first horizontal surface (206a) extend from the first half (202) to the second half (204) such that a width W of the first horizontal surface (206a) in the first half (202) is more than the second horizontal surface (206b) of the second half (204), thereby providing a “T shaped”
15 structure to the brace member (108). The brace member (108) includes flanges (201,212) at the top edge of the first half (202) and the lower edge of the brace member (108). The flanges (210,212) help in increasing the section modulus of the brace member (108).
[00039] When seen from the side view of the brace member (108), the first half
20 (202) and the second half (204) are at different heights i.e., H’ and H’’respectively as seen from fig 2 (b). The smooth transition of the brace member (108) from height H’ to H’’ is achieved via height H of the first vertical surface (208a), such that height H”, H and H’ are arranged in decreasing order, which provides a tapered profile to the brace member (108). Such a smooth transition of the heights
25 eliminates the abrupt distortion caused by sudden load exertion. The brace member
(108) includes drain holes (213) for drainage of excess paint accumulated while painting. The second half (204) of the brace member (108) includes a cavity (214) on at least a portion of the second vertical surface (208b) which is configured for plug welding purpose for joining the brace member (108) with the central long
30 member (102).
[00040] Fig 3 exemplarily illustrates a perspective view of a portion of the frame assembly per the present invention. The first half (202) of the brace member (108) is attached to the cowl bottom member (110) and the second half (204) of the brace member (108) is attached to the central long member (102). The first half (202) of
35 the brace member (108) is attached to the cowl bottom member (110) by the spot

5 welding method. Spot welding at more or more spots (300) distributes stress through spot weld, as it is done at flat portion. For a 5 mm spot weld, we need a 15mm flat portion. The stress concentration is less in spot welding. The second half
(204) of the brace member (108) includes one cavity or an opening (214). Plug welding is done in the cavity (214) for surface filling, for joining the brace member
10 (108) and the central long member (102). This is important while providing CO2 weld in the high-stress area (especially in load transfer joinery area) it is prone to sheet metal crack. Here, it is taken care of by providing a slot with a plug weld. In addition, considering the part to withstand both bending and torsion it has been provided with a hat section. Having all the mating parts with improved profiles, the
15 brace member (108) is designed to ensure its formability through its novel design. [00041] Fig 4 and Fig 5 exemplarily illustrate a graphical result of a moment of inertia and moment of inertia for torsion with respect to the sectional modulus of the brace member (108) per the present invention, respectively. Fig. 4 shows the smooth transition of the moment of inertia for bending force exerted by the front
20 wheel and the rear wheel vs. section modulus, which illustrates smooth load transfer from the head tube (112) to the central long member (102). The graph displays the change in a moment at each 5mm to 20mm distance of the brace member (108). Such a smooth load transfer is ensured by the smooth surface. Similarly, Fig 5 shows the smooth transition at each 5mm to 20mm distance of the brace member
25 (108) of a moment of inertia for torsion force exerted by the front wheel and the rear wheel vs. section modulus.
[00042] Thus, the present subject matter provides a strong reliable motor vehicle with enhanced performance, durability, manufacturability, reduced weight with respect to the known art, economic and comfortable for passengers or drivers.
30 [00043] It is to be understood that the aspects of the embodiments are not necessarily limited to the features described herein. Many modifications and variations of the present subject matter are possible in the light of the above disclosure. Therefore, within the scope of claims of the present subject matter, the present disclosure may be practiced other than as specifically described.
35

5 List of Reference numerals 100: Frame assembly
102: Central long member 104: LH supporting member 106: RH supporting member
10 108: Brace member
110: Cowl bottom member. 112: Head tube
202: First half
204: Second half
15 206a, 206b: First and Second Horizontal surface 208a, 208b: First and Second Vertical surface 208c: Curved vertical surface
210,212: Flanges
213: Drain hole
20 214: Cavity
300: Spot welding regions

,CLAIMS:We claim:

