TECHNICAL FIELD
(0001] The present subject matter relates generally to motor vehicles and, more particularly but not exclusively, to a secondary locking provision for the motor vehicles.
BACKGROUND
|0002| Generally, a saddle-ride type vehicle includes a frame assembly that acts as structural member and load carrying member of the vehicle. A front portion of the frame assembly is connected to a steering assembly comprising one or more front suspension(s) connected to a front wheel. The frame assembly extends towards rear portion of the vehicle, where a rear wheel is connected to a frame assembly through one or more rear suspension(s). Generally, in a saddle-ride type vehicle, the power unit is either swingably or fixedly mounded to the frame assembly. The saddle-ride type vehicle is generally popular due to their compact layout and their ease of use.
[0003] Typically, the power generated by the power unit is transferred to the rear wheel through a transmission system. The vehicle is maneuvered through the steering assembly connected to the front wheel. The steering assembly includes top and bottom races. Further, a lower bracket of the steering assembly holds the suspension and the steering pivot. The steering assembly may support important vehicle related controls like clutch, accelerator, brake, switches etc. Further, the vehicle steering assembly is provided with a steering lock to secure the vehicle from theft.
BRIEF DESCRIPTION OF DRAWINGS
|0004| The detailed description of the present subject matter is described with reference to the accompanying figures. Same numbers are used throughout the drawings to reference like features and components.

[0005| Fig. I illustrates a left side view of a saddle-ride type vehicle, in
accordance with an embodiment of present subject matter.
{0006] Fig. 2 depicts the steering assembly supported by the frame assembly
of the vehicle, in accordance with the embodiment of Fig. I.
[0007| Fig. 3 depicts an enlarged view of the secondary locking provision, in
accordance with the embodiment as depicted in Fig. 2.
|0008] Fig. 4 depicts a portion of the secondary locking provision mounted to
the head tube of the vehicle, in accordance with the embodiment as depicted in
Fig. 3.
|0009] Fig. 5 depicts a top perspective view of the movable member, in
accordance with the embodiment as depicted in Fig. 3.
[00010] Fig. 6 depicts another view of the secondary locking provision and a
cross-section taken along axis X-X' in accordance with the embodiment of Fig. 2.
[00011] Fig. 7 depicts the secondary locking provisions provided with an
exemplary lock, in accordance with an embodiment of the present subject matter.
DETAILED DESCRIPTION
[00012] The steering lock is a standard security feature provided in almost all vehicles. The steering assembly is movably/rotatably supported by the frame assembly. The user rotates the steering assembly to maneuver the vehicle in a desired direction. The steering lock in a locked condition disables the rotating motion of the steering assembly and fixes the steering assembly towards one extreme end of the freedom of rotation. Further, the vehicle may also include a power unit immobilizing feature that disables the operation of the power unit when operated by an unauthorized user. Moreover, in some vehicles the power unit immobilizer is integrated with the steering lock and some vehicles have the power unit immobilizer separate from the steering lock. Either ways, the steering lock when tampered with enables an unauthorized user to move the vehicle.

Clearly, the steering lock is one of the primary security features in saddle-ride type vehicle that prevents unauthorized use or theft of the vehicle. [00013] The steering lock is mounted to the steering assembly, which is a very compact assembly supporting a headlamp assembly, the handle bar assembly, and other essential components of the vehicle that pass nearby like the throttle cable, brake cable etc. Generally, the steering lock is a standard component that is universally mounted to almost all vehicles. The steering lock is subject to breakage/failure when a sudden force is applied on the steering assembly, especially in cases during theft attempt. This would break the steering lock, which . is provided to disable the rotational movement of the steering assembly. Failure or breakage of the steering lock would compromise the security of the vehicle. As the unauthorized user can operate the steering assembly, it is easy to move the vehicle due to the failure of the steering lock. Furthermore, in vehicles having the power unit immobilizer integrated with the steering lock enables the unauthorized user to tamper with the power unit whereby the power unit may also be operated. Thus, locking of the steering assembly acts as an essential security feature that acts as primary defense against unauthorized use of the vehicle. A larger steering lock, can be provided in order to secure the steering lock from failure. However, accommodating a larger steering lock on the.steering assembly requires more space that mandates change of the components or modification of ancillary components like head lamp assembly etc. disposed in proximity to the steering lock. This in effect requires major design change and also incurs additional cost due to part modification and manufacturing changes. Also, the larger steering lock increases inertia on the steering assembly that affects the ease of maneuvering the vehicle thereby affecting ease of operation of the vehicle.
|00014] Various after-market locking system are used which in principle are either costly or can be broken during theft without causing any major damage to

