Description:FORM 2
The Patent Act 1970
(39 of 1970)
&
The Patent Rules, 2005

COMPLETE SPECIFICATION
(See Section 10 and Rule 13)

TITLE OF THE INVENTION
“SPRING ADJUSTING MECHANISM FOR SHOCK ABSORBER OF A VEHICLE”

Endurance Technologies Limited
E-92, M.I.D.C. Industrial Area, Waluj,
Aurangabad – 431136, Maharashtra, India

The following specification describes and ascertains the nature of this invention and the manner in which it is to be performed.
Field of Invention

[001] The present invention is related to a shock absorber of a vehicle. More particularly, the invention is related to a spring adjusting mechanism for the shock absorber of the two and three wheeled vehicles.

Background of the Invention

[002] A shock absorber is an important subsystem of a two wheeled vehicle that is used to absorb shocks when riding in rough terrains. The use of shock absorbers in vehicles leads to easy handling of the vehicle and comfort in ride. Generally, the hydraulic shock absorbers used on the rear suspensions of motorcycles and these shock absorbers joins the vehicle chassis to the rear wheel hub /tires. It generally prevents vehicle chassis and rider from bumps experienced by tires by absorbing bumps and shocks. These shock absorbers have a piston rod coupled with a piston assembly slideably accommodated in a cylinder of the shock absorber, and a suspension spring, preferably the helical coiled spring is mounted over the cylindrical damper body of the shock absorber.

[003] Traditional shock absorbers are quite compatible to provide either a more comfortable ride or greater vehicle handling over uneven terrain, but becomes inefficient to optimize the performance of both requirements in a single unit. To address this lacuna in the traditional shock absorbers, the gas-charged shock absorbers were developed and are widely used on the two wheeled vehicles. The said gas charged shock absorber is provided with a piston assembly and a coil spring, where the movement of the piston assembly within a fluid-filled cavity of the shock body occurs in a compression stage followed by a rebound stage. But in these gas-charged shock absorbers, the compression height of the coil spring is fixed and hence the elastic force of the coil spring cannot be adjusted according to the type of vehicle or the user's requirements.

[004] To address the above-mentioned problem, the gas-charged shock absorbers are, now-a-days, provided with a spring adjuster. The spring adjuster is generally provided in between the spring seat and the canister body. These spring adjusters are generally made up of steel and has a plurality of cam profiles facing downward to have a height difference in a stepwise manner at the lower end. The canister body which is generally casted in aluminium alloy is threaded with the damper body and this canister body generally has a pair of aluminium ridge/ear integrated to it protruding up to mesh with the cam profiles of the spring adjuster. In such shock absorbers, when the spring adjuster is rotated in a clockwise or anti-clockwise direction after the assembly of the gas-charged shock absorber, the cam profile of the spring adjuster slides over the lug/ridge profile of the canister to adjust the height of the coil spring as per the user/rider requirement. But the drawback of this solution is that over the period of time, the lug/ridge of the canister is subjected to chipping and digging as this lug/ridge is of aluminium and the spring adjuster is of hard steel. The chipping and digging of the canister lug/ridge during rotation of the spring adjuster leads to poor performance of the spring as far as the spring preload adjustment is concerned. This consequently leads to buckling of the coil spring leading to increase in side load and undesired or poor performance of the shock absorber.

[005] Therefore, to address the aforementioned drawback/s of the prior art spring adjusters, there is a long-pending unmet need to provide an intelligent solution that will mitigate the issue of chipping and digging of the aluminum canister lug during rotation of the spring adjuster, improve the durability of the canister and provides a cost-effective and easy to manufacture solution.

Objectives of the Present Invention

[006] The main objective of the present invention is to provide a spring adjusting mechanism for the shock absorber of a two and three wheeled vehicles.

[007] Another objective of the present invention is to provide a spring adjusting mechanism that eliminates the problem of chipping/digging of the canister material.

[008] Still, the objective of the present invention is to eliminate the buckling of the coil spring by providing easy to use spring adjustment mechanism for adjusting the height of the coil spring as per the user's requirement.

