Claims:I/We Claim:
1. A vehicle resting device (204) of a vehicle (100), said vehicle resting device (204) comprising:
a first link (306);
a second link (312);
a first member (304); and
a second member (305);
wherein,
said first link (306) and said second link (312) of said vehicle resting device (204) are connected by said first member (304) and said second member (305);
wherein,
said at least one member (304, 305) of said first member (304) and said second member (305) has an outer diameter smaller than at least another member (304, 305) of said first member (304) and said second member (305); and

wherein,
a first span (S1’) of said first link (306) is larger than a second span (S2) of said second link (312).
2. A vehicle resting device (204) of a vehicle (100), said vehicle resting device (204) comprising:
a first link (306);
a second link (312); and
an integrated member (310);
wherein,
said first link (306) and said second link (312) are connected by said integrated member (310); and
wherein,
a first span (S1’) of said first link (306) is larger than a second span (S2) of said second link (312).
3. The vehicle resting device (204) of a vehicle (100) as claimed in claim 1, wherein a first region (304a) is formed when said first member (304) and said second member (305) overlaps each other at least partially to couple with each other.
4. The vehicle resting device (204) of a vehicle (100) as claimed in claim 1 or claim 2, wherein said first link (306) includes a first portion (306a) and a second portion (306b).
5. The vehicle resting device (204) of a vehicle (100) as claimed in claim 4, wherein said first portion (306a) of said first link (306) extends as a straight tubular structure downwardly up to approximately half of the length of said first link (306).
6. The vehicle resting device (204) of a vehicle (100) as claimed in claim 4, wherein said second portion (306b) of said first link (306) bends as an outwardly extending curved structure of approximately S shaped.
7. The vehicle resting device (204) of a vehicle (100) as claimed in claim 1 or claim 2, wherein said second link (312) is a straight tubular structure.
8. The vehicle resting device (204) of a vehicle (100) as claimed in claim 1 or claim 2, wherein said first member (304) and said second member (305) has a first elastic member (303) wound across said first member (304) and said second member (305), wherein said first elastic member (303) is connected to a first provision (308) and a second provision (314), connecting said first link (306) and said second link (312) respectively.
9. The vehicle resting device (204) of a vehicle (100) as claimed in claim 1 or claim 2, wherein said first link (306) and said second link (312) are coupled to each other by means of a first elastic member (303).
10. The vehicle resting device (204) of a vehicle (100) as claimed in claim 1 or claim 2, wherein said first link (306) is configured to be actuated by the user by actuating force in a rotary manner about an axis AA’ of a bolt and nut fastener (205) such that said first link (306) is capable of rotating independent of said second link (312).
11. The vehicle resting device (204) of a vehicle (100) as claimed in claim 1 or claim 2, wherein said first link (306) of said vehicle resting device (204), moves ahead of said second link (312) of said vehicle resting device (204) when actuated by the user to engage the vehicle resting device (204).
12. The vehicle resting device (204) of a vehicle (100) as claimed in claim 1 or claim 2, wherein said vehicle resting device (204) is additionally coupled to a main frame (200) by means of a second elastic member (207), attached in between one or more bracket (318) and a first support member (209).
13. The vehicle resting device (204) of a vehicle (100) as claimed in claim 1 or claim 2, wherein said first member (304) and said second member (305) along with said first elastic member (303) has a first element (301) and a second element (302) disposed above said first member (304) and said second member (305) along with said first elastic member (303) when viewed from rider’s perspective.
14. The vehicle resting device (204) of a vehicle (100) as claimed in claim 1 or claim 2, wherein said first member (304) and said second member (305) of said vehicle resting device (204) have a third member (316) and a fourth member (317) disposed below said first member (304) and said second member (305).
15. The vehicle resting device (204) of a vehicle (100) as claimed in claim 1 or claim 2, wherein said third member (316) is attached to a first link (306), and said fourth member (317) is attached to a second link (312).
16. The vehicle resting device (204) of a vehicle (100), as claimed in claim 1 or claim 2, wherein said first link (306) has a control lever (309) attached to the outer area of said first link (306) oriented away from a main frame (200).
17. The split centre stand (204) of a vehicle (100), as claimed in claim 1 wherein, said first link (306) and said second link (312) have a fifth member (311) and a sixth member (315) attached to said first link (306) and said second link (312).
18. A method of operating a vehicle resting device (204) of a vehicle (100) comprising:
rolling of said vehicle (100) in a direction away from a rider;
bringing down of a first link (306) towards the ground by means of stepping on a control lever (309);
rolling of said vehicle (100) in a direction towards the rider;
moving of a second link (312) towards the ground automatically by means of a first elastic member (303) of said vehicle resting device (204);
constraining yaw motion (Y) of said vehicle (100) by means of a first member (304) and a second member (305) attached to said first link (306) and said second link (312);
restricting movement of said second link (312) behind a first line (206) by a third member (316), which limits the position of a fourth member (317); and
lifting of said vehicle (100) allowing said vehicle (100) to rest on said vehicle resting device (204). , Description:Technical Field
[0001] The present subject matter described herein relates to a vehicle resting device of a vehicle. More particularly, the present subject matter is a patent of addition with respect to a vehicle resting device disclosed in the patent application number 202041032419, herein called as the parent patent application. The present subject matter offers an improvement over the subject matter as claimed in the aforementioned patent application.
