Swingarm of a vehicle

Abstract

The present invention discloses a swingarm (126) of a vehicle (100). The swingarm (126) includes a first arm (302) and a second arm (304) that is coupled to the first arm (302). The first arm (302) defines a first front portion (252F; 308F), and the second arm (304) defines a second front portion (254F; 310F). A power unit (112) of the vehicle (100) is disposed between the first front portion (252F; 308F) and the second front portion (254F; 310F). One of the swingarm (126) and the power unit (112) is adapted to pivotally couple to a body frame (102) of the vehicle (100).

Description

DescriptionTitle of Invention: SWINGARM OF A VEHICLECross-reference to related applications

[0001] This application claims priority from Indian patent applications 20241 1047030, filed on 19-June- 2024, 20251 1006297, filed on 25-January-2025 and 20251 1027623, filed on 25-March-2025 which is incorporated herein in its entirety by this reference thereto.TECHNICAL FIELD

[0002] The present invention relates to a vehicle and, more particularly, to a swingarm designed to support a power unit of the vehicle.BACKGROUND

[0003] The swingarm is an essential component of both the internal combustion engine (ICE) and electric vehicles (EVs), acting as a pivotal link between a rear wheel and a body frame. In ICE vehicles, the swingarm typically supports a rear suspension member, providing stability and absorbing shocks coming from the road. In EVs, the swingarm serves a similar role, with the main difference being that the electric motor is typically mounted directly to the swingarm and is operatively coupled to the rear wheel to drive it.

[0004] However, the swingarm requires additional structural strength to provide support to the electric motor, which increases the overall weight, material, and cost of the swingarm. The increased weight of the swingarm, along with its complex design, contributes to higher unsprung mass. As a result, the handling and riding comfort of the vehicle is impacted. Additionally, the higher unsprung mass negatively affects vehicle mileage, as it requires more power to manage the additional weight during riding, reducing the fuel efficiency of the vehicle.

[0005] The horizontal distance between the centers of a front wheel and the rear wheel is called the wheelbase. The different versions of the vehicle have different types of wheelbases. However, the current swingarm mounting lacks modularity. The current swing arm is unable to cater to the challenges of mounting the swing arm in different versions of the vehicle with different wheelbases.

[0006] Further, the motor needs to be assembled to the swingarm; thus, the swingarm requires additional lateral space to accommodate the motor, which further increases the swingarm width. Since the swingarm directly couples to the frame, this further requires the body frame to be wider to accommodate both the swingarm and the motor assembly. The increased width affects the overall vehicle aesthetics and performance.

[0007] Furthermore, the battery and the electric motor are mounted on the body frame of the vehicle and utilize the major space available within the vehicle. Often, some situations require increased battery capacity to drive the vehicle, which is achieved by either using increased size battery or increasing the number of batteries. However, this requirement of increased battery capacitynecessitates additional space for accommodating the battery and the motor within the vehicle. Thus, the existing available space within the vehicle limits to accommodate further additional batteries or large-size batteries. Therefore, it is essential to shift the motor from the body frame to accommodate large-sized batteries or additional batteries. One possible location to mount the motor could be on a swingarm. This is one of the most desirable locations to mount the electric motor as close to the rear wheel. However, mounting the electric motor onto the swingarm leads to further challenges, such as the electric motor assembly onto the swingarm requiring enough clearances between the electric motor and the swingarm for easy assembly. However, the requirement of these clearances further hampers the compact design of the swingarm. Moreover, the swingarm should be structurally strong enough to support the electric motor, the rear suspension, and the rear wheel. At the same time, it should not raise the significant overall weight and cost of the vehicle.SUMMARY

[0008] This Summary is provided to introduce a selection of concepts in a simplified 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.

[0009] In order to solve the foregoing problem and to provide other advantages, one aspect of the present invention is to provide a swingarm of a vehicle. The swingarm includes a first arm and a second arm that is coupled to the first arm. The first arm defines a first front portion, and the second arm defines a second front portion. A power unit of the vehicle is disposed between the first front portion and the second front portion. One of the swingarm and the power unit is adapted to pivotally couple to a body frame of the vehicle.

[0010] In an aspect, the power unit is pivotally coupled to the body frame and adapted to be operably coupled to at least one rear ground engaging member of the vehicle. The first front portion and the second front portion are removably coupled to the power unit.

[0011] In an aspect, the power unit is configured as a structural member between the body frame and the swingarm.

[0012] In an aspect, at least a portion of the power unit is positioned between the body frame and the swingarm in a vehicle longitudinal direction.

[0013] In an aspect, the first front portion and the second front portion define a shape of a substantially semi-circular profile to accommodate the power unit.

[0014] In an aspect, the swingarm further includes a coupling element. The coupling element extends between a first pivot frame and a second pivot frame of the body frame, along a vehicle width direction, and adapted to pivotally couple the power unit to the first pivot frame and the second pivot frame. The coupling element includes a rotatable element and one or more support members. The rotatable element is adapted to pass through the first pivot frame, the second pivot frame, and a pivot member of the power unit, along the vehicle width direction. The one or more supportmembers are disposed within at least one of the first pivot frame, the second pivot frame, and the pivot member to allow the pivotal movement of the power unit with respect to the first pivot frame and the second pivot frame.

[0015] In an aspect, the first front portion is configured as a first modular bracket. The first modular bracket includes a plurality of first mounting provisions and a plurality of second mounting provisions. A first mounting provision of the plurality of first mounting provisions and a fourth mounting provision of the plurality of second mounting provisions are configured to mount the first modular bracket to a first side of the power unit. Further, the second front portion is configured as a second modular bracket. The second modular bracket includes a plurality of third mounting provisions and a plurality of fourth mounting provisions. A seventh mounting provision of the plurality of third mounting provisions and a tenth mounting provision of the plurality of second mounting provisions are configured to mount the second modular bracket to a second side of the power unit.

[0016] In an aspect, the first arm includes a first intermediate portion extended rearwardly from the first front portion, and a first rear portion extended rearwardly from the first intermediate portion. Further, the second arm includes a second intermediate portion extended rearwardly from the second front portion, and a second rear portion extended rearwardly from the second intermediate portion.

[0017] In an aspect, one of a second mounting provision or a third mounting provision of the plurality of first mounting provisions, and one of a fifth mounting provision or a sixth mounting provision of the plurality of second mounting provisions, are selectively configured to mount the first modular bracket to a first complementary mounting provision and a second complementary mounting provision of the first intermediate portion. Likewise, one of an eighth mounting provision or a ninth mounting provision of the plurality of third mounting provisions, and one of an eleventh mounting provision or a twelfth mounting provision of the plurality of fourth mounting provisions, are selectively configured to mount the second modular bracket to a third complementary mounting provision and a fourth complementary mounting provision of the second intermediate portion.

[0018] In an aspect, the first rear portion and the second rear portion are adapted to rotatably support at least one rear ground engaging member of the vehicle.

[0019] In an aspect, the first front portion and the second front portion are adapted to be pivotally coupled to the body frame.

[0020] In an aspect, the first front portion and the second front portion are pre-assembled to the power unit before mounting the swingarm. The power unit swings along with the swingarm.

[0021] In an aspect, at least one of the first front portion and the second front portion forms at least one opening along a vehicle width direction. The at least one opening is configured to access the power unit.

[0022] In an aspect, first front portion and the second front portion define a shape of a substantially circular profile to accommodate the power unit.

[0023] In an aspect, the first front portion is positioned at a first side of the power unit, and the second front portion is positioned at a second side of the power unit along a vehicle width direction.

[0024] In an aspect, the swingarm includes a connecting arm. The connecting arm connects the first arm to the second arm along the vehicle width direction. The connecting arm is configured to pivotally mount a rear suspension member of the vehicle.

[0025] In an aspect, at least one of the first front portion and the second front portion is made from at least one of sheet metal and casting.

[0026] In an aspect, the power unit is an electric motor of the vehicle.

[0027] Another aspect of the present invention is to provide a vehicle. The vehicle includes at least one front ground engaging member, at least one rear ground engaging member, a body frame, a power unit operably coupled to one of the at least one front ground engaging member and the at least one rear ground engaging member, and a swingarm. The swingarm includes a first arm and a second arm. The first arm defines a first front portion, and the second arm defines a second front portion. The power unit of the vehicle is disposed between the first front portion and the second front portion. One of the swingarm and the power unit is adapted to pivotally couple to the body frame of the vehicle.