[009] Yet the objective of the present invention is to provide a spring-adjusting mechanism for shock absorbers that improves the durability of the canister body and enhances the performance of the shock absorber.

[0010] Further, objective of the present invention is to provide a spring-adjusting mechanism for shock absorbers that is easy to manufacture, easy to assemble and is a cost-effective solution.
Brief Description of the Drawings

[0011] This invention is illustrated in the accompanying drawings, throughout which like reference letters / numerals indicate corresponding parts in the various figures. The embodiments herein and advantages thereof will be better understood from the following description when read with reference to the following drawings, wherein

[0012] Figure 1 presents an isometric view of the shock absorber with spring adjusting mechanism in accordance with a first embodiment of the present invention.

[0013] Figure 2a presents an exploded view of the spring adjusting mechanism and Figure 2b shows isometric view of the metal ring of the spring adjusting mechanism in accordance with the first embodiment of the present invention.

[0014] Figure 3 presents an isometric view of the shock absorber with spring adjusting mechanism in accordance with the second embodiment of the present invention.

[0015] Figure 4a presents an exploded view of the spring adjusting mechanism and Figure 4b shows isometric view of the metal ring of the spring adjusting mechanism in accordance with the second embodiment of the present invention.

[0016] Figure 5 presents an isometric view of the shock absorber with spring adjusting mechanism in accordance with the third embodiment of the present invention.
[0017] Figure 6a presents an exploded view of the spring adjusting mechanism and Figure 6b shows isometric view of the metal ring of the spring adjusting mechanism in accordance with the third embodiment of the present invention.

[0018] Figures 7a, 7b, and 7c present isometric views of shock absorber with spring adjusting mechanism in working condition disclosing the change in height of the spring in accordance with the present invention

Detailed Description of the Present Invention

[0019] The invention will now be described in detail with reference to the accompanying drawings which must not be viewed as restricting the scope and ambit of the invention.

[0020] Referring to Figs. 1, 3 and 5, a shock absorber (100) for a vehicle, particularly for two wheeled vehicles, comprises of a coil spring (30), a cylindrical damper body (25), a piston rod (20), an upper spring seat (15), a lower spring seat (35), a canister body (60), a metal ring (70), a spring adjuster (40), and a mounting bracket (5). The piston rod (20) at its one end is fitted to the mounting bracket (5) while the other end of the piston rod is fitted with the piston assembly and said piston rod is telescopically slideable inside the damper body (25). The damper body (25) is fitted with the cylindrical bore (62) of the canister body (60) through the threaded joint. The main coil spring (30) is mounted over the said damper body (25) and the piston rod (20) in such a way that the said spring (30) is sandwiched between the spring seats (15 and 35). The upper spring seat (15) is fitted with the mounting bracket (5) and the lower spring seat (35) is fitted over the cylindrical bore (62) of the canister body (60).

[0021] Referring to Fig. 2a, the said canister body (60) is configured to have a mounting eyelet (66) at its lower end so as to provide a pivotal connection with a wheel axle (not shown); a membrane chamber (68) which is integrated with the canister body (60). Further, the canister body (60) has a collar (64) integrated with the canister body (60) and said collar (64) is projecting out from the outer peripheral surface of the canister body (60) thereby dividing the canister body (60) into the mounting eyelet (66) and the cylindrical bore (62). The membrane chamber (68) of the canister body (60) is configured have an inert gas, viz. nitrogen, filled therein so as to maintain the pressure on the damping fluid, particularly oil, in the shock absorber. The cylindrical bore (62) of the canister body (60) is configured to receive the cylindrical damper body (25) therein. The said canister body (60), having a cylindrical bore (62), mounting eyelet (66), a collar (64) and membrane chamber (68), is made up of aluminium casting as a single integrated unit.

[0022] The damper body (25) is configured to have a damping assembly fitted therein and one end of the damping body (25) is fitted inside the cylindrical bore (62) of the canister body (60) by a threaded joinery and the other end is closed by a striker cap (22). The one end of the piston rod (20) is connected to the mounting bracket (5) through a threaded joinery and said mounting bracket (5) is fitted to the chassis of the vehicle body. The other end of the piston rod (20) extends inside the damping body (25) through an aperture formed in the centre of the striker cap (22) to get connected with the piston and the damping assembly.

