DESC:TECHNICAL FIELD
[0001] The present disclosure relates generally to the field of Combined Braking System (CBS) in saddle type vehicles. In particular, the present disclosure relates to a sequential braking system for a saddle type vehicle.

BACKGROUND
[0002] With the current developments in an automobile industry, there have been increase in the number and use of saddle type vehicles for two persons, for example, regular internal combustion engine vehicles, electric vehicles, or hybrid vehicles.
[0003] In some vehicles, it is desirable to have brake actuators that simultaneously actuate one or more brake assemblies associated with one or more wheels of the vehicle. Vehicles may include both friction brake assemblies and auxiliary brake assemblies. Auxiliary brake assemblies, such as Electro-Magnetic (EM) brakes, are often adapted to provide regenerative braking functionality. While EM brake assemblies are capable of impeding and slowing down motion of the wheels, they often fail to bring the vehicle to a halt. EM brake assemblies are unable to statically hold and immobilize the wheels of the vehicle. Hence, EM braking assemblies are used in conjunction with friction brake assemblies. Further, the friction brake assemblies are necessary during panic stops, i.e., during situations where the vehicle needs to be brought to a sudden halt, which EM braking assemblies are incapable of providing.
[0004] However, friction brake assemblies are susceptible to hamper the regenerative of the EM brake assemblies. For instance, when the EM brake assemblies and the friction brake assemblies are engaged simultaneously, the engagement of the friction brake assemblies cause at least some energy to be converted and dissipated as heat, which otherwise could have been converted into electrical energy. Since most applications require friction brake assemblies to be engaged at some point in the braking process, the EM brake assemblies are often used passively. To maximize regenerative capacity of the EM brake assemblies while ensuring responsive braking, engagement of the EM brake assemblies and the friction brake assemblies have to be carefully coordinated, which existing solutions fail to provide.
[0005] Furthermore, brake actuators used to actuate the brake assemblies have an ineffective stroke, which is the amount of initial lever travel/force during which no decelerative torque is developed. In brake actuators using hydraulic elements, the ineffective stroke is consistent. However, in brake actuators that use mechanical cable, the ineffective stroke can vary with usage. Additionally, the ineffective stroke is often not tuneable or controlled.
[0006] Thus, all the available combined braking systems are ineffective and inefficient in providing a desired amount of delay for actuation of rear braking system in a saddle type vehicle.
[0007] Therefore, there is a need to address at least the above-mentioned drawbacks and any other shortcomings, or at the very least, provide a valuable alternative to the existing CBS. Thus, it is a need to provide a sequential braking system for a saddle type vehicle for coordinating both front and rear brake assemblies to maximize efficiency while not compromising on safety.

OBJECTS OF THE PRESENT DISCLOSURE
[0008] A general object of the present disclosure is to provide a sequential braking system that obviates the above-mentioned limitations of existing Combined Braking Systems (CBS)/devices.
[0009] An object of the present disclosure is to provide the sequential braking system as a CBS for actuating friction brake assemblies and auxiliary brake assemblies of a vehicle.
[0010] Another object of the present disclosure is to provide the sequential braking system for sequentially actuating auxiliary brake assemblies and friction brake assemblies to maximize energy recovery.
[0011] Yet another object of the present disclosure is to actuate friction brake assemblies and auxiliary brake assemblies using a common actuation means.
[0012] Yet another object of the present disclosure is to provide the sequential braking system for delaying the actuation of friction brake assemblies that share an actuation means with the auxiliary brake assemblies.
[0013] Yet another object of the present disclosure is to provide the brake actuators that are tuneable and controllable for providing ineffective stroke.

