vehicle

Abstract

The present invention discloses a linkage structure (201) of a vehicle (100). The linkage structure (201) includes a first link (240) and a second link (242). A first mounting element (244) of the first link (240) is rotatably coupled to a cross frame member (234) of a body frame (102), a second mounting element (246) of the first link (240) is adapted to be rotatably coupled to an upper mounting member (250) of a rear suspension member (126), and a third mounting element (248) of the first link (240) is rotatably coupled to a top mounting element (252) of the second link (242). A bottom mounting element (254) of the second link (242) is rotatbly coupled to one of a connecting frame member (236) of the body frame (102), a battery unit (322), a power-generating motor (312), and an engine assembly (116) of the vehicle (100).

Description

VEHICLECROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application claims priority from Indian Non-provisional patent application 202411025949, filed on 29thMarch 2024, which is incorporated herein in its entirety by this reference thereto.FIELD OF INVENTION

[0002] The present invention relates to a vehicle and, more particularly, relates to a linkage structure connecting a rear suspension member and a body frame of the vehicle.BACKGROUND

[0003] A body frame of an Internal Combustion Engine (ICE) vehicle is designed to securely mount one or more vehicular components, such as a fuel tank, an engine, a rear suspension member, etc. Further, the body frame of Electrical Vehicles (EVs) is designed to securely mount one or more vehicular components, such as a power-generating motor, at least one battery, a rear suspension member, etc. Generally, for ease of manufacturing and assembly, the geometrical configuration of the body frame to be used for the ICE vehicle and the EV is substantially the same. For instance, a cross-frame member of the body frame of both the ICE vehicle and the EV is provided with a top mounting bracket for mounting a rear suspension member.

[0004] During the running condition of the vehicle, the load transfer from the rear wheel to the rear suspension member takes place. Further, the rear suspension member transfers the same load to its top mounting (z.e., cross-frame member). When the rider rides the vehicle on uneven roads (e.g., bumped roads), due to the suspension characteristics and the motion ratio of the rear suspension member, a significant load acts on the cross-frame member. Consequently, the cross-frame member of the body frame becomes a stress-concentrated zone, and the chances of its failure are high. Therefore, the design of mounting the rear suspension member on the cross-frame member is very complex in both the ICE vehicle and EV.SUMMARY

[0005] This Summary is provided to introduce a selection of concepts in asimplified form that is further described below in the Detailed Description. This Summary is not intended to identify key or essential features of the claimed subject matter, nor is it intended to be used as an aid in determining the scope of the claimed subject matter.

[0006] In order to solve the foregoing problem and to provide other advantages, one aspect of the present invention is to provide a vehicle. The vehicle includes a body frame. The body frame has a head tube, a first pivot plate, a second pivot plate, a first upper tube, a second upper tube, a seat rail member, a second seat rail member, and a cross frame member. The first upper tube extends rearwardly from the head tube to the first pivot plate and the second upper tube extends rearwardly from the head tube to the second pivot plate. The first seat rail member extends rearwardly from the first upper tube and the second seat rail member extends rearwardly from the second upper tube. The cross frame member extends along a vehicle width direction and adapted to connect the first seat rail member with the second seat rail member. The vehicle further includes a linkage structure. The linkage structure has a first link and a second link. The first link is rotatably coupled to the cross frame member and the second link is rotatably coupled to the first link. Furthermore, the vehicle includes at least one front ground engaging member, at least one rear ground engaging member, a swingarm, and a rear suspension member. The swingarm swingably couples the at least one rear ground engaging member with the first pivot plate and the second pivot plate. The rear suspension member has an upper mounting member and a lower mounting member. The upper mounting member is mounted to the first link and the lower mounting member is mounted to the swingarm.

[0007] In an aspect, the first link includes a first mounting element, a second mounting element, and a third mounting element. The first mounting element is adapted to be rotatably coupled to the cross frame member and the second mounting element is adapted to be rotatably coupled to the upper mounting member. The second link includes a top mounting element and a bottom mounting element. The top mounting element of the second link is rotatably coupled to the third mounting element of the first link.

[0008] In an aspect, the body frame further includes a first lower tube, a second lower tube, a first rear down tube, a second rear down tube, and a connecting frame member. The first lower tube extends rearwardly and downwardly from the head tube to the first pivot plate and the second lower tube extends rearwardly and downwardly from the head tube to the second pivot plate. The first rear down tube extends rearwardly and upwardly from the first pivot plate towards the rear portion of the vehicle and the second rear down tube extendsrearwardly and upwardly from the second pivot plate towards the rear portion of the vehicle. The connecting frame member extends along the vehicle width direction and is adapted to connect the first pivot plate to the second pivot plate. The bottom mounting element of the second link is adapted to be rotatably coupled to the connecting frame member of the body frame.

[0009] In an aspect, the bottom mounting element of the second link is adapted to be rotatably coupled to a battery unit of the vehicle.

[0010] In an aspect, the bottom mounting element of the second link is adapted to be rotatably coupled to a power-generating motor of the vehicle.

[0011] In an aspect, the bottom mounting element of the second link is adapted to be rotatably coupled to an engine assembly of the vehicle.

[0012] In an aspect, the first mounting element of the first link is rotatably coupled to the cross frame member through a revolute joint. Further, the second mounting element of the first link is rotatably coupled to the top mounting member of the rear suspension member through at least one of a needle bearing and a ball bearing. Furthermore, the top mounting element of the second link is rotatably coupled to the third mounting element of the first link through at least one of the roller element bearing and the ball bearing.

[0013] In an aspect, the second mounting element is positioned between the first mounting element and the third mounting element, viewed from a left side view of the vehicle.

[0014] In an aspect, the second mounting element and the third mounting element are positioned forwardly to an axis passing through the first mounting element and the bottom mounting element.

[0015] In an aspect, the first link has a substantially triangular shape and the second link has a substantially elongated plate shape.

