WO2023181051A1

WO2023181051A1 - Toggle link assembly for saddle-type vehicle and saddle-type vehicle thereof

Info

Publication number: WO2023181051A1
Application number: PCT/IN2023/050006
Authority: WO
Inventors: Singhania Sharad; Sivasubramanian SHRUTHI; Ravilla Prasad; Nagesha Doddappayya; Velagapudi SAI PRAVEEN; Karanam VENKATA MANGA RAJU
Original assignee: Tvs Motor Company Limited
Priority date: 2022-03-24
Filing date: 2023-01-04
Publication date: 2023-09-28

Abstract

Present invention provides a toggle link assembly (100) for a saddle-type vehicle (200). The assembly (100) comprises a toggle link frame (102) pivotally coupled to a frame member (202) and to a powertrain component (204) of the vehicle (200). A first bump stopper (104) is mounted on a front portion (102a) 5 of the toggle link frame (102) and adapted to engage with the frame member (202) for dampening vibrations being transferred to the frame member (202). A second bump stopper (106) is mounted on a rear portion (102b) of the toggle link frame (102) and adapted to engage with the powertrain component (204) for dampening vibrations generated from the powertrain component (204). The 10 assembly (100) is adapted to dampen the vibrations transferred to the frame member (202), thereby improving ride quality of the vehicle (200).

Description

Toggle Link Assembly for Saddle-Type Vehicle and Saddle-Type Vehicle Thereof

FIELD OF THE INVENTION

[001] Present invention relates to a saddle-type vehicle. More particularly, present invention relates to a toggle link assembly for the saddle type vehicle to support a powertrain component onto a frame member of the vehicle. BACKGROUND OF THE INVENTION

[002] A vehicle, such as a saddle-type vehicle includes a frame assembly having a main tube extending rearwardly downward from a head tube, for defining the step-through space. A sub-frame is also provided in the frame assembly, to swingably support a power unit of the vehicle. A rear wheel is coupled to the power unit and thus, forces acting on the rear wheel is transferred to the power unit resulting in swinging motion of the power unit.

[003] Further, the power unit is connected to the frame assembly through a toggle link assembly. Typically, the toggle link assembly includes a pair of tubes running parallel to each other along a longitudinal direction of the vehicle. The pair of tubes are connected at a front end and a rear end. At the front end, the pair of tubes are connected through a first cross tube. The first cross tube, also known as a frame side axle is configured to enable connection of the toggle link assembly with the frame assembly. Further, the rear end of the toggle link assembly is being connected through a second cross tube. The second cross tube member, also known as engine side axle is configured to enable connection of the toggle link assembly to the engine assembly. Thus, the swinging motion of the power unit is transferred to the toggle link assembly, which is pivotally connected to the sub-frame of the frame assembly. As such, the vibrations and forces from the power unit are directly transmitted to the frame assembly. Additionally, the engine vibrations and forces are also transferred to a utility box, a handlebar, a floorboard, and a seat assembly of the vehicle. The toggle link assembly is adapted to dampen or attenuate the vibrations from the power unit.

[004] To dampen the vibrations, the toggle link assembly is typically provided with an impact absorbing member. The impact absorbing member extends via a bracket provided to the toggle link assembly. The impact absorbing member is adapted to contact the power unit, for dampening the vibrations. However, the stiffness requirement of such impact absorbing member in the toggle link assembly is high for withstanding the load exerted by the power unit. Moreover, load experienced by the bracket connecting the impact absorbing member and the toggle link assembly is high, which may lead to failure. Though, the load bearing capacity of the bracket may be increased by improving the welding of the bracket to the toggle link assembly, the weld length required for such an increase in stiffness is high. Also, the increased weld length may also deteriorate the strength characteristics of the sub frame, which is undesirable. Additionally, the single impact absorbing member being provided at the center of the toggle link assembly, may interfere with an oxygen sensor of the power unit. Further, during cornering of the vehicle, the toggle link assembly receives torsional load from the power unit due to tilting of the vehicle and the power unit. At this juncture, when the toggle link assembly rotates due to the torsional load, the impact absorbing members loses contact with the power unit, resulting in transfer of vibrations to the frame member.