SUMMARY
[0014] Aspects of the present disclosure generally relate to the field of Combined Braking System (CBS) in saddle type vehicles. More particularly, the present disclosure relates to a sequential braking system for a saddle type vehicle.
[0015] In an aspect, the present disclosure relates to a sequential braking system for a saddle type vehicle. The sequential braking system may comprise a front brake actuator and a rear brake actuator for actuating a front brake assembly and a rear brake assembly, respectively, to decelerate the saddle type vehicle.
[0016] In an aspect, the front brake actuator may actuate both the front brake assembly and the rear brake assembly.
[0017] In an aspect, the sequential braking system may also comprise a delay mechanism configured for delaying the actuation of the rear brake assembly for a predefined interval from the actuation of the front brake assembly for a controlled braking of the saddle type vehicle.
[0018] In another aspect, the delay mechanism may further comprise a first delaying means operatively coupled with the front brake actuator and a second delaying means operatively coupled with the rear brake assembly.
[0019] In an aspect, the first delaying means may be configured to initiate a delay, less than or equal to the predefined interval, for actuation of at least one or a combination of: the front brake assembly and the rear brake assembly.
[0020] In an aspect, the second delaying means may be configured to achieve a delay, equal to the predefined interval, for actuation of the rear brake assembly.
[0021] In another aspect, the first delaying means and the second delaying means may be an elastic member.
[0022] In an aspect, the delay, less than or equal to the predefined interval, can be directly proportional to a delay force provided by a stiffness of the first delaying means; and the delay, equal to the predefined interval, can be directly proportional to a delay force provided by a stiffness of the second delaying means.
[0023] In another aspect, a fitted load to at least one of: the first delaying means and the second delaying means may be varied by adjusting the placement of the first delaying means with the front brake actuator and the second delaying means with the rear brake assembly, using an adjustment nut.
[0024] In an aspect, the first delaying means and the second delaying means with corresponding fixed stiffness may be selected based on the predefined interval delay required to delay the actuation of at least one or a combination of: the front brake assembly and the rear brake assembly.
[0025] In another aspect, a difference between the stiffness of the first delaying means and the stiffness of the second delaying means may define the predefined interval delay required to delay the actuation of at least one or a combination of: the front brake assembly and the rear brake assembly.
[0026] In yet another aspect, if the stiffness of the first delaying means is greater than the stiffness of the second delaying means; then the actuation of the rear brake assembly can be performed and the actuation of the front brake assembly can be delayed by the predefined interval; and if the stiffness of the first delaying means is less than the stiffness of the second delaying means, then the actuation of the front brake assembly can be performed and the actuation of the rear brake assembly can be delayed by the predefined interval.
[0027] Various objects, features, aspects, and advantages of the inventive subject matter will become more apparent from the following detailed description of preferred embodiments, along with the accompanying drawing figures in which like numerals represent components.

BRIEF DESCRIPTION OF THE DRAWINGS
[0028] The accompanying drawings are included to provide a further understanding of the present disclosure, and are incorporated in and constitute a part of this specification. The drawings illustrate exemplary embodiments of the present disclosure and, together with the description, serve to explain the principles of the present disclosure.
[0029] FIG. 1 illustrates a schematic block diagram of an exemplary sequential braking system (101) for a saddle type vehicle (102), according to an embodiment of the present disclosure.
[0030] FIG. 2A illustrates an exemplary representation of a first mechanical delaying means of the sequential braking system (101), according to an embodiment of the present disclosure.
[0031] FIG. 3A illustrates an exemplary representation of a second mechanical delaying means of the sequential braking system (101), according to an embodiment of the present disclosure.
[0032] FIG. 2B illustrates an exemplary representation of a second delaying means (103B, 212) of the sequential braking system (101), according to an embodiment of the present disclosure.
[0033] FIG. 3B illustrates an exemplary representation of a first delaying means (103A, 306) of the sequential braking system (101), according to an embodiment of the present disclosure.
[0034] FIG. 4 illustrates an exemplary representation of a third mechanical delaying means of the sequential braking system (101), according to an embodiment of the present disclosure.

