Claims:
1. A control arm assembly (10) for a rear suspension system (100) of a vehicle, the assembly (10) comprising:
a first arm (4a) connectable to a rear axle (1) of the rear suspension system (100) ;
a second arm (6a) connectable to a body of the vehicle; and
a connecting link (5) structured to interconnect the first arm (4a) with the second arm (6a), wherein a rotation of the connecting link (5) varies distance between the first arm (4a) and the second arm (6a),
wherein, varying the distance between the first arm (4a) and the second arm (6a) by the rotation of the connecting link (5) adjusts a working angle (X) between a propeller shaft (8) and the rear axle (1) of the rear suspension system (100).

2. The assembly (10) as claimed in claim 1, wherein a free end (4c, 6c) of each of the first arm (4a) and the second arm (6a) is defined with oppositely threaded profile.

3. The assembly (10) as claimed in claims 1 and 2, wherein the connecting link (5) comprises threaded ends (5b, 5c), and wherein each of the threaded ends (5b, 5c) of the connecting link (5) are engageable with a corresponding threaded profile of one of the first arm (4a) and the second arm (6a).

4. The assembly (10) as claimed in claim 1, wherein the rotation of the connecting link (5) in a first direction (FD) increases the distance between the first arm (4a) and the second arm (6a), and the rotation of the connecting link (5) in a second direction (SD) opposite to the first direction (FD) decreases the distance between the first arm (4a) and the second arm (6a).

5. The assembly (10) as claimed in claim 1, wherein the control arm assembly (10) is at least one of an upper control arm and a lower control arm of the rear suspension system (100) of the vehicle.

6. The assembly (10) as claimed in claim 1, wherein the adjustment of the working angle (X) between the propeller shaft (8) and the rear axle (1) improves Noise-Vibration-Harshness (NVH) characteristics of the vehicle.

7. The assembly (10) as claimed in claim 1 comprises a lock nut (4n, 6n) provisioned between each of the first and the second arms (4a, 6a), and the connecting link (5), wherein the lock nut (4n, 6n) is configured to lock the connecting link (5) relative to the first arm (4a) and the second arm (6a) when the working angle (X) between the propeller shaft (8) and the rear axle (1) is adjusted to a desired value.

8. A method for deploying a control arm assembly (10) in a rear suspension system (100) of a vehicle, the method comprising:
connecting, a first arm (4a) of the control arm assembly (10), to a rear axle (1) of the rear suspension system (100);
connecting, a second arm (6a) of the control arm assembly (10), to a body of the vehicle; and
interconnecting, the first arm (4a) with the second arm (6a) by a connecting link (5), wherein, a rotation of the connecting link (5) varies distance between the first arm (4a) and the second arm (6a);
wherein, varying the distance between the first arm (4a) and the second arm (6a) by the rotation of the connecting link (5) adjusts a working angle (X) between a propeller shaft (8) and the rear axle (1) of the rear suspension system (100).

9. The method as claimed in claim 8, wherein a free end (4, 6c) of each of the first arm (4a) and the second arm (6a) is defined with oppositely threaded profile.

10. The method as claimed in claims 8 and 9, wherein the connecting link (5) comprises threaded ends (5b, 5c), and wherein each of the threaded ends (5b, 5c) of the connecting link (5) are engageable with a corresponding threaded profile of one of the first arm (4a) and the second arm (6a).

11. The method as claimed in claim 8, wherein the rotation of the connecting link (5) in a first direction (FD) increases the distance between the first arm (4a) and the second arm (6a), and the rotation of the connecting link (5) in a second direction (SD) opposite to the first direction (FD) decreases the distance between the first arm (4a) and the second arm (6a).

12. The method as claimed in claim 8 comprises locking the connecting link (5) relative to the first arm (4a) and the second arm (6a) by a lock nut (4n, 6n) provisioned between each of the first and the second arms (4a, 6a), and the connecting link (5), when the working angle (X) between the propeller shaft (8) and the rear axle (1) is adjusted to a desired value.

