DESC:TECHNICAL FIELD
[0001] The present subject matter, in general, relates to two-wheeled or three-wheeled vehicles, and, in particular relates, to a damping member disposed in a wheel assembly for the aforementioned vehicles.
BACKGROUND
[0002] In the last few decades, automobile industry has shown a remarkable growth and development, in terms of technology as well as sales. Due to consistent advancement in technology and the ease of use and maintenance, two -wheeled or three-wheeled vehicles, such as motorcycles, scooters, trikes and lightweight scooters, have succeeded in maintaining their popularity among different sections of society. Different sections of society, based on their requirement, utilize the two-wheeled or three-wheeled vehicles for various purposes, such as a recreational activity, a means of transportation, and for sports activities. As a result, it becomes pertinent for the two-wheeler automobile industry to constantly develop and modify the components of the two-wheeled vehicles to suit requirements of different riders.
[0003] In accordance with the same ideology, various types of systems have been developed for facilitating improved and durable riding in the two-wheeled or three-wheeled vehicles. Conventionally, the two-wheeled or three-wheeled vehicles include at least one driven wheel, which is driven by the power unit, provided with a cush drive. The cush drive is provided between the transmission system and the driven wheel to take the twisting load during acceleration, braking, or gear change etc.
BRIEF DESCRIPTION OF THE DRAWINGS
[0004] The detailed description is described with reference to the accompanying figures. The same numbers are used throughout the drawings to reference like features and components.
[0005] Fig. 1 illustrates a left side view of an exemplary two-wheeled vehicle, in accordance with an embodiment of the present subject matter.
[0006] Fig. 1 (b) depicts a side view of the rear wheel, in accordance with the embodiment of Fig. 1 (b).
[0007] Fig. 2 (a) depicts a side view of the damping member, in accordance with an embodiment of the present subject matter.
[0008] Fig. 2 (b) illustrates other side view of the damping member, in accordance with the embodiment of Fig. 2 (a).
[0009] Fig. 2 (c) depicts an isometric view of the damping member, in accordance with the embodiment as depicted in Fig. 2 (b).
[00010] Fig. 2 (d) depicts an isometric view of the damping member, in accordance with the embodiment as depicted in Fig. 2 (a).
[00011] Fig. 2 (e) depicts another enlarged isometric view of the damping member, in accordance with the embodiment of Fig. 2 (d).
[00012] Fig. 2 (f) depicts a cross-sectional view of the damping member taken along axis C-C’, in accordance with the embodiment as depicted in Fig. 2 (a).
[00013] Fig. 2 (g) depicts a cross-sectional view of the damping member taken along axis B-B’, in accordance with the embodiment as depicted in Fig. 2 (a)
[00014] Fig. 2 (h) depicts an isometric view of the sprocket assembly, in accordance with the embodiment of Fig. 2 (a).
[00015] Fig. 2 (i) depicts an enlarged view of the hub assembly, in accordance with the embodiment of Fig. 2 (a).
DETAILED DESCRIPTION
[00016] Conventionally, two-wheeled or three-wheeled vehicles are provided with cush drives between the transmission and the driven wheel for reducing any damage of metal parts like the sprocket or the hub due to transfer of torque or due to braking. Moreover, with time the vehicles are engineered to provide higher power and torque and also more efficient baking systems making the metal parts more prone to damage. Generally, the cush drives that are provided for damping of the forces are made of elastic material. Torque gets transmitted to the Cush drive held between the sprocket and the wheel. The cush drive is subject to elastic deformation in radial and axial direction due to the force acting thereon. The elastic deformation occurrence during continuous acceleration and deceleration of vehicle results in high wear of cush drive, especially near the mating zone of the sprocket and the wheel hub.
