Description:FORM 2

THE PATENTS ACT, 1970
(39 of 1970)
&
THE PATENT RULES, 2003

COMPLETE SPECIFICATION
(See Section 10 and Rule 13)

Title of invention:
DOUBLE-SIDED SWINGARM ASSEMBLY

Applicant:
River Mobility Private Limited
A company based in India,
Having its address as:
No. 25/3, KIADB EPIP Zone, Seetharampalya, Hoodi Road, Mahadevapura, Whitefield, Bengaluru, Karnataka, India- 560048

The following specification describes the invention and the manner in which it is to be performed.
PRIORITY INFORMATION
[0001] The present application does not claim priority from any other application.
TECHNICAL FIELD
[0002] The present invention relates generally to an assembly for a mechanical part of a vehicle. More particularly, the invention relates to an assembly for a double-sided swingarm for an electric vehicle.
BACKGROUND
[0003] Double-sided swingarm apparatus is a component of a two-wheeler, such as a motorcycle, that connects the rear wheel to the frame of the vehicle. The swingarm allows for vertical movement of the rear wheel, which provides better stability and control to the vehicle during acceleration, deceleration, and cornering.
[0004] In traditional two-wheelers, the swingarm is mounted on the frame of the vehicle, and the motor and drivetrain are located separately from the swingarm.
SUMMARY
[0005] Before the present invention is described, it is to be understood that this application is not limited to the particular invention described, as there can be multiple possible embodiments which are not expressly illustrated in the present disclosures. It is also to be understood that the terminology used in the description is for the purpose of describing the particular implementations or versions or embodiments only and is not intended to limit the scope of the present application. This summary is provided to introduce aspects related to an assembly for a double-sided swingarm for an electric vehicle. This summary is not intended to identify essential features of the claimed subject matter nor is it intended for use in determining or limiting the scope of the claimed subject matter.
[0006] In one implementation, an assembly for a double-sided swingarm is disclosed. The assembly may comprise a first-side swingarm. Further, the assembly may comprise an intermediate part connected to the first-side swingarm. The intermediate part may comprise a mounting structure comprising at least one of a mounting aperture, a mounting bracket, a mounting frame, and the like. The mounting structure may be used to mount a motor assembly. In an embodiment, the mounting structure may comprise an adjustable pivot to accommodate stretching of a drivetrain belt. Further, the assembly may comprise a second-side swingarm. The second-side swingarm may be connected to the intermediate part. Further, the second-side swingarm may comprise a Two-Stage Reduction Drivetrain (TSRD) assembly. The TSRD assembly comprises a set of pulleys, and the drivetrain belt may be mounted on the second-side swingarm. The set of pulleys may comprise a primary pulley, an intermediate pulley, and a secondary pulley. The first-side swingarm, the intermediate part, and the second-side swingarm may be connected using a connecting assembly.
BRIEF DESCRIPTION OF THE DRAWINGS
[0007] The detailed description of embodiments is better understood when read in conjunction with the appended drawings. For the purpose of illustrating the disclosure, example constructions of the disclosure are shown in the present document; however, the disclosure is not limited to the specific assembly disclosed in the document and the drawings.
[0008] The detailed description is given with reference to the accompanying figures.
[0009] Figure 1 illustrates an embodiment of an assembly for a double-sided swingarm, in accordance with an embodiment of the present subject matter.
[0010] Figure 2 illustrates an example of an electric vehicle having a double sided swingarm, in accordance with an embodiment of the present subject matter.
[0011] Figure 3 illustrates an embodiment of a second-side swingarm, in accordance with an embodiment of the present subject matter.
[0012] Figure 4 illustrates an embodiment of a first-side swingarm, in accordance with an embodiment of the present subject matter.
[0013] Figures 5A, 5B, 5C illustrate an embodiment of an intermediate part, in accordance with an embodiment of the present subject matter.
