Description:FIELD OF THE DISCLOSURE

[0001] The present disclosure relates to automotive industry and in particular to an auto convertible vehicle stand device that is designed to seamlessly transition between side and center stand modes while offering enhanced simplicity, reduced weight, and cost-effectiveness.

BACKGROUND OF THE DISCLOSURE

[0002] Vehicles, especially two-wheeled vehicles, require stable support when parked. These two-wheeled vehicles are typically outfitted with two types of stands: a side stand and a center stand. The side stand employs a singular leg to support the two-wheeled vehicle in an inclined position relative to a ground surface, while the center stand utilizes dual legs to hold the two-wheeled vehicle in an upright, vertical orientation relative to the ground surface. Both, side stands as well as center stands are mounted to the chassis of the two-wheeled vehicle and can pivot in both directions to deploy or retract as needed.

[0003] However, existing vehicles generally include two separate stand assemblies located at a bottom portion of the chassis that have several drawbacks. Drawbacks for these separate stand assemblies include increased space requirements, increased weight of the vehicles, and the like.

[0004] For example, since the separate dual-stand modes has increased installation space requirements, the installation of additional accessories on the bottom chassis is not feasible. The increased installation space also poses challenges during the packaging and transportation of the vehicle.

[0005] Furthermore, the need for two distinct stand assemblies requires additional pivot points and fasteners. The process of securing these extra fasteners prolong the operation time on the assembly line, thereby reducing overall productivity. Taking into account this extensive array of drawbacks, it becomes readily apparent that an improved design and configuration of vehicle stands is therefore desirable.

[0006] Another key consideration in the design of vehicle stands is the cost-effectiveness of improved design of vehicle stands. According to recent industry estimates, the domestic sales of two-wheeled vehicles amount to approximately 18.4-18.5 million units annually. A significant portion of these sales is attributed to consumers from the lower and middle socioeconomic classes. Consequently, reduced costs in the manufacture of vehicle stands translates to reduced cost of the vehicle as a whole. Even a slight reduction in costs can have a substantial positive impact, making vehicles more accessible and appealing to this key demographic.

[0007] Other improvements in side stand designs include focus on controlling the movement of the stand based on the operative position of the vehicle. For example, researchers are focusing on developing a mechanism through which the side stand can be automatically retracted when the motorcycle/vehicle begins to move in the ON mode without facing any complexity. Yet another approach to improvement in side stand designs focuses on safety of vehicle in which the retraction of the stand is initiated only when the vehicle is in the ON mode. For example, a mechanism through which the retraction of the stand is blocked until the vehicle is started. As soon as the vehicle is started, the blockage is removed and the user can retract the stand.

[0008] In other existing approaches to improvements in side-stand design, the research is focused on providing adjustable stands. For example, using telescopic mechanisms, the length and angles of orientation of the vehicle stand is adjusted. This feature of the existing technology helps in supporting the bike at different angles i.e. leaning positions and supporting the two-wheeled vehicles also on uneven terrains. Not limiting to this, the stands are being modified with the advancement in the vehicle designs, however, the modifications/advancements are limited to changing of structural appearance or configuration in which the stands are deployed.

[0009] Keeping in mind the above-mentioned limitations or drawbacks existing in the art, an improved stand device that eliminates the requirement of a separate side stand assembly and a center stand assembly by enabling the stand device to work as a side stand as well as a center stand, is desired. Therefore, an improved stand device that addresses one or more of the existing limitations or drawbacks without compromising the design of the vehicle and increasing the production cost of the vehicle, is desired.

OBJECTS OF THE DISCLOSURE

[0010] The principal object of the present disclosure is to provide a single assembly that can cope up with the requirement of both a side stand as well as a center stand.

[0011] An object of the present disclosure is to provide better packaging and space efficiency of the two-wheeled vehicles.

[0012] Another object of the present disclosure is to remove the existing barriers/efforts by enhancing the experience of the user in switching between different modes i.e. a single stand mode or a center stand mode.

[0013] Another object of the present disclosure is to eliminate the requirement of two separate assemblies of side stands, thus optimizing the parameters associated with existing stands of two-wheeled vehicles like cost, weight, space, and complexity.

[0014] Another object of the present disclosure is to eliminate the confusion generally encountered by individuals during deployment of the side and/or the center stands.

[0015] Yet another object of the present disclosure is to reduce the servicing cost/time by reducing the number of movable parts in the two-wheeled vehicle.

[0016] Yet another object of the present disclosure is to provide a mechanism that can be easily retrofitted in existing two-wheeled vehicles with minor alterations as the proposed mechanism do not require any alteration in the design of the vehicle chassis.

[0017] The foregoing and other objects, features, and advantages of the present disclosure will become readily apparent upon further review of the following detailed description of the preferred embodiment as illustrated in the accompanying drawings.

SUMMARY OF THE DISCLOSURE

[0018] The present disclosure relates to an auto convertible vehicle stand device that utilizes a single assembly for supporting the two-wheeled vehicles in an inclined as well as straight upright position with respect to a ground surface by switching between the single stand and the center stand modes.

[0019] According to the principal embodiment of the present disclosure, the auto convertible vehicle stand device includes a first leg assembly, an actuator assembly operatively linked with the first leg assembly, and a second leg assembly. The first leg assembly includes a first hollow bar and the second leg assembly includes a second hollow bar, such that the second leg assembly is adapted to independently support the two-wheeled vehicle in an inclined position with respect to a ground surface when the auto convertible vehicle stand device is deployed in a single stand mode. The actuator assembly, disposed within the first hollow bar of the first leg assembly, is adapted to engage with the second hollow bar when the auto convertible stand device is deployed in a center stand mode, and to disengage from the second hollow bar when the auto convertible device is deployed in the side stand mode.