[005] In view of the above, there is a need for a toggle link assembly for a saddle-type vehicle, which addresses one or more limitations stated above.

SUMMARY OF THE INVENTION

[006] In one aspect, a toggle link assembly for a saddle-type vehicle is disclosed. The assembly comprises a toggle link frame pivotally coupled to a frame member and to a powertrain component of the vehicle. A first bump stopper is mounted on a front portion of the toggle link frame and is adapted to engage with the frame member for dampening vibrations being transferred to the frame member. A second bump stopper is mounted on a rear portion of the toggle link frame and is adapted to engage with the powertrain component for dampening vibrations generated from the powertrain component. [007] In an embodiment, the toggle link frame comprises a first bracket and a second bracket spaced apart from the first bracket and being aligned in parallel to the first bracket. A first tubular member connects fore ends of the first bracket and the second bracket. A second tubular member connects aft ends of the first bracket and the second bracket to form the toggle link frame.

[008] In an embodiment, the toggle link frame is pivotally coupled to the frame member by the first tubular member.

[009] In an embodiment, one or more damping blocks are press-fitted within the first tubular member. The one or more damping blocks engage with the frame member for pivotally mounting the first tubular member with the frame member.

[010] In an embodiment, the toggle link frame is pivotally coupled to the powertrain component by the second tubular member.

[011 ] In an embodiment, the first bump stopper is mounted on the front portion of the toggle link frame by a first mounting bracket. The first mounting bracket is mounted at a central portion on the first tubular member.

[012] In an embodiment, the second bump stopper is mounted on the rear portion of the toggle link frame by a second mounting bracket. The second mounting bracket is mounted at a central portion on the second mounting bracket. [013] In an embodiment, the powertrain component is an engine, and the second bump stopper is adapted to engage onto a crankcase of the engine.

[014] In an embodiment, the first bump stopper engages with the frame member during an unladen condition of the vehicle.

[015] In an embodiment, the second bump stopper engages with the powertrain component in a laden condition of the vehicle.

[016] In another aspect, the saddle-type vehicle is disclosed. The vehicle comprises a frame member and a powertrain component having one end mounted onto the frame member and an other end being mounted onto a shock absorber assembly of the vehicle. The powertrain component is mounted onto the frame member by a toggle link assembly. The assembly comprises the toggle link frame is pivotally coupled to the frame member and to the powertrain component. The first bump stopper is mounted on the front portion of the toggle link frame and is adapted to engage with the frame member for dampening vibrations being transferred to the frame member. The second bump stopper is mounted on a rear portion of the toggle link frame and is adapted to engage with the powertrain component for dampening vibrations generated from the powertrain component.

BRIEF DESCRIPTION OF THE DRAWINGS [017] Reference will be made to embodiments of the invention, examples of which may be illustrated in accompanying figures. These figures are intended to be illustrative, not limiting. Although the invention is generally described in context of these embodiments, it should be understood that it is not intended to limit the scope of the invention to these particular embodiments.

Figure 1 is a schematic view of a saddle-type vehicle, in accordance with an embodiment of the present invention.

Figure 2 is a schematic view of a frame member supporting a powertrain component by a toggle link assembly, in accordance with an embodiment of the present invention.

Figure 3 is a perspective view of the toggle link assembly, in accordance with an embodiment of the present invention.

Figure 4 is an exploded view of the toggle link assembly, in accordance with an embodiment of the present invention.

Figure 5 is a graphical representation of frequency vs vibration transmitted to the frame member vis-a-vis conventional toggle link assembly, in accordance with an embodiment of the present invention.

Figure 6 is a graphical representation of time vs road force transmitted to the frame member vis-a-vis conventional toggle link assembly, in accordance with an embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[018] Various features and embodiments of the present invention here will be discernible from the following further description thereof, set out hereunder.