[0014] Figure 6 illustrates an embodiment of a motor assembly, in accordance with an embodiment of the present subject matter.
[0015] Figure 7 illustrates an embodiment of an intermediate pulley, in accordance with an embodiment of the present subject matter.
[0016] Figure 8 illustrates an embodiment of an assembly for a double-sided swingarm assembly with a connecting assembly comprising a single member.
[0017] The figures depict an embodiment of the present disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following discussion that alternative embodiments of the structures and methods illustrated herein may be employed without departing from the principles of the disclosure described herein.
DETAILED DESCRIPTION
[0018] In the following description, for purposes of explanation, numerous specific details are set forth in order to provide an understanding of the invention.
[0019] Reference in this specification to “one embodiment” or “an embodiment” means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the invention. Moreover, various features are described which may be exhibited by some embodiments and not by others. Similarly, various requirements are described which may be requirements for some embodiments but not others.
[0020] Moreover, although the following description contains many specifics for the purposes of illustration, anyone skilled in the art will appreciate that many variations and/or alterations to said details are within the scope of the present invention. Similarly, although many of the features of the present invention are described in terms of each other, or in conjunction with each other, one skilled in the art will appreciate that many of these features can be provided independently of other features. Accordingly, this description of the invention is set forth without any loss of generality to, and without imposing limitations upon, the invention.
[0021] As will be appreciated by one skilled in the art, the aspects of the present invention may be embodied as an assembly.
[0022] The present subject matter discloses a double-sided swingarm assembly 100 for an electric vehicle such as an electric two-wheeler. In an embodiment, the assembly may be used to connect a rear wheel of a vehicle to a chassis of the vehicle allowing vertical movement of the rear wheel. The assembly may be connected to the chassis using a pivot and a suspension system. The assembly may allow vertical movement of the rear wheel for suspension.
[0023] Certain technical challenges exist in double-sided swingarm assemblies for electric vehicles. One technical challenge faced is that motors of an electric vehicle may be mounted away from the swingarm assembly which may cause balancing problems since motors are heavy. Motors mounted away from the swingarm assembly may also require a long drivetrain belt in order to transfer power from motor to rear wheel. The long drive train belt may be prone to high fleeting angles and more wear and tear. The solution presented in the embodiments disclosed herein to address the above problem is a double-sided swingarm assembly. The double-sided swingarm assembly comprises a mounting structure for a motor assembly on an intermediate part of the double-sided swingarm assembly providing better balancing as the motor moves along with the swingarm when the swingarm moves with the rear wheel. Further, allowing the motor assembly to be mounted on the swingarm allows use of a shorter drivetrain belt reducing wear and tear of the drivetrain belt along with limiting the fleeting angle. Another challenge faced may be separate arrangements for a drivetrain which may cause difficulty in servicing a two-wheeler as the servicing may require removing several parts in order to service a rear wheel of a two-wheeler. Further, the other challenge faced due to separate arrangement for a drivetrain is the increased wear and tear caused due to continuous vertical movement of one pulley of the drivetrain. The vertical movement of one pulley may be caused due to movement of the rear wheel on a bumpy road. The solution presented in the embodiments disclosed herein is to have the swingarm assembly comprising a two-stage reduction drivetrain mounted on a side of the swingarm assembly. This may help in reducing time for servicing as the two-stage drivetrain may be easily removed along with the swingarm assembly. Further, wear and tear are also reduced because all pulleys of the two-stage reduction drivetrain may be mounted on the side of the swingarm assembly reducing the vertical movement between the pulleys of the drivetrain as the entire drivetrain moves along with the swingarm assembly.
