Description:TECHNICAL FIELD
[0001] The present disclosure relates to a braking system in a vehicle. In particular, the present disclosure provides a system for integrating load sensing elements to a braking system in a vehicle.

BACKGROUND
[0002] Braking systems are designed to operably slow down, stop and/or prevent wheels of a vehicle from moving. Braking systems receive input from users/drivers through brake levers, such as hand and foot brake levers. Brake levers are typically connected to braking systems, such as friction brakes or Electro-Magnetic (EM) brakes, through cables. When the brake levers are engaged, the cable is tensioned, which allows mechanical actuation force to be transmitted to the braking systems. The cables are connected to friction interface surfaces of the friction brakes, which are caused to come into contact with and provide mechanical resistance to the wheels. Further, the cables are also configured to transmit electrical signals to the EM brakes to provide electromagnetic resistance when the brake lever is engaged.
[0003] Measuring load, i.e. force with which the brake levers are engaged, may be crucial for several applications. For instance, the load provided to the brake levers may be proportional to the rate at which the user intends to bring the vehicle to a halt. While cables can provide near instantaneous load sensing and transmission to actuate the friction brakes, existing solutions do not provide means for sensing load, and actuating EM brakes based on the load sensed. Specifically, existing solutions do not provide means for accurately sensing load and appropriately controlling regenerative torque provided by the EM brakes in proportion to the amount of load on the brake lever. Due to such limitations, EM brakes are used as passive braking systems, and often only provide constant decelerative/regenerative torque to the wheels. Vehicles with EM brakes, hence, have to necessarily be used along with friction brakes for ensuring safety and providing responsive braking. However, use of additional friction brakes add weight, and often hampers the regenerative performance of the EM brakes.
[0004] By accurately measuring the load or force applied to the brake levers, the braking system can effectively determine the intended rate at which the vehicle should be brought to a halt. It allows for designing a braking system that is reactive to the needs and expectations of the driver. The amount of load applied to the brake actuators is proportional to the amount of time by which the driver requires the vehicle to be stopped. For instance, applying significant amounts of load on the brake actuators may indicate the need for sudden braking or a panic stop, where the vehicle needs to be brought to an immediate halt to avoid an accident. The ability to accurately measure this load enables the braking system to respond accordingly and provide the necessary braking force.
[0005] Further, measuring load applied to brake levers may also help detect faults and/or failures, and can be addressed by providing compensatory torque using redundant brakes in real-time. Additionally, load sensing data can be used for performing data analyses, which can subsequently be used to improve safety of the vehicle. Existing solutions do not provide for reliable means for measuring load.
[0006] There is, therefore, a need for a braking system with load sensing elements. Particularly, there is a need for braking systems that controllably provide regenerative torque to the wheels of a vehicle based on amount of load applied to the brake actuators.