the vehicle. It is to be also noted that for any anti-theft system to work effectively, it is the time required to break open the lock and the ease of opening the lock plays a major role in the security level of vehicle. Despite various mechanical and electronic locking solutions, there always exists a possibility of the entire vehicle being taken away during the theft.
|00015| Thus, there is also a need to provide a secure steering locking system which is simple, low in cost and at same time makes it substantially difficult to steal in terms of time required to break open the lock as well as ease of breaking it. In case of use of cable type locking system or electronic locking system, forcible theft attempt can lead to major damage to the vehicle which will have to be borne by the owner later e.g. the cable type locks tend to allow significant free play on the steering system which during theft attempt can lead to major damage to the vehicle. Thus, there is also a need to have the secondary locking system with minimizes the free play at the same time substantially accommodates the free play from the primary lock to accommodate production variations. Moreover, conventionally a secondary lock provision is provided in some vehicle that includes punched holes provided on one of the structural member of the vehicle. This affects the structural strength of the particular structural member. For example, punching holes on the lower bracket of the steering assembly would deteriorate the strength of the bracket that is subject to impacts from the wheel. Thus, the conventionally available solution is also subject to failures. |00016| Additionally, it is also intended that during such theft attempt either the time required to break is high or the extent of damage to the vehicle as a result of the theft attempt makes the vehicle immobile or difficult to tow. In case of an unsuccessful theft attempt the'damage thereby caused to the vehicle can lead to major repair and downtime of the vehicle. Taking the vehicle to authorized service center for major repair or rework can be detrimental in terms of ease of repair of

the vehicle. Thus there is also a need to have a steering locking system in which
damage caused by unsuccessful theft attempt should be repaired easily by general
mechanics and not only by experts.
|00017| Thus, there is need for a locking system that is capable of overcoming
the aforementioned and other problems.
[00018| Hence, it is an object of the present subject matter that provides an
additional locking system for a vehicle that is addressing the aforementioned and
other problems in the prior art.
[00019) Hence, the present.subject matter provides a motor vehicle a secondary locking provision. The secondary locking provision includes a fixed member and a movable member. The fixed member is rigidly mounted to the frame assembly. The movable member is mounted to the steering assembly and the movable member is movable along with the steering assembly. The movable member at a first pre-determined position is at an offset from the fixed member and the movable member at a second pre-determined position enables locking of the movable member with the fixed member.
|00020| Thus, it is a feature of the present subject matter that the secondary locking provision provides additional security along with the primary locking provision.
[00021] In one embodiment, the fixed member is mounted to a head tube of the frame assembly, wherein the head tube is in proximity to the steering assembly. The fixed member is provided with an aperture having a fixed axis, and an aperture provided on the movable member coincides with the fixed axis at the second pre-predetermined position of the steering assembly. The movable member when aligned with the fixed members enables locking therethrough using a conventional lock.

[00022| The movable member is secured to a rigid member of the steering assembly. In one embodiment, the movable member is secured to a lower bracket of the steering assembly. In another embodiment, the movable member is secured to a head lamp stay of the steering assembly, wherein the head lamp stay is rotatable along with the steering assembly and the movable member secured to the head lamp stay aligns with the fixed member at a second pre-determined position of the steering assembly.
[00023| In one embodiment, the fixed member includes a mounting portion and a protruded portion, wherein the fixed member abuts at least a portion of a tube portion and at least a portion of a lower race accommodating portion whereby the fixed member abuts a vertical surface and a horizontal surface of the head tube. It is an advantage that the fixed member is rigidly fixed to the head tube that is capable of withstand the forces acting thereon. Additionally the design of the pair of locking member portions is such that connecting joint strength of one of the pair of locking portion is lower than the other. The weaker joint is typically located on the locking member which is attached to the part of the vehicle which is less expensive to repair as compared to the other mating part on which the second locking member of the pair of locking members are connected.
[00024] In an embodiment, the connecting portion is joining the mounting portion and the protruded portion. The connecting portion is having a width greater than width of the mounting portion and the protruded portion. This connecting portion provides the structural strength to the fixed member. [00025| In one implementation, the fixed member is a solid bracket welded to the steering assembly. In another implementation, the fixed member is a wire bracket having both the ends rigidly welded thereof.
[00026| It is a feature that the protruded portion extending away from the connecting portion is provided with a tapering width disposed on at least one side