[0024] Referring now to Figure 1, a Double-sided Swingarm Assembly (DSA) 100 for an electric vehicle is illustrated. The electric vehicle may be an electric two-wheeler, such as a motorcycle and a step-through vehicle. The DSA 100 may comprise a First-side Swingarm 102 (FS), an intermediate part 104, a Second-side Swingarm 106 (SS), and a connecting assembly 108. The DSA 100 may be pivotably connected to a vehicle chassis at a front end 308 of the DSA 100. Further, the DSA 100 may be connected to a rear wheel of the electric vehicle at a rear end of the DSA 100. The rear end of the DSA may be the end towards the rear wheel 202. The FS 102 and the SS 106 may connect to the rear wheel from either side of the rear wheel to rotatably support the rear wheel 202. The FS 102 and the SS 106 may be connected to each other at the front end 308 of the DSA 100 using the connecting assembly 108. The FS 102 and the SS 106 may be spaced to accommodate the rear wheel at the rear end of the DSA 100. During operation of the electric vehicle such as an electric two-wheeler, the rear wheel 202 of the electric vehicle may move vertically based on terrain of a road where the electrical vehicle is operated. The FS 102 and the SS 106 being connected to the rear wheel may also move along with the rear wheel. The FS 102 and the SS 106 are pivotably connected to the vehicle chassis at the front end 308 of the DSA 100 therefore, the vertical movement of the FS 102 and the SS 106 is limited to the rear end of the DSA 100. The vertical movement may be limited by a suspension system connected between the DSA 100 and the electric vehicle. In an embodiment, the suspension system may be connected near the rear wheel of the electric vehicle to absorb and limit the vertical movement of the rear wheel.
[0025] Referring now to Figure 2, an electric vehicle 200 comprising the DSA 100 is illustrated. The DSA 100 may extend from the center of the electric vehicle 200 to the rear end of the electric vehicle 200. The DSA 100 may be pivotably connected to the electric vehicle 200 at a front end 308 of the DSA 100. The front end 308 of the DSA is the end towards a front wheel 208 of the electric vehicle 200. The DSA may be connected by a shaft 332 (as shown in Figure 1) passing through a socket 206 (as shown in Figure 5) in the intermediate part 104 (as shown in Figure 1). Further, the DSA 100 may be connected to the vehicle to rotatably support the rear wheel 202 of the electric vehicle 200. During operation, the rear wheel 202 of the electric vehicle 200 may be in continuous rotatory motion. The continuous rotatory motion is facilitated by a drivetrain of the electric vehicle 200. The drive train of the electric vehicle 200 may be mounted on the DSA 100. The DSA 100 connects the rear wheel 202 to the vehicle. Further, the rear wheel 202 may also move vertically on some instances, in such cases, the DSA 100 being pivotably connected to the electric vehicle 200, allows the vertical movement of the rear wheel 202 at the rear end of the DSA 100 while keeping the electric vehicle 200 stable at the point of connection of the DSA 100 and the electric vehicle 200.
[0026] In one embodiment, the DSA 100 may be connected to the electric vehicle 200 at the rear end of the DSA 100 without using a suspension system. The DSA 100 may be connected using fixed connecting rods in such a case. In another embodiment, the DSA 100 may be connected to the electric vehicle 200 using a suspension system 204 substantially at the center of the DSA 100.
[0027] Referring now to Figure 3, the SS 106, in an embodiment, is illustrated using view 1 106-a and view 2 106-b. The SS 106 may comprise a swingarm body 302-a and a swingarm bush 304-a as illustrated in the view 1 106-a. The swingarm bush 304-a is used to connect the SS 106 with the chassis of the vehicle using an axle. Further, the axle may link the SS 106, the intermediate part 104, and the FS 102 at a front end 308 of the DSA 100. Further, as illustrated in the view 2 106-b, the SS 106 may further comprise a Two-Stage Reduction Drivetrain (TSRD) assembly mounted on the SS 106. The TSRD assembly may comprise a set of pulleys including a primary pulley 310, an intermediate pulley 312, and a secondary pulley 314, a drivetrain belt 316-a, and a drivetrain belt 316-b. The primary pulley 310 may be coupled to a motor assembly 506 (as shown in Figure 5A). Further, the primary pulley 310 may be called a driving pulley as the primary pulley 310 receives rotational power from the motor. Further, the primary pulley 310 is connected to the intermediate pulley 312 using the drivetrain belt 316-a. The rotational energy received from the motor is transmitted to the intermediate pulley 312 using the drivetrain belt 316-a and a set of gears. The intermediate pulley 312 may be coupled to a set of gears arranged in a cascade structure. The cascade structure may comprise the set of gears arranged such that centers of each of the set of gears are in one line. In one of the embodiments, the set of gears may comprise a smaller gear 318 and a larger gear 320 to manipulate speed of rotation of the secondary pulley 314. Further, the smaller gear 318 is connected to the secondary pulley 314 using the drivetrain belt 316-b.