BACKGROUND
[0002] Conventionally, two types of vehicle resting devices are used for placing a two wheeled vehicle in standing state, namely a side stand and a centre stand. Both these vehicle resting devices undergo static loading and aid in stability of the vehicle when the vehicle is vertically placed. The side stand allows a two-wheeler to lean on its left side, when viewed from a rider’s perspective, while the centre stand allows the two wheeled vehicles to be kept upright without leaning against another object.
[0003] The centre stand is usually made of metal, which is attached downwardly on the vehicle frame and makes contact with the underlying ground. The centre stand can be generally located in the middle of the two-wheeled vehicle or towards the rear side of the two wheeled vehicles. Typically, some touring bicycles also have two centre stands, which include one centre stand at the rear side of the vehicle, and the other centre stand disposed at the front side of the vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS
[0004] The detailed description is described with reference to a two wheeled vehicle along with the accompanying figures. The same numbers are used throughout the drawings to reference like features and components.
[0005] Fig. 1 to Fig 1a illustrates a left-hand side view of a two wheeled vehicle, when viewed from left hand side of the rider while the rider is in riding position, in accordance with an embodiment of the present invention.
[0006] Fig. 2 illustrates rear perspective view of a main frame of a vehicle with a zoomed view of a split centre stand in accordance with an embodiment of the present invention.
[0007] Fig. 3 illustrates a perspective view of a split centre stand in accordance with an embodiment of the present invention.
[0008] Fig. 4 illustrates a cross-sectional view of the first member and the second member of the split centre stand in accordance with an embodiment of the present invention.
[0009] Fig. 5 illustrates a perspective view of the essential components of the split centre stand in accordance with an alternate embodiment of the present invention.
[00010] Fig. 6 illustrates an exploded perspective view of a split centre stand in accordance with an embodiment of the present invention.
[00011] Fig. 7 illustrates the calculation of the half span of the split centre stand in accordance with an embodiment of the present subject matter.
[00012] Fig. 8 illustrates a perspective view of the second link of the split centre stand in accordance with an embodiment of the present invention.
DETAILED DESCRIPTION
[00013] Most modern two wheelers come with both a side stand and a centre stand. On daily use basis, a rider usually opts for application of the side stand when compared to centre stand. However sole dependence on side stand over a period of time causes issues, for example, developing of fatigue failure in the side stand. Along with it, sometimes the rider forgets to remove the side stand and starts driving the vehicle which often increases chances of an accident. Also, since usage of side stand places the two-wheeler in slightly slanting position in parked condition, leaning towards the left side of the vehicle, the vehicle requires more parking space when compared with a centre stand usage. Moreover, for application of side stand an underlying leveled ground is a necessity to maintain the stability of the vehicle, which is not possible at many times due to uneven underlying surface. Also mere application of side stand cannot be trusted with a two wheeled vehicle wherein wheels cannot be locked in place and vehicle tends to move especially on inclined terrain.
[00014] Therefore, it is advisable to place a vehicle on centre stand when parked especially when the vehicle is left unattended for a longer duration of time. Also placing of a vehicle on centre stand aids in easy tire replacement and facilitates serviceability of the vehicle. The need of a completely flat surface is obviated as in case of side stand, when the vehicle is placed on a centre stand. Moreover, vehicle loading is facilitated while the vehicle is placed on a centre stand.
[00015] Conventional method of applying a centre stand requires considerable amount of human efforts as the centre stand needs to be stepped upon by means of a lever which is present on one end of the either of limbs of the centre stand and then the vehicle needs to be lifted manually. This manual lifting of the vehicle up to a certain height requires considerable amount of effort, application of which becomes a herculean task, especially for heavier vehicles. Also, sometimes due to the considerable amount of effort required, the rider can also end up getting leg or back injuries. Due to this, centre stand application which though has its own benefits is applied on rare occasions by most of the riders.
[00016] Therefore, known arts related to centre stand have considered effort reduction while applying the centre stand as a challenge and tried to improvise the conventional centre stands. In some known arts as a replacement to man power, an electronically operated linear actuator, driven by battery, is used to lift the vehicle to place the vehicle on the centre stand. A linear actuator is an actuator that creates motion in a straight line. The operation is controlled by a toggle switch which lifts the lower unit of the centre stand assembly and apparently brings it down in order to lift the vehicle.
[00017] In other known arts, a hydraulic actuator is used to reduce rider effort while applying the centre stand. In some other known arts mechanical arrangement using rack arrangement is used which aids in adjusting the centre stand automatically according to the road surface and the effort reduction is achieved by using mechanical actuator operating through switches.
[00018] Effort reduction is possible while applying centre stand with a linear actuator, or a mechanical actuator or a hydraulic actuator but such known art designs are cost extensive and complex in design when compared to traditional centre stands and also add to the number of parts which is often a challenge especially in the vicinity of the centre stand of the vehicle.
[00019] All above discussed known arts have disclosed about using electronic or mechanical assistance to apply the centre stand, but in the same conventional method which owing to one or more drawbacks are not desirable.