[019] Figure 1 illustrates a schematic view of a saddle-type vehicle 200, in accordance with an embodiment of the present invention. As an example, the saddle-type vehicle 200 is a scooter type vehicle. The vehicle 200 has a powertrain component 204, which can be a prime mover that is adapted to generate motive force required for movement of the vehicle 200. In an embodiment, the powertrain component 204 is an internal combustion engine or an electric motor of the vehicle 200. In another embodiment, the powertrain component 204 is a combination of the prime mover and a transmission system (not shown), that is disposed behind a floorboard 208 and below a seat assembly 210 and/or a storage bin (not shown). The vehicle 200 has a front wheel 212, a rear wheel 214 and a frame member 202 (as shown in Figure 2). [020] The frame member 202 comprises a head pipe 216 (shown in Figure 2) that is adapted to support a steering shaft (not shown) and a front suspension (not shown) attached to the steering shaft through a lower bracket (not shown). The front suspension supports the front wheel 212. The upper portion of the front wheel 212 is covered by a front fender 218 mounted to the front suspension. In an embodiment, the front fender 218 is movable along with the front wheel 212, during travel over undulations on a road surface. A handlebar 220 is fixed to upper bracket (not shown) and can rotate about the steering shaft for turning the vehicle 200. A headlight (not shown) and an instrument cluster 222 is arranged on an upper portion of the head pipe 216.

[021] Further, a shock absorber assembly (not shown) is provided to the rear wheel 214 for dampening the vibrations induced during travel of the vehicle 200 over undulations on the road surface. In an embodiment, the powertrain component 204 has one end mounted to the frame member 202 and an other end mounted to the shock absorber assembly. As such, the powertrain component 204 is suspended on the other end via the shock absorber assembly. A taillight unit 224 is disposed at the end of the vehicle 200 and at the rear of the seat assembly 210. A grab rail 226 is also provided for facilitating the grip and/or balance to a rider on the vehicle 200 during movement. The rear wheel 214 is arranged below the seat assembly 210 and adapted to receive the motive force from the powertrain component 204. The transmission assembly is provided for transferring the motive force from the prime mover onto the rear wheel 214 for driving the vehicle 200. In an embodiment, the transmission assembly may include an endless transmission drive such as a chain drive or a belt drive, for transferring the motive force to the rear wheel 214. A rear fender 228 is disposed above the rear wheel 214.

[022] Referring to Figure 2 in conjunction with Figure 1 , the frame member 202 of the vehicle 200 is depicted. The frame member 202 includes a main tube 230 extending downwardly from the head pipe 216. The main tube 230 extends downwardly upto a lower frame portion 232. The lower frame portion 232 supports the floorboard 208 (as shown in Figure 1) for enabling resting of foot of a rider (not shown). From the lower frame portion 232, a side frame 234 extends vertically upwards. A rear frame 236 extends longitudinally from the side frame 234 and is adapted to support the storage bin and the seat assembly 210 of the vehicle 200.

[023] In an embodiment, each of the main frame 230, the lower frame portion 232, the side frame 234 and the rear frame 236 include a pair of tubular members. A cross tube member 238 is provided to the lower frame member 232. The cross tube member 238 ensures that the pair of tubular members of the lower frame member 232 are integrated with one another, while also enhancing the structural rigidity of the frame member 202. In another embodiment, the cross tube member 238 may be mounted between the pair of tubular members of the main frame 230 and/or the side frame 234 and/or the rear frame 236, as per design feasibility and requirement.

[024] Further, the frame member 202 is adapted to support the powertrain component 204 of the vehicle 200. The frame member 202 supports the powertrain component 204 by a toggle link assembly 100. The description pertaining to the toggle link assembly 100 is provided in detail with reference to Figures 3-6. [025] Referring to Figures 3 and 4 in conjunction with Figure 2, the toggle link assembly 100 is depicted. The toggle link assembly 100 is adapted to pivotally couple the powertrain component 204 with the frame member 202, while also dampening the vibrations transferred to the frame member 202 from the powertrain component 204 during operation of the vehicle 200.