DETAILED DESCRIPTION
[0035] The following is a detailed description of embodiments of the disclosure depicted in the accompanying drawings. The embodiments are in such detail as to clearly communicate the disclosure. However, the amount of detail offered is not intended to limit the anticipated variations of embodiments; on the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the present disclosures as defined by the appended claims.
[0036] For the purpose of understanding of the principles of the present disclosure, reference will now be made to the various embodiments and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the present disclosure is thereby intended, such alterations and further modifications in the illustrated system, and such further applications of the principles of the present disclosure as illustrated therein being contemplated as would normally occur to one skilled in the art to which the present disclosure relates.
[0037] It will be understood by those skilled in the art that the foregoing general description and the following detailed description are explanatory of the present disclosure and are not intended to be restrictive thereof.
[0038] Whether or not a certain feature or element was limited to being used only once, it may still be referred to as “one or more features” or “one or more elements” or “at least one feature” or “at least one element.” Furthermore, the use of the terms “one or more” or “at least one” feature or element do not preclude there being none of that feature or element, unless otherwise specified by limiting language including, but not limited to, “there needs to be one or more” or “one or more elements is required.”
[0039] Reference is made herein to some “embodiments.” It should be understood that an embodiment is an example of a possible implementation of any features and/or elements of the present disclosure. Some embodiments have been described for the purpose of explaining one or more of the potential ways in which the specific features and/or elements of the proposed disclosure fulfil the requirements of uniqueness, utility, and non-obviousness.
[0040] Use of the phrases and/or terms including, but not limited to, “a first embodiment,” “a further embodiment,” “an alternate embodiment,” “one embodiment,” “an embodiment,” “multiple embodiments,” “some embodiments,” “other embodiments,” “further embodiment”, “furthermore embodiment,” “additional embodiment” or other variants thereof do not necessarily refer to the same embodiments. Unless otherwise specified, one or more particular features and/or elements described in connection with one or more embodiments may be found in one embodiment, or may be found in more than one embodiment, or may be found in all embodiments, or may be found in no embodiments. Although one or more features and/or elements may be described herein in the context of only a single embodiment, or in the context of more than one embodiment, or in the context of all embodiments, the features and/or elements may instead be provided separately or in any appropriate combination or not at all. Conversely, any features and/or elements described in the context of separate embodiments may alternatively be realized as existing together in the context of a single embodiment.
[0041] Any particular and all details set forth herein are used in the context of some embodiments and therefore should not necessarily be taken as limiting factors to the proposed disclosure.
[0042] The terms “comprise,” “comprising,” or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a process or method that comprises a list of steps does not include only those steps but may include other steps not expressly listed or inherent to such process or method. Similarly, one or more devices or sub-systems or elements or structures or components proceeded by “comprises... a” does not, without more constraints, preclude the existence of other devices or other sub-systems or other elements or other structures or other components or additional devices or additional sub-systems or additional elements or additional structures or additional components.
[0043] Embodiments of the present disclosure will be described below in detail with reference to the accompanying drawings.
[0044] For the sake of clarity, the first digit of a reference numeral of each component of the present disclosure is indicative of the Figure number, in which the corresponding component is shown. For example, reference numerals starting with digit “1” are shown at least in FIG. 1. Similarly, reference numerals starting with digit “2” are shown at least in FIG. 2.
[0045] A two-wheeler vehicle, including but not limited to an Internal Combustion Engine (ICE) or Electric Vehicle (EV), utilizing a stand assembly. The two-wheeler such as scooters, mopeds, motorbikes/motorcycles; three-wheelers such as auto-rickshaws, four-wheelers such as cars and other Light Commercial Vehicles (LCVs) and Heavy Commercial Vehicles (HCVs) primarily work on the principle of driving an electric motor using the power from the batteries provided in the EV. Furthermore, the electric vehicle may have at least one wheel which is electrically powered to traverse such a vehicle. The term ‘wheel’ may be referred to any ground-engaging member which allows traversal of the electric vehicle over a path. The types of EVs include Battery Electric Vehicle (BEV), Hybrid Electric Vehicle (HEV) and Range Extended Electric Vehicle. However, the subsequent paragraphs pertain to the different elements of a Battery Electric Vehicle (BEV).
[0046] The present disclosure in general, relates to the field of Combined Braking System (CBS) in saddle type vehicles. Specifically, the present disclosure relates to a sequential braking system for a saddle type vehicle.
[0047] Various embodiments of the present disclosure will be explained in detail with respect to FIGs. 1 to 4.
[0048] Referring to FIG. 1, a schematic block diagram (100) of an exemplary sequential braking system (interchangeably, referred to as the system 101) for a saddle type vehicle (102) is illustrated, according to an embodiment of the present disclosure.
[0049] Further, referring to FIGs. 2B and 3B, an exemplary representation of a first delaying means (103A, 306) and a second delaying means (103B, 212) of the sequential braking system (101) are depicted, according to an embodiment of the present disclosure.
[0050] In an embodiment, the sequential braking system (101) for the saddle type vehicle (102) may include a front brake actuator (105A) and a rear brake actuator (105B) configured for actuating a front brake assembly (106A) and a rear brake assembly (106B), respectively, to decelerate the saddle type vehicle (102). The front brake actuator (105A) can actuate both the front brake assembly (106A) comprising of a first friction brake assembly (106A-1) and the rear brake assembly (106B) comprising of a second friction brake assembly (106B-1) and/or an electromagnetic brake assembly (106B-2).