[00020] Some other known arts related to vehicles, for example, scooters use centre stands for the purpose of effort reduction which has an additional lever which aids in effort reduction while applying the centre stand. However, these centre stands cannot be implemented on other vehicles such as motorcycles. This is because easy centre stands are designed keeping in consideration of the ergonomics of a scooter like vehicle, where the rearward mass of the vehicle is more than the forward mass of the vehicle. Additionally, the ergonomics of vehicles like a motorcycle is considerably different, as the rearward mass of the vehicle is approximately equal to the forward mass of the vehicle.
[00021] In other known arts the effort reduction is achieved by providing a centre stand, in which both legs of the centre stand are capable of independent movement. The first leg is configured to be actuated by the user by actuating force in a rotary manner about an axis of fastener such that the first leg is capable of rotating independent of the second leg. These centre stands are complex in construction and face constant problem of vehicle instability caused due to yaw motion of the vehicle while engaging the stand.
[00022] Upon application of the centre stand, the vehicle yaws and moves across a yaw axis of the vehicle such that the vehicle changes the direction it is pointing and shifts from one position to another position, causing instability of the vehicle. Such instability of the vehicle while applying the centre stand reduces the confidence of the rider while handling the vehicle.
[00023] The parent patent application (202041032419) discloses about a split type centre stand that involves lifting of the centre stand by using roll motion of the vehicle. Since the parent application of the center stand involves rolling of the vehicle, the span of the centre stand legs from the vehicle plane becomes very important in determining the amount of roll required to apply the centre stand. Eventhough as disclosed in the parent patent application, rolling metthod to engage the center stand reduces the effort of the rider, there still exists a limitation in terms of space available for engaging the center stand by rolling. The lesser the space available, the higher the difficulty of application of the center stand. Thus, there is a requirement to enable more effective appliction of the center stand irrespective of the space available in the vicinity of the vehicle. Moreover, further effort reduction in applying the centre stand becomes desirable.
[00024] Hence there is a need of a vehicle resting device that is ergonomically comfortable and layout wise suitable for all types of two wheelers; simple in construction; purely mechanically driven; cost effective; eliminates instability due to yaw motion of the vehicle and has reduced effort requirement during the application of the vehicle resting device when compared with a traditionally used vehicle resting device. Also, there is a need of an improved centre stand that enables effective appliction of the center stand irrespective of the space available in the vicinity of the vehicle.
[00025] The present subject matter has been devised in view of the above circumstances as well as solving other problems of the known art.
[00026] The present subject matter relates to a vehicle resting device including a first link, a second link, a first member, and a second member. The first link and the second link of the vehicle resting device are connected by the first member and the second member. At least one member of the first member and the second member has an outer diameter smaller than at least another member of the first member and the second member; and a first region is formed when the first member and the second member overlap each other at least partially to couple with each other; and a first span of the first link is larger than a second span of the second link.
[00027] In an alternate embodiment of the present subject matter, a vehicle resting device is configured with a first link, a second link, and an integrated member. The first link and the second link are connected by the integrated member, and a first span of the first link is larger than a second span of the second link.
[00028] As per an aspect of the present subject matter, the split centre stand is mounted to a main frame of the two wheeled vehicles by means of a bolt and nut fastener while being sandwiched between one or more brackets. The main frame and the split centre stand are also connected by means of a second elastic member for example a retainer spring, which is attached in between one of the brackets and a first support member.
[00029] As per another aspect of the present embodiment of the present subject matter, the first link and the second link are pivotally attached to main frame. The first link and the second link act as the two separate legs of the split centre stand of the vehicle. The motion of the first link and the second link is independent to each other, such that when spilt centre stand is applied, the first link moves ahead of the second link. The first and the second link of the split centre stand have unrestricted motion relative to one other which gives both links more degree of freedom when compared to known arts.
[00030] As per another aspect of the present embodiment of the present subject matter, the first link extends to a straight tubular structure downwardly up to approximately half of the length of the first link. Further the first link bends in an outwardly extending curved structure of approximately S shaped, which ends with a fifth member giving stability to the first link. This alteration of the first link of the centre stand alters the span of the centre stand in order to control (reduce) the amount of vehicle rolling required. The second link is a straight tubular structure having a sixth link.
[00031] As per another aspect of the present subject matter, a control lever for the split centre stand is welded on to the outer area of the first link of the centre stand. The control lever aids in applying the centre stand by means of the rider’s foot.
[00032] As per another aspect of the present embodiment of the present subject matter, the two-separate links of the split centre stand are connected by means of a torsional spring. The torsional spring connecting the two links ensures that second link follows the motion of the first link when required. The torsional spring is wound across the first member and the second member and the first elastic member is connected to a first provision and a second provision, connecting the first link and the second link. This additional mechanism connecting the two links ensures that the second link does not cross the angular position of the first link, thus ensuring stability of the two-wheeled vehicle when the centre stand is engaged. The torsional spring is mounted to a first link and a second link through a first provision and a second provision on a first gusset and a second gusset welded to the first link and the second link respectively. The torsional spring in the present subject matter aids in reduction of the required effort during the application of the split centre stand.
