TECHNICAL FIELD

[0001] The present subject matter described herein generally relates to a vehicle, and particularly but not exclusively relates to a steering system of a vehicle.

BACKGROUND

[0002] Conventionally, a steering system of a vehicle aids a rider in controlling the directional movements of the vehicle in desired direction or to safely take a turn along a circular pathway while driving. Usually, in vehicles such as twowheeled and three-wheeled vehicles the steering of the vehicle includes a head tube, a steering shaft, an upper bracket, a bottom bracket, a front fork assembly, and a handlebar assembly.

[0003] The steering shaft is supported by the head tube. The upper bracket has a center portion, a side portion extending from the center portion, and a holding portion provided at the side portion. The upper bracket is supported by the steering shaft at the center portion to steerably move around the head tube. The bottom bracket is supported by the steering shaft to steerably move around the head tube. The front fork assembly is held by the upper bracket through the holding porting and the bottom bracket. The upper bracket has a protruding portion provided on an upper face of the upper bracket and a one or more protruding portion provided on the one or more holding portions of the upper bracket.

[0004] Typically, the front fork assembly connects the front wheel of the vehicle with the handlebar and shares the load of the vehicle. The front fork assembly facilitates upward and downward displacements of the front wheel to absorb jerks and vibrations caused due to a rough and uneven road while the vehicle is in motion. In addition, the front fork assembly ensures a firm ground contact of the front wheel for better control and steerability.

[0005] Generally, in such vehicles as described above, the steering system and the suspension system work in conjunction in order to provide stability, especially when the vehicle is being maneuvered.

BRIEF DESCRIPTION OF THE DRAWINGS

[0006] The detailed description is described with reference to a motorized vehicle along with the accompanying figures. The same numbers are used throughout the drawings to reference like features and components.

[0007] Fig. 1 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.

[0008] Fig. 2 illustrates a rear perspective view of a portion of a vehicle in accordance with an embodiment of the present invention.

[0009] Fig. 3 illustrates a rear perspective view of a portion of a vehicle in accordance with an embodiment of the present invention.

[00010] Fig. 4 illustrates a top view of a portion of a vehicle in accordance with an embodiment of the present invention.

[00011] Fig. 5 illustrates a top view of a portion of a vehicle in accordance with an embodiment of the present invention.

[00012] Fig. 6 illustrates an exploded view of a portion of a vehicle in accordance with an embodiment of the present invention. DETAILED DESCRIPTION

[00013] Conventionally, both the steering system and the suspension system of a vehicle are designed, considering some crucial parameters that determine the stability and maneuverability of the vehicle. These layout parameters include parameters such as rake angle, trail, and length of the front fork assembly of the vehicle. Rake angle and trail usually refer to the vehicle’s geometry. Rake angle and trail affect the vehicle handling behaviour and determine the steering effort required by the rider while maneuvering the vehicle.

[00014] Usually the rake angle and the trail of the vehicle are directly proportional to the stability of the vehicle and the effort required for steering the vehicle. As, the larger the rake angle and trail of the vehicle, the more effort is required to turn the steering of the vehicle and the vehicle is more stable. But the smaller the rake angle and trail of the vehicle, the lesser effort is required to turn the steering of the vehicle and the vehicle is less stable.

[00015] Moreover, the wheel diameter of a vehicle also influences the rake and trail of the vehicle. As larger the diameter of the wheel, the more is the rake and the trail of the vehicle.

[00016] Therefore, if a vehicle with larger wheel diameter is used in order to achieve a desired amount of stability, the steerability of the vehicle is compromised. As with usage of larger wheel diameter, rake and trail of the vehicle would automatically increase; which would in turn increase the requirement of more effort by the rider to steer the vehicle. Such requirement of extra effort by the rider to steer the vehicle is undesirable for the rider.

[00017] Furthermore, in designs where the wheel base is required to be increased, the weight of the wheels is typically bound to increase. Further, an increase in weight of the wheels is also contributed by wheels made of alloy steel. This overall increase in wheel weight results in a tendency of the wheel along with front fork to wobble at certain speeds creating vehicle instability. This vehicle instability makes the overall riding experience unsafe and unpleasant for the rider. Therefore, the need to rigidly clamp the front fork on to the vehicle becomes important, in order to stop the wobbling effect that is experienced when the vehicle is moving in high speeds, which in turn is aimed at enhancing the overall stability of the vehicle.

[00018] Moreover, in such vehicles conventional upper bracket, which is usually made of casting process, tends to increase the steering mass of the vehicle. The steering mass in such conventional setup is further increased by the conventional steel forged handle holders especially in case of split type handle bar assembly.

