DESC:FIELD
The present disclosure relates to the field of mechanical engineering. In particular, the present disclosure relates to the field vehicles.
DEFINITIONS
The expression “twin wheeled vehicles” used in the context of the present disclosure refers to vehicles having two wheels mounted on a same axle such that the distance between the centers of the areas of contact of the wheels with the ground is less than a pre-determined value including, but not limited to, 460 mm.
This definition is in addition to those used in the art.
BACKGROUND
Vehicles have become an integral part of our lives. Vehicles are used for various purposes such as travelling and transporting of goods. As the population increases, so does the number of vehicles. The increasing number of vehicles is the major cause of traffic jams. Maneuvering a vehicle in congested traffic conditions is especially difficult for the vehicles having a bulky configuration.
Two wheeled vehicles are predominantly used owing to its light, compact and cheaper means of personal transportation. However existing two wheeled vehicles are not the safest means of transportation on road due to their two point contact in one plane with respect to the ground. Further, these two wheeled vehicles are also used for family riding with women and children on board. The risk of accidents multiply with slippery road surface, especially under panic braking, while climbing over split edges along the road surface and while negotiating sudden pot holes/bumps at high speeds and the like situations.
Hence, in order to overcome the above mentioned drawbacks associated with the conventional two wheeled vehicles and to provide a safer commuter vehicle, there is a need for a front twin wheel vehicle that has a compact configuration, easy maneuvering, and inherent stability to withstand unevenness on road surfaces.
OBJECTS
Some of the objects of the present disclosure, which at least one embodiment herein satisfies, are as follows.
It is an object of the present disclosure to ameliorate one or more problems of the prior art or to at least provide a useful alternative.
An object of the present disclosure is to provide a front twin wheel vehicle that is compact.
Yet another object of the present disclosure is to provide a twin wheel vehicle that is stable, safe, and comfortable.
Other objects and advantages of the present disclosure will be more apparent from the following description, which is not intended to limit the scope of the present disclosure.
SUMMARY
The present disclosure envisages a twin wheel vehicle. The twin wheel vehicle comprises a frame having a main frame member, and a pair of longitudinal side members extending in an operative rearward direction from a first operating end of the main frame member. A semi-deformable parallelogram mechanism is operatively coupled to the main frame member. A pair of front wheels is operatively coupled with the semi-deformable parallelogram mechanism. A steering handle is operatively coupled with the pair of front wheels for steering the front twin wheels, wherein the semi-deformable parallelogram mechanism is configured to deform in a parallelogram configuration to prevent the flipping over of the twin wheel vehicle during the tilting thereof caused due to maneuvering the twin wheel vehicle by the steering handle. A rear wheel disposed on an operative rear end of the frame.
In an embodiment, the semi-deformable parallelogram mechanism comprises a rigid link member defined by a first operative end and a second operative end. The rigid link member has a first aperture configured thereon. A first tilt link has one end connected to the first operative end of the rigid link member. A second tilt link has one end connected to the second operative end of the rigid link member. A flexible link assembly is connected operatively between the free ends of the first tilt link and the second tilt link such that the rigid link member, the first tilt link, the second tilt link, and the flexible link assembly are connected to form a parallelogram. The flexible link assembly includes a first link and a second link wherein the first link is connected to the free end of the first tilt link and the second link is connected to the free end of the second tilt link. The first link and the second link are pivotally connected at the free ends thereof, wherein the pivotal connection of the first link and the second link facilitates the deformation of the semi-deformable parallelogram mechanism in the parallelogram configuration.
In an embodiment, twin wheel vehicle includes a first flange portion configured on the main frame member.
In an embodiment, the twin wheel vehicle includes a lower member extending in an operative forward direction from the main frame member.
In an embodiment, the twin wheel vehicle includes a connecting member whose first operative end is connected to the first flange portion and second operative end is connected to a free end of the lower member.
In an embodiment, the twin wheel vehicle includes a top leading link element defined by a first operative end and a second operative end, wherein the first operative end of the top leading link element is connected to the first flange portion.
In an embodiment, the twin wheel vehicle includes a bottom leading link element defined by a first operative end and a second operative end, wherein the first operative end of the bottom leading link is hingeably connected to a second flange portion configured at a free end of the lower member.
In an embodiment, the twin wheel vehicle includes a pivot link member having an upper flange portion and a lower flange portion configured thereon, the second operative end of the top leading link is hingeably connected to the upper flange portion, and the second operative end of the bottom leading link is hingeably connected to the bottom flange portion.
