Description:TECHNICAL FIELD
This disclosure relates generally to suspension systems, and more particularly to a suspension system with variable stiffness.

BACKGROUND
Suspension systems are mostly used in machineries and automobiles to isolate structures from vibrations. Vibrations are undesirable in many domains, primarily engineered systems and habitable spaces, and several methods have been developed to prevent the transfer of vibrations to such systems. Vibrations propagate via mechanical waves and certain mechanical linkages which conduct vibrations more efficiently than others. Vibration isolation can be achieved by use of materials and mechanical linkages that absorb and damp these mechanical waves. In automobiles, various types of suspension systems comprising mechanical connections, springs, and dampers are utilized which connect the wheels to the chassis. The suspension systems in automobiles manage the vehicle’s handling and braking for safety, and keeping passengers comfortable from bumps, vibrations, and other factors.
However, due to dynamic factors such as different types of machineries, such as different types of machineries and automobiles, operating conditions such as road types and load conditions and vehicle’s handling manner, the properties of suspension system required would be different.
Accordingly, there is a requirement for an optimum suspension system which may be utilized for various types of machineries and operating conditions.

SUMMARY
In one embodiment, a suspension system is provided. The suspension system may include a suspension spring with a plurality of coils. The plurality of coils may have a pre-defined pitch. The suspension system may further include a coil locker which may further include a plurality of c-locks. The c-locks may have a second pre-defined pitch. In an embodiment, the second pre-defined pitch may be less than the first pre-predefined pitch. The plurality of c-locks may be configured to be associated with the set of plurality of coils of the suspension spring. The suspension system may further include a first motor which may be configured to screw-lock the coil locker onto the suspension spring in order to set a desired stiffness of the suspension spring. In an embodiment, the desired stiffness of the suspension spring may be set by varying the first pre-defined pitch by rotating the plurality of c-locks in a clockwise or anticlockwise direction by screw-locking the coil locker onto at least two consecutive coils of the set of coils, thereby offsetting the first pre-defined pitch based on the second pre-defined pitch.
In another embodiment, a suspension system is disclosed. The suspension system may include a spring, a piston which may be connected to a first end of the spring. The suspension system may further include a holder which may be attached to a periphery of the piston. The holder may further include a first end which may include a bottom cup. The bottom cup may further include a coil turn locker which may include a plurality of c-locks. The plurality of c-locks may be configured to be movably coupled to at least first two coils of the spring which may be provided on the first end of the spring. The suspension system may further include an actuation unit which may include a first motor which may be associated to the bottom cup. The suspension system may further include a processor which may be configured to determine a desired spring pitch based on one or more parameters and generate control signals for the actuation unit to actuate the first motor in order to screw-lock the coil locker around the spring in order to adjust a pitch of the spring based on the determined desired pitch.
In yet another embodiment, a method to adjust suspension stiffness is disclosed. The method may include determining a desired stiffness of a suspension spring which may comprise a first-pre-defined pitch. In an embodiment, the desired stiffness may be determined based on one or more parameters. The method may further include generating a control signal to in order to achieve the desired stiffness by actuating a first motor. In an embodiment, the actuation of the first motor may be configured to screw-lock a coil locker around one or more coils of the suspension spring. In an embodiment, the coil locker may include a plurality of c-locks having a second pre-defined pitch. In an embodiment, the desired stiffness may be achieved by offsetting the first pre-defined pitch based on the second pre-defined pitch based on the rotation of the plurality of c-locks in a clockwise or anti-clockwise direction.
It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the invention, as claimed.

BRIEF DESCRIPTION OF THE DRAWINGS
The accompanying drawings, which are incorporated in and constitute a part of this disclosure, illustrate exemplary embodiments and, together with the description, serve to explain the disclosed principles.
FIG. 1 is a block diagram of a suspension optimization system for varying suspension stiffness, in accordance with an embodiment of the present disclosure.
FIG. 2A illustrates a front view of a suspension unit is illustrated, in accordance with some embodiments of the present disclosure.
FIG. 2B illustrates a section front view of the suspension unit in an unlocked state, in accordance with an embodiment of the present disclosure.
FIG. 3 illustrates a flowchart depicting a pre-load control logic for actuating the actuation unit to optimizing the stiffness and ride height of the suspension unit, in accordance with an embodiment of the present disclosure.
FIG. 4 illustrates a flowchart of a method to adjust suspension stiffness, in accordance with some embodiment of the present disclosure.

