Description:TECHNICAL FIELD
[0001] The present subject matter relates to a vehicle, more specifically, the present application is related to a brake adjustment assembly of a vehicle.

BACKGROUND
[0002] A vehicle, generally a two wheeled vehicle or a three wheeled vehicle is equipped with drum brakes. Drum brakes are a brake system with brake drums (rotor) which rotate with the wheels. Inside each drum are brake shoes coated with brake linings (friction material). With this system, friction is generated by pressing the brake shoes against the inside surfaces of the drums. This friction converts kinetic energy into thermal energy. Drum rotation helps to press the shoes and the lining against the drum with more force, offering superior braking force in comparison with disc brakes. On the other hand, it is very important to design the components so that the heat from the thermal energy is dissipated efficiently into the atmosphere.

[0003] With time, the drum brakes fade, the liner coating wears off, if they are repeatedly applied in a short time as they get heated, and until they cool, they lose their efficiency. The changing of the brake shoes is the most common service required for drum brakes. As the shoe wears, the brake pedal travel increases due to an increased shoe-drum clearance. The increased shoe drum clearance is adjusted regularly by tightening an adjuster nut that takes up the increased slack and reduces the shoe-drum clearance which has to be done on a regular basis. The failure to adjust the nut can lead to excessive pedal or lever travel and in turn, result in poor brake force application or none at all, under extreme shoe wear. This can be fatal as well.

[0004] Current vehicles have conventional brakes systems subjected to wear on frictional materials during braking, resulting in increase in ineffective stroke of control actuator/s. Over the period of continuous usage under similar conditions, it leads to poor ergonomics, difficulties in usage of control actuator, poor performance, and major concern in road safety. It may also end up with brake failures. Hence it needs proper adjustment at least once in a while. These adjustments are being carried by at service centres during due service or sometimes based on rate of increase in wear, or sometimes based on sensitive requirements for customers. However, these problems are rectified by service action, the customers undergo all these issues gradually increased and hence they struggle and suffer very severely for adequate durations until taking corrective actions. Moreover, these issues have repeated recurrence due to inherence wearing out of frictional contact working surfaces. Further, these problems are more aggravated due to permanent set, or plastic deformation of any parts involved in brake transmission parts, and brake systems. For example, brake control cable elongation, or outer cable (sheath) compression, or brake rod / transmission link bending, or any brake system parts deformation or permanent set over the period of service usage. The same phenomenon is applicable to hand operated, or foot operated, or brake control cable transmission or link type control or any combination of the above.

[0005] Further, the similar problems occur in case of frictional clutches whichever are used in engine or prime mover and transmission interface.

[0006] In the conventional arts this area suggests brake wear compensators that compensates by reducing excessive clearance generated by brake shoe wear, is independent of the amount of brake force applied and can be mounted directly onto the brake cam. For removal of the excessive clearance, mechanically indexes and retains pre-set orientation relative to the brake panel. Also, uses stored potential energy to index, independent elements for structural load transfer and memorizing location, and discrete indexing to remove excessive clearance generated by brake shoe wear.

[0007] Other known arts in this field suggests an automatic mechanical wear adjuster for drum brake system where transmission clutch controlling systems are applied.

[0008] Following are the drawbacks of the known arts such as more electric power consumption is required to operate the controlling of the large number of mechatronic parts as well as electronically controlled system, complication in assembly, large size of the parts resulting in increased weight, more initial cost, maintenance and serviceability issues and prone to electronic-failures. The above said prior arts are neither cost-effective, nor compact nor lighter weight for the lighter vehicles like a two wheeled vehicle or a three wheeled vehicle.

SUMMARY
[0009] The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.

[00010] The limitations which were mentioned in the background section have been overcome with the current invention.

[00011] In one of the embodiments of the present application, a brake adjustment assembly of a vehicle comprising an anchor part, an output gear, at least one actuation clutch, an input gear, an input body, an output body and at least one adjuster spring. Further, the input body also comprising a first input body and a second input body.

[00012] In one of the embodiments of the present application, the anchor part is a fixed part and is connected to a back plate of a wheel hub of a brake assembly of the vehicle.

[00013] In one of the embodiments of the present application, the outer body is of a sector shape. Further, the outer body also comprising a first end and a second end such that the second end of the outer body is placed opposite to the first end of the outer body.

[00014] In one of the embodiments of the present application, the second end of the outer body also comprising an outer periphery of the sector shaped outer body. Further, the outer periphery comprising plurality of teeth. Furthermore, the first end of the outer body comprising a hollow opening.

[00015] In one of the embodiments of the present application, the first input body is of a sector shape. Further, the first input body also comprising a third end and a fourth end such that the fourth end of the first input body is placed opposite to the third end of the first input body.

[00016] In one of the embodiments of the present application, the fourth end of the first input body comprising an outer periphery of the sector shaped first input body. Further, the outer periphery comprising plurality of teeth. Furthermore, the third end of the first input body comprising a hollow opening.

[00017] In one of the embodiments of the present application, the second input body is of a sector shape. Further, the first input body also comprising a fifth end; and a sixth end such that the sixth end of the second input body is placed opposite to the fifth end of the second input body.

[00018] In one of the embodiments of the present application, the sixth end of the second input body comprising an outer periphery of the sector shaped second input body. Further, the outer periphery comprising plurality of teeth. Furthermore, the fifth end of the second input body comprising a hollow opening.