[0023] The said coil spring (30) encircle the damping body (25) and the exposed portion of the piston rod (20) outside the damping body (25). One end of the said coil spring (30) rests against the lower spring seat (35) which is sleeved over the cylindrical bore (62) of the canister body (60). The other end of the said coil spring (30) rests against the upper spring seat (15) which is fitted on the mounting bracket (5). The coil spring (30) undergoes compression and decompression to provide the ride comfort as the piston rod (20) slides inside the damping body (25) in response to the vertical movement of wheel or hub when the vehicle is subjected to uneven road surface.

[0024] Referring to Figs. 2a, 4a and 6a, the spring adjusting mechanism (90) comprises of a spring adjuster (40), a metal ring (70, 80, 50) and a collar (64) of the canister body (60). The spring adjuster (40) is configured to have a cylindrical body and said cylindrical body has a flange (46) at its upper end and a height adjustment portion (42) at its lower end. Thus, the spring adjuster (40) is being formed by welding the flange (46) with the upper face of the height adjustment portion (42). The flange (46) of the spring adjuster (40) has a plurality of recesses (48) at the outer periphery of the flange (46) and said recesses (48) are configured to receive and/or attach a tool (e.g. wrench, spanner, screw driver, and like) for rotating the said spring adjuster (40) as per the requirements of the user. The height adjustment portion (42) is configured to have a plurality of cam profile grooves (42A, 42B, ….., ….., …., 42n) at its lower peripheral edge with a height difference in a stepwise manner. The spring adjuster (40) including the flange (46) and the height adjustment portion (42) is made from hardened steel, preferably selected from E34 steel Grade. The collar (64) of the canister body (60) is configured to have at least two recess (65) carved therein and each of the recesses (65) are spaced apart from each other by an angular distance of 180 degrees (refer Figs. 2a, 4a and 6a).

[0025] Referring to Fig. 2b, the metal ring (70) is configured to have a cylindrical body (72) and the said cylindrical body (72) has an upper circular edge (70U) and a lower circular edge (70L). The lower circular edge (70L) of the metal ring (70) has at least two projections (76a, 76b) integrated to it and said projections (76a, 76b) are projecting out in the downward direction. The each of the projections (76a, 76b) are spaced apart from each other by an angular distance of 180 degrees (refer Fig. 2b). The cylindrical body (72) of the metal ring (70) has at least two ridges/ears (74a, 74b) press welded in axial direction of the metal ring (70) on the outer peripheral surface of the cylindrical body (72) in such a way that each of the ridges/ears (74a, 74b) are spaced apart from each other by an angular distance of 180 degrees and the ridge/ear (74a) makes an offset angle (a) with the projection (76a) while the ridge/ear (74b) makes an offset angle (a’) with the projection (76b). The offset angles (a and a’) ranges from 45 to 65 degrees.

[0026] The metal ring (70) is sleeved over the cylindrical bore (62) of the canister body (60) in such a way that the projections (76a, 76b) of the metal ring (70) are press fitted inside the respective matching recesses (65) of the collar (64) of the canister body (60) ensuring the positive locking of the metal ring (70) with the canister body (60) and the ridges/ears (74a, 74b) of the metal ring (70) are meshed with the cam profile grooves (42A, 42B, ….., ….., …., 42n) of the height adjustment portion (42) of the spring adjuster (40). The metal ring (70) is made from hardened steel, preferably selected from E34 steel Grade. The ridges/ears (74a, 74b) are configured to have chamfered ends so as to effectively match and mesh with the cam profile grooves (42A, 42B, ….., ….., …., 42n) of the spring adjuster (40). The profile of the projections (76a, 76b) of the metal ring (70) and their mating recesses (65) on the collar (64) is selected from square, rectangular, trapezoidal, U-shape, V-shape and combination thereof.