13. A vehicle comprising a control arm assembly (10) deployed in a rear suspension system (100) as claimed in claim 1.
, Description:[001] TECHNICAL FIELD

[002] Present disclosure generally relates to the field of automobiles. Particularly, but not exclusively, the present disclosure relates to a rear suspension system of a vehicle. Further, embodiments of the present disclosure disclose a control arm assembly for a rear suspension system to improve Noise, Vibration and Harshness (NVH) characteristics of the vehicle.

[003] BACKGROUND OF THE DISCLOSURE

[004] Suspension system is the term given to a system, which connects body or main frame (chassis) of the vehicle to wheels. Suspension system allows relative motion between the wheels and the vehicle chassis and is intended to dampen undesirable shocks when the vehicle is moving. Suspension system also plays a crucial role in load transmissions, and consequently, in preventing damages to the vehicle components, including the chassis. When the vehicle is in motion, wheels tread over irregular, uneven surfaces which is when the role of suspension system comes into force. A suspension system, apart from carrying and distributing vehicle loads, serves other purposes like allowing rapid cornering without extreme body rolling, improving traction of the wheels with respect to road surface, facilitating enhanced steerability or maneuverability, isolating vehicle body from road shocks and vibrations, and enabling anti-diving and anti-squatting motion of the vehicle.

[005] A conventional suspension system may include coil springs, leaf springs, sruts, ball joints, control arms, steering knuckle, shock absorber, which may be identified as principal components among several other components. Coil springs, leaf springs and torsion bars are intended to undergo elastic deformations, and absorb shocks and vibrations during vehicle movement. Shock absorbers also serve more or less the same purpose, but operate on a different absorbing mechanism. On the other hand, steering knuckle is secured to the wheel hub, while control arm establishes connection between the wheel hub and the vehicle body via the steering knuckle. In some rear-wheel-drive vehicles, the control arm may be used to connect the body (chassis) of the vehicle to the rear axles via members like brackets. Thus, it may be said that the control arm, together with axles, steering knuckle and wheel assembly may serve the purpose of providing improved steerability while isolating the vehicle body from road shocks and vibrations.

[006] Despite all the efforts by components of suspension system to minimize shocks and vibration, complete nullification of these effects may not be practically feasible. Several factors contribute to noise, vibration and shock generation in vehicles, like manufacturing inconsistencies, improper maintenance, improper alignment/assembly, driving/riding on incompatible terrain conditions, and so on. One or more of these factors may, at some instances, result in misalignment between the drive (propeller) shaft of the vehicle, and the rear axles, which receive power from the drive shaft (Rear Wheel Drive – RWD vehicles). Even slight deviations in working angle value (angle between longitudinal axis of drive shaft and longitudinal axis of the rear axle) from the desired value may result in large scale detrimental effects, like increased noise and vibration, insufficient/inappropriate steerability, discomfort to passengers, transmission power loss, and unsought deformation or eventual failure of components present in the suspension system.

[007] The present disclosure is directed to overcome one or more limitations stated above or other such limitations associated with the prior arts.

[008] SUMMARY OF THE DISCLOSURE

[009] One or more shortcomings of conventional assemblies are overcome, and additional advantages are provided through the assembly as claimed in the present disclosure. Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered as a part of the claimed disclosure.

[010] In one non-limiting embodiment of the disclosure, a control arm assembly for rear suspension system of a vehicle is disclosed. The assembly includes a first arm connectable to a rear axle of the rear suspension system, and a second arm connectable to a body of the vehicle. Further, a connecting link is structured to interconnect the first arm with the second arm, where rotation of the connecting link varies distance between the first arm and the second arm. Varying the distance between the first arm and the second arm by the rotation of the connecting link adjusts a working angle between a propeller shaft and the rear axle of the rear suspension system.

[011] In an embodiment of the disclosure, a free end of each of the first arm and the second arm is defined with oppositely threaded profile. Further, the connecting link comprises threaded ends, and each of the threaded ends of the connecting link are engageable with a corresponding threaded profile of one of the first arm and the second arm.

[012] In an embodiment of the disclosure, the rotation of the connecting link in a first direction increases the distance between the first arm and the second arm, and the rotation of the connecting link in a second direction opposite to the first direction decreases the distance between the first arm and the second arm.

[013] In an embodiment of the disclosure, the control arm assembly is at least one of an upper control arm and a lower control arm of the rear suspension system of the vehicle.