[00017] Also, the continuous wear of the cush drive leads to failure of cush drive resulting in jerks and lags in torque transmission thereby offering poor riding experience to the user. This also affects acceleration and braking performance of the vehicle. Moreover, further damage to the cush drive would result in direct contact between the metal parts viz. contact between the transmission and the driven wheel which could result in friction between the metal parts resulting in wear & tear and also creates noise. This would affect the durability of the vehicle. Moreover, the direct contact between the metal parts at the high operating torque will result in failure or damage of the parts. Also, any damage to the driven wheel also makes the vehicle prone to accident affecting the drivability and safety.
[00018] In addition, due to aforementioned short comings, the conventionally known cush drives requires frequent replacement, which is cumbersome process and also involves cost.
[00019] Therefore, there is a need for providing a damping member that is capable of addressing the aforementioned and other problems in the prior art.
[00020] Thus, the present subject matter addresses the aforementioned and other short comings in the art.
[00021] Hence, the present subject matter provides a two-wheeled or three wheeled vehicle employed with a damping member disposed between a sprocket assembly and a wheel hub.
[00022] It is an aspect of the present subject matter that the damping member includes plurality of sub-damping members that are annularly disposed about the wheel hub. Further, each sub-damping member includes a first member and a second member that are disposed adjacent to each other.
[00023] The first member and the second member act as a set and in one embodiment, the first member and the second member are integrated with each other. It is an advantage that the first gap therebetween is maintained for ease of assembly without interfering with the adjacent part.
[00024] It one aspect that a second gap is provided between the sub-damping members i.e. between the one sub-damping member and other sub-damping member. The second gap enables accommodation of wheel ribs that are disposed diametrically along the wheel hub and are extending/ protruding in an axial direction thereof.
[00025] The first member and the second member includes at inward faces and outward faces. Herein, the terms ‘inward face’ and ‘outward face’ are with respect to each sub-damping member; thus, the inward face is the face of the first member and the face of the second member facing each other; the outward face is face of the first member and the second member facing away from the inward faces. The outward face does not include the axial faces or the inner periphery or the outer periphery.
[00026] It is a feature that at least one face(s) of the inward face(s) and the outward face(s) is provided with an engaging portion and a non-engaging portion. The engaging portion is abutting with at least a portion of the contact member of either the hub contact member or the sprocket contact member respectively, as the damping member is functionally sandwiched between the wheel hub and the sprocket assembly. It is an advantage that the engaging portions provide optimum contact with both the sprocket assembly and the wheel hub.
[00027] In another aspect that the plurality of the sub-damping members are integrally formed as a single part to enable ease of assembly or servicing. In one embodiment, the sub-damping members are secured to a ring member that holds the sub-damping members at desired location. Therefore, the damping member is mountable to the wheel as a single member. It is an advantage that the damping member provides ease of assembly, at the same time provides alignment with respect to the sprocket lugs and the wheel ribs.
[00028] In is an aspect that the first member and the second member are having inward face(s). The inward face(s) of the first member and the second member are facing each other at the first gap provided therebetween. Similarly, an outward face of the first member of one sub-damping member is adjacent to an outward face of the second member of an adjacent sub-damping member.
[00029] It is a feature that a first non-engaging portion of the inward face is disposed on one axial face of the damping member and the second non-engaging portion is disposed on other axial face thereof. Thus, the non-engaging portion disposed on either side is non-abuttingly or non-engagingly disposed with respect to the contact members whereby a desired thickness of the damping member is achieved (by virtue of the engaging portion and the non-engaging portion).
[00030] In an assembled condition, the inward face(s) are facing the sprocket lug of said wheel sprocket assembly and the outward face(s) are facing the wheel rib.
[00031] It is an aspect that the inward face(s) includes a first engaging portion and a first non-engaging portion. The first engaging portion is having a width capable of abutting the sprocket lugs. In other words, the width of the first engaging portion is substantially equal to the sprocket lug length. The first non-engaging portion is inward or away from the sprocket lug. In other words, the inward face forms a stepped cross-section by the first engaging portion and the first non-engaging portion. In yet other word, the first non-engaging portion of the inward face(s) is formed by scooping of cush drive in proximity to the sprocket lug and the scooping has a depth reaching outermost portion of the sprocket lug or till the engaging portion that is abutting the contact member (sprocket lug/ wheel rib).