[0020] According to an embodiment of the present disclosure, each of the first and the second leg assemblies includes a rod attached with a chassis by means of one or more bracket and fasteners, along with a support plate at a bottom portion of the rod, a first hollow bar and a second hollow bar integrated near mid-section of the rods of the first and the second leg assemblies, extending horizontally to define a cantilevered portion of the first and the second hollow bars.

[0021] According to an embodiment of the present disclosure, a set of mechanical links is integrated over the chassis of the two-wheeled vehicle, in a manner that one of the mechanical links is oriented in close proximity to one of the cantilevered portions of the first and the second hollow bars, for holding the actuator assembly.

[0022] According to an embodiment of the present disclosure, the actuator assembly comprises of a coupler disposed in the cantilevered portion of the first hollow bar and connected to a traverse member of the actuator assembly via a connecting pin, such that upon actuation of the actuator assembly, the traverse member forces the coupler to partially translate towards the cantilevered portion of the second hollow bar, interlocking the first and the second hollow bars together in the center stand mode.

[0023] According to another embodiment of the present disclosure, the actuator assembly is selected from at least one of a solenoid actuator, a motor, a hydraulic actuator, or a pneumatic actuator.

[0024] According to the embodiment of the present disclosure, as the first and the second hollow bars are assembled over the rods, the interlocking of the first and second hollow bars enable simultaneous movement of the rods, as a center stand. While, during disengagement of the first and the second hollow bars i.e. retraction of the coupler, the rods move individually as a side stand of the vehicle.

[0025] In another embodiment, the rods are integrated with a side raise provisioning deployment or retraction of the rods via legs of the user.

[0026] According to another embodiment of the present disclosure, a pair of mechanical links are assembled together through one or more fasteners. The mechanical links are installed in between the bottom chassis and the first hollow bar. The mechanical links are operatively assembled to move in line with the motion of the rods. One of the mechanical links, preferably the rearmost mechanical link is fastened with an actuator assembly.

[0027] According to an embodiment of the present disclosure, an input control unit that may be selected from a variety of controls, is connected with the electrical terminals of the actuator assembly and an in-vehicle battery. The input controls may include touch control or a touch responsive interface, push button control, switch and toggle switch installed over the dashboard of the two-wheeled vehicle. In an aspect, the input control unit may include one or more integrated chips to process and transmit the input.

[0028] While the disclosure has been described and shown with particular reference to the preferred embodiment, it will be apparent that variations might be possible that would fall within the scope of the present disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

[0029] These and other features, aspects, and advantages of the present disclosure will become better understood with regard to the following description, appended claims, and accompanying drawings where:
Figure 1 exemplarily illustrates a side elevation view of the auto convertible vehicle stand device integrated with a chassis of a two-wheeled vehicle;
Figure 2 exemplarily illustrates a rear side view of the auto convertible vehicle stand device, representing a magnified view of the solenoid actuator with the coupler;
Figure 3 (a) exemplarily illustrates a rear side view of the auto convertible vehicle stand device in a first mode/condition, i.e. non-engagement of the coupler with the second hollow bar (rods working as side stand);
Figure 3 (b) exemplarily illustrates another rear side view of the auto convertible vehicle stand device in a second mode/condition, i.e. engagement of the coupler with the second hollow bar (rods working in amalgamation as a center stand); and
Figure 4 exemplarily illustrates a magnified view, showing integration of the auto convertible vehicle stand device with the bottom chassis of the two-wheeled vehicle.

DETAILED DESCRIPTION

[0030] The following description includes the preferred best mode of one embodiment of the present disclosure. It will be clear from this description of the disclosure that the disclosure is not limited to these illustrated embodiments but that the disclosure also includes a variety of modifications and embodiments thereto. Therefore, the present description should be seen as illustrative and not limiting. While the disclosure is susceptible to various modifications and alternative constructions, it should be understood, that there is no intention to limit the disclosure to the specific form disclosed, but, on the contrary, the disclosure is to cover all modifications, alternative constructions, and equivalents falling within the spirit and scope of the disclosure as defined in the claims.

[0031] In any embodiment described herein, the open-ended terms "comprising," "comprises,” and the like (which are synonymous with "including," "having” and "characterized by") may be replaced by the respective partially closed phrases "consisting essentially of," consists essentially of," and the like or the respective closed phrases "consisting of," "consists of, the like.

[0032] As used herein, the singular forms “a,” “an,” and “the” designate both the singular and the plural, unless expressly stated to designate the singular only.

[0033] As used herein, the terms “traverse member” and “push rod” have been used interchangeably to designate the same component.

[0034] In the existing state of the art, two-wheeled vehicles typically require two separate stands: a side stand for maintaining the two-wheeled vehicle in an inclined position relative to a ground surface and a center stand for keeping it upright relative to the ground surface. The side stand bears the entire load on a single leg, whereas the center stand distributes the load evenly across two legs. Each type of stand consists of various subcomponents, such as rods, fasteners, springs, and brackets, which collectively impact several critical parameters including space utilization, weight, cost, and overall mechanical complexity.

[0035] It is evident to those skilled in the art that a reduction in the number of these components would positively influence these parameters by decreasing the space occupied, reducing the weight and cost, and simplifying the mechanical design. The present disclosure addresses these issues by proposing a novel technical solution that mitigates the aforementioned drawbacks and limitations.