[0028] In an aspect, the power unit is pivotally coupled to the body frame and adapted to be operably coupled to at least one rear ground engaging member of the vehicle. The first front portion and the second front portion are removably coupled to the power unit.

[0029] In an aspect, the power unit is configured as a structural member between the body frame and the swingarm. At least a portion of the power unit is positioned between the body frame and the swingarm in a vehicle longitudinal direction.

[0030] In an aspect, the first front portion and the second front portion are adapted to be pivotally coupled to the body frame.

[0031] In an aspect, the first front portion and the second front portion are pre-assembled to the power unit before mounting the swingarm. The power unit swings along with the swingarm.

[0032] In an aspect, the first arm includes a first intermediate portion extended rearwardly from the first front portion, and a first rear portion extended rearwardly from the first intermediate portion. Further, the second arm includes a second intermediate portion extended rearwardly from the second front portion, and a second rear portion extended rearwardly from the second intermediate portion.

[0033] In an aspect, the vehicle is an electric vehicle.

[0034] Various embodiments of the present invention offer multiple advantages and technical effects. Without limiting the scope of the invention, the power unit is disposed between the first front portion and the second front portion of the swingarm. One of the swingarm and the power unit is adapted to pivotally couple to the body frame of the vehicle.

[0035] In one embodiment, the power unit is pivotally coupled to the body frame and operatively connected to at least one rear ground engaging member. The swingarm is removably coupled to the power unit, which acts as a structural member between the swingarm and the body frame. This arrangement allows the swingarm to occupy less lateral space, reducing the required width of the body frame and contributing to a streamlined, compact, and aesthetically improved vehicle design. A narrower frame enhances aerodynamics, fuel efficiency, and maneuverability without compromising strength or stability. Mounting the power unit directly to the pivot frames transfers most of its load to the body frame, minimizing stress on the swingarm. As a result, the swingarm can be lighter and simpler, lowering material usage, manufacturing costs, and unsprung mass, ultimately improving suspension performance, handling, and energy efficiency

[0036] The first and second front portions of the swingarm define a semi-circular shape to accommodate the power unit, optimizing space and reducing material requirements. Further, modularity of the swingarm is achieved by selectively mounting collars of these front portions to corresponding mounting provisions on the intermediate portions of the swingarm, allowing for different wheelbase configurations. This modular architecture supports various power unit sizes and vehicle versions with minimal design changes. The use of separate modular brackets, such as the first and second modular brackets, creates additional space for mounting motors of varying dimensions. This enhances adaptability, streamlines assembly, simplifies manufacturing, and enables efficient integration of diverse power unit configurations without extensive redesign of the body frame.

[0037] In another embodiment, the swingarm is pivotally coupled to the body frame, and the power unit is mounted onto the swingarm. This configuration enables a compact and integrated drivetrain assembly, improving alignment and modularity. The first and second front portions are formed with flat structural profiles to ensure secure mounting to the pivot frames, and define substantially circular profiles to accommodate the power unit with uniform load distribution. These front portions may be pre-assembled with the power unit to form a modular subassembly, enhancing manufacturing precision and simplifying installation. This approach allows for a more compact swingarm design by eliminating the need for extra assembly clearance and supports power units of varying sizes within a common architecture. Furthermore, at least one of the front portions includes an opening along the vehicle width direction, enabling easy lateral access to the power unit for inspection and maintenance without disassembling the swingarm. This improves serviceability and supports efficient integration of different power unit layouts in compact electric vehicle platforms.

[0038] 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

[0039] 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:

[0040] Figure 1 A illustrates a side view of a vehicle, in accordance with one embodiment of the present invention;

[0041] Figure 1 B illustrates a side view of the vehicle, in accordance with another embodiment of the present invention;

[0042] Figure 2A illustrates a perspective view of an assembly of a body frame, a power unit, and a swingarm of the vehicle of Figure 1 A, in accordance with one embodiment of the present invention;

[0043] Figure 2B illustrates a left side view of the assembly of the body frame, the power unit, and the swingarm of Figure 2A, in accordance with one embodiment of the present invention;

[0044] Figure 2C illustrates a perspective view of an assembly of the body frame, the power unit, a rear suspension member, the swingarm, and at least one rear ground engaging member of the vehicle of Figure 1 B, in accordance with another embodiment of the present invention;

[0045] Figure 2D illustrates an exploded view of the assembly of the body frame, the power unit, the rear suspension member, the swingarm, and the at least one rear ground engaging member of Figure 2C, in accordance with another embodiment of the invention;

[0046] Figure 3A illustrates a perspective view of the power unit coupled to the swingarm of Figures 2A and 2B, in accordance with one embodiment of the present invention;

[0047] Figure 3B illustrates a side view of the power unit coupled to the swingarm of Figure 3A, in accordance with an embodiment of the present invention;

[0048] Figure 3C illustrates an exploded side view of the first front portion coupled to the first intermediate portion, in accordance with one embodiment of the present invention;

[0049] Figure 3D illustrates an exploded side view of the second front portion coupled to the second intermediate portion, in accordance with one embodiment of the present invention;

[0050] Figure 3E illustrates a perspective view of the power unit coupled to the body frame, in accordance with one embodiment of the present invention;

[0051] Figure 3F illustrates an exploded view of the power unit coupled to the body frame of Figure 3E, in accordance with one embodiment of the present invention;

[0052] Figure 4A illustrates a perspective view of the power unit coupled to the swingarm of Figures 2C and 2D, in accordance with another embodiment of the present invention; and

[0053] Figure 4B illustrates an exploded view of the power unit coupled to the swingarm of Figure 4A, in accordance with another embodiment of the present invention.

[0054] 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

[0055] 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 an d the scope of the invention.

[0056] 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.

[0057] For a better understanding of this invention, a reference would now be made to 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.

[0058] 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 used interchangeably throughout the description. The term "vehicle" includes vehicles such as motorcycles, scooters, bicycles, mopeds, all-terrain vehicles (ATVs), and the like.

[0059] The terms "front I forward", "rear / rearward / back I backward", "up I upper / top / upward", "down I 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.

[0060] The term "first side" used therein represents a left side of the vehicle as seen from a rider seated astride to drive the vehicle.

[0061] The term "second side" used therein represents a right side of the vehicle as seen from the rider seated astride to drive the vehicle.

[0062] Figure 1 A illustrates a side view of a vehicle (100), in accordance with one embodiment of the present invention. Figure 1 B illustrates a side view of the vehicle (100), in accordance with another embodiment of the present invention. The vehicle (100) referred to herein embodies an electric twowheeled motorcycle. Alternatively, the vehicle (100) may embody any other ridden vehicles, suchas scooters, electric scooters, three-wheeled vehicles, electric three-wheeled vehicles, all-terrain vehicles (ATVs), hybrid vehicles, etc., without limiting the scope of the invention.

[0063] The vehicle (100) (also referred to as "electric vehicle (100)" or "EV (100)") includes a body frame (102), a steering assembly (104), and at least one front ground engaging member (106). The body frame (102) supports the steering assembly (104) and the at least one front ground engaging member (106) in a front portion (108) of the vehicle (100). The at least one front ground engaging member (106) is operatively coupled to the steering assembly (104). The steering assembly (104) includes a handlebar (1 10). The handlebar (1 10) 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.

[0064] The vehicle (100) further includes a power unit (1 12) and at least one rear ground engaging member (1 14). The power unit (1 12), which is positioned in a middle portion (1 16) of the vehicle (100), is adapted to be operably coupled to the at least one ground engaging member (106, 1 14). In an illustrated example, the power unit (1 12) provides the necessary power required to drive the at least one rear ground engaging member (1 14). Alternatively, the power unit (1 12) may provide the necessary power to drive the at least one front ground engaging member (106), or both the at least one front ground engaging member (106) and the at least one rear ground engaging member (1 14) simultaneously, without limiting the scope of the invention.