DETAILED DESCRIPTION
The foregoing description has broadly outlined the features and technical advantages of the present disclosure in order that the detailed description of the disclosure that follows may be better understood. Additional features and advantages of the disclosure will be described hereinafter which forms the subject of the claims of the disclosure. It should be appreciated by those skilled in the art that the conception and specific embodiments disclosed may be readily utilized as a basis for modifying other devices, systems, assemblies and mechanisms for carrying out the same purposes of the present disclosure. It should also be realized by those skilled in the art that, such equivalent constructions do not depart from the scope of the disclosure as set forth in the appended claims. The novel features which are believed to be characteristics of the disclosure, to its device or system, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying figures. It is to be expressly understood, however, that each of the figures is provided for the purpose of illustration and description only and is not intended as a definition of the limits of the present disclosure.
The terms “including”, “comprises”, “comprising”, “comprising of” or any other variations thereof, are intended to cover a non-exclusive inclusions, such that a system or a device that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or device. In other words, one or more elements in a system or apparatus proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus.
Reference will now be made to the exemplary embodiments of the disclosure, as illustrated in the accompanying drawings. Wherever possible, same numerals have been used to refer to the same or like parts. The following paragraphs describe the present disclosure with reference to FIGs. 1-4. It is to be noted that the system may be employed in any vehicle including but not limited to a passenger vehicle, a utility vehicle, commercial vehicles, and any other vehicle with an exhaust system. For a sake of clarity, a vehicle is not shown.
Presently, in natural gas-based vehicles, a single large compressed natural gas (CNG) cylinder may be fitted in a rear compartment of the vehicle. However, packaging the cylinder in the rear compartment of the vehicle reduces the available storage space of the vehicle. Further, in order to enable access to the spare wheel, which is generally packaged in the rear compartment of the vehicle, the CNG cylinder should be mounted at a substantially higher level. Such arrangement makes further reduces the storage space and further makes decoupling of the spare wheel from the vehicle difficult. Therefore, it is desirable to provide an integrated mounting system that can mount the CNG cylinder(s) and the spare wheel on the vehicle in a compact manner, thereby creating sufficient storage space in the vehicle.
FIG. 1 is a block diagram of a suspension optimization system for varying suspension stiffness, in accordance with an embodiment of the present disclosure.
Referring now to FIG. 1, a block diagram indicating a network implementation of suspension optimization system 100 for varying suspension stiffness is illustrated, in accordance with an embodiment of the present disclosure. By way of an example, a suspension in a vehicle may include springs or shock absorbers connecting the wheels and axles to the chassis of a wheeled vehicle. In an exemplary embodiment, suspension systems may be used in various industrial application such as the assembly lines, manufacturing units for dampening the movements of the conveyors, vibrations of the machines, etc.
The system 100 may include an optimization device 102. By way of an example, the optimization device 102 may be implemented in any computing device which may be configured or operatively connected with a control unit 112. The control unit 112 may be communicably connected in turn to an actuation unit 104. The actuation unit 104 is operatively or electrically coupled to a suspension unit 116. The suspension unit 116 may include but not limited to one or more suspension springs which may be described in greater detail below. Further, one or more users 114 may communicate with the system 100 through one or more user input/output devices 106 provided in an optimization device 102. The optimization device 102 may be communicatively coupled to a control unit 112 and the actuation unit 104 through a wireless or wired communication network (not shown). In an embodiment, the user 114 may be a driver of a vehicle comprising the suspension unit 116. In an embodiment, the input/output device 106 may be include a variety of computing systems, including but not limited to, a laptop computer, a desktop computer, a notebook, a workstation, a portable computer, a personal digital assistant, a handheld or a mobile device.
The optimization device 102 may include a processor 108 and a memory 110. The memory 110 may store instructions that, when executed by the processor 108, cause the processor 108 to perform optimization of the suspension stiffness of the suspension unit 116 by actuating the actuation unit 104, as discussed in greater detail below. The memory 110 may be a non-volatile memory or a volatile memory. Examples of non-volatile memory may include, but are not limited to a flash memory, a Read Only Memory (ROM), a Programmable ROM (PROM), Erasable PROM (EPROM), and Electrically EPROM (EEPROM) memory. Examples of volatile memory may include but are not limited to Dynamic Random Access Memory (DRAM), and Static Random-Access memory (SRAM). The memory 110 may also store various operational parameters of the vehicle to which the suspension unit 116 is attached (e.g. vehicle speed, road conditions, GPS information, load parameters, operating parameters, etc.) that may be captured, processed, and/or required by the system 100 using one or more sensors (not shown).