[0036] This innovation aims to integrate the functionalities of both the side stand and the center stand into a single, more efficient assembly, thus streamlining the design and enhancing the operational efficiency of two-wheeled vehicles. By consolidating the structural components, the disclosure not only simplifies the vehicle assembly but also improves its overall performance and reliability, offering a more cost-effective and practical solution for manufacturers and end-users alike.

[0037] The vehicle introduced in the present disclosure, is preferably a two-wheeled vehicle that in general, is composed of a frame/chassis, a side and center stand integrated with the chassis, two wheels integrated at a posterior and an anterior side of the two-wheeled vehicle, respectively, an engine supported by the frame and wheels, a seat for the driver, and a set of handlebars adapted to be gripped by a rider for steering the two-wheeled vehicle in different directions. The handlebars of the two-wheeled vehicle include various hand-operated controls for controlling the operation i.e. speed and braking of the two-wheeled vehicle. The side and the center stands are two different assemblies integrated at the bottom chassis for supporting the two-wheeled vehicle in two different orientations.

[0038] The present disclosure relates to an auto convertible vehicle stand device that can be retrofitted in the existing two-wheeled vehicles without any change in the design aspect/profile of the two-wheeled vehicles. The device eliminates the requirements of multiple stand assemblies in a two-wheeled vehicle in view of a supporting the two-wheeled vehicle in different positions i.e. an inclined position or a straight upright position relative to the ground surface. The auto convertible vehicle stand device, as introduced by the present disclosure, simplifies this setup by integrating the functionalities of both a side stand and a center stand into a single assembly. This means that the device can seamlessly switch between acting as a side stand and a center stand, depending on the requirements. This dual functionality not only enhances convenience for the user but also reduces the weight and cost associated with manufacturing and maintaining multiple stand assemblies.

[0039] Referring to the figure 1 of the present disclosure, a side elevation view of the auto convertible vehicle stand device 102 is exemplarily illustrated. The auto convertible vehicle stand device 102 is integrated with a chassis 101 of a vehicle, preferably a two-wheeled vehicle. The auto convertible vehicle stand device 102 features a first leg assembly 200a and a second leg assembly 200b, individually coupled with a chassis 101 of a two-wheeled vehicle. The first leg assembly 200a consists of a rod 201 which is fused with a pivot bracket 202 at a toe section 204 of the rod 201 and a support plate 203 at a heel section 205 of the rod 201. The first leg assembly 200a further consists of a first hollow bar 206, coupled at a mid-section of the rod 201, extending perpendicularly away from the rod 201. Similarly, the second leg assembly 200b also include a rod 201 which is fused with a pivot bracket 202 at a toe section 204 of the rod 201 and a support plate 203 at a heel section 205 of the rod 201. And the second leg assembly 200b, include a second hollow bar 207 connected at a mid-section of the rod 201, extending perpendicularly away from the rod 201. In the preferred embodiment, the rods 201 are of cylindrical shape however are not limited to such extent and can be designed in a different shape considering strength and ergonomic criterions. In this embodiment, the material strength of the rods 201 depend on the weight capacity of the two-wheeled vehicles.

[0040] Further, the pivot brackets 202 consist of holes (not shown in the figure) that are clamped with the chassis 101 of the two-wheeled vehicle by means of one or more fasteners. In an embodiment, the pivot brackets 202 are constructed in U-shape and in one more embodiment, the pivot brackets 202 are integrated with a ball joint kind of assembly that allows minor tilting of the stand along one of the axes. To be particular, the diagrams proposed in the present disclosure highlight straight orientation of the rods 201, but the ball joint kind of assembly provides a degree of freedom to the rods 201 to tilt angularly while being deployed. In an aspect, the fasteners may include but not limited to nut bolts, screws and rivet joints. The support plates 203 fabricated at the heel section 205 of the rods 201 rests over a ground surface to support the rods 201. In an embodiment, a combined assembly of the rod 201, pivot bracket 202, fasteners, support plate 203 and the first hollow bar 206 may be termed as the first leg assembly 200a. And similarly, a combined assembly of the rod 201, pivot bracket 202, fasteners, support plate 203 and the second hollow bar 207 may be termed as the second leg assembly 200b. In an embodiment, the assembly may include one or more springs/elastic members.

[0041] The pivot brackets 202, integrated with the toe section 204 of the rods 201, enable the rods 201 to rotate bi-directionally, allowing both clockwise and anticlockwise rotation. Such integration of the rods 201 with the toe section 204, facilitates the easy deployment or retraction of the first and the second leg assemblies (200a, 200b). When a rider needs to park the vehicle, they can effortlessly engage the first and the second leg assemblies (200a, 200b) by rotating the rods 201 in the appropriate direction. The support plates 203 are meticulously designed with a partially curved profile to ensure optimal alignment and grip on the ground surface when the two-wheeled vehicle is parked. This design of the support plates 203 enhance stability and prevents slippage, providing a secure foundation for the two-wheeled vehicle. In an embodiment, the support plates 203 may be embodied with a resilient member (not shown in the figure) to prevent damage to the support plates 203.

[0042] In an embodiment, the rods 201 are equipped with a side raise 210, which includes a strategically placed bump 211. This bump 211 serves as a pressing point for the rider to deploy the first and the second leg assemblies (200a, 200b). The side raise 210 extends outward in a horizontal orientation, functioning as a cantilever. The cantilevered design ensures that the strategically placed bump 211 is easily accessible to the rider, allowing for convenient and effortless engagement of the first and the second leg assemblies (200a, 200b).