[014] In an embodiment of the disclosure, the adjustment of the working angle between the propeller shaft and the rear axle improves Noise-Vibration-Harshness (NVH) characteristics of the vehicle.

[015] In an embodiment of the disclosure, the assembly comprises a lock nut provisioned between each of the first and the second arms, and the connecting link. The lock nut is configured to lock the connecting link relative to the first arm and the second arm when the working angle between the propeller shaft and the rear axle is adjusted to a desired value.

[016] In another non-limiting embodiment of the disclosure, a method for deploying a control arm assembly in a rear suspension system of a vehicle is disclosed. The method includes connecting a first arm of the control arm assembly to a rear axle of the rear suspension system. Then, the method includes connecting a second arm of the control arm assembly to a body of the vehicle. Further, the method includes interconnecting the first arm with the second arm by a connecting link, where a rotation of the connecting link varies distance between the first arm and the second arm. Varying the distance between the first arm and the second arm by the rotation of the connecting link adjusts a working angle between a propeller shaft and the rear axle of the of the rear suspension system.

[017] In an embodiment of the disclosure, a free end of each of the first arm and the second arm is defined with oppositely threaded profile. Further, the connecting link comprises threaded ends, and each of the threaded ends of the connecting link are engageable with a corresponding threaded profile of one of the first arm and the second arm.

[018] In an embodiment of the disclosure, the rotation of the connecting link in a first direction increases the distance between the first arm and the second arm, and the rotation of the connecting link in a second direction opposite to the first direction decreases the distance between the first arm and the second arm
[019] In an embodiment of the disclosure, the method includes locking the connecting link relative to the first arm and the second arm by a lock nut provisioned between each of the first and the second arms, and the connecting link, when the working angle between the propeller shaft and the rear axle is adjusted to a desired value

[020] It is to be understood that the aspects and embodiments of the disclosure described above may be used in any combination with each other. Several of the aspects and embodiments may be combined together to form a further embodiment of the disclosure.

[021] The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.

[022] BRIEF DESCRIPTION OF ACCOMPANYING DRAWINGS

[023] The novel features and characteristics of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a mode of use, further objectives, and advantages thereof, will be best understood by reference to the following detailed description of an embodiment when read in conjunction with the accompanying drawings. One or more embodiments are now described, by way of example only, with reference to the accompanying drawings wherein like reference numerals represent like elements and in which:

[024] FIG. 1 illustrates a schematic perspective view of a rear suspension system of a vehicle including a control arm assembly, in accordance with an embodiment of the present disclosure;

[025] FIG. 2 is a schematic perspective view of the control arm assembly of FIG. 1, in accordance with an embodiment of the present disclosure; and

[026] FIG. 3 is a sectional view of the control arm assembly taken along section Y-Y in FIG. 2.

[027] The figures depict embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the systems illustrated herein may be employed without departing from the principles of the disclosure described herein.
[028] DETAILED DESCRIPTION

[029] While the embodiments in the disclosure are subject to various modifications and alternative forms, specific embodiments thereof have been shown by way of example in the figures and will be described below. It should be understood, however, that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternative falling within the scope of the disclosure.

[030] It is to be noted that a person skilled in the art would be motivated from the present disclosure and modify various features of the assembly and the method, without departing from the scope of the disclosure. Therefore, such modifications are considered to be part of the disclosure. Accordingly, the drawings show only those specific details that are pertinent to understand the embodiments of the present disclosure, so as not to obscure the disclosure with details that will be readily apparent to those of ordinary skilled in the art having benefit of the description herein. Also, the assembly of the present disclosure may be employed in variety of vehicles such as passenger vehicles, commercial vehicles having rear wheel drive. However, the other components associated with the suspension system of a vehicle are not illustrated explicitly in the drawings of the disclosure for the purpose of simplicity.

[031] The terms “comprises”, “comprising”, or any other variations thereof used in the disclosure, are intended to cover non-exclusive inclusions, such that an assembly, a method, a system, or a device that comprises a list of components does not include only those components but may include other components not expressly listed or inherent to such an assembly, a method, a system, or a device. In other words, one or more elements in the assembly or the method or the system or the device proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the assembly or the method or the system or the device.