OBJECTS OF THE PRESENT DISCLOSURE
[0007] A general object of the present disclosure is to provide a system for integrating load sensing elements to a braking system in a vehicle.
[0008] An object of the present disclosure is to accurately sense load provided by a user to brake levers connected to the braking system.
[0009] Another object of the present disclosure is to modulate regenerative torque provided by Electro-Magnetic (EM) based on load applied to brake levers.
[0010] Another object of the present disclosure is to detect faults and failures in actuation of braking systems based on the load.
[0011] Another object of the present disclosure is to collect load sensing data for performing pre-emptive maintenance and further analysis.
SUMMARY
[0012] Aspects of the present disclosure relate to a braking system in a vehicle. In particular, the present disclosure provides a system for integrating load sensing elements to a braking system in a vehicle.
[0013] In an aspect, a system for integrating load sensing elements to a braking system in a vehicle. The system includes a braking system configured to control the speed of a vehicle by a user. The system includes one or more load sensing elements configured to sense an amount of load applied by a user on the braking system. The system includes a controller operatively connected to the one or more load sensing elements, where the controller may be configured to, process a plurality of load signals based on the amount of load applied on the braking system sensed by the one or more load sensing elements, and dynamically control the regenerative braking torque provided by the braking system to one or more wheels of the vehicle based on the plurality of load signals.
[0014] In some embodiments, the braking system may include any or a combination of a pair of primary levers, a secondary lever, and a combined braking system (CBS) cable.
[0015] In some embodiments, the one or more load sensing elements may be integrated proximally to pivoting locations of each of a pair of primary levers of the braking system, where the pair of primary levers may include a first brake lever and a second brake lever.
[0016] In some embodiments, the one or more load sensing elements may be integrated proximally to a pivoting location of a secondary lever positioned in the second brake lever, where the secondary lever may be configured between a first brake lever and a second brake lever.
[0017] In some embodiments, the one or more load sensing elements may be integrated in a CBS cable, where the CBS cable connects the first brake lever and the second brake lever.
[0018] In some embodiments, the controller may be configured to dynamically control the regenerative braking torque of the vehicle proportional to the amount of load applied by the user.
[0019] In some embodiments, the controller may include a sensor conditioning unit configured to amplify and convert the plurality of load signals to digital signals.
[0020] In some embodiments, the controller may be configured to process and map the digital signals with predetermined data to dynamically control the regenerative braking torque of the vehicle.
[0021] 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 like components.

BRIEF DESCRIPTION OF THE DRAWINGS
[0022] 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.
[0023] FIG. 1 illustrates a schematic block diagram of an exemplary braking system, according to embodiments of the present disclosure.
[0024] FIG. 2A illustrates an exemplary representation of a brake lever of the braking system, according to embodiments of the present disclosure.
[0025] FIG. 2B illustrates an isolated representation of a primary lever of the brake lever integrated with load sensing elements, according to embodiments of the present disclosure.
[0026] FIG. 3A illustrates an exemplary representation of the brake levers with a secondary lever integrated with load sensing elements, according to embodiments of the present disclosure.
[0027] FIG. 3B illustrates an isolated representation of the secondary lever integrated with load sensing elements, according to embodiments of the present disclosure.
[0028] FIG. 4 illustrates an exemplary representation of the load sensing element on a combined braking system (CBS) cable connecting a first and a second brake levers, according to embodiments of the present disclosure.