when viewed from top. Preferably the tapering profile is provided on a side receiving the force. This tapered profile reduce overhang due to the weight of the part.
[00027J It is another feature of the present subject matter that the fixed member includes a stepped profile, which is integrated with the connecting portion, is extending substantially orthogonal to a long axis of the fixed member. (00028| It is yet another feature of the present subject matter that the movable member is asymmetric about an axis taken at center thereof. In one embodiment, one side that is provided in proximity to the aperture is a flat surface. Other side includes a curved profile provided on other side of the movable member, wherein a distance between an aperture thereof and the flat surface is defined by the curved profile of the other side.
(00029| In the following description, certain specific details are set forth in
order to provide a thorough understanding of the features of the present subject
matter through the embodiments.
{00030] However, one "skilled in the relevant art will recognize that
embodiments may be practiced without one or more of these specific details, or
with other modifications.
[00031| Thus, the appearances of the phrases "in one embodiment" or "in an
embodiment" in various places throughout this specification are not necessarily all
referring to the same embodiment.
1000321 These and other advantages of the present subject matter would be
described in greater detail in conjunction with the figures in the following
description.
1000331 The directions front, rear, left, and right are referred with respect to.
the vehicle direction. A longitudinal axis F-R of the vehicle 100 extends from
front F to rear R and a lateral axis RH-LH of the vehicle 100 is perpendicular to

the longitudinal axis F-R of the vehicle 100. The lateral axis RH-LH is perpendicular to longitudinal axis F-R of the vehicle 100 extending in width direction RH-LH from right side RH to left side LH.
1000341 Fig. 1 illustrates a left side view of a saddle-ride type motor vehicle, in accordance with an embodiment of present subject matter. The vehicle includes a frame assembly 105 that extends from a front portion F of the vehicle 100 towards a rear portion R of the motor vehicle 100. The vehicle 100 has a frame assembly 105, which acts as the structural member and load-bearing member of the vehicle 100. The frame assembly 105 includes a head tube I05A (shown in Fig. 2), and a main frame (not shown) that supports the head tube I05A. A steering assembly SA is rotatably disposed about the head tube I05A. The steering assembly SA includes a handle bar assembly 110 that is connected a front wheel 115 of the vehicle 100 through one or more front forks 120 forming the font suspension 120. In the present embodiment, a power unit 125 is fixedly mounted to the frame assembly 105 of the vehicle 100. The power unit 125 includes at least one of an internal combustion engine or a traction motor. In another embodiment, the power unit 125 may be swingably connected to the frame assembly 105 of the vehicle 100. The vehicle 100 includes a rear wheel 130 that is connected to the frame assembly 105 through a rear suspension (not shown). The rear wheel 130 is swingably connected to the frame assembly 105 through a swing arm 140. |00035| The vehicle 100 further includes a fuel tank 145 disposed rearward to the handle bar assembly 110 and is mounted to the frame assembly 105. A rider seat 150 and a pillion seat 155 are mounted to the frame assembly 105 in the mentioned order and are disposed rearward to the fuel tank 145. The vehicle 100 includes various electrical and electronic systems including a headlamp 160, a tail lamp 165, various vehicle control systems like ignition control system etc. Also, the vehicle 100 includes a front fender 170 that covers at least a portion of the