[032] Embodiments of the present disclosure disclose a control arm assembly for a rear suspension system of a vehicle, like a Rear-Wheel-Drive (RWD) vehicle. The control arm assembly (simply referred to as “assembly” throughout the detailed description) is intended to minimize undesirable outcomes such as noise, vibration, shocks and discomfort associated with the vehicle, which may show up due to various reasons. The assembly includes a pair of arms, a first arm and a second arm. The first arm may be secured to the rear axle (left-side axle or right-side axle), while the second arm may be attached to the vehicle body, like the main frame or chassis of the vehicle. A connecting link may be used to interconnect the first arm and the second arm, such that the connecting link may act as a mechanical joint between the first arm and the second arm. Thus, the connecting link may facilitate simultaneous movements of the second arm and the first arm, or a relative movement of one of the arms with respect to the other. To bring about the relative or simultaneous movement of the arms, the connecting link may be rotated in a predefined direction. Due to co-axial alignment of the first arm and the second arm with respect to the connecting link, rotation of the connecting link may result in variation of linear distance between the first arm and the second arm.

[033] The variation of linear displacement of the first and the second arm may be attained by threaded engagement of the first and the second arms with the connecting link. Threaded profile may be defined on a free end of each of the first arm and the second arm, with the thread profile on the first arm being opposite to the thread profile on the second arm. In an embodiment, male threads (external threads) may be defined on the free ends of both first arm and second arm, with both of them having opposite thread directions. Further, in an embodiment, the free ends of the connecting link may be formed with female threads (internal threads). One of the female-threaded free ends of the connecting link may engage with the male threaded free end of the first arm, while the other free end of the connecting link may have threading engagement with free end of the second arm. Rotation of the connecting link in a first direction may result in first and second arms move apart from each other, while rotation in a second direction (opposite to first direction) may bring them towards each other. The relative movement of the first arm with respect to the second arm (or vice versa) may facilitate adjustment of the working angle (or included angle) between the axis of the propeller shaft and the axis of the rear axle to a desired value. This may be helpful in improving NVH characteristics of the vehicle, thereby increasing the passenger comfort level during vehicle movement. Once desired working angle between the propeller shaft and the rear axle is achieved, the connecting link may be locked relative to the first and the second arms using a lock nut.

[034] Further, the disclosure discloses a method for deploying the control arm assembly in a rear suspension system of a vehicle. The method encompasses connecting the first arm and the second arm to the rear axle and the vehicle body, respectively. As discussed earlier, the connecting link interconnects the first arm and the second arm, so that any rotation given to the connecting link may either increase or decrease the linear distance between the first and the second arms. The increase or decrease of the linear distance between the first arm and the second arm may depend on the direction of rotation. To obtain mechanical (kinematic or kinetic) connectivity between the first and the second arms through the connecting link, thread profiles are defined on each of first arm, second arm and the connecting link. The thread profile on the free end of the first arm may be opposite to the thread profile on the free end of the second arm. Mating threads may also be defined in either ends of the connecting link, such that one of the threaded free ends engages with the threaded profile of the first arm, and the other free end engages with the threaded profile of the second arm. The relative movement of the first arm with respect to the second arm (or vice versa) may facilitate adjustment of the working angle between the axis of the propeller shaft and the axis of the rear axle to a desired value. This may be helpful in improving NVH characteristics of the vehicle, thereby increasing the passenger comfort level during vehicle movement. Once desired working angle between the propeller shaft and the rear axle is achieved, the connecting member may be locked relative to the first and the second arms using a lock nut.

[035] The following paragraphs describe the present disclosure with reference to FIGS.1 to 3. In the figures, the same element or elements which have similar functions are indicated by the same reference signs.