[0051] In an embodiment, the sequential braking system (101) may also include a delay mechanism (103) configured for delaying the actuation of the rear brake assembly (106B) for a predefined interval from the actuation of the front brake assembly (106A) for a controlled braking of the saddle type vehicle (102).
[0052] In another embodiment, the delay mechanism (103) may further include the first delaying means (103A, 306) operatively coupled with the front brake actuator (105A) and the second delaying means (103B, 212) operatively coupled with the rear brake assembly (106B).
[0053] In an embodiment, the first delaying means (103A, 306) may be configured to initiate a delay, less than or equal to the predefined interval, for actuation of at least one or a combination of the front brake assembly (106A) and the rear brake assembly (106B). The second delaying means (103B, 212) may be configured to achieve a delay, equal to the predefined interval, for actuation of the rear brake assembly (106B).
[0054] In another embodiment, the first delaying means (103A, 306) and the second delaying means (103B, 212) may be an elastic member, for example, a compression spring.
[0055] Further, the delay, less than or equal to the predefined interval, may be directly proportional to a delay force provided by a stiffness of the first delaying means (103A, 306), and the delay, equal to the predefined interval, may be directly proportional to a delay force provided by a stiffness of the second delaying means (103B, 212).
[0056] In another embodiment, a fitted load to at least one of the first delaying means (103A, 306) and the second delaying means (103B, 212) may be varied by adjusting the placement of the first delaying means (103A, 306) with the front brake actuator (105A) and the second delaying means (103B, 212) with the rear brake assembly (106B), using an adjustment nut (214, 216).
[0057] In an embodiment, the first delaying means (103A, 306) and the second delaying means (103B, 212) with corresponding fixed stiffness may be selected based on the predefined interval delay required to delay the actuation of at least one or a combination of the front brake assembly (106A) and the rear brake assembly (106B).
[0058] In another embodiment, a difference between the stiffness of the first delaying means (103A, 306) and the stiffness of the second delaying means (103B, 212) may define the predefined interval delay required to delay the actuation of at least one or a combination of the front brake assembly (106A) and the rear brake assembly (106B).
[0059] In yet another embodiment, if the stiffness of the first delaying means (103A, 306) is greater than the stiffness of the second delaying means (103B, 212), then the actuation of the rear brake assembly (106B) may be performed and the actuation of the front brake assembly (106A) may be delayed by the predefined interval. If the stiffness of the first delaying means (103A, 306) is less than the stiffness of the second delaying means (103B, 212), then the actuation of the front brake assembly (106A) may be performed and the actuation of the rear brake assembly (106B) may be delayed by the predefined interval.
[0060] With reference to FIG. 1, the system (101) may be implemented in the vehicle (102) having one or more wheels, such as a first wheel (104-1) and a second wheel (104-2) (collectively referred to as the wheels (104)). Each of the wheels (104) may be associated with a corresponding brake assembly, such as first and second friction brake assemblies (106A-1, 106B-1) corresponding to each of the wheels (104), and auxiliary brake assemblies, such as an Electro-Magnetic (EM) brake assembly (106B-2), (collectively referred to as the brake assemblies (106)). The brake assemblies (106) may be actuated by one or more brake actuators, such as a first brake actuator (front brake actuator) (105A) and a second brake actuator (rear brake actuator) (105B) (collectively referred to as brake actuators 105).
[0061] In some embodiments, the first wheel (104-1) may correspond to a front wheel and the second wheel (104-2) may correspond to a rear wheel of the vehicle (102). The corresponding brake assemblies (106) of the wheels (104) may be actuated using a first brake actuating means of the first brake actuator (105A) and a second brake actuating means of the second brake actuator (105B). In some embodiments, the auxiliary brake assembly, such as the EM brake assembly (106B-2), may be configured to the second wheel (104-2). However, it may be appreciated by those skilled in the art that the number, type, arrangement, and configuration of the brake assemblies (106) with the first and second brake actuators (105A, 105B) may be suitably adapted based on requirements, as detailed below.
[0062] In an embodiment, the combined braking system (101) may include the brake assemblies (106) configured to apply a decelerative torque to the wheels (104) of the vehicle (102) in an actuated state. In some embodiments, the vehicle (102) may be indicative of any transportation means that use wheels for movement. Thrust to the vehicle (102) may be provided by an engine or an electric motor connected to the wheels (104) of the vehicle (102). The vehicle (102) may be decelerated or stopped using the brake assemblies (106). In some embodiments, the vehicles (102) may include, but not limited to, bicycles, electric bikes, motor bikes, scooters, mopeds, auto-rickshaws, three-wheeled vehicles, cars, vans, trucks, and the like. While the present disclosure describes the system (101) in the context of two-wheeled vehicles (102), it may be appreciated by those skilled in the art that the system (101) may be suitably adapted for vehicles having any number of wheels.
[0063] In some embodiments, the brake assemblies (106) may be configured to inhibit motion of the wheels (104) such that the wheels (104) slow down, stop, and/or prevent the vehicle (102) from moving. In some embodiments, at least one of the brake assemblies (106) may be configured to apply torque to the wheels (104) using mechanical resistance (friction), such as the friction brake assemblies (106A). The friction brake assemblies (106A) may be selected from a group including, but not limited to, a pot caliper brake, a disk brake, and a drum brake. The number, type, specification, and orientation of the friction brake assemblies (106A) may be suitably adapted to optimize one or more braking performance parameters such as weight, cost, braking time, and the like. The friction brake assemblies (106A) may provide mechanical resistance (friction) to the corresponding wheel (104) for braking when in the actuated state.
