DESC:BRAKING SYSTEM FOR TWO-WHEEL VEHICLE
CROSS REFERENCE TO RELATED APPLICATIONS
The present application claims priority from Indian Provisional Patent Application No. 202421086988 filed on 12/11/2024, the entirety of which is incorporated herein by a reference.
TECHNICAL FIELD
The present disclosure generally relates to a braking system of a two-wheeled vehicle. Particularly, the present disclosure relates to a combined braking system (CBS) for a two-wheeled vehicle.
BACKGROUND
Generally, braking systems are one of the most critical safety components in vehicles. The brakes are designed to decelerate or stop the vehicle, and also to ensure stability and control during operation. The modern braking systems includes various mechanisms such as mechanical, hydraulic, and electromagnetic brakes, each with distinct operating principles and energy requirements.
Conventionally, many braking systems rely on additional power producers to achieve effective braking force. For instance, brakes in a normally closed state require an external power producer to deliver a force to relieve the braking condition. Similarly, electromagnetic clutched brakes use spring force to hold the brake in a normally closed position, demanding energization of an electromagnet to counteract the spring force when the rotating body is required to move. Such systems inevitably consume a significant amount of energy, as continuous or frequent power input is required for operation. In conventional designs, braking force is often derived from the inertial force of the moving body, effectively converting kinetic energy into retarding force. However, even in such systems, an additional power producer is still essential to operate the brake under normal kinematic conditions, thereby leading to energy inefficiency and increased system complexity. Furthermore, independent operation of front and rear brakes in traditional setups may result in uneven braking, loss of stability, longer stopping distances, and reduced rider safety.
Therefore, there exists a need for an improved braking system that overcomes the one or more problems associated as set forth above.
SUMMARY
An object of the present disclosure is to provide a combined braking system (CBS) for a two-wheeled vehicle.
In accordance with an aspect of the present disclosure, there is provided a combined braking system (CBS) for a two-wheeled vehicle. The CBS comprises a brake joint comprising a first end and a second end, a brake actuator configured to apply a rear brake and a sequential actuation mechanism. The sequential actuation mechanism is accommodated within the brake joint and configured to actuate a front brake in response to a brake input beyond a preload.
The present disclosure provides the CBS for the two-wheeled vehicle. The CBS as disclosed in present disclosure is advantageous in terms of performing the reliable brake operations. Beneficially, the CBS ensures progressive and balanced braking, such that the rear brake is actuated first, and the front brake is engaged only after a predefined preload is exceeded. Further, the CBS improves rider safety by reducing the chances of wheel skidding or loss of control due to sudden front brake engagement. Furthermore, the CBS efficiently distributes brake force between the front and rear wheels without requiring independent control. Moreover, the system minimizes energy consumption and eliminates the need for complex auxiliary power producers, thereby enhancing reliability and reducing maintenance. Overall, the CBS enhances stability, control, and braking efficiency of the vehicle.
It will be appreciated that features of the present disclosure are susceptible to being combined in various combinations without departing from the scope of the present disclosure as defined by the appended claims.
BRIEF DESCRIPTION OF DRAWINGS
The summary above, as well as the following detailed description of illustrative embodiments, is better understood when read in conjunction with the appended drawings. For the purpose of illustrating the present disclosure, exemplary constructions of the disclosure are shown in the drawings. However, the present disclosure is not limited to specific methods and instrumentalities disclosed herein. Moreover, those in the art will understand that the drawings are not to scale. Wherever possible, like elements have been indicated by identical numbers.
Embodiments of the present disclosure will now be described, by way of example only, with reference to the following diagrams wherein:
FIG. 1 illustrates a side view of a combined braking system (CBS) for a two-wheeled vehicle, in accordance with an embodiment of the present disclosure.
FIG. 2 illustrates a side view of a combined braking system (CBS) for a two-wheeled vehicle, in accordance with another embodiment of the present disclosure.
FIG. 3 illustrates a perspective view of a sequential actuation mechanism of the combined braking system (CBS), in accordance with another embodiment of the present disclosure.