[0043] To summarize, the pivot brackets 202 allow for smooth bi-directional rotation of the rods 201, facilitating easy deployment and retraction of the first and the second leg assemblies (200a, 200b). The support plates 203, with its partially curved design, ensure a firm grip on the ground surface. The rods 201, equipped with the side raise 210 and the strategically placed bump 211, enable the rider to activate the first and the second leg assemblies (200a, 200b) with ease. This design ensures stability, convenience, and user-friendliness, enhancing the overall functionality of the first and the second leg assemblies (200a, 200b) of the two-wheeled vehicle. The user is required to place the leg over the strategically placed bump 211 of the side raise 210 followed by application of force which in turn enables rotation of the rods 201 in a manner that the support plates 203 rest over the ground surface supporting the two-wheeled vehicle in a stable condition.

[0044] In existing arts, two side raises and bumps are required, one for side stand and one for the center stand, which in the present disclosure is eliminated as only a single side raise 210 and bump 211 is required to deploy the first and the second leg assemblies (200a, 200b) in either of the side stand or center stand mode.

[0045] Now referring to figure 2 of the present disclosure, a rear view of the auto convertible vehicle stand device 102 is exemplarily illustrated. The auto convertible vehicle stand device 102 further features a first hollow bar 206 and a second hollow bar 207, integrated/fabricated in between the toe section 204 and the heel section 205 of the rods 201 respectively. The first and the second hollow bars (206, 207) extend horizontally in a collinear manner against each other, with an end portion of the first hollow bar 206 defining a cantilevered portion 208 and an end portion of the second hollow bar 207 defining a cantilevered portion 209. Both the first and the second hollow bars (206, 207) are made up of the same material and are symmetrical to each other. In an embodiment, the first and the second hollow bars (206, 207) may be formed over the rods 201 via a casting process or in another embodiment, the first and the second hollow bars (206, 207) may be welded over the rods 201 through suitable welding technique. The placement of the first and the second hollow bars (206, 207) is done in such a way that a gap exist in between the cantilevered/end portions 208, 209 of the first and the second hollow bars (206, 207), allowing free individual rotation of the first leg assembly 200a and/or the second leg assembly 200b i.e. in a side stand mode.

[0046] In one embodiment, each of the first and the second hollow bars (206, 207) are composed of a proximal and distal end, such that the proximal end of the first and the second hollow bars (206, 207) is orthogonally disposed over the outer peripheral surface of the rods 201. In a preferable embodiment, the first and the second hollow bars (206, 207) are installed in between the toe and the heel sections (204, 205) of the rods 201. The distal ends of each of the first and the second hollow bars (206, 207) extend horizontally towards each other, defining the cantilevered portions (208, 209) of the first and the second hollow bars (206, 207). In this embodiment, the distal end of the first hollow bar 206 is in close proximity to the distal end of the second hollow bar 207 with no physical contact existing in between both the first and the second hollow bars (206, 207).

[0047] The auto convertible vehicle stand device 102 incorporates a series of mechanical links 401 that are meticulously assembled to work in unison (Fig. 4). From the set of mechanical links 401, a proximal mechanical link 402 is positioned on the chassis 101 of the two-wheeled vehicle and serves as the primary anchor point, secured firmly using one or more fasteners to ensure a stable attachment. Moving outward from the chassis 101, a distal mechanical link 403 is strategically placed near the cantilevered portion 208 of the first hollow bar 206, supported and braced by its preceding mechanical links 401 to distribute and manage the load effectively.

[0048] The distal mechanical link 403 is further integrated with an actuator assembly 213. The actuator assembly 213 includes a body/frame that is mounted over the distal mechanical link 403 by means of one or more fasteners. In this embodiment, the frame of the actuator assembly 213 is detachable in nature thus provisioning easy replacement in case of malfunctioning of any electrical or electromechanical component of the actuator assembly 213. In an embodiment, the actuator assembly 213 incorporates a traverse member 214 which moves linearly on actuation of the actuator assembly 213. In one aspect, the actuator assembly 213 is a linear actuator assembly and may be selected from but not limited to solenoid actuator, motor, hydraulic and pneumatic actuator. In an embodiment, in use of motor, the shaft of the motor may be eccentrically linked with a pin/link to output linear motion. In cases of hydraulic or pneumatic actuator, the plunger may be used as a connecting element.

[0049] In a preferable embodiment, the actuator assembly 213 is a solenoid actuator 213 which houses various electromechanical components essential for the operation including a housing, an electromagnet, a push rod 214, a return spring, and multiple electrical terminals. The outer frame of the solenoid actuator 213 is attached to the distal mechanical link 403 using fasteners, ensuring a secure fit. The push rod 214 extends longitudinally outward, parallel to the first hollow bar 206, and is designed to move in response to the activation of the electromagnet, allowing for the deployment or retraction of the first and the second leg assemblies (200a, 200b). The inclusion of return springs ensures that the push rod 214 returns to its default position when the electromagnet is not energized, thus maintaining the readiness for use of the stand. This intricate assembly of mechanical links 401 and electromechanical components works seamlessly together to achieve the functionality.

[0050] In parallel to the other components, the design of the auto convertible vehicle stand device 102 includes specific modifications to the cantilevered portions (208, 209) of both the first and the second hollow bars (206, 207), the cantilevered portions (208, 209) are sliced to form a recess 212. A coupler 216 is slid-ably disposed within the cantilevered portion 208 of the first hollow bar 206. In an embodiment, a portion of the coupler 216 is exposed through the recess 212 making it visible/accessible for connection with the other components. The portion of the coupler 216 that is exposed, is interconnected with the push rod 214 of the solenoid actuator 213. This connection is crucial for the operation of the auto convertible vehicle stand device 102, as it ensures that the movement of the push rod 214, driven by electromagnetic actuation, directly translates into the movement of the coupler 216. In an embodiment, the coupler 216 is manufactured by using a high strength material including but not limited to steel, aluminum alloys, and composite materials like carbon fiber that not only provide strength but are cost effective as well.