[0027] Referring to Figs. 4a and 4b, the second embodiment of the metal ring (80) is configured to have a cylindrical body (82) and the said cylindrical body (82) has an upper circular edge (80U) and a lower circular edge (80L). The cylindrical body (82) of the metal ring (80) has at least two ridges/ears (84) press welded in axial direction of the metal ring (80) on the outer peripheral surface of the cylindrical body (82) in such a way that each of the ridges/ears (84) are spaced apart from each other by an angular distance of 180 degrees. Each of the ridges/ears (84) is configured to have an upper portion (84U) and a lower portion (84L) and said lower portion is hanging out from the lower circular edge (80L) of the metal ring (80). The said lower portion (84L) of the ridge / ear (84) is offset inward in the radial direction of the metal ring (80) through a bend (B) in such a way that the distance between the inner surfaces of the lower portions (84L) of the ridge (84) is equal to the inner diameter of the metal ring (80). Thus, the lower portion (84L) of the ridge (84) is offset from its upper portion (84U) by an offset angle (ß) and said offset angle (ß) ranges from 40 to 45 degrees.

[0028] The metal ring (80) is sleeved over the cylindrical bore (62) of the canister body (60) in such a way that the lower portions (84L) of the ridges/ears (84) on the metal ring (80) are press fitted inside the respective matching recesses (65) of the collar (64) of the canister body (60) ensuring the positive locking of the metal ring (80) with the canister body (60) and the upper portions (84U) of the ridges/ears (84) of the metal ring (80) are meshed with the cam profile grooves (42A, 42B, ….., ….., …., 42n) of the height adjustment portion (42) of the spring adjuster (40). The metal ring (80) is made from hardened steel, preferably selected from E34 steel Grade. The upper portion (84U) of the ridges/ears (84) are configured to have chamfered end so as to effectively match and mesh with the cam profile grooves (42A, 42B, ….., ….., …., 42n) of the spring adjuster (40). The profile of the lower portion (84L) of the ridges/ears (84) on the metal ring (80) and their mating recesses (65) on the collar (64) is selected from square, rectangular, trapezoidal, U-shape, V-shape and combination thereof.

[0029] Referring to Figs. 6a and 6b, the third embodiment of the metal ring (50) is configured to have at least two projections (54a, 54b) integrated to it and said projections (54a, 54b) are projecting downward in the axial direction of the metal ring (50). The each of the projections (54a, 54b) are spaced apart from each other by an angular distance of 180 degrees (refer Fig. 6b). Further, the metal ring (50) has at least two cam profile ridges/ears (52a, 52b) integrated to it projecting upward in axial direction of the metal ring (50) in such a way that each of the ridges/ears (52a, 52b) are spaced apart from each other by an angular distance of 180 degrees and the ridge/ear (52a) makes an offset angle (?) with the projection (54a) while the ridge/ear (52b) makes an offset angle (?’) with the projection (54b). The offset angles (? and ?’) ranges from 45 to 65 degrees. The cam profile ridges/ears (52a, 52b) of the metal ring (50) makes an angle of repose (?) with the horizontal and said angle (?) varies in the range of 25 to 30 degrees.
[0030] The metal ring (50) is sleeved over the cylindrical bore (62) of the canister body (60) in such a way that the projections (54a, 54b) of the metal ring (50) are press fitted inside the respective matching recesses (65) of the collar (64) of the canister body (60) ensuring the positive locking of the metal ring (50) with the canister body (60) and the cam profile ridges/ears (52a, 52b) of the metal ring (50) are meshed with the cam profile grooves (42A, 42B, ….., ….., …., 42n) of the height adjustment portion (42) of the spring adjuster (40). The metal ring (50) is made from hardened steel, preferably selected from E34 steel Grade. The cam profile ridges/ears (52a, 52b) are configured to have chamfered ends so as to effectively match and mesh with the cam profile grooves (42A, 42B, ….., ….., …., 42n) of the spring adjuster (40). The profile of the projections (54a, 54b) of the metal ring (50) and their mating recesses (65) on the collar (64) is selected from square, rectangular, trapezoidal, U-shape, V-shape and combination thereof.