In the accompanying drawings, an underlined number is employed to represent an item over which the underlined number is positioned or an item to which the underlined number is adjacent. A non-underlined number relates to an item identified by a line linking the non-underlined number to the item. When a number is non-underlined and accompanied by an associated arrow, the non-underlined number is used to identify a general item at which the arrow is pointing.
DETAILED DESCRIPTION
The following detailed description illustrates embodiments of the present disclosure and ways in which they can be implemented. Although some modes of carrying out the present disclosure have been disclosed, those skilled in the art would recognise that other embodiments for carrying out or practising the present disclosure are also possible.
The description set forth below in connection with the appended drawings is intended as a description of certain embodiments of a combined braking system (CBS) for a two-wheeled vehicle and is not intended to represent the only forms that may be developed or utilised. The description sets forth the various structures and/or functions in connection with the illustrated embodiments; however, it is to be understood that the disclosed embodiments are merely exemplary of the disclosure that may be embodied in various and alternative forms. The figures are not necessarily to scale; some features may be exaggerated or minimised to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention.
While the disclosure is susceptible to various modifications and alternative forms, specific embodiment thereof has been shown by way of example in the drawings and will be described in detail below. It should be understood, however, that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternatives falling within the scope of the disclosure.
In the following detailed description of the embodiments of the disclosure, reference is made to the accompanying drawings, and which are shown by way of illustration specific embodiments in which the disclosure may be practiced. These embodiments are described in sufficient detail to enable those skilled in the art to practice the disclosure, and it is to be understood that other embodiments may be utilized and that changes may be made without departing from the scope of the present disclosure. The following description is, therefore, not to be taken in a limiting sense.
The present disclosure will be described herein below with reference to the accompanying drawings. In the following description, well known functions or constructions are not described in detail since they would obscure the description with unnecessary detail.
As used herein, the terms “two-wheeled vehicle”, “vehicle”, and “two-wheeler” are used interchangeably and refer to any vehicle having two wheels aligned in tandem, one behind the other, and configured to be supported and propelled either manually or by a prime mover such as an internal combustion engine or an electric motor. The examples of two-wheeled vehicles include, but not limited to, motorcycles, scooters, mopeds, bicycles, and electric two-wheelers. The two-wheeled vehicles intended for single-rider or multi-rider use, with or without auxiliary components such as pedals, suspension, or fairings.
As used herein, the terms “combined braking system”, “system”, and “CBS” are used interchangeably and refer to a braking arrangement in a vehicle, particularly a two-wheeled vehicle, in which a single brake input provided by the rider results in coordinated actuation of at least two braking mechanisms, typically the front brake and the rear brake. The CBS is configured to distribute braking forces between the front and rear wheels in a predefined or sequential manner, thereby improving stability, reducing stopping distance, and enhancing overall safety as compared to independent actuation of the front and rear brakes.
As used herein, the term “brake joint” refers to a mechanical coupling component configured to operatively connect a brake actuator with both a rear brake mechanism and a front brake mechanism in the CBS. The brake joint comprises a first end and a second end, wherein the first end is adapted for connection with a brake rod of the rear brake, and the second end is adapted for connection with a brake cable of the front brake.
As used herein, the term “first end” refers to one terminal portion of the brake joint, which is configured to be operatively connected to a brake rod of the rear brake.
As used herein, the term “second end” refers to a portion of the brake joint that is positioned opposite to the first end, the second end being configured for operative connection with a brake cable associated with the front brake.
As used herein, the terms “operatively coupled” and “operatively connect” are used interchangeably and refer to a connection or association between two or more components such that the components interact or cooperate to achieve a desired function. The coupling may be direct or indirect, permanent or detachable, mechanical, electrical, magnetic, hydraulic, or achieved through any other suitable means, provided that the functional relationship between the components is maintained.
As used herein, the term “brake actuator” refers to a component or assembly configured to initiate and transmit a braking force to a braking element (such as a brake shoe, brake drum, brake disc, or brake pad) in response to a brake input. The brake actuator may be mechanical, hydraulic, pneumatic, electromagnetic, or an equivalent mechanism capable of converting the rider’s or operator’s input into a controlled braking action. In the two-wheeled vehicle, the brake actuator typically includes a brake pedal, brake lever, or an associated linkage that operatively connects to the rear or front braking system to apply braking force.