[0064] In some embodiments, the friction brake assemblies (106A) may include one or more friction interface surfaces (210). The friction interface surfaces (210) may include, but not be limited to, calipers, brake shoes, and the like. The friction interface surfaces (210) may inhibit motion of the corresponding wheel (104) when said friction interface surfaces (210) are caused to come into contact with a corresponding receiving surface, such as a disk or a drum but not limited thereto, of the wheel (104). In some embodiments, the friction interface surfaces (210) may be caused to come into contact with the receiving surface by a cam (402), as shown in FIG. 4. In some embodiments, the cam (402) may have an eccentric contour that produces smooth reciprocating motion on rotating. In such embodiments, the cam (402), when in a first position, may allow the friction interface surfaces (210) to be in a neutral position where the friction interface surfaces (210) are separated from the receiving surface whereby no mechanical resistance is applied to the wheels (104). In other embodiments, when the cam (402) is rotated to a second position, the cam (402) may abut the friction interface surfaces (210), and push the friction interface surface (210) to come into contact with the receiving surface of the corresponding wheels (104), thereby creating mechanical resistance therebetween.
[0065] In some embodiments, the friction brake assemblies (106A) may include a cam lever (208), as shown in FIGs. 2A and 2B. In some embodiments, the cam lever (208) may be pivotably connected at a first end to the cam (402). In some embodiments, the cam lever (208) and the cam (402) may be mechanically locked to rotate synchronously. The cam lever (208) may be connected to a brake transmission means, such as brake transmission means, such as first and second brake transmission means (206-1), (206-2), shown in FIGs. 2A, 2B, 3A, and 3B (collectively referred to as the brake transmission means (206)) on a second end thereof. In some embodiments, the brake transmission means (206) may be used to actuate one or more of the brake assemblies (106). In some embodiments, the brake transmission means (206) may be indicative of cables. The cam lever (208), and in turn the cam (402), may be caused to rotate when the corresponding brake actuators (105) are engaged to tension the brake transmission means (206), thereby causing the friction interface surfaces (210) to come into contact with the receiving surface and actuating the friction brake assemblies (106A). The brake transmission means (206) may be engaged by the brake actuators (105).
[0066] In some embodiments, the system (101) may include the brake actuators (105) that actuate the corresponding brake assemblies (106). The brake actuators (105) may cause the brake assemblies (106) to actuate and apply decelerative torque and/or regenerative torque to the wheels (104). In some embodiments, the brake actuators (105) may include the brake actuating interfaces. The brake actuating interface may be any one or combination of means selected from, but not limited to, a mechanical actuation means and an electric actuation means. In some embodiments, mechanical actuation means may include, but not be limited to, a brake pedal and a brake lever (304). In such embodiments, the mechanical actuation means may be adapted to communicate mechanical actuation force therefrom to the corresponding brake assemblies (106). In such embodiments, the mechanical actuation means may be engaged by a driver of the vehicle (102) to actuate the brake assemblies (106). The mechanical actuation means may be engaged by applying load to the brake actuating interfaces, such as applying load to rotate the brake lever (304). In some embodiments, the electrical actuation means may be indicative of electric switches or buttons that transmit electrical signals to cause the brake assemblies (106), such as the EM brake assemblies (106B), to actuate.
[0067] In some embodiments, at least one or a combination of the brake assemblies (106) may be configured to apply decelerative torque to the wheels (104) using electromagnetic resistance, such as the auxiliary brake assemblies. In some embodiments, the auxiliary brake assemblies may be any one or a combination of including, but not limited to, the EM brake assembly (106B-2), engine brake such as compression release brake or jake brake, and the like. In some embodiments, the EM brake assembly (106B-2) may be any one or combination of including, but not limited to, induction brakes, generator, or electromechanical brakes. In some embodiments, the electric motor associated with the vehicle (102) may be adapted to function as a generator such that said electric motor converts kinetic energy of the corresponding wheels (104) to electric energy. In such embodiments, the EM brake assembly (106B-2) may be configured to apply a regenerative torque to the wheels (104) of the vehicle (102). On application of the regenerative torque, the EM brake assembly (106B-2) may be configured to convert kinetic energy of the wheels (104) to electric energy, which may be stored in a power storage unit such as a battery. Each wheel (104) may be configured with any one or both of the friction brake assemblies (106A) and the EM brake assembly (106B-2). In some embodiments, the brake transmission means (206) are tensioned, such as when the cables are tensioned, may transmit signals to the EM brake assembly (106B-2) to actuate. In other embodiments where the auxiliary brake assembly is indicative of an engine brake, the brake assemblies (106) may provide for kinetic energy recovery.
[0068] Now, referring to FIG. 2A, an exemplary representation of a first mechanical delaying means of the sequential braking system (101) is illustrated, according to an embodiment of the present disclosure.
[0069] FIG. 2A illustrates an exemplary representation of a first mechanical delaying means (200) of the system (101), according to embodiments of the present disclosure. As shown, the first mechanical delaying means (200) may include a slot (209) on the second end of the cam lever (208). In such embodiments, the brake transmission means (206) may be connected to the cam lever (208) at the slot (209). In some embodiments, the brake transmission means (206) may be connected to the slot (209) through a shaft (213). In some embodiments, the shaft (213) may move along the length of the slot (209). In a neutral position, the shaft may be on the first end of the slot (209). When the brake actuators (105) are engaged to tension the brake transmission means (206), the shaft may be caused to move from the first end to the second end of the slot (209), and abut the second end of the slot (209). In such embodiments, the tensioning of the brake transmission means (206) may pull the second end of the cam lever (208) through the abutment of the shaft at the second end of the slot (209), thereby causing the cam lever (208) to rotate or pivot about the first end of the cam lever (208).
[0070] The contours and dimensions of the slot (209) may be suitably adapted to create the force delay between the actuation of the brake actuators (105) and the actuation of the corresponding friction brake assemblies (106A). In some embodiments, the force delay may be proportional to the length between the first end and the second end of the slot (209). In some embodiments, the path of the shaft from the first end to the second end of the slot (209) may be arduously contoured to create the force delay.