[0016] Various embodiments of the present invention offer multiple advantages and technical effects. Without limiting the scope of the invention the linkage structure forms a connecting link between the rear suspension member and the cross frame member of the body frame without hampering the movements of the rear suspension member, while riding the vehicle. At the same time, the linkage structure distributes the force coming from the rearground engaging member via the rear suspension member to a suitable vehicular component, such as the connecting frame member of the body frame, the battery unit, the power-generating motor, the engine assembly, and the like. In other words, introducing the linkage structure reduces the force transfer to the cross frame member of the body frame, without compromising the suspension characteristics of the rear suspension member. Such a mounting arrangement significantly reduces the force acting on the body frame ( / '.<?., on the cross frame member), thereby reducing the stresses acted thereupon.

[0017] The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.BRIEF DESCRIPTION OF THE FIGURES

[0018] The invention itself, together with further features and advantages, will become apparent from consideration of the following detailed description, taken in conjunction with the accompanying drawings. One or more embodiments of the present invention are now described, by way of example only wherein like reference numerals represent like elements and in which:

[0019] Figure 1 illustrates a side view of a vehicle, in accordance with an embodiment of the present invention;

[0020] Figure 2A illustrates a right perspective view of an assembly of a body frame, a linkage structure, and a rear suspension member, in accordance with one embodiment of the present invention;

[0021] Figure 2B illustrates a left side view of Figure 2A, in accordance with one embodiment of the present invention;

[0022] Figure 2C illustrates a bottom perspective view of the assembly of the body frame, the linkage structure, and the rear suspension member, in accordance with another embodiment of the present invention;

[0023] Figure 2D illustrates a right side view of Figure 2C, in accordance with another embodiment of the present invention;

[0024] Figure 3A illustrates a perspective view of an assembly of a cross frame member of the body frame, the linkage structure, the rear suspension member, and an engine assembly, in accordance with another embodiment of the present invention;

[0025] Figure 3B illustrates a perspective view of an assembly of the cross frame member, the linkage structure, the rear suspension member, and the power-generating motor, in accordance with another embodiment of the present invention;

[0026] Figure 3C illustrates an exploded view of the assembly of the cross frame member, the linkage structure, the rear suspension member, and the power-generating motor of Figure 3B, in accordance with another embodiment of the present invention; and

[0027] Figure 3D illustrates a perspective view of an assembly of the cross frame member, the linkage structure, the rear suspension member, and the battery unit, in accordance with yet another embodiment of the present invention.

[0028] The drawings referred to in this description are not to be understood as being drawn to scale except if specifically noted, and such drawings are only exemplary in nature.DETAILED DESCRIPTION

[0029] While the invention is susceptible to various modifications and alternative forms, a specific embodiment thereof has been shown by way of example in the drawings and will be described in detail below. It should be understood, however, that it is not intended to limit the invention to the particular forms disclosed, but on the contrary, the invention is to cover all modifications, equivalents, and alternatives falling within the spirit and the scope of the invention.

[0030] The terms “comprises”, “comprising”, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a setup, device, or method 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 or method. 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.

[0031] For a better understanding of this invention, a reference would now be madeto the embodiment illustrated in the accompanying figures and description herein below. Further, in the following figures, the same reference numerals are used to identify the same components in various views.

[0032] While the present invention is illustrated in the context of a two-wheeled or saddle-riding type vehicle, an apparatus and aspects and features thereof can be used with other types of vehicles as well. It is to be noted that terms such as “vehicle”, “scooter-type vehicle”, “two-wheeled vehicle”, “electric vehicle”, and “EV” are interchangeably used throughout the description. The term “vehicle” includes vehicles such as motorcycles, scooters, bicycles, mopeds, All-Terrain Vehicles (ATVs), and the like.

[0033] The terms “front / forward”, “rear / rearward / back / backward”, “up / upper / top / upward”, “down / lower / lowerward / downward”, “left / leftward”, “right / rightward” used therein represents the directions as seen from a vehicle rider sitting astride and these directions are referred by arrows Fr, Rr, U, Lr, L, R in the drawing figures.

[0034] The term “first side” used therein represents a left side of the vehicle as seen from a rider seated astride to drive the vehicle.

[0035] The term “second side” used therein represents a right side of the vehicle as seen from the rider seated astride to drive the vehicle.

[0036] Figure 1 illustrates a side view of a vehicle (100), in accordance with an embodiment of the present invention. The vehicle (100) referred to herein, embodies a twowheeled motorcycle. Alternatively, the vehicle (100) may embody any other ridden vehicles such as scooters, electric scooters, three- wheeled vehicles, three- wheeled vehicles, ATVs, hybrid vehicles, etc. without limiting the scope of the invention.

[0037] The vehicle (100) includes a body frame (102), a steering assembly (104), and a front ground engaging member (106). The body frame (102) supports the steering assembly (104) and the front ground engaging member (106) in a front portion (108) of the vehicle (100). The front ground engaging member (106) is operatively coupled to the steering assembly (104) of the body frame (102). The steering assembly (104) includes a handlebar (110). The handlebar (110) is configured to be rotated by a rider to steer the vehicle (100). The front portion (108) of the vehicle (100) may also include a headlight assembly, front fenders, a dash assembly, mirrors, indicator lights, etc. without limiting the scope of the invention.

[0038] Further, the vehicle (100) includes a power unit (112) and a rear ground engaging member (114). The power unit (112) may be a device, a system, or a combination thereof, which is capable of converting, storing, and / or transferring energy in any form to the at least one front ground engaging member (106) and the at least one rear ground engaging member (114) of the vehicle (100). Further, the power unit (112) may be configured to provide or control the mechanical power output for the vehicle (100). In an embodiment, the power unit (112) may include but is not limited to, an engine assembly (116), a power-generating motor (shown in Figures 3B and 3C), a hybrid system, a battery unit (shown in Figure 3D), a fuel cell, a flywheel, a thermoelectric generator, a piezoelectric device, and among others.