[0065] The vehicle (100) disclosed in the illustrated embodiment is the electric vehicle (100). In this regard, the power unit (1 12) is configured as an electric motor. Hereinafter, the terms "power unit" and "electric motor" are used interchangeably to refer to the same component throughout the detailed description. The electric vehicle (100) of the depicted example further includes a battery (120) and a transmission unit (121 ). The battery (120) is mounted to the body frame (102) and is adapted to supply electric power to the power unit (1 12). The power unit (1 12) is configured to convert electrical energy into rotational power, and the transmission unit (121 ) is adapted to transmit the rotational power generated by a drive shaft (not shown) of the power unit (212) to the at least one rear ground engaging member (1 14). Alternatively, the power unit (1 12) may provide the necessary power to drive the at least one front ground engaging member (106), or both the at least one front ground engaging member (106) and the at least one rear ground engaging member (1 14) simultaneously, without limiting the scope of the invention.

[0066] In another embodiment, not depicted, the vehicle (100) may be configured as an internal combustion engine (ICE) vehicle. The power unit (1 12) of the ICE vehicle may be configured as an engine. The engine is configured to generate the power required by the ICE vehicle, while a transmission unit transmits the generated power to the at least one rear ground engaging member (1 14). Alternatively, the engine may provide the necessary power to drive the at least one front ground engaging member (106), or both the at least one front ground engaging member (106) and the at least one rear ground engaging member (1 14) simultaneously, without limiting the scope of the invention. In the illustrated configuration, the body frame (102) supports a seat member (122).The seat member (122) extends from the middle portion (1 16) to a rear portion (124) of the vehicle (100) and provides seating for the rider and a pillion rider.

[0067] The vehicle (100) further includes a swingarm (126). The swingarm (126) is adapted to operatively couple the at least one rear ground engaging member (1 14) to the power unit (1 12). One of the swingarm (126) and the power unit (1 12) is pivotally coupled to the body frame (102).

[0068] In one embodiment, as illustrated in Figure 1 A, the power unit (1 12) is pivotally coupled to the body frame (102) and is operatively coupled to the at least one rear ground engaging member (1 14). In this configuration, the swingarm (126) is removably coupled to the power unit (1 12), and the power unit (1 12) functions as a structural member between the body frame (102) and the swingarm (126).

[0069] In another embodiment, as illustrated in Figure 1 B, the swingarm (126) is pivotally coupled to the body frame (102), and the power unit (1 12) is mounted to the swingarm (126). This arrangement allows the swingarm (126) to support the power unit (1 12), thereby enabling a compact and integrated assembly that facilitates drivetrain alignment and modularity.

[0070] The vehicle (100) further includes a rear suspension member (128). The rear suspension member (128) is adapted to pivotally couple a connecting arm (see reference numeral (306) in Figure 2A) of the swingarm (126) to the body frame (102). The rear suspension member (128) provides a comfortable ride to the rider by absorbing the shock and vibration of the at least one rear ground engaging member (1 14) generated while riding the vehicle (100).

[0071] A person skilled in the art will recognize that, in the context of the electric vehicle (100), achieving efficient and reliable mounting of vehicular components poses certain engineering challenges. By way of example, and without limitation, the electric vehicle (100) may utilize various types of power units (e.g., power unit (1 12)) to generate the rotational energy required to drive the at least one rear ground engaging member (1 14). The swingarm (126) must therefore incorporate a mounting structure that is adaptable to accommodate the geometric and dimensional variations among different configurations of the power unit (1 12).

[0072] To overcome this challenge, the swingarm (126), in accordance with various embodiments of the present invention, is specifically designed to function as a modular and versatile mounting platform. The swingarm (126) is configured to support power units (1 12) of varying types and sizes, thereby enhancing design flexibility, simplifying integration across different variants of the vehicle (100), and reducing the need for extensive structural modifications to accommodate differing geometries of the power unit (1 12).

[0073] It may be noted that the vehicle (100) is shown to include the above-stated 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.

[0074] Figure 2A illustrates a perspective view of an assembly (200) of the body frame (102), the power unit (1 12), and the swingarm (126) of the vehicle (100) of Figure 1 A, in accordance with oneembodiment of the present invention. Figure 2B illustrates a left side view of the assembly (200) of the body frame (102), the power unit (1 12), and the swingarm (126) of Figure 2A, in accordance with one embodiment of the present invention.

[0075] Further, Figure 2C illustrates a perspective view of an assembly (250) of the body frame (102), the power unit (1 12), the rear suspension member (128), the swingarm (126), and the at least one rear ground engaging member (1 14) of the vehicle (100) of Figure 1 B, in accordance with another embodiment of the present invention. Figure 2D illustrates an exploded view of the assembly (250) of the body frame (102), the power unit (1 12), the rear suspension member (128), the swingarm (126), and the at least one rear ground engaging member (1 14) of Figure 2C, in accordance with another embodiment of the invention.

[0076] The geometrical configuration of the body frame (102) remains substantially consistent across the various embodiments of the present invention disclosed with reference to Figures 2A to 2D. While minor design variations may be introduced to accommodate specific components or functionalities, the overall structural layout and spatial arrangement of the body frame (102) are maintained to ensure compatibility and uniformity across different implementations.

[0077] Referring to Figures 2A to 2D, the body frame (102) includes, inter alia, a head tube (202), a front frame structure (204), a first pivot frame (206L), a second pivot frame (206R), and a rear frame structure (208). The front frame structure (204) extends rearwardly from the head tube (202), while the first pivot frame (206L) and the second pivot frame (206R) are adapted to be mounted to the front frame structure (204). In other words, the front frame structure (204) extends from the head tube (202) to the first pivot frame (206L) and the second pivot frame (206R). In one embodiment, as shown in Figures 2A and 2B, the first pivot frame (206L) and the second pivot frame (206R) are configured to pivotally couple the power unit (1 12) therebetween. In another embodiment, as shown in Figures 2C and 2D, the first pivot frame (206L) and the second pivot frame (206R) pivotally couple the swingarm (126) there between.

[0078] The head tube (202) is designed to pass through a steering member (not shown in Figures 1 A to 2D) of the steering assembly (104). The front frame structure (204) includes a first upper tube (210L), a second upper tube (21 OR), a first lower tube (212L), and a second lower tube (212R). The first upper tube (210L) extends obliquely in a rearward and downward direction from an upper portion (214U) of the head tube (202) to the first pivot frame (206L). Specifically, as shown in Figure 2C, a front end (214A) of the first upper tube (210L) is connected to the upper portion (214U) of the head tube (202), and a rear end (214B) of the first upper tube (210L) is connected to an upper region (216A) of the first pivot frame (206L). Likewise, the second upper tube (21 OR) extends obliquely in the rearward and downward direction from the upper portion (214U) of the head tube (202) to the second pivot frame (206R). Specifically, as shown in Figure 2C, a front end (218A) of the second upper tube (21 OR) is connected to the upper portion (214U) of the head tube (202), and a rear end (218B) of the second upper tube (21 OR) is connected to an upper region (220A) of the second pivot frame (206R).

[0079] Further, the first lower tube (212L) extends obliquely in the rearward and downward direction from a lower portion (214L) of the head tube (202) to the first pivot frame (206L). Specifically, as shown in Figure 2C, a front end (222A) of the first lower tube (212L) is connected to the lower portion (214L) of the head tube (202), and a rear end (222B) of the first lower tube (212L) is connected to a lower region (216B) of the first pivot frame (206L). Likewise, the second lower tube (212R) extends obliquely in the rearward and downward direction from the lower portion (214L) of the head tube (202) to the second pivot frame (206R). Specifically, as shown in Figure 2C, a front end (224A) of the second lower tube (212R) is connected to the lower portion (214L) of the head tube (202), and a rear end (224B) of the second lower tube (212R) is connected to a lower region (220B) of the second pivot frame (206R).

[0080] The body frame (102) further includes a first extended tube (226L), a second extended tube (226R), a cross frame member (228), a first down tube (230L), and a second down tube (230R). The first extended tube (226L) extends from the first upper tube (210L) to a first end section of the cross frame member (228). Likewise, the second extended tube (226R) extends from the second upper tube (21 OR) to a second end section of the cross frame member (228). The first down tube (230L) connects the first end section of the cross frame member (228) to the first pivot frame (206L), while the second down tube (230R) connects the second end section of the cross frame member (228) to the second pivot frame (206R).