[00032] The engaging portion and the non-engaging portion can have a transition including at least one of a drastic transition like step, or a progressive transition like inclination, or any geometrically regular or irregular transition as required.
[00033] It is another aspect that the outward face(s) are provided with a second engaging portion and a second non-engaging portion. The second engaging portion abuts the wheel rib and the second non-engaging portion is disposed away from the wheel rib. In other words, the second non-engaging portion is formed by scooping in proximity to the wheel rib on axial surface facing the sprocket and the scooping on the damping member extends along radial length of the wheel rib.
[00034] In one embodiment, the non-engaging portion of the damping member tapers away from the wheel rib portion. Also, the width of the non-engaging portion is substantially equal to the length of the wheel rib.
[00035] It is one advantage of the present subject matter that the engaging portion(s) of the inward face(s) enables transfer of torque/forces to the damping member with reduced elastic deformation and with reduced digging or wear.
[00036] It is yet another advantage that the width of the damping member is greater than the width of the engaging portion(s) thereby avoiding any interference between the mating parts viz. the sprocket assembly and the wheel hub.
[00037] It is an additional advantage that the outer peripheral surface of the damping member is provided with scooped portion, which are selectively disposed, that engage with stopper members provided on the wheel hub to enable controlled expansion or deformation of the damping member during transfer of torque.
[00038] In one embodiment, the ring member is protruding substantially outward in an axial direction to annularly surround at least a portion of the wheel axle.
[00039] Moreover, the current subject matter is applicable to a three-wheeled vehicle, wherein the three-wheeled vehicle includes at least one drive wheel.
[00040] These and other advantages of the present subject matter would be described in greater detail in conjunction with the figures in the following description.
[00041] Fig. 1 (a) illustrates a left side view of an exemplary vehicle 100, in accordance with an embodiment of the present subject matter. The vehicle 100 has a frame assembly 105 that extends from a front portion towards a rear portion of the vehicle 100. A handlebar assembly 110 is mounted to a steering shaft (not shown). The steering shaft is rotatably supported by the frame assembly 105. A front wheel 115 is connected to the handle bar assembly 110 through one or more front suspension(s) 120. A power unit 125 is fixedly mounted to the frame assembly 105. In another embodiment, the power unit 125 is swingably mounted to the frame assembly 105. The power unit 125 includes at least one of an internal combustion engine and a traction motor. Further, the power unit 125 includes a transmission system 130 including an automatic transmission, a continuously variable transmission, or a fixed ratio transmission like chain drive.
[00042] Further, the power unit 125 is coupled to a rear wheel 135 through the transmission system. Also, the rear wheel 135 is connected to the frame assembly 105 through one or more rear suspension(s) (not shown). In the present embodiment, the rear suspension is a mono-shock type suspension. Further, the rear wheel 135 is supported by the swing arm 175 that is swingably connected to the frame assembly 105. A seat assembly 140 is disposed upwardly rearward of the power unit 125 and is supported by the frame assembly 105. A storage compartment (not shown) is provided below the seat assembly 140 and is also supported by the frame assembly 105. A fuel tank 150 is disposed ahead of the seat assembly 140 and is mounted to the frame assembly 105.
[00043] Furthermore, the vehicle 100 is provided with plurality of panels 155A, and 155B that are mounted to the frame assembly 105 and are covering the vehicle parts. Also, a front fender 160 is covering at least a portion of the front wheel 115. Similarly, a rear fender 165 covers at least a portion of the rear wheel 135. The front fender 160 and the rear fender 165 prevent splashing of dirt on to the vehicle parts and also prevent splashing of dirt away from the vehicle 100. The vehicle 100 comprises of plurality of electrical/electronic components including a headlight 170A, a tail light 170B, a battery (not shown), a transistor controlled ignition (TCI) unit (not shown), an alternator (not shown), a starter motor (not shown). Also, the vehicle 100 includes a synchronous braking system (SBS), an anti-lock braking system (ABS), or a vehicle control system that are either mechanical or electrical in nature.