[00019] In one of the embodiments of the present application, the plurality of teeth is partially placed over the sixth end of the second sector input body. Further, the plurality of teeth in the outer periphery of the sixth end is placed closer to the input gear and the remaining outer periphery of the sixth end of the second sector input body is dwell i.e., without any teeth.

[00020] In one of the embodiments of the present application, the hollow opening of the outer body, the hollow opening of the first input body and the second input body are co-axial.

[00021] In one of the embodiments of the present application, at least one bush is placed in the co-axially placed hollow openings. Further, a first end of the at least one bush is fixedly connected with the anchor part and a second end of the at least one bush is partially coming out from the hollow opening of the first input body. Furthermore, the second end of the at least one bush is placed opposite the first end of the at least one bush.

[00022] In one of the embodiments of the present application, the second end of the at least one bush which is partially coming out from the hollow opening is configured to accommodate at least one adjuster spring. Further, at least one adjuster spring is already pre-loaded. Furthermore, at least one adjuster spring is connected with the input body and the output body. In one of the embodiments of the present application, the at least one adjuster spring can be a torsional spring or the like.

[00023] In one of the embodiments of the present application, the input gear, the at least one actuation clutch and the output gear are co-axial. Further, the input gear is connected with at least one actuation clutch and the output gear. Furthermore, the output gear is fixedly connected with the anchor part.

[00024] In one of the embodiments of the present application, at least one actuation clutch comprising at least one actuation clutch driver and at least one actuation clutch follower.

[00025] In one of the embodiments of the present application, at least one actuation clutch is a one-way clutch. Further, the at least one actuation clutch is transferring force from the input gear to the output gear.

[00026] In one of the embodiments of the present application, the first input body and the second input body are connected with each other in such a way that there is a gap called first gap is present between the first input body and the second input body.

[00027] In one of the embodiments of the present application, a gap called second gap is present between the second sector input body and the outer body. Further, the second gap between the second sector input body and the outer body is always less than the first gap between the first input body and the second input body.

[00028] In one of the embodiments of the present application, the gap between the first input body and the second input body is substantially equal to a length of the at least one actuation clutch.

[00029] In one of the embodiments of the present application, the brake assembly of the vehicle comprising a brake cam lever. Further, the brake cam lever is providing input to the input body of the brake adjustment assembly.

[00030] In one of the embodiments of the present application, the output body of the brake adjustment assembly is connected with at least one brake shoe of the brake assembly of the vehicle.

[00031] In one of the embodiments of the present application, dimensions of the sector shaped first input body is substantially equal to dimensions of the sector shaped second input body.

[00032] In one of the embodiments of the present application, wherein dimensions of the sector shaped outer body are always greater than the dimensions of the sector shaped first input body and the dimensions of the sector shaped second input body.

BRIEF DESCRIPTION OF THE DRAWINGS
[00033] The accompanying drawings, which are incorporated herein and constitute part of this specification, illustrate preferred embodiments of the invention, and together with the general description given above and the detailed description given below, serve to explain features of the invention.

[00034] Figure 1 illustrates a side view of a vehicle as per one of the embodiments of the present invention.

[00035] Figure 2a illustrates a section view of a brake adjustment assembly as per one of the embodiments of the present invention.

[00036] Figure 2b illustrates an exploded view of a brake adjustment assembly as per one of the embodiments of the present invention.

[00037] Figure 3a illustrates a top view of a brake adjustment assembly as per one of the embodiments of the present invention.

[00038] Figure 3b illustrates a bottom view of a brake adjustment assembly as per one of the embodiments of the present invention.

[00039] Figures 4a and 4b illustrates some of the stages of the forward actuation in the brake adjustment assembly as per one of the embodiments of the present invention.

[00040] Figure 5 illustrates some of the stages of the reverse actuation in the brake adjustment assembly as per one of the embodiments of the present invention.

DETAILED DESCRIPTION
[00041] Exemplary embodiments detailing features of a motor in accordance with 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 present subject matter. Further, 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. Additionally, all numerical terms, such as, but not limited to, “first”, “second”, “third”, “primary”, “secondary”, “main” or any other ordinary and/or numerical terms, should also be taken only as identifiers, to assist the reader's understanding of the various elements, embodiments, variations and/or modifications of the present disclosure, and may not create any limitations, particularly as to the order, or preference, of any element, embodiment, variation and/or modification relative to, or over, another element, embodiment, variation and/or modification.

[00042] The following detailed description refers to the accompanying drawings. Wherever possible, the same reference numbers are used in the drawings and the following description to refer to the same or similar elements. While embodiments may be described, modifications, adaptations, and other implementations are possible. For example, substitutions, additions, or modifications may be made to the elements illustrated in the drawings, and the methods described herein may be modified by substituting, reordering, or adding stages to the disclosed methods. Accordingly, the following detailed description does not limit the claimed subject matter. Instead, the proper scope of the claimed subject matter is defined by the appended claims. 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.