front wheel 115 and a rear fender 175 covers at least a portion of the rear wheel 130. Further, the vehicle is provided with one or more of the following safety features including a synchronous braking system, an anti-lock braking system etc. Furthermore, plurality of panels is provided on the vehicle 100 that are capable of covering one or more components of the vehicle and at least a portion of the frame assembly 105.
|00036| Fig. 2 depicts the. steering assembly supported by the frame assembly of the vehicle, in accordance with the embodiment of Fig. I. The frame assembly includes a main frame that extends rearward from the rear portion of the head tube. The main frame includes a main tube 105B and a down tube 105C. The main tube I05B extends rearward from the head tube 105A and the down tube extends inclinedly rearward form the rear portion of the head tube I05A. Further, the vehicle includes a sub-frame 105D that is mounted to the main frame and the sub-frame 105D extends rearward from the main frame. Furthermore, the frame assembly 105 includes a stiffener connecting the head tube 105A, the main tube I05B and the down tube 105C. The stiffener 105E is deposed at the triangular portion formed by the head tube 105A, the main tube 105B, and the down tube I05C.
[00037| The head tube I05A has an axis that is slightly inclined with respect to vertical line, wherein the angle of inclination is the rake angle. The head tube 105A rotatably supports the steering shaft 185 that is connected to an upper bracket (not shown) at the top and a lower bracket 190 at the bottom. The lower bracket 190 is a V-shaped member, a center of the lower bracket 190 is connected to the steering shaft 185 and the ends of the V-shaped lower bracket 190 supports the pair of forks 120 mounted thereof. Therefore, rotation of the steering shaft 185 results in rotation of the front forks 120 that form the front suspension 120. Further, the vehicle 100 is provided with a secondary locking provision 200.

1000381 Fig. 3 depicts an enlarged view of the secondary locking provision, in accordance with the embodiment as depicted in Fig. 2. The secondary locking provision 200 includes a fixed member 205 and movable member 210. The fixed member 205 is mounted to a rigid member of the vehicle 100. Preferably, the fixed member 205 is mounted to the frame assembly 105. In the present implementation, the fixed member 205 is mounted to the head tube I05A at a rear portion of the head tube I05A. Similarly, the movable member 210 is mounted to a rotating member of the vehicle 100. Preferably, the movable member 210 is mounted to the steering assembly SA of the vehicle 100 and a rear portion of the lower bracket 190. In the present implementation, the movable member 210 is mounted to the lower bracket 190 of the steering assembly, wherein the movable member 210 at a second pre-determined position of the steering assembly SA enables locking of the movable member 210 with the fixed member 205. The second pre-determined position is a position of the steering assembly SA rotated to an angle with respect to a longitudinal axis F-R of the vehicle 100 whereby the steering assembly SA is in a turned condition. As depicted in Fig. 3, at the second pre-determined position, the axis-A I-AT (shown in Fig. 4) of the fixed aperture 230 coincides with the dynamic aperture 250, whereby a conventional lock (as shown in Fig. 7) is used to secure through the apertures using the shackle of the lock.
(00039) Preferably, the secondary locking provision 200 is made of rigid material including metal. The fixed member and the movable member are welded to the corresponding parts. In case of the fixed member 205, the welding is done [00040| Fig. 4 depicts a portion of the secondary locking provision mounted to the head tube of the vehicle, in accordance with the embodiment as depicted in Fig. 3. In a preferred implementation, the fixed member 205 is mounted to a bottom poition of the head tube 105A. The head tube 105A includes an upper race"

accommodating portion I05AU and a lower race accommodating portion 105AL that is capable of accommodating race members, wherein in the present implementation the fixed member 205 abuts the tube portion I05AT and the lower race accommodating portion I05AU of the head tube 105A. The fixed member 205 includes a mounting portion 215 and a protruded portion 220. The fixed member 205 includes a broader width at a connecting portion 225 of the mounting, portion 215 and the protruded portion 220. The protruded portion 220 extending away from the connecting portion 225 is provided with a tapering width, when viewed from top. Thus, the protruded portion 220 with the tapering profile provides structural strength at the same time slender overhang of the part is avoided. The protruded portion 220 also includes tapered profile that shall have sufficient clearance with any interfacing parts and have clearance with respect to cables like clutch cable, throttle cable etc.
|00041| Further, the mounting portion 215 extending away from the connecting portion 225 also includes a receding width, when viewed from top. Therefore, the end portion of the mounting portion 215 is welded / connected to the head tube 105A has optimum welding length thereby having minimum distortions due to welding. The joint portion cross section or the weld length for one of the pair of locking portions is less than the other locking portion so as to make one member weaker than the other. The locking portion on the moving member can be weaker than the one of the fixed member or vice versa. Since the frame, to which the fixed member is connected, is costly part, the locking portion on the moving member is made with lower cross section and or lower weld length so as to make this joint weaker than the other. In a preferred embodiment, the mounting portion 215 and the protruded portion 220 are integrally formed. The mid portion 225 having maximum width abuts the lower race accommodating portion 105AU of the head tube 105A thereby supporting the fixed bracket 205 on