As used herein, the term “rear brake” refers to a braking device mounted on the rear wheel of the two-wheeled vehicle, configured to generate a retarding force on the rear wheel in response to a brake input. The rear brake may be of any conventional type, including drum, disc, hydraulic, mechanical, or cable-actuated brakes, and is operatively connected to a brake actuator or brake lever, either directly or through an intermediate linkage, to decelerate or stop the vehicle in a controlled manner.
As used herein, the terms “sequential actuation mechanism”, “actuation mechanism”, and “sequential actuation” are used interchangeably and refer to a mechanical assembly configured to selectively actuate multiple braking components in a predetermined sequence in response to a single brake input. In the CBS, the sequential actuation mechanism is designed to initially engage the rear brake upon the first portion of the brake input and, upon exceeding a predefined preload, subsequently actuate the front brake. The mechanism may include elements such as a biasing member, connectors, linkages, or other mechanical components that allow controlled relative motion between the brake input and the respective brake actuators, ensuring progressive and balanced braking while maintaining stability and safety of the vehicle.
As used herein, the term “front brake” refers to a braking mechanism mounted on the front wheel of a two-wheeled vehicle, configured to generate a retarding force on the front wheel in response to a brake input. The front brake may include, but is not limited to, a drum brake, disc brake, or any other braking assembly capable of providing controlled deceleration of the front wheel, and is operatively connected to the CBS via a brake cable, hydraulic line, or mechanical linkage to enable coordinated actuation with the rear brake
As used herein, the term “preload” refers to a predetermined amount of brake input or initial force applied to the brake lever or actuator, which is insufficient to actuate the front brake. The preload ensures that only the rear brake is engaged during the initial portion of the brake input, and the front brake is actuated subsequently when the brake input exceeds the preset preload threshold. The preload can be defined by the mechanical configuration, tension of a biasing element, or resistance provided by the sequential actuation mechanism within the brake joint.
As used herein, the term “brake lever” refers to a manually operable mechanical component configured to receive an input force from a rider or operator and transmit the input force to the braking mechanism, directly or via the linkage, cable, rod, or hydraulic system, to actuate one or more brakes of a vehicle. The brake lever is typically mounted pivotally on a handlebar or fixed support and is operable to control braking in a controlled, progressive, or sequential manner depending on the design of the braking system.
As used herein, the term “linkage” refers to a mechanical connection or arrangement configured to transmit motion, force, or input from one component to another. The linkage may comprise one or more rods, levers, cables, joints, or similar mechanical elements, and is capable of transferring actuation from the brake lever or actuator to the brake joint, brake rod, or brake cable in a controlled and coordinated manner. The linkage may be rigid, articulated, flexible, or partially flexible, and is not limited to any specific configuration, material, or mode of connection.
As used herein, the term “brake rod” refers to a mechanical linkage element configured to transmit motion or force from a brake actuator or brake lever to the brake mechanism, such as a rear wheel brake. The brake rod is designed to operatively connect the brake input provided by the rider to the brake joint, enabling actuation of the rear brake in response to the applied force. The brake rod may be rigid or partially flexible and can be coupled with other elements, such as biasing members or connectors, to facilitate sequential or coordinated braking in a combined braking system.
As used herein, the term “brake cable” refers to a flexible mechanical linkage configured to transmit a braking input from a brake actuator, lever, or brake joint to a brake assembly, such as a front or rear brake. The brake cable typically comprises an inner cable slidably accommodated within an outer sheath, wherein movement of the inner cable relative to the sheath results in the actuation of the brake mechanism. The brake cable is designed to convert linear motion of a control input into a corresponding force at the brake, enabling controlled and effective braking of the vehicle.
As used herein, the term “biasing element” refers to a component configured to apply a restoring or preloading force to another component in the CBS. The biasing element may include, but not limited to, a spring, elastomeric member, resilient plate, or any other structure capable of storing mechanical energy and exerting a controlled force in response to displacement. In the CBS, the biasing element is operatively coupled with the brake joint and brake rod to maintain a coupled state during initial brake input and to allow controlled relative motion upon exceeding a predefined preload, thereby enabling sequential actuation of the front brake.