[0028] The secondary pulley 314 may be connected to the rear wheel 202 (as shown in Figure 2) of the vehicle. The SS 106 may comprise an attachment section 322 as shown in Figure 3, view 1, 106-a. The attachment section 322 may be laterally displaceable between a slot 324 to allow adjustment of the secondary pulley 314 in case the drivetrain belt 316-b elongates due to wear and tear. The intermediate pulley 312 may be connected between the SS 106 and the intermediate part 104 of the DSA 100 using a shaft 326 (as shown in Figure 7). A representation of the shaft 326 is illustrated in Figure 7. The TSRD assembly may be used to transmit power from the motor assembly 506 to the rear wheel 202.
[0029] In an embodiment, the SS 106 may comprise an engagement assembly 330-a including a coupling mechanism comprising one or more nuts and bolts. The engagement assembly may be used to connect the SS 106 to the intermediate part 104 of the DSA 100 using the connecting assembly 108.
[0030] As the TSRD assembly is mounted on the SS 106, the TSRD assembly moves along with the rear wheel 202 and the DSA 100. The TSRD assembly may be easily removed along with the SS 106 for servicing purposes. In an embodiment, the TSRD assembly mounted on the SS 106 reduces Geometric Dimensioning and Tolerancing stack-up for drivetrain performance requirements. Geometric Dimensioning and Tolerancing (GD&T) is a system used to define and communicate tolerances and mechanical connections. GD&T is utilized to specify the nominal (theoretically ideal) geometry of parts and assemblies, the permissible variation in form and size of individual features, and the allowable variation between features. In traditional set-ups where a drivetrain is not mounted on the SS 106, the drivetrain may consume extra space between the SS 106 and the rear wheel 202. The extra space may cause difficulty in maintaining the fleeting angle and lateral offset of a two-wheeler such as a motorcycle in an ideal range. Thus, increasing GD&T stack-up for drivetrain performance requirements. The fleeting angle is the angle formed by a line drawn through the steering axis of the front wheel and a line drawn through the center of the rear wheel, as viewed from the side of a motorcycle. The lateral offset, on the other hand, is the distance between the centerline of the front wheel and the centerline of the rear wheel, as viewed from above a motorcycle. Maintaining the fleeting angle and the lateral offset in an ideal range is important for better stability and better handling of the electric vehicle 200.
[0031] Referring now to Figure 4, the FS 102, in an embodiment, is illustrated using view 1. The FS 102 may comprise a swingarm body 302-b and a swingarm bush 304-b as illustrated in Figure 4. Further, the FS 102 may comprise a rear wheel attachment section 402 which may allow lateral displacement of a rear wheel shaft 328 (as shown in Figure 1). The rear wheel shaft 328 may be used for connecting the rear wheel 202, the secondary pulley 314, the attachment section 322, the rear wheel attachment section 402, the SS 106, and the FS 102. Further, the FS 102 may comprise an engagement assembly 330-b including a coupling mechanism such as one or more nuts and bolts. The engagement assembly 330-b may be used to connect the FS 102 to the intermediate part 104 using the connecting assembly 108.