[00019] Usage of larger wheel diameter, alloy wheels, conventional casted upper bracket and steel forged handle holder, contributes to the overall increase in the steering mass, which in turn require more effort by the rider in order to steer the vehicle. Also there is often a need to use common parts across variants of vehicles resulting in vehicle lay out constraints. Typically for good handling performance of the vehicle, the structural rigidity of the front steering cum suspension system plays a critical role. Often the headtube height and its diameter is required to be maximised to achieve good torsional strength, however this comes at a significant compromise on increase in length of front suspension, steering inertia etc. which end up resulting in an undesirable effect on the handling performance of the vehicle especially at higher speeds. Therefore, there lies a challenge for a vehicle design to overcome the trade-off, maximize the length to diameter ratio of the head tube in a compact layout with target rake and trail while eliminating the other drawbacks.

[00020] In the known arts, in order to accommodate wheels within large wheel base layout attempts have been made, such that steerability and drivability of the vehicle is optimally maintained albeit with few undesirable compromises on the riding performance of the vehicle. For example, a fitment of the handle bar holder with respect to upper bracket is altered to obtain required steerability and drivability. One such possible solution includes disposal of the handle bar holder below the upper bracket and keeping the upper bracket substantially flat . However, in such a design, ergonomic requirements are not met as the steering angle gets compromised owing to potential fouling of parts with vehicular systems in extreme steering conditions. Along with it such designs also tend to increase the offset in handle holder. The increase in the offset of the handle holder further results in feeling of stiffness while steering the handle holder, thus increasing the overall effort required to steer the vehicle.

[00021] In other known arts, steerability and drivability is achieved by disposing the three clamping regions of the upper bracket substantially in a single horizontal plane. However, if all three clamping regions of a split type handle bar assembly are disposed in the single horizontal plane that is common for all, the left hand and the right hand handle holders would automatically get disposed in a second horizontal plane that is disposed below the first horizontal plane. Such a construction would compromise the ergonomic requirements and structural strength, which is further compensated by increasing the weight of the handle holder and this eventually tends to increase the overall steering mass of the vehicle.

[00022] In other such known arts, steerability and drivability is maintained by increasing or decreasing the length of the front fork assembly. But in such known arts increasing the length of the front fork assembly increases the rake angle and the trail of the vehicle, which although increases the stability of the vehicle but would require considerable amount of effort to steer the vehicle in the desired direction as weight is distributed on the front wheel of the vehicle. However, in known arts where the length of the front fork assembly is kept short, the steering of the vehicle is more responsive but unstable as not enough weight is distributed on the front wheel of the vehicle. [00023] Thus, there is a need of a steering system of a vehicle which achieves improved drivability and stability of the vehicle while overcoming all above compromises and other problems of known arts.

[00024] The desired steering system of the vehicle should be such that the vehicle is capable of accommodating wheel with larger diameter, has overall reduced steering mass and requires optimal effort while steering the vehicle. There is a need to achieve these efficacies without bringing any significant change in the length of the front fork assembly and without compromising with the speed, stability and the compact nature of the vehicle. Also, the desired steering system of the vehicles should preferably have an improved upper bracket which would provide rigid clamping that largely reduces the wobbling of the front fork assembly of the vehicle at high speeds, in addition to reducing the overall steering mass of the vehicle.

[00025] The present subject matter has been devised in view of the above circumstances as well as solving other problems of known art.

[00026] In an embodiment of the present subject matter, the present subject matter relates to a steering system of a vehicle.

[00027] As per an aspect of the present subject matter, the subject matter provides a steering system that includes a head tube, a steering shaft, an upper bracket, a bottom bracket, a front fork assembly, and a handlebar assembly.

[00028] As per another aspect of the present subject matter, the upper bracket of the present subject matter is substantially inverted bridge or inverted hat shaped.

[00029] As per another aspect of the present subject matter the inverted bridge shaped upper bracket ensures that the front fork assemblys’ clamping regionsare closer to the lower bracket of the vehicle, unlike the arrangement present in conventional flat upper brackets, which has all three mounting regions in a common horizontal plane such that the clamping regions are disposed farther from the lower bracket. [00030] As per another aspect of the present subject matter the inverted bridge shaped upper bracket aids in increasing the length by diameter ratio of a head tube and a steering shaft of the vehicle. The length of the tubes of a front fork assembly is reduced or unchanged while the length of the head tube is increased marginally to improve the length by diameter ratio. The increased length to diameter ratio of the head tube enables achieving higher structural rigidity of the front steering system of the vehicle and thereby enhanced vehicle dynamic performance. Also, the inverted hat shaped configuration enables increasing the height of the clamping region of the fork with the upper bracket which enables increasing the clamping area and thereby clamping strength each of the clamping regions.