[00043] Further, various embodiments disclosed herein are to be taken in the illustrative and explanatory sense and should in no way be construed as limiting of the present disclosure. All joinder references e.g., attached, affixed, coupled, disposed, etc. are only used to aid the reader's understanding of the present disclosure, and may not create limitations, particularly as to the position, orientation, or use of the systems and/or methods disclosed herein. Therefore, joinder references, if any, are to be construed broadly. Moreover, such joinder references do not necessarily infer those two elements are directly connected to each other.

[00044] It will also be appreciated that one or more of the elements depicted in the drawings/figures can also be implemented in a more separated or integrated manner, or even removed or rendered as inoperable in certain cases, as is useful in accordance with a particular application. Additionally, any signal hatches in the drawings/figures should be considered only as exemplary, and not limiting, unless otherwise specifically specified.

[00045] With time and usage of the vehicle, the drum brakes fade if they are repeatedly applied in a short time as they get heated, and until they cool, they lose their efficiency. The outer lining of the brake shoes gets deteriorated with time, due to which the gap between the brake shoes and drum wheel gets increased and user might feel free play which results in accidents and can be fatal too. Thus, the changing of the brake shoes is the most common service required for drum brakes. As the shoe wears, the brake pedal travel increases due to an increased shoe-drum clearance.

[00046] In order to compensate the extra clearance caused between the brake shoes and the drum wheel, the present subject matter discloses a brake adjustment assembly and an method for the same which will results in filling the gap between the proximate clutch and the face cam which results in compensating the extra clearance between the brake shoes and the brake drum.

[00047] The present invention is illustrated with brake adjustment assembly of a vehicle and explained in reference to brake device. However, a person skilled in the art would appreciate that the present invention is not limited to a brake device and certain features, aspects and advantages of embodiments of the present invention can be used with various types of vehicles. In an embodiment, the drum brake device comprises of a pair of brake shoes located inside drum wheel. The pair of brake shoes are coated with an outer liner.

[00048] It is an object of the present subject matter to provide brake adjustment assembly for a brake device of a vehicle and a method for controlling the operation of the brake adjustment assembly during forward actuation and reverse actuation.

[00049] Figure 1 illustrates a side view of a vehicle 100 in accordance with an embodiment of the present invention. The vehicle 100 includes a frame assembly (not shown) to support different parts of the vehicle 100. In an upper portion of the frame assembly (not shown), a handlebar assembly 115 is rotatably integrally connected to the steering shaft (not shown). The handlebar assembly 115 is used to steer the vehicle 100 and is connected to a front wheel 185 through the steering shaft (not shown) and a front fork assembly (not shown). An upper portion of the front wheel 185 is covered by a front fender 190 which prevents mud and water from getting deflected towards the steering shaft not shown. Further, the front fork assembly 195 is supported on the front fender 190 by means of a brace fender (not shown).

[00050] In a front portion of the frame assembly (not shown) a fuel tank assembly 120 is arranged immediately behind the handlebar assembly 115 and is disposed over a first power source, for example an internal combustion engine 180. A seat assembly 125 is placed behind the fuel tank assembly 120. The seat assembly 125 includes a front rider seating portion and a pillion rider seating portion. The pillion rider seating portion is placed on the rear part of the frame assembly (not shown), where the rear part of the frame assembly (not shown) is covered by the tail cover assembly (not labeled).

[00051] For the safety of the rider and in conformance with the traffic rules, a headlamp assembly 105 that includes a headlamp 110 and front indicator lights 140a are provided in the front portion of the vehicle 100. On the rear portion of the vehicle 100 a tail lamp (not labeled) and rear indicator light 140b are provided on the rear portion of the tail cover assembly (not shown). Above a tail cover assembly 130 and behind the seat assembly 125 a pillion handle 135 is provided for the pillion rider to grab.

[00052] Suspension systems are provided for comfortable steering of the vehicle 100 on the road. A front suspension assembly 195 serves as rigidity component for the front portion of the vehicle 100 just like the frame assembly (not shown). The front suspension assembly 195 clamped to the head tube (not shown) through an upper bracket (not labelled) and a lower bracket (not labelled) is capable of being moved to the left and right. Further, a rear suspension system 160, which is a hydraulic damped arrangement, is connected to the frame assembly (not shown). The rear suspension system 160 comprises of at least one rear suspension 160 preferably disposed centrally in the longitudinal mid plane of the vehicle 100. However, in the vehicle 100 with two rear suspensions, the same may be disposed on the left side and the right side respectively of the vehicle 100.

[00053] The first power source, for example the internal combustion engine 180 is mounted to a front lower portion of the frame assembly (not shown) by means of an engine mounting bracket (not shown). The internal combustion engine 180 is partially covered on the lower side of the internal combustion engine 180 by an engine cover 175. The internal combustion engine 180 is equipped with an exhaust system that includes an exhaust pipe connected to the internal combustion engine 180 and a muffler assembly 155 connected to the exhaust pipe. The muffler assembly 155 extends rearwards along the right side of the rear wheel 150.

[00054] Further, a swing arm 200 extending rearwards is swingably connected to a lower rear portion of the vehicle 100. The rear wheel 150 is rotatably supported at a rear end of the swing arm 200. Power from the internal combustion engine 180 is transmitted to the rear wheel 150 through a power drive mechanism, such as a drive chain, so as to drive and rotate the rear wheel 150. A center stand 165 is provided in between the front wheel 185 and the rear wheel 150 for parking the vehicle 100.