[036] FIG. 1 illustrates an exemplary rear suspension system (100) having the control arm assembly (10), in a vehicle (not shown). The rear suspension system (100) includes rear wheels – a left side wheel (2a) and a right-side wheel (2a’) when viewed in the direction of arrow from “A”. The axles (1, 1’) carrying the wheels (2a, 2a’) are interconnected by the differential casing (3). The operational characteristics of the wheels (2a, 2a’) and differential (3) do not fall within the purview of this disclosure, hence, are not discussed in detail. The differential (3), and consequently, the rear axles (1, 1’) receive power from the propeller shaft (8) [also known as “drive shaft” or “transmission shaft”]. The propeller shaft (8) may be angularly connected to the co-axially oriented rear axles (1, 1’), such that the longitudinal axis B-B of the propeller shaft (8) may subtend an angle (X) with respect to an axis C-C which is at right angle (transverse) to the common longitudinal axis D-D of the rear axles (1, 1’). In an embodiment, the axis C-C may be longitudinal axis of the vehicle which is perpendicular to the rear axles’ common axis D-D. Further, the propeller shaft (8), shown as a cylindrical body, is for the purposes of illustration only, and may visually differ from the actual propeller shaft used in vehicles. This depiction of propeller shaft in the FIG. 1 should not be in any way construed as a limitation. Also, other components of the suspension system (100) like springs, shock absorbers, joints, bearings, etc., are not depicted in the Figures for the purpose of simplicity and conciseness, and should not be construed as a limitation.

[037] Further, as shown in FIG. 1, the rear suspension system (100) includes the control arm assembly (10) [corresponding to left-sided wheel (2a)] or the control arm assembly (10’) [corresponding to right-sided wheel (2a’)]. For the purposes of explanation, the control arm assembly (10) corresponding to the left-side wheel (2a) is considered throughout the specification. The control arm assembly (10) may be secured to the rear axle (1) via member (7) including but not limited to brackets, clamps like angled clamps, U-clamps, bars, plates etc. The member (7) may be integrally manufactured with the axle (1) or may be joined/secured through manufacturing processes. The linear displacement of the first and second arms (4a, 6a) [which will be discussed in detail later] causes angular movement of the rear axle (1) via the member (7), which may be useful in adjusting the working angle (X) between the propeller shaft (8) axis B-B and axis C-C transverse to the axle (1). A similar effect may be attained by the control arm assembly (10’) provisioned with respect to the right-side wheel (2a’). The angle (X) is known as working angle, and is crucial in fine tuning NVH response of the vehicle.

[038] Reference is now made to FIG. 2 which is a schematic perspective view of the control arm assembly (10) described in FIG. 1. As apparent from FIG. 2, the assembly (10) includes a first arm (4a) and a second arm (6a) at the extreme ends, with a centrally disposed connecting link (5) between the first arm (4a) and the second arm (6a). The first arm (4a) may include a securing portion (4b) which may be attached or fixed to the member (7) of the rear axle (2a), as shown in FIG. 1. The securing portion (4b) may include a hole (4d) for receiving a pin or a shaft (not shown) of the member (7), so that linear displacement of the first arm (4a) may be transformed into an angular movement of the rear axle (1) via the pin or the shaft of the member (7) accommodated in the hole (4d). This may be analogous to a connecting rod connected to the crank via crank pin. In an embodiment, the pin or the shaft accommodated in the hole (4d) extends between two parallel bars of the member (7), as apparent from FIG. 1.