DETAILED DESCRIPTION
[0029] The following is a detailed description of embodiments of the disclosure depicted in the accompanying drawings. The embodiments are in such details 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 scope of the present disclosures as defined by the appended claims.
[0030] Throughout the specification, “actuate,” “actuating,” “actuated” or any variation thereof mean and include bringing a component to an actuated state to cause said component to operate.
[0031] Throughout the specification, “engage,” “engaging,” “engaged” or any variations thereof mean and include using, operating, involving, or employing a component to perform the intended operation thereof.
[0032] Embodiments explained herein relate to a braking system in a vehicle. In particular, the present disclosure provides a system for integrating load sensing elements to a braking system in a vehicle.
[0033] In an aspect, a system for integrating load sensing elements into a braking system in a vehicle, where the braking system may be configured to control the speed of a vehicle by a user. The system includes one or more load sensing elements configured to sense an amount of load applied by a user on the braking system. The system includes a controller operatively connected to the one or more load sensing elements, where the controller may be configured to process a plurality of load signals based on the amount of load applied on the braking system, and where the magnitude of load applied is sensed by the one or more load sensing elements. Further, the controller is configured to dynamically control the regenerative braking torque provided by the braking system to one or more wheels of the vehicle based on the plurality of load signals.
[0034] Various embodiments of the present disclosure will be explained in detail with respect to FIGs. 1-4.
[0035] FIG. 1 illustrates a schematic block diagram of an exemplary braking system (100), according to embodiments of the present disclosure. As shown, the system (100) may be implemented in a vehicle (102) having one or more wheels (112) . Each of the wheels (112) (such as front wheel and/or rear wheel) may be associated with a corresponding braking system (108). The braking system (108) may include, but not be limited to, friction brakes and Electro-Magnetic (EM) brakes. The braking system (108) may be actuated by one or more brake levers, such as hand and foot brake levers (104). The system (100) may include one or more load sensing elements (106) that sense an amount of load applied by a user on the braking system (108). The load sensing elements (106) may be coupled to a controller (110). The controller (110) may be configured to control the braking system (108).
[0036] In some embodiments, the braking system (108) may be configured to apply a decelerative torque to the wheels (112) of the vehicle (102) when in an actuated state. In some embodiments, the vehicle (102) may be indicative of any means of transportation that uses wheels for movement. Thrust to the vehicle (102) may be provided by an engine or an electric motor connected to the wheels (112) of the vehicle (102). In some embodiments, the vehicle (102) may be any one of including, but not limited to, bicycles, electric bikes, motor bikes, scooters, mopeds, auto-rickshaws, three-wheeled vehicles, cars, vans, trucks, and the like. In some embodiments, each wheel (112) may be coupled to one or more of the braking systems (108), which may be actuated by a corresponding brake lever (104). The vehicle (102) may be decelerated or stopped using the braking system (108). In some examples, a first brake lever (104-1) may be connected to a first wheel from the wheels (112), such as the front wheel, and a second brake lever (104-2) may be connected to a second wheel from the wheels (112), such as the rear wheel of the vehicle (102). In some embodiments, the braking system (108) may include the brake levers (104), with each brake lever (104) having a primary lever (202), a secondary lever (208), and a combined braking system (CBS) cable (404), as shown in FIG. 4. While the present disclosure describes the system (100) in the context of two-wheeled vehicles, it may be appreciated by those skilled in the art that the system (100) may be suitably adapted for vehicles having any number of wheels.
[0037] In some embodiments, the braking system (108) may be configured to control the speed of the vehicle (102). In some embodiments, the braking system (108) may control the speed of the vehicle (102) by inhibiting motion of the wheels (112) such that the wheels (112) slow down, stop, or prevent the vehicle (102) from moving. In some embodiments, at least one of the braking systems (108) may be configured to apply torque to the wheels (112) using mechanical resistance (friction), such as using the friction brakes. Further, at least one of the braking systems (108) may be configured to apply decelerative torque to the wheels (112) using electromagnetic resistance, such as using the EM brake. The friction brakes may be selected from a group including, but not limited to, a pot caliper brake, a disc brake, and a drum brake. The number, type, specification, and orientation of the friction brakes may be suitably adapted to optimize one or more braking performance parameters such as weight, cost, braking distance, and the like. The friction brakes may provide mechanical resistance to the corresponding wheel (112) for braking when in the actuated state.
[0038] In some embodiments, the EM brake may be configured to provide electromagnetic resistance to the corresponding wheels (112) for braking the vehicle (102). In some embodiments, the EM brake may be any one or combination of including, but not limited to, induction brakes, generator, or electromechanical brakes. In embodiments where the EM brake is indicative of an induction brake, the EM brake may be configured to generate eddy currents to apply torque for braking the vehicle (102). In embodiments where the EM brake is indicative of an electromechanical brake, the EM brake may include electrically actuatable calipers that provide mechanical resistance to the corresponding wheels (112). In other embodiments, the electric motor that propels the vehicle (102) may be adapted to function as a generator such that said electric motor converts kinetic energy of the corresponding wheels (112) to electric energy. In such embodiments, the EM brake may be configured to apply a regenerative torque to the wheels (112). On application of the regenerative torque, the EM brake may be configured to convert kinetic energy of the wheels (112) to electric energy, which may be stored in a power storage unit such as a battery. In some embodiments, the wheels (112) may be configured with any one or both of the friction brakes and the EM brakes.
[0039] In some embodiments, the braking system (108) may be actuated using the brake levers (104). Engaging the brake levers (104) may bring the braking system (108) to the actuated state. In some embodiments, the brake levers (104) may include the brake actuating interface, such as the primary levers (202) and the secondary lever (208) of FIGs. 2A-2B, 3A-3B, and 4. In some embodiments, the primary levers (202) and the secondary lever (208) may be adapted to communicate the mechanical actuation force applied thereto to the corresponding braking system (108). In such embodiments, the primary lever (202) may be engaged by a user of the vehicle (102) to actuate the braking system (108). In an example, the driver may pull/rotate the primary lever (202) to actuate the braking system (108). However, it may be appreciated by those skilled in the art that the system (100) may be suitably adapted to operate with other brake actuating interfaces, such as brake pedals, switches, buttons, and the like.