[00033] As per another aspect of the present embodiment of the present subject matter, the two wheeled vehicle rests on the split centre stand with the aid of a first element and a second element. The first element and the second element are disposed above two separate members, viz, on the first member and the second member, along with the first elastic member when viewed from rider’s perspective.
[00034] As per an alternate embodiment of the present subject matter, the first link and the second link of the split centre stand are connected by the first member and the second member such that the second member gets inserted in the first member. This oblivates the possibility of any gap in between the first member and the second member. This oblivation of the gap between the first member and the second member improves the stability while engaging the centre stand and reduces the yaw motion of the vehicle.
[00035] As per another aspect of the present embodiment of the present subject matter, a pair of members, viz. a third member and a fourth member are disposed below the first member and the second member of the split centre stand. The third member is attached to the first link, and has a curved feature on the inward side. The fourth member is attached to the second link. The curved feature on the third member accommodates the fourth member, such that the fourth member is inside the curved feature of the third member. This configuration of the third member and the fourth member together aids in restricting movement of the second link and keeps the first link ahead of the second link while applying centre stand. Also, the layout design of the third member and the fourth member aids in restricting the movement of the first link ahead of the second link or second link ahead of the first link, when the centre stand is not applied and vehicle is in moving condition and the vehicle comes across any road bumps or holes present on the road.
[00036] As per another aspect of the present embodiment of the present subject matter, a fifth member and a sixth member is welded to the first link and the second link to increase contact between the split centre stand and the ground for stability.
[00037] As per another aspect of the present embodiment, the split centre stand is driven completely by mechanical force.
[00038] As per an efficacy of the present subject matter, the simple construction of the split centre stand enables easy application of the split centre stand and thus requires minimal human effort.
[00039] As per another efficacy of the present subject matter, the effort required to apply the present split centre stand is considerably reduced because of the designed shape of the first link of the split centre stand and the torsional spring in the present subject matter.
[00040] As per another efficacy of the present subject matter, the present split centre stand requires less parking space for the vehicle.
[00041] As per another efficacy of the present subject matter, the present split centre stand is easy to handle even for heavier vehicles because of its reduced effort requirement.
[00042] As per another embodiment of the present subject matter, the present split centre stand can be applied to any powered two-wheeler that has the option of centre stand.
[00043] As per another embodiment of the present subject matter, the effort reduction in present split centre stand is more than 50% when the effort is measured at the pillion handle as compared to the split centre stand disclosed by the parent patent application.
[00044] Exemplary embodiments detailing features regarding the aforesaid and other advantages of the present subject matter will be described hereunder with reference to the accompanying drawings. Various aspects of different embodiments of the present invention will become discernible from the following description set out hereunder. Rather, the following description provides a convenient illustration for implementing exemplary embodiments of the invention. It should be noted that the description and figures merely illustrate principles of the present subject matter. Various arrangements may be devised that, although not explicitly described or shown herein, encompass the principles of the present subject matter. Moreover, all statements herein reciting principles, aspects, and examples of the present subject matter, as well as specific examples thereof, are intended to encompass equivalents thereof. Further, it is to be noted that terms “upper”, “down”, “right”, “left”, “front”, “forward”, “rearward”, “downward”, “upward”, “top”, “bottom”, “exterior”, “interior” and like terms are used herein based on the illustrated state or in a standing state of the two wheeled vehicle with a driver riding thereon. Furthermore, arrows wherever provided in the top right corner of figure(s) in the drawings depicts direction with respect to the vehicle, wherein an arrow F denotes front direction, an arrow R indicates rear direction, an arrow Up denotes upward direction, an arrow Dw denotes downward direction, an arrow RH denotes right side, and an arrow LH denotes left side. Also, it is to be understood that the phraseology and terminology used herein is for the purpose of description and should not be regarded as limiting.
[00045] Fig. 1 to Fig 1a illustrates a left-hand side view of a two wheeled vehicle 100, when viewed from left hand side of the rider while the rider is in riding position, in accordance with an embodiment of the present invention. The two wheeled vehicle 100 includes a main frame 200 (shown in Fig. 2) to support different parts of the two wheeled vehicle 100. The main frame 200 includes a head tube 201 (shown in Fig. 2) at its front end. The head tube 201 supports a steering shaft (not shown) rotatably in a certain range. In an upper portion of the head tube 201, a handlebar 109 is rotatably integrally connected to the steering shaft (not shown). The handlebar 109 is used to steer the two wheeled vehicle 100 and is connected to a front wheel 104 through the steering shaft (not shown) and a front fork assembly 106. An upper portion of the front wheel 104 is covered by a front fender 116 which prevents mud and water from getting deflected towards the steering shaft (not shown)). Further, the front fork assembly 106 is attached to the front fender 116 by means of a brace fender (not shown).
[00046] In a front portion of the body frame a fuel tank 117 is arranged immediately behind the handlebar 109 and is disposed over a first power source, for example an engine 119. A seat assembly 110 is placed behind the fuel tank 117. The seat assembly 110 includes a front rider seating portion 111a and pillion rider seating portion 111b. The pillion rider seating portion 111b is placed on the rear part of the main frame 200, where the rear part of main frame is covered by the tail cover assembly 103.
