Description:FIELD OF THE INVENTION
[001] The present invention relates to a vehicle. More particularly, the present invention relates to means for receiving a lock on a head pipe of the vehicle.

BACKGROUND OF THE INVENTION
[002] In vehicles, especially saddle type vehicles, steering lock for operating a steering member of the vehicle and an ignition lock for operating an ignition switch of the vehicle are used. In some vehicles, integrated lock used is which comprises both the ignition lock and the steering locks.
[003] The steering lock, ignition lock or integrated steering/ignition lock are generally mounted on a bracket and welded to a head pipe of the vehicle. Such locks can be mechanical or electric in nature. It is to be understood that mechanical lock uses a different type of mounting bracket than a mounting bracket used for electric lock. In a scenario, where the mechanical lock has to be replaced with an electric lock or vice versa, the bracket welded to the head pipe needs to be replaced, which damages the head pipe as well as the bracket on which the lock is mounted. This results in an overall increase in cost associated with changing the lock of the vehicle which is undesirable.
[004] In view of the foregoing, there is a need felt to overcome at least the above-mentioned disadvantages of the prior art.

SUMMARY OF THE INVENTION
[005] In one aspect of the invention, a vehicle is disclosed. The vehicle comprises a head pipe, a steering member, a first bracket, a second bracket and a lock. The steering member is rotatably supported by the head pipe for steering the vehicle in a rotatable range. The first bracket is mounted on the head pipe. The second bracket is removably mounted on the first bracket and adapted to receive a lock for locking or unlocking at least one of an ignition switch and the steering member of the vehicle.
[006] In an embodiment, the first bracket comprises a first member, a second member and a third member. The first member extends between a first end and a second end in a vehicle front-rear direction. The second member extends from the first end in a vehicle left direction and the third member extends from the second end in the vehicle left direction. The head pipe is received at least partially between the second member and the third member of the first bracket. The first member also extends between a top end and a bottom end in a vehicle upward-downward direction. The top end of the head pipe is positioned higher than a top end of the head pipe.
[007] In an embodiment, each of the second and third member comprises a top edge, a bottom edge, a front edge and a rear edge. The top edge and bottom edge are parallel or inclined at an acute angle with respect to a lateral axis of the head pipe and the front flange and the rear flange are parallel to a longitudinal axis of the head pipe.
[008] In an embodiment, each of the first member, the second member and the third member comprises an inner surface and an outer surface. The inner surfaces of the first member, the second member and the third member face an outer surface of the head pipe of the vehicle.
[009] In an embodiment, a flange is formed on the inner surface of the first member, second member and third member. The flange extends between a first end provided on the second member and a second end provided on the third member. The flange is adapted to receive a portion of the outer surface of the head pipe. The first end of the flange and the second end of the flange are welded to the outer surface of the head pipe. In an embodiment, a portion of the flange which receives the head pipe is semi-circular in shape.
[010] In an embodiment, a first imaginary line extending from the top edge and a second imaginary line extending from the bottom edge of the second member or third member of the first bracket intersects at a point positioned away from the outer surface of the head pipe.
[011] In an embodiment, the first member of the first bracket comprises one or more first mounting holes to receive the second bracket.
[012] In an embodiment, the second bracket comprises a first wall, a second wall and a third wall. The first wall extends between a first end and second end in a vehicle front-rear direction. The second wall extends from the first end of the first wall in the vehicle left direction. The third wall extends from the second end of the first wall in the vehicle left direction.
[013] In an embodiment, the first wall of the second bracket comprises one or more second mounting holes and one or more third mounting holes. The one or more second mounting holes are adapted to align with the one or more first mounting holes of the first member of the first bracket and receive one or more fasteners. The one or more third mounting holes are adapted to receive the lock.
[014] In an embodiment, the lock is inclined with respect to the second bracket in a direction towards a handlebar of the vehicle such that lock is easily accessible to a rider of the vehicle.
[015] In an embodiment, the second wall of the second bracket partially overlaps the second member of the first bracket and the third wall of the second bracket partially overlaps the third member of the first bracket.

