DESC:TECHNICAL FIELD
[0001] The present subject matter described herein generally relates to a safety device for a vehicle, and particularly but not exclusively relates to a collision impact reducer of the vehicle.

BACKGROUND
[0002] Typically, a frame is the main supporting structure of a two wheeled vehicle, including saddle-type vehicles. The frame serves to support different parts of the vehicle. Besides acting as the main supporting structure of the vehicle, the construction of the frame also defines the outward shape and appeal of the vehicle. Frame structure of the vehicle supports the vehicle's mechanical components and to deal with static and dynamic loads, without undue deflection or distortion.
[0003] The structure and construction of the frame also plays a critical role for the packaging of components of the saddle-type vehicle. Challenges especially lie in designing a reliable and durable frame which can accommodate several parts including protective parts for the safety of a rider. Such a frame in the present times is covered with a plurality of body panels from all the sides of the vehicle to provide desired shape to the vehicle. These body panels constitute the style parts of the vehicle.

BRIEF DESCRIPTION OF DRAWINGS

[0004] The detailed description of the present subject matter is described with reference to the accompanying figures. Same reference signs are used throughout the drawings to reference like features and components.
[0005] Fig.1 illustrates a side view of a conventional vehicle in accordance with an embodiment of the present subject matter.
[0006] Fig.2a illustrates a perspective view of the frame assembly and Fig.2b illustrates a perspective view of the frame assembly in accordance with an embodiment of the present subject matter.
[0007] Fig.3a and Fig. 3b illustrates a perspective view of the collision impact reducer in accordance with an embodiment of the present subject matter.
[0008] Fig.4 illustrates the forces acting on the vehicle when the vehicle is collided during cornering in accordance with an embodiment of the present subject matter.
[0009] Fig.5 illustrates an exploded view of the collision impact reducer in accordance with an embodiment of the present subject matter.
[00010] Fig.6a illustrates the sectional view of the collision impact reducer in accordance with an embodiment of the present subject matter. Fig.6b illustrates the magnified sectional view of the collision impact reducer.