[00047] For the safety of the rider and in conformance with the traffic rules, a headlamp unit 112 and a turn signal lamp unit (not shown) are provided in the front portion of the two wheeled vehicle 100. On the rear portion of the two wheeled vehicle 100 a tail lamp 113 and a turn signal lamp unit 118 is provided on the rear portion of the tail cover assembly 103.
[00048] Suspension systems are provided for comfortable steering of the two wheeled vehicle 100 on the road. The front fork assembly 106, which forms the front suspension system, serves as rigidity component just like the main frame. The front fork assembly 106 clamped to the head tube (not shown) through an upper bracket (not shown) and a lower bracket (not shown) is capable of being moved to the left and right. Further, a rear suspension system 115, which is a hydraulic damped arrangement, is connected to the main frame 200. The rear suspension system 115 comprises of at least one rear suspension (not shown) preferably disposed centrally in the longitudinal mid plane of the two wheeled vehicle 100. However, in a two wheeled vehicle 100 with two rear suspensions, the same may be disposed on the left side and the right side respectively of said two wheeled vehicle 100.
[00049] The first power source, for example the engine 119 is mounted to a front lower portion of the main frame by means of an engine mounting bracket (not shown). The engine 119 is equipped with an exhaust system that includes an exhaust pipe (not shown) connected to the engine 119 and a muffler (not shown) connected to the exhaust pipe. The muffler extends rearwards along the right side of the rear wheel 105.
[00050] Further, a swing arm 107 extending rearwards is swingably connected to a lower rear portion of the main frame 200. The rear wheel 105 is rotatably supported at a rear end of the swing arm 107. Power from the engine 119 is transmitted to the rear wheel 105 through a power drive mechanism, such as a drive chain, so as to drive and rotate the rear wheel 105.
[00051] A rider footrest (not shown) is mounted on by means of add-on mounting structure which is mounted on the main frame 200. A rear fender 114 for covering an upper side of the rear wheel 105 is mounted to a rear portion of main frame 200 to prevent mud and water splashed by the rotating rear wheel 105 from entering the muffler, the engine 119 and other parts disposed close by. In the present embodiment since the distance between the rear wheel 105 and the rear fender 114 is large, a second rear fender 102 is provided just above the rear wheel 105.
[00052] To enhance the overall aesthetics of the two wheeled vehicle 100 and to prevent undesired foreign particles from entering parts of the two wheeled vehicle 100, a plurality of rear covers (not shown) is attached to a rear portion of the main frame 200.
[00053] Area below the seat assembly 110 and the fuel tank 117 of the two wheeled vehicle 100 is covered on both sides by a cover frame assembly 101. The cover frame assembly 101 is further connected to main frame 200 and the tail cover assembly 103.
[00054] Fig 1a illustrates the yaw axis Y on a vertical plane AA that has its origin at the vehicles centre of gravity G. The Fig. 1a also illustrates the roll axis R’ on a horizontal plane BB’ of a vehicle 100. Upon application of conventional centre stands, the vehicle yaws and moves across the yaw axis Y of the vehicle such that the vehicle rolls across the roll axis and changes the direction it was originally pointing and shifts from one position to another position, causing instability of the vehicle. This yaw motion reduces the stability of the vehicle while applying centre stand which in return reduces the confidence of the rider.
[00055] Fig. 2 illustrates rear perspective view of a main frame 200 of a vehicle 100 with a zoomed view of a split centre stand 204 in accordance with an embodiment of the present invention. The front portion of the main frame 200 includes a head tube 201. The head tube 201 supports the front suspension assembly, which further supports the handle bar 109 in a steerable manner. The central portion of the main frame 200 includes a single middle tube 202 that extends rearward from the head tube 201. This single middle tube 202 further extends rearward and upward as a rear tube 203 to form the rear portion of the main frame 200, which supports other assemblies of the vehicle100, at the rear portion.
[00056] The lower portion of the main frame 200 supports a side stand 208 and a split centre stand 204. The split centre stand 204 is attached to the main frame 200 of the two wheeled vehicle 100 by means of a bolt and nut fastener 205, sandwiched between the ends of pair of frame brackets 206. The main frame 200 and the split centre stand 204 are also connected by means of a second elastic member 207, for example a retainer spring 207, which is attached in between one of the brackets 206 and a first support member 209.
[00057] Fig. 3 illustrates a perspective view of a split centre stand 204 in accordance with an embodiment of the present invention. The split centre stand 204 includes a first link 306, a second link 312, a first member 304 (shown in Fig. 4), and a second member 305 (shown in Fig. 4). The first link 306 extends to a straight tubular structure downwardly up to approximately half of the length of the first link 306. Further the first link 306 bends in an outwardly extending curved structure of approximately S shaped, which ends with a fifth support member 311 giving stability to the first link 306. The second link 312 is a straight tubular structure having a sixth support member 315. Support members 311 and 315 are substantially plate shaped members which enables enhancing contact area with the ground. The first link 306 and the second link 312 of the vehicle resting device 204 are connected by the first member 304 and the second member 305. At least one member (304, 305) of the first member 304 and the second member 305 has an outer diameter smaller than at least another member (304, 305) of the first member 304. A first region 304a (shown in Fig. 4) is formed when the first member 304 and the second member 305 overlaps each other at least partially to couple with each other. As shown in Figure 7 the first span S1 of the first link 306 on the ground plane is larger than a second span S2 of the second link 312.