[0032] In an embodiment, the FS 102 may support the rear wheel from the opposite side of the SS 106 providing increased stability to the rear wheel. The FS 102 may also counterweight the SS 106 improving balance and handling of the electric vehicle 200.
[0033] Referring now to Figures 5A, 5B, and 5C, the intermediate part 104, in an embodiment, is illustrated using view 1 500-a, view 2 500-b, and view 3 500-c. The intermediate part 104 comprises an Intermediate Swingarm Main part (ISM) 502 and an Intermediate Swingarm Rear part (ISR) 504 as illustrated in the view 2 500-b. Further, as illustrated in view 1 500-a, view 2 500-b, and view 3 500-c, the ISM 502 comprises a mounting structure including at least a mounting aperture 508 (as shown in view 3 500-c), a mounting bracket 510 (as shown in view 1 500-a), and an adjustable pivot 512 (as shown in view 1 500-a) for mounting the motor assembly 506. Further, the mounting aperture 508 is used to couple the front portion of the motor assembly 506 to the ISM 502. The mounting bracket 510 is used to couple the motor assembly 506 to the ISR 504. The adjustable pivot 512 is used to allow a rotational displacement for the motor assembly 506 to adjust the motor assembly 506 position with respect to the intermediate pulley 312. The motor assembly 506 may be displaced to compensate for elongation of the drivetrain belt 316-a due to wear and tear. The adjustable pivot 512 (as shown in view 1 500-a) may comprise a fulcrum point 514 and a displacement section 516. The motor assembly 506 may rotate about the fulcrum point 514 such that the fulcrum point 514 is a fixed center. The displacement section 516 may provide a minimum and a maximum rotational displacement of the motor assembly 506. Further, as illustrated in the view 3 500-c, the ISM 502 comprises a socket 518 for the shaft 326 connecting the intermediate pulley 312 to the SS 106 and the intermediate part 104. The ISM 502 may comprise the socket 206 (as shown in view 3, 500-c) for connecting the DSA to the electric vehicle 200 at the front end 308 of the DSA.
[0034] The ISR 504 (as shown in view 2, 500-b) comprises the connecting assembly 108. In an embodiment, the connecting assembly 108 (as shown in Figure 1) may comprise a first member 520 and a second member 522 (as shown in view 2, 500-b). The first member 520 may be connected between the FS 102 and the intermediate part 104 using the engagement assembly 330-b (as shown in Figure 4), and the second member 522 may be connected between the SS 106 and the intermediate part 104 using the engagement assembly 330-a (as shown in Figure 3).
[0035] In an embodiment, the intermediate part 104 provides the mounting structure for mounting the motor assembly 506 (as shown in view 1, 500-a) on the DSA 100 in an adjustable manner using the adjustable pivot 512 (as shown in view 1, 500-a). The adjustable pivot 512 allows rotation of the motor assembly to incorporate stretching of the drivetrain belt 316-a (as shown in Figure 3, 106-b). To adjust the position of the motor assembly 506 the fulcrum point 514 may be loosened first. Further, the motor assembly 506 may be rotated while being held inside the displacement section 516. The fulcrum point 514 may be tightened when the motor assembly 506 reaches a suitable position in which the drivetrain belt 316-a is tightened. The displacement section 516 restricts movement of the motor assembly 506 to certain degrees.
[0036] Referring now to Figure 6, the motor assembly 506, in an embodiment, is disclosed. The motor assembly 506 may comprise a primary pulley 310, a front mounting assembly 608, a top mounting assembly 602, a side mounting assembly 604, and a back mounting assembly 606. The front mounting assembly 608 may be connected to the mounting aperture 508 (as shown in Figure 5C). The top mounting assembly 602 may be coupled with the adjustable pivot 512 at the fulcrum point 514 and the back mounting assembly 606 may be coupled with the mounting bracket 510. The side mounting assembly 604 may be coupled with the displacement section 516 such that the side mounting may slide within the displacement section 516 between the maximum and the minimum rotational displacement. In one embodiment, the side mounting assembly 604 may have a locking mechanism 610 to lock the motor assembly 506 in a displaced position.