[00044] The vehicle 100 is employed with a damping member 200 (shown in Fig. 1 (b)), which is disposed in a driven wheel of the vehicle 100. In the present embodiment, the driven wheel is the rear wheel 135 functionally connected to the power unit 125.
[00045] Fig. 1 (b) illustrates a side view of the rear wheel 135 of the vehicle 100, in accordance with the embodiment as depicted in Fig. 1 (a). The rear wheel 135, which is the driven wheel in the present embodiment, includes a wheel hub 135H disposed at the centre, a body portion 135B including the arms. The wheel hub 135H is secured to the body portion 135B. In another embodiment, the wheel hub135H is en-casted along with the body portion 135B. In another embodiment, the wheel hub 135H is affixed to the body portion 135B by any known affixing mechanism.
[00046] The wheel hub 135H is a substantially cylindrical member with one closed side. The closed side includes plurality of rib(s) 135RA, 135RB, 135RC, 135RD that extend from the axle portion 135A of the wheel hub 135H and radially outward towards a cylindrical portion of the wheel hub 135H, wherein the ribs(s) are protruded in an axial direction. Hereinafter, the plurality of rib(s) 135RA, 135RB, 135RC, and 135RD are collectively referred to as 135R. In the present embodiment, four rib(s) 135RA, 135RB, 135RC, 135RD are provided. Further, the wheel hub 135H is capable of accommodating a damping member 200 therein.
[00047] The wheel 135 is rotatably mounted to a rear axle (not shown) through the axle portion 135A. The rear axle is secured to the swing arm 175. Also, the rear wheel 135 is provided with bearings, O-ring, and other ancillary components that enable rotation of the rear wheel 135 about the axle.
[00048] Further, a sprocket assembly 180 (shown in Fig. 2 (h)) is operably coupled to the wheel hub 135H through the damping member 200 and the sprocket assembly 180 is rotatably mounted to the axle to rotate along with the rear wheel 135. The sprocket assembly 180 includes a body portion 180B and a wheel sprocket 180S (shown in Fig. 1 (a)). The wheel sprocket 180S includes engaging means that are radially disposed. In one embodiment, the wheel sprocket 180S is provided with plurality of teeth acting as engaging means that are annularly disposed and the engaging means are capable of engaging with a chain drive 130. The power unit 125 is provided with a power unit sprocket (not shown), which is coupled to the wheel sprocket 180S through the chain drive 130. Torque or rotating force from the power unit 125 is transferred to the rear wheel 135 through the sprocket assembly 180. The sprocket assembly 180 is operably coupled to the rear wheel hub 135H through the damping member 200.
[00049] Fig. 2 (a) depicts one side view of the damping member 200, in accordance with an embodiment of the present subject matter. Fig. 2 (a) also depicts a cross-sectional view of the damping member 200 taken along axis A-A’. Fig. 2 (b) depicts the other side view of the damping member 200, in accordance with the embodiment of Fig. 2 (a). Also, Fig. 2 (b) depicts a cross-sectional view of the damping member 200 taken along axis D-D’. Fig. 2 (c) depicts a perspective view of the damping member 200, in accordance with the embodiment of Fig. 2 (a) and Fig. 2 (d) depicts another perspective view of the damping member 200, in accordance with the embodiment of Fig. 2 (a). Also, Fig. 2 (e) depicts an enlarged isometric view of the damping member 200. As depicted in Fig. 2 (e), the ring member 225 is having a cylindrical profile and the width of the ring for connecting the first member 205A and 205B is substantially equal to the width of the damping member 200. The width of the ring 225 connecting one damping member 205 with adjacent damping member 210 is smaller to enables accommodation of the lug thereat. Thus, the damping members 205, 210 with the sub-damping members 205A, 205B, 210A, 210B are securely held together.