[026] The toggle link assembly 100 comprises a toggle link frame 102 pivotally coupled to the frame member 202 and to the powertrain component 204 of the vehicle 200. The toggle link frame 102 comprises a first bracket 108 and a second bracket 110 spaced apart from the first bracket 108. The second bracket 110 is aligned parallelly to the first bracket 108. A first tubular member 112 connects fore ends 108a, 110a of the first bracket 108 and the second bracket 110. The first tubular member 112 engages with the frame member 202 for pivotally mounting the toggle link frame 102 onto the frame member 202. In other words, a front portion 102a of the toggle link frame 102 is pivotally coupled to the frame member 202 through the first tubular member 112. Also, one or more damping blocks 116 are press-fitted within the first tubular member 112. The one or more damping blocks 116 engage with the frame member 202 for pivotally mounting the first tubular member 112 with the frame member 202, while also dampening the vibrations transmitted to the frame member 202.

[027] In an embodiment, the first tubular member 112 is pivotally engaged to the frame member 202 via conventional mounting techniques known in the art. In another embodiment, the one or more damping blocks 116 may be tubular structure that are adapted to receive a fastener, for facilitating pivotal mounting of the toggle link frame 102. In another embodiment, the one or more damping blocks 116 are made of a rubber material.

[028] Further, a second tubular member 114 connects aft ends 108b, 110b of the first bracket 108 and the second bracket 110, to form the toggle link frame 102. The second tubular member 114 engages with the powertrain component 204, for pivotally mounting the toggle link frame 102 with the powertrain component 204. In other words, the rear portion 102b of the toggle link frame 102 is pivotally mounted to the powertrain component 204 via the second tubular member 114. In an embodiment, the second tubular member 114 is pivotally engaged to the powertrain component 204 via conventional mounting techniques known in the art.

[029] In an embodiment, as the brackets 108, 110 are parallel to one another, the tubular members 112, 114 are also parallel to one another. In an embodiment, the orientation of the brackets 108, 110 and the tubular members 112, 114 can be altered as per design feasibility and requirement.

[030] In an embodiment, the first bracket 108 comprises a projection 122 at the fore end 108a and the aft ends 108b for receiving and accommodating the first and the second tubular members 112, 114. The first bracket 108 may also be defined with a curved profile or an arch profile, for accommodating a component of the vehicle 200.

[031] In an embodiment, the second bracket 110 also comprises a projection 124 at the fore end 108a and the aft ends 108b for receiving and accommodating the first and the second tubular members 112, 114. The second bracket 110 may be defined with a rectangular profile.

[032] In an embodiment, the first tubular member 112 is connected to the fore ends 108a, 110a of the first bracket 108 and the second bracket 110 through conventionally known techniques such as welding, fastening and the like. In another embodiment, the second tubular member 114 connects aft ends 108b, 110b of the first bracket 108 and the second bracket 110 through conventional known techniques such as welding, fastening and the like.

[033] Further, the toggle link assembly 100 includes a first bump stopper 104 mounted on the front portion 102a of the toggle link frame 102. The first bump stopper 104 is adapted to engage with the frame member 202 for dampening vibrations being transferred to the frame member 202. In the present embodiment, the first bump stopper 104 engages with the cross tube member 238 (as shown in Figure 2) for dampening the vibrations transferred to the frame member 202. The first bump stopper 104 is mounted on the front portion 102a via a first mounting bracket 118. The first mounting bracket 118 may be mounted at a central portion of the first tubular member 112 so that the load is evenly distributed on the toggle link frame 102.

[034] In an embodiment, the first mounting bracket 118 is mounted on the first tubular member 112 (or the front portion 102a) via conventional mounting techniques, known in the art. The first mounting bracket 118 is defined with a profile such that, the first bump stopper 104 engages with the cross tube member 238 of the vehicle 200, while providing required load bearing characteristics. In an embodiment, the first mounting bracket 118 is defined with a U-shaped profile.