[0040] In some embodiments, the brake actuating interfaces may be connected to the braking system (108) using a brake transmission means (402). In some embodiments, the brake transmission means (402) may be selected from a group including, but not limited to, a force transmission means, a pressure transmission means, and an electrical transmission means (206).
[0041] In some embodiments, the force transmission means may include a cable connecting the brake levers (104) to the corresponding braking system (108). In some embodiments, the pressure transmission means may be indicative of hydraulic tubes that communicate a fluid therethrough on engagement of the brake actuating interface. In other embodiments, the electrical transmission means (206), as shown in FIG. 2B, may be indicative of an electric communication line that transmits electrical signals indicating the position of the primary lever (202) or the secondary lever (208) therethrough, to the controller (110). In other embodiments, the electrical transmission (206) means may be indicative of electrically conductive wires or Controller Access Network (CAN) cables connected to the one or more load sensing elements (106) that allow a plurality of load signals indicative of electrical signals to be transmitted therethrough. In some embodiments, at least one load signal may be generated by each of the one or more load sensing elements (106).
[0042] In some embodiments, the system (100) may include one or more load sensing elements (106). The system (100) may include one or more load sensing elements (106) that sense the amount of load applied by the user on the braking system (108). The load sensing elements (106) may be configured to measure load or strain on the brake levers (104) of the braking system (108) when the user engages the brake levers (104). In some embodiments, the load sensing elements (106) may be any one or combination of including, but not limited to, a strain gauge transducer sensor, a piezoelectric sensor, and a piezoresistive sensor. In some embodiments, the load sensing elements (106) may be configured to generate the plurality of load signals based on the amount of load applied to the brake levers (104). In examples where the load sensing elements (106) are indicative of strain gauges, the load sensing elements (106) may sense strain caused to the primary lever (202) or the second lever (208), and transmit the plurality of load signals indicating the amount of load applied thereto through the electrical transmission means (206).
[0043] In some embodiments, the system (100) may include the controller (110) configured to controllably actuate the braking system (108). In some embodiments, the controller (110) may be operatively coupled to the load sensing elements (106). The controller (110) may be configured to process the plurality of load signals indicating the amount of load applied on the braking system (108) sensed by the load sensing elements (106). The controller (110) may be configured dynamically to control the regenerative torque provided by the braking system (108) to one or more wheels (112) of the vehicle (102) based on the plurality of load signals.
[0044] In some embodiments, the controller (110) may be implemented using any or a combination of hardware components and software components. The controller (110) may be implemented as any one or combination of including, but not limited to, microcontrollers, processors, digital signal processors, electrical circuits, circuit boards, and the like. In some embodiments, the controller (110) may be indicative of an Electronic Control Unit (ECU) of the vehicle (102). The controller (110) may cause the EM brakes of the braking system (108) to controllably apply the regenerative torque to the corresponding wheels (112). The controller (110) may determine the amount of the regenerative torque to be applied to each of the wheels (112) of the vehicle (102) based on the load sensed by the load sensing elements (106).
[0045] In some embodiments, the controller (110) may be configured to controllably actuate the EM brakes of the braking system (108) by supplying a current thereto corresponding to the amount of the regenerative torque determined by the controller (110) to be applied to the wheels (112) of the vehicle (102) based on the plurality of load signals. In some embodiments, the controller (110) may controllably alter field currents supplied to the EM brakes to decelerate the corresponding wheels (112). Since the regenerative torque determined by the controller (110) is based on the load applied to the primary lever (202), the system (100) may allow the user to indicate the amount of regenerative torque to be applied to the wheels (112) by applying the desired load to the brake lever (104). In some embodiments, the controller (110) may be configured to determine the regenerative torque, which is a function of the amount of load applied to the brake lever (104).
[0046] In some embodiments, the controller (110) may include a sensor conditioning unit configured (not shown) to amplify the plurality of load signals, and convert the plurality of load signals to digital signals. In some embodiments, the load signals may be indicative of electrical signals. The sensor conditioning unit may convert the electrical signals to digital signals, thereby allowing the load signals to be transmitted through the CAN.
[0047] In some embodiments, the controller (110) is configured to process and map the digital signals with predetermined data to dynamically control the regenerative torque of the vehicle (102). In such embodiments, the predetermined data may be stored in a database (not shown), and may include a plurality of entries that associate each load value with a corresponding regenerative torque value, where the load value and the regenerative torque value may be indicative of numerical values that quantify the amount of load applied on the brake levers (104) and the regenerative torque applied by the braking system (108) on the wheels (112) respectively. The controller (110) may be configured to look up and retrieve the regenerative torque value corresponding to the load values indicated in the load signals. In other embodiments, the controller (110) may determine the regenerative torque to be applied to the wheels (112) of the vehicle (102) in real-time. In such embodiments, the regenerative torque may be determined as a function of the load values indicated in the load signals. In embodiments where one or more of the loading sensing elements (106) are placed on different locations on the brake levers (104), the controller (110) may generate the regenerative torque value as a function, such as a linear function or a polynomial function, of the load values received from each of the one or more load sensing elements (106).
[0048] In some embodiments, the controller (110) may be configured to generate logs of the load signals received from the load sensing elements (106). In some embodiments, the load signal logs may be analysed to identify faults or failures in actuation of the braking system (108). Further, the load signal logs may be analyzed to identify patterns of usage of the braking system (108). When the amount of load applied to the brake levers (104) is disproportional to the intended design specifications of the braking system (108), the controller (110) may identify a failure or fault in the braking system (108). In some examples, the fault or failure may be identified when the EM brakes do not provide regenerative torque to the wheels (112) when the brake levers (104) are engaged. In some embodiments, the controller (110) may indicate the fault or failure to the user using an indicator light or on a display monitor. In other embodiments, the controller (110) may actuate other braking systems (108), such as the friction brakes, to compensate for the fault or failure, thereby improving safety.