As used herein, the term “connector” refers to a component, element, or assembly configured to operatively link, couple, or engage two or more parts of the braking system to transmit force, motion, or signal therebetween. In the CBS, the connector is configured to engage the biasing element and the brake cable, such that motion or force applied to the brake rod or brake joint is transferred to the front brake through the brake cable. The connector may include, but not limited to, mechanical linkages, pins, hooks, clamps, inner cables, or any other structure capable of establishing functional coupling between the brake components.
As used herein, the term “inner cable” refers to a flexible, tensile member configured to transmit mechanical force or motion from a first component to a second component within a cable assembly. In the CBS, the inner cable is accommodated within an outer sheath or housing and is operatively connected at one end to the connector or biasing element and at the other end to the brake cable, such that linear motion of the inner cable causes corresponding actuation of the brake cable or other braking components. The inner cable is capable of sliding within its housing while maintaining sufficient tensile strength to reliably transfer the applied force without elongation or failure during normal operation.
As used herein, the term “coupled state” refers to a configuration in which two or more components are operatively connected or engaged with each other such that motion or force applied to one component is transmitted to the other component(s) without relative displacement between both. In the coupled state, the components act in unison to perform a defined function, for example, enabling actuation of the brake through coordinated movement of a brake joint and brake rod. The coupled state may be maintained by mechanical linkages, biasing elements, or other connecting means to ensure reliable transfer of force or motion during operation.
Figure 1, in accordance with an embodiment describes a combined braking system (CBS) 100 for a two-wheeled vehicle. The CBS 100 comprises a brake joint 102 comprising a first end 104 and a second end 106, a brake actuator 108 configured to apply a rear brake 110 and a sequential actuation mechanism 112. The sequential actuation mechanism 112 is accommodated within the brake joint 102 and configured to actuate a front brake 114 in response to a brake input beyond a preload.
Figure 2, describes the CBS 100 may comprises a brake lever 116 connected to the brake actuator 108, and the brake lever 116 is configured to transfer the brake input. The brake lever 116 is to receive a brake input from a rider and transfer the input to the brake actuator 108 to initiate braking at the rear wheel. Further, the brake lever 116 may be pivotally mounted on a suitable support structure of the vehicle to allow smooth and controlled movement during operation. Furthermore, upon actuation, the brake lever 116 transmits force to the brake actuator 108, which in turn engages the rear brake 110 to decelerate the vehicle. Beneficially, the inclusion of the brake lever 116 as part of the CBS 100 enables intuitive and ergonomic control of the rear brake 110, allowing the rider to apply the desired braking force with minimal effort. Moreover, by effectively transferring the brake input to the brake actuator 108, the brake lever 116 ensures precise and reliable actuation of the rear brake 110, thereby improving overall braking performance. Moreover, the configuration of the brake lever 116 facilitates integration with the sequential actuation mechanism 112 of the CBS 100, ensuring coordinated engagement of both the rear brake 110 and the front brake 114. As a result, the CBS 100 provides balanced deceleration, enhanced vehicle stability, and improved safety during braking maneuvers, particularly under variable load and road conditions.
In an embodiment, the brake lever 116 is mechanically connected to the brake joint 102 via a linkage 118. The linkage 118 serves as a mechanical transmission element, configured to transfer the brake input applied by the rider on the brake actuator 108 via the brake lever 116 to the brake joint 102. Further, the brake joint 102 is operatively connected to the rear brake 110 via a brake rod 120 and to the front brake 114 via a brake cable 122 through the sequential actuation mechanism 122. Particularly, when the rider applies brake input, the linkage 118 ensures precise and controlled movement of the brake joint 102, which initially actuates the rear brake 110 and subsequently engages the front brake 114 upon exceeding the preload. Furthermore, the mechanical connection provided by the linkage 118 ensures robust force transmission and minimizes energy losses, thereby enabling consistent and reliable actuation of both the front brake 110 and the rear brakes 114. Beneficially, the mechanical connection between the brake lever 116 and the brake joint 102 via the linkage 118 allows precise transfer of the braking input from the rider, ensuring predictable and coordinated actuation of the rear brake 110 and the front brake 114. Further, the linkage 118 enhances the reliability and durability of the CBS 100 by providing a stable mechanical path for force transmission, thereby reducing dependence on auxiliary power sources or complex mechanisms. Furthermore, by enabling sequential braking, the CBS 100 improves vehicle stability and safety, reducing the likelihood of wheel lock-up and enhancing control during deceleration.