DETAILED DESCRIPTION OF THE INVENTION
[00011] The frame assembly forms the core structure of a saddle-type vehicle. The frame assembly typically includes a front frame assembly region, a middle frame assembly region and a rear frame assembly region. Typically, the frame assembly supports a power unit, a front and rear suspensions, and several other parts of the saddle-type vehicle. Conventionally, the front frame assembly region comprises a head tube and a down tube. The head tube connects a handle bar for steering the vehicle. The down tube is connected rearwardly from the head tube in the front frame assembly region. The down tube extends rearward connecting the floor frame assembly.
[00012] Conventionally, a plurality of body panels covers the vehicle from all sides which includes a front side, a rear side and both sideward sides. The plurality of body panels typically includes a front body panel assembly, a middle body panel assembly, a floor body panel assembly, a side body panel assembly and a rear body panel assembly.
[00013] The front body panel assembly typically includes a first front body panel, a second front body panel and a third front body panel. The first front body panel and the second front body panel covers the front frame assembly region whereas, the third front body panel covers a front wheel of the saddle type vehicle. Conventionally, such front body panel assembly is provided to achieve a desired shape to the vehicle when viewed from the front side. However, in case of a crash or an accident, specifically in an accident from the front or side of the saddle type vehicle, the front body panel assembly receives huge impact which can even gets transferred to the rider and cause injuries to the rider. The legs of the rider can receive direct impact from such collision. Also, such an impact results in breakage and damage to the front body panel assembly which is typically an expensive and major part of the saddle type vehicle. Also, as a result several other parts such as head lamp, side indicators, day time running lamps and various electrical and electronic parts which are disposed in the front body frame assembly region also receive huge damage.
[00014] Generally, crash guards being the sacrificing member are provided to absorb the energy during a collision of the vehicle with any external interfering member or the ground and it does not transfer the energy to the frame of the vehicle. The crash guards are fastened to the vehicle’s body frame and are provided with the weakest link during its mounting to the body frame which breaks away first during a skid or a road accident. Crash guards are provided to prevent the frame of the vehicle from getting damaged during an accident. This is done to prevent the high costs which may have to be incurred by the customer in replacing the frame of the vehicle, since replacing frame is costly than replacing a crash guard. However, the additional cost is incurred by the customer while repairing or buying of the crash guards. Sometimes, this buying and repair costs of the crash guard may be borne by the manufacturers if the vehicle is under warranty period thereby, undesirably increasing the warranty costs.
[00015] In an existing art, a thin tubular pipe assembly is provided on the body panel assembly. This thin pipe assembly acts as a sacrificing member during a collision. As per the existing art, the thin tubular pipe assembly is provided in accordance with the shape of the body panel assembly. The thin tubular pipe assembly is connected to the body panel assembly through plurality of fastening means. However, often in case of an accident which involves frontward or sideward impact to the front of the saddle type vehicle, such thin tubular pipe assembly fails to protect the front body panel assembly and the rider. The front body panel assembly receives more damage since the tubular pipe assembly is connected to the front body panel assembly through plurality of fastening means. In such situations, any impact received by the thin tubular pipe assembly causes breakage, loosening and dismantling of the front body panel assembly also. Since the thin tubular assembly is connected to the body panel assembly, the thin tubular assembly does not provide adequate protection to the rider and the vehicle.
[00016] In another existing art, a crash guard assembly is provided to motorcycles and vehicles with step over frames. The crash guard assembly typically protects the rider from frontward and sideward impacts. However, providing such crash guard assembly in the saddle type vehicle with step through frame assembly does more damage than good. Crash guard being the sacrificing member of the vehicle is also the first member to come in contact with the ground during cornering. Whenever the vehicle is moving in the forward direction and the crash guard is touching the ground during cornering of the vehicle, the crash guard being a stiff member will topple the vehicle. This happens because the force applied when the vehicle is moving in the forward direction is in opposite direction to the force being applied on the crash guard when it touches the ground, thus forming a force couple and causes a resultant rotational force without translational force thereby leads to undesirable toppling the vehicle.
[00017] Conventionally, several mounting points are provided in the vehicle body frame to mount the crash guard which unnecessary increases load on the vehicle body frame. Sometimes, these mounting points are inbuild and welded to the vehicle body frame which causes the weakening of the frame of the vehicle because of multiple welds.
[00018] Typically, the crash guards or crash bars are usually an optional accessory, as many motorcyclists feel that they affect the look of the motorcycle. For this reason, many of the crash bars offered represent a compromise between safety and appearance. Further, the bulged portion in the crash guard assembly with step over frame, that protrudes outwards and sidewards of the vehicle may also affect the speed of the vehicle as the surface area of the crash guard being more is also aerodynamically challenged thereby, discouraging the racing enthusiasts to provide a crash guard assembly in the vehicle. Also, the conventional crash guards do not provide equipped support to the rider during cornering of the vehicle. Hence, the riders remove the crash guard to enhance their performance while riding. In furtherance to this, removal or severance of crash guards by the rider leads to structural failures in the vehicle where the frame of the vehicle also gets distorted and deformed, and could not provide proper structural support to vehicle’s mechanical components and body and further not equipped to deal with static and dynamic loads, without undue deflection or distortion.
[00019] In an existing state of art, the crash guard is provided with a spring mechanism to absorb the impact loads. However, since the crash guard is a tubular structure which is attached to a frame structure of the vehicle, the spring mechanism can only absorb the road reaction forces partially and transfers some of the road reaction forces to the frame structure. Hence, the problem related to deformation and loosening of the frame structure in the existing state of art remains leading to potential vulnerability of undesirable disturbing couple forces in event of extreme cornering.