[00055] A rear fender 145 for covering an upper side of the rear wheel 150 is mounted to a rear portion of the vehicle 100 to prevent mud and water splashed by the rotating rear wheel 150 from entering the muffler assembly 155, the internal combustion engine 180 and other parts disposed close by. To enhance the overall aesthetics of the vehicle 100 and to prevent undesired foreign particles from entering parts of the vehicle 100, a plurality of rear covers (not labeled) is attached to a rear portion of the frame assembly (not shown).

[00056] Area below the seat assembly 125 and the fuel tank assembly 120 of the vehicle 100 is covered on both sides by a cover frame assembly 170. The cover frame assembly 170 includes the one or more side covers.

[00057] The vehicle 100 may be a two-wheeler that may be a Hybrid Electric Vehicle (HEV), an Electric Vehicle (EV), Internal Combustion (IC) engine-driven vehicle, or the like. Further, in one of the embodiments of the present application, the vehicle 100 may be a three wheeled vehicle, a four wheeled vehicle, or the like.

[00058] According to an aspect of the present application, the vehicle 100 may have three sections, i.e., a front portion, a floorboard, and a rear portion. The frame of the vehicle 100 may be so designed that the three sections may be manufactured separately and then may be joined together either by way of welding or by connecting provisions. According to an example, the frame of the vehicle 100 may be manufactured as a whole including the front portion, the floorboard, and the rear portion.

[00059] Figure 2a illustrates components of a brake adjustment assembly 200 of the vehicle 100. Figure 2b illustrates an exploded view of the brake adjustment assembly 200 of the vehicle 100. Figure 3a illustrates a top view of the brake adjustment assembly 200 of the vehicle 100 and figure 3b illustrates a bottom view of the brake adjustment assembly 200 of the vehicle 100. For the sake of brevity, Figures. 2a, 2b, 3a and 3b have been explained in conjunction with each other.

[00060] The brake adjustment assembly 200 comprising an anchor part 214 which is basically a fixed part and is connected to the wheel hub of the vehicle 100, an output gear 212 which is basically connected with at least one brake shoe of the brake assembly of the vehicle 100. Further, the output gear 212 is also connected with the anchor part 214 using at least one or more means, for example ball bearings or the like were used to functionally connect the output gear 212 with the anchor part 214. Furthermore, a third gap 306, as shown in figure 3a, is present between the output gear 212 and the anchor part 214. The length of the third gap 306, is substantially equal to the length of the one or more means which are used to functionally connect the output gear 212 with the anchor part 214.

[00061] The brake adjustment assembly 200 also comprising at least one actuation clutch 210, an input gear 208 which is connected with the output gear 212 using the at least one actuation clutch 210, an input body 240, an output body 206 and at least one adjuster spring 216. Further, the input body 240 also comprising a first input body 202 and a second input body 204. The first input body 202 and the second input body 204 are connected with each other using the means which are available in art such as but not limited to bolted, welded. Further, a gap is present between the first input body 202 and the second input body 204 which is called a first gap 302, as shown in figure 3a. The output body 206 is present between the input body 240 and the anchor part 214. The at least one adjuster spring 216 is used to connect the input body 240 and the output body 206. The at least one adjuster spring 216 is already in a preloaded condition. In one of the embodiments of the present application, the at least one adjuster spring 216 can be a torsional spring or the like. The brake assembly of the vehicle 100 comprising a brake cam lever, and the brake cam lever is providing input to the input body 240 of the brake adjustment assembly 200.

[00062] In one of the embodiments of the present application, the anchor part 214 is a fixed part and is connected to a back plate of a wheel hub of a brake assembly of the vehicle 100.

[00063] In one of the embodiments of the present application, the brake adjustment assembly 200 is directly connected to the wheel hub of the vehicle 100 thereby eliminating the need of the anchor part 214.

[00064] The output body 206 of the brake adjustment assembly 200, in one of the embodiments is of a sector shape. Further, the output body 206 comprising at least two ends i.e., a first end and a second end. In the case of the sector shaped output body 206, the second end is a periphery end and is placed opposite to the first end. Furthermore, the second end of the sector shaped output body 206 comprising plurality of teeth 224 which are placed throughout on the periphery. The first end of the sector shaped outer body 206 comprises a first hollow opening. The dimensions of the plurality of teeth 224 such as but not limited to height of the teeth, distance between the teeth, angle of the teeth with the periphery, are predetermined.

[00065] The first input body 202 of the brake adjustment assembly 200, in one of the embodiments is of a sector shape. Further, the first input body 202 comprising at least two ends i.e., a third end and a fourth end. In the case of the sector shaped first input body 202, the fourth end is a periphery end and is placed opposite to the third end. Furthermore, the fourth end of the sector shaped first input body 202 comprising plurality of teeth 220 which are placed throughout on the periphery. The third end of the sector shaped first input body 202 comprising a second hollow opening 230. The dimensions of the plurality of teeth 220 such as but not limited to height of the teeth, distance between the teeth, angle of the teeth with the periphery, are predetermined.