[00031] As per another aspect of the present subject matter, the inverted shaped upper bracket has three clamping regions. These three clamping regions include the two rearwardly disposed clamping regions of the front fork assembly with the upper bracket and one central clamping region of the upper bracket with the steering shaft of the vehicle. A split handle bar is clamped onto the front forks.

[00032] As per another aspect of the present subject matter, the improved the length by diameter reduces the wobbling of the front wheel at higher speeds and enhances the front wheel’s stability.

1. As per another aspect of the present subject matter, the axis of handle bar clamps (207a, 207b) , and axis of clamping regions of the upper bracket are coaxial.

[00033] As per another embodiment of the present subject matter, the clamping regions of the front fork assembly with the upper bracket is at least partially or completely below from the clamping region of the upper bracket with the steering shaft.

[00034] As per another aspect of the present subject matter, the clamping regions of the front fork assembly with the upper bracket and the clamping region of the upper bracket with the steering shaft are offset to each other such that the two arms of the upper bracket connecting the steering shaft clamping region with the front fork clamping region form an obtuse angle when seen from a direction orthogonal to the axis of the clamping regions.

[00035] As per another aspect of the present subject matter, the central portion of the upper bracket is disposed in a horizontal plane that is above the plane on which the clamping regions of the front fork assembly with the upper bracket are disposed.

[00036] As per another aspect of the present subject matter the inverted bridge shaped upper bracket enables increase in clamping region height which in turn achieves enhanced clamping forces with the front fork assembly of the vehicle. This better clamping largely reduces the wobbling of the front fork assembly at high speeds, which further aids in increasing the stability of the front wheel of the vehicle.

[00037] As per another embodiment of the present subject matter, the inverted bridge shaped upper bracket has four pockets where the material has been optimally removed. These pockets are formed on non-structural regions of the upper bracket, which aids in weight reduction without compromising on the stiffness and strength of the upper bracket.

[00038] As per another aspect of the present subject matter, the inverted bridge shaped upper bracket of the steering system, has reduced weight that aids in overall reduction of the steering mass of the vehicle.

[00039] As per another aspect of the present subject matter, a steering cum ignition lock is positioned substantially laterally offset from vehicle longitudinal plane, by having the mounting provision on the upper bracket of the vehicle.

[00040] As per an efficacy of the present subject matter, the overall reduced steering mass of the vehicle provides better stability because of the lesser weight applied on the front wheel. [00041] As per another efficacy of the present subject matter, the overall reduced steering mass of the vehicle provides ease in steering the vehicle.

[00042] As per another efficacy of the present subject matter, the inverted bridge shaped upper bracket as provided by the present subject matter ensures that the front fork assemblys’ clamping regions are closer to the lower bracket of the vehicle, which further provides ease in assembly of both the two brackets together.

[00043] As per another efficacy of the present subject matter, the inverted bridge shaped upper bracket as provided by the present subject matter provides an improved ergonomics of the vehicle.

[00044] Exemplary embodiments detailing features regarding the aforesaid and other advantages of the present subject matter will be described hereunder with reference to an embodiment of a two wheeled saddle type motorcycle along with 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 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 (not shown) to support different parts of said two wheeled vehicle 100. The main frame includes a head tube 201 (shown in Fig. 2) at its front end. The head tube (not shown) supports a steering shaft 301 (shown in Fig. 3) rotatably in a certain range. In an upper portion of the head tube201 (shown in Fig. 2), 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 301 (shown in Fig. 3) 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 shaft301 (shown in Fig. 3). Further, the front fork assembly 106 is supported on 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 110 is placed behind the fuel tank 117. The seat 110 includes a front rider seating portion I l la and pillion rider seating portion 111b. The pillion rider seating portion 11 lb is placed on the rear part of the main frame, 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 113and 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. 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 partially covered on the lower side of the engine 119 by cover engine lower (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 107extending rearwards is swingably connected to a lower rear portion of the main frame. 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 rear fender 114 for covering an upper side of the rear wheel 105 is mounted to a rear portion of main frame 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 114is 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.

[00053] Area below the seat 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 and the tail cover assembly 103.