[00020] Therefore, there is need to provide a guard assembly for the saddle type vehicle to protect the rider from frontward and sideward impacts even during high magnitude cornering events. Also, there is a need to provide durable guard assembly which can protect the front body panel assembly from being dismantled or loosen during a frontward or sideward impact. Further, there is a need to protect the electrical and electronic equipment and legs of the rider in case the saddle type vehicle with step through frame assembly meets with a crash or an accident. Furthermore, there is a need to provide a guard assembly that overcomes the disadvantages of the guard assembly disclosed in the existing state of arts as mentioned above.
[00021] In view of the above, it is an object of the present subject matter to provide collision impact reducer for a saddle type vehicle, wherein the rider is provided an extra safety that the protects the rider from front and sideward impacts. Also, another object of the present subject matter is to protect the frame and the body panel assembly during an accident or crash. Further, the collision impact reducer, disclosed in present invention, not only protects a rider while he is falling but also, while he is riding, taking turns and performing cornering action. Hence, the rider can lean sideways, while riding the vehicle, with confidence and without a fear of slipping of the vehicle.
[00022] Accordingly, the above and other objects are achieved by providing a vehicle comprising: a frame assembly to mount a collision impact reducer, and a frame cover assembly or a body panels assembly to cover the frame assembly. The collision impact reducer acts as a durable protection for the rider as well as the frame assembly of the vehicle since it minimizes the impact received from the frontward or sideward collisions. Also, the guard assembly ensures, in case of the collision with huge impact, no impact is transferred from the collision impact reducer to the frame assembly and frame cover assembly. This prevents any undesirable dismantling, breakage and / or loosening of the frame cover assembly.
[00023] As per an aspect of the present subject matter, the collision impact reducer is provided in the vehicle to withstand the impact of collision. A portion of the collision impact reducer being configured to be resilient, when it comes in contact with an interfering element typically the road surface. The collision impact reducer as per the present invention comprises of a tubular structure, at least one fixed member, and at least one movable member.
[00024] The at least one fixed member and the at least one movable member protect the vehicle damage from crash on either side of the vehicle. Additionally, such a collision impact reducer provides additional load carrying capability for the vehicle, especially facility for tying or additional mountings on the collision impact reducer assembly.
[00025] As per an aspect of the present subject matter, the frame assembly includes a head tube, a main tube and a pair of down tube. At least one down tube includes at least one downtube mounting bracket to mount the collision impact reducer.
[00026] As per an aspect of the present subject matter, the at least one fixed member and the at least one movable member connect at least one down tube with the help of brackets provided on at least one side of the tubular structure of collision impact reducer and on the at least one down tube. The brackets are secured with the help of fastening means which may be a nut and bolt arrangement or through welding means. In one alternate embodiment, the collision impact reducer being fixedly attached to the frame assembly of the vehicle. In other embodiment, the collision impact reducer being detachably attached to the frame assembly of the vehicle. As per another aspect of the present subject matter, the at least one fixed member and the at least one movable member being assembled together. As per another aspect of the present subject matter, the assembly of the at least one fixed member and the at least one movable member being provided on at least one end of the tubular structure. As per another aspect of the present subject matter, the tubular structure may be connected to the pair of down tubes from both ends.
[00027] As per an aspect of the present subject matter, the tubular structure being made of a single tube. As per one alternate embodiment of the present invention, the tubular structure being made of plurality of tubes.
[00028] As per an aspect of the present subject matter, the at least one movable member comprises of a cap, a pin, a ball, a plunger, a resilient member, a rear connector and a fastening means. The ball being fastened by the pin provided between the cap and the plunger. A clearance space is provided inside the cap and also formed by the plunger for the ball to rotate over its axis. As per an aspect of the present subject matter, the at least one movable member having the ball being attached to the pin through a cylindrical joint which allows rotational degrees of freedom to the ball. As per an aspect of the present subject matter, an offset distance is provided between the ball and centre axis of the collision impact reducer of the vehicle.
[00029] Further, the at least one movable member comprises of the ball wherein the ball is the first point of contact when the rider is leaning the vehicle sideways to perform a cornering action. The ball being made of one of a metal or a rubber.
[00030] As per an aspect of the present subject matter, the resilient member is placed between the plunger and the rear connector. The plunger is mounted on the rear connector through the fastening means which may be a nut and bolt arrangement.
[00031] Summary provided above explains the basic features of the invention and does not limit the scope of the invention. The nature and further characteristic features of the present subject matter will be made clearer from the following descriptions made with reference to the accompanying drawings.
[00032] Exemplary embodiments detailing features of the step-through frame structure and its construction, in accordance with the present subject matter will be described hereunder with reference to the accompanying drawings. Various aspects of different embodiments of the present subject matter will become discernible from the following description set out hereunder. Rather, the following description provides a convenient illustration for implementing exemplary embodiments of the present subject matter. Further, it is to be noted 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 saddle-type vehicle with a driver sitting thereon unless otherwise elaborated. Furthermore, a vertical axis refers to a top to bottom axis relative to the saddle-type vehicle, defining a vehicle vertical direction; while a lateral axis refers to a side to side, or left to right axis relative to said vehicle, defining a vehicle lateral direction. Further, a longitudinal axis refers to a front to rear axis relative to the saddle-type vehicle, defining the vehicle in a longitudinal direction. Also, it is to be understood that the phraseology and terminology used herein is for the purpose of description and should not be regarded as limiting.