[00058] As per an alternate embodiment a vehicle resting device 204 of a vehicle 100, comprises a first link 306, a second link 312, and an integrated member 310 (shown in Fig 7). The first link 306 and the second link 312 are connected by the integrated member 310, and a first span S1 of the first link 306 is larger than a second span S2 of the second link 312.
[00059] The third member 316 (as shown in Fig 5 and Fig 6) is welded to the first link 306 and has a curved opening feature on a rearward side. The fourth member 317 is of a solid cylindrical member which is welded to the second link 312. The curved opening feature on the third member 316 at least partially accommodates the fourth member 317, such that the fourth member 317 is at least partially inside the feature on the third member 316. This arrangement of the third member 316 and the fourth member 317 together aid in restricting movement of the second link 312 (shown in Fig. 3) and keeps the first link 306 (shown in Fig. 3) ahead of the second link 312 while applying the split centre stand 204. Also, the design of the third member 316 and the fourth member 317 aids in restricting the movement of the first link 306 away from the second link 312 or second link 312 ahead of the first link 306, when the split centre stand 204 is not applied and vehicle 100 is in moving condition or the vehicle 100 comes across any road bumps or holes present on the road while moving.
[00060] Fig. 4 illustrates a cross-sectional view of the first member 304 and the second member 305 of the split centre stand 204 in accordance with an embodiment of the present invention. Typically, in conventional vehicles, there is a gap between the first member 304 and the second member 305, therefore during final application of the split centre stand 204, when the first link 306 is brought down by the rider and the second link 312 follows the first link 306, an additional yaw motion along the yaw axis Y (shown in Fig 1a) of the vehicle is experienced by the rider. Upon application of such conventional centre stands, the vehicle yaws and moves across a yaw axis Y (shown in Fig 1a) of the vehicle such that the vehicle changes the direction it is originally pointing and shifts from one position to another position, causing instability of the vehicle. This yaw motion reduces the stability of the vehicle while applying centre stand which in return reduces the confidence of the rider.
[00061] Therefore, as per an embodiment of the present subject matter, the two wheeled vehicle 100 rests on the split centre stand 204 with the aid of a first element 301 (shown in Fig. 6) and a second element 302 (shown in Fig. 6). The first element 301 and the second element 302 are attached to two separate members, viz, on the first member 304 and the second member 305, through which the bolt and nut fastener 205 (shown in Fig. 2) connects the split centre stand 204 to the main frame 200.
[00062] The first link 306 and the second link 312 of the split centre stand 204 are connected by the first member 304 and the second member 305 such that the second member 305 gets inserted in the first member 304 forming a first region 304a. This configuration obliviates the possibility of any gap in between the first member 304 and the second member 305 during engagement of the split centre stand. This obviation of the gap between the first member 304 and the second member 305 improves the stability while applying the split centre stand 204 and eliminates the yaw motion of the vehicle 100 across a yaw axis Y.
[00063] Fig. 5 illustrates a perspective view of the essential components of the split centre stand 204 in accordance with an alternate embodiment of the present invention. The two links of the split centre stand 204, viz. the first link 306 and the second link 312 are capable of moving relative to one another in the pitch direction of the vehicle 100 and are connected by means of the torsional spring 303.The torsional spring 303 helps to bring the second link 312 to substantially the similar position / alignment as of the first link 306. The third member 316 and the fourth member 317 are attached to the two links viz. the first link 306 and the second link 312 respectively by welding and therefore aid in restricting the angular motion of the second link 312 with respect to that of the first link 306. The curved opening feature on the third member 316 at least partially accommodates the fourth member 317, such that when the fourth member 317 is inside the feature on the third member 316, the second link 312 does not have any further movement in the angular direction, with respect to first link 306 in the pitch direction of the powered two-wheeled vehicle 100.
[00064] The relative but restricted motion between the two halves namely the first link 306 and the second link 312 is made possible by the torsional spring 303, and the third member 316 and fourth member 317 welded to the first link 306 and the second link 312 respectively. The proposed split centre stand 204 allows the vehicle 100 to be rolled while applying the split centre stand 204, thereby reducing the effort required in putting the vehicle on the split centre stand 204. The additional mechanism connecting the two links (306, 312) ensures that the second link 312 does not cross the angular position of the first link 306, thus ensuring stability of the two-wheeled vehicle 100 when placed on the split centre stand 204.
[00065] The split centre stand 204 as discussed above, because of its unique construction can be applied in the following method. Firstly, the two wheeled vehicle 100 is rolled on to the right side of the two wheeled vehicle 100 about roll axis R, when viewed from a rider’s perspective. Secondly, as both the first link 306 and the second link 312 of the two wheeled vehicle 100 are away from the ground when the split centre stand 204 is not applied, the rider is required to bring the first link 306 of the split centre stand 204 down towards the ground such that it touches the underlying ground. Thirdly the two wheeled vehicle 100 is rolled to the left side, when viewed from a rider’s perspective, towards the rider. Fourthly, upon rolling the two wheeled vehicle 100 to the left side the other half of the split centre-stand 204, which is the second link 312, comes down automatically towards the ground up till a predefined locking position. This automatic movement of the second link 312 occurs because of the torsional spring 303 connecting the two links (306, 312). The movement of the second link 312 is restricted behind first line 206 by the third member 316 which limits the position of the fourth member 317 thereat. Fifthly, the two wheeled vehicle 100 is rolled back to an upright position owing to which the vehicle comes to a resting position and is parked on the split centre stand 204 of the vehicles 100.