the head tube I05A. The protruded portion 220 includes a fixed aperture 230 for locking therethrough. The secondary locking provision 200 enables accommodation of lock any available dimensions.
|00042] Fig. 5 depicts a top perspective view of the movable member 210, in accordance with the embodiment as depicted in Fig. 3. The movable member 210 is mounted to the steering assembly SA, which is a rotating member, the steering assembly SA includes a lower bracket 190 supporting a front suspension, and said movable member 210 is mounted to the lower bracket. In the present implementation, the movable member 210 is a Y-shaped bracket. The movable member 210 includes a pair of arms 235, 240 and a base portion 245, said movable bracket 210 is secured to lower bracket 105AL. The base portion 245 includes a dynamic aperture 250. The dynamic aperture 250 of the movable member 210 in a first pre-determined position of the steering assembly SA is at an offset from the fixed member 205 and the dynamic aperture 250 at the second pre-determined position of the steering assembly SA aligns with the fixed aperture 230 provided on the fixed member 205 in a locking condition of the vehicle which is typically fully steered condition. The Y-shaped bracket is capable of withstanding the torsional and compressional loads acting thereon. The present subject matter is not limited to the aforementioned Y-shaped bracket. Any known regular or irregular geometric shapes may be used. The movable member 210 includes a recess profile 21 OP provided on the face facing the lower bracket 105AL. The profile 210P is adapted to complement a profile of the face of the lower bracket 190 that supports the movable member 210. The movable member 210 is welded to the lower bracket I05AL. Further, the base portion 245 connects the pair of arms 235, 240 that extend inclinedly with respect to a lateral axis RH-LH. In a preferred embodiment, the base portion 245 and the pair of arms 235, 240 are integrally formed.

|00043] In the second pre-determined position of the steering assembly SA, which is preferably in a sideward turned condition, the dynamic aperture 250 on the movable member 210 aligns on the fixed aperture 230 on the fixed member 205, thereby enabling locking of the movable member 210 with the fixed member 205 through a lock.
|00044| Further, in another embodiment the moving member 210 is asymmetric about the center Y-Y' thereof, wherein one side is provided with a flat surface AB. The distance T between the fixed aperture 230 and the flat surface AB is defined by the radius of a curved profile AC provided on other side of the moving member 210. The distance T also defines the radius of the curvature of the curved profile AC. Thus, the distance T is selectively provided for optimum strength and size of the moving member 210. The dynamic aperture 250 is having a substantially an oval shaped or an elongated aperture, wherein the elongated dynamic aperture 250 of the aperture enables alignment with the fixed aperture 230.
[000451 Fig- 6 depicts a side view of the secondary locking provision, in accordance with the embodiment as depicted in Fig. 2. The fixed bracket 205 is disposed at rear portion of the head tube 105A and specifically at an offset from the lateral center of the frame assembly 105. The fixed bracket 205 is disposed so as to not interfere with the rest of the frame assembly 105 that includes the main -tube I05B, down tube 105C, and the stiffener I05E that are connected to the head tube 105 A. Further, the offset position of the fixed member 205 enables alignment of the movable member 210 thereof when the steering assembly is not in straight direction. Therefore, the secondary locking provision 200 when locked using an external lock or the like enables protection to the vehicle 100 as the steering assembly SA, which is essential for moving the vehicle 100, is locked at the second pre-determined angle that is sideward either to the left or to the right. The