[00066] The second input body 204 of the brake adjustment assembly 200, in one of the embodiments is of a sector shape. Further, the second input body 204 comprising at least two ends i.e., a fifth end and a sixth end. In the case of the sector shaped second input body 204 the sixth end is a periphery end and is placed opposite to the fifth end. Furthermore, the sixth end of the sector shaped second input body 204 comprising plurality of teeth 222 which are placed throughout on the periphery the fifth end of the sector shaped second input body 204. The fifth end of the sector shaped second input body 204 comprising a third hollow opening. The dimensions of the plurality of teeth 222 such as but not limited to height of the teeth, distance between the teeth, angle of the teeth with the periphery, are predetermined.

[00067] In one of the embodiments of the present application, the dimensions of the plurality of teeth 224 of the sector shaped output body 206 are similar to the dimensions of the plurality of teeth 220 of the sector shaped first input body 202 and to the dimensions of the plurality of teeth 222 of the sector shaped second input body 204.

[00068] In one of the embodiments of the present application, the dimensions of the plurality of teeth 224 of the sector shaped output body 206, the dimensions of the plurality of teeth 220 of the sector shaped first input body 202 and to the dimensions of the plurality of teeth 222 of the sector shaped second input body 204 are different from each other.

[00069] In one of the embodiments of the present application, the plurality of teeth 222 is partially placed over the sixth end of the sector shaped second input body 204. Further, the partially placed plurality of teeth 222 in the outer periphery of the sixth end is placed closer to the input gear 208 and remaining outer periphery 226 of the sixth end is dwell i.e., without any teeth. Furthermore, the distance of plurality of teeth 222 over the sixth end of the sector shaped second input body 204 is predetermined.

[00070] The first hollow opening of the sector shaped output body 206, the second hollow opening 230 of the sector shaped first input body 202 and the third hollow opening of the sector shaped second input body 204 are co-axial. Further, at least one bush 228 is used to connect co-axially placed all the hollow openings. In one of the embodiments of the present application, co-axially placed all the hollow openings (i.e., first hollow opening, the second hollow opening 230 and the third hollow opening) are connected with the anchor part 214 of the brake adjustment assembly 200. In one of the embodiments of the present application, co-axially placed all the hollow openings (i.e., first hollow opening, the second hollow opening 230 and the third hollow opening) are connected with the wheel hub of the vehicle 100.

[00071] The at least one bush 228 which is placed in the co-axially placed all the hollow openings (i.e., first hollow opening, the second hollow opening 230 and the third hollow opening) comprises two ends i.e., a first end and the second end. The second end of the at least one bush 228 is placed opposite to the first end of the at least one bush 228. Further, the first end of the at least one bush 228 is fixedly connected with the anchor part 214 or with the wheel hub of the vehicle 100. Furthermore, the second end of the at least one bush 228 is accommodated in such a manner that partially some end of the second end is coming out from the second hollow opening 230 of the sector shaped first input body 202.

[00072] In one of the embodiments of the present application, the second end of the at least one bush 228 which is partially coming out from the second hollow opening 230 is configured to accommodate the at least one adjuster spring 216. Further, the at least one adjuster spring 216 is already pre-loaded. Furthermore, the at least one adjuster spring 216 is connected with the first input body 202 of the input body 240 and the output body 206 of the brake adjustment assembly 200.

[00073] The input gear 208, the at least one actuation clutch 210 and the output gear 212 are co-axial. Further, one end of the at least one actuation clutch 210 is connected with the input gear 208 and the other end of the at least one actuation clutch 210 is connected with the output gear 212. Furthermore, the output gear 212 is fixedly connected with the anchor part 214 or with the wheel hub of the vehicle 100.

[00074] In one of the embodiments of the present application, the at least one actuation clutch 210 comprising at least one actuation clutch driver and at least one actuation clutch follower. In one of the embodiments of the present application, the at least one actuation clutch 210 is a one-way clutch and is transferring force from the input gear 208 to the output gear 212.

[00075] A second gap 304 is present between the sector shaped second input body 204 and the sector shaped output body 206. Further, the second gap 304 between the sector shaped second input body 204 and the sector shaped output body 206 is always less than the first gap 302 which is present between the sector shaped first input body 202 and the sector shaped second input body 204.

[00076] In one of the embodiments of the present application, the first gap 302 between the sector shaped first input body 202 and the sector shaped second input body 204 is substantially equal to a length of the at least one actuation clutch 210.

[00077] In one of the embodiments of the present application, the dimensions of the first input body 202 is substantially equal to dimensions of the second input body 204. For example, in one of the embodiments of the present application, the first input body 202 and the second input body 204 is of sector shape, accordingly, dimension will relate to radii of the sector, circumference of the sector, area of the sector, perimeter of the sector, or the like.

[00078] In one of the embodiments of the present application, the dimensions of the output body 206 being always greater than the dimensions of the first input body 202 and the dimensions of the second input body 204. For example, in one of the embodiments of the present application, the output body 206, the first input body 202 and the second input body 204 is of sector shape, accordingly, dimension will relate to radii of the sector, circumference of the sector, area of the sector, perimeter of the sector, or the like.