1. A vehicle comprising:
a frame assembly (100) including a central long member

(102);
10
(102);

a headtube (112) connected to the central long member a cowl bottom member (110) connected to the central long

member (102);
a brace member (108) attached to a portion of the cowl
15 bottom member (110) and the central long member (102) when viewed from the bottom view of the vehicle;
wherein, the brace member (108) comprises a first half (202) and a second-half (204), the first half (202) being attached with the cowl bottom member (110) and, the second half being attached to
20 the central long member (102).
2. The vehicle as claimed in claim 1, wherein the frame assembly
(100) includes an LH supporting member (104) and an RH supporting member (106) connected to the cowl bottom member (110).
25 3. The vehicle as claimed in claim 1, wherein the second half (204) includes a cavity (214) on at least a portion of the second vertical surface (208b) configured to facilitate joining of the brace member
(108) with the central long member (102).

30 4. The vehicle as claimed in claim 1, wherein the brace member (108) comprises a first horizontal surface (206a), a second horizontal surface (206b), a first vertical surface (208a), and a second vertical

5 surface (208b) extending downwards from the first and second horizontal surface (206a,206b) respectively.
5. The vehicle as claimed in claims 4, wherein a height H’ of the first half (202), a height H of the first vertical surface (208a), and a height H” of the second half (204) are arranged in decreasing order
10 to achieve a tapered profile.
6. The vehicle as claimed in claim 4, wherein the first horizontal surface (206a) extends from the first half (202) to the second half
(204) such that a width W of the first horizontal surface (206a) in the first half (202) is more than the second horizontal surface (206b)
15 of the second half (204).
7. The vehicle as claimed in claim 4, wherein the second vertical surface (208b) extend downwards from the second horizontal surface (206b) on both sides of the second half (204), and the first vertical surface (208a) extend downwards from the first horizontal
20 surface (206a) of the first half (202) from width extending beyond the second half (204) such that the first and second vertical surfaces (208a,208b) being connected by a curved vertical surface (208c).
8. The vehicle as claimed in claim 4, wherein the first and second horizontal surfaces (206a,206b) and the first and second vertical
25 surfaces (208a,208b) being integrated to define a smooth surface capable of distributing the load evenly throughout the entire surface of the brace member (108).
9. The vehicle as claimed in claim 3, wherein one or more flange (210,212) being disposed on the front edge of the first half (202)
30 and lower edge of the brace member (108).
10. A brace member (108) for a frame assembly (100) of a vehicle, the brace member (108) comprises:
a first half (202), and a second-half (204),

5 wherein the first half (202) being attached to a cowl bottom member (110) and the second half (204) being attached to a central long member (102).
11. The brace member (108) as claimed in claim 10, wherein the first half (202) extending along a lateral axis (XX’) by a first horizontal
10 surface (206a) having a width (W) and the second half (204) extending along a longitudinal axis (AA’) by a second horizontal surface (206b) having a width (W’) such that the width (W) of the first horizontal surface (206a) in the first half (202) is more than the width (W’) of the second horizontal surface (206b) of the second
15 half (204).
12. The brace member (108) as claimed in claims 10, wherein a height (H’) of the first half (202) is more than a height H” of the second half (204) such that a tapered profile is achieved between the first half (202) and the second half (204).
20 13. The brace member (108) as claimed in claim 10, wherein the brace member (108) includes one or more drain holes (213).
14. The brace member (108) as claimed in claims 12, wherein the height H’ of the first half (202), a height H of the first vertical surface (208a), and height H” of the second half (204) are arranged
25 in decreasing order to achieve a tapered profile.
15. A method of joining a brace member (108) having a first-half (202) and a second-half (204) to the vehicle comprises the steps of:
joining one or more spots (300) on flat portions at the first half (202) and the second half (204) with a cowl bottom
30 member (110);
filling surface of a cavity (214) formed on at least a portion of a second vertical surface (208b) of the second half (204) such that said brace member (108) being joined with a central long member (102).

5 16. The method claimed in 15, wherein joining one or more spots (300) at the first half (202) and the second half (204) is done by spot welding.
17. The method claimed in 15, wherein filling the surface of a cavity
(214) formed on at least the portion of the second vertical surface
10 (208b) of the second half (204) being done by plug welding.