[00033] The present subject matter along with all the accompanying embodiments and their other advantages would be described in greater detail in conjunction with the figures in the following paragraphs.
[00034] Figure.1 illustrates a side view of a conventional vehicle 100. The vehicle 100 includes a frame assembly 200 (shown in Figure 2) to support different parts of the vehicle 100. In an upper portion of the frame assembly 200, a handlebar assembly 101 is rotatably integrally connected to the steering shaft (not shown). The handlebar assembly 101 is used to steer the vehicle 100 and is connected to a front wheel 106 through the steering shaft (not shown) and a front fork assembly 104. An upper portion of the front wheel 106 is covered by a front fender 105 which prevents mud and water from getting deflected towards the steering shaft (not shown). Further, the front fork assembly 104 is supported on the front fender 105 by means of a brace fender (not shown).
[00035] In a front portion of the frame assembly 200 a fuel tank assembly 117 is arranged immediately behind the handlebar assembly 101 and is disposed over a first power source, for example an internal combustion engine assembly 118. A seat assembly 115, 116 is placed behind the fuel tank assembly 117. The seat assembly 115, 116 includes a front rider seating portion, herein called as a front seat 116 and a pillion rider seating portion, herein called as a pillion seat 115. The pillion rider seating portion is placed on the rear part of the frame assembly 200, where the rear part of the frame assembly 200 is covered by the tail cover assembly 114.
[00036] Suspension systems are provided for comfortable steering of the two wheeled vehicle 100 on the road. A front suspension assembly (not shown) serves as rigidity component for the front portion of the vehicle 100 just like the frame assembly 200. The front suspension assembly (not shown) clamped to the head tube 201 (shown in Figure 2) through an upper bracket (not shown) and a lower bracket (not shown) is capable of being moved to the left and right. Further, a rear suspension system (not shown), which is a hydraulic damped arrangement, is connected to the frame assembly 200. The rear suspension system (not shown) comprises of at least one rear suspension (not shown) preferably disposed centrally in the longitudinal mid plane of the vehicle 100. However, in a vehicle 100 with two rear suspensions (not shown), the same may be disposed on the left side and the right side respectively of the vehicle 100.
[00037] The first power source, for example the internal combustion engine assembly 118 is mounted to a front lower portion of the frame assembly 200 by means of an engine assembly mounting bracket 208 (shown in figure 2). The internal combustion assembly 118 is conventionally covered on top by means of an engine assembly top cover (not shown). The internal combustion engine assembly 118 is partially covered on the lower side of the internal combustion engine assembly 118 by an engine assembly side cover (not shown). The internal combustion engine assembly 118 is equipped with an exhaust system that includes an exhaust pipe connected to the internal combustion engine assembly 118 and a muffler assembly 110 connected to the exhaust pipe. The muffler assembly 110 extends rearwards along the right side of the rear wheel 111.
[00038] Further, a swing arm 119 extending rearwards is swingably connected to a lower rear portion of the vehicle 100. The rear wheel 111 is rotatably supported at a rear end of the swing arm 119. Power from the internal combustion engine assembly 118 is transmitted to the rear wheel 111 through a power drive mechanism, such as a drive chain, so as to drive and rotate the rear wheel 111. A center stand 108 is provided in between the front wheel 106 and the rear wheel 111 for parking the vehicle 100.
[00039] A rear fender 112 for covering an upper side of the rear wheel 111 is mounted to a rear portion of the vehicle 100 to prevent mud and water splashed by the rotating rear wheel 111 from entering the muffler assembly 110, the internal combustion engine assembly 118 and other parts disposed close by. To enhance the overall aesthetics of the vehicle 100 and to prevent undesired foreign particles from entering parts of the vehicle 100, a plurality of rear covers (not labelled) is attached to a rear portion of the frame assembly 200.
[00040] Area below the seat assembly 115,116 and the fuel tank assembly 117 of the vehicle 100 is covered on both sides and on the rear side by a rear cover assembly (not labelled). The rear cover assembly (not labelled) includes the one or more side covers 123 and at least one bottom cover (not shown). A saree guard 113 is also provided at the rear portion of the vehicle 100 to prevent any external element to interfere with the running rear wheel 111. The external element may include pillion’s dress fabric, pillion’s footwear, any external material like paper, plastic or any material that may be present on the ground and due to air pressure may come in contact with the running rear wheel 111.
[00041] For the safety of the rider and in conformance with the traffic rules, a headlamp assembly that includes a headlamp 102 and front indicator lights 103 are provided in the front portion of the vehicle 100. On the rear portion of the two wheeled vehicle 100 a tail lamp 120 and rear indicator light 121 are provided on the rear portion of the tail cover assembly 114. Above the tail cover assembly 114 and behind the seat assembly 115 a pillion handle 122 is provided for the pillion rider to grab. The pillion handle 122 is a metallic separate bulged part, that protrudes out in a vehicle height direction, away from the ground and is attached on the side covers 123 of the rear cover assembly (not labelled) on each side of the vehicle 100.
[00042] Figure.2a illustrates a perspective view of the frame assembly 200 and Figure.2b illustrates a perspective view of the frame assembly 200.The frame assembly 200 includes a head tube 201, a main tube 202 and a pair of down tubes 203. The down tube 203 extends rearward from the head tube 201 connecting the engine mounting bracket 208 and a collision impact reducer 107 (shown in Fig. 1). The collision impact reducer 107 comprises of a movable member 205a, 205b and a fixed member 209a, 209b, forming an impact reducer assembly (107’) and being assembled together with a tubular structure 204. The integrated movable member 205a, 205b and a fixed member 209a, 209b may be provided on both ends of the tubular structure 204. The pair of down tubes 203 consists of the mounting bracket 207 to mount the collision impact reducer 107. Further, the collision impact reducer 107 also comprises of mounting bracket 210a that helps in securing the collision impact reducer 107 to the down tubes 203 with the help of fastening means 206. In an embodiment of the present invention, integrated movable member 205a, 205b and a fixed member 209a, 209b may be fixedly attached to the tubular structure 204. In another embodiment of the present invention, integrated movable member 205a, 205b and a fixed member 209a, 209b may be detachably attached to the tubular structure 204. In yet another embodiment of the present invention, the collision impact reducer 107 may be fixedly attached to the pair of down tubes 203. In another embodiment of the present invention, the collision impact reducer 107 may be detachably attached to the pair of down tubes 203.