[00079] The method of the brake adjustment assembly 200 mainly works in two stages i.e., forward actuation 400 and reverse actuation 500. Figures 4a and 4b illustrate some of the stages of forward actuation 400 of the brake adjustment assembly 200 in which on receiving input from the brake cam liver of the vehicle 100, the parts of the brake adjustment assembly 200 are moving in forward direction. Figure 5 illustrates some of the stages of reverse actuation 500 of the brake adjustment assembly 200 in which on releasing input from the brake cam liver of the vehicle 100 the parts of the brake adjustment assembly 200 are moving in reverse direction. The method of actuation of the brake adjustment assembly 200 comprising steps of moving, the input body 240 in forward direction on receiving input from the brake cam lever and similarly moving the input body 240 in reverse direction on releasing input from the brake cam lever. Further, during the forward direction movement the input body 240 is moving in an anticlockwise direction. Furthermore, transferring rotational force from the input gear 208 to the output gear 212 accordingly, moving, the output body 206 in forward direction on receiving the rotational force from the input gear 208 to the output gear 212. Also, during the forward direction movement, the output body 206 is moving in a clockwise direction. During the reverse direction movement of the output body 206, the brake adjustment assembly 200 will control the movement of the output body 206 using the preloaded at least one adjuster spring 216 and adjusting the position of the output body 206 on the plurality of teeth 224 of the second end of the output body 206.

[00080] The brake adjustment assembly 200 of the vehicle 100 specifically works in two modes i.e., the forward actuation 400 mode and the reverse actuation 500 mode. During the forward actuation 400 the input body 240 and the output body 206 are moving in the forward direction and during the reverse actuation 500, the forward actuation 400 the input body 240 and the output body 206 are moving in the reverse direction.

[00081] While applying brake to the vehicle 100, the brake adjustment assembly 200 of the vehicle 100 will work in three stages i.e., freeplay, elasticity and plasticity. In the freeplay stage the brake cam lever is pressed but the at least one brake shoe of the brake assembly will not take any action as the force applied on the brake cam lever is still under the threshold force. In the elasticity stage, the force applied on the brake cam lever is higher than the threshold force limit and the at least one brake shoe of the brake shoe assembly will start moving to come in contact with the drum of the brake assembly. In the plasticity stage, with time the outer lining of the at least one brake shoe of the brake assembly gets deteriorated with time, due to which the gap between the brake shoes and drum wheel gets increased even after applying force on the brake cam lever the brake shoe will start moving but will not be able to come in contact with the drum of the brake assembly because of the generated gap between the brake shoes and drum wheel. The main aim of the present invention is to adjust the position of the output body in the plastic stage for the effective braking.

[00082] In the forward actuation 400, the input body 240 will be moving in an anticlockwise direction upon receiving input from the brake cam lever. The movement of the input body 240 also actuates movement of the output body 206, since the input body 240 and the output body 206 are connected with each other. Further, the movement of the input body 240 and the output body 206 will actuate the input gear 208 and the output gear 212, since the input gear 208 and the output gear 212 are connected with each other at least one actuation clutch 210. In one of the embodiments of the present application, the at least one actuation clutch 210 will be the one-way clutch. Further, both the input gear 208 and the output gear 212 will be rotating in a clockwise direction. Through this, all the three stages i.e., freeplay, elasticity and plasticity due to wear are traversed through to attain braking/abutting/hitting of brake shoes against the drum of the brake assembly.

[00083] Further, during these movements, one of the at least one adjuster spring 216 is connected with the input body 240 and the other end of the at least one adjuster spring 216 is connected with the output body 206. Furthermore, during the movements the at least one adjuster spring 216, the input body 240 and the output body 206 will move together in anti-clockwise direction. The connection between the input body 240 and the output body 206 is required because the effect from the input body 240 is required to be transferred to the output body 206. The input body 240 and the output body 206 are shaped in sectors, hence can be connected at one point through at least one adjuster spring 216.

[00084] All of the input body 240 and the output body 206 are teethed. They are teethed to mesh with pinions of the input gear 208 and the output gear 212 respectively, which are also teethed.

[00085] During the forward actuation 400 of the brake adjustment assembly 200, the input body 240 will receive input from the brake cam lever. Since, the input body 240 and the output body 206 are connected, they move together in anti-clockwise direction, by rotating the pinions of the input gear 208 and the output gear 212 in clockwise direction. Further, during the forward motion as can be seen in figures 4a and 4b, plurality of teeth 220 of the first input body 202 will mesh up with the input gear 208 and the plurality of teeth 224 of the output body 206 will mesh up with the output gear 212. The at least one actuation clutch 210 is present between the input body 240 and the output body 206 and can rotate only in clockwise direction. This means, during forward actuation 400, the input gear 208, the at least one actuation clutch 210 and the output body 206 are rotating in clockwise direction.

[00086] During forward actuation 400, initial travel of the input body 240 will be in free play zone, when there is no actual braking taking place, then through elasticity phase, when the pressing of brake lever on the handlebar is taking place, power is applied to the at least one brake shoe of the brake assembly. In the wear elasticity phase, where the compensation for extra clearance due to brake liner wear off was created, after wear plasticity phase, the at least one brake shoe of the brake assembly are abutted/hitting the drum of the brake assembly. Immediately after hitting the drum, due to equal and opposite force, the entire output gear 212 and the input body 240 tend to come back as shown in figure 5. After the rebound effect, the output gear 212 is still abutted against the drum of the brake assembly of the vehicle 100.