In an embodiment, the communication may be based on a wired or a wireless network connection or a combination thereof. The communication may be implemented as one of the different types of networks, such as Common Industrial Protocol (CIP) network, Automotive Ethernet DeviceNet network, ethernetIP network, intranet, local area network (LAN), wide area network (WAN), the internet, Wi-Fi, LTE network, CDMA network, and the like. Further, the can either be a dedicated network or a shared network. The shared network represents an association of the different types of networks that use a variety of protocols, for example, CAN, CAN FD, PSI5, LIN, FlexRay, Common Industrial Protocol (CIP), Open Platform Communication (OPC) protocols, Transmission Control Protocol/Internet Protocol (TCP/IP), Wireless Application Protocol (WAP), and the like, to communicate with one another. Further the communication may be implemented through a variety of network devices, including routers, bridges, servers, computing devices, storage devices, cables, and the like.
In an embodiment, the control unit 114 may be include various controllers (not shown) which may be configured to monitor and control various components of the vehicle. In an embodiment, the controllers may execute one or more control algorithms to facilitate monitoring and control of the components such as, but not limited to, one or more sensors for determining the speed, load, etc. According to the current disclosure, the controllers may generate one or more control signals for actuation of the actuating unit 104 based on one or more parameters associated to the vehicle in order to optimize the suspension unit 116 to vary suspension stiffness. In an embodiment, controllers may include software executable controllers which may be implemented on hardware platform or a hybrid device that combines controller functionality and other functions such as visualization. The control software or algorithms executed by automobile controllers may include coding or algorithm to process input signal read from the vehicle components or industrial devices or sensors, etc.
In an embodiment, the processor 108 may be configured to determine one or more parameters of the device such as a vehicle to optimize the stiffness of the suspension unit 116. In an exemplary embodiment, controllers may be operated with hardwired inputs and outputs that communicate with the vehicle to monitor the associated one or more parameters and optimize the stiffness of the suspension system 116 based on the one or more parameters. The controller I/O can include digital I/O that may be transmitted and received as discrete voltage signals to and from the devices the device such as a vehicle or a machinery, or analog I/O that transmits and receives analog voltage or current signals to and from the devices. The controller I/O can be received by the control unit 112 which may then be processed to covert from analog to digital or digital to analog signals in order to be read into and controlled by the control programs or the components using one or more analog to digital convertors or digital signal processing algorithms. In an embodiment, the control unit 112 may transmit the signals to the optimization device 102, which in turn may save the data in a memory 110. In an embodiment, the parameters detected from the vehicle may include but not limited to occupant load, speed, rpm of wheels, type of vehicle, etc. Based on the detected parameters a desired stiffness and a desired ride height of the vehicle may be determined by the processor 108. In an embodiment, the processor 108 may utilize a predefined lookup table (not shown) saved in the memory 110 in order to determine the desired stiffness and the desired ride height of the suspension unit 116 based on the one or more parameters of the vehicle.
The suspension unit 116 may have a pre-defined stiffness in terms of pre-defined pitch of the suspension spring 202 and a pre-defined ride height of the vehicle. The processor 108 may transmit the determined desired stiffness and the desired ride height of the suspension unit 116 to the control unit 112 to generate control signals for actuating the actuation unit 104 in order to optimize the stiffness of the suspension unit 116 to set it equal to the determined desired stiffness and the ride height of the vehicle as per the determined desired ride height as discussed in detail below.
Referring now to FIG. 2A, a front view of a suspension unit 116 is illustrated, in accordance with some embodiments of the present disclosure. As is illustrated, the suspension unit 116 is depicted in a locked state and may include a suspension spring 202 also referred hereinafter as spring 202. The spring 202 may comprise of a plurality of coils have may have a first predefined pitch x in an unlocked state. The spring 202 may be attached to a piston 204 from a first end 206, the piston 204 in turn may be connected to a chassis of a vehicle (not shown). The spring 202 may be connected an axle of wheel of a vehicle (not shown) from a second end 208. Further, the suspension unit 116 may include an actuation unit 104 coupled to the piston 204 and the spring 202 from the first end 206.
The actuation unit 104 may include a holder 210 which may be shaped as a conical cup comprising a first side 212 and a second side 214.