[0049] In some examples, the load sensing element (106) may be implemented as a strain gauge transducer sensor. The strain gauge may be configured to sense strain caused to the primary lever (202) when load is applied thereto. The strain gauge may generate the plurality of load signals indicating the amount of strain experienced by the primary lever (202). If the load signals indicate that the amount of load applied by the user is greater than a first threshold, the controller (110) may determine that a greater regenerative torque needs to be applied to the wheels (112) to slow down or stop the vehicle (102) than when the load is below the first threshold, thereby allowing the amount of regenerative torque applied to the wheels (112) to be controlled. On the other hand, if the load signals indicate that the amount of load applied by the user is greater than a second threshold, the controller (110) may cause the friction brakes to be actuated. In such examples, the system (100) may actuate the braking system (100) based on the load applied by the user, such as for panic stops or sudden brakes.
[0050] FIGs 2A to 4 describe various embodiments of the brake levers (104), and the configuration and arrangement of the load sensing elements (106) thereto for sensing the load applied to the brake levers (104).
[0051] FIG. 2A illustrates an exemplary representation of the brake levers (104), according to embodiments of the present disclosure. The brake levers (104) may include the primary lever (202) and a master cylinder (204). In some embodiments, the brake levers (104) may include the master cylinder (204) when the brake transmission means (402) is indicative of a pressure transmission means. In such embodiments, the master cylinder (204) may modulate fluids passing through the brake transmission means (402) to actuate the braking system (108) when the brake levers (104) are engaged.
[0052] Further, FIG. 2B illustrates an isolated representation of the primary lever (202) of the brake levers (104), according to embodiments of the present disclosure. As shown, the load sensing element (106) may be connected to the primary lever (202) of the brake levers (104). The load sensing element (106) may be attached to the primary lever (202) at a location where the primary lever (202) experiences maximum strain when load is applied by the user thereto. In some embodiments, the load sensing elements (106) may be integrated proximally to the pivoting locations of each of the pair of primary levers (202) of the braking system (108). In some embodiments, the load sensing element (106) may be attached to the primary lever (202), or to any component of the brake levers (104), by means including, but not limited to, adhesives, welding, bolts, nuts, nails, screws, rivets, hook and slot fasteners, hook and loop fasteners, straps, and the like. In some embodiments, the load sensing element (106) may be configured proximally to portions of the primary lever (202) that are attached to the brake transmission means (402), such as the cables. By attaching the load sensing element (106) at such locations, the load sensing element (106) may accurately measure the amount of load applied by the user on the braking system (108).
[0053] In some embodiments, one or more load sensing elements (106) may be integrated into the brake levers (104) to form a load cell. In some embodiments, all the load sensing elements (106) of the load cell may be attached to the primary lever (202).
[0054] FIG. 3A illustrates an exemplary representation of the brake levers (104) with the secondary lever (208) integrated with the load sensing elements (106), according to embodiments of the present disclosure. FIG. 3B illustrates an isolated representation of the secondary lever (208) integrated with the load sensing elements (106), according to embodiments of the present disclosure. As shown, the secondary lever (208) may be configured to at least one of the brake levers (104), such as the first brake lever (104-1).
[0055] In some embodiments, the brake levers (104) may include the secondary lever (208) and the CBS cable (404). The CBS cable (404) may be configured to allow braking systems (108) associated with both the first and the second wheels to be actuated simultaneously on engagement of at least one of the brake levers (104), such as the second brake lever (104-2). In some embodiments, the CBS cable (404) may be indicative of a cable or a hydraulic tube that causes the secondary lever (208) to be engaged when the second brake lever (104-2) is engaged, thereby actuating the braking systems (108).
[0056] In such embodiments, the load sensing elements (106) are integrated proximally to a pivoting location of the secondary lever (208) positioned in the second brake lever (104-2). In some embodiments, the secondary lever (208) may be configured between the first brake lever (104-1) and the second brake lever (104-2) and through the CBS cable (404). The CBS cable (404) may allow load applied to the second brake levers (104-2) to be distributed between the brake transmission means (402-1, 402-2) of both the brake levers (104-1, 104-2). The CBS cable (404), hence, may allow more than one braking system (108) of the vehicle (102) to be actuated simultaneously on engagement of one of the brake levers (104). Engagement of the primary lever (202) of the second brake lever (104) may cause the CBS cable (404) to be tensioned, which pulls and rotates the secondary lever (208), thereby also engaging the secondary lever (208) and actuating the corresponding braking system (108).
[0057] The load sensing elements (106) may be configured at locations on the secondary lever (208) where maximum strain is experienced when the load is applied by the user. In such embodiments, the load sensing elements (106) may be configured to the secondary lever (208). This ensures that the load sensing elements (106) accurately measure the amount of load applied by the user on the braking system (108). Since the secondary lever (208) may be connected to both the first and the second (104-1, 104-2), the load sensing elements (106) may sense the amount of load applied to either of the brake levers (104-1, 104-2) from a common point, thereby allowing for accurate measurement of the total load applied to the braking system (108).
[0058] FIG. 4 illustrates an exemplary representation of the load sensing element (106) on the CBS cable (404) connecting the first and the second brake levers (104-1, 104-2), according to embodiments of the present disclosure.
[0059] In some embodiments, the one or more load sensing elements (106) are integrated in the CBS cable (404). The CBS cable (404) may connect the first brake lever (104-1) and the second brake lever (104-2). In some embodiments, the CBS cable (404) may include the load sensing element (106) configured along the length thereof. In some embodiments, the load sensing element (106) may be implemented as a strain gauge transducer sensor integrated into the CBS cable (404). The strain gauge may be configured to sense the strain or load applied to the CBS cable (404) when the brake levers (104) are engaged. The load sensing element (106) may generate load signals indicating the amount of strain experienced by the CBS cable (404).
[0060] In operation, when the user applies a force to engage the brake levers (104), the load sensing elements (106) sense the amount of load applied to the braking system (108) through any one or combination of embodiments shown in FIGs. 2A to 4, and generate the plurality of load signals indicating the load. The load signals are transmitted to the controller (110), which processes the signals and determines the amount of regenerative torque to be applied to the wheels (112) based on the load sensed by the system (100). The controller (110) then controls the braking system (108), such as the EM brakes, to apply the determined regenerative torque to the wheels (112).
[0061] 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 present disclosure when combined with information and knowledge available to the person having ordinary skill in the art.