In an embodiment, the pivot link member has a second aperture and a third aperture configured thereon.
In an embodiment, in a registered configuration, the first aperture configured on the rigid link member is aligned with the second aperture configured on the pivot link and a connecting element is inserted therethrough to facilitate coupling of the rigid link and the pivot link member.
In an embodiment, the first link has a coupler flange configured on the free end thereof, and the second link has a coupler eye configured on the free end thereof.
In an embodiment, in the registered configuration, the coupler flange, the coupler eye, and the third aperture configured on the pivot link are aligned and a connecting element is inserted therethrough to facilitate coupling of the flexible link assembly and the pivot link member.
In an embodiment, the twin wheel vehicle also includes at least one steering tube connectable to the first and second tilt links, which facilitate the coupling of the first and second tilt links with the wheels of the twin wheel vehicle. The twin wheel vehicle also includes at least one leading link wherein an operative end of the leading link is connected to a free operative end of the at least one steering tube. Furthermore, the twin wheel vehicle also includes at least one secondary shock absorber configured operatively between the at least one steering tube and the at least one leading link such that one operative end of the at least one secondary shock absorber is connected to the at least one steering tube and other end of at least one secondary shock absorber is connected to a free operative end of the at least one leading link.
BRIEF DESCRIPTION OF ACCOMPANYING DRAWING
A twin wheel vehicle of the present disclosure will now be described with the help of the non-limiting accompanying drawing, in which:
Figure 1A illustrates an isometric view of a front twin wheel vehicle, in accordance with an embodiment of the present disclosure;
Figure 1B illustrates a front view of a semi-deformable parallelogram mechanism used in the twin wheel vehicle of the Figure 1A;
Figure 1C illustrates a side view of the semi-deformable parallelogram mechanism used in the twin wheel vehicle of the Figure 1A;
Figure 1D illustrates an exploded view of the semi-deformable parallelogram mechanism used in the twin wheel vehicle of Figure 1B;
Figure 1E illustrates a perspective view of the front twin wheel vehicle of Figure 1;
Figure 2A illustrates a front view of the twin wheel vehicle of Figure 1A;
Figure 2B illustrates a front view of the twin wheel vehicle of Figure 1A in a tilted configuration;
Figure 2C illustrates line drawings of parallelogram mechanism and semi-deformable parallelogram mechanism;
Figure 3A illustrates a front view of the twin wheel vehicle of Figure 1A in steered configuration, in accordance with the present disclosure;
Figure 3B illustrates a steered configuration of the twin wheel vehicle of Figure 3A in a tilted configuration;
Figure 4A illustrates a full bump condition for the twin wheel vehicle, in accordance with the present disclosure;
Figure 4B illustrates a full rebound condition for a twin wheel vehicle, in accordance with the present disclosure.
Fig. 5A and Fig. 5B illustrate different views of a semi-deformable parallelogram mechanism, in accordance with another embodiment of the present disclosure;
Fig. 6A illustrates a side view of the twin wheel vehicle 200 when the twin wheel vehicle 200 is passing over small sized bumps; and
Fig. 6B illustrates a side view of the twin wheel vehicle 200 when the twin wheel vehicle 200 is passing over a speed bump.
DETAILED DESCRIPTION
A twin wheel vehicle will now be described with reference to the embodiment shown in the accompanying drawing. The embodiment does not limit the scope and ambit of the disclosure. The description relates purely to the examples and preferred embodiments of the disclosed system and its suggested applications.
The description hereinafter, of the specific embodiments will so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.
In accordance with the present disclosure, a twin wheel vehicle is disclosed that is provided with a semi-deformable parallelogram mechanism (hereinafter referred to as SDP mechanism) that is functionally disposed between the front twin wheels of the twin wheel vehicle.
In accordance with an embodiment of the present disclosure, the SDP mechanism is configured to deform sideways along with the wheels. This feature of the SDP mechanism aids in easy and safe maneuvering of the twin wheel vehicle. More specifically, the SDP mechanism aids in easy tilting and maneuvering of the vehicle in congested traffic conditions.