[00050] The damping member 200 includes plurality of sub-damping member(s) 205, 210, 215, 220 that are annularly disposed adjacent to each other and extending radially to be capable of being accommodated in the wheel hub 135H. In the present embodiment, four sub-damping members 205, 210, 215, 220 are provided. Hereinafter, the term ‘sub-damping member’ refers to individual sub-damping member or the plurality of sub-damping members contextually.
[00051] Fig. 2 (a) depicts a first axial side FA of the damping member 200 that would be abutting with at least a portion of the sprocket assembly 180. Similarly, Fig. 2 (b) depicts a second axial side SA of the damping member 200 that would be abutting with at least a portion of the wheel hub 135H. Thus, the damping member 200 is substantially sandwiched between the sprocket assembly 180 and the wheel hub 135H.
[00052] Each sub-damping member 205, 210, 215, 220 includes a first member 205A, 210A and a second member 205B, 210B that are disposed adjacent to each other forming a set. In a preferred embodiment, the first member 205A, 210A and the second member 205B, 210B are symmetric and have a symmetric cross-section with respect to an imaginary central line. However, in another embodiment, a non-symmetric profile is provided depending on the profile of the wheel hub 135H and other ancillary parts & thus in another embodiment, these may be asymmetrical. The plurality of sub-damping members 205, 210, 215, 220 is integrated with a ring member 225 that is cylindrical. The ring member 225 holds the plurality of sub-damping members 205, 210, 215, 220 at the respective designated positions. In one embodiment, the ring member 225 is integrated with the plurality of sub-damping members 205, 210, 215, 220. Therefore, during assembly of the damping member 200, the probability of occurrence of misalignment and occurrence of any parts being missed is eliminated.
[00053] The damping member 200 includes a gap G1, which extends radially, defined between the first member 205A and the second member 205B of each sub-damping member 205. The gap G1 enables in accommodating a sprocket lug 180L (shown in Fig. 2 (h)) of the sprocket assembly 180, wherein the sprocket assembly abuts the damping member form the first axial side FA. The sprocket lug 180L acts as a contact member of the sprocket assembly, thus interchangeably referred to as a sprocket contact member 180L. Similarly, between successive sub-damping members 205, 210, 215, 220 a second gap G2 is provided that enables accommodation of wheel rib 135R, wherein the wheel ribs extend from the second axial side SA. The wheel rib 135R acts as a contact member for the wheel hub 135H, thus interchangeably referred to as wheel contact member 135R. The second gap G2 extends radially outward with an opening facing outward. For example, the second gap G2 is provided between a second member 210B of one sub-damping member 210 and a first member 205A of an adjacent sub-damping member 210. Also, in the present embodiment, angular difference between successive gaps G1 and G2 is 45 degrees. Angular gap between successive similar types of gaps G1 or G2 is 90 degrees. However, the angular difference provided depends on the number of lugs provided on sprocket assembly 180 and the number of ribs 135R provided on the wheel hub 135H. In other embodiments, depending on an asymmetric disposition of the wheel ribs or the sprocket lugs, the angular disposition of the gaps can also be asymmetric in nature.
[00054] The first member 205A, 210A and the second member 205B, 210B are having inward face(s) FI (shown in Fig. 2 (b)) and outward face(s) FO (shown in Fig. 2 (a)). For example, the inward face FI of the first member 205A and the second member 205B are facing each other with the first gap G1 provided therebetween. Similarly, an outward face FO of the first member 205A of the sub-damping member 205 is adjacent to an outward face FO of the second member 210B of the adjacent sub-damping member 210. In other words, the first gap G1 provided for each sub-damping member 205, 210, 215, 220 enables accommodation of the sprocket lug and the second gap G2 provided between adjacently disposed sub-damping members 205, 210, 215, 220 enables accommodation of the ribs 135R. The cross-section of the damping member 200 taken along axis A-A’ depicts the outward face(s) FO and the axis A-A’ passes along at least a portion of the second gap G2.