[0051] In an embodiment, various connecting members can be used to establish the connection between the coupler 216 and the push rod 214, including pins, sleeves, and clamps. However, in the preferred embodiment of the present disclosure, a connecting pin 215 is used to link the push rod 214 and the coupler 216. This connecting pin 215 ensures a secure and reliable connection, allowing for the efficient transfer of motion from the push rod 214 to the coupler 216. The overall design ensures that the operation of the solenoid actuator 213 results in the smooth and coordinated movement of the coupler 216.

[0052] Now referring to figure 3 (a) of the present disclosure, a rear side view of the auto convertible vehicle stand device 102 is exemplarily illustrated, representing the first leg assembly 200a and/or second leg assembly 200b working in the side stand mode. As highlighted above, initially the coupler 216 is slidably disposed within the cantilevered portion 208 of the first hollow bar 206. In this mode, there is no physical contact in between the first and the second hollow bars (206, 207), hence the first and/or the second hollow bar(s) (206, 207) can rotate freely without having any dependency over each other. To be more particular, each assembly of the rods 201 and the first and the second hollow bars (206, 207) act as a single mechanism, hence not only the rod 201 associated with first hollow bar 206 can act in a side stand mode but also the rod 201 associated with the second hollow bar 207 can act in the side stand mode. To be particular, the main aspect to be noted in this mode is that due to the space/gap present in between the first and the second hollow bars (206, 207), both the rods 201 move independently of each other in a side stand mode, enabling the two-wheeled vehicle to be supported at an inclined orientation.

[0053] Upon activation of the solenoid actuator 213 through its electrical terminals, the electromagnet housed within the solenoid actuator 213 is energized. This activation generates a magnetic field that imparts a linear motion to the push rod 214 connected to the solenoid actuator 213. As a result, the push rod 214 moves away from the solenoid actuator 213 in a straight line. The linear motion of the push rod 214 is transferred to the coupler 216, causing the coupler 216 to move along with it. The coupler 216 then forcibly slides within the cantilevered portion 209 of the second hollow bar 207. This movement continues until a portion of the coupler 216 is securely positioned within the hollow cross-section of the cantilevered portion 209 of the second hollow bar 207. In an embodiment, the length of the coupler 216 may be optimized to prevent bending or damage of the coupler 216.

[0054] In an embodiment of the present disclosure, the inner peripheral surface of the first and the second hollow bars (206, 207) along with the outer peripheral surface of the coupler 216 may be coated with different surface coatings to minimize frictional interaction in between the coupler 216 and the first and the second hollow bars (206, 207), thereby reducing the wear and tear of the mechanically engaged components. In an embodiment, the coatings may include but not limited to Polytetrafluoroethylene (PTFE), molybdenum disulfide, ceramic coatings, and diamond-like carbon (DLC). Also in an embodiment, the peripheral surfaces of the coupler 216 and/or the first and the second hollow bars (206, 207) may go through some surface treatment procedures involving polishing, electroplating, anodizing to improve surface finish and reduce wear and tear. Also, in one more embodiment, some hydrodynamic films of fluid may be used to prevent direct contact between the surfaces.

[0055] At this point, any further movement of the coupler 216 is restrained, effectively locking the first and the second leg assemblies (200a, 200b) in place. This mode of the present disclosure is highlighted in figure 3 (b). In this embodiment, the inner peripheral diameter of the first and the second hollow bars (206, 207) is more than the outer peripheral diameter of the coupler 216 to enable linear/sliding motion of the coupler 216 within the hollow cross-section of the first and the second hollow bars (206, 207). In this embodiment, a minute tolerance exists in between the first or the second hollow bar(s) (206, 207) and coupler 216 to prevent any kind of obstruction during motion of the coupler 216 within the hollow cross-section of the first and the second hollow bars (206, 207).

[0056] Again, referring to figure 3 (a), the direction of the arrow represented in the figure illustrates the direction of movement of the coupler 216. In an embodiment of the present disclosure, the configuration proposed in the present disclosure can be reversed i.e., the solenoid actuator 213 and coupler 216 may be integrated near the cantilevered portion 209 of the second hollow bar 207, allowing extension/movement of the push rod 214 and coupler 216 towards the cantilevered portion 208 of the first hollow bar 206. In this embodiment, the mechanical links 401 are also mounted in proximity to the cantilevered portion 209 of the second hollow bar 207.

[0057] Now referring to figure 3 (b), a rear side view of the auto convertible vehicle stand device 102 is illustrated representing the first and the second leg assemblies (200a, 200b) working in double/center stand mode. In this mode, a portion of the coupler 216 is positioned in both the hollow cantilevered portions 208, 209 of the first and the second hollow bars (206, 207). The coupler 216, being disposed in both the cantilevered portions (208, 209) to interlock both the first and the second hollow bars (206, 207). Now, as the first and the second hollow bars (206, 207) are in direct connection with the rods 201, the configuration enables movement of both the rods 201 together. Even if the user deploys one of the rods 201 through the side raise 210, both the rods 201 move together, positioning both the support plates 203 over the ground surface. It shall be obvious to a person skilled in the art that movement/deployment of both the rods 201 clearly highlight the working of the mechanism in a center stand mode. In this aspect, the gap/space in between the first and the second hollow bars (206, 207) is eliminated by interlocking both the first and the second hollow bars (206, 207) by means of the coupler 216.