[0071] In embodiments where the brake transmission means (206) may be indicative of a cable, the cable may include a spring (212). The spring (212) may be attached to the cable along at least one portion of the length thereof. The spring (212) may have a predefined elastic resilience. The elastic resilience of the spring (212) may be selected based on the design requirements of the brake assemblies (106). When the cable is tensioned on engagement of the corresponding brake actuators (105), the spring (212) may be compressed or stretched against the elastic resilience thereof. On compressing or stretching the spring (212) up to the elastic limit thereof, the spring (212) may allow the cable to be tautened or tensioned, which in turn, causes the cam lever (208) and the cam (402) to rotate and cause the friction interface surface (210) to abut the receiving surface, thereby actuating the corresponding friction brake assembly (106A). The spring (212) may prevent, and thereby delay the transmission of force, the tensioning of the cables until the spring (212) is stretched or compressed up to its elastic limit. In such embodiments, the force delay may be proportionate to the elastic resilience of the spring (212). Further, in such embodiments, the brake actuators (105) may tension the cables to actuate the corresponding brake assemblies (106) when load or force applied to the brake actuators (105) exceeds the elastic limit of the spring (212).
[0072] In some embodiments, on applying a load greater than the elastic limit of the spring (212) on the brake lever (304), the cable may be tensioned such that the shaft is moved from the first end to the second end of the slot (209). Thereafter, the shaft may abut the second end of the slot (209) to cause the cam lever (208), and correspondingly the cam (402) to rotate and actuate the brake assembly (106).
[0073] Further, referring to FIG. 3A, an exemplary representation of a second mechanical delaying means of the sequential braking system (101) is illustrated, according to an embodiment of the present disclosure.
[0074] FIG. 3B illustrate an exemplary representation of a second mechanical delaying means (300) of the system (101), according to embodiments of the present disclosure. The second mechanical delaying means (300) may be implemented on the brake actuators (105). The brake actuator (105) may include the corresponding brake actuation interface, such as the brake lever (304). In such embodiments, when rotated along a pivoting point (303), the brake lever (304) may cause the brake transmission means (206), such as the cables, to be tensioned, thereby actuating the corresponding friction brake assemblies (106A). In some embodiments, the brake lever (304) may be connected to the first and the second brake transmission means (206-1, 206-2), each corresponding to cables associated with the brake assemblies (106) of the front and the rear wheels (104).
[0075] In some embodiments, the brake actuators (105) may include an equalizer (302) that equalizes the force transmitted to corresponding friction brake assemblies (106A) through the first and the second brake transmission means (206-1, 306-2). In some embodiments, the second mechanical delaying means (300) may include a delayer spring (not shown) configured between one of the brake transmission means (206), such as the first brake transmission means (206-1), and the equalizer (302). In such embodiments, rotating the brake lever (304) may pull the first and the second brake transmission means (206-1, 206-2) with equal force through the equalizer (302). Since the delayer spring is configured between the equalizer (302) and the first brake transmission means (206-1), the delayer spring may be compressed or stretched against the elastic resilience thereof on engagement of the brake lever (304). The delayer spring may be stretched until the delayer spring reaches its elastic limit, whereafter the actuation force from the engagement of the brake lever (304) may be transmitted through the first brake transmission means (206-1), thereby causing a delay in the tensioning of the first brake transmission means (206-1), and in turn delays the actuation of the corresponding friction brake assembly (106A). The force delay caused by the second mechanical delayer means (300) may be adjusted based on the elastic resilience selected for the delayer spring.
[0076] Referring to FIG. 4, an exemplary representation of a third mechanical delaying means of the sequential braking system (101) is illustrated, according to an embodiment of the present disclosure.
[0077] In such embodiments, the third mechanical delaying means (400) may be indicative of an eccentrically contoured cam (402). In such embodiments, the cam (402) may have a contour that provides smooth reciprocal motion when rotated. In existing solutions, the cam (402) has a substantially rectangular contour whereby the cam (402) instantaneously engages with and pushes the friction interface surfaces (210) to come into contact with the receiving surface. The third mechanical delaying means (400), however, provides the eccentric cam (402), which has a substantially tapering contour. In such embodiments, the eccentric cam (402) may have a substantially triangular contour to push at least one friction interface surface (210) to come into contact with the receiving surface when rotated. In some embodiments, the eccentric cam (402) may have a substantially rhombical contour to push at least two friction interface surfaces (210) to come into contact with the receiving surface when rotated. The tapering of the eccentric cam (402) may be suitably adjusted based on the force delay required for the given use case.
[0078] In some embodiments, the system (101) may use any one or combination of the first, the second, and the third mechanical delaying means (200, 300, 400) to delay actuation of the friction brake assemblies (106A) with respect to actuation of the auxiliary brake assemblies. In some embodiments, the brake actuators (105) may tunable and controllable for providing ineffective stroke. In such embodiments, the mechanical delaying means may be suitably adapted to provide the desired ineffective stroke.
[0079] In this application, unless specifically stated otherwise, the use of the singular includes the plural and the use of “or” means “and/or.” Furthermore, use of the terms “including” or “having” is not limiting. Any range described herein will be understood to include the endpoints and all values between the endpoints. Features of the disclosed embodiments may be combined, rearranged, omitted, etc., within the scope of the disclosure to produce additional embodiments. Furthermore, certain features may sometimes be used to advantage without a corresponding use of other features.
[0080] While the foregoing describes various embodiments of the disclosure, other and further embodiments of the disclosure may be devised without departing from the basic scope thereof. The scope of the disclosure is determined by the claims that follow. The disclosure is not limited to the described embodiments, versions, or examples, which are included to enable a person having ordinary skill in the art to make and use the disclosure when combined with information and knowledge available to the person having ordinary skill in the art.