ADVANTAGES OF THE PRESENT DISCLOSURE
[0062] The present disclosure provides a braking system with load sensing elements for a vehicle.
[0063] The present disclosure provides a braking system that accurately senses load provided by a user to brake levers connected to the braking system.
[0064] The present disclosure provides a braking system that modulates regenerative torque provided by Electro-Magnetic (EM) based on load applied to brake levers.
[0065] The present disclosure provides a braking system that detects faults and failures in actuation of braking systems based on the load.
[0066] The present disclosure provides a braking system that collects load sensing data for performing pre-emptive maintenance and further analysis.

List of References:
System (100)
Vehicle (102)
Brake levers (104)
Load sensing element (106)
Braking system (108)
Controller (110)
Wheels (112)
Primary lever (202)
Master cylinder (204)
Electrical transmission means (206)
Secondary lever (208)
Brake transmission means (402-1, 402-2)
Combined braking system (404)
, Claims:1. A system (100) for integrating load sensing elements to a braking system in a vehicle, the system (100) comprising:
a braking system (108) is configured to control a speed of the vehicle (102) by a user;
one or more load sensing elements (106) configured to sense an amount of load applied by the user on the braking system (108); and
a controller (110) operatively connected to the one or more load sensing elements (106), wherein the controller (110) is configured to:
process a plurality of load signals based on the amount of load applied on the braking system (108); and
dynamically control the regenerative torque provided by the braking system (108) to one or more wheels (112) of the vehicle (102) based on the plurality of load signals.