[0058] Further, as the solenoid actuator 213 is installed over the distal mechanical link 403, it establishes an indirect contact with the rods 201, such that due to this indirect contact, rotation of the rods 201 causes the mechanical links 401 to rotate synchronously. In an embodiment, all the mechanical links 401 are interconnected with each other using a pivotal arrangement that allows free rotation of the mechanical links 401 with the rotation of the rods 201.

[0059] In an exemplary embodiment of the present disclosure, the configuration and arrangement of the first and the second hollow bars (206, 207) and the coupler 216 adhere to the same principles as those employed in a traditional shaft and key-hole setup. To elaborate, in typical shaft arrangements, a hole is meticulously fabricated on the peripheral region of two concentrically placed shafts. An interlocking member, referred to as a key, is then inserted into the aligned holes of both shafts. This key serves as a mechanical interlock, effectively creating a means of engagement between the shafts. Once engaged, this configuration ensures that the shafts rotate synchronously, allowing for efficient transmission of rotational motion without slippage or misalignment.

[0060] Applying this principle to the present disclosure, the coupler 216 is designed to be inserted into the hollow sections of both the first and the second hollow bars (206, 207), much like the key is inserted into the shafts. This insertion results in a similar engagement effect, where the first and the second hollow bars (206, 207) are mechanically linked through the coupler 216. The coupler 216 acts as an interlocking member, ensuring that the first and the second hollow bars (206, 207) move in unison, just as the key ensures synchronous rotation of the shafts. This design not only simplifies the assembly process but also enhances the structural integrity and operational reliability of the auto convertible vehicle stand device 102. This exemplary embodiment underscores the innovative approach of the disclosure for solving mechanical coupling challenges, providing a clear and practical solution that is both efficient and effective.

[0061] Having reference to figure 4 of the present disclosure, a magnified view highlighting the integration of the auto convertible vehicle stand device 102 with the chassis 101 of the two-wheeled vehicle is exemplarily illustrated, such that the cylindrical shape and design of the first and the second hollow bars (206, 207) is highlighted. The first and the second hollow bars (206, 207) are of hollow cross section with a partially curved and longitudinal profile. The figure clearly highlights the configuration of the mechanical links 401 assembled together through one or more pivot points. In an embodiment, the mechanical links 401 are preferably L-shaped with one or more holes.

[0062] In an embodiment, during non-engagement of the coupler 216 with the cantilevered portion 209 of the second hollow bar 207, the push rod 214 of the solenoid actuator 213 is at ideal condition and as the coupler 216 is connected with the push rod 214, the coupler 216 is also at ideal condition. In an embodiment, the solenoid actuator 213 is embodied with a return spring that keeps the push rod 214 at ideal condition until the solenoid actuator 213 is not activated. In another embodiment, any other suitable elastic member of mechanism may be integrated to keep the push rod 214 at ideal condition in such scenario.

[0063] The electrical terminals of the actuator assembly i.e. solenoid actuator 213 are connected with an input control (not shown in the figure) for regulating the operation of the solenoid actuator 213. The input control regulates the supply of electric energy from a power source (not shown in the figure). In an embodiment, the power source may be an in-vehicle battery or a separate battery installed with the auto convertible vehicle stand device 102. The input control may be selected from but not limited to a switch, touch control or a touch responsive interface, spring loaded button and toggle switch. In a preferable embodiment, the input control is a two-way switch that is preferably installed over a dashboard of the two-wheeled vehicle. In another embodiment, the switch can be installed at a different location that may include but not limited to near ignition lock, handle bar and other suitable position of the two-wheeled vehicle.

[0064] The two way switch as highlighted above provides the option of choosing in between a side stand mode and a center stand mode. Both the configurations have been explained in detail hereinabove. In an embodiment, one position of the switch (switch ON) may provide the option of switching the auto convertible vehicle stand device 102 to be in the side stand mode while the other position of the switch (switch OFF) may provide the provision of switching the auto convertible vehicle stand device 102 in the center stand mode. The rider may press the switch according to his/her requirement to change the mode of the stand.

[0065] In one more embodiment, a single push button may be used to switch in between both the modes i.e. side stand or center stand. In this embodiment, there may be a detection mechanism that may evaluate the real time mode of the auto convertible vehicle stand device 102 and indicate such configuration to the rider via one or more indication means that may include but not limited to LEDs, buzzers and projectors.

[0066] In one embodiment, the coupler 216 may be replaced with an electromagnetic coupling mechanism, such that two electromagnets may be deployed over both the first and the second hollow bars (206, 207) to provision electromagnetic engagement/disengagement of the first and the second hollow bars (206, 207) to switch between the side and center stand configuration. In this embodiment, the electromagnetic members may be integrated with one or more resilient springs that may help in engagement or disengagement of the electromagnetic members. This mechanism may reduce the number of moving parts, hence reducing the wear and tear of the mating parts.

[0067] In one of the alternative embodiment of the present disclosure, the coupler 216 may be fabricated with one or more spring based latching members that can get locked during positioning of the coupler 216 within both the first and the second hollow bars (206, 207) i.e. center stand mode. This mode may help in preventing unintended disengagement of the coupler 216 with the first or the second hollow bars (206, 207) during the center stand mode. The latching member may be designed in a manner that it prevents disengagement of coupler 216 only in center stand mode i.e. the latching member may release on application of force by the push rod 214 of the solenoid actuator 213.