[0081] Furthermore, the rear frame structure (208) extends rearwardly from the front frame structure (204) and the pivot frames (i.e., the first pivot frame (206L) and the second pivot frame (206R)) to serve one or more functional purposes. It may be noted that the rear frame structure (208) includes several components which may not be relevant for explaining the present invention and hence are not shown and described.

[0082] Figure 3A illustrates a perspective view of the power unit (1 12) coupled to the swingarm (126) of Figures 2A and 2B, in accordance with one embodiment of the present invention. Additionally, Figure 3B illustrates a side view of the power unit (1 12) coupled to the swingarm (126) of Figure 3A, in accordance with an embodiment of the present invention.

[0083] In accordance with an embodiment described with reference to Figures 2A, 2B, 3A, and 3B, the swingarm (126) includes a first arm (302), a second arm (304), and a connecting arm (306) connecting the first arm (302) to the second arm (304) along a vehicle width direction (W). As shown in Figures 2A and 3A, the second arm (304) is positioned substantially parallel to the first arm (302) in a space-apart configuration.

[0084] The first arm (302) of the representative embodiment defines a first front portion (308F), a first rear portion (308R), and a first intermediate portion (308M) that connects the first front portion (308F) to the first rear portion (308R). In the depicted configuration, the first front portion (308F), the first intermediate portion (308M), and the first rear portion (308R) may be fabricated separately and then joined using a suitable joining technique, such as welding, bolting, or another fastening technique, to form a unitary structure of the first arm (302). Without loss of generality, in anotherconfiguration, the first front portion (308F), the first intermediate portion (308M), and the first rear portion (308R) may be designed as a single-piece structure of the first arm (302).

[0085] Likewise, the second arm (304) of the representative embodiment defines a second front portion (31 OF), a second rear portion (31 OR), and a second intermediate portion (310M) that connects the second front portion (31 OF) to the second rear portion (31 OR). In the depicted configuration, the second front portion (31 OF), the second intermediate portion (310M), and the second rear portion (31 OR) may be fabricated separately and then joined using a suitable joining technique, such as welding, bolting, or another fastening technique, to form a unitary structure of the second arm (304). Without loss of generality, in another configuration, the second front portion (31 OF), the second intermediate portion (310M), and the second rear portion (31 OR) are designed as a single-piece structure of the second arm (304).

[0086] The first rear portion (308R) and the second rear portion (31 OR) are configured to rotatably support the at least one rear ground engaging member (1 14). Specifically, the first rear portion (308R) and the second rear portion (31 OR) provide rotational support on opposing lateral sides of the at least one rear ground engaging member (1 14), namely, a left side (264L) and a right side (264R), as illustrated in Figures 2C and 2D. The first rear portion (308R) is rotatably supported on the left side (264L) via a first rear bracket (266L), while the second rear portion (31 OR) is rotatably supported on the right side (264R) via a second rear bracket (266R), with both brackets (i.e., the first rear bracket (266L) and the second rear bracket (266R)) being secured by a rear securing member (267).

[0087] This mounting configuration ensures that the first rear portion (308R) and the second rear portion (31 OR) are securely and symmetrically attached, enhancing the structural integrity and alignment of the at least one ground engaging member (1 14). The cooperative functioning of the first rear portion (308R) and the second rear portion (31 OR) facilitates stable and reliable rotation of the at least one rear ground engaging member (1 14), contributing to the smooth and efficient operation of the vehicle (100) during motion. Additionally, this design allows for effective load distribution and helps absorb mechanical stresses, thereby improving the durability and performance of the rear portion (124) of the vehicle (100).

[0088] In the depicted configuration, both the first intermediate portion (308M) and the second intermediate portion (310M) are designed as tubular members, offering significant structural strength while maintaining a minimal weight. This design choice enhances the overall durability and rigidity of the swingarm (126), without adding unnecessary weight. The use of tubular structures helps to distribute stress efficiently, improving performance under load. A person skilled in the art would recognize that the geometrical configuration and design aspects of the first intermediate portion (308M) and the second intermediate portion (310M) can be adapted or modified in alternative embodiments. These variations may involve changes in material composition, shape, or structural features to meet specific performance requirements or manufacturing constraints.

[0089] The first front portion (308F) and the second front portion (31 OF) of the representative embodiment define a shape of a substantially semi-circular profile (232) (shown in Figure 2B), designed to accommodate the power unit (1 12). This configuration not only optimizes the available space but also reduces material usage, contributing to significant material savings. By adopting this design, the structure maintains strength and functionality while minimizing the overall material requirements, making it more cost-effective and efficient to manufacture without compromising performance.

[0090] In the depicted embodiment, the first front portion (308F) and the second front portion (31 OF) are designed in a manner that is removably coupled to the power unit (1 12). The first front portion (308F) is positioned at a first side (234L) of the power unit (1 12), and the second front portion (31 OF) is positioned at a second side (234R) of the power unit (1 12) along the vehicle width direction (W). However, in another embodiment, the first front portion (308F) and the second front portion (31 OF) may be an integral part of the power unit (1 12).

[0091] Figure 3C illustrates an exploded side view of the first front portion (308F) coupled to the first intermediate portion (308M), in accordance with one embodiment of the present invention. Additionally, Figure 3D illustrates an exploded side view of the second front portion (31 OF) coupled to the second intermediate portion (310M), in accordance with one embodiment of the present invention. In the depicted embodiment, the first front portion (308F) is configured as a first modular bracket (312), and the second front portion (31 OF) is configured as a second modular bracket (314).

[0092] Referring to Figure 3C, the first modular bracket (312) includes a first bracket portion (316A), a second bracket portion (316B), and a third bracket portion (316C). The second bracket portion (316B) is positioned between the first bracket portion (316A) and the third bracket portion (316C). By way of the representative example and not limitation, the first bracket portion (316A), the second bracket portion (316B), and the third bracket portion (316C) together form an integrated structure of the first modular bracket (312). The overall shape of the first modular bracket (312) may vary depending on design requirements and is not limited to a specific geometry. By way of example and without limitation, the first modular bracket (312) may be configured with shapes, such as C- shaped, U-shaped, V-shaped, or other suitable configurations that provide the necessary structural support and compatibility with associated components.

[0093] The first bracket portion (316A) is configured with a plurality of first mounting provisions (318A, 318B, 318C), including, but not limited to, a first mounting provision (318A), a second mounting provision (318B), and a third mounting provision (318C). Additionally, the third bracket portion (316C) is configured with a plurality of second mounting provisions (320A, 320B, 320C), including, but not limited to, a fourth mounting provision (320A), a fifth mounting provision (320B), and a sixth mounting provision (320C).

[0094] In a specific embodiment, the first mounting provision (318A) has a first collar (322A), the second mounting provision (318B) has a second collar (322B), and the third mounting provision (318C) has a third collar (322C). Further, the fourth mounting provision (320A) has a fourth collar(324A), the fifth mounting provision (320B) has a fifth collar (324B), and the sixth mounting provision (320C) has a sixth collar (324C). Without loss of generality, one or more of the first collar (322A), the second collar (322B), the third collar (322C), the fourth collar (324A), the fifth collar (324B), and the sixth collar (324C) may have threads which may be used for mounting the power unit (1 12) and the first intermediate portion (308M). In the depicted example, the first intermediate portion (308M) includes a first complementary mounting provision (326A) and a second complementary mounting provision (326B).

[0095] In one configuration, the first collar (322A) and the fourth collar (324A) are used to mount the first modular bracket (312) to the first side (234L) of the power unit (1 12). On the other hand, the third collar (322C) is mounted on the first complementary mounting provision (326A), and the sixth collar (324C) is mounted on the second complementary mounting provision (326B) of the first intermediate portion (308M).

[0096] In another configuration, the first collar (322A) and the fourth collar (324A) are used to mount the first modular bracket (312) to the first side (234L) of the power unit (1 12). On the other hand, the second collar (322B) is mounted on the first complementary mounting provision (326A), and the fifth collar (324B) is mounted on the second complementary mounting provision (326B) of the first intermediate portion (308M).