The first side 212 may be bigger in length than the second side 214. The holder 210 may be attached to the periphery of the piston 204 such that the piston 204 passes through the axial axis (A-A’) of the holder 210. Further, the holder 210 from the first end 212 is rotatably coupled to a bottom cup 216. In addition, the holder 210 from the second end 214 is rotatably coupled to a top cup 218. The bottom cup 216 and the top cup 218 may be rotatably coupled to the holder 210.
The bottom cup 216 includes a coil locker 220 which in turn may include a plurality of c-locks 222. The c-locks 222 may be configured to screw-lock onto the consecutive coils of the spring 202 and have a second predefined pitch y. The bottom cup 216 may include grooves on its outer periphery which may be rotatably coupled or aligned to the grooves of a first gear 224. The first gear 224 is rotatably actuated by a first motor 226. The actuation of the first motor 226 may rotate the first gear 224 which in turn may rotate the bottom cup 216 in a clockwise or an anticlockwise direction and which in turn may rotate the coil locker 220 in a clockwise or an anticlockwise direction. The rotation of the coil locker 220 may screw lock the c-locks onto the coils of the spring. The coil locker 220 as shown in FIG. 2A may include two c-locks 222 which may have a second pre-defined pitch y. The second predefined pitch y may be lesser than the first predefined pitch x of the spring 202. In an embodiment, the coil locker 220 may include two or more c-locks 222 having a predefined pitch lesser than the first predefined pitch x of the spring 202. Further, the c-locks 222 may be rotatably coupled to a set of coils 228 of the spring 202 from the first end 206. Based on the locking and unlocking of at least two consecutive coils from the set of coils 228 of the spring 202 based on the rotational movement of the coil locker 220 in a clockwise or anticlockwise direction or vice versa as per design choice, a predefined pitch x of the spring 202 may be offset to make the pitch equal to a desired pitch z determined by the processor 108 based on the one or more parameters of the vehicle. The coil locker 220 may lock the consecutive coils from the set of coils 228 of the spring 202 in the c-locks 222 and lock them from getting compressed thereby reducing an active number of coils of the spring 202 and thereby increasing the stiffness of the spring by offset the first predefined pitch x of the spring 202 based on the second predefined pitch y of the c-locks 222. In an embodiment, the number of consecutive coils of the set of coils 228 to be locked are determined based on the determined desired stiffness of the spring 202 using equation (1) given below, where k represents spring constant, d represents wire diameter/thickness, N represents number of unlocked coils of the spring or active coils of the spring and G represents modulus of rigidity.
k=(G *d^4)/(8*N*D^3 ) …………………. (1)
The actuation unit 104 may also include top cup 218 which may be coupled to a guide 230. The guide 230 may be rotated based on the rotation of the top cup 218. As shown in FIG. 2A, the piston 204 may include a threaded periphery 232. The threaded periphery 232 may extend in a diagonally upward direction along a length of the piston 204 and may comprise of two or more grooves or notches. As shown in FIG 2A, the threaded periphery 232 may comprise of, but not limited to, two grooves 242 and 244. In an embodiment, the top cup 218 may include a toothed periphery rotatably coupled to a second gear 238. The teeth of the second gear 238 are aligned with the teeth of the toothed periphery of the top cup 218. The actuation of the second motor 240 may rotate the second gear 238 which in turn may rotate the top cup 218 in a clockwise or an anticlockwise direction. Accordingly, the top cup 218 is rotated in a clockwise or an anticlockwise direction based on the rotation of the second gear 238 based on the actuation of a second motor 240 which in turn may slide the guide 230 in a clockwise or an anticlockwise direction over the threaded periphery 232. The guide 230 may traverse over the threaded periphery 232 to be locked into a first groove 242 or a second groove 244. The movement of the guide 230 from the first groove 242 to the second groove and vice versa may be based on both the rotatory movement of the top cup 218 and may be facilitated based on the compressive movement of the spring 202. By locking the guide 230 in the first groove 242 or the second groove 244, ride height of the vehicle may be set based on a determined ride height. In an embodiment, a vehicle may have a predefined ride height which may be offset based on the movement of the guide 230 from a first groove 242 to the second groove 244. The wheel to body displacement of the vehicle when being driven on rough roads is high thus requiring a higher ride height. The first groove 242 may be provided in order to keep the ride height at a pre-defined ride height level. Based on the determination of vehicle parameters such as occupant load, etc. in case there is a requirement of increasing the ride height the guide 230 may be rotated based on the movement of the top cup thereby pulling the top cup 218 upwards which in turn may increase the length of the spring 202 thereby increasing the pitch x of the spring 202 and the ride height of the vehicle. In an embodiment, the actuation of the first motor 226 and the second motor 240 may be performed in order to adjust the stiffness of the spring 202 and the ride height as per the desired stiffness and the desired ride height.
FIG. 2B illustrates a section front view of the suspension unit in an unlocked state, in accordance with an embodiment of the present disclosure.