[0068] In an embodiment, there may be a case when one of the rods 201 is deployed in a side stand mode and the rider by mistake presses the switch for movement of the coupler 216. In such case, when the side stand is removed, there may be chances that the rod 201 may strike/impact the coupler 216 due to which there might be chances of damage to the coupler 216. To mitigate this issue, the auto convertible vehicle stand device 102 may include one or more sensors to evaluate the positioning of the rods 201. By this sensor based arrangement, the auto convertible vehicle stand device 102 may configure activation of the solenoid actuator 213 only when the rods 201 are at ideal/non deployed condition i.e. both the rods 201 are at stowed state. Also, through the sensor based arrangement, the calibration of the position of the rods 201 can be executed i.e. the hollow portions of both the first and the second hollow bars (206, 207) should be in line with each other so as to allow smooth insertion of the coupler 216 within the hollow cross-section of the second hollow bar 207, this can be ensured through the sensor based arrangement.

[0069] The auto convertible vehicle stand device 102, disclosed herein, optimizes packaging space and reduces the number of components which significantly enhance its efficiency and functionality. By minimizing the packaging space, the overall footprint is reduced, which is crucial in space-constrained applications like automotive, aerospace, and consumer electronics. This compact design approach allows for the integration of multiple functions into fewer components, streamlining the assembly process, reducing material and manufacturing costs, and improving reliability. Fewer parts mean fewer potential points of failure, simplifying maintenance and enhancing the overall performance and durability.

[0070] Moreover, the auto convertible vehicle stand device, disclosed herein, is designed to be universally retrofitted to any two-wheeled vehicle, offering a versatile and practical solution for riders. Its robust construction ensures durability and long-lasting performance, while the easy installation process allows for quick and hassle-free retrofitting. Furthermore, its design considers factors such as weight distribution and stability, ensuring the two-wheeled vehicle remains upright and secure when not in use. This innovation not only improves the user experience but also contributes to the overall functionality and appeal of two-wheeled vehicles.

[0071] The proposed configuration of the auto convertible vehicle stand device 102 offers a seamless method for transitioning between different stand mode, specifically the side stand mode and the center stand mode, without requiring complex human effort. This innovative design ensures that users can effortlessly switch between stand modes, enhancing convenience, and usability. By simplifying the process, the auto convertible vehicle stand device 102 reduces the physical exertion typically associated with adjusting stand configurations, making it more accessible for a wider range of users. This ease of use is achieved through a thoughtfully engineered mechanism that prioritizes functionality and user-friendliness, ultimately improving the overall experience of operating and parking the two-wheeled vehicle.

[0072] The unique configuration of the auto convertible vehicle stand device 102 includes an innovative arrangement involving the first and the second hollow bars (206, 207), such that the movement of the coupler 216 within the first and the second hollow bars (206, 207) facilitate a seamless transition between the side stand and the center stand modes of the two-wheeled vehicle. The core advancement lies in the automated movement of the coupler 216, which is achieved through its integration with the actuator assembly 213. This automation drastically reduces the human effort traditionally required to switch between stand modes. Moreover, the automation simplifies the mechanical complexity typically associated with such operations and substantially shortens the time required to transition between the side and center stand modes. Consequently, this disclosure not only streamlines the operational process but also contributes to improved user convenience and operational efficiency, setting a new standard in the design and functionality of the stands of the two-wheeled vehicle.

[0073] Although the field of the disclosure has been described herein with limited reference to specific embodiments, this description is not meant to be construed in a limiting sense. Various modifications of the disclosed embodiments, as well as alternate embodiments of the disclosure, will become apparent to persons skilled in the art upon reference to the description of the disclosure.

List of reference numerals

101- Chassis
102- Auto convertible vehicle stand device
200a- First leg assembly
200b- Second leg assembly
201- Rod(s)
202- Pivot bracket(s)
203- Support plate(s)
204- Toe section of rod(s) 201
205- Heel section of rod(s) 201
206- First hollow bar
207- Second hollow bar
208- Cantilevered portion of the first hollow bar 206
209- Cantilevered portion of the second hollow bar 207
210- Side raise
211- Bump
212- Recess
213- Actuator assembly/Solenoid actuator
214- Traverse member/Push rod
215- Connecting pin
216- Coupler
401- Mechanical links
402- Proximal mechanical link
403- Distal Mechanical link , Claims:1) An auto convertible vehicle stand device 102, comprising:

a first leg assembly 200a adapted to be pivotably fastened with a chassis 101 of a two-wheeled vehicle, the first leg assembly 200a comprising a first hollow bar 206;
a second leg assembly 200b adapted to be pivotably fastened with the chassis 101 of the two wheeled vehicle, the second leg assembly 200b comprising a second hollow bar 207; and
at least one actuator assembly 213 operatively coupled to the first hollow bar 206 of the first leg assembly 200a,
wherein the second leg assembly 200b is adapted to independently support the two-wheeled vehicle in an inclined position relative to a ground surface when the auto convertible vehicle stand device 102 is deployed in a side stand mode from a rest position, and
wherein the at least one actuator assembly 213 actuates a coupler 216 disposed within the first hollow bar 206 of the first leg assembly 200a to:
engage with the second hollow bar 207 when the auto convertible vehicle stand device 102 is deployed in a center stand mode from a rest position, and
disengage from the second hollow bar 207 when the auto convertible vehicle stand device 102 is deployed in the rest position or the side stand mode.