The twin wheel vehicle 100 is now explained with reference to Figures 1A to Figure 1E. In accordance with the present disclosure, the twin wheel vehicle 100 comprises:
• a frame 101 having:
- a main frame member 101A; and
- a pair of longitudinal side members 101B1 and 101B2 extending in an operative rearward direction from a first operating end 101A1 of the main frame member 101A;
• a semi-deformable parallelogram mechanism 102 (hereinafter referred to as SDP mechanism 102) operatively coupled to the main frame member 101A;
• a pair of front wheels (also referred to as twin wheels) 103A, 103B operatively coupled with the SDP mechanism 102;
• a steering handle 107 functionally coupled with the front twin wheels 103A, 103B for steering the front twin wheels 103A, 103B, wherein the semi-deformable parallelogram mechanism 102 is configured to deform in a parallelogram configuration to prevent the flipping over of the twin wheel vehicle during the tilting thereof caused due to maneuvering the twin wheel vehicle by the steering handle;
• a rear wheel 103C disposed on an operative rear end 101C of the frame 101.
The SDP mechanism 102 further comprises a rigid link member 104 having a first aperture 104A configured thereon. The rigid link member 104 is defined by a first operative end 104B and a second operative end 104C. Furthermore, the rigid link member 104 also has a mount 104D extending from the rigid link member 104 and configured to receive a tilt lock caliper 114 thereon. The SDP mechanism 102 further comprises a flexible link assembly 105. The flexible link assembly 105 comprises a first link 105A and a second link 105B. The first link 105A has a first end 105A1 and a second end 105A2. A first link mounting eye is configured on the first end 105A1 of the first link 105A. A coupler flange is configured on the second end 105A2 of the first link 105A. Similarly, the second link 105B has a first end 105B1 and a second end 105B2. A second link mounting eye is configured on the second end 105B2 of the second link 105B, and a coupler eye is configured on the first end 105B1 of the second link 105B. The coupler eye, configured at the first end 105B1 of the second link 105B, is adapted to be registered with the coupler flange configured on the second end 105A2 of the first link 105A.
The operative end 104B of the rigid link member 104 is coupled with the first end 105A1 of the first link 105A by means of a first tilt link 106A. Similarly, the operative end 104C of the rigid link member 104 is coupled with the second end 105B2 of the second link 105B by means of a second tilt link 106B. More specifically, flexible link assembly 105 is connected operatively between the free ends of the first tilt link 106A and the second tilt link 106B such that the rigid link member 104, the first tilt link 106A, the second tilt link 106B, and the flexible link assembly 105 are connected to form a parallelogram. The flexible link assembly 105, the rigid link member 104, the first tilt link 106A, and the second tilt link 106B are assembled together to form the SDP mechanism 102. The first link 105A is connected to the free end of the first tilt link 106A and the second link 105B is connected to the free end of the second tilt link 106B. The first link 105A and the second link 105B are pivotally connected at the free ends thereof, wherein the pivotal connection of the first link 105A and the second link 105B facilitates the deformation of the semi-deformable parallelogram mechanism in the parallelogram configuration.
The twin wheel vehicle 100 further comprises the front twin wheels 103A, 103B, and the rear wheel 103C. The steering handle 107 has a stem 107A that extends operatively downwards from the steering handle 107 such that the stem 107A passes through a steering column 107B. The steering handle 107 is functionally coupled with the SDP mechanism 102, thereby facilitating the steering movement of the front twin wheels 103A, 103B.
The SDP mechanism 102 is functionally coupled with the frame 101 of the twin wheel vehicle 100. The frame 101 also has a lower member 101D extending in a forward direction from the main frame member 101A. The frame 101 further comprises a connecting member 101F whose first operative end 101F1 is fastened to a first flange portion 101A’ configured on the main frame member 101A and the second operative end 101F2 is fastened to a second flange portion 101D” configured on an operative end of the lower member 101D. The twin wheel scooter 100 further comprises a top leading link element 108 and a bottom leading link element 109. The top leading link element 108 has operative ends 108A and 108B. The operative end 108A is hinged to the first flange portion 101A’ configured on the main member frame 101A of the frame 101. Similarly, the bottom leading link element 109 has operative ends 109A and 109B. The operative end 109A of the bottom leading link element 109 is hinged to the second flange portion 101D” configured on an operative end of the lower member 101D.
The twin wheel vehicle 100 further comprises a pivot’s link member 110 having an upper flange portion 110A and a lower flange portion 110B. The operative end 108B of the top leading link element 108 is hinged at the upper flange portion 110A, and the operative end 109B of the bottom leading link element 109 is hinged to the lower flange portion 110B of the of the pivot’s link member 110. In the assembled configuration, the top leading link element 108 and the bottom leading link element 109 are substantially parallel, as seen in Figure 1C. The pivot’s link member 110 also has a second aperture 110C and a third aperture 110D configured on the pivot’s link member 110. The twin wheel vehicle 100 further comprises a tilt lock rotor 111 configured on the operative top portion of the pivot’s link member 110. The tilt rock rotor 111 is adapted for selective engagement with the tilt lock caliper 114.