BRIEF DESCRIPTION OF THE DRAWINGS
[016] Reference will be made to embodiments of the invention, examples of which may be illustrated in accompanying figures. These figures are intended to be illustrative, not limiting. Although the invention is generally described in context of these embodiments, it should be understood that it is not intended to limit the scope of the invention to these particular embodiments.
Figure 1 illustrates a schematic view of a vehicle 100, in accordance with an embodiment of the present invention.
Figure 2 is a perspective view of a frame structure of the vehicle, in accordance with an embodiment of the present invention.
Figure 3 is a perspective view of a lock received on the head pipe via a first bracket and a second bracket , in accordance with an embodiment of the present invention.
Figure 4 is a schematic view of a front portion of the vehicle as viewed by a rider seated on the vehicle, in accordance with an embodiment of the present invention.
Figure 5 is a sectional view of a head pipe with the lock cut along a longitudinal axis of the head pipe, in accordance with an embodiment of the present invention.
Figure 6 illustrates the lock being received on the head pipe of the vehicle via the first bracket and the second bracket, in accordance with an embodiment of the present invention.
Figure 7a illustrates a front view of the first bracket and Figure 7b is a sectional view of the first bracket along line X-X’, in accordance with an embodiment of the present invention. Figure 7c is a perspective view of the first bracket, in accordance with an embodiment of the present invention.
Figure 8a is a perspective view of the first bracket being received on the head pipe, in accordance with an embodiment of the present invention.
Figure 8b is a schematic view illustrating the head pipe and the first bracket shown in Figure 8a as viewed in B-B direction.
Figure 9 illustrates a side view of the first bracket, in accordance with an embodiment of the present invention.
Figure 10 illustrates inclination of the lock with respect to the second bracket, in accordance with an embodiment of the present invention.
Figure 11 illustrates an overlap of the second bracket with the first bracket, in accordance with an embodiment of the present invention.
Figure 12 illustrate a style panel being assembled on the vehicle, in accordance with an embodiment of the present invention.