[00043] Figure.3a and Figure.3b illustrates a perspective view of the collision impact reducer 107. The frame assembly 200 includes a head tube 201, a main tube 202 and a pair of down tubes 203. The down tube 203 extends rearward from the head tube 201 connecting the engine mounting bracket 208 and a collision impact reducer 107 (shown in Fig. 1). The collision impact reducer 107 comprises of a movable member 205a, 205b and a fixed member 209a, 209b, being assembled together with a tubular structure 204. The integrated movable member 205a, 205b and a fixed member 209a, 209b may be provided on both ends of the tubular structure 204. The pair of down tubes 203 consists of the mounting bracket 207 to mount the collision impact reducer 107. Further, the collision impact reducer 107 also comprises of mounting bracket 210a that helps in securing the collision impact reducer 107 to the down tubes 203 with the help of fastening means 206. In an embodiment of the present invention, integrated movable member 205a, 205b and a fixed member 209a, 209b may be fixedly attached to the tubular structure 204. In another embodiment of the present invention, integrated movable member 205a, 205b and a fixed member 209a, 209b may be detachably attached to the tubular structure 204. In yet another embodiment of the present invention, the collision impact reducer 107 may be fixedly attached to the pair of down tubes 203. In another embodiment of the present invention, the collision impact reducer 107 may be detachably attached to the pair of down tubes 203.
[00044] Figure.4 illustrates the forces acting on the vehicle 100 when the vehicle 100 is collided or interferes with external obstruction like a ground surface during cornering.
[00045] In existing art, a crash guard assembly is provided to motorcycles and vehicles with step over frames. The crash guard assembly typically protects the rider from frontward and sideward impacts. However, providing such crash guard assembly in the saddle type vehicle with step through frame assembly does more damage than good. Crash guard being the sacrificing member of the vehicle is also the first member to come in contact with the ground during cornering. Whenever the vehicle is moving in the forward direction and the crash guard is touching the ground during cornering of the vehicle, the crash guard being a stiff member leads to toppling of the vehicle. This happens because the force applied when the vehicle is moving in the forward direction and the crash guard resistance force is in opposite direction to the force being applied on the crash guard when it touches the ground, thus forming a force couple and causes a resultant rotational force without translational force thereby leads to toppling of the vehicle.
[00046] Conventionally, the crash guard is the sacrificing member in two-wheelers to prevent the crash failure of frame and style parts. The failure is toppling of the vehicle due to force couple and frequent repair of the crash guard during the crash. The obvious decision will be to reduce the length of crash guard so that in cornering it will not touch the ground but the shortening of length of the crash guard does not provide adequate protection from any external impacts and ends up in an undesirable compromise while dealing with such contradictory requirements.
[00047] With conventional crash guards, the vehicle 100 while moving in the forward direction has force “FV”. There are two forces that acts on the crash guard when the crash guard touches the ground, one is a frictional force “FRR” being applied by the ground when a crash guard touches the ground and the other force is a normal road reaction force “NRR”. Since, the conventional crash guard is a stiff member, due to the combination of normal road reaction force and frictional force, the crash guard bends as much as possible. This further deforms the frame structure of the vehicle 100. As a result of the combination of all the three forces acting on the vehicle, a force couple will be created which causes the rotation of the vehicle 100. The rotating moments generated during cornering has high chance of the vehicle 100 to lose stability leading to vehicle 100 falling violently.
[00048] The present invention discloses a collision impact reducer 107 which is designed by combining reciprocating and rolling motion and thereby forming a mechanism or a impact reducer assembly (107’) which can absorb a sudden impact load and disperse the longitudinal energy from the road by rolling action. In figure. 4, the vehicle is moving in the forward direction with a force “FV”. Further, the collision impact reducer 107, if and when it touches the ground, will have two forces acting on it i.e., the frictional force “FRR” and normal road reaction force “NRR”. The collision impact reducer 107 disclosed in the present invention is able to overcome both the forces effectively. The collision impact reducer 107 will be able to overcome normal road reaction force “NRR” with the help of a resilient member 505 (shown in Fig 5) that absorbs the shocks from the ground. Further, the frictional force “FRR” will help a ball 503 (shown in Fig 5) to rotate. Hence, the frictional force “FRR” will have a positive effect on the vehicle 100 such that it helps the vehicle to slide in a forward direction during the cornering of the vehicle 100. The ball 503 (shown in Fig 5) is a part of a movable member 205a, 205b. Hence, the design of the collision impact reducer 107 is unique overcoming the contradiction in the requirements from physics and not obvious for the skilled person.
[00049] Figure.5 illustrates an exploded view of the collision impact reducer 107. The collision impact reducer 107 may be a crash guard or crash bar. The collision impact reducer 107 of the vehicle 100 being provided to withstand an impact of collision. A portion of the collision impact reducer 107 being resilient when comes in contact with an interfering element. The collision impact reducer 107 being resilient means that upon significant force during an accident of the vehicle 100 while cornering, the collision impact reducer 107 suppresses upon significant force and does not break to overcome the disadvantage cited in the existing state of art to avoid warranty cost to the manufacturer and cost of repair and buying of new collision impact reducer by the customer. In the present invention, whenever the collision impact reducer 107 comes in the contact of the ground, the normal force generated by the ground is applied on the collision impact reducer 107 when it touches the ground. This normal force is overcome by the compression of the collision impact reducer 107 with the help of plunger 504 (shown in Fig 5) and resilient member 505 (shown in Fig 5) which work together as a spring plunger mechanism to absorb the normal force. In other words, the energy is absorbed by the collision impact reducer 107 through the compression of collision impact reducer 107. In the present invention, the resilient member 505 (shown in Fig 5) is a coiled spring. A spring plunger is a mechanical plunger that’s characterized by the use of a spring. Within a spring plunger’s body is a coiled spring. Depending on the specific type of spring plunger, it may be installed via a hex socket, slotted drive or top slot.