[0039] The body frame (102) supports the power unit (112) in a central portion (118) of the vehicle (100). The vehicle (100) disclosed in the illustrated configuration is an Internal Combustion Engine (ICE) vehicle (100). The power unit (112) of the ICE vehicle (100) includes the engine assembly (116) that provides the necessary power required to drive the rear ground engaging member (114) of the vehicle (100). Alternatively, the power unit (112) may provide the necessary power to drive the front ground engaging member (106), or both the front ground engaging member (106) and the rear ground engaging member (114) simultaneously, without limiting the scope of the invention.

[0040] In another embodiment (shown in Figures 2A and 2B), the vehicle (100) may be embodied as an electric vehicle. The power unit (112) of the electric vehicle includes at least the power-generating motor, the battery unit, and a transmission system. The battery unit is mounted to the body frame (102) and is adapted to supply electrical power to the powergenerating motor. Further, the power-generating motor provides the necessary power required to drive the at least one rear ground engaging member (114). Alternatively, the powergenerating motor may provide the necessary power to drive the front ground engaging member (106), or both the front ground engaging member (106) and the rear ground engaging member (114) simultaneously, without limiting the scope of the invention.

[0041] Further, in the illustrated configuration of Figure 1, the rear ground engaging member (114) is supported by the body frame (102) at a rear portion (120) of the vehicle (100). The body frame (102) supports a seat member (122). The seat member (122) extending from the central portion (118) to the rear portion (120) of the vehicle (100) provides seating for the rider and a pillion rider. Furthermore, the vehicle (100) includes a swingarm (124) operatively and swingably couples the rear ground engaging member (114) with the body frame (102). Theswingarm (124) is also adapted to mount a rear suspension member (126).

[0042] It may be noted that the vehicle (100) is shown to have included the abovestated parts, however, those skilled in the art would appreciate that the vehicle (100) includes other parts which may not be relevant for explaining the present invention and hence are not shown and described.

[0043] Figure 2A illustrates a right perspective view of an assembly (200) of the body frame (102), a linkage structure (201), and the rear suspension member (126), in accordance with one embodiment of the present invention. Figure 2B illustrates a left side view of Figure 2A, in accordance with one embodiment of the present invention. Figure 2C illustrates a bottom perspective view of the assembly (200) of the body frame (102), the linkage structure(201), and the rear suspension member (126), in accordance with another embodiment of the present invention. Figure 2D illustrates a right side view of Figure 2C, in accordance with another embodiment of the present invention.

[0044] Referring to Figures 2A to 2D, the body frame (102) includes a head tube(202) designed to pass through a steering member (not shown) of the steering assembly (104). A first upper tube (204 L) of the body frame (102) extends obliquely in a rearward and downward direction from the head tube (202) to a first pivot plate (206L) of the body frame (102). Specifically, a front end (208L) (shown in Figure 2B) of the first upper tube (204L) is connected to an upper portion (210U) (shown in Figure 2D) of the head tube (202), and a rear end (212L) (shown in Figure 2C) of the first upper tube (204L) is connected to an upper region (214L) (shown in Figure 2C) of the first pivot plate (206L). Likewise, a second upper tube (204R) of the body frame (102) extends obliquely in the rearward and downward direction from the head tube (202) to a second pivot plate (206R) of the body frame (102). Specifically, a front end (208R) (shown in Figures 2C and 2D) of the second upper tube (204R) is connected to the upper portion (210U) of the head tube (202), and a rear end (212R) (shown in Figures 2A and 2D) of the second upper tube (204R) is connected to an upper region (214R) (shown in Figure 2A) of the second pivot plate (206R).

[0045] The body frame (102) further includes a first lower tube (216L) and a second lower tube (216R). The first lower tube (216L) extends obliquely in the rearward and downward direction from the head tube (202) to the first pivot plate (206L). Specifically, a first end (218L) (shown in Figure 2B) of the first lower tube (216L) is connected to a lower portion (210L)shown in Figure 2D) of the head tube (202), and a second end (220L) shown in Figure 2C) of the first lower tube (216L) is connected to a lower region (222L) (shown in Figure 2C) of the first pivot plate (206L). Likewise, the second lower tube (216R) extends obliquely in the rearward and downward direction from the head tube (202) to the second pivot plate (206R). Specifically, a first end (218R) (shown in Figure 2D of the second lower tube (216R) is connected to the lower portion (210L) of the head tube (202), and a second end (220R) (shown in Figure 2D) of the second lower tube (216R) is connected to a lower region (222R) (shown in Figure 2A) of the second pivot plate (206R).

[0046] The first upper tube (204L) is connected to the first lower tube (216L) through a plurality of front left trellis tubes (224L). In the illustrated configuration, the plurality of front left trellis tubes (224L) forms a triangular configuration with respect to the first upper tube (204L) and the first lower tube (216L). This configuration allows a front region of the left side of the body frame (102) to be strong, stiff, and lightweight. Likewise, the second upper tube (204R) is connected to the second lower tube (216R) through a plurality of front right trellis tubes (224R). In the illustrated configuration, the plurality of front right trellis tubes (224R) forms a triangular configuration with respect to the second upper tube (204R) and the second lower tube (216R). This configuration allows a front region of the right side of the body frame (102) to be strong, stiff, and lightweight.

[0047] The body frame (102) further includes a first seat rail member (223L) (shown in Figure 2B), a second seat rail member (223R) (shown in Figure 2D), and a cross frame member (234). The first seat rail member (223L) extends rearwardly from the first upper tube (204L) and the second seat rail member (223 R) extends rearwardly from the second upper tube (204R). The cross frame member (234) extends along a vehicle width direction (W) and connects the first seat rail member (223L) with the second seat rail member (223R).