The first aperture 104A of the rigid link member 104 is aligned with the second aperture 110C of the pivot’s link member 110, and a coupling element is inserted therethrough to rotatably couple the rigid link member 104 and the pivot’s link member 110. As mentioned previously with reference to the flexible link assembly 105, the coupler eye that is configured at the first end 105B1 of the second link 105B, is adapted to be registered with the coupler flange that is configured on the second end 105A2 of the first link 105A. Furthermore, in the registered configuration, the coupler flange of the first link 105A, the coupler eye of the second link 105B, and the third aperture 110D of the pivot’s link member 110 are aligned, and a coupling element is inserted therethrough to rotatably couple the flexible link assembly 105 with the pivot’s link member 110. In this manner, the SDP mechanism 102 is coupled with the frame 101 of the twin wheel vehicle 100.
The twin wheel vehicle100 further comprises a pair of steering tubes 112A, 112B that are connected with the tilt links 106A, 106B, which facilitate the coupling of the first and second tilt links with the wheels of the twin wheel vehicle. The first steering tube 112A has an operative upper end 112A1 and an operative bottom end 112A2. Similarly, the second steering tube 112B has an operative upper end 112B1 and an operative bottom end 112B2. The operative bottom ends 112A2, 112B2 of the steering tubes 112A, 112B are adapted to be functionally coupled with the front twin wheels 103A, 103B.
The twin wheel vehicle 100 further comprises a pair of steering tie rods 115A, 115B and a steering arm 116A with an operative first end 116A1 and an operative second end 116A2. The steering tie rod 115A has an operative first end 115A1 and an operative second end 115A2. The first link ball joints are configured on the operative first and second ends 115A1, 115A2 of the first link 115A. Similarly, the second steering tie rod 115B has an operative first end 115B1 and operative second end 115B2. The second link ball joints are configured on the operative first and second ends 115B1, 115B2 of the second link 115B.
The operative upper ends 112A1, 112B1 of the steering tubes 112A, 112B are adapted to be functionally coupled with the first link ball joint of the operative first end 115A1 and second link ball joint of the operative second end 115B2 of the steering tie rods 115A, 115B respectively. Further, the second link ball joint of the operative second end 115A2 of the steering tie rod 115A and the first link ball joint of the operative first end 115B1 of the steering tie rod 115B are functionally coupled with the operative first end 116A1 and second end 116A2 of the steering arm 116A respectively. The steering arm 116A is fastened to the steering stem 107A.
The twin wheel vehicle 100 further comprises shock absorbers 113A, 113B. The shock absorber 113A has an operative upper end 113A1 and an operative bottom end 113A2. Similarly, the shock absorber 113B has an operative upper end 113B1 and an operative bottom end 113B2. Furthermore, an upper flange portion 101A” is configured on the main frame member 101A of the frame 101. Also, a bottom link flange 109C is configured on the bottom leading link element 109. The operative upper ends 113A1, 113B1 of the shock absorbers 113A, 113B are adapted to be fastened at the upper flange portion 101A”, and the operative bottom ends 113A2, 113B2 of the shock absorbers 113A, 113B are adapted to be fastened at the bottom link flange 109C respectively.
Figure 2A illustrates a front view of a twin wheel vehicle 100 in a first operative configuration, where the twin wheel vehicle 100 is in original/non-tilted configuration. Thus, the SDP mechanism 102 is not deformed and is maintained in a rectangular configuration.
Figure 2B illustrates a front view of a twin wheel vehicle 100 in a second operatively tilted configuration. The twin wheel vehicle tilts due to the shift in weight of the operator. As seen in Figure 2B, the SDP mechanism 102 allows the vehicle to tilt and the semi-deformed parallelogram configuration of the SDP mechanism 102 is maintained when the twin wheel vehicle 100 is tilted.