[00050] Spring plungers are available in a variety of materials however, stainless steel is a popular material in which spring plunger in the present invention is made. It’s strong, and more importantly, protected against corrosion. In addition to stainless steel, spring plungers are available in carbon steel, brass and nylon. Regardless, all spring plungers are designed with a coiled spring within the body. When a load is being applied to a spring plunger, the spring will depress while simultaneously creating its own reactive force. In the present invention, whenever the collision impact reducer 107 comes in contact with the ground, the movable member moves along its moving axis A-A’ (shown in Fig 3b) to absorb the normal force or impact energy.
[00051] Further, a tangential force is also generated by the ground when the collision impact reducer 107 touches or impacts the ground. This force is overcome through the rotation of a ball 503 provided in the movable member 205a, 205b to slide the vehicle 100 in the forward direction. As per one aspect of the invention, the movable member 205a, 205b comprises of a cap 502, a pin 501, a ball 503, a plunger 504, a resilient member 505, a rear connector 506 and a fastening means 507 (shown in Fig 6b). The ball 503 being fastened by the pin 501 being provided inside the cap 502 and above the plunger 504. At least one movable member 205a, 205b have the ball 503 being attached to said pin 501 through a cylindrical joint which allows rotational degrees of freedom to the ball 503. A clearance space is provided inside the cap 502 and also formed by the plunger 504 for the ball 503 to enable smooth rotation or rolling motion of the ball 503 over predetermined axis B-B’. As per an aspect of the present subject matter, the at least one movable member 205a, 205b having the ball 503 being attached to the pin 501 through a cylindrical joint which allows rotational degrees of freedom to the ball 503. As per an aspect of the present subject matter, an offset distance is provided between the ball 503 and centre axis of the collision impact reducer 107 of the vehicle 100. The resilient member 505 is placed between the plunger 504 and the rear connector 506. The plunger 505 is mounted on the rear connector 506 through the fastening means 507 (shown in Fig 6b) which may be a nut and bolt arrangement.
[00052] Figure.6a illustrates the sectional view of the collision impact reducer 107. If a section is cut along the longitudinal axis A-A’ in Fig. 3b, the sectional view obtained is shown in Figure 5a. The functional part of the collision impact reducer 107 is shown in dotted circle. A magnified view of the functional part is shown in Figure 6b. When the collision impact reducer 107 touches the ground, the rolling part i.e the ball 503 will not restrict the motion of the vehicle due to the opposite force applied when the collision impact reducer 107 comes in contact with the ground. Instead, due to the ball 503, it will roll along the vehicle direction. Further, any excess undesirable force from the ground will be absorbed by the resilient member 505 transferred through the movable part 205a, 205b. Further, the collision impact reducer 107 slides in the road thereby preventing the spinning or toppling of the vehicle 100 during cornering. The collision impact reducer 107 is aesthetically appealing, small in shape and which can absorb immense energy generated during the collision and regain its original shape after a collision due to the resilient member 505 provided in the collision impact reducer 107. Thereby, the damage and additional cost incurred due to damage to the collision impact reducer 107 may be prevented.
[00053] The ball 503 is in between the cap 502 and plunger 504 and it is fastened together by the pin 501 forming the movable unit 205a, 205b. The ball 503 has a cylindrical joint with the pin 501 which allows rotational degrees of freedom to the ball 503 about the parallel axis B-B’. The resilient member 505 is placed between the plunger 504 to the rear connector 506. The plunger 504 is mounted in the rear connector 506 by the nut 507 from behind. The entire body is fastened to the tubular structure 204 and the whole system is fastened to frame 203.
[00054] Further, the ball 503 placed between the cap 502 and plunger 504 with a pin 501 joint through which the ball 503 can rotate on the pin axis B-B’. When the horizontal shear force acting on the surface of the collision impact reducer 107 is generated due to touching the ground, then the ball 503 rotates leading to vehicle slide in the same direction as of the vehicle’s travelling direction without tipping off the vehicle. When the body touches the ground, the spring 505 will absorb the excess energy and it can regain its shape due to its resilience property. Further, the ball 503 may be made of metallic or rubber material. The ball 503 is placed in the system with the eccentricity to the collision impact reducer 107 body so that in the vehicle-mounted condition, the ball 503 will be protruding outside of the body of the collision impact reducer 107 to make sure that the ball 503 is the first point of contact to the ground if collision occurs.
[00055] The present invention will prevent the accidents occurred due to the collision impact reducer touching the pavement during cornering. The collision impact reducer disclosed in present invention will be able to absorb the sudden load and the rolling unit will allow the vehicle to slide up to a certain distance with stability, after which the rider will lean back to gain control of the vehicle. The present invention discloses a safety device for the rider provided in the vehicle and prevents accidents occurring during hard cornering in a curved path. The other benefit of the collision impact reducer disclosed in present invention is that it will absorb the vehicle’s sudden impact load and may regain the shape without any permanent shape change. Hence, the customer does not have to change the collision impact reducer every time its meets collision. Furthermore, the design of the collision impact reducer is aesthetically appealing and occupies less space.
[00056] Many modifications and variations of the present subject matter are possible in the light of above disclosure. Therefore, within the scope of claims of the present subject matter, the present disclosure may be practiced other than as specifically described.
LIST OF REFERENCE NUMERALS