[0048] The first seat rail member (223L) has a first front portion (225L) and a first rear portion (226L). Likewise, the second seat rail member (223R) has a second front portion (225R) and a second rear portion (226R). The first front portion (225L) of the first seat rail member (223L) extends rearwardly from the first upper tube (204L) to the cross frame member (234), and the second front portion (225R) of the second seat rail member (223R) extends rearwardly from the second upper tube (204R) to the cross frame member (234). Particularly, a proximal end (227L) of the first front portion (225L) is connected to a first middle portion (228L) of the first upper tube (204L) and a distal end (229L) of the first front portion (225L) isconnected to a first end portion (23 IL) of the cross frame member (234). Likewise, a proximal end (227R) of the second front portion (225R) is connected to a second middle portion (228R) of the second upper tube (204R) and a distal end (229R) of the second front portion (225R) is connected to a second end portion (231R) of the cross frame member (234).

[0049] Further, the first rear portion (226L) of the first seat rail member (223L) extends rearwardly from the first end portion (23 IL) of the cross frame member (234) towards the rear portion (120) of the vehicle (100). Likewise, the second rear portion (226R) of the second seat rail member (223R) extends rearwardly from the second end portion (231R) of the cross frame member (234) towards the rear portion (120) of the vehicle (100). The cross frame member (234) extends along a vehicle width direction (W). The first end portion (23 IL) of the cross frame member (234) is designed to connect the first front portion (225L) with the first rear portion (226L). Likewise, the second end portion (231R) of the cross frame member (234) is designed to connect the second front portion (225R) with the second rear portion (226R).

[0050] Further, a first rear down tube (230L) shown in Figure 2B) extends rearwardly and upwardly from the first pivot plate (206L) towards the rear portion (120) of the vehicle (100) and a second rear down tube (230R) extends rearwardly and upwardly from the second pivot plate (206R) towards the rear portion (120) of the vehicle (100).

[0051] The first seat rail member (223L) is connected to the first rear down tube (230L) through a plurality of rear left trellis tubes (232L). In the illustrated configuration, the plurality of rear left trellis tubes (232L) forms a triangular configuration with respect to the first seat rail member (223L) and the first rear down tube (230L). This configuration allows a rear region of the left side of the body frame (102) to be strong, stiff, and lightweight. Likewise, the second seat rail member (223R) is connected to the second rear down tube (230R) through a plurality of rear right trellis tubes (232R). In the illustrated configuration, the plurality of rear right trellis tubes (232R) forms a triangular configuration with respect to the second seat rail member (223R) and the second rear down tube (230R). This configuration allows a rear region of the right side of the body frame (102) to be strong, stiff, and lightweight.

[0052] Further, the body frame (102) includes a connecting frame member (236). The connecting frame member (236) extends along the vehicle width direction (W) and is adapted to connect the first pivot plate (206L) to the second pivot plate (206R). In an embodiment, the cross frame member (234) and the connecting frame member (236) areextended along the vehicle width direction (W) and are positioned substantially parallel to each other.

[0053] In the illustrated configuration, the cross frame member (234) and the connecting frame member (236) (shown in Figure 2C) are designed to form the shape of a circular tube. The circular tube may be solid or hollow in cross-section, depending upon the load acted thereupon. For example, in order to sustain stresses (e.g., bending stress, shear stress, etc.) generated due to the weight of the rear suspension member (126), the cross frame member (234), and the connecting frame member (236) are designed to form a solid circular tube.

[0054] The vehicle (100) further includes the linkage structure (201) forming a connection between the rear suspension member (126) and the cross frame member (234) and adapted to serve one or more purposes. For instance, during the running condition of the vehicle (100), the force transfer from the at least one rear ground engaging member (114) to the rear suspension member (126) takes place. The rear suspension member (126) further transfers the same force to the cross frame member (234) to which an upper mounting member (250) of the rear suspension member (126) is mounted. When the rider rides the vehicle (100) on uneven roads (e.g., bumped roads), due to the suspension characteristics and the motion ratio of the rear suspension member (126), a significant load (i.e., force) acts on the cross frame member (234), if no linkage structure (201) is used. Consequently, the cross frame member (234) of the body frame (102) may become a stress-concentrated zone, and the chances of its failure increase dramatically.

[0055] With this consideration, the linkage structure (201) is provided at least to form a connecting link between the rear suspension member (126) and the cross frame member (234) of the body frame (102) without hampering the movements of the rear suspension member (126), while riding the vehicle (100). At the same time, the linkage structure (201) distributes the force to a suitable vehicular component mounted thereto. In other words, introducing the linkage structure (201) reduces the force transfer to the cross frame member (234) of the body frame (102), without compromising the suspension characteristics of the rear suspension member (126). Such a mounting arrangement significantly reduces the force acting on the body frame (102) (i.e., on the cross frame member (234)), thereby significantly reducing the stresses acted thereupon.

[0056] The linkage structure (201) disclosed herein has a first link (240) and asecond link (242) rotatably coupled to the first link (240). The first link (240) is rotatably coupled to the cross frame member (234) and the second link (242) is rotatably coupled to the first link (240). More specifically, the first link (240) has a first mounting element (244), a second mounting element (246), and a third mounting element (248). In the representative example, the first mounting element (244) is adapted to be rotatably coupled to the cross frame member (234), and the second mounting element (246) is adapted to rotatably couple an upper mounting member (250) of the rear suspension member (126). Alternatively, the first mounting element (244) can be coupled to a suitable vehicular component disposed thereto, without limiting the scope of the invention. Further, the second link (242) includes a top mounting element (252) and a bottom mounting element (254). The top mounting element (252) is rotatably coupled to the third mounting element (248) of the first link (240), whereas the bottom mounting element (254) can be coupled to a suitable vehicular component, without limiting the scope of the invention.