[035] The toggle link assembly 100 also comprises a second bump stopper 106 mounted on a rear portion 102b of the toggle link frame 102. The second bump stopper 106 is adapted to engage with the powertrain component 204 for dampening vibrations generated from the powertrain component 204. In the present embodiment, the second bump stopper 106 engages with a crankcase 206 (as shown in Figure 2) of the engine, for dampening the vibrations generated by the engine (or the powertrain component 204). The second bump stopper 106 is mounted on the rear portion 102b via a second mounting bracket 120. The second mounting bracket 120 may be mounted at a central portion of the second tubular member 114 so that the load is evenly distributed on the toggle link frame 102. [036] In an embodiment, the second mounting bracket 120 is mounted on the second tubular member 114 (or the rear portion 102b) via conventional mounting techniques, known in the art. Further, the second mounting bracket 120 is defined with a profile such that, the second bump stopper 106 engages with the crankcase 206, while providing required load bearing characteristics. In an embodiment, the second mounting bracket 120 is defined with a U- shaped profile.

[037] In an embodiment, the term “front portion 102a” of the toggle link frame 102 refers to the first tubular member 112. Accordingly, the term “rear portion 102b” of the toggle link frame 102 refers to the second tubular member 114.

[038] In an embodiment, the first bump stopper 104 and the second bump stopper 106 are made of rubber material. Also, the shape, configuration and dimensions of the first bump stopper 104 and the second bump stopper 106 are selected as per design feasibility and requirement of dampening the vibrations generated in the powertrain component 204. In an embodiment, the thickness of the first bump stopper 104 and the second bump stopper 106 is 5mm.

[039] Further, the first bump stopper 104 engages with the frame member 202 during an unladen condition of the vehicle 200. The term “unladen condition” pertains to a condition wherein no load is included on the vehicle 200. In other words, in the unladen condition, the vehicle 200 does not include payload from a rider and/or a pillion. In the laden condition, the second bump stopper 106 engages with the powertrain component 204. The term “laden condition” pertains to a condition where load is included on the vehicle 200. In other words, in the laden condition, the vehicle 200 may include payload in the form of the rider and/or the pillion.

[040] In an operational embodiment, during the unladen condition of the vehicle 200 the first bump stopper 104 engages with the frame member 202 while the second bump stopper 106 is disengaged from the powertrain component 204. In this scenario, engagement of the first bump stopper 104 suffices to dampen the vibrations from the powertrain component 204, as the vibrations generated from the powertrain component 204 may be due to starting of the powertrain component 204.

[041] Upon loading (/.e. seating of rider and/or pillion), the powertrain component 204 moves downwardly in an anti-clockwise direction, due to the load acting on the vehicle 200. During the downward movement of the powertrain component 204, the toggle link frame 102 pivotally rotates along the direction of the powertrain component 204, i.e. in the anti -clockwise direction. Due to the rotation of the toggle link frame 102, the first bump stopper 104 disengages with the frame member 202 while the second bump stopper 106 engages with the powertrain component 204. Engagement of the second bump stopper 106 with the power train component 204 dampens the vibrations generated by the powertrain component 204 due to starting as well as the vibrations generated during operation of the vehicle 200 over a flat terrain.

[042] Further, during operation of the vehicle 200 over an uneven or bumpy terrain or a speed breaker, the additional load acting on the powertrain component 204 due to the uneven terrain is exerted on the second bump stopper 106. The second bump stopper 106 in this scenario gets compressed, thereby attenuating the vibrations. As such, the contact between the powertrain component 204 and the storage bin of the vehicle 200 is prevented. Additionally, due to the dampening of vibrations by the first bump stopper 104 and the second bump stopper 106, the ride quality is improved.

[043] Referring to Figure 5 in conjunction with Figures 3 and 4, a graphical representation of vibrations transmitted to the frame member 202 with respect to frequency of vibrations is depicted. The graphical representation in Figure 5 is a multi-body dynamic analysis which considers frequency of the vibrations along an X-axis and the vibrations transmitted to the frame member 202 along the Y-axis. As depicted, the toggle link assembly 100 is adapted to reduce transmission of vibrations (depicted as ‘A’) to the frame member 202 by at least half the amount that is being transmitted by a conventional toggle link assembly (depicted as ‘B’). In other words, the toggle link assembly 100 of the present invention is 50% more efficient in dampening the vibrations that are transmitted to the frame member 202, than the conventional toggle link assembly. This is due to the engagement of the second bump stopper 106 during the loading condition, thereby dampening the vibrations generated by the powertrain component 204.