100: Vehicle
101: Handlebar assembly
102: Headlamp
103: Front indicator light
104: Front fork assembly
105: Front fender
106: Front wheel
107: Collision Impact Reducer
107a, 107b: Impact reducer assembly
108: Centre stand
109: Frame cover
110: Muffler assembly
111: Rear wheel
112: Rear fender
113: Saree guard
114: Tail cover assembly
115: Pillion seat
116: Front seat
117: Fuel tank assembly118: IC engine assembly
119: Swing arm
120: Tail lamp
121: Rear indicator light
122: Pillion handle
200: Frame assembly
201: Head tube
202: Main tube
203: Down tube
204: Tubular structure
205a: Movable member (L)
205b: Movable member (R)
206: Fastening means
207: Mounting bracket of down tube
208: Engine mounting bracket
209a: Fixed member (L)
209b: Fixed member (R)
210a: Mounting bracket (L)
210b: Mounting bracket (R)
501: Pin
502: Cap
503: Ball
504: Plunger
505: Resilient member
506: Rear connector
507: Fastening means


,CLAIMS:We claim:

1. A collision impact reducer (107) for a vehicle (100), said collision impact reducer (107) comprising:
a tubular structure (204),
at least one fixed member (209a, 209b), and
at least one movable member (205a,205b),
wherein,
said at least one fixed member (209a, 209b) and said at least one movable member (205a,205b) being attached on at least one end of said tubular structure (204),
said at least one fixed member (209a, 209b) includes a resilient member (505), said resilient member (505) being capable of withstanding an impact of collision when said vehicle (100) comes in contact with an interfering element
said at least one movable member (205a,205b) includes a ball (503), said ball (503) being configured with rotational degree of freedom enabling said vehicle (100) to slide along the direction of movement of said vehicle (100) during cornering.