In an embodiment, the first end 104 may be connected to a brake rod 120 of the rear brake 110, and the second end 106 may be connected to a brake cable 122 of the front brake 114. Further, the brake rod 120 may be configured to operatively connect the brake joint 102 to the rear brake 110. Furthermore, the brake cable 122 is configured to operatively connect the brake joint 102 to the front brake 114. The brake rod 120 provides a direct mechanical linkage between the brake joint 102 and the rear brake 110, enabling actuation of the rear brake 110 upon application of the brake input. Simultaneously, the brake cable 122 is configured to connect the brake joint 102 to the front brake 114, allowing the sequential actuation mechanism 112 within the brake joint 102 to transfer force to the front brake 114 once the brake input exceeds the preload. Beneficially, by connecting the first end 104 to the brake rod 120, the CBS 100 ensures immediate and direct actuation of the rear brake 110 with initial brake input, thereby stabilizing the vehicle during the early phase of braking. Further, the connection of the second end 106 to the brake cable 122 allows controlled engagement of the front brake 114 only after the preload threshold is surpassed, thereby preventing abrupt or excessive front wheel braking. Furthermore, the arrangement for the first end 104 and the second end 106 enhances rider safety by minimizing the risk of skidding or loss of control, particularly on low-traction surfaces. Moreover, the inclusion of the first end 104 and the second end 106 reduces rider effort by enabling both the rear brake 110 and the front brake 114 to be actuated through a single brake input, improving braking efficiency and ensuring balanced deceleration.
Figure 3, describes the sequential actuation mechanism 112 may comprises a biasing element 124 positioned along the brake rod 120 and operatively coupled with the brake joint 102, and a connector 126 configured to engage the biasing element 124 and the brake cable 122 via an inner cable 128. Further, the biasing element 124 may be configured to maintain the brake joint 102 and the brake rod 120 in a coupled state during the initial brake input to enable actuation of the rear brake 110. Furthermore, the biasing element 124 may be configured to allow relative motion between the brake joint 102 and the brake rod 120 upon brake input beyond the preload, resulting in actuation of the front brake 114 through pulling of the brake cable 122 of the front brake 114. During operation of the CBS 100, the brake input applied by the rider through the brake lever 116 is transferred to the brake joint 102. In the initial stage of braking, the biasing element 124 maintains the brake joint 102 and the brake rod 120 in the coupled state, thereby enabling direct transmission of the applied force to the brake rod 120 and immediate actuation of the rear brake 116. As the brake input increases, the biasing element 124 resists relative displacement until the preload threshold is reached. Once the brake input exceeds the preload, the biasing element 124 allows relative motion between the brake joint 102 and the brake rod 120, which in turn engages the connector 126. The connector 126, operatively linked with the biasing element 124 and connected to the brake cable 122 via the inner cable 128, transfers the applied force to pull the brake cable 122, thereby actuating the front brake 114. The sequential brake actuation ensures that the rear brake 110 is engaged first, followed by controlled actuation of the front brake 114, resulting in progressive and balanced braking forces, enhanced safety, and improved vehicle stability during operation. Beneficially, by incorporating the biasing element 124 along the brake rod 120, the CBS 100 ensures that the rear brake 110 is actuated first, thereby enhancing vehicle stability during initial braking. Further, the preload characteristic of the biasing element 124 enables controlled engagement of the front brake 114 only when higher braking force is demanded, reducing the risk of front wheel skidding and improving rider safety. Furthermore, the connector 126 and the inner cable 128 arrangement allows smooth force transfer from the brake joint 102 to the front brake cable 122, ensuring sequential yet coordinated braking action without requiring complex electronics or external power producers.