ADVANTAGES OF THE PRESENT DISCLOSURE
[0081] The present disclosure provides a sequential braking system that obviates the above-mentioned limitations of existing Combined Braking Systems (CBS) /devices.
[0082] The present disclosure provides the sequential braking system as a CBS for actuating friction brake assemblies and auxiliary brake assemblies of a vehicle.
[0083] The present disclosure provides the sequential braking system for sequentially actuating auxiliary brake assemblies and friction brake assemblies to maximize energy recovery.
[0084] The present disclosure provides a sequential braking system that actuates friction brake assemblies and auxiliary brake assemblies using a common actuation means.
[0085] The present disclosure provides the sequential braking system for delaying the actuation of friction brake assemblies that share an actuation means with the auxiliary brake assemblies.
[0086] The present disclosure provides the sequential braking system that improves the lifespan of friction interface surfaces of the friction brake assemblies.
[0087] The present disclosure provides the brake actuators that are tuneable and controllable for providing ineffective stroke.
,CLAIMS:1. A sequential braking system (101) for a saddle type vehicle (102), the sequential braking system (101) comprising:
a front brake actuator (105A) and a rear brake actuator (105B) configured for actuating a front brake assembly (106A) and a rear brake assembly (106B), respectively to decelerate the saddle type vehicle (102), wherein the front brake actuator (105A) is configured to actuate both the front brake assembly (106A) and the rear brake assembly (106B); and
a delay mechanism (103) configured for delaying the actuation of the rear brake assembly (106B) for a predefined interval from the actuation of the front brake assembly (106A) for a controlled braking of the saddle type vehicle (102),
wherein the delay mechanism (103) comprises a first delaying means (103A, 306) operatively coupled with the front brake actuator (105A) and a second delaying means (103B, 212) operatively coupled with the rear brake assembly (106B).