[00066] Fig. 6 illustrates an exploded perspective view of a split centre stand 204 in accordance with an embodiment of the present invention. The powered two wheeled vehicle 100 rests on the split centre stand 204 with the aid of a first element 301 and a second element 302. The first element 301 and the second element 302 are welded to two separate members, viz, on a first member 304 and a second member 305, through which the fastener 205 (shown in Fig. 2) connects the centre stand 204 to the main frame 200 (shown in Fig. 2).
[00067] The first link 306 and the second link 312 acts as the two separate legs of the split centre stand 204 of the vehicles 100. The first link 306 and the second link 312 of the split centre stand 204 are connected by means of a first elastic member 303, for example a torsional spring 303.The torsional spring 303 is wound across the first member 304 and the second member 305, such that the torsional spring 303 is mounted to a first link 306 and a second link 312 through a first provision 308 and a second provision 314 on a first gusset 307 (shown in Fig. 5) and a second gusset 313 welded to the first link 306 and the second link 312 respectively.
[00068] A pair of members, viz. a third member 316 and a fourth member 317 is disposed below the first member 304 and the second member 305 of the split centre stand 204. The third member 316 is welded to the first link 306, and has a curved feature on the inward side. The fourth member 317 is of a solid pipe structure which is welded to the second link 312. In an alternate embodiment, a curved opening feature on the third member 316 accommodates the fourth member 317, such that the fourth member 317 is at least partially accommodated inside the feature on the third member 316.
[00069] The first link 306 includes a first portion 306a (shown in Fig. 8 ) and a second portion 306b (shown in Fig. 8 ). The first portion 306a further extends downwardly into the second portion 306b. The second portion 306b is a considerable curved portion which is substantially bent outwardly in a ‘S’ shaped structure.
[00070] A control lever 309 for the split centre stand 204 is welded on to the outer area of the first link 306 facing away from the main frame. The control lever 309 aids in applying the centre stand 204 by means of rider’s foot.
[00071] A fifth member 311 and a sixth member 315 are welded to the first link 306 and the second link 312 to increase contact between the split centre stand 204 and the ground for stability.
[00072] Fig. 7 illustrates the calculation of half span of the split centre stand 204 in accordance with an embodiment of the present subject matter.
[00073] The effort or force reduction in the present embodiment is calculated by using the following formula.
Fstandard = (I pitch x a + RAW x g x h) / l1;
Fsplit centre stand = (I roll x a) / l2;
[00074] wherein, I pitch & I roll is the pitch and roll inertia of the vehicle 100 about the split centre stand 204 contact point on ground; a is pitch angular acceleration during pitching movement; RAW is rear axle weight, which is the maximum distributed weight that is supported by the rear axle of a vehicle; h is the vertical lift movement of the vehicle 100 for the split centre stand 204 when positioned in vertical engaged condition; and l1 / l2 is the vertical/ horizontal distance of force application point from the split centre stand 204 contact on the ground. The half span s of the split centre stand 204 is required to calculate the amount of roll, which is Ratio R. Ratio R is required to facilitate proper application of split centre stand 204. Ratio R is the product of the roll angle and the half span s of the split centre stand 204. R= ? x s;
wherein, ? is the roll angle; and s is the half span of the split centre stand 204.
[00075] The half span s of the split centre stand 204 is the distance between a longitudinal axis Y-Y’ and rear end of the first link 306, that is the fifth member 311.
[00076] The figure 7 shows a superimposed image of the split centre stand (as disclosed in the parent patent application) denoted by dashed lines. The split centre stand (as disclosed in the parent patent application) and the split centre stand 204, as disclosed by the present subject matter, when superimposed, are shown differing from each other with respect to the first link and the position of the control lever. The split centre stand (as disclosed in the parent patent application) is shown having a straight first link 306m, which is further having an outwardly extending control lever 309m, attached to the rear end of the first link 306m.
[00077] The split centre stand 204, as disclosed by the present subject matter, includes the first link 306, having a considerably outward curved portion. The control lever 309 is placed outwardly on the considerable curved portion of the second portion 306b (shown in Fig. 8) of the first link 306 of the split centre stand 204.
[00078] The half span of the split centre stand 204, as disclosed by the present subject matter, is denoted by a first span S1’. The half span of the second link 312 is denoted by a second span S2. The first span of the split centre stand, as disclosed by the parent patent application, is denoted by a first span S1.
[00079] The first span S1’ of the present split centre stand 204 is considerably greater than the second span S2. Also, the present figure shows that there is a considerable increase in first span from S1 to S1’, when the superimposed figures of the split centre stand as disclosed in parent patent application and the split centre stand 204 disclosed by the present subject matter are compared. However, the second span S2 of both the centre stand remains unchanged.