[0057] In one embodiment, the bottom mounting element (254) of the second link (242) is adapted to be rotatably coupled to the connecting frame member (236) of the body frame (102). In another embodiment, the bottom mounting element (254) of the second link (242) is adapted to be rotatably coupled to an engine assembly (shown in Figure 3A) of the vehicle (100). In another embodiment, the bottom mounting element (254) of the second link (242) is adapted to be rotatably coupled to the power-generating motor shown in Figures 3B and 3C) of the vehicle (100). In yet another embodiment, the bottom mounting element (254) of the second link (242) is adapted to be rotatably coupled to the battery unit (shown in Figure 3D) of the vehicle (100). Such a mounting arrangement allows force transfer but constrains the rotation of the first mounting element (244) of the first link (240) with respect to the cross frame member (234) and the bottom mounting element (254) of the second link (242) with respect to the above-mentioned suitable vehicular component. However, the rotation of the first link (240) with respect to the second link (242) is possible when the force coming from the rear suspension member (126) is high. Consequently, the relative motion of the cross frame member (234) and the suitable vehicular component to which the bottom mounting element (254) is coupled can be possible. In this case, stress generated on both the cross frame member (234) and the suitable vehicular component to which the bottom mounting element (254) coupled shall be less or negligible due to relative motion between them.

[0058] In one scenario where the requirement of force transfer from the rearsuspension member (126) to the cross frame member (234) is greater and the force transfer to the suitable vehicular component (e.g., the connecting frame member (236), the engine assembly {shown in Figure 3A), the power-generating motor shown in Figures 3B and 3C), or the battery unit {shown in Figure 3D)) to which bottom mounting element (254) of the second link (242) is coupled is lesser, the needle bearing can be used. The needle bearing allows unidirectional rotation {i.e., one degree of freedom) of the top mounting element (252) with the second mounting element (246).

[0059] The rear suspension member (126) has the upper mounting member (250) and a lower mounting member (256). The upper mounting member (250) is adapted to be rotated coupled to the second mounting element (246) and the lower mounting member (256) is mounted to the swingarm (124). The swingarm (124) swingably couples the at least one rear ground engaging member (114) with the first pivot plate (206L) and the second pivot plate (206R) of the body frame (102).

[0060] Specifically, the swingarm (124) includes a first arm (258L), a second arm (258R), and a cross arm (258M) connecting the first arm (258L) and the second arm (258R). The first arm (258L) swingably couples a first side {i.e., left side) of the at least one rear ground engaging member (114) to the first pivot plate (206L) of the body frame (102). Likewise, the second arm (258R) swingably couples a second side {i.e., right side) of the at least one rear ground engaging member (114) to the second pivot plate (206R) of the body frame (102). The cross arm (258M) is adapted to mount the lower mounting member (256) of the rear suspension member (126).

[0061] The cross frame member (234) is provided with a first mounting bracket (260). The first mounting bracket (260) can be temporarily or permanently mounted to the cross frame member (234). In the illustrated embodiment, the first mounting bracket (260) is permanently mounted to the cross frame member (234) through a suitable permanent joining technique {e.g., welding, adhesive bonding, etc.). Alternatively, the first mounting bracket (260) can be temporarily mounted to the cross frame member (234) through suitable fasteners {e.g., nuts and bolts, screws, etc.), without limiting the scope of the invention.

[0062] In a specific embodiment, the first mounting element (244) of the first link (240) is rotatably coupled to the first mounting bracket (260) of the cross frame member (234) through a revolute joint. The revolute joint offers one or more advantages, such as ease ofassembly, minimization of friction forces, and the like. Herein, the first mounting bracket (260) is formed with a first through circular hole (not visible) along the vehicle width direction (W). The diameter of the first through circular hole of the first mounting bracket (260) is substantially equal to a first complementary through circular hole (not visible) of the first mounting element (244). The first through circular hole and the first complementary through circular hole are connected coaxially to pass through a first fastener (e.g., bolt). In order to allow the rotary motion and to form a revolute joint, one of a ball bearing, a needle bearing, and a bush bearing (not visible) is provided between the first through circular hole and the first complementary through circular hole, and the fastener passes there through. However, in another configuration, another type of bearing that forms a revolute joint between the first mounting bracket (260) of the cross frame member (234) and the first mounting element (244) can also be used, without limiting the scope of the invention.

[0063] Further, In a specific embodiment, the second mounting element (246) of the first link (240) is rotatably coupled to the upper mounting member (250) of the rear suspension member (126) through a bush joint. The bush joint provides 3 degrees of freedom (DOF) compliance to the second mounting element (246) and the upper mounting member (250).

[0064] Furthermore, the top mounting element (252) of the second link (242) is rotatably coupled to the third mounting element (248) of the first link (240) through at least one of the needle bearing and the ball bearing. In one scenario where the requirement of force transfer from the rear suspension member (126) to the cross frame member (234) is greater and the force transfer to the suitable vehicular component (e.g., the connecting frame member (236), the engine assembly (shown in Figure 3A), the power-generating motor (shown in Figures 3B and 3C), or the battery unit (shown in Figure 3D)) to which bottom mounting element (254) of the second link (242) is coupled is lesser, the needle bearing can be used. The needle bearing allows unidirectional rotation (i.e., one degree of freedom) of the top mounting element (252) with the second mounting element (246). In another scenario where the requirement of force transfer from the rear suspension member (126) to the cross frame member (234) is lesser and the force transfer to the vehicular component (e.g., the connecting frame member (236), engine assembly (shown in Figure 3A), the power-generating motor (shown in Figure 3B and 3C), or the battery unit (shown in Figure 3C)) to which bottom mounting element (254) of the second link (242) is coupled is greater, the ball bearing can be used. This is because, when greater forcetransfers to the above said vehicular component, there is a possibility of the relative movement between the first link (240) and the second link (242). The ball bearing allows multi-directional rotation (z.e., two degrees of freedom or three degrees of freedom) of the top mounting element (252) with the third mounting element (248).

[0065] In one embodiment of the invention depicted in Figures 2C and 2D, the bottom mounting element (254) of the second link (242) is adapted to be rotatably coupled to the connecting frame member (236) of the body frame (102). Herein, the connecting frame member (236) is provided with a second mounting bracket (262). The second mounting bracket (262) can be temporarily or permanently mounted to the connecting frame member (236). In the illustrated embodiment, the second mounting bracket (262) is permanently mounted to the connecting frame member (236) through a suitable permanent joining technique (e.g., welding, adhesive bonding, etc.). Alternatively, the second mounting bracket (262) can be temporarily mounted to the connecting frame member (236) through suitable fasteners (e.g., nuts and bolts, screws, etc.), without limiting the scope of the invention.