[044] Referring to Figure 6, a graphical representation of road force transmitted to the frame member 202 with respect to time is depicted. The graphical representation in Figure 6 is also a multi-body dynamic analysis which considers time parameter along an X-axis and road force transmitted to the frame member 202 along the Y-axis. As depicted, the toggle link assembly 100 also reduces transmission of vibrations (depicted as ‘A’) to the frame member 202 by at least half the about that is being transmitted by the conventional toggle link assembly (depicted as ‘B’). In other words, the toggle link assembly 100 of the present invention is 50% more efficient than the conventional toggle link assembly, in dampening the road force transmission to the frame member 202. This is due to disengagement of the first bump stopper 104 upon loading of the vehicle 200, thereby reducing the road force transmitted to the frame member 202.

[045] The claimed invention as discussed above is not routine, conventional, or well understood in the art, as the claimed aspects enable the following solutions to the existing problems in conventional technologies. Specifically, the claimed aspect of the first bump stopper 104 and the second bump stopper 106 effectively dampen the vibrations transmitted to the frame member 202 (as shown in Figures 5 and 6), thereby improving the ride quality of the vehicle 200. Additionally, due to the first mounting bracket 118 and the second mounting bracket 120, the load distribution on the toggle link frame 102 is even, thereby preventing failure of the toggle link assembly 102 during load acting on the toggle link assembly 100. Moreover, during cornering of the vehicle 200, the selective contact of the second bump stopper 106 with the powertrain component 204 prevents swinging of the powertrain component 204, thereby preventing contact with the storage bin, while also enhancing stability of the vehicle 200 during cornering. [001] While the present invention has been described with respect to certain embodiments, it will be apparent to those skilled in the art that various changes and modification may be made without departing from the scope of the invention as defined in the following claims.

Reference numerals

100 - Toggle link assembly

102 - Toggle link frame

102a - Front portion of toggle link frame

102b - Rear portion of toggle link frame

104 - First bump stopper

106 - Second bump stopper

108 - First bracket

108a - Fore end of the first bracket

108b - Aft end of the first bracket

110 - Second bracket a - Fore end of the second bracketb - Aft end of the second bracket- First tubular member - Second tubular member - One or more damping blocks- First mounting bracket - Second mounting bracket - Projection on first bracket - Projection on second bracket - Saddle-type vehicle - Frame member - Powertrain component - Crankcase - Floorboard - Seat assembly - Front wheel - Rear wheel - Head pipe - Front fender - Handlebar - Instrument cluster - Taillight unit - Grab rail - Rear fender - Main tube - Lower frame portion - Side frame - Rear frame - Subframe

Claims

WE CLAIM:

1. A toggle link assembly (100) for a saddle-type vehicle (200), the assembly (100) comprising: a toggle link frame (102) pivotally coupled to a frame member (202) and to a powertrain component (204) of the vehicle (200); a first bump stopper (104) mounted on a front portion (102a) of the toggle link frame (102), the first bump stopper (104) adapted to engage with the frame member (202) for dampening vibrations being transferred to the frame member (202); and a second bump stopper (106) mounted on a rear portion (102b) of the toggle link frame (102), the second bump stopper (106) adapted to engage with the powertrain component (204) for dampening vibrations generated from the powertrain component (204).

2. The assembly (100) as claimed in claim 1 , wherein the toggle link frame (102) comprises: a first bracket (108); a second bracket (110) spaced apart from the first bracket (108) and being aligned in parallel to the first bracket (108); a first tubular member (112) connecting fore ends (108a, 110a) of the first bracket (108) and the second bracket (110); and a second tubular member (114) connecting aft ends (108b, 110b) of the first bracket (108) and the second bracket (110), to form the toggle link frame (102).