DETAILED DESCRIPTION OF THE INVENTION
[017] Various features and embodiments of the present invention here will be discernible from the following further description thereof, set out hereunder.
[018] Arrows provided in the top right or left corner of Figures depict direction with respect to the two-wheeled vehicle, wherein an arrow F denotes front direction, an arrow R indicates rearward direction, an arrow UP denotes upward direction, an arrow DW denotes downward direction, an arrow Rt denotes right direction, an arrow Lt denotes left direction, as and where applicable. Also, it is to be understood that the phraseology and terminology used herein is only for the purpose of description and should not be regarded as limiting.
[019] Figure 1 illustrates a schematic view of a vehicle 100, in accordance with an embodiment of the present invention. As an example, the motor vehicle 100 is a scooter type vehicle. The vehicle 100 has a prime mover (not shown) that is disposed behind a floorboard 104 and below a seat assembly 122 and/or a storage area (not shown). The prime mover (not shown) is one of an internal combustion engine and/or an electric motor adapted to provide motive force for vehicle movement. The vehicle 100 has a front wheel 126, a rear wheel 128 and a frame structure 102 [Refer Figure 2] and a fuel tank (not shown).
[020] A head pipe 202 [Refer Figure 2] connects to the frame structure 102. The head pipe 202 supports a steering member/steering shaft 106 [Refer Figure 3] and a front suspension [not shown] attached to the steering member/steering shaft 106 through a lower bracket [not shown]. The front suspension support the front wheel 126. The upper portion of the front wheel 126 is covered by a front fender 130 mounted to the front suspension. In an embodiment, the front fender 130 is movable along with the front wheel 126, during travel over undulations on a road surface. A handlebar 132 is fixed to upper bracket (not shown) and can rotate about the steering member/steering shaft 106 for turning the vehicle 100. A headlight [not shown], a visor guard 134 and instrument cluster [not shown] is arranged on an upper portion of the head pipe 202.
[021] Further, the fuel tank may be mounted below the floorboard 104 of the vehicle 100. However, this should not be construed as limiting and fuel tank may be provided at other locations. A rear suspension [not shown] is provided to the rear wheel 128 for dampening the vibrations induced during travel of the vehicle 100 over undulations on the road surface. A taillight unit 136 is disposed at the end of the vehicle 100 and at the rear of the seat assembly 122. A grab rail 138 is also provided for facilitating the grip and/or balance to the rider on the vehicle 100 during movement. The rear wheel 128 is arranged below the seat assembly 122 and adapted to receive the motive force from the prime mover. A suitable transmission assembly [not shown] is provided for transferring the drive force from the prime mover onto the rear wheel 128 for driving the vehicle 100. In an embodiment, the driving force of the prime mover is transmitted through a chain drive [not shown]. A rear fender 140 is disposed above the rear wheel 128. An exhaust pipe 142 is also provided, for the prime mover of internal combustion engine type, that extends therefrom towards the rear end of the vehicle 100.
[022] Figure 2 is a perspective view of a frame structure 102 of the vehicle 100, in accordance with an embodiment of the present invention.
[023] As shown, the frame structure 102 is connected to the head pipe 202. The head pipe 202 supports the steering member/steering shaft 106 (Refer Figure 3) rotatably support on the head pipe 202 for steering the vehicle 100 in a rotatable range. The frame structure comprises a main tube 102a that extends downwards from head pipe 202 and ends with floorboard tubes 102b that extends in a longitudinal direction of the vehicle 100 and connects with a cross tube 102c that extends in lateral direction of the vehicle 100.
[024] Figure 3 is a perspective view of a lock 210 received on the head pipe 202 via a first bracket 206 and a second bracket 208, in accordance with an embodiment of the present invention. Figure 4 is a schematic view of a front portion of the vehicle 100 as viewed by a rider seated on the vehicle 100, in accordance with an embodiment of the present invention. Figure 5 is a sectional view of head pipe 202 with the lock 210 cut along a longitudinal axis of the head pipe 202, in accordance with an embodiment of the present invention.
[025] As shown in Figure 3, Figure 4 and Figure 5, the first bracket 206 is mounted on the head pipe 202 and the second bracket 208 is removably mounted on the first bracket 206. The lock 210 for locking an ignition switch and/or the steering member/steering shaft 106 is received on the second bracket 208. The lock 210 shown in Figure 3 is an integrated steering/ignition lock capable of locking and unlocking both the steering member/steering shaft 106 as well as the ignition switch of the vehicle 100. The lock 210 may be a mechanical lock or an electric lock. The construction of the second bracket 208 is generally different for the mechanical lock and the electric lock. The second bracket 208 is detachably mounted on the first bracket 206. In the present invention, as the second bracket 208 is detachably mounted on the first bracket 206, different type of brackets (and thereby locks such as mechanical or electrical) can be used in the vehicle 100 without damaging the head pipe 202 of the vehicle 100. In one non-limiting example, a second bracket 208 having mechanical lock may be simply replaced with a second bracket 208 having electrical lock without damaging the head pipe 202 or the first bracket 206, and the vice versa is also true. Figure 5 illustrates a longitudinal axis L1 of the head pipe 202 and a lateral axis L2 of the head pipe 202.
[026] Figure 6 illustrates the lock 210 being received on a head pipe 202 via a first bracket 206 and a second bracket 208, in accordance with an embodiment of the present invention.
[027] As shown, the first bracket 206 comprises a first member 212, a second member 214 and a third member 216 (Refer Figure 7). The first member 212 extends between a first end 212a and a second end 212b in a vehicle front-rear direction. The second member 214 extends from the first end 212a of the first member 212 in a vehicle left direction. The third member 216 extends from the second end 212b of the first member 212 in the vehicle left direction. The head pipe 202 is received at least partially between the second member 214 and the third member 216 of the first bracket 206 which provides more robustness and better load distribution during steering of the vehicle 100.
[028] The first member 212 also extends between a top end 212c and a bottom end 212d in a vehicle upward-downward direction. The top end 212c of the first member 212 of the first bracket 206 is positioned higher than a top end 202a of the head pipe 202, which ensures better torsional stiffness of the first bracket 206.
[029] The second bracket 208 comprises a first wall 218, a second wall 220 and a third wall 222. The first wall 218 extends between a first end 218a and a second end 218b in a vehicle front-rear direction. As shown in the Figure 6, the first wall 218 may be made of a stepped portions. However, such a construction of the first wall 218 should not be construed as limiting. The second wall 220 of the second bracket 208 extends from the first end 218a of the first wall 218 in the vehicle left direction. The third wall 222 extends from the second end 218b of the first wall 218 in the vehicle left direction.