[0066] The amount of force transfer from the rear suspension member (126) to the cross frame member (234) and the connecting frame member (236) of the body frame (102) can be adjusted by changing the mounting position (forward or backward) of at least one of (a) the first mounting element (244) with respect to the mounting position of the cross frame member (234), (b) the second mounting element (246) with respect to the mounting position of the upper mounting member (250), and (c) the bottom mounting element (254) with respect to the mounting position of the connecting frame member (236). Upon changing the position, the longitudinal and vertical distance with respect to the mounting position of the second mounting element (246) with the upper mounting member (250) changes, which in turn changes the moment and force acted thereupon. In this manner, the forces acting on the cross frame member (234) and the connecting frame member (236) can be adjusted as per the requirement. This is the reason that the second mounting element (246) is positioned between the first mounting element (244) and the third mounting element (248), viewed from a left side view of the vehicle (100). The second mounting element (246) may be rotatably coupled to the upper mounting member (250) with respect to the required suspension characteristics and motion ratio of the rear suspension member (126). Based on the longitudinal and vertical distance of the first mounting element (244), the third mounting element (248), and the bottom mounting element (254) with respect to the upper mounting member (250) for satisfying the requirement of theforce transfer from the rear suspension member (126) to the cross frame member (234) and the connecting frame member (236) of the body frame (102), the second mounting element (246) and the third mounting element (248) can be positioned forwardly or backwardly to an axis (A- A’) passing through the first mounting element (244) and the bottom mounting element (254). In the illustrated configuration, based on design requirements, the second mounting element (246) and the third mounting element (248) are positioned forwardly to an axis (A- A’) passing through the first mounting element (244) and the bottom mounting element (254).

[0067] It is important to note that the mounting arrangement of the first mounting element (244) of the first link (240) and the bottom mounting element (254) of the second link (242) is coupled to the non-movable components (z.e., the cross frame member (234) and the connecting frame member (236) having the dead-lock mounting structure). Nevertheless, this mounting arrangement allows the distribution of the force from the upper mounting member (250) of the rear suspension member (126) to the cross frame member (234) and the connecting frame member (236) without hampering the cushioning effect of the rear suspension member (126).

[0068] Figure 3A illustrates a perspective view of an assembly (300) of the cross frame member (234) of the body frame (102), the linkage structure (201), the rear suspension member (126), and the engine assembly (116), in accordance with another embodiment of the present invention. In this embodiment, the bottom mounting element (254) is adapted to be rotatably coupled to an engine assembly (116) of the vehicle (100) through a revolute joint. In a non-limiting example, the needle bearing (not visible) is used to rotatably couple the bottom mounting element (254) to the engine assembly (116). Alternatively, one of the ball bearing and the bush bearing (not visible) can be used to rotatably couple the bottom mounting element (254) to the engine assembly (116).

[0069] Herein, the engine assembly (116) is provided with a third mounting bracket (302). In the representative example, the third mounting bracket (302) is an integral part of the engine assembly (116) fabricated using a suitable casting process (e.g., sand casting). In an alternate example, the third mounting bracket (302) is first fabricated separately and then mounted (temporarily or permanently) to the engine assembly (116). In one configuration, the third mounting bracket (302) is permanently mounted to the engine assembly (116) through a suitable permanent joining technique (e.g., welding, adhesive bonding, etc.). However, in another configuration, the third mounting bracket (302) can be temporarily mounted to theengine assembly (116) through suitable fasteners (e.g., nuts and bolts, screws, etc.), without limiting the scope of the invention.

[0070] The amount of force transfer from the rear suspension member (126) to the cross frame member (234) and the engine assembly (116) can be adjusted by changing the mounting position (forward or backward) of at least one of (a) the first mounting element (244) with respect to the mounting position of the cross frame member (234), (b) the second mounting element (246) with respect to the mounting position of the upper mounting member (250), and (c) the bottom mounting element (254) with respect to the mounting position of the engine assembly (116). Upon changing the position, the longitudinal and vertical distance with respect to the mounting position of the second mounting element (246) with the upper mounting member (250) changes, which in turn changes the moment and force acted thereupon. In this manner, the forces acting on the cross frame member (234) and the engine assembly (116) can be adjusted as per the requirement. This is the reason that the second mounting element (246) is positioned between the first mounting element (244) and the third mounting element (248), viewed from a left side view of the vehicle (100). The second mounting element (246) may be rotatably coupled to the upper mounting member (250) with respect to the required suspension characteristics and motion ratio of the rear suspension member (126). Based on the longitudinal and vertical distance of the first mounting element (244), the third mounting element (248), and the bottom mounting element (254) with respect to the upper mounting member (250), for satisfying the requirement of the force transfer from the rear suspension member (126) to the cross frame member (234) and the engine assembly (116) of the body frame (102), the second mounting element (246) and the third mounting element (248) can be positioned forwardly or backwardly to an axis (A- A’) passing through the first mounting element (244) and the bottom mounting element (254). In the illustrated configuration, based on design requirements, the second mounting element (246) and the third mounting element (248) are positioned forwardly to an axis (A-A’) passing through the first mounting element (244) and the bottom mounting element (254).

[0071] It is important to note that the mounting arrangement of the first mounting element (244) of the first link (240) and the bottom mounting element (254) of the second link (242) is coupled to the non-movable components (z.e., the cross frame member (234) and the engine assembly (116) having the dead-lock mounting structure). Nevertheless, this mounting arrangement allows the distribution of the force from the upper mounting member (250) of therear suspension member (126) to the cross frame member (234) and the engine assembly (116) without hampering the cushioning effect of the rear suspension member (126).