2. The collision impact reducer (107) of a vehicle (100) as claimed in claim 1, wherein said at least one fixed member (209a, 209b) and said at least one movable member (205a,205b) being assembled together along an axial direction A-A’ of said collision impact reducer (107) forming an impact reducer assembly (107a, 107b).

3. The collision impact reducer (107) of a vehicle (100) as claimed in claim 2, wherein said impact reducer assembly (107a, 107b) of said at least one fixed member (209a, 209b) and said at least one movable member (205a,205b) being provided on at least one end of said tubular structure (204).

4.

5. The collision impact reducer (107) of a vehicle (100) as claimed in claim 1, wherein said tubular structure (204) along with said impact reducer assembly (107a, 107b) of said at least one movable member (205a,205b) and said at least one fixed member (209a, 209b) being fixedly attached to a frame assembly (200) of said vehicle (100).

6. The collision impact reducer (107) of a vehicle (100) as claimed in claim 1, wherein said impact reducer assembly (107a, 107b) of said at least one movable member (205a,205b) and said at least one fixed member (209a, 209b) being detachably attached to said tubular structure (204).

7. The collision impact reducer (107) of a vehicle (100) as claimed in claim 1, wherein said ball (503) being made of one of a metal or a rubber.

8. The collision impact reducer (107) of a vehicle (100) as claimed in claim 1, wherein said tubular structure (204) being made of a single tube.

9. The collision impact reducer (107) of a vehicle (100) as claimed in claim 1, wherein said tubular structure (204) being made of plurality of tubes.

10. The collision impact reducer (107) of a vehicle (100) as claimed in claim 1, wherein said at least one movable member (205a,205b) comprising a cap (502), a pin (501), said ball (503), a plunger (504), said resilient member (505), a rear connector (506) and a fastening means (507);
wherein said ball (503) being provided between said cap (502) and said plunger (504), and said ball (503) being fastened by said pin (501).

11. The collision impact reducer (107) of a vehicle (100) as claimed in claim 10, wherein said at least one movable member (205a,205b) having said ball (503) being attached to said pin (501) through a cylindrical joint which allows rotational degrees of freedom to said ball (503).

12. The collision impact reducer (107) of a vehicle (100) as claimed in claim 1, wherein an offset distance being provided between a rotary axis B-B’ of said ball (503) and a centre axis A-A’ of said collision impact reducer (107) of said vehicle (100).

13. The collision impact reducer (107) of a vehicle (100) as claimed in claim 10, wherein said resilient member (505) being placed between said plunger (504) and said rear connector (506).

14. The collision impact reducer (107) of a vehicle (100) as claimed in claim 10, wherein said plunger (504) being mounted on said rear connector (506) through said fastening means (507).