[030] As shown, the first member 212 of the first bracket 206 has one or more first mounting holes M1. The first wall 218 of the second bracket 208 has one or more second mounting holes M2 and one or more third mounting holes M3. The one or more first mounting holes M1 of the first bracket 206 are aligned with one or more second mounting holes M2 of the second bracket 208 and fastened with one or more now known or later developed fasteners F. The one or more third mounting holes M3 on the second bracket 208 are adapted to receive the lock 210. The lock 210 is assembled on to the first wall 218 of the second bracket 208 by means of one or more now known or later developed fasteners. The head pipe 202 is welded to the first bracket 206 as discussed in subsequent Figures.
[031] Figure 7a illustrates a front view of the first bracket and Figure 7b is a sectional view of the first bracket along line X-X’, in accordance with an embodiment of the present invention. Figure 7c is a perspective view of the first bracket, in accordance with an embodiment of the present invention.
[032] As shown, the first bracket 206 comprises the first member 212, the second member 214 and the third member 216. Each of the second member 214 and the third member 216 comprises a top edge 224, a bottom edge 226, a front edge 228 and a rear edge 230. The top edge 224 and the bottom edge 226 are parallel or inclined at an acute angle with respect to the lateral axis of the head pipe 202 and the front edge 228 and the rear edge 230 are parallel or inclined with respect to the longitudinal axis of the head pipe 202.
[033] The first bracket 206 further comprises an inner surface 232 and an outer surface 234 (Refer Figure 7). In other words, each of the first member 212, second member 214 and the third member 216 comprises an inner surface 232 and an outer surface 234. The inner surfaces 232 of the first bracket 206 faces the head pipe 202. A flange 236 is formed on the inner surface 232 of the first bracket 206. In other words, the flange 236 is formed on the inner surfaces 232 of the first member 212, the second member 214 and the third member 216. The flange 236 extends between a first end 236a and a second end 236b. The flange 236 is adapted to receive a portion of an outer surface 202b (Refer Figure 6) of the head pipe 202. The first end 236a of the flange 236 is provided on the second member 214 of the first bracket 206 and the second end 236b is provided on the third member 216 of the first bracket 208 such that, when the heap pipe 202 is received between the second member 214 and the third member 216, the first end of the flange and the second end 236b of the flange are welded to the outer surface 202b of the head pipe 202. In one non-limiting example, the flange 236 is semi-circular in shape and extends from the inner surface 232 of the first bracket 206 in a direction towards the head pipe 202 received partially between the second member 214 and the third member 216. It should be understood that the flange has an upper edge 236c and a lower edge 236d.
[034] Figure 8a is a perspective view of the first bracket being received on the head pipe, in accordance with an embodiment of the present invention. Figure 8b is a schematic view illustrating the head pipe and the first bracket shown in Figure 8a as viewed in B-B direction.
[035] As shown, the head pipe 202 is partially received between the second member 214 and third member 216 of the first bracket 206. The first bracket 206 also comprises a flange 236 (indicated by dotted lines), the first end 236a and the second end 236b (refer Figure 7c) of which is welded to the head pipe.
[036] Figure 9 illustrates a side view of the first bracket 206, in accordance with an embodiment of the present invention.
[037] As shown, a first imaginary line P1 extending from the top edge 224 of the second member 214 of the first bracket 206 and a second imaginary line P2 extending from the bottom edge 226 of the second member 214 intersects at a point P away from the outer surface 202b of the head pipe 202, to provide better strength to the first bracket 206. Although not shown, this is also true for third member 216 of the first bracket 206.
[038] Figure 10 illustrates inclination of the lock 210 with respect to the second bracket 208, in accordance with an embodiment of the present invention.
[039] As shown, the lock 210 is inclined with respect to the second bracket 208 in a direction towards a handlebar 132 (Refer Figure 2) of the vehicle 100 such that the lock is easily accessible to a rider of the vehicle 100.
[040] Figure 11 illustrates an overlap of the second bracket 208 with the first bracket 206, in accordance with an embodiment of the present invention.
[041] As shown, the second wall 220 of the second bracket 208 partially overlaps the second member 214 of the first bracket 206. Similarly, although not shown, the third wall 222 of the second bracket 208 partially overlaps the third member 216 of the first bracket 206. Such overlap ensures higher rigidness for locking the steering and/or ignition lock 210 when vehicle 100 is parked in stationary condition with handlebar 132 rotated towards left direction of the vehicle 100. The symbol “Z” in the Figure defines the extent of overlap between the second member 214 and the second wall 220 which is also true for the third member 216 and third wall 222.
[042] Figure 12 illustrate a style panel 238 being assembled on the vehicle 100, in accordance with an embodiment of the present invention.
[043] As shown, the periphery of the style panel 238 will be adapted to correspond with the outer periphery of the lock 210. The style panel 238 will be assembled such that a portion of the lock 210 in which a key to lock or unlock the vehicle 100 is inserted is accessible to the rider of the vehicle 100
[044] The claimed features of the present invention as discussed above are not routine, conventional, or well understood in the art, as the claimed features enable the following solutions to the existing problems in conventional technologies. Specifically, the technical problem of damage to the head pipe and bracket when the mechanical locks are to be replaced by the electric locks or vice versa is solved by the present invention.
[045] The first bracket 206 of the present invention provides lesser manufacturing deviations to frame, as it is mounted on the head pipe 202 and parallel to longitudinal axis L1 of the head pipe 202. This results in lock 210 to match perfectly with style parts, thereby resulting in providing better aesthetics to vehicle 100.
[046] The edges of the second member 214 and the third member 216 are parallel to the edges of the flange 236. This enhances ease of manufacturing handling and assembly of the first bracket 206, thereby decreasing costs.
[047] The first bracket 206 is welded to the head pipe 202 and the second bracket 208 is removably mounted on the first bracket 206. As the second bracket 208 is detachably mounted to the first bracket 206, the lock 210 can be easily replaced without damaging the head pipe 202 or the first bracket 206. As locks can be easily replaced, the cost of maintenance and serviceability is also reduced.
[048] While the present invention has been described with respect to certain embodiments, it will be apparent to those skilled in the art that various changes and modification may be made without departing from the scope of the invention as defined in the following claims.