2) The auto convertible vehicle stand device 102 as claimed in claim 1, wherein the at least one actuator assembly 213 is selected from at least one of a solenoid actuator, a motor, a hydraulic actuator and a pneumatic actuator.

3) The auto convertible vehicle stand device 102 as claimed in claim 1, wherein the first leg assembly 200a comprises:
a rod 201 having a pivot bracket 202 at a toe section 204 and a support plate 203 at a heel section 205, the pivot bracket 202 adapted to be pivotably fastened with the chassis 101 of the two-wheeled vehicle; and
the first hollow bar 206 extending perpendicularly from the rod 201 to define a cantilevered portion 208.

4) The auto convertible vehicle stand device 102 as claimed in claim 1, wherein the second leg assembly 200b comprises:

a rod 201 having a pivot bracket 202 at a toe section 204 and a support plate 203 at a heel section 205, the pivot bracket 202 adapted to be pivotably fastened with the chassis 101 of the two-wheeled vehicle; and
the second hollow bar 207 extending perpendicularly from the rod 201 to define a cantilevered portion 209.

5) The auto convertible vehicle stand device 102 as claimed in claim 4, wherein during non-engagement of the coupler 216 with the cantilevered portion 209 of the second hollow bar 207, a gap is formed in between the first and the second hollow bars (206, 207), allowing individual rotation of the rods 201 in a side stand mode.

6) The auto convertible vehicle stand device 102 as claimed in claim 4, wherein during engagement of the coupler 216 with the cantilevered portion 209 of the second hollow bar 207, the first and the second hollow bars (206, 207) are interlocked with each other, enabling combined/synchronous rotation of both the rods 201 in a center stand mode.

7) The auto convertible vehicle stand device 102 as claimed in any of the preceding claims, wherein, during engagement, a first portion of the coupler 216 is disposed within the cantilevered portion 208 of the first hollow bar 206 while a second portion of the coupler 216 is disposed within the cantilevered portion 209 of the second hollow bar 207.

8) An auto convertible vehicle stand device 102, comprising:

a first leg assembly 200a adapted to be pivotably fastened with a chassis 101 of a two wheeled vehicle, the first leg assembly 200a comprising:
a rod 201 having a pivot bracket 202 at a toe section 204 and a support plate 203 at a heel section 205, the pivot bracket 202 adapted to be pivotably fastened with the chassis 101 of the two-wheeled vehicle; and
a first hollow bar 206 extending perpendicularly from the rod 201 to define a cantilevered portion 208;
a second leg assembly 200b adapted to be pivotably fastened with the chassis 101 of the two wheeled vehicle, the second leg assembly 200b comprising:
a rod 201 having a pivot bracket 202 at a toe section 204 and a support plate 203 at a heel section 205, the pivot bracket 202 adapted to be pivotably fastened with the chassis 101 of the two-wheeled vehicle;
a second hollow bar 207 extending perpendicularly from the rod 201 to define a cantilevered portion 209; and
a set of mechanical links 401 assembled together and integrated with the chassis 101, one of the mechanical links 401 mounted with at least one actuator assembly 213 in proximity to the cantilevered portion 208 of the first hollow bar 206, the at least one actuator assembly 213 operatively coupled to the first hollow bar 206 of the first leg assembly 200a, the at least one actuator assembly 213 comprising:
a coupler 216 operatively linked with a traverse member 214 of the actuator assembly 213, disposed within the cantilevered portion 208 of the first hollow bar 206, wherein, upon electrical actuation of the actuator assembly 213, the traverse member 214 forces the coupler 216 to partially slide and engage within the cantilevered portion 209 of the second hollow bar 207, interlocking the rods 201 together to act in a center stand mode.

9) The auto convertible vehicle stand device 102 as claimed in claim 8, wherein the mechanical links 401 are interconnected together by means of pivot points using one or more fasteners.

10) The auto convertible vehicle stand device 102 as claimed in claim 8, wherein a part of the cantilevered portions (208, 209) of the first and the second hollow bars (206, 207) is sliced to form a recess 212.

11) The auto convertible vehicle stand device 102 as claimed in claim 8, wherein the recess 212 exposes the coupler 216, to effectuate a contact of the coupler 216 with the traverse member 214.

12) The auto convertible vehicle stand device 102 as claimed in claim 8, wherein during non-engagement of the coupler 216 with the cantilevered portion 209 of the second hollow bar 207, a gap is formed in between the first and the second hollow bars (206, 207), allowing individual rotation of the rods 201 in a side stand mode.

13) The auto convertible vehicle stand device 102 as claimed in claim 8, wherein during engagement of the coupler 216 with the cantilevered portion 209 of the second hollow bar 207, the first and the second hollow bars (206, 207) are interlocked with each other, enabling combined/synchronous rotation of both the rods 201 in a center stand mode.

14) The auto convertible vehicle stand device 102 as claimed in claim 13, wherein, during engagement, a first portion of the coupler 216 is disposed within the cantilevered portion 208 of the first hollow bar 206 while a second portion of the coupler 216 is disposed within the cantilevered portion 209 of the second hollow bar 207.

15) The auto convertible vehicle stand device 102 as claimed in claim 8, wherein an input control is connected to a set of electrical terminals of the actuator assembly 213 for regulating the supply of electric energy through a power source in view of controlling the movement of the traverse member 214.

16) The auto convertible vehicle stand device 102 as claimed in claim 15, wherein the input control is selected from at least one of a switch, a touch responsive interface, spring loaded push button, or a toggle switch.

17) The auto convertible vehicle stand device 102 as claimed in claim 8, wherein a connecting pin 215 is fixed in between the traverse member 214 and the coupler 216.