head tube I05A includes a stopper extending in a forward direction and the lower bracket 190 is provided.with pips 106 that extend and the pips 106 are provided on either arms of the V-shaped lower bracket 190 to restrict angle of rotation in both directions. Thus, the pips 106 come in contact with the stopper of the head tube 105A at a pre-determined angle of rotation of the steering assembly SA whereby the degree of freedom of rotation in clock-wise and in anti-clockwise is defined. In one embodiment, the fixed member 205 acts as the stopper of the steering assembly SA whereby the one or more pips 106 work in conjunction with the fixed member 205 to restrict angular rotation of the steering assembly SA beyond a certain angle.
(00046) To accommodate production variations, in fully steered condition, there always exists a clearance between the pips 106 and the fixed member 205. The clearance between these two in steering primary lock engaged position is more than the clearance between the apertures 230 and 250. This ensures that during attempt of theft, the breaking force applied is taken by the primary and the secondary lock and thereby giving additional strength to the primary lock as well as additional security to the vehicle from being stolen. If this clearance is other way round, conventional theft attempt can lead to breakage of the primary lock and high repair cost in addition to any damage caused to the secondary lock, Alternatively, the clearance in the aperture portions is made less than the clearance between the fixed member 205 and pips 106 thereby ensuring the secondary lock takes breaking load and protects the primary lock from major damage.
|00047] The protruded portion 200 (as shown in Fig. 4) accommodating the fixed aperture 230 is disposed in proximity to the direction of force acting on the fixed member 205. Therefore, the connecting portion 225 provides structural strength with greater area to withstand the force acting thereon. Further, as shown

in Fig. 6, the connecting portion 225 forms a stepped portion whereby the mounting portion 215 and the protruded portion 220 are in different horizontal planes. Therefore, the fixed bracket 205 has a stepped profile with two bends. The force applied for turning the steering assembly SA, in a locked condition of the secondary locking provision, applies force in a direction along the connecting portion 225. This stepped profile of the connecting portion 225 provides additional structural strength to the secondary locking provision as the fixed bracket provides improved rigidity due to the reduced stress acting thereon at the connecting portion with wider surface area.
1000481 Furthermore, the fixed bracket 205 sits on the lower race accommodating portion I05AL of the head tube I05A. As shown in Fig. 6, the connecting portion 225 of the fixed bracket 205 abuts the outer profile of the lower race I05AL. As the fixed bracket 205 is welded only at the mounting portion 215 and no welding is required at the lower race accommodating portion I05AL. Thus, the secondary locking provision does not affect the accommodation of other components like the bearing thereby retaining the functionality of the steering assembly SA. Additionally welding of the bracket 205 near the lower race portion 105AL can lead to weld distortion. Therefore, the bracket 205 is first welded and then the race seating portion in the head tube is machined. (00049] Further, the vehicle 100 is secured for theft as the primary locking provision is not affected as the secondary locking provision ensures that the steering assembly SA is retained at a specific or pre-determined position. Also, any impulse forces acting on the steering assembly shall first be acting on the rigid secondary locking provision 200 thereby securing the primary lock of the vehicle. ■
(00050] In addition, in a locked condition of the secondary locking provision 200, the steering assembly SA is oriented at an angle from the longitudinal axis

F-R of the vehicle 100, wherein the vehicle can be moved only in a circular direction and the linear motion of the vehicle 100 is restricted. Thus, the vehicle 100 is secured from theft.
|00051] It is an additional feature that the secondary locking provision 200 provided on the steering assembly SA and the frame 105 does not require any modification in the layout of the vehicle 100, or in the routing of the various cables that are running from the rear portion of the vehicle towards the head lamp assembly. Thus, the proposed secondary locking provision 200 is retrofittable to the existing layouts of the vehicle 100.
[00052] Fig. 7 depicts the secondary locking provisions provided with an exemplary lock, in accordance with an embodiment of the present subject matter. A lock 195 is provided that is having a shackle that is passed through the fixed aperture 230 and the dynamic aperture 250 when the movable member 210 is at the second pre-determined position enabling locking of the movable member 210 and the fixed member 205.
(0001| It is to be understood that the aspects of the embodiments are not necessarily limited to the features described herein. Many modifications and variations of the present subject matter are possible in the light of above disclosure. Therefore, within the scope of claims of the present subject matter, the present disclosure may be practiced other than as specifically described.