, Claims:WE CLAIM:

1. A vehicle (100) comprising:
a head pipe (202);
a steering member (106) rotatably supported by the head pipe (202) for steering the vehicle (100);
a first bracket (206) mounted on the head pipe (202); and
a second bracket (208) removably mounted on the first bracket (206) and adapted to receive a lock (210) for locking or unlocking at least one of an ignition switch and the steering member (106) of the vehicle (100).

2. The vehicle (100) as claimed in claim 1, wherein the first bracket (206) comprises:
a first member (212) extending between a front end (212a) and second end (212b) in a vehicle front-rear direction;
a second member (214) extending from the first end (212a) of the first member (212) in a vehicle left direction; and
a third member (216) extending from the second end (212b) of the first member (212) in the vehicle left direction.

3. The vehicle (100) as claimed in claim 1, wherein the heap pipe (202) is received at least partially between the second member (214) and the third member (216) of the first bracket (206).

4. The vehicle as claimed in claim 2, wherein the first member (212) extends between a top end (212c) and a bottom end (212d) in a vehicle upward-downward direction, the top end (212c) being positioned higher than a top end (202a) of the head pipe (202).

5. The vehicle (100) as claimed in claim 2, wherein each of the second member (214) and the third member (216) comprises a top edge(224), a bottom edge(226), a front edge(228) and a rear edge(230), the top edge(224) and bottom edge(226) being parallel or inclined at an acute angle with respect to a lateral axis (L2) of the head pipe (202) and the front edge (228) and the rear edge (230) being parallel to a longitudinal axis (L1) of the head pipe (202).

6. The vehicle (100) as claimed in claim 5, wherein each of the first member (212), the second member (214) and the third member (216) comprises an inner surface (232) and an outer surface (234), the inner surfaces (232) of the first member (212), the second member (214) and the third member (216) facing an outer surface (202b) of the head pipe (202).

7. The vehicle (100) as claimed in claim 6, wherein a flange (236) is formed on the inner surface (232) of the first member (212), second member (214) and third member (216), the flange (236) extending between a first end formed on the second member (214) and a second end (236b) formed on the third member (216), the flange adapted to receive a portion of the outer surface (202b) of the head pipe (202).

8. The vehicle (100) as claimed in claim 7, wherein the first end of the flange (236) and the second end (236b) of the flange (236) are welded to the outer surface (202b) of the head pipe (202).

9. The vehicle (100) as claimed in claim 5, wherein a first imaginary line (P1) extending from the top edge (224) of the second member (214) or the third member (216) and a second imaginary line (P2) extending from the bottom edge (226) of the second member (214) or the third member (216) intersects at a point (P) positioned away from the outer surface (202b) of the head pipe (202).

10. The vehicle (100) as claimed in claim 2, wherein the first member (212) of the first bracket (206) comprises one or more first mounting holes (M1) to receive the second bracket (208).

11. The vehicle (100) as claimed in claim 1 or claim 2, wherein the second bracket (208) comprises
a first wall (218) extending between a first end (218a) and second end (218b) in a vehicle front-rear direction;
a second wall (220) extending from the first end (218a) of the first wall (218) in the vehicle left direction; and
a third wall (222) extending from the second end (218b) of the first wall (218) in the vehicle left direction.

12. The vehicle (100) as claim 10 or claim 11, wherein the first wall (218) of the second bracket (208) comprises one or more second mounting holes (M2) adapted to align with the one or more first mounting holes (M1) of the first member (212) of the first bracket (206) and receive one or more fasteners and one or more third mounting holes (M3) to receive the lock (210).

13. The vehicle (100) as claimed in claim 1 or claim 12, wherein the lock (210) is inclined with respect to the second bracket (208) in a direction towards a handlebar (132) of the vehicle (100) such that the lock (210) is easily accessible to a rider of the vehicle (100).

14. The vehicle (100) as claimed in claim 11, wherein the second wall (220) of the second bracket (208) partially overlaps the second member (214) of the first bracket (206) and the third wall (222) of the second bracket (208) partially overlaps the third member (216) of the first bracket (206).