[00054] Fig. 2 illustrates a rear perspective view of a portion of a vehicle 100 in accordance with an embodiment of the present invention. The present illustration showcases the steering assembly 200 of a vehicle 100. The steering assembly 200 of the vehicle 100 includes ahead tube 201, a steering shaft301 (shown in Fig. 3), an upper bracket205, a bottom bracket 204, a front fork assembly 106, and a split type handlebar assembly 109. The front fork assembly 106 comprises of an identical pair of front fork tubes (106a, 106b). In an embodiment, each of the fork tubes are covered by a pair of front fork sleeves 202. In the present invention the front wheel 104 (shown in Fig 1) is held by the front fork assembly 106 which further consists of identical pair of front fork tubes (106a, 106b) each of which are coupled by an upper bracket 205 at the top and a lower bracket 204 at the bottom of the head tube201 inter posed by steering bearings between them. The front fork assembly 106 act as a shock absorbing means or suspension means, and aids to facilitate effective braking and handling of the vehicle. These shock absorbers are necessary to keep a rider isolated from the road jerks and vibrations, thereby making the ride comfortable.

[00055] In an upper portion of the head tube 201 , a handlebar assembly 109 consisting of a left and right half (not labelled) of a split handle bar assembly is rotatably supported. The front fork assembly 106 and the head tube 201 are connected together by means of a pair of brackets (205, 204). The pair of brackets includes an upper bracket 205 and a bottom bracket 204. As per an embodiment, an ignition cum steering lock 206is present on the top of the vehicle 100 near the upper bracket 205. In an embodiment, the pair of front fork sleeves 202 is present just above the bottom bracket 204 of the vehicle 100. The position of the ignition cum steering lock 206 with respect to vehicular plane plays a vital role in the visibility of the instrument cluster (not shown). In an embodiment steering cum ignition lock 206 is positioned substantially laterally offset from vehicle longitudinal plane, by having the mounting provision on the upper bracket 205.

[00056] Fig. 3 illustrates a rear view of a portion of a vehicle 100 in accordance with an embodiment of the present invention. The present illustration showcases a head tube 201 that supports a steering shaft 301 rotatably in a certain range having a length L and outer diameter D. The handlebar assembly 109 which aids in steering the vehicle 100 is connected to a front wheel 104 (shown in Fig. 1) through the steering shaft 301 and a front fork assembly 106. The handle bar 109 is rotatably integrally connected to the steering shaft 301 by means of an upper bracket 205 mounted over the head tube 201. The upper bracket 205 shown in the present invention is shaped in an inverted bridge or inverted hat shaped structure with a left and a right connecting arm, such that the middle portion of the upper bracket 205 is slightly raised as compared to the armend portions of the upper bracket 205. A line drawn through the middle of the steering shaft 301 of the vehicle 100, which passes through the middle portion of the upper bracket 205, is a steering axis XX of the vehicle 100, which aids in determining the rake and trail of the vehicle 100. The inverted bridge shaped upper bracket 205 ensures that the clamping regions of the front fork assembly 106 (shown in Fig. 4) are closer to the lower bracket 206 of the vehiclelOO, unlike the arrangement present in conventional flat upper brackets (not shown), which has all three mounting regions in a common horizontal plane such that the clamping regions are disposed farther from the lower bracket206. This implies the vertical distance or height V between the upper surface of the fork tube clamping portion of the lower bracket and the lower surface of the fork tube clamping portion of the upper bracket is lower. As per an additional embodiment of the present invention, the height V is equal to or smaller than the length L of the headtube i.e. V/L >= 1

[00057] The inverted bridge shaped upper bracket 205 aids in increasing the length L by diameter D ratio of a head tube 201 (shown in Fig. 2) and a steering shaft 301 (shown in Fig. 3) of the vehiclelOO. The length of the tubes (106a, 106b) of a front fork assembly 106 is reduced or unchanged while the length of the head tube201 is increased to improve the length by diameter ratio. As per an additional embodiment of the present invention, the ratio L/D > 4. As per an aspect of the present invention, the two connecting arms, when seen in a view orthogonal to the axis of the steering shaft, the said arms form an obtuse angle O between them. As per an additional embodiment, the angle ranges from 170 degrees to 100 degrees which enables achieving a compact layout configuration with high structural rigidity while also enabling target rake and trail.

[00058] Fig. 4 illustrates a top view of a portion of a vehicle 100 in accordance with an embodiment of the present invention. The top view illustrates a split type handle barl 09 attached with the pair of front fork tubes (106a, 106b) (shown in Fig. 3) of the front fork assembly 106 (shown in Fig. 3)by means of the upper bracket 205. The handle bar 109 herein includes a pair of left and right handle bar clamps (207a, 207b), a pair of handle holders 402 integrated with a handle tube 406 and a pair of brake levers 401 situated on either side of the upper bracket 205.