[00055] However, in other embodiment, the sub-damping member 205, 210 includes first member 205A, 210A and second member 205B, 210B that are independent members and the aforementioned gaps G1, G2 are formed by virtue of the assembly. However, it is an advantage of the embodiment as depicted in Fig. 2 (a) is that the damping member 200 provides ease of assembly.
[00056] The inward face(s) FI facing the sprocket lug 180L of said wheel sprocket assembly 180 includes a first engaging portion FIE and a first non-engaging portion FIN, wherein the first engaging portion FIE abuts at least portion of the sprocket lug 180L and the first non-engaging portion FIN is away from the sprocket lug (surface) 180L. Similarly, the outward face(s) FO facing the wheel rib(s) 135R of the wheel hub 135H includes a second engaging portion FOE and a second non-engaging portion FON.
[00057] Fig. 2 (f) depicts a cross-sectional view of the damping member 200 taken along axis C-C’ of Fig. 2 (a), in accordance with the embodiment of Fig. 2 (a). Fig. 2 (g) depicts a cross-sectional view of the damping member 200 taken along axis B-B’ of Fig. 2 (a), in accordance with the embodiment as depicted in Fig. 2 (a). The inward face(s) FI is having first engaging portion FIE and first non-engaging portion FIN both formed on the same face FI. The first engaging portion FIE abuts with at least a portion of the sprocket lug 180L, as depicted in Fig. 2 (f). In one embodiment, the damping member 200 has a first width W1 provided to eliminate any interference between the sprocket assembly 180 and the wheel hub 135H. Also, the sprocket lug 180L has a fourth width W4 substantially equal to a width of the engaging portion W4 at FI. The first non-engaging portion FIN of the inward face FI is disposed inward with respect to the first engaging portion FIE of the inward face(s) FI. In other words, the first non-engaging portion FIN of the inward face FI is disposed away from the sprocket lug 180L. The first engaging portion FIE is having a fourth width W4 substantially greater than the second width W2 of the first non-engaging portion FIN. In a preferred embodiment, the inward face(s) FI is having a stepped cross-section, as depicted in Fig. 2 (f). Similarly, the outward face(s) FO are provided with second engaging portion FOE and second non-engaging portion FON.
[00058] In one embodiment, the second non-engaging portion FON is disposed at angle a that is an acute angle. The second non-engaging portion FON is a transition portion between the outward face FO and the first axial face FA.
[00059] The second engaging portion FOE of the outward face(s) FO is abutting at least a portion of the rib 135R. The second non-engaging portion FON is disposed away from the rib 135R. Also, the second engaging portion FOE has a width/thickness W5 substantially greater than a third width W3 of the second non-engaging portion FON. The fifth width W5 of the second engaging portion FOE is substantially equal to the width of the rib 135R. In one embodiment, the -second non-engaging portion FOE is tapering outward away from the gap G2.
[00060] Fig. 2 (h) depicts a perspective view of the sprocket assembly 180 engaged with a damping member 200, in accordance with the embodiment of Fig. 2 (a). Therefore, during acceleration, the sprocket lug 180L of sprocket assembly 180 engages with the first engaging portion FIE of the inward face FI, whereby forces from the sprocket assembly 180 is transferred to the damping member 200. The first engaging portion FIE being provided with fourth width W4 substantially equal to width of the sprocket lug 180L that reduces angular deflection of damping member 200 and also eliminates digging of the sprocket lug 180L into the inward face FI, wherein width W4 is lesser than the width of the entire damping member 200.