[0097] Referring now to Figure 3D, the second modular bracket (314) includes a fourth bracket portion (316D), a fifth bracket portion (316E), and a sixth bracket portion (316F). The fifth bracket portion (316E) is positioned between the fourth bracket portion (316D) and the sixth bracket portion (316F). By way of the representative example and not limitation, the fourth bracket portion (316D), the fifth bracket portion (316E), and the sixth bracket portion (316F) together form an integrated structure of the second modular bracket (314). The overall shape of the second modular bracket (314) may vary depending on design requirements and is not limited to a specific geometry. By way of example and without limitation, the second modular bracket (314) may be configured with shapes, such as C-shaped, U-shaped, V-shaped, or other suitable configurations that provide the necessary structural support and compatibility with associated components.

[0098] The fourth bracket portion (316D) is configured with a plurality of third mounting provisions (318D, 318E, 318F), including, but not limited to, a seventh mounting provision (318D), an eighth mounting provision (318E), and a ninth mounting provision (318F). Additionally, the sixth bracket portion (316F) is configured with a plurality of fourth mounting provisions (320D, 320E, 320F), including, but not limited to, a tenth mounting provision (320D), an eleventh mounting provision (320E), and a twelfth mounting provision (320F).

[0099] In a specific embodiment, the seventh mounting provision (318D) has a seventh collar (328A), the eighth mounting provision (318E) has an eighth collar (328B), and the ninth mounting provision (318F) has a ninth collar (328C). Further, the tenth mounting provision (320D) has a tenth collar (328D), the eleventh mounting provision (320E) has an eleventh collar (328E), and the twelfth mounting provision (320F) has a twelfth collar (328F). Without loss of generality, one or more of theseventh collar (328A), the eighth collar (328B), the ninth collar (328C), the tenth collar (328D), the eleventh collar (328E), and the twelfth collar (328F) may have threads which may be used for mounting the power unit (1 12) and the second intermediate portion (31 OM). In the depicted example, the second intermediate portion (31 OM) includes a third complementary mounting provision (330A) and a fourth complementary mounting provision (330B).

[0100] In one configuration, the seventh collar (328A) and the tenth collar (328D) are used to mount the second modular bracket (314) to the second side (234R) of the power unit (1 12). On the other hand, the ninth collar (328C) is mounted on the third complementary mounting provision (330A), and the twelfth collar (328F) is mounted on the fourth complementary mounting provision (330B) of the second intermediate portion (31 OM).

[0101] In another configuration, the seventh collar (328A) and the tenth collar (328D) are used to mount the second modular bracket (314) to the second side (234R) of the power unit (1 12). On the other hand, the eighth collar (328B) is mounted on the third complementary mounting provision (330A), and the eleventh collar (328E) is mounted on the fourth complementary mounting provision (330B) of the second intermediate portion (310M).

[0102] Referring now to Figures 3C and 3D, modularity of the swingarm (126) is achieved by selectively mounting collars to corresponding complementary mounting provisions, allowing for different wheelbase configurations to accommodate various power units and vehicle designs. To configure the vehicle (100) with a first wheelbase (D) (i.e., an axial distance between the at least one front ground engaging member (106) and the at least one rear ground engaging member (1 14)), the third collar (322C) is mounted onto the first complementary mounting provision (326A), and the sixth collar (324C) is mounted onto the second complementary mounting provision (326B) of the first intermediate portion (308M). Similarly, the ninth collar (328C) is mounted onto the third complementary mounting provision (330A), and the twelfth collar (328F) is mounted onto the fourth complementary mounting provision (330B) of the second intermediate portion (310M).

[0103] Alternatively, for configuring the vehicle (100) with a second wheelbase (not shown), the second collar (322B) is mounted onto the first complementary mounting provision (326A), and the fifth collar (324B) is mounted onto the second complementary mounting provision (326B) of the first intermediate portion (308M). The eighth collar (328B) is then mounted onto the third complementary mounting provision (330A), and the eleventh collar (328E) is mounted onto the fourth complementary mounting provision (330B) of the second intermediate portion (310M).

[0104] This modular collar-mounting configuration offers significant design flexibility. It enables the same structure of the swingarm (126) to be adapted for different versions of the vehicle (100) that may require varying wheelbases, depending on performance requirements, the dimensions of the power unit (1 12), or intended applications of the vehicle (100). As a result, the vehicle architecture supports scalable manufacturing and simplified customization, making it feasible to accommodate the power unit (1 12) of different sizes and configurations while maintaining structural integrity andease of assembly. This approach enhances manufacturing efficiency while reducing tooling complexity and part inventory for different model variants.

[0105] Another advantage of the present configuration, which includes separate brackets, such as the first modular bracket (312) and the second modular bracket (314), is the creation of additional space within the vehicle structure to accommodate the power unit (1 12), such as an electric motor. This arrangement effectively addresses and eliminates space constraints typically associated with motor installation. By decoupling the first modular bracket (312) and the second modular bracket (314) and allowing for modular placement, the power unit (1 12) of varying sizes, whether larger or more compact, can be mounted with ease based on specific application requirements. This flexibility enhances the adaptability of the vehicle architecture, making it suitable for integration with a wide range of configurations of the power unit (1 12) without necessitating significant redesign of the body frame (102). As a result, the modular bracket configuration contributes to a scalable and efficient vehicle platform capable of supporting diverse specifications of the power unit (1 12).

[0106] The first collar (322A), the fourth collar (324A), the seventh collar (328A), and the tenth collar (328D) collectively serve to removably couple the first front portion (308F) and the second front portion (310F) to the power unit (1 12), effectively preventing any relative motion, such as pivotal movement, between the power unit (1 12) and the front portions (i.e., the first front portion (308F) and the second front portion (31 OF)) of the swingarm (126). The first collar (322A), the fourth collar (324A), the seventh collar (328A), and the tenth collar (328D) are collectively configured with any suitable fasteners, such as studs, bolts, nuts, or other appropriate mechanisms, depending on the specific design and load requirements. These fasteners are chosen for their ability to provide a strong, secure attachment while also allowing for ease of assembly and disassembly when maintenance or adjustments are needed. The use of such fastening methods ensures that the power unit (1 12) remains robust and efficient over time, even under varying operational conditions.

[0107] In an embodiment, the first modular bracket (312) and the second modular bracket (314) may be manufactured using various fabrication techniques depending on structural requirements, manufacturing efficiency, and cost considerations. By way of example and without limitation, the first modular bracket (312) and the second modular bracket (314) may be fabricated from sheet metal through precision cutting, bending, and welding processes. Alternatively, the first modular bracket (312) and the second modular bracket (314) may be produced using metal casting techniques, allowing for the formation of complex geometries with integrated features in a single manufacturing step.

[0108] In some embodiments, each of the first modular bracket (312) and the second modular bracket (314) may be formed by joining two C-shaped components to create a closed or box-like structure, which enhances rigidity and load-bearing capacity while minimizing weight. This box-shaped configuration improves the structural integrity of the first modular bracket (312) and the second modular bracket (314) and allows them to accommodate different types of mechanical loads, such as torsion and bending, during vehicle operation. Additionally, the modular construction facilitateseasier customization, replacement, or assembly, making the design suitable for a wide range of electric vehicle configurations.

[0109] Figure 3E illustrates a perspective view of the power unit (1 12) coupled to the body frame (102), in accordance with one embodiment of the present invention. Additionally, Figure 3F illustrates an exploded view of the power unit (1 12) coupled to the body frame (102) of Figure 3E, in accordance with one embodiment of the present invention. In the representative embodiment, the power unit (1 12) is pivotally coupled to the body frame (102) via a coupling element (340) of the swingarm (126). The coupling element (340) includes a rotatable element (342) and one or more support members (344) adapted to support the rotatable element (342). The rotatable element (342) is adapted to pass through the first pivot frame (206L), the second pivot frame (206R), and a pivot member (346) of the power unit (1 12) defined along the vehicle width direction (W). The one or more support members (344), such as bearings are disposed within at least one of the first pivot frame (206L), the second pivot frame (206R), and the pivot member (346) to allow the pivotal movement of the power unit (1 12) with respect to the first pivot frame (206L) and the second pivot frame (206R).