[00080] Since the Roll ratio is directly proportional to the half span s of the split centre stand 204, and the first span S1’ of the split centre stand 204 (as disclosed by present subject matter) is considerably greater than the first half span S1 of the split centre stand (as disclosed by the parent patent application). Therefore, the Roll ratio R of the split centre stand 204 (as disclosed by the present subject matter) is considerably large. Therefore, the effort required to roll the vehicle 100 is considerably reduced further.
[00081] Fig. 8 illustrates a perspective view of the second link 312 of the split centre stand 204 in accordance with an embodiment of the present invention. The first link 306 of the centre stand 204 includes a first portion 306a and a second portion 306b. The first portion 306a is the upper portion of the first link 306, being a straight tubular structure. The first portion 306b further extends downwardly into the second portion 306b. The second portion’s 306b area marked in the circular dotted region E, is the area which is a considerable curved portion which is substantially bent outwardly in a ‘S’ shaped structure.
[00082] Fig. 9 illustrates a graph showing results of force applied at the pillion handle (not shown) considering three types of centre stand in accordance with an embodiment of the present subject matter. The first centre stand type being a conventional centre stand denoted by F1. The second centre stand type being a split centre stand with a straight second link 312 (as disclosed in parent patent application) denoted by F2. The third centre stand being a split centre stand 204 as disclosed in the present application denoted by F3.
[00083] The unique construction as proposed by the present subject matter reduces the requirement of effort in the present split centre stand 204 by more than 50% over the second centre stand type (as disclosed in the parent patent application) when the effort is measured at the pillion handle.
[00084] Following is a graph showing results of force applied at the pillion handle by all the three types of centre stand, i.e the first center stand (conventional centre stand), the second split centre stand (as disclosed in the parent patent application) and the third split center stand 204 (as disclosed in present patent application). The X axis of the graph denotes the time in seconds and the Y axis of the graph denotes Force measured on Newton scale.
[00085] The Line F1 denotes the force required to lift the vehicle 100 during the application of the standard conventional center stand. The dashed line F2 denotes the force required to lift the vehicle 100 during the application of the second split centre stand type (as disclosed in the parent patent application). The dotted line F3 denotes the force required to lift the vehicle 100 during the application of the split center stand 204 (as disclosed in present patent application).
[00086] Line F1 shows that a higher force that is effort, is required right from pushing down the conventional centre stand which is denoted as the start of application of effort a and then during the lifting of the whole vehicle 100 in order to apply the conventional centre stand, the effort requirement can go up to a’ as shown in the graph. Then once the vehicle 100 is lifting up till a required height the conventional centre stand is applied, effort required reduces steeply up till an end effort point that is, c.
[00087] Line F2 shows that during the initial phase when the vehicle 100 is rolled to one side and one of the links 306m of the second type split centre stand (as disclosed in the parent patent application is brought down, the initial effort required is almost zero, that is from point a to point b. Then during the rolling of the vehicle 100 in an opposite direction of the direction in which it was first rolled, the vehicle 100 lifts up till the required height, while requiring a reduced effort which goes up to b’, and then once the centre stand is applied, effort required reduces up till an end effort point that is, c.
[00088] Line F3 shows that during the initial phase when the vehicle 100 is rolled to one side and one of the links 306 of the third type split centre stand 204 (as disclosed by the present subject matter) is brought further down. The initial effort required is almost zero, that is from point a to point d. Then since the present subject matter has an increased span of the centre stand leg i.e. link (306, 312), the roll required to further apply the centre stand 204 of the vehicles 100 in an opposite direction of the direction in which it was first rolled, is reduced considerably. Then the vehicle 100 lifts up till the required height, while requiring further reduced effort which goes up to the point d’, and then once the centre stand 204 is applied, the effort required further reduces up till an end effort point that is, c.
[00089] Improvements and modifications may be incorporated herein in the light of above disclosure. Therefore, any such improvement or modification is within the scope of claims of the present subject matter and the present disclosure may be practiced other than as specifically described.

LIST OF REFERENCE NUMERALS

100: Vehicle
101: Cover frame assembly
102: Second rear fender
103: Tail cover assembly
104: Front wheel
105: Rear wheel
106: Front fork assembly
107: Swing arm
109: Handle bar
110: Seat
111a: Rider seat
111b: Pillion seat
112: Headlamp unit
113: Tail lamp
114: Rear fender
115: Rear suspension system
116: Front fender
117: Fuel tank
118: Turn signal lamp
119: Engine
200: Main frame
201: Head tube
202: Middle tube
203: Rear tube
204: Split centre stand
205: Bolt and nut fastener
206: Bracket
207: Second elastic member
208: Side stand
209: First supporting member
301: First element
302: Second element
303: First elastic member
304: First member
304a: first region
305: Second member
306: First link
306m: First link of split centre stand of parent application
306a: First portion
306b: Second portion
307: First gusset
308: First provision
309: Control lever
309m: Control lever of split centre stand of parent application
310: Integrated member
311: Fifth member
312: Second link
313: Second gusset
314: Second provision
315: Sixth member
316: Third member
317: Fourth member
S1: First span
S2: Second span