[039] Further, the second arm (6a) also includes a securing portion (6b) similar to first arm (4a). The securing portion (6b) of the second arm (6a) may be fixed or secured or attached to the vehicle body (not shown) i.e., the main frame or chassis of the vehicle. In a preferred embodiment, the securing portion (6b) of the second arm (6a) may be flexibly connected to the vehicle body such that linear displacement of the second arm (6a) relative to the vehicle frame is not affected. The securing portion (6b) of the second arm (6a) may also include a hole (6d) which may accommodate a pin, or a shaft (not shown) defined integrally with the vehicle body. In an alternate embodiment, the second arm (6a) may be fixed to the vehicle body through the securing portion (6b), such that the linear displacement of the second arm (6a) may be completely arrested or restrained. The first arm (4a) and the second arm (6a) may further include a first stepped portion (4c) and a second stepped portion (6c) respectively. The first and second stepped portions (4c, 6c) may have reduced cross-sectional area in comparison with the first arm (4a) and the second arm (6a), respectively, as evident from FIG. 3. The first stepped portion (4c) and the second stepped portion (6c) may resemble a shank of a bolt. Further, a portion or a substantial portion of the first stepped portion (4c) and the second stepped portion (6c) may be formed with thread profile (shown in FIG. 3), so as to define a first threaded portion (4t) and a second threaded portion (6t), respectively. The first threaded portion (4t) and the second threaded portion (6t) may engage with corresponding threaded ends (5b, 5c) [shown in FIG. 3] of the connecting link (5). Also, the thread profile defined on the first threaded portion (4t) of the first arm (4a) is opposite to the thread profile defined on the second threaded portion (6t) of the second arm (6a). Thus, if a right-handed thread is defined on first threaded portion (4t) of the first arm (4a), the second threaded portion (6t) of the second arm (6a) is formed with a left-handed thread, or vice-versa. The opposite thread profiles on the first arm (4a) and the second arm (6a) facilitates linear displacements of the first arm (4a) and the second (6a) in opposite directions i.e., either towards each other or away from each other. Accordingly, distance between the first arm (4a) and the second arm (6a) may be adjusted. In an alternate embodiment, thread profile may be defined only in one of the first arm (4a) and a second arm (6a), so that only one of the first arm (4a) or the second arm (6a) may undergo linear displacement, while the other arm remains fixed. This configuration also facilitates movement of one of the arms towards or away from the other arm, to adjust the working angle between the propeller shaft (8) and the rear axle (1).

[040] Reference is now made to FIG. 3 which is a sectional view of the control arm assembly (10) along section Y-Y in FIG. 2. FIG. 3 is referred in conjunction with FIG. 2 to illustrate an operational embodiment. The threaded engagement of the end (5b) of the connecting link (5) with the first threaded portion (4t) of the first arm (4a) facilitates linear (reciprocating) displacement of the first arm (4a), as indicated by the double headed arrow in FIG. 2. Similarly, the threaded engagement of the end (5c) of the connecting link (5) with the second threaded portion (6t) of the second arm (4a) facilitates linear (reciprocating) displacement of the second arm (6a), as indicated by the double headed arrow. Further, in an embodiment, the connecting link (5) may include a hole (5a) having the free ends (5b, 5c) which may be formed with female threads (internal threads). One threaded free end (5b) of the connecting link (5) may engage with the male threaded portion (4t) of the first arm (4a), while the other threaded free end (5c) of the connecting link (5) may have threading engagement with the second threaded portion (6t) of the second arm (6a). Rotation of the connecting link (5) in a first direction (FD) may result in first arm (4a) and the second arm (6a) to move apart from each other, as indicated by dashed arrows in FIG. 3. On the other hand, rotation of the connecting link (5) in a second direction (SD) (opposite to the first direction (FD)) may bring them towards each other, as indicated by the solid arrows in FIG. 3. In an embodiment, the displacement direction may be vice-versa i.e., first arm (4a) and the second arm (6a) may move towards each other for rotation of the connecting link (5) in the first direction (FD), and they may move apart corresponding to second direction (SD) rotation of the connecting link (5). The displacement direction may depend on thread orientation and nature of thread engagement. In an embodiment, the free ends (5b, 5c) of the connecting link (5) may be defined with one of right-handed and left-handed threads. Correspondingly, the first threaded portion (4t) and the second threaded portion (6t) may be defined with one of right-handed and left-handed threads for engagement with free ends (5b, 5c) of the connecting link (5).

[041] The relative movement of the first arm (4a) with respect to the second arm (6a) (or vice versa) may facilitate adjustment of the working angle (X) (or included angle) between the axis B-B of the propeller shaft and the transverse axis C-C to a desired value [best shown in FIG. 1]. The rotation of the connecting link (5) to adjust the included angle may be performed manually using hand-held tools, or using an automated setup in a Garage, Workshop, Service location, or any other facility. In an alternate embodiment, an internal thread (female thread) may be defined on the free end (4c) of the first arm (4a) [without the need for stepped portion], as well as the free end (6c) of the second arm (6a) [without the need for stepped portion]. In such a case, the connecting link (5) may have male threaded ends (5b, 5c) which may engage with the female threads of ends (4c) and (6c) respectively. In another embodiment, the control arm assembly (10) may be incorporated as an upper arm or a lower arm or both in a rear wheel suspension system (100) having RWD.