[0072] Figure 3B illustrates a perspective view of an assembly (310) of the cross frame member (234), the linkage structure (201), the rear suspension member (126), and a power-generating motor (312), in accordance with another embodiment of the present invention. Figure 3C illustrates an exploded view of the assembly (310) of the cross frame member (234), the linkage structure (201), the rear suspension member (126), and the powergenerating motor (312) of Figure 3B, in accordance with another embodiment of the present invention.

[0073] In this embodiment, the bottom mounting element (254) is adapted to be rotatably coupled to the power-generating motor (312) of the vehicle (100) through a revolute joint. In a non-limiting example, the needle bearing (not visible) is used to rotatably couple the bottom mounting element (254) to the power-generating motor (312). Alternatively, one of the ball bearing and the bush bearing (not visible) can be used to rotatably couple the bottom mounting element (254) to the power-generating motor (312).

[0074] Herein, the power-generating motor (312) is provided with a fourth mounting bracket (314). In the representative example, the fourth mounting bracket (314) is an integral part of the power-generating motor (312) fabricated using a suitable casting process (e.g., sand casting). In an alternate example, the fourth mounting bracket (314) is first fabricated separately and then mounted (temporarily or permanently) to the power-generating motor (312). In one configuration, the fourth mounting bracket (314) is permanently mounted to the power-generating motor (312) through a suitable permanent joining technique (e.g., welding, adhesive bonding, etc.). However, in another configuration, the fourth mounting bracket (314) can be temporarily mounted to the power-generating motor (312) through suitable fasteners (e.g., nuts and bolts, screws, etc.), without limiting the scope of the invention.

[0075] The amount of force transfer from the rear suspension member (126) to the cross frame member (234) and the power-generating motor (312) can be adjusted by changing the mounting position (forward or backward) of at least one of (a) the first mounting element (244) with respect to the mounting position of the cross frame member (234), (b) the second mounting element (246) with respect to the mounting position of the upper mounting member (250), and (c) the bottom mounting element (254) with respect to the mounting position of thepower-generating motor (312). Upon changing the position, the longitudinal and vertical distance with respect to the mounting position of the second mounting element (246) with the upper mounting member (250) changes, which in turn changes the moment and force acted thereupon. In this manner, the forces acting on the cross frame member (234) and the powergenerating motor (312) can be adjusted as per the requirement. This is the reason that the second mounting element (246) is positioned between the first mounting element (244) and the third mounting element (248), viewed from a left side view of the vehicle (100). The second mounting element (246) may be rotatably coupled to the upper mounting member (250) with respect to the required suspension characteristics and motion ratio of the rear suspension member (126). Based on the longitudinal and vertical distance of the first mounting element (244), the third mounting element (248), and the bottom mounting element (254) with respect to the upper mounting member (250), for satisfying the requirement of the force transfer from the rear suspension member (126) to the cross frame member (234) and the power-generating motor (312) of the body frame (102), the second mounting element (246) and the third mounting element (248) can be positioned forwardly or backwardly to an axis (A- A’) passing through the first mounting element (244) and the bottom mounting element (254). In the illustrated configuration, based on design requirements, the second mounting element (246) and the third mounting element (248) are positioned forwardly to an axis (A-A’) passing through the first mounting element (244) and the bottom mounting element (254).

[0076] It is important to note that the mounting arrangement of the first mounting element (244) of the first link (240) and the bottom mounting element (254) of the second link (242) is coupled to the non-movable components (z.e., the cross frame member (234) and the power-generating motor (312) having the dead-lock mounting structure). Nevertheless, this mounting arrangement allows the distribution of the force from the upper mounting member (250) of the rear suspension member (126) to the cross frame member (234) and the powergenerating motor (312) without hampering the cushioning effect of the rear suspension member (126).

[0077] Figure 3D illustrates a perspective view of an assembly (320) of the cross frame member (234), the linkage structure (201), the rear suspension member (126), and the battery unit (322), in accordance with yet another embodiment of the present invention. In this embodiment, the bottom mounting element (254) is adapted to be rotatably coupled to the battery unit (322) of the vehicle (100) through a revolute joint. In a non-limiting example, theneedle bearing (not visible) is used to rotatably couple the bottom mounting element (254) to the battery unit (322). Alternatively, one of the ball bearing and the bush bearing (not visible) can be used to rotatably couple the bottom mounting element (254) to the battery unit (322).

[0078] Herein, the battery unit (322) is provided with a fifth mounting bracket (324). In the representative example, the fifth mounting bracket (324) is an integral part of the battery unit (322) fabricated using a suitable casting process (e.g., sand casting). In an alternate example, the fifth mounting bracket (324) is first fabricated separately and then mounted (temporarily or permanently) to the battery unit (322). In one configuration, the fifth mounting bracket (324) is permanently mounted to the battery unit (322) through a suitable permanent joining technique (e.g., welding, adhesive bonding, etc.). However, in another configuration, the fifth mounting bracket (324) can be temporarily mounted to the battery unit (322) through suitable fasteners (e.g., nuts and bolts, screws, etc.), without limiting the scope of the invention.

[0079] The amount of force transfer from the rear suspension member (126) to the cross frame member (234) and the battery unit (322) can be adjusted by changing the mounting position (forward or backward) of at least one of (a) the first mounting element (244) with respect to the mounting position of the cross frame member (234), (b) the second mounting element (246) with respect to the mounting position of the upper mounting member (250), and (c) the bottom mounting element (254) with respect to the mounting position of the battery unit (322). Upon changing the position, the longitudinal and vertical distance with respect to the mounting position of the second mounting element (246) with the upper mounting member (250) changes, which in turn changes the moment and force acted thereupon. In this manner, the forces acting on the cross frame member (234) and the battery unit (322) can be adjusted as per the requirement. This is the reason that the second mounting element (246) is positioned between the first mounting element (244) and the third mounting element (248), viewed from a left side view of the vehicle (100). The second mounting element (246) may be rotatably coupled to the upper mounting member (250) with respect to the required suspension characteristics and motion ratio of the rear suspension member (126). Based on the longitudinal and vertical distance of the first mounting element (244), the third mounting element (248), and the bottom mounting element (254) with respect to the upper mounting member (250), for satisfying the requirement of the force transfer from the rear suspension member (126) to the cross frame member (234) and the battery unit (322) of the body frame (102), the second mounting element (246) and the third mounting element (248) can be positioned forwardly orbackwardly to an axis (A- A’) passing through the first mounting element (244) and the bottom mounting element (254). In the illustrated configuration, based on design requirements, the second mounting element (246) and the third mounting element (248) are positioned forwardly to an axis (A-A’) passing through the first mounting element (244) and the bottom mounting element (254).