Referring now to FIG. 2B, the plurality of consecutive coils from the set of coils 228 of the spring 202 are depicted in an unlocked state such that the spring 202 may have a first pre-defined pitch x. Accordingly, based on the actuation of the first motor 226 and the rotation of the first gear 224, the coil locker 220 may screw-lock onto the consecutive coils from the set of coils 228 such that coils 228 the may be unlocked or locked into the c-locks 222 in order to decrease or increase the pitch of active coils of the spring 202. In an embodiment, the active coils of the spring 202 may be characterized to be the coils which are not locked in the coil locker 220. In an embodiment, the first motor 226 and the second motor 240 may be, but not limited to, servo motors. The holder 210, the top cup 218 and the bottom cup 216 may be made from a strong and rigid material selected from a metal (for example, Steel, Aluminum, etc.) or an alloy.
FIG. 3 illustrates a flowchart 300 depicting a pre-load control logic for actuating the actuation unit 104 to optimizing the stiffness and ride height of the suspension unit 116, in accordance with an embodiment of the present disclosure.
At step 302, the processor 108 may determine if a speed of the vehicle is below a first threshold level. In an embodiment, the first threshold level may be equal to less than 5 km/h. In case at step 302, the processor 108 determines that the speed of the vehicle is below the first threshold level, a number of occupants in the vehicle may be determined at step 304. In case, the speed of the vehicle is above the first threshold level, the optimization of the suspension unit 116 is aborted at step 306. Subsequent to the determination of number of occupants at step 304, a total weight of the occupants may be determined at step 308. In case, the total weight of the occupants is less than a second threshold level then the processor 108 may select a soft setting configuration of the suspension unit 116 at step 310. In an embodiment, the soft setting configuration the suspension unit 116 may be characterized with respect to selection of more number of coils of spring 202 by the coil locker 220 in the locking state. In case, the total weight of the occupants is greater than the second threshold level then the processor 108 may select a medium setting configuration at step 312. In an embodiment, the medium setting configuration may be characterized with respect to selection of less number of coils of spring 202 by the coil locker 220 in the locking state. In an embodiment, the first motor 226 may be actuated accordingly to provide an appropriate rotation of the first gear 224 based on the selection of the corresponding soft setting configuration or the medium setting configuration by the processor 108. In an embodiment, a lookup table may be predefined in the memory 110 of the optimization device 102 based on which the processor 108 may determine the rotational speed of the first motor 226 and accordingly the control unit 112 may generate the control signals for the actuation of the first motor 226 of the actuation unit 104.
Subsequent to the selection of the soft setting configuration or the medium setting configuration by the processor 108 at steps 310 or 312 respectively, the processor 108 may determine at step 314, if the speed of the vehicle is less than a third threshold level. In an embodiment, the second threshold level may be predefined as 40 km/hr. In case, at step 314, if the speed of the vehicle is determined to be less than the third threshold level, the actuation unit 114 may be actuated to set the suspension stiffness and the ride height of the vehicle as per the determined desired stiffness level and the desired ride height of the vehicle before being loaded or at a pre-load condition.
FIG. 4 illustrates a flowchart 400 of a method to adjust suspension stiffness, in accordance with some embodiment of the present disclosure.
At step 402, the processor 108 may determine a desired stiffness of a suspension spring 202 of a vehicle. In an embodiment, the suspension spring 202 may have a first predefined pitch. In an embodiment, the desired stiffness of the suspension spring 202 may be determined based on one or more parameters associated to the vehicle.
At step 404, the processor 108 may transmit the determined stiffness to the control unit 112, based on which the control unit 112 may generate a control signal for actuating a first motor to in order to achieve the desired stiffness.
At step 404, the first motor may be actuated to rotate a first gear 224 which is rotatably coupled to the bottom cup comprising grooves on its periphery. The grooves of the first gear 224 are aligned with grooves provided on the periphery of the bottom cup so that rotation of the first gear 224 in turn may rotate the bottom cup which in turn may screw lock the coil locker 220 onto the set of coils 228 in a clockwise or an anticlockwise direction in order to lock or unlock the set of coils 228 in the c-locks 222 of the coil locker 220.
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.
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 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 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.”
In addition, where features or aspects of the disclosure are described in terms of Markush groups, those skilled in the art will recognize that the disclosure is also thereby described in terms of any individual member or subgroup of members of the Markush group.
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.
, C , Claims:CLAIMS