2. The sequential braking system (101) as claimed in claim 1, wherein the first delaying means (103A, 306) is configured to initiate a delay, less than or equal to the predefined interval, for actuation of at least one or a combination of: the front brake assembly (106A) and the rear brake assembly (106B).

3. The sequential braking system (101) as claimed in claim 2, wherein the second delaying means (103B, 212) is configured to achieve a delay, equal to the predefined interval, for actuation of the rear brake assembly (106B).

4. The sequential braking system (101) as claimed in claim 3, wherein the first delaying means (103A, 306) and the second delaying means (103B, 212) is an elastic member.

5. The sequential braking system (101) as claimed in claim 2, wherein the delay, less than or equal to the predefined interval, is directly proportional to a delay force provided by a stiffness of the first delaying means (103A, 306).

6. The sequential braking system (101) as claimed in claim 3, wherein the delay, equal to the predefined interval, is directly proportional to a delay force provided by a stiffness of the second delaying means (103B, 212).

7. The sequential braking system (101) as claimed in claim 3, wherein a fitted load to at least one of: the first delaying means (103A, 306) and the second delaying means (103B, 212) is varied by adjusting the placement of the first delaying means (103A, 306) with the front brake actuator (105A) and the second delaying means (103B, 212) with the rear brake assembly (106B), using an adjustment nut (214, 216).

8. The sequential braking system (101) as claimed in claim 4, wherein the first delaying means (103A, 306) and the second delaying means (103B, 212) with corresponding fixed stiffness are selected based on the predefined interval delay required to delay the actuation of at least one or a combination of: the front brake assembly (106A) and the rear brake assembly (106B).

9. The sequential braking system (101) as claimed in claim 8, wherein a difference between the stiffness of the first delaying means (103A, 306) and the stiffness of the second delaying means (103B, 212) defines the predefined interval delay required to delay the actuation of at least one or a combination of: the front brake assembly (106A) and the rear brake assembly (106B).

10. The sequential braking system (101) as claimed in claim 9, wherein:
if the stiffness of the first delaying means (103A, 306) is greater than the stiffness of the second delaying means (103B, 212), the actuation of the rear brake assembly (106B) is performed and the actuation of the front brake assembly (106A) is delayed by the predefined interval; and
if the stiffness of the first delaying means (103A, 306) is less than the stiffness of the second delaying means (103B, 212), the actuation of the front brake assembly (106A) is performed and the actuation of the rear brake assembly (106B) is delayed by the predefined interval.