[0037] Referring now to Figure 7, the intermediate pulley 312, in an embodiment, is illustrated. The intermediate pulley 312 comprises a set of gears arranged in a cascade structure. The set of gears may comprise a smaller gear 318 and a larger gear 320. The intermediate pulley 312 may be connected between the SS 106 and the intermediate part 104 using the shaft 326. The set of gears of the intermediate pulley 312 may be used to reduce the power received from the primary pulley 310 and transmit a reduced power to the secondary pulley 314 (as shown in Figure 3, 106-b). The intermediate pulley 312 helps in limiting the length of a drivetrain belt used, such that the drivetrain belt is split into two drivetrain belts (316-a and 316-b as shown in Figure 3, 106-b). The drivetrain belt 316-a connects the primary pulley 310 to the larger gear 320, and the drivetrain belt 316-b connects the smaller gear 318 to the secondary pulley 314.
[0038] Referring now to Figure 8, the DSA 100, in an embodiment, is illustrated. The DSA comprises the FS 102, the SS 106, and the intermediate part 104. The FS 102, the intermediate part 104, and the SS 106 are connected using a connecting assembly 802 comprising a single member. The connecting assembly 802 may connect the FS, the intermediate part, and the SS as shown in Figure 8. The connecting assembly 802 may be placed in between the FS 102 and the SS 106. Further, the connecting assembly 802 may be connected to the rear end of the intermediate part 104 as a part of the ISR 504 (as shown in Figure 5B, view 2 500-b).
[0039] In operation, the larger gear 320 may receive rotatory power from the primary pulley 310 connected to the motor assembly. The rotatory power received from the primary pulley 310 may be greater than the rotatory power to be relayed to the secondary pulley 314 connected to the rear wheel 202. Therefore, the smaller gear 318 is connected to the secondary pulley 314 instead of the larger gear 320 being directly connected to the secondary pulley 314. The difference in size of the primary pulley 310 and the larger gear 320 causes a first reduction of rotatory power received from the motor assembly. Further, the difference in size of the smaller gear 318 and the secondary pulley 314 allows in a second reduction of the rotatory power in revolutions per minute relayed to the rear wheel. The intermediate pulley 312 facilitates the first reduction and the second reduction allowing a low difference in size of the primary pulley 310 and the secondary pulley 314 thereby limiting the fleeting angle between the primary pulley 310 and the secondary pulley 314.
[0040] Example embodiments discussed above may provide certain advantages. Though not required to practice aspects of the disclosure, these advantages may include the following.
[0041] In some embodiments, the DSA 100 may help in providing better handling of the electric vehicle 200.
[0042] In some embodiments, the DSA 100 may provide better control for overall stack-up for belt-pulley type of drivetrain.
[0043] In some embodiments, the DSA 100 may provide high efficiency and silent operation by using a belt-pulley system in the TSRD assembly.
[0044] In some embodiments, the DSA 100 may prevent damage to the drivetrain belt by using two smaller drivetrain belts.
[0045] In some embodiments, the DSA 100 may limit the fleeting angle between the set of pulleys by mounting the TSRD assembly on the SS.
[0046] In some embodiments, the DSA 100 may reduce effort and time required for servicing by allowing removal of the TSRD assembly with the SS.
[0047] In some embodiments, the DSA 100 may provide better balance to the electric vehicle 200.
[0048] As used herein, the phrase “at least one of” preceding a series of items, with the terms “and” or “or” to separate any of the items, modifies the list as a whole, rather than each member of the list (i.e., each item). The phrase “at least one of” does not require selection of at least one item; rather, the phrase allows a meaning that includes at least one of any one of the items, and/or at least one of any combination of the items, and/or at least one of each of the items. By way of example, the phrases “at least one of A, B, and C” or “at least one of A, B, or C” each refer to only A, only B, or only C; any combination of A, B, and C; and/or at least one of each of A, B, and C.