[00061] Further, the damping member 200 engages with the wheel rib 135R for transferring the torque to the wheel 135. The fifth width W5 of the second engaging portion FOE of the outward face FO is substantially equal to the width of the wheel rib 135R thereby reducing any elastic deformation. Further, the second non-engaging portion FON defines the clearance between the surface supporting the sprocket lugs 180L and the wheel rib 135R thereby maintaining sufficient clearance between the metallic/rigid parts. Further, the first width W1 of the damping member 200 being substantially greater than the fourth width W4 and fifth width W5 thereby enabling the damping member 200 to always maintain a pre-determined clearance between the sprocket assembly 180L and the wheel hub 135H even in maximum compressed position in the lateral direction of the vehicle.
[00062] Also, from Fig. 2 (g) the first axial face FA of the damping member is provided with a profile to match the profile of the wheel hub 135H. In the present embodiment, the wheel hub 135H has a stepped profile and the first axial face FA is provided with depression to accommodate the stepped profile of the wheel hub 135H (shown in Fig. 2 (i)).
[00063] Fig. 2 (i) depicts an enlarged view of the wheel 135 employed with the damping member 200, in accordance with the embodiment of Fig. 2 (a). The inner cylindrical circumferential surface of the wheel hub 135H is provided with plurality of stoppers 135S. In the present embodiment, the stopper 135S is a strip having ends provided with bum portion(s). The bump portion(s) are protrusions extending radially inward towards axle portion 135A. Each of the sub-damping members 205 is provided with a scoop portion SP (shown in Fig. 2 (b) and Fig. 2 (h)) disposed on the outer peripheral surface. For example, the first member 205A and the second member 205B are provided with scoop portion SP, which is a depression on the outer peripheral surface. At least a portion of the scoop portion SP abuts with the bumps of the stopper 135S, whereby a clearance is provided between the stopper and the damping member 200 to accommodate any elastic deformation during transfer of torque.
[00064] 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 above disclosure. Therefore, within the scope of claims of the present subject matter, the present disclosure may be practiced other than as specifically described. ,CLAIMS:We claim:
1. A vehicle (100) comprising:
a wheel (135);
a sprocket assembly (180); and
a damping member (200) comprising:
plurality of sub-damping member(s) (205, 210, 215, 220) annularly disposed about a wheel hub (135H) of said wheel (135), each sub-damping member (205, 210) of said plurality of sub-damping member(s) (205, 210, 215, 220) includes a first member (205A, 210A) and a second member (205B, 210B), said first member (205A, 210A) and said second member (205B, 210B) comprises an inward face(s) (FI) and an outward face(s) (FO), said outward face(s) (FO) facing a hub contact member (135R) of said wheel hub (135H) and said inward face(s) (FI) facing a sprocket contact member (180L) of said sprocket assembly (180) functionally coupled to said wheel (135);
characterized in that,
at least one face(s) of said inward face(s) (FI) and said outward face(s) (FO) is provided with an engaging portion (FIE, FOE) and a non-engaging portion (FIN, FON), and said engaging portion (FIE, FOE) abutting at least a portion of the contact member (135R, 180L) of said hub contact member (135R) and said sprocket contact member (180L) respectively.
2. The vehicle (100) as claimed in claim 1, wherein said inward face(s) (FI) includes a first engaging portion (FIE) and a first non-engaging portion (FIN), said first engaging portion (FIE) is disposed abuttingly with at least a portion of a sprocket lug (180L) acting as said sprocket contact member (180L), and said first non-engaging portion (FIN) of the inward face (FI) is disposed non-abuttingly away from said sprocket lug (180L).
3. The vehicle (100) as claimed in claim 1, wherein said outward face(s) (FO) includes a second engaging portion (FOE) and a second non-engaging portion (FON), said second engaging portion (FOE) is disposed abuttingly with at least a portion of a wheel rib (135R) acting as said hub contact member (135R), and said second non-engaging portion (FON) is disposed non-abuttingly away from the wheel rib (135R).