[0110] Referring now to Figures 3A-3F, the power unit (1 12) is configured as a structural member between the body frame (102) and the swingarm (126). More specifically, the power unit (1 12) is pivotally connected to the first pivot frame (206L) and the second pivot frame (206R) of the body frame (102), while being removably coupled to the first front portion (308F) and the second front portion (31 OF) of the swingarm (126). The power unit (1 12) is positioned in a manner that at least a portion (236) (shown in Figure 2B) of the power unit (1 12) is positioned between the first pivot frame (206L) and the second pivot frame (206R) of the body frame (102) and the first front portion (308F) and the second front portion (31 OF) of the swingarm (126) in a vehicle longitudinal direction (L-L') (shown in Figure 3A). This arrangement allows the swingarm (126) to occupy less lateral space (i.e., along the vehicle width direction (W)). Consequently, the body frame (102) also requires less width to accommodate the power unit (1 12). Additionally, the reduced width between the first pivot frame (206L) and the second pivot frame (206R) enhances the aesthetic appeal of the vehicle (100) by giving it a more streamlined and compact appearance. A narrower frame design can positively impact the aerodynamics of the vehicle (100), contributing to better fuel efficiency and handling. Additionally, the reduced width allows for better maneuverability, particularly in tight spaces, while maintaining the strength and stability required for optimal functionality.

[0111] Further, for this mounting arrangement of the power unit (1 12), the majority of the load from the power unit (1 12) is transferred directly to the first pivot frame (206L) and the second pivot frame (206R) of the body frame (102), reducing the amount of stress generated by the swingarm (126). This enables the swingarm (126) to require less structural strength to support the power unit (1 12), leading to a reduction in its overall weight, material requirements, and manufacturing cost. The lightweight nature of the swingarm (126), combined with its simple design, minimizes the unsprung mass of the vehicle (100), which enhances the overall performance. The reduced unsprung mass allows the rear suspension member (128) to operate more effectively at varying road conditions,improving both the stability and comfort of the vehicle (100) during operation. Additionally, this decrease in unsprung mass results in better fuel efficiency, as the vehicle (100) requires less power to manage the lighter swingarm (126) throughout its movement. This leads to improved mileage and lower energy consumption, contributing to the overall efficiency and sustainability of the vehicle (100). Furthermore, the assembly of the power unit (1 12) with the swingarm (126) and the body frame (102) simplifies the overall assembly process, leading to reduced complexity and more efficient manufacturing. This streamlined configuration minimizes the number of components and connections required, contributing to a more compact and reliable structure.

[0112] Figure 4A illustrates a perspective view of the power unit (1 12) coupled to the swingarm (126) of Figures 2C and 2D, in accordance with another embodiment of the present invention. Figure 4B illustrates an exploded view of the power unit (1 12) coupled to the swingarm (126) of Figure 4A, in accordance with another embodiment of the present invention.

[0113] Referring to Figures 2C, 2D, 4A, and 4B, in a manner similar to the previously described embodiment (referenced with respect to Figures 2A, 2B, and 3A-3F), the swingarm (126) includes the first arm (302), the second arm (304), and the connecting arm (306) connecting the first arm (302) to the second arm (304) along the vehicle width direction (W). As shown in Figures 2C and 4A, the second arm (304) is positioned substantially parallel to the first arm (302) in a space-apart configuration.

[0114] The first arm (302) of the present embodiment defines a first front portion (252F), the first rear portion (308R), and the first intermediate portion (308M) that connects the first front portion (252F) to the first rear portion (308R). Likewise, the second arm (304) defines a second front portion (254F), a second rear portion (31 OR), and a second intermediate portion (310M) that connects the second front portion (252F) to the second rear portion (31 OR).

[0115] It is to be noted, without limitation, that the geometrical configuration, structural design, and mounting features of the first front portion (252F) and the second front portion (254F) in the present embodiment differ from those of the first front portion (308F) and second front portion (31 OF) described earlier with reference to Figures 2A, 2B, and 3A to 3F. These differences may arise due to the need to accommodate alternative configurations of the power unit (1 12), vehicle wheelbase variations, or other component layout considerations in different vehicle versions. However, the geometrical profiles, functional design elements, and mounting characteristics of the first intermediate portion (308M), the first rear portion (308R), the second intermediate portion (310M), and the second rear portion (31 OR) remain substantially consistent across the various embodiments, and therefore are not described in detail herein for the sake of brevity.

[0116] In the present embodiment, as shown in Figures 2C, 2D, 4A, and 4B, the power unit (1 12) is disposed between the first front portion (252F) and the second front portion (254F) and swings along with the swingarm (126). The first front portion (252F) is removably coupled to the first intermediate portion (308M), and the second front portion (254F) is removably coupled to the second intermediate portion (310M).

[0117] Referring to Figures 4A and 4B, the first intermediate portion (308M) is adapted to removably couple to the first front portion (252F) via a first coupling member (402A, 402B) through one or more fasteners. Likewise, the second intermediate portion (310M) is adapted to removably couple to the second front portion (254F) via a second coupling member (404A, 404B) through one or more fasteners. The first coupling member (402A, 402B) and the second coupling member (404A, 404B) can be made by casting, forging, forming, or any other suitable method. The connecting arm (306) joins the first arm (302) at the first coupling member (402A, 402B) and the second arm (304) at the second coupling member (404A, 404B).

[0118] In the representative example, a plurality of supporting members (256A, 256B, 256C) extends between the first front portion (252F) and the second front portion (254F), along the vehicle width direction (W). The plurality of supporting members (256A, 256B, 256C) includes, but is not limited to, a first supporting member (256A), a second supporting member (256B), and a third supporting member (256C). The plurality of supporting members (256A, 256B, 256C) is adapted to support a plurality of complementary supporting members (258A, 258B, 258C) of the power unit (1 12). As shown in Figure 2D, the first front portion (252F) has a plurality of receiving members (260A, 260B, 260C), for example, a first receiving member (260A), a second receiving member (260B), and a third receiving member (260C). Similarly, the second front portion (254F) has a fourth receiving member (260D), a fifth receiving member (260E), and a sixth receiving member (260F).

[0119] In the representative example, one end of the first supporting member (256A) is inserted from one of the first receiving member (260A) and the fourth receiving member (260D) such that the first supporting member (256A) is secured between the first receiving member (260A) and the fourth receiving member (260D). Similarly, one end of the second supporting member (256B) is inserted from one of the second receiving member (260B) and the fifth receiving member (260E), such that the second supporting member (256B) is secured between the second receiving member (260B) and the fifth receiving member (260E). Similarly, one end of the third supporting member (256C) is inserted from one of the third receiving member (260C) and the sixth receiving member (260F), such that the third supporting member (256C) is secured between the third receiving member (260C) and the sixth receiving member (260F).

[0120] The first supporting member (256A), the second supporting member (256B), and the third supporting member (256C) are positioned at a predetermined angle that is complementary to the respective first complementary supporting member (258A), the second complementary supporting member (258B), and the third complementary supporting member (258C) of the power unit (1 12). In the illustrated configuration, the first supporting member (256A), the second supporting member (256B), and the third supporting member (256C) are positioned circumferentially at 120 degrees apart. As shown in Figure 2D, the plurality of supporting members (256A, 256B, 256C) is three, and the angle between the first supporting member (256A), the second supporting member (256B), and the third supporting member (256C) is 120 degrees. Thus, the angle between the supporting members of the plurality of supporting members (256A, 256B, 256C) depends on the number of supporting members used for supporting the power unit (1 12).

[0121] The first complementary supporting member (258A), the second complementary supporting member (258B), and the third complementary supporting member (258C) are positioned at the circumference of the power unit (1 12) at 120 degrees. In one embodiment of the invention, the first supporting member (256A), the second supporting member (256B), and the third supporting member (256C) are designed to support the power unit (1 12) of any size and type. In another embodiment, the first receiving member (260A), the second receiving member (260B), the third receiving member (260C), the fourth receiving member (260D), the fifth receiving member (260E), and the sixth receiving member (260F) are designed in such a way, the first supporting member (256A), the second supporting member (256B), and the third supporting member (256C) pass through the respective first complementary supporting member (258A), the second complementary supporting member (258B), and the third complementary supporting member (258C) of the power unit (1 12) of any size and shape.