[0080] It is important to note that the mounting arrangement of the first mounting element (244) of the first link (240) and the bottom mounting element (254) of the second link (242) is coupled to the non-movable components (z.e., the cross frame member (234) and the battery unit (322) having the dead-lock mounting structure). Nevertheless, this mounting arrangement allows the distribution of the force from the upper mounting member (250) of the rear suspension member (126) to the cross frame member (234) and the battery unit (322) without hampering the cushioning effect of the rear suspension member (126).

[0081] Referring to Figure 2A to 3D, the first link (240) and the second link (242) are rigid structural members, designed to transfer the force. In an embodiment, the first link (240) has a substantially triangular shape and the second link (242) has a substantially elongated plate shape. However, based on feasibility and requirements, the the first link (240) and the second link (242) may be formed in other shapes (e.g., square, trapezoidal, etc.), without limiting the scope of the invention.

[0082] While few embodiments of the present invention have been described above, it is to be understood that the invention is not limited to the above embodiments and modifications may be appropriately made thereto within the spirit and scope of the invention.

[0083] While considerable emphasis has been placed herein on the particular features of this invention, it will be appreciated that various modifications can be made and that many changes can be made in the preferred embodiments without departing from the principles of the invention. These and other modifications in the nature of the invention or the preferred embodiments will be apparent to those skilled in the art from the invention herein, whereby it is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the invention and not as a limitation.

Claims

CLAIMS:

1. A vehicle (100), comprising: at least one front ground engaging member (106) and at least one rear ground engaging member (114); a body frame (102) comprising: a head tube (202); a first pivot plate (206L) and a second pivot plate (206R); a first upper tube (204L) and a second upper tube (204R), the first upper tube (204L) extending rearwardly from the head tube (202) to the first pivot plate (206L) and the second upper tube (204R) extending rearwardly from the head tube (202) to the second pivot plate (206R); a first seat rail member (223L) and a second seat rail member (223R), the first seat rail member (223L) extending rearwardly from the first upper tube (204L) and the second seat rail member (223R) extending rearwardly from the second upper tube (204R); and a cross frame member (234) extending along a vehicle width direction (W) and connecting the first seat rail member (223L) with the second seat rail member (223R); a linkage structure (201) comprising a first link (240) and a second link (242), the first link (240) rotatably coupled to the cross frame member (234) and the second link (242) rotatably coupled to the first link (240); a swingarm (124) swingably couples the at least one rear ground engaging member (114) with the first pivot plate (206L) and the second pivot plate (206R); and a rear suspension member (126) comprising an upper mounting member (250) mounted to the first link (240) and a lower mounting member (256) mounted to the swingarm (124).

2. The vehicle (100) as claimed in claim 1, wherein the first link (240) comprises a first mounting element (244), a second mounting element (246), and a third mounting element (248), the first mounting element (244) adapted to be rotatably coupled to the cross frame member (234) and the second mounting element (246) adapted to rotatably coupled to the upper mounting member (250), and wherein the second link (242) comprises a top mounting element (252) and a bottom mounting element (254), the top mounting element (252) rotatably coupled to the third mounting element (248).

3. The vehicle (100) as claimed in claim 2, wherein the body frame (102) comprises: a first lower tube (216L) extending rearwardly and downwardly from the head tube (202) to the first pivot plate (206L); a second lower tube (216R) extending rearwardly and downwardly from the head tube (202) to the second pivot plate (206R); a first rear down tube (230L) extending rearwardly and upwardly from the first pivot plate (206L) towards the rear portion (120); a second rear down tube (230R) extending rearwardly and upwardly from the second pivot plate (206R) toward the rear portion (120); and a connecting frame member (236) extending along the vehicle width direction (W) and adapted to connect the first pivot plate (206L) to the second pivot plate (206R), wherein the bottom mounting element (254) is adapted to be rotatably coupled to the connecting frame member (236).

4. The vehicle (100) as claimed in claim 2, wherein the bottom mounting element (254) is adapted to be rotatably coupled to a battery unit (322) of the vehicle (100).

5. The vehicle (100) as claimed in claim 2, wherein the bottom mounting element (254) is adapted to be rotatably coupled to a power-generating motor (312) of the vehicle (100).

6. The vehicle (100) as claimed in claim 2, wherein the bottom mounting element (254) is adapted to be rotatably coupled to an engine assembly (116) of the vehicle (100).

7. The vehicle (100) as claimed in claim 2, wherein the first mounting element (244) is rotatably coupled to the cross frame member (234) through a revolute joint, the second mounting element (246) is rotatably coupled to the upper mounting member (250) through at least one of a needle bearing and a ball bearing, and the top mounting element (252) is rotatably coupled to the third mounting element (248) through at least one of the needle bearing and the ball bearing.

8. The vehicle (100) as claimed in claim 2, wherein the second mounting element (246) is positioned between the first mounting element (244) and the third mounting element (248), viewed from a left side view of the vehicle (100).

9. The vehicle (100) as claimed in claim 2, wherein the second mounting element (246) and the third mounting element (248) are positioned forwardly to an axis (A- A’) passing through the first mounting element (244) and the bottom mounting element (254).

10. The vehicle (100) as claimed in claim 1, wherein the first link (240) has a substantially triangular shape, and the second link (242) has a substantially elongated plate shape.

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