[0031] The offset angle (a) made by the ridge/ear (74a) with the projection (76a) and the offset angle (a’) made by the ridge/ear (74b) with the projection (76b) in case of first embodiment of the metal ring (70); and the offset angle (?) made by the ridge/ear (52a) with the projection (54a) and the offset angle (?’) made by the ridge/ear (52b) with the projection (54b) in case of third embodiment of the metal ring (50) plays a significant role in evenly distributing the load of the vehicle on the canister body and thereby eliminating the buckling and wear and tear of the projections (76a, 76b, 54a, 54b) inside the recesses (65). The most optimized range of these offset angles lies in the range of 45 to 65 degrees to evenly distribute the vehicle load on the collar of the canister boy and thereby prolong the life of the spring adjusting mechanism. In case of third embodiment of the metal ring (50), the most optimized range of the angle of repose (? and ?’) is 25 to 30 degrees so as to have better locking of the cam profile ridges (52a, 52b) into the cam profile grooves (42A, 42B, ….., ….., …., 42n) of the spring adjuster (40) and thereby eliminating the slippage of the cam profile ridges during the running condition of the vehicle. Lesser the angle of repose within the optimized range, better the locking of cam profile ridges into the cam profile grooves.

[0032] As far as working of the spring adjusting mechanism (refer Figs. 7a to 7c) of the present invention is concerned, the ridges (74a, 74b) of the metal ring (70), the upper portion (84U) of the ridge (84) on the metal ring (80) and cam profile ridges (52a, 52b) of the metal ring (50) are positioned in the cam profile groove (42A) of the height adjustment portion (42) of the spring adjuster (40). When the user wants to compress the height of the coil spring (30), the user needs to rotate the said spring adjuster (40) in a clockwise direction by using a rotating tool / spanner. As the spring adjuster (40) is rotated in the clockwise direction, the position of the ridges (74a, 74b) of the metal ring (70), the upper portion (84U) of the ridge (84) on the metal ring (80) and cam profile ridges (52a, 52b) of the metal ring (50) gets shifted into the cam profile groove (42B) from the cam profile groove (42A) of the height adjustment portion (42). At this time, the position of the spring adjuster (40) is lifted upside along with the lower spring seat (35) whereon the coil spring (30) is resting thereby compressing the height of the coil spring (30). If the user wants to further compress the coil spring one step more, then the user has to rotate the said spring adjuster (40) in the clockwise direction by using the spanner. As the spring adjuster (40) is rotated, the position of the ridges (74a, 74b) of the metal ring (70), the upper portion (84U) of the ridge (84) on the metal ring (80) and cam profile ridges (52a, 52b) of the metal ring (50) gets shifted into the cam profile groove (42C) from the cam profile groove (42B) of the height adjustment portion (42) thereby further compressing the height of the coil spring (30).

[0033] When the user wants to decompress the height of the coil spring, the spring adjuster (40) needs to be rotated in the anticlockwise direction. When the spring adjuster is rotated in anticlockwise direction, the ridges (74a, 74b) of the metal ring (70), the upper portion (84U) of the ridge (84) on the metal ring (80) and cam profile ridges (52a, 52b) of the metal ring (50) positioned in the cam profile groove (42C) of the height adjustment portion (42) of the spring adjuster (40) gets shifted into the cam profile groove (42B) from the cam profile groove (42C) of the height adjustment portion (42). At this time, the position of the spring adjuster (40) is lowered down along with the lower spring seat (35) whereon the coil spring (30) is resting thereby decompressing the height of the coil spring (30). If the user wants to further decompress the coil spring one step more, then the user has to rotate the said spring adjuster (40) in the anticlockwise direction by using the spanner. As the spring adjuster (40) is rotated in anticlockwise direction, the position of the ridges (74a, 74b) of the metal ring (70), the upper portion (84U) of the ridge (84) on the metal ring (80) and cam profile ridges (52a, 52b) of the metal ring (50) gets shifted into the cam profile groove (42A) from the cam profile groove (42B) of the height adjustment portion (42) thereby further decompressing the height of the coil spring (30).