[0122] In another embodiment, the first supporting member (256A), the second supporting member (256B), and the third supporting member (256C) are inserted into the respective the first receiving member (260A), the second receiving member (260B), the third receiving member (260C) in the first front portion (252F) and secured respectively in the fourth receiving member (260D), the fifth receiving member (260E), and the sixth receiving member (260F) via the respective first complementary supporting member (258A), the second complementary supporting member (258B), and the third complementary supporting member (258C). In such a scenario, the first supporting member (256A), the second supporting member (256B), and the third supporting member (256C) can be rotated in one direction and tightly secured in the first front portion (252F) and the second front portion (254F). Based on the size of the power unit (1 12), the present invention can support the power unit (1 12) of any size and type. As the present invention is mounted on the first pivot frame (206L) and the second pivot frame (206R), by varying the distance between the first pivot frame (206L) and the second pivot frame (206R), the distance between the first front portion (252F) and the second front portion (254F) can be varied to accordingly, to accommodate the power unit (1 12) of various sizes. Thus, the structure of the power unit (1 12) can be manufactured at a large scale as a standard structure that can be used in all types of vehicles, to accommodate the power unit (1 12) of all types.

[0123] In this embodiment, the first front portion (252F) is mounted to the first pivot frame (206L), and the second front portion (254F) is mounted to the second pivot frame (206R). The first front portion (252F) and the second front portion (254F) are adapted to support the power unit (1 12) along the vehicle width direction (W). As shown in Figure 2D, atleast one of the first front portion (252F) and the second front portion (254F) is configured with a projection (262A, 262B) extending outwardly along the vehicle width direction (W), the projection (262A, 262B) is configured to accommodate the transmission unit (121 ) of the vehicle (100).

[0124] As illustrated in Figure 2C, the first front portion (252F) and the second front portion (254F) are configured with a generally flat structural profile to facilitate secure and stable mounting to the first pivot frame (206L) and the second pivot frame (206R), respectively. This flat structure ensuresproper alignment and structural integrity at the interface with the first pivot frame (206L) and the second pivot frame (206R).

[0125] Additionally, the first front portion (252F) and the second front portion (254F) are shaped to define a substantially circular profile (263), which is dimensioned to accommodate and support the power unit (1 12). The substantially circular profile (263) provides an optimal fit for cylindrical or rounded sections of the power unit (1 12) while contributing to uniform load distribution around the mounting interface. This design enhances both the mechanical coupling and the overall stability of the power unit (1 12) within the first front portion (252F) and the second front portion (254F).

[0126] The power unit (1 12) is supported between the first front portion (252F) and the second front portion (254F). In an embodiment, the first front portion (252F) and the second front portion (254F) are pre-assembled with the power unit (1 12) to form a modular subassembly before being mounted onto the swingarm (126). This pre-assembly approach enables precise alignment of the power unit (1 12) relative to its supporting structures, thereby enhancing manufacturing accuracy and reducing the complexity of on-vehicle installation.

[0127] This configuration further enables a more compact design of the swingarm (126), as the use of two separate, pre-aligned components, namely, the first front portion (252F) and the second front portion (254F), eliminates the need to provide additional clearance between the swingarm (126) and the power unit (1 12) for assembly purposes. As a result, the packaging of components within the swingarm (126) can be optimized for space efficiency. Additionally, this modular arrangement allows for the accommodation of the power unit (1 12) of varying sizes and specifications within a common architecture of the swingarm (126), thereby supporting product line flexibility and component scalability.

[0128] At least one of the first front portion (252F) and the second front portion (254F) defines at least one opening (270). The at least one opening (270) is formed along the vehicle width direction (W) and is strategically positioned to provide direct access to the power unit (1 12), such as the electric motor. The at least one opening (270) enables an operator or technician to perform inspection, maintenance, or servicing of the power unit (1 12) from the lateral side (i.e., along the vehicle width direction (W)) of the vehicle (100) without requiring complete disassembly or removal of the swingarm (126). Such a configuration significantly enhances serviceability, reduces downtime, and improves ease of maintenance, especially in tightly packaged electric vehicle platforms where access to internal components can be limited. Additionally, this design contributes to modularity and facilitates the efficient integration of various sizes and layouts of the power unit (1 12).

[0129] In the present embodiment, the power unit (1 12) is positioned between the first front portion (252F) and the second front portion (254F) of the swingarm (126). Mounting the power unit (1 12) directly onto the swingarm (126) facilitates more efficient utilization of the space otherwise occupied by the body frame (102). This strategic relocation of the power unit (1 12) to the swingarm (126) creates additional available space within the body frame (102), which may be advantageously used to house a larger battery pack or additional battery modules, including the battery (120). As a result,this configuration contributes to an increased driving range for the electric vehicle (100) and supports enhanced flexibility in the design, integration, and arrangement of other critical components within the architecture of the electric vehicle (100).

[0130] The first front portion (252F) and the second front portion (254F) are formed using casting processes, and more particularly, may be manufactured through aluminum casting or other suitable metal casting techniques. The use of casting allows for the formation of complex geometries that may be difficult to achieve through conventional fabrication methods such as machining or welding. This facilitates the integration of functional features such as mounting provisions, reinforcement ribs, and passages for fasteners or cooling, directly into the cast structure. Additionally, the cast construction provides sufficient structural strength and rigidity to support the power unit (1 12), particularly under dynamic loading conditions experienced during operation of the vehicle (100). The use of materials such as cast aluminum offers a desirable balance of high strength-to-weight ratio, corrosion resistance, and manufacturability, thereby contributing to overall performance, durability, and ease of assembly of the vehicle (100).

[0131] Referring to Figures 2A- 2D to 4A-4B, the first intermediate portion (308M) and the second intermediate portion (310M) are configured as a double tube-like structure diverting at the first front portion (252F; 308F) and the second front portion (254F; 31 OF) of the swingarm (126) and converging at the first rear portion (308R) and the second rear portion (31 OR) of the swingarm (126). This diverging and converging tubular geometry contributes to improved structural stability and optimized load distribution across the swingarm (126). In another embodiment, the first front portion (252F; 308F) and the second front portion (254F; 31 OF) may be formed as a single, unified tubelike structure. Such a configuration simplifies the design of the swingram (126) and may be particularly advantageous for certain architectures of the vehicle (100) requiring compact packaging or reduced component complexity.

[0132] Further, the first rear portion (308R) includes at least one guide member (not shown) configured to support a portion of the transmission unit (121 ), which operatively connects the power unit (1 12) to the at least one rear ground engaging member (1 14). The at least one guide member is adapted to maintain alignment and positioning of the transmission unit (121 ) during the operation of the vehicle (100), thereby enhancing drivetrain stability, reducing mechanical wear, and improving overall transmission efficiency.

[0133] In at least some embodiments, the connecting arm (306) includes a first end portion (272L), a second end portion (272R), and a mounting bracket (274) positioned between the first end portion (272L) and the second end portion (272R). The first end portion (272L) is adapted to join the first front portion (252F; 308F), and the second end portion (272R) is adapted to join the second front portion (254F; 31 OF). In the illustrated example representation, the first end portion (272L) joins the first front portion (252F; 308F) through a welded joint, and the second end portion (272R) joins the second front portion (254F; 31 OF) through the welded joint. The various welding options can be used in the present invention, including, but not limited to, continuous welding through Metal Inert Gas (MIG) and Tungsten Inert Gas (TIG) welding.

[0134] In each embodiment, the mounting bracket (274) is configured to support a first end (276) of the rear suspension member (128), while a second end (278) of the rear suspension member (128) is mounted to the cross frame member (228) of the body frame (102). It is understood by those skilled in the art that the mounting arrangement of the rear suspension member (128) to both the swingarm (126) and the body frame (102) is conventional and therefore not described in further detail herein for the sake of brevity.

[0135] While a 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.

[0136] 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. i

Claims

Claims

1. A swingarm (126) of a vehicle (100), comprising: a first arm (302) defining a first front portion (252F; 308F); and a second arm (304) coupled to the first arm (302), the second arm (304) defining a second front portion (254F; 31 OF); wherein a power unit (112) of the vehicle (100) is disposed between the first front portion (252F; 308F) and the second front portion (254F; 31 OF), and wherein one of the swingarm (126) and the power unit (1 12) is adapted to pivotally couple to a body frame (102) of the vehicle (100).