I/We Claim:

1. A suspension system (100) of a vehicle, comprising:
a suspension spring (202) with a plurality of coils having a first pre-defined pitch;
a coil locker (220) comprising a plurality of c-locks (222) with a second pre-defined pitch,
wherein the second pre-defined pitch is smaller than the first pre-defined pitch, and
wherein the plurality of c-locks (222) is configured to be associated with a set of the plurality of coils (228);
a first motor (226) configured to screw-lock the coil locker (220) onto the suspension spring (202) in order to set a desired stiffness of the suspension spring (202),
wherein the desired stiffness of the suspension spring (202) is set by varying the first pre-defined pitch by rotating the plurality of c-locks (222) in a clockwise or anticlockwise direction by screw-locking the coil locker (220) onto at least two consecutive coils of the set of coils (228), thereby offsetting the first pre-defined pitch based on the second pre-defined pitch, and wherein the desired stiffness of the suspension spring is determined based on one or more parameters associated with the vehicle.

2. The suspension system (100) as claimed in claim 1, wherein the one or more parameters associated with the vehicle comprises a type of the vehicle, a speed of the vehicle, and a load of the vehicle.

3. The suspension system (100) as claimed in claim 1, wherein the first motor (226) actuates a first gear (224) onto a toothed periphery of the coil locker (220) in order to screw-lock the coil locker (220) onto the suspension spring (202).