[00059] In this present steering system 200, each handle holder 402 and each handle tube 406 together forms a clip-on type split handle bar assembly 109. The pair of clip-on type handle bar 109 is fitted, on the outer periphery of each of the front fork tubes (106a, 106b) of the fork assembly 106 and each of the outer portions of the upper bracket 205 by the means of radial clamping. Both these radial clamping regions which are spread over a predetermined height R (shown in Fig 3) on both the outer ends of the upper bracket and are disposed co-axially with the axis of the respective left and right fork tubes. The clamping regions are indicated as a first clamping region 403 and a second clamping region 404. A third clamping region 405 is present on the raised middle portion of the top of the upper bracket 205. As per and additional embodiment, the axis of the handle bar clamps 207a, 207b and the axis of the upper bracket clamping regions (403, 404) are co-axial.

[00060] Fig. 5 illustrates a top view of a portion of a vehicle 100 in accordance with an embodiment of the present invention.

[00061] Along with the three clamping regions (403, 404, 405) the inverted bridge shaped upper bracket 205 has four pockets 502 where the material is optimally removed. These pockets 502 are formed on non- structural regions of the upper bracket205, which aids in weight reduction without compromising on the stiffness and strength of the upper bracket205.

[00062] As per an embodiment, the first clamping region 403 and the second clamping region 404 present on the upper bracket 205 on the each of the front fork tubes (106a, 106b) of the fork assembly 106 (shown in Fig. 1) is at least partially or completely disposed ahead from the third clamping region 405 present on the raised middle portion of the upper bracket 205. As per another embodiment, the first and the second clamping regions R that is the clamping regions of the front fork assembly 106 with the upper bracket 205 and the third clamping region C (shown in Fig 3) of the upper bracket 205 with the steering shaft 301 (shown in Fig. 3) are offset to each other such that there is a partial or no overlap between the regions R and C as seen in an view orthogonal to the axis of the steering shaft. As per and aspect of the present embodiment, the overlap of R and C is maximum 50%. Thus, the total vertical height U (shown in Fig 3) of the upper triple clamp or upper bracket isl.5R or more with clamping region R being disposed below clamping region C i.e. U >= 1.5R

[00063] These three clamping regions (403, 404, 405) present on the upper bracket 205 of the vehicle 100 are connected by a left and a right arm portion which has a H section cross section to achieve maximum rigidity with weight reduction. The clamping give additional benefit of clamping to the clip-on handle holder 402 on the each of the front fork tubes (106a, 106b) of the front fork assembly 106, without increasing the tube length of the front fork assembly 106. Along with it the clamping has the benefit of providing ease of assembly and servicing of handle bar 109 without disturbing the upper bracket 205.

[00064] The handle bar clamps (207a, 207b) (shown in Fig. 3 ) of the present invention has an elastically deformed split groove (not shown) at its bottom portion. Upper bracket 205 also has one or more upper bracket split grooves501 which are aligned to the split grooves of the handle bar clamps (407a, 407b) on each end of the upper bracket205. The alignment of the one or more upper bracket split groove 501 of the upper bracket 205 with the one or more split groove of the handle bar clamps407a, 407b aids in providing ease in assembly and ease in servicing of the steering system 200 (shown in Fig. 2) of the vehiclelOO.

[00065] Fig. 6 illustrates an exploded bottom perspective view of a portion of a vehicle 100 in accordance with an embodiment of the present invention. In proposed steering system 200, pair of clip-on type handle bar 109 is fitted, on the outer periphery of the tubes of the front fork assembly 106 (shown in Fig. 1) using one or more fasteners601 to provide radial clamping. The steering shaft 301 (shown in Fig. 3) is clamped in the middle portion of the upper bracket 205 using one or more fasteners. This construction of clip-on arrangement helps in achieving ergonomics requirement of the present steering system 200 by balancing the higher rigidity to weight ratio of the vehicle 100.

[00066] The nature and further characteristic features of the present invention will be made clearer from the following descriptions made with reference to the accompanying drawings.

LIST OF REFERENCE NUMERALS 00: vehicle 01: Cover frame assembly 02: Second rear fender

103: Tail cover assembly

104: Front wheel

105: Rear wheel

106: Front fork assembly

106a, 106b: Front fork tubes

107: Swing arm

109: Handle bar

110: Seat

I l la: 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

201: Head tube

202: Front fork sleeves

204: Bottom bracket

205: Upper bracket

206: Steering cum ignition lock

301: Steering shaft

401: Brake lever

402: Handle holder

403: First clamping region

404: Second clamping region

405: Third clamping region

406: Handle tube

501: Upper bracket spit groove

502: Pockets

601, 602: Fasteners