[0034] The spring adjusting mechanism of the present invention in accordance with the discussed embodiments provide the following technical advantages that contribute to the technical advancement of the spring adjusting solutions for gas-charged shock absorbers.
- The spring adjusting mechanism of the present invention can easily adjust the height of the coil spring of the shock absorber according to the requirement of the user matching to irregularity of the road surface.
- As the spring adjuster and the metal ring of the spring adjusting mechanism are made from same material (hardened steel), the problem of chipping or digging of the ridges/ears is eliminated.
- It provides a high degree of adjustment of the coil spring according to the spring rigidity required by the user.
- The spring-adjusting mechanism of the present invention also improves the durability of the canister and thereby enhances the performance and life of the shock absorber.
- The spring-adjusting mechanism for shock absorber as disclosed by the present invention is easy to manufacture, easy to assemble, easy to use and is a cost-effective solution.

[0035] The foregoing description of the specific embodiments of the invention will so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.
, Claims:We Claim

1. A spring adjusting mechanism (90) for shock absorber of a vehicle comprising of a metal ring (70, 80, 50), a canister body (60) having a cylindrical bore (62) and a collar (64), a spring adjuster (40), a coil spring (30) resting on a lower spring seat (35)
wherein
- the metal ring (70, 80, 50) is configured to have at least two projections (76a, 76b and 54a, 54b) projecting downward in axial direction and at least two ridges/ears (74a, 74b and 52a, 52b) projecting upward in axial direction of said metal ring;
- the collar (64) of the canister body (60) is configured to have at least two recess (65) carved therein and each of the recesses (65) are spaced apart from each other by an angular distance of 180 degrees;
- the spring adjuster (40) is configured to have a cylindrical body and said cylindrical body has a flange (46) at its upper end and a height adjustment portion (42) at its lower end having a plurality of cam profile grooves (42A, 42B, …., 42n) at its lower peripheral edge with a height difference in a stepwise manner; and
- said metal ring (70, 80, 50) is sleeved over the cylindrical bore (62) of the canister body (60) in such a way that the projections (76a, 76b and 54a, 54b) of the metal ring (70, 80, 50) are press fitted inside the respective matching recesses (65) of the collar (64) of the canister body (60) ensuring the positive locking of the metal ring (70, 80, 50) with the canister body (60) and the ridges/ears (74a, 74b and 52a, 52b) of the metal ring (70, 80, 50) are meshed with the cam profile grooves (42A, 42B, …., 42n) of the height adjustment portion (42) of the spring adjuster (40).

2. The spring adjusting mechanism (90) for shock absorber of a vehicle as claimed in claim 1, wherein
- the metal ring (70) is configured to have a cylindrical body (72) and the said cylindrical body (72) has an upper circular edge (70U) and a lower circular edge (70L);
- the lower circular edge (70L) of the metal ring (70) has at least two projections (76a, 76b) integrated to it and said projections (76a, 76b) are spaced apart from each other by an angular distance of 180 degrees; and
- the cylindrical body (72) of the metal ring (70) has at least two ridges/ears (74a, 74b) press welded in axial direction of the metal ring (70) on the outer peripheral surface of the cylindrical body (72) in such a way that each of the ridges/ears (74a, 74b) are spaced apart from each other by an angular distance of 180 degrees.

3. The spring adjusting mechanism (90) for shock absorber of a vehicle as claimed in claim 2, wherein
- the ridge/ear (74a) of the metal ring (70) is positioned at an offset angle (a) with the projection (76a) and the ridge/ear (74b) of the metal ring (70) is positioned at an offset angle (a’) with the projection (76b);
- said offset angles (a and a’) ranges from 45 to 65 degrees; and
- each of the ridges/ears (74a, 74b) is configured to have chamfered ends so as to effectively match and mesh with the cam profile grooves (42A, 42B, …., 42n) of the spring adjuster (40).