2. The system (100) as claimed in claim 1, wherein the braking system (108) comprising any or a combination of a pair of primary levers (202), a secondary lever (208), and a combined braking system (CBS) cable (404).

3. The system (100) as claimed in claim 1, wherein the one or more load sensing elements (106) are integrated proximally to pivoting locations of each of a pair of primary levers (202) of the braking system (108), wherein the pair of primary levers (202) comprises a first brake lever (104-1) and a second brake lever (104-2).

4. The system (100) as claimed in claim 1, wherein the one or more load sensing elements (106) are integrated proximally to a pivoting location of a secondary lever (208) positioned in the second brake lever (104-2), wherein the secondary lever (208) is configured between a first brake lever (104-1) and a second brake lever (104-2).

5. The system (100) as claimed in claim 1, wherein the one or more load sensing elements (106) are integrated in a combined braking system (CBS) cable (404), wherein the CBS cable (404) connects a first brake lever (104-1) and a second brake lever (104-2).

6. The system (100) as claimed in claim 1, wherein the controller (110) is configured to dynamically control the regenerative torque of the vehicle (102) proportional to the amount of load applied by the user.

7. The system (100) as claimed in claim 1, wherein the controller (110) comprises a sensor conditioning unit configured to amplify and convert the plurality of load signals to digital signals.

8. The system (100) as claimed in claim 7, wherein the controller (110) is configured to process and map the digital signals with predetermined data to dynamically control the regenerative torque of the vehicle (102).