We claim:
1. A motor vehicle (100) comprising:
a frame assembly (105); and
a steering assembly (SA) rotatably supported by the frame assembly (105),
wherein
said motor vehicle (100) includes a secondary locking provision (200), said secondary locking provision (200) including a fixed member (205) and a movable member (210), said fixed member (205) being rigidly mounted to said frame assembly (105), said movable member (210) being mounted to and being rotatable along with said steering assembly (SA), and wherein said movable member (210) at a first pre-determined position is at an offset from the fixed member (205) and said movable member (210) at a second pre-determined position enables locking of said movable member (210) with said fixed member (205).
2. The motor vehicle (100) as claimed in claim I, wherein said fixed member (205) is mounted to a bottom portion of the head tube (I05A), and said fixed member (205) is provided with a fixed aperture (230) having a fixed axis (A I -A 1'), and a dynamic aperture (250) provided on the movable member (210) coincides with said fixed axis (Al-AT) at said second pre-predetermined position of said steering assembly (SA) to enable locking therethrough.
3. The motor vehicle (100) as claimed in claim I or 2, wherein said steering assembly (SA) includes a lower bracket (190) supporting a front suspension (120) of said vehicle (100), and said movable member (210) is Y-shaped including a pair of arms (235, 240) and a base portion (245), said movable member (210) is secured to said lower bracket (190) through said pair of arms (235, 240) extending in an

orientation conforming to an outer profile of said lower bracket (190) and said base portion (245) includes said dynamic aperture (250).
4. The motor vehicle (100) as claimed in claim 1 or 2, wherein said fixed member (205) includes a mounting portion (215) and a protruded portion (220) connected by a connecting portion (225), wherein said fixed member (205) abuts at least a portion of a tube portion (I05AT) of the head tube (105A) having substantially a cylindrical profile and at least a portion of a lower race accommodating portion (I05AL) of the head tube (I05A) having substantially a cylindrical profile with a diameter greater than a diameter of the tube portion (105 AT).
5. The motor vehicle (100) as claimed in claim 4, wherein the connecting portion (225) is having a width greater than width of the mounting portion (215) and the protruded portion (220), said protruded portion (220) extending away from the connecting portion (225) is provided with a tapering width provided on at least one side when viewed from top.
6. The motor vehicle (100) as claimed in claim 1 or 4, wherein the fixed member (205) includes a stepped profile (225) that is extending substantially orthogonal to a long axis (L-L!) of the fixed member (205) conforming to a profile of said head tube(105A), said stepped profile (225) sits on a lower race accommodating portion (105 A L) of the head tube (105 A).
7. The motor vehicle (100) as claimed in claim 1, wherein the movable member (210) includes a recess profile (21 OP) provided on a face facing the lower bracket (190), the recess profile (21 OP) is adapted to complement a face of the lower bracket (190) that supports the movable member (210).
8. The motor vehicle (100) as claimed in claim 1, wherein the movable member (210) is asymmetric about an axis(Y-Y') taken at center thereof, wherein one side provided in proximity to the dynamic aperture (250) is a fiat surface (AB).

9. , The motor vehicle (100) as claimed in claim 8, wherein the movable member (210) asymmetric about said axis(Y-Y') is having a distance (T) between the fixed aperture (230) and the flat surface (AB) defined by a radius of a curved profile (AC) provided on other side of the movable member (210).
10. The motor vehicle (100) as claimed in claim I or 4, wherein the fixed aperture (230) is disposed in proximity to a direction of force acting on the fixed member (205), whereby _the connecting portion (225) provides structural strength with surface area to withstand force acting thereon.
11. The motor vehicle (100) as claimed in claim I, wherein the second
pre-determined position is a position of the steering assembly (SA) rotated at angle
with respect to a longitudinal axis (F-R) of the vehicle (100).
12. The motor vehicle (100) as claimed in claim I, wherein said fixed member (205) is having a cross-sectional area substantially lesser than or equal to a . cross-sectional area of said movable member (210), and wherein said movable member (210) is having a weld length substantially greater than a weld length of the fixed member (205).
13. The motor vehicle (100) as claimed in claim 2, wherein said fixed member (205) is welded to said head tube (105A) with welding done upward of a lower race accommodating portion (105AL) of said head tube (105A) portion to avoid any weld distortion thereof.
14. The motor vehicle (100) as claimed in claim 3, wherein said lower bracket (190) includes one or more pips (106) that work in conjunction with a stopper to restrict angular rotation of the steering assembly (SA) beyond a certain angle and the fixed member (205) is disposed with a vertical clearance is provided between the one or more pips (106) and the fixed member (205).
15. The motor vehicle (100) as claimed in claim 14, wherein said fixed member (205) acts as said stopper of said steering assembly (SA) whereby said one or more

pips (106) work in conjunction with the fixed member (205) to restrict angular rotation of the steering assembly (SA) beyond a certain angle.