In an embodiment, the CBS 100 for comprises the brake joint 102 comprising the first end 104 and the second end 106, the brake actuator 106 configured to apply the rear brake 110 and the sequential actuation mechanism 112. The sequential actuation mechanism 112 is accommodated within the brake joint 102 and configured to actuate the front brake 114 in response to the brake input beyond the preload. Further, the sequential actuation mechanism 112 comprises the biasing element 124 positioned along the brake rod 120 and operatively coupled with the brake joint 102, and the connector 126 configured to engage the biasing element 124 and the brake cable 122 via the inner cable 128. Beneficially, by integrating the sequential actuation mechanism 112 within the brake joint 102, the CBS 100 ensures compactness and simplified assembly without requiring additional external components. Furthermore, the biasing element 124, positioned along the brake rod 120 and operatively coupled with the brake joint 102, enables staged actuation such that the rear brake 110 is applied first, ensuring initial vehicle stability. Moreover, upon application of brake input beyond the preload, relative motion between the brake rod 120 and the brake joint 102 is permitted, resulting in engagement of the connector 126 and subsequent pulling of the front brake cable 122 via the inner cable 128. The so forth staged braking sequence prevents abrupt or premature front wheel braking, thereby reducing skidding risk and improving rider safety. Additionally, the operatively coupled components ensure efficient transfer of brake input with minimal energy loss, enhancing overall braking responsiveness and control.
In an alternate embodiment, the CBS 100 may comprises the brake joint 102 operatively coupled to a hydraulic actuator connected to the rear brake 110 master cylinder instead of a mechanical brake rod 120. The sequential actuation mechanism 112 comprises the biasing element 124 and the connector 126 linked to the brake cable 122 via the inner cable 128. During operation, initial brake input applied through the brake lever 116 actuates the hydraulic rear brake. When the preload of the biasing element 124 is exceeded, the connector 126 pulls the brake cable 122 through the inner cable 128, sequentially actuating the front brake 114. Beneficially, the use of the hydraulic actuator in the CBS 100 allows smoother rear brake 110 actuation with reduced manual effort while maintaining progressive rear-to-front braking, improving stability and rider control.
In an alternate embodiment, the biasing element 124 may be implemented as an adjustable or progressive-rate spring, allowing the preload threshold to be modified based on vehicle load, rider preference, or braking conditions. The brake joint 102, brake rod 120, connector 126, and brake cable 122 function similarly to the so forth mechanism. Beneficially, the adjustable preload enables the rider to customize braking response, enhancing control, safety, and adaptability to different operational scenarios.
In an embodiment, the combined braking system (CBS) 100 for the two-wheeled vehicle. The CBS 100 comprises the brake joint 102 comprising the first end 104 and the second end 106, the brake actuator 108 configured to apply the rear brake 110 and the sequential actuation mechanism 112. The sequential actuation mechanism 112 is accommodated within the brake joint 102 and configured to actuate the front brake 114 in response to the brake input beyond the preload. Further, the CBS 100 comprises the brake lever 116 connected to the brake actuator 108, and the brake lever 116 is configured to transfer the brake input. The brake lever 116 is to receive the brake input from the rider and transfer the input to the brake actuator 108 to initiate braking at the rear wheel. Furthermore, the brake lever 116 is mechanically connected to the brake joint 102 via the linkage 118. Moreover, the first end 104 is connected to the brake rod 120 of the rear brake 110, and the second end 106 is connected to the brake cable 122 of the front brake 114. Moreover, the brake rod 120 is configured to operatively connect the brake joint 102 to the rear brake 110. Moreover, the brake cable 122 is configured to operatively connect the brake joint 102 to the front brake 114. Moreover, the sequential actuation mechanism 112 comprises the biasing element 124 positioned along the brake rod 120 and operatively coupled with the brake joint 102, and the connector 126 configured to engage the biasing element 124 and the brake cable 122 via the inner cable 128. Moreover, the biasing element 124 is configured to maintain the brake joint 102 and the brake rod 120 in the coupled state during the initial brake input to enable actuation of the rear brake 110. Moreover, the biasing element 124 is configured to allow relative motion between the brake joint 102 and the brake rod 120 upon brake input beyond the preload, resulting in actuation of the front brake 114 through pulling of the brake cable 122 of the front brake 114.