3. The assembly (100) as claimed in claim 2, wherein the toggle link frame (102) is pivotally coupled to the frame member (202) by the first tubular member (112).

4. The assembly (100) as claimed in claim 3 comprising one or more damping blocks (116) press-fitted within the first tubular member (112), the one or more damping blocks (116) engage with the frame member (202) for pivotally mounting the first tubular member (112) with the frame member (202).

5. The assembly (100) as claimed in claim 2, wherein the toggle link frame (102) is pivotally coupled to the powertrain component (204) by the second tubular member (114).

6. The assembly (100) as claimed in claim 2, wherein the first bump stopper (104) is mounted on the front portion (102a) of the toggle link frame (102) by a first Mounting bracket (118), the first mounting bracket (118) being mounted at a central portion on the first tubular member (112).

7. The assembly (100) as claimed in claim 2, wherein the second bump stopper (106) is mounted on the rear portion (102b) of the toggle link frame (102) by a second mounting bracket (120), the second mounting bracket (120) being mounted at a central portion on the second mounting bracket (120).

8. The assembly (100) as claimed in claim 1 , wherein the powertrain component (202) is an engine, and the second bump stopper (120) is adapted to engage onto a crankcase (206) of the engine.

9. The assembly (100) as claimed in claim 1 , wherein the first bump stopper (104) engages with the frame member (202) during a unladen condition of the vehicle (200).

10. The assembly (100) as claimed in claim 1 , wherein the second bump stopper (106) engages with the powertrain component (204) in a laden condition of the vehicle (200). A saddle-type vehicle (200) comprising: a frame member (202); a powertrain component (204) having one end mounted onto the frame member (202) and an other end being mounted onto a shock absorber assembly of the vehicle (200), the powertrain component (204) being mounted onto the frame member (202) by a toggle link assembly (100), the assembly (100) comprising: a toggle link frame (102) pivotally coupled to the frame member (202) and to the powertrain component (204); a first bump stopper (104) mounted on a front portion (102a) of the toggle link frame (102), the first bump stopper (104) adapted to engage with the frame member (202) for dampening vibrations being transferred to the frame member (202); and a second bump stopper (106) mounted on a rear portion (102b) of the toggle link frame (102), the second bump stopper (106) adapted to engage with the powertrain component (204) for dampening vibrations generated from the powertrain component (204). The vehicle (200) as claimed in claim 11 , wherein the toggle link frame (102) comprises: a first bracket (108); a second bracket (110) spaced apart from the first bracket (108) and being aligned in parallel to the first bracket (108); a first tubular member (112) connecting fore ends (108a, 110a) of the first bracket (108) and the second bracket (110); and a second tubular member (114) connecting aft ends (108b, 110b) of the first bracket (108) and the second bracket (110), to form the toggle link frame (102). The vehicle (200) as claimed in claim 12, wherein the toggle link frame (102) is pivotally coupled to the frame member (202) by the first tubular member (112). The vehicle (200) as claimed in claim 13 comprising one or more damping blocks (116) press-fitted within the first tubular member (112), the one or more damping blocks (116) engage with the frame member (202) for pivotally mounting the first tubular member (112) with the frame member (202). The vehicle (200) as claimed in claim 12, wherein the toggle link frame (102) is pivotally coupled to the powertrain component (204) by the second tubular member (114). The vehicle (200) as claimed in claim 12, wherein the first bump stopper (104) is mounted on the front portion (102a) of the toggle link frame (102) by a first mounting bracket (118), the first mounting bracket (118) being mounted at a central portion on the first tubular member (112). The vehicle (200) as claimed in claim 12, wherein the second bump stopper (106) is mounted on the rear portion (102b) of the toggle link frame (102) by a second mounting bracket (120), the second mounting bracket (120) being mounted at a central portion on the second mounting bracket (120). The vehicle (200) as claimed in claim 11 , wherein the powertrain component (202) is an engine, and the second bump stopper (120) is adapted to engage onto a crankcase (206) of the engine.