[042] From the above-described operational embodiment, it is apparent that the included (working) angle (X) between the axis B-B of the propeller shaft and the transverse axis C-C may be fine-tuned to achieve optimum NVH response. Based on the desired value of working angle (X), the extent of rotation i.e., angle of rotation of the connecting link (5) may be calibrated. Whenever there is a deviation of the working angle (X) from the desired angle which provides optimum NVH response, the angle of rotation of the connecting link (5) may be adjusted based on the previously calibrated value. The adjustment process may also be automated by including sensors to detect the deviation of working angle (X) from desired value, and providing a feedback to a control unit to automatically rotate and adjust the connecting link (5) until the working angle (X) is brought to desired value. A feedback in the form of noise and vibration response of the vehicle may also be input to the control unit to assess the “out of range” situation of the working angle (X), to make the adjustments. Furthermore, the assembly (10) may be provided with lock nut (4n) on first arm (4a), and lock nut (6n) on the second arm (6a) to lock or inhibit or restrain further rotation of the connecting link (5) when the desired value of working angle (X) is reached. The lock nuts (4n, 6n), like a typical nut, may be tightened by rotating in one direction, say clockwise, to lock and inhibit the rotation of the connecting link (5) when the desired working angle (X) is reached. When the connecting link (5) is to be rotated again for adjustment of the working angle (X), the lock nuts (4n, 6n) may be loosened or unfastened by rotating them in the opposite direction, i.e., anti-clockwise in this case.

[043] The assembly (10) of the present disclosure may have several inherent advantages. One of the advantages is that the operation of the assembly (10) to adjust the working angle is simple and affordable which may be carried out in any available facility home garage, workshop, etc., using inexpensive tools and equipment. A further advantage is the scope and possibility to automate the assembly (10) for real-time onsite correction of the working angle when there is a deviation. Another advantage is the cost involved in installation and maintenance, without having the need for replacing the sub-assemblies when there is a misalignment.

[044] It is to be understood that a person of ordinary skill in the art may develop an assembly or a method or a system of similar configuration without deviating from the scope of the present disclosure. Such modifications and variations may be made without departing from the scope of the present invention. Therefore, it is intended that the present disclosure covers such modifications and variations provided they come within the ambit of the appended claims and their equivalents.

[045] Equivalents:

[046] With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.

[047] It will be understood by those within the art that, in general, terms used herein, and especially in the appended claims (e.g., bodies of the appended claims) are generally intended as “open” terms (e.g., the term “including” should be interpreted as “including but not limited to,” the term “having” should be interpreted as “having at least,” the term “includes” should be interpreted as “includes but is not limited to,” etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases “at least one” and “one or more” to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles “a” or “an” limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases “one or more” or “at least one” and indefinite articles such as “a” or “an” (e.g., “a” and/or “an” should typically be interpreted to mean “at least one” or “one or more”); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of “two recitations,” without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to “at least one of A, B, and C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system (100) having at least one of A, B, and C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances, where a convention analogous to “at least one of A, B, or C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system (100) having at least one of A, B, or C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, claims, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase “A or B” will be understood to include the possibilities of “A” or “B” or “A and B.” While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.

[048] Reference Numerals:

Rear suspension system 100
Control arm assembly 10, 10’
Rear axles 1, 1’
Wheels 2a, 2a’
Differential casing 3
First arm 4a, 4a’
Securing portion of first arm 4b
Stepped portion/ Free end of first arm 4c
Hole of securing portion 4d
Lock nut of first arm 4n
First threaded portion 4t
Connecting link 5, 5’
Hole in the connecting link 5a
Free ends of connecting link 5b, 5c
Second arm 6a, 6a’
Securing portion of second arm 6b
Stepped portion/ Free end of second arm 6c
Hole of securing portion 6d
Lock nut of second arm 6n
Second threaded portion 6t
Member 7
Propeller shaft 8
Working angle X
Propeller shaft axis B-B
Transverse axis C-C
Rear axle common axis D-D
Direction of view A
First direction FD
Second direction SD
Section Y-Y