2. The swingarm (126) as claimed in claim 1 , wherein the power unit (112) is pivotally coupled to the body frame (102) and adapted to be operably coupled to at least one rear ground engaging member (114) of the vehicle (100), and wherein the first front portion (308F) and the second front portion (31 OF) are removably coupled to the power unit (1 12).

3. The swingarm (126) as claimed in claim 2, wherein the power unit (1 12) is configured as a structural member between the body frame (102) and the swingarm (126).

4. The swingarm (126) as claimed in claim 2, wherein at least a portion (236) of the power unit (1 12) is positioned between the body frame (102) and the swingarm (126) in a vehicle longitudinal direction (L-L').

5. The swingarm (126) as claimed in claim 2, wherein the first front portion (308F) and the second front portion (31 OF) define a shape of a substantially semi-circular profile (232) to accommodate the power unit (1 12).

6. The swingarm (126) as claimed in claim 2, comprising a coupling element (340) extending, between a first pivot frame (206L) and a second pivot frame (206R) of the body frame (102), along a vehicle width direction (W), and adapted to pivotally couple the power unit (112) to the first pivot frame (206L) and the second pivot frame (206R), wherein the coupling element (239) comprises: a rotatable element (342) adapted to pass through the first pivot frame (206L), the second pivot frame (206R), and a pivot member (346) of the power unit (1 12), defining along the vehicle width direction (W); and one or more support members (344) disposed within at least one of the first pivot frame (206L), the second pivot frame (206R), and the pivot member (346) to allow the pivotal movement of the power unit (1 12) with respect to the first pivot frame (206L) and the second pivot frame (206R).

7. The swingarm (126) as claimed in claim 2, wherein the first front portion (308F) is configured as a first modular bracket (312), the first modular bracket (312) comprising a plurality of first mounting provisions (318A, 318B, 318C) and a plurality of second mounting provisions (320A, 320B, 320C), a first mounting provision (318A) of the plurality of first mounting provisions (318A, 318B, 318C) and a fourth mounting provision (320A) of the plurality of second mounting provisions (320A, 320B, 320C) are configured to mount the first modular bracket (312) to a first side (234L) of the power unit (1 12), and wherein the second front portion (31 OF) is configured as a second modular bracket (314), the second modular bracket (314) comprising a plurality of third mounting provisions (318D, 318E, 318F) and a plurality of fourth mounting provisions (320D, 320E, 320F), a seventh mounting provision (318D) of the plurality of third mounting provisions (318D, 318E, 318F) and a tenth mounting provision (320D) of the plurality of second mounting provisions (320A, 320B, 320C) are configured to mount the second modular bracket (314) to a second side (234R) of the power unit (112).

8. The swingarm (126) as claimed in any one of claims 1 to 7, wherein the first arm (302) comprises a first intermediate portion (308M) extended rearwardly from the first front portion (308F), and a first rear portion (308R) extended rearwardly from the first intermediate portion (308M), and wherein the second arm (304) comprises a second intermediate portion (310M) extended rearwardly from the second front portion (31 OF), and a second rear portion (31 OR) extended rearwardly from the second intermediate portion (310M).

9. The swingarm (126) as claimed in claim 8, wherein one of a second mounting provision (318B) or a third mounting provision (318C) of the plurality of first mounting provisions (318A, 318B, 318C), and one of a fifth mounting provision (320B) or a sixth mounting provision (320C) of the plurality of second mounting provisions (320A, 320B, 320C), are selectively configured to mount the first modular bracket (312) to a first complementary mounting provision (326A) and a second complementary mounting provision (326B) of the first intermediate portion (308M), and wherein one of an eighth mounting provision (318E) or a ninth mounting provision (318F) of the plurality of third mounting provisions (318D, 318E, 318F), and one of an eleventh mounting provision (320E) or a twelfth mounting provision (320F) of the plurality of fourth mounting provisions (320D, 320E, 320F), are selectively configured to mount the second modular bracket (314) to a third complementary mounting provision (330A) and a fourth complementary mounting provision (330B) of the second intermediate portion (310M).

10. The swingarm (126) as claimed in claim 8, wherein the first rear portion (308R) and the second rear portion (31 OR) are adapted to rotatably support at least one rear ground engaging member (114) of the vehicle (100).

11. The swingarm (126) as claimed in claim 1 , wherein the first front portion (252F) and the second front portion (254F) are adapted to be pivotally coupled to the body frame (102).

12. The swingarm (126) as claimed in claim 11 , wherein the first front portion (252F) and the second front portion (254F) are pre-assembled to the power unit (1 12) before mounting the swingarm (126), and wherein the power unit (1 12) swings along with the swingarm (126).

13. The swingarm (126) as claimed in claim 1 1 , wherein at least one of the first front portion (252F) and the second front portion (254F) forms at least one opening (270) along a vehicle width direction (W), the at least one opening (270) is configured to access the power unit (112).

14. The swingarm (126) as claimed in claim 11 , wherein the first front portion (252F) and the second front portion (254F) define a shape of a substantially circular profile (263) to accommodate the power unit (1 12).

15. The swingarm (126) as claimed in claim 11 , wherein the first front portion (252F) is positioned at a first side (234L) of the power unit (112) and the second front portion (254F) is positioned at a second side (234R) of the power unit (1 12) along a vehicle width direction (W).

16. The swingarm (126) as claimed in any one of claims 1 to 15, comprising a connecting arm (306) connecting the first arm (302) to the second arm (304) along the vehicle width direction (W), the connecting arm (306) configured to pivotally mount a rear suspension member (128) of the vehicle (100).

17. The swingarm (126) as claimed in any one of claims 1 to 16, wherein at least one of the first front portion (252F; 308F) and the second front portion (254F; 31 OF) is made from at least one of sheet metal and casting.

18. The swingarm (126) as claimed in any one of the claims 1 to 17, wherein the power unit (1 12) is an electric motor of the vehicle (100).

19. A vehicle (100), comprising: at least one front ground engaging member (106) and at least one rear ground engaging member (1 14); a body frame (102); a power unit (112) operably coupled to one of the at least one front ground engaging member (106) and the at least one rear ground engaging member (114); and a swingarm (126) comprising: a first arm (302) defining a first front portion (252F; 308F); and a second arm (304) coupled to the first arm (302), the second arm (304) defining a second front portion (254F; 31 OF); wherein the power unit (1 12) is disposed between the first front portion (252F; 308F) and the second front portion (254F; 31 OF), and wherein one of the swingarm (126) and the power unit (112) is adapted to pivotally couple to the body frame (102).

20. The vehicle (100) as claimed in claim 19, wherein the power unit (1 12) is pivotally coupled to the body frame (102) and adapted to be operably coupled to the at least one rear ground engaging member (1 14), and wherein the first front portion (308F) and the second front portion (31 OF) are removably coupled to the power unit (1 12).

21. The vehicle (100) as claimed in claim 20, wherein the power unit (1 12) is configured as a structural member between the body frame (102) and the swingarm (126), and wherein at least a portion (236) of the power unit (112) is positioned between the body frame (102) and the swingarm (126) in a vehicle longitudinal direction (L-L').

22. The vehicle (100) as claimed in claim 19, wherein the first front portion (252F) and the second front portion (254F) are adapted to be pivotally coupled to the body frame (102).

23. The vehicle (100) as claimed in claim 22, wherein the first front portion (252F) and the second front portion (254F) are pre-assembled to the power unit (1 12) before mounting the swingarm (126), and wherein the power unit (112) swings along with the swingarm (126).

24. The vehicle (100) as claimed in any one of claims 19 to 23, wherein the first arm (302) comprises a first intermediate portion (308M) extended rearwardly from the first front portion (308F), and a first rear portion (308R) extended rearwardly from the first intermediate portion (308M), and wherein the second arm (304) comprises a second intermediate portion (310M) extended rearwardly from the second front portion (31 OF), and a second rear portion (31 OR) extended rearwardly from the second intermediate portion (310M).

25. The vehicle (100) as claimed in any one of claims 19 to 24, wherein the vehicle (100) is an electric vehicle.

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