Figure 2C illustrates the line drawings of parallelogram mechanism 150 and SDP mechanism 102. Parallelogram mechanism 150 includes a top link, a bottom link, and side links. All the four links are single rigid links with one set of links (either top-bottom/left-right) pivoted at their center. While tilting, the parallelogram maintains a perfect shape as both the sets of opposing links are parallel to each other, i.e., top link is parallel to bottom link, and the side links are parallel to each other. As opposed to that arrangement, SDP mechanism 102 includes a top link, a bottom link split into two non-collinear links, and side links. Further, the left and right links are not parallel to each other and are set at an angle to perform the role of KPI, which is a critical parameter in the steering and suspension geometry. While tilting, the parallelogram shape is deformed only on the bottom side due to the split configuration of the bottom links.
Alternately, in the above construction of SDP mechanism, the links can be reversed, i.e., the top link can be split into two non-collinear links and bottom link can be a single rigid link.
Thus, the terminology semi-deformable parallelogram (SDP) mechanism is derived from the fact that the parallelogram shape is deformed only on one side.
Figure 3A illustrates a front view of a twin wheel vehicle 100 in steered configuration.
Figure 3B illustrates a front view of a twin wheel vehicle 100 in a steered and tilted configuration. The twin wheel vehicle 100 tilts when the operator tilts due to the shift in weight of the operator. As seen in Figure 3B, the SDP mechanism 102 deforms and the semi-deformed parallelogram configuration of SDP mechanism 102 is maintained when the twin wheel vehicle 100 is tilted and steered at the same time.
Figure 4A illustrates a full bump condition for the twin wheel vehicle, and Figure 4B illustrates a full rebound condition for a twin wheel vehicle, in accordance with the present disclosure.
Fig. 5A and Fig. 5B illustrate different views of a SDP mechanism 202, in accordance with another embodiment of the present disclosure. The SDP mechanism 202 is employed on a twin wheel vehicle 200, which can be seen in Fig. 6A and Fig. 6B. The SDP mechanism 202 includes steering tubes 212A, 212B having a configuration that is slightly different from the steering tubes 112A, 112B, in that the steering tubes 212A, 212B are configured to accommodate secondary shock absorbers 214 which are disposed operatively between the steering tube 212A, 212B and a leading link 216. More specifically, the SDP mechanism 202 includes at least one leading link 216 wherein an operative end of the leading link 216 is connected to a free operative end of the at least one steering tube. Furthermore, the secondary shock absorber 214 is configured operatively between the steering tube 212A, 212B and the leading link 216 such that one operative end of the secondary shock absorber is connected to the steering tube and the other operative end of at least one secondary shock absorber is connected to a free operative end of said at least one leading link 216. In another embodiment, the leading link 216 can be configured operatively in front of the secondary shock absorber 214 depending upon the steering tube 212A, 212B configuration.
Fig. 6A illustrates a side view of the twin wheel vehicle 200 when the twin wheel vehicle 200 is passing over small sized bumps. Fig. 6B illustrates a side view of the twin wheel vehicle 200 when the twin wheel vehicle 200 is passing over a speed bump. As seen in Fig. 6A, the secondary shock absorbers 214 are operational when the twin wheel vehicle 200 is passing over the small sized repeated bumps. Whereas, as seen in Fig. 6B, the secondary shock absorbers 214 are operational along with the primary shock absorbers 213 when the twin wheel vehicle 200 is passing over a speed bump of a larger size.
TECHNICAL ADVANCES
The present disclosure described herein above has several technical advantages including, but not limited to, the realization of a twin wheel vehicle:
• that is compact; and
• that is stable, safe, and comfortable.
The embodiments herein and the various features and advantageous details thereof are explained with reference to the non-limiting embodiments in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.
The foregoing description of the specific embodiments will so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.
Throughout this specification the word “comprise”, or variations such as “comprises” or “comprising”, will be understood to imply the inclusion of a stated element, integer or step, or group of elements, integers or steps, but not the exclusion of any other element, integer or step, or group of elements, integers or steps.
The use of the expression “at least” or “at least one” suggests the use of one or more elements or ingredients or quantities, as the use may be in the embodiment of the disclosure to achieve one or more of the desired objects or results.
Any discussion of documents, acts, materials, devices, articles or the like that has been included in this specification is solely for the purpose of providing a context for the disclosure. It is not to be taken as an admission that any or all of these matters form a part of the prior art base or were common general knowledge in the field relevant to the disclosure as it existed anywhere before the priority date of this application.
The numerical values mentioned for the various physical parameters, dimensions or quantities are only approximations and it is envisaged that the values higher/lower than the numerical values assigned to the parameters, dimensions or quantities fall within the scope of the disclosure, unless there is a statement in the specification specific to the contrary.