[0049] A reference to an element in the singular is not intended to mean “one and only one” unless specifically stated, but rather “one or more.” The term “some” refers to one or more. Underlined and/or italicized headings and subheadings are used for convenience only, do not limit the subject technology, and are not referred to in connection with the interpretation of the description of the subject technology. Relational terms such as first and second and the like may be used to distinguish one entity or action from another without necessarily requiring or implying any actual such relationship or order between such entities or actions. All structural and functional equivalents to the elements of the various configurations described throughout this disclosure that are known or later come to be known to those of ordinary skill in the art are expressly incorporated herein by reference and intended to be encompassed by the subject technology. Moreover, nothing disclosed herein is intended to be dedicated to the public regardless of whether such disclosure is explicitly recited in the above description.
[0050] The claims are not intended to be limited to the aspects described herein but are to be accorded the full scope consistent with the language claims and to encompass all legal equivalents. Notwithstanding, none of the claims are intended to embrace subject matter that fails to satisfy the requirements of the applicable patent law, nor should they be interpreted in such a way. , Claims:We Claim:
1. A double-sided swingarm assembly (100) for an electric vehicle (200), comprising:
a first-side swingarm (102);
an intermediate part (104) connected to the first-side swingarm (102), wherein the intermediate part (104) comprises a mounting structure for a motor assembly (506); and
a second-side swingarm (106) connected to the intermediate part (104); and
a two-stage reduction drivetrain (TSRD) assembly mounted on the second-side swingarm (106).
2. The double-sided swingarm assembly (100) as claimed in claim 1, wherein the TSRD assembly comprises a set of pulleys and drivetrain belts (316-a and 316-b).
3. The double-sided swingarm assembly (100) as claimed in claim 2, wherein the set of pulleys are connected to a shaft (326).
4. The double-sided swingarm assembly (100) as claimed in claim 1, wherein the mounting structure comprises at least a mounting aperture (508), a mounting bracket (510), and an adjustable pivot (512), and wherein the adjustable pivot is adjustable to accommodate stretching of the drivetrain belts (316-a and 316-b).
5. The double-sided swingarm assembly (100) as claimed in claim 1, wherein the first-side swingarm (102), the intermediate part (104), and the second-side swingarm (106) are connected using a connecting assembly (108).
6. The double-sided swingarm assembly (100) as claimed in claim 5, wherein the connecting assembly (108) comprises a first member (520) and a second member (522), wherein the first member (520) is connected between the first-side swingarm (102) and the intermediate part (104), and wherein the second member (522) is connected between the second-side swingarm (106) and the intermediate part (104).
7. The double-sided swingarm assembly (100) as claimed in claim 1, wherein the intermediate part (104) comprises an intermediate swingarm main part (502) and an intermediate swingarm rear part (504).
8. The double-sided swingarm assembly (100) as claimed in claim 7, wherein the intermediate swingarm main part (502) comprises a socket (518) for a shaft (326) connecting the set of pulleys to the intermediate swingarm main part (502).
9. The double-sided swingarm assembly (100) as claimed in claim 7, wherein the intermediate swingarm rear part (504) comprises the connecting assembly (108).
10. The double-sided swingarm assembly (100) as claimed in claim 2, wherein the set of pulleys comprises a primary pulley (310), an intermediate pulley (312), and a secondary pulley (314).
11. The double-sided swingarm assembly (100) as claimed in claim 10, wherein the primary pulley (310) is to be connected to the motor assembly (506), the secondary pulley (314) is to be connected to a rear wheel (202), and the intermediate pulley (312) comprises a set of gears arranged in a cascaded structure, and wherein the intermediate pulley (312) is connected between the second-side swingarm and the intermediate part using a shaft (326).
12. An electric vehicle (200) comprising the double-sided swingarm (100) as claimed in at least one of the preceding claims.