[00087] During the reverse actuation 500, due to the at least on torsional spring 216 action, where two hands of the at least on torsional spring 216 are always trying to meet each other, after the brake has been released by the user, the input body 240 and the output gear 212 should move in opposite directions. More specifically, if the input body 240 start moving in clockwise direction, i.e., returning, then the output gear 212 tends to remain there, as the one arm of the at least on torsional spring 216 is pressing against the output gear 212, now this action is further aided by the remaining outer periphery 226 of the sixth end is without any teeth on the input body 240 is meshed with the output body 206. Since no teeth region i.e., the sixth end is without any teeth on the input body 240 is there is front of the output body 206, the output body 206 does not have any action and so in the output gear 212. However, this will not continue for long, the action above will continue only for the stage of elasticity and wear plasticity while returning. Further, during free play where no actual braking takes place, and the meshing of teeth between the second input body 204 and the output body 206 which will drive the output gear 212 takes place, that brings back the output gear 212.

[00088] The present application accordingly able to adjust the output body 206 as per the gap which is created between the at least one brake shoe of the brake assembly and drum of the brake assembly because of the usage. Accordingly, the present invention will increase the age of the brake assembly in the vehicle 100. This will also reduce the service time and service cost for the vehicle 100 which will result in increasing overall user experience for the vehicle 100. The brake adjustment assembly 200 provides a cost-effective solution and the same is compact and lighter in weight to be implemented in a two wheeled vehicle or a three wheeled vehicle.

[00089] In view of the above, the steps as discussed above are not routine, conventional, or well understood in the art, as the claimed steps enable the following solutions to the existing problems in conventional technologies.

[00090] The above-described embodiments, and particularly any “preferred” embodiments, are possible examples of implementations and merely set forth for a clear understanding of the principles of the invention. It will be apparent to those skilled in the art that changes in form, connection, and detail may be made therein without departing from the spirit and scope of the invention.

[00091] Non-limiting and non-exhaustive embodiments of the invention are described with reference to the following figures, wherein like reference numerals refer to like parts throughout the various views unless otherwise specified. It should be appreciated that the following figures may not be drawn to scale.

[00092] Descriptions of certain details and implementations follow, including a description of the figures, which may depict some or all of the embodiments described below, as well as a discussion of other potential embodiments or implementations of the inventive concepts presented herein. An overview of embodiments of the invention is provided below, followed by a more detailed description with reference to the drawings.

[00093] The foregoing disclosure is not intended to limit the present disclosure to the precise forms or particular fields of use disclosed. As such, it is contemplated that various alternate embodiments and/or modifications to the present disclosure, whether explicitly described or implied herein, are possible in light of the disclosure. Having thus described embodiments of the present disclosure, a person of ordinary skill in the art will recognize that changes may be made in form and detail without departing from the scope of the present disclosure. Thus, the present disclosure is limited only by the claims.

[00094] In the foregoing specification, the disclosure has been described with reference to specific embodiments. However, as one skilled in the art will appreciate, various embodiments disclosed herein can be modified or otherwise implemented in various other ways without departing from the spirit and scope of the disclosure. Accordingly, this description is to be considered as illustrative and is for the purpose of teaching those skilled in the art the manner of making and using various embodiments of the disclosure. It is to be understood that the forms of disclosure herein shown and described are to be taken as representative embodiments. Equivalent elements, materials, processes or steps may be substituted for those representatively illustrated and described herein. Moreover, certain features of the disclosure may be utilized independently of the use of other features, all as would be apparent to one skilled in the art after having the benefit of this description of the disclosure. Expressions such as “including”, “comprising”, “incorporating”, “consisting of”, “have”, “is” used to describe and claim the present disclosure are intended to be construed in a non-exclusive manner, namely allowing for items, components or elements not explicitly described also to be present. Reference to the singular is also to be construed to relate to the plural.

, Claims:We Claim:

1. A brake adjustment assembly (200) of a vehicle (100), the brake adjustment assembly (200) comprising:
an anchor part (214);
an output gear (212), the output gear (212) is connected with the anchor part (214);
at least one actuation clutch (210);
an input gear (208), the input gear (208) is connected with the output gear (212) using the at least one actuation clutch (210);
an input body (240), the input body (240) comprising:
a first input body (202), and
a second input body (204), wherein the first input body (202) and the second input body (204) are connected with each other ;
an output body (206), the output body (206) is present between the input body (240) and the anchor part (214); and
at least one adjuster spring (216), the at least one adjuster spring (216) is connecting the input body (240) and the output body (206).

2. The brake adjustment assembly (200) as claimed in claim 1, wherein the anchor part (214) is a fixed part and is connected to a back plate of a wheel hub of a brake assembly of the vehicle (100).

3. The brake adjustment assembly (200) as claimed in claim 1, wherein the output body (206) is of a sector shape, wherein the output body (206) is comprising:
a first end; and
a second end, the second end is a periphery end and is placed opposite to the first end.

4. The brake adjustment assembly (200) as claimed in claim 3, wherein the second end of the output body (206) comprising plurality of teeth (224) and wherein the first end of the outer body comprising a first hollow opening.

5. The brake adjustment assembly (200) as claimed in claim 1, wherein the first input body (202) is of a sector shape, wherein the first input body (202) comprising:
a third end; and
a fourth end, the fourth end is a periphery end and is placed opposite to the third end.

6. The brake adjustment assembly (200) as claimed in claim 5, wherein the fourth end of the first input body (202) comprising plurality of teeth (220) and wherein the third end of the first input body (202) comprising a second hollow opening (230).