While considerable emphasis has been placed herein on the components and component parts of the preferred embodiments, it will be appreciated that many embodiments can be made and that many changes can be made in the preferred embodiments without departing from the principles of the disclosure. These and other changes in the preferred embodiment as well as other embodiments of the disclosure will be apparent to those skilled in the art from the disclosure herein, whereby it is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the disclosure and not as a limitation. ,CLAIMS:1. A twin wheel vehicle comprising:
a frame having:
a main frame member; and
a pair of longitudinal side members extending in an operative rearward direction from a first operating end of said main frame member;
a semi-deformable parallelogram mechanism operatively coupled to said main frame member;
a pair of front wheels operatively coupled with said semi-deformable parallelogram mechanism;
a steering handle functionally coupled with said pair of front wheels for steering the front twin wheels, wherein said semi-deformable parallelogram mechanism is configured to deform in a parallelogram configuration to prevent the flipping over of said twin wheel vehicle during the tilting thereof caused due to maneuvering said twin wheel vehicle by said steering handle; and
a rear wheel disposed on an operative rear end of said frame.
2. The twin wheel vehicle as claimed in claim 1, wherein said semi-deformable parallelogram mechanism comprises:
a rigid link member defined by a first operative end and a second operative end, said rigid link member having a first aperture configured thereon;
a first tilt link having one end connected to said first operative end of said rigid link member;
a second tilt link having one end connected to said second operative end of said rigid link member; and
a flexible link assembly connected operatively between the free ends of said first tilt link and said second tilt link such that said rigid link member, said first tilt link, said second tilt link, and, said flexible link assembly are connected to form a parallelogram, said flexible link assembly including a first link and a second link wherein;
said first link is connected to a free end of said first tilt link and said second link is connected to a free end of said second tilt link; and
said first link and said second link are pivotally connected at the free ends thereof, wherein the pivotal connection of said first link and said second link facilitates the deformation of said semi-deformable parallelogram mechanism in the parallelogram configuration.
3. The twin wheel vehicle as claimed in claim 2, which includes a first flange portion configured on said main frame member.
4. The twin wheel vehicle as claimed in claim 3, which includes a lower member extending in an operative forward direction from said main frame member.
5. The twin wheel vehicle as claimed in claim 4, which includes a connecting member whose first operative end is connected to said first flange portion and second operative end is connected to a free end of said lower member.
6. The twin wheel vehicle as claimed in claim 5, which includes a top leading link element defined by a first operative end and a second operative end, wherein said first operative end of said top leading link element is connected to said first flange portion.
7. The twin wheel vehicle as claimed in claim 6, which includes a bottom leading link element defined by a first operative end and a second operative end, wherein said first operative end of said bottom leading link is hingeably connected to a second flange portion configured at a free end of said lower member.
8. The twin wheel vehicle as claimed in claim 7, which includes a pivot link member having an upper flange portion and a lower flange portion configured thereon, said second operative end of said top leading link is hingeably connected to said upper flange portion, and said second operative end of said bottom leading link is hingeably connected to said bottom flange portion.
9. The twin wheel vehicle as claimed in claim 8, wherein said pivot link member has a second aperture and a third aperture configured thereon.
10. The twin wheel vehicle as claimed in claim 9, wherein in a registered configuration, said first aperture configured on said rigid link member is aligned with said second aperture configured on said pivot link and a connecting element is inserted therethrough to facilitate coupling of said rigid link and said pivot link member.
11. The twin wheel vehicle as claimed in claim 2, said first link has a coupler flange configured on the free end thereof, and said second link has a coupler eye configured on the free end thereof.
12. The twin wheel vehicle as claimed in claim 10 or claim 11, wherein in the registered configuration, said coupler flange, said coupler eye, and said third aperture configured on said pivot link are aligned and a connecting element is inserted therethrough to facilitate coupling of said flexible link assembly and said pivot link member.
13. The twin wheel vehicle as claimed in claim 2, which includes at least one steering tube connectable to said first and second tilt links, which facilitate the coupling of said first and second tilt links with the wheels of said twin wheel vehicle.
14. The twin wheel vehicle as claimed in claim 13, which includes at least one leading link wherein an operative end of said leading link is connected to a free operative end of said at least one steering tube.
15. The twin wheel vehicle as claimed in claim 14, which includes at least one secondary shock absorber configured operatively between said at least one steering tube and said at least one leading link such that one operative end of said at least one secondary shock absorber is connected to said at least one steering tube and other operative end of at least one secondary shock absorber is connected to a free operative end of said at least one leading link.