4. The spring adjusting mechanism (90) for shock absorber of a vehicle as claimed in claim 1, wherein
- the metal ring (50) is configured to have at least two projections (54a, 54b) integrated to it and said projections (54a, 54b) are spaced apart from each other by an angular distance of 180 degrees;
- said metal ring (50) has at least two cam profile ridges/ears (52a, 52b) integrated to it in such a way that each of the ridges/ears (52a, 52b) are spaced apart from each other by an angular distance of 180 degrees; and
- the ridge/ear (52a) makes an offset angle (?) with the projection (54a) while the ridge/ear (52b) makes an offset angle (?’) with the projection (54b).

5. The spring adjusting mechanism (90) for shock absorber of a vehicle as claimed in claim 4, wherein
- the offset angles (? and ?’) varies from 45 degrees to 65 degrees;
- the cam profile ridges/ears (52a, 52b) of the metal ring (50) makes an angle of repose (?) with the horizontal and said angle (?) varies in the range of 25 to 30 degrees; and
- the cam profile ridges/ears (52a, 52b) are configured to have chamfered end so as to effectively match and mesh with the cam profile grooves (42A, 42B, …., 42n) of the spring adjuster (40).

6. The spring adjusting mechanism (90) for shock absorber of a vehicle as claimed in any of the claims 3 and 5, wherein the profile of the projections (76a, 76b and 54a, 54b) of the metal ring (70 and 50) and their mating recesses (65) on the collar (64) of the canister body (60) is selected from a set of profiles of square, rectangular, trapezoidal, U-shape, V-shape and combination thereof.

7. The spring adjusting mechanism (90) for shock absorber of a vehicle as claimed in claim 1, wherein
- the metal ring (80) is configured to have a cylindrical body (82) and the said cylindrical body (82) has an upper circular edge (80U) and a lower circular edge (80L);
- said cylindrical body (82) of the metal ring (80) has at least two ridges/ears (84) press welded in axial direction of the metal ring (80) on the outer peripheral surface of the cylindrical body (82) in such a way that each of the ridges/ears (84) are spaced apart from each other by an angular distance of 180 degrees;
- each of the ridges/ears (84) is configured to have an upper portion (84U) and a lower portion (84L); and
- said upper portion (84U) of the ridges/ears (84) is configured to have chamfered end so as to effectively match and mesh with the cam profile grooves (42A, 42B, …., 42n) of the spring adjuster (40) and said lower portion is hanging out from the lower circular edge (80L) of the metal ring (80).

8. The spring adjusting mechanism (90) for shock absorber of a vehicle as claimed in claim 7, wherein
- the lower portion (84L) of the ridge / ear (84) is offset inward in the radial direction of the metal ring (80) through a bend (B) in such a way that the distance between the inner surfaces of the lower portions (84L) of the ridge (84) is equal to the inner diameter of the metal ring (80);
- said lower portion (84L) of the ridge (84) is offset from its upper portion (84U) by an offset angle (ß) and said offset angle (ß) ranges from 40 to 45 degrees; and
- the profile of the lower portion (84L) of the ridges/ears (84) on the metal ring (80) and their mating recesses (65) on the collar (64) is selected from square, rectangular, trapezoidal, U-shape, V-shape and combination thereof.

9. The spring adjusting mechanism (90) for shock absorber of a vehicle as claimed in any of the claims 6 and 8, wherein the metal ring (70, 80, 50) and the spring adjuster (40) including the flange (46) and the height adjustment portion (42) are made from hardened steel selected from E34 grade steel.

10. The spring adjusting mechanism (90) for shock absorber of a vehicle as claimed in claim 9, wherein
- the flange (46) of the spring adjuster (40) has a plurality of recesses (48) at the outer periphery of the flange (46) and said recesses (48) are configured to receive and/or attach a tool (e.g. wrench, spanner, screw driver, and like) for rotating the said spring adjuster (40) as per the requirements of the user; and
- said spring adjuster (40) is being formed by welding the flange (46) with the upper face of the height adjustment portion (42).

Dated this 29th day of September 2023

Sahastrarashmi Pund
Head – IPR
Endurance Technologies Ltd.

To,
The Controller of Patents,
The Patent Office, at Mumbai.