7. The brake adjustment assembly (200) as claimed in claim 1, wherein the second input body (204) is of a sector shape, wherein the second input body (204) comprising:
a fifth end; and
a sixth end, the sixth end is a periphery end and is placed opposite to the fifth end.

8. The brake adjustment assembly (200) as claimed in claim 5, wherein the sixth end of the second input body (204) comprising plurality of teeth (222) and wherein the fifth end of the second input body (204) comprising a third hollow opening.

9. The brake adjustment assembly (200) as claimed in claim 8, wherein the plurality of teeth (222) is partially placed over the sixth end of the sector shaped second input body (204),
wherein the partially placed plurality of teeth (222) in the outer periphery of the sixth end is placed closer to the input gear (208) and remaining outer periphery (226) of the sixth end is without any teeth.

10. The brake adjustment assembly (200) as claimed in claim 1, wherein the first hollow opening of the outer body (206), the second hollow opening (230) of the first input body (202) and the third hollow opening of the second input body (204) are co-axial.

11. The brake adjustment assembly (200) as claimed in claim 10, wherein at least one bush (228) is placed in the co-axially placed hollow openings,
wherein a first end of the at least one bush (228) is fixedly connected with the anchor part (214) and a second end of the at least one bush (228) is partially coming out from the second hollow opening (230) of the first input body (202), and
wherein the second end of the at least one bush (228) is placed opposite to the first end of the at least one bush (228).

12. The brake adjustment assembly (200) as claimed in claim 11, wherein the second end of the at least one bush (228) which is partially coming out from the second hollow opening (230) is configured to accommodate the at least one adjuster spring (216), and
wherein the at least one adjuster spring (216) is pre-loaded.

13. The brake adjustment assembly (200) as claimed in claim 1, wherein the at least one adjuster spring (216) is connected with the first input body (202) and the output body (206).

14. The brake adjustment assembly (200) as claimed in claim 1, wherein the input gear (208), the at least one actuation clutch (210) and the output gear (212) are co-axial,
wherein the input gear (208) is connected with the at least one actuation clutch (210) and the output gear (212), and
wherein the output gear (212) is fixedly connected with the anchor part (214).

15. The brake adjustment assembly (200) as claimed in claim 1, wherein the at least one actuation clutch (210) comprising at least one actuation clutch driver and at least one actuation clutch follower.

16. The brake adjustment assembly (200) as claimed in claim 1, wherein the at least one actuation clutch (210) is a one-way clutch, and
wherein the at least one actuation clutch (210) is transferring force from the input gear (208) to the output gear (212).

17. The brake adjustment assembly (200) as claimed in claim 1, wherein a first gap (302) is present between the first input body (202) and the second input body (204).

18. The brake adjustment assembly (200) as claimed in claim 1, wherein a second gap (304) is present between the second input body (204) and the output body (206), and
wherein the second gap (304) between the second input body (204) and the output body (206) is less than the first gap (302) between the first input body (202) and the second input body (204).

19. The brake adjustment assembly (200) as claimed in claim 1, wherein the first gap (302) between the first input body (202) and the second input body (204) is substantially equal to a length of the at least one actuation clutch (210).

20. The brake adjustment assembly (200) as claimed in claim 1, wherein the brake assembly of the vehicle (100) comprising a brake cam lever, and
wherein the brake cam lever is providing input to the input body (240) of the brake adjustment assembly (200).

21. The brake adjustment assembly (200) as claimed in claim 1, wherein the output body (206) of the brake adjustment assembly (200) is connected with at least one brake shoe of the brake assembly of the vehicle (100).

22. The brake adjustment assembly (200) as claimed in claims 8, wherein dimensions of the first input body (202) is substantially equal to dimensions of the second input body (204).

23. The brake adjustment assembly (200) as claimed in claim 22, wherein dimensions of the output body (206) is always greater than the dimensions of the first input body (202) and the dimensions of the second input body (204).

24. A method of an actuation of a brake adjustment assembly (200) as claimed in claims 1-23, the method comprising:
moving, the input body (240) in forward direction on receiving input from the brake cam lever and moving the input body (240) in reverse direction on releasing input from the brake cam lever, wherein during the forward direction movement the input body (240) is moving in anticlockwise direction; and
transferring, rotational force from the input gear (208) to the output gear (212);
moving, the output body (206) in forward direction on receiving the rotational force from the input gear (208) to the output gear (212), wherein during the forward direction movement the output body (206) is moving in clockwise direction, wherein during the reverse direction movement of the output body (206) controlling the movement of the output body (206) using the preloaded at least one adjuster spring (216),
wherein, adjusting position of the output body (206) on the plurality of teeth (224) of the second end of the output body (206) during the reverse direction movement the output body (206).

25. The method as claimed in claim 24, wherein the method comprising:
forward actuating 400, the input body (240), the input gear (208), the output gear (212) and the output body (206) are moving in forward direction on receiving input from the brake cam lever.

26. The method as claimed in claim 24, wherein the method comprising:
reverse actuating 500, the output body (206), the output gear (212), the input gear (208), and the input body (240) are moving in reverse direction and wherein adjusting position of the output body (206) based on a lining of at least one brake shoe of the brake assembly of the vehicle (100).