4. The vehicle (100) as claimed in claim 2, wherein said sprocket lug (180L) is disposed between the inward face(s) (FI) of said first member (205A, 210A) and said second member (205B, 210B) of said sub-damping member (205, 210).
5. The vehicle (100) as claimed in claim 3, wherein said wheel rib (135R) is disposed between the outward face (FO) of said first member (205A) of said sub-damping member (205) and the outward face (FO) of a second member (210B) of another sub-damping member (210) disposed annularly adjacent to said sub-damping member (205).
6. The vehicle (100) as claimed in claim 2, wherein said inward face(s) (FI) is having a stepped profile, wherein said first non-engaging portion (FIN) is disposed inward with respect to the first engaging-portion (FIE) forming said stepped profile.
7. The vehicle (100) as claimed in claim 3, wherein said second non-engaging portion (FON) of said outward face(s) (FO) is extending inclinedly away from the wheel hub lug (135R), and said second non-engaging portion (FON) is disposed an angle (a) that is acute angle.
8. The vehicle (100) as claimed in claim 2, wherein said first non-engaging portion (FIN) includes a scooped portion (SP) provided at an outer periphery of the damping member (200), and said wheel hub (135H) is provided with a stopper (135S) conforming with at least a portion of said scooped portion (SP).
9. The vehicle (100) as claimed in claim 2 or 3, wherein said second non-engaging portion (FON) is disposed on one axial side (FA) of the damping member (200) and said second non-engaging portion (FIN) is disposed on another axial side (SA) of the damping member (200).
10. The vehicle (100) as claimed in claim 2, wherein said damping member (200) has a first width (W1) and said first engaging portion (FIE) provided with a fourth width (W4) which is substantially equal to a width of said sprocket lug (180L), and said fourth width (W4) is substantially smaller than said first width (W1).
11. The vehicle (100) as claimed in claim 3, wherein said damping member (200) has a first width (W1) and said second engaging portion (FOE) provided with a fifth width (W5) is substantially equal to a width of said wheel rib (135R), and said fifth width (W5) is substantially smaller than said first width (W1).
12. A damping member (200) for a vehicle (100), said damping member (200) comprising:
plurality of sub-damping member(s) (205, 210, 215, 220), each sub-damping member (205, 210) of said plurality of sub-damping member(s) (205, 210, 215, 220) includes a first member (205A, 210A) and a second member (205B, 210B) disposed with a gap (G1) therebetween, said first member (205A, 210A) and said second member (205B, 210B) comprises an inward face(s) (FI) and an outward face(s) (FO);
characterized in that,
at least one face(s) of said inward face(s) (FI) and said outward face(s) (FO) is provided with an engaging portion (FIE, FOE) and a non-engaging portion (FIN, FON), and said non-engaging portion (FIN, FON) is disposed non-abuttingly inward with respect to said engaging portion (FIE, FOE).
13. The damping member (200) as claimed in claim 12, wherein said plurality of sub-damping member(s) (205, 210, 215, 220) are annularly disposed adjacent to each other and said plurality of sub-damping member(s) (205, 210, 215, 220) being functionally connected with a ring member (225), and said sub-damping member(s) (205, 210, 215, 220) and said ring member (225) are integrally formed, said ring member (225) connecting the first member (205A, 210A) and the second member (205B, 210B) is having a width substantially equal to the width of the damping member (200) and said ring member (225) connecting the first member (205A) of one damping member (205) with the second member (210B) of another damping member (210) is having a width substantially smaller than width of the damping member (200).
14. The damping member (200) as claimed in claim 12, wherein said damping member (200) has a first width (W1) and said engaging portion(s) (FIE, FOE) are provided with a width (W4, W5) substantially lesser than the first width (W1) and said non-engaging portion(s) (FIN, FON) are having width (W2, W3) smaller than the width of said first width (W1) and said with (W4, W5) of said engaging portion(s) (FIE, FOE).