The present disclosure provides the CBS 100 for the two-wheeled vehicles. The CBS 100 as disclosed in present disclosure is advantageously incorporating the sequential actuation mechanism 112 accommodated within the brake joint 102, thus the CBS 100 enables progressive braking where the rear brake 110 is actuated first, followed by the front brake 114 only after the brake input exceeds the preload. The so forth CBS 100 arrangement ensures the improved vehicle stability, particularly during sudden braking, as the rear brake 110 engagement minimizes the risk of skidding or wheel lock before the front brake 114 contributes additional braking force. Further, the inclusion of the biasing element 124 and the connector 126 simplifies the mechanical layout while eliminating the need for external power sources or complicated electronic controllers, thereby reducing the energy consumption and maintenance requirements. Furthermore, the compact integration of the sequential actuation mechanism 112 within the brake joint 102 reduces space requirements, making the CBS 100 suitable for lightweight two-wheeled vehicles. Furthermore, the preload-based actuation enhances rider safety by preventing abrupt or disproportionate brake force transfer to the front wheel, thereby improving control during braking on varying road surfaces. Additionally, the modular design of the biasing element 124 allows for adaptability to different vehicle classes and load conditions, while maintaining reliability and cost-effectiveness.
In the description of the present invention, it is also to be noted that, unless otherwise explicitly specified or limited, the terms “disposed”, “mounted”, and “connected” are to be construed broadly, and may for example be fixedly connected, detachably connected, or integrally connected, either mechanically or electrically. They may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Modifications to embodiments and combination of different embodiments of the present disclosure described in the foregoing are possible without departing from the scope of the present disclosure as defined by the accompanying claims. Expressions such as “including”, “comprising”, “incorporating”, “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 where appropriate.
,CLAIMS:WE CLAIM
1. A combined braking system (CBS) (100) for a two-wheeled vehicle, wherein the CBS (100) comprises:
- a brake joint (102) comprising a first end (104) and a second end (106);
- a brake actuator (108) configured to apply a rear brake (110); and
- a sequential actuation mechanism (112),
wherein the sequential actuation mechanism (112) is accommodated within the brake joint (102) and configured to actuate a front brake (114) in response to a brake input beyond a preload.
2. The combined braking system (100) as claimed in claim 1, wherein the CBS (100) comprises a brake lever (116) connected to the brake actuator (108), and wherein the brake lever (116) is configured to transfer the brake input.
3. The combined braking system (100) as claimed in claim 1, wherein the brake lever (116) is mechanically connected to the brake joint (102) via a linkage (118).
4. The combined braking system (100) as claimed in claim 1, wherein the first end (104) is connected to a brake rod (120) of the rear brake (110), and the second end (106) is connected to a brake cable (122) of the front brake (114).
5. The combined braking system (100) as claimed in claim 4, wherein the brake rod (120) is configured to operatively connect the brake joint (102) to the rear brake (110).
6. The combined braking system (100) as claimed in claim 4, wherein the brake cable (122) is configured to operatively connect the brake joint (102) to the front brake (114).
7. The combined braking system (100) as claimed in claim 1, wherein the sequential actuation mechanism (112) comprises a biasing element (124) positioned along the brake rod (120) and operatively coupled with the brake joint (102), and a connector (126) configured to engage the biasing element (124) and the brake cable (122) via an inner cable (128).
8. The combined braking system (100) as claimed in claim 7, wherein the biasing element (124) is configured to maintain the brake joint (102) and the brake rod (120) in a coupled state during the initial brake input to enable actuation of the rear brake (110).
9. The combined braking system (100) as claimed in claim 7, wherein the biasing element (124) is configured to allow relative motion between the brake joint (102) and the brake rod (120) upon brake input beyond the preload, resulting in actuation of the front brake (114) through pulling of the brake cable (122) of the front brake (114).