4. The suspension system (100) as claimed in claim 1, comprises:
a piston (204) mechanically coupled to an upper end (206) of the suspension spring (202);
a holder (210) attached to a periphery of the piston (204) at the upper end (206), wherein the holder (210) comprises:
a first end (212) mechanically coupled to the coil locker (220); and
a second end (214) mechanically coupled to a guide (230); and
a second motor (240) configured to slidably move the guide (230) between at least two grooves (242, 244) in a threaded periphery (232) of the piston (204) in order to set a desired height of the piston (204),
wherein the desired height is correlated to the desired stiffness of the suspension spring (202).

5. The suspension system (100) as claimed in claim 4, wherein the second motor (240) actuates a second gear (238) onto a toothed periphery of the holder (210) in order to slidably move the guide (230) among the at least two groves (242, 244).

6. The suspension system (100) as claimed in claim 4, wherein the piston (204) is mechanically coupled to a body of the vehicle, thereby adjusting a ride height of the vehicle.

7. A suspension system (100) of a vehicle, comprising:
a spring (202);
a piston (204) connected to a first end (206) of the spring (202);
a holder (210) attached to a periphery of the piston (204), the holder (210) comprising:
a first end (212), comprising:
a bottom cup (216), comprising:
a coil locker (220) comprising a plurality of c-locks (222), wherein the plurality of c-locks (222) are configured to be movably coupled to at least first two coils (228) of the spring (202) on the first end (206) of the spring (202);
an actuation unit (104) comprising:
a first motor (226) associated to the bottom cup (216);
a processor (108) configured to
determine a desired spring pitch based on one or more parameters associated to the vehicle; and
generate control signals for the actuation unit (104) to:
actuate the first motor (226) to screw-lock the coil locker (220) around the spring (202) in order to adjust a pitch of the spring (202) based on the determined desired pitch.

8. The suspension system (100) as claimed in claim 7, wherein the holder (210) comprises a second end (214) comprising:
a guide (230) configured to be slidably coupled to the piston (204);
a top cup (218) positioned between the first end (212) and the second end (214) and movably coupled to the guide (230), wherein
the piston (204) comprises a threaded periphery (232) with a first groove (242) and a second groove (244).

9. The suspension system (100) as claimed in claim 7, wherein the actuation unit (104) comprises a second motor (240) associated to the top cup (218).

10. The suspension system (100) as claimed in claim 9, wherein the processor (108) is configured to generate control signals for the actuation unit (104) to actuate the second motor (240) to slide the guide (230) over the threaded periphery (232) in order to lock the guide (230) in the first groove (242) or the second groove (244).

11. A method (400) to adjust suspension stiffness, comprising:
determining a desired stiffness of a suspension spring (202) of a suspension (116) of a vehicle, wherein the suspension spring (202) comprises a first-pre-defined pitch, and
wherein the desired stiffness is determined based on one or more parameters associated to the vehicle;
generating a control signal for actuating a first motor (226) in order to achieve the desired stiffness, wherein
the actuation of the first motor (226) comprises:
screw-locking a coil locker (220) around one or more coils (228) of the suspension spring (202), wherein the coil locker (220) comprises a plurality of c-locks (222) having a second pre-defined pitch, and wherein the desired stiffness is achieved by offsetting the first pre-defined pitch based on the second pre-defined pitch based on the rotation of the plurality of c-locks (222) in a clockwise or anti-clockwise direction.

12. The method (400) as claimed in claim 11, comprising actuating a second motor (240) based on the generated control signals in order to set a guide (230) of the suspension (116) to a first position (242) or a second position (244) by sliding the guide (230) over a threaded periphery (232) of a piston (204) of the suspension (116) in order to set a desired height of the suspension (116).

13. The method (400) as claimed in claim 11, wherein the control signals for actuating the first motor (226) and the second motor (240) are generated in case a speed of the vehicle is below a first predefined threshold.