Description:FIELD OF THE INVENTION

[0001] The present disclosure relates to vehicles. More particularly, the present disclosure relates to a brake actuation assembly for a saddle-type vehicle.
BACKGROUND

[0002] Generally, a vehicle such as a two-wheeled vehicle is equipped with a braking system such as a Combined Braking System (CBS) adapted to be actuated by a lever mounted on a handlebar of the vehicle. The CBS includes an actuation assembly adapted to simultaneously apply a braking force on a front wheel and a rear wheel of the vehicle upon pressing the lever. Herein, the actuation assembly has a uniform lever ratio for applying the braking force on the front wheel and the rear wheel.
[0003] During the actuation of the CBS, a weight of the vehicle transfers from the rear wheel to the front wheel of the vehicle. In such scenarios, the demand for the braking force on the rear wheel keeps on reducing. However, the existing actuation assembly applies uniform braking force to the front wheel and the rear wheel. The application of the uniform braking force on the rear wheel, results in a locking of the rear wheel which further causes the skidding of the vehicle. This leads to serious accidents and compromises the safety of a rider. Further, such locking and skidding of the rear wheel may deteriorate the performance of the braking system and may reduce the overall life of the braking system and the rear wheel. This increases the overall cost associated with the maintenance of the vehicle.
[0004] Therefore, in view of the above-mentioned problems, it is desirable to provide a brake actuation assembly that eliminates one or more of the above-mentioned problems associated with the existing art.

SUMMARY

[0005] This summary is provided to introduce a selection of concepts, in a simplified format, that is further described in the detailed description of the invention. This summary is neither intended to identify key or essential inventive concepts of the invention and nor is it intended for determining the scope of the invention.
[0006] The present disclosure relates to a brake actuation assembly for a saddle-type vehicle. The brake actuation assembly may include a handlebar, a lever, a linking mechanism, and a driving member. The lever may be pivotally coupled to one end of the handlebar and adapted to be moved to actuate brakes of the saddle-type vehicle. The linking mechanism may be coupled to the lever and adapted to be actuated based on the movement of the lever. The driving member may be coupled to the linking mechanism, the driving member adapted to be moved based on the movement of the linking mechanism. The driving member may include a first end and a second end distal to the first end. The first end may be adapted to be coupled to a first brake cable connected to one of the brakes of the saddle-type vehicle. The second end may be adapted to be coupled to a second brake cable connected to one of the brakes of the saddle-type vehicle. The driving member may be moved by the linking mechanism to pull the first brake cable to generate a first braking force and pull the second brake cable to generate a second braking force. Herein, an amount of the first braking force is different from an amount of the second braking force.
[0007] To further clarify the advantages and features of the present invention, a more particular description of the invention will be rendered by reference to specific embodiments thereof, which are illustrated in the appended drawings. It is appreciated that these drawings depict only typical embodiments of the invention and are therefore not to be considered limiting of its scope. The invention will be described and explained with additional specificity and detail with the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS

[0008] These and other features, aspects, and advantages of the present invention will become better understood when the following detailed description is read with reference to the accompanying drawings in which like characters represent like parts throughout the drawings, wherein:
[0009] Figure 1 illustrates a side schematic view of a saddle-type vehicle, according to an embodiment of the present disclosure;
[0010] Figure 2 illustrates an exploded view of a brake actuation assembly of the saddle-type vehicle, according to an embodiment of the present disclosure;
[0011] Figure 3 illustrates a perspective view of the brake actuation assembly of the saddle-type vehicle, according to an embodiment of the present disclosure;
[0012] Figure 4 illustrates an enlarged view of a portion ‘A’ as shown in Figure 3, according to an embodiment of the present disclosure;
[0013] Figure 5 illustrates an assembled view of a linking mechanism and a driving member of the brake actuation assembly, according to an embodiment of the present disclosure;
[0014] Figures 6(a) and 6(b) illustrate perspective views of the brake actuation assembly depicting a normal condition and an operating condition of a lever of the brake actuation assembly, according to an embodiment of the present disclosure; and
[0015] Figure 7 illustrates a graph depicting a variation of a braking force with respect to a brake lever force, according to an embodiment of the present disclosure.
[0016] Further, skilled artisans will appreciate that elements in the drawings are illustrated for simplicity and may not have necessarily been drawn to scale. For example, the flow charts illustrate the method in terms of the most prominent steps involved to help to improve understanding of aspects of the present invention. Furthermore, in terms of the construction of the device, one or more components of the device may have been represented in the drawings by conventional symbols, and the drawings may show only those specific details that are pertinent to understanding the embodiments of the present invention so as not to obscure the drawings with details that will be readily apparent to those of ordinary skill in the art having the benefit of the description herein.
DETAILED DESCRIPTION OF FIGURES

[0017] For the purpose of promoting an 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.
[0018] 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.
[0019] 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.”
[0020] 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.
[0021] 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.
[0022] 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.
[0023] The terms “comprises”, “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.
[0024] Embodiments of the present disclosure will be described below in detail with reference to the accompanying drawings.
[0025] Figure 1 illustrates a side schematic view of a saddle-type vehicle 100, according to an embodiment of the present disclosure. In an embodiment, the saddle-type vehicle 100 may be, but not limited to, a two-wheeler such as a scooter, a moped, a motorbike/motorcycle, a bicycle, or a three-wheeler. However, it should not be construed as limiting and the saddle-type vehicle 100 can be embodied as any other vehicle having a lever-type braking, without departing from the scope of the present disclosure.
[0026] In the illustrated embodiment, the saddle-type vehicle 100 may include a brake actuation assembly 101, a frame 116, at least two wheels 118, 120, and brakes coupled with the at least two wheels 118, 120. The at least two wheels 118, 120 may be supported on the frame 116. Herein, the term ‘wheel’ may be referred to any ground-engaging member that allows traversal of the saddle-type vehicle 100 over a path. In an embodiment, the at least two wheels 118, 120 may include a front wheel and a rear wheel.
[0027] In an embodiment, the brakes may include front brakes 126 and rear brakes 128. The front brakes 126 may be coupled with the front wheel 118 and adapted to be actuated to apply a first braking force on the front wheel 118 to restrict the rotation of the front wheel 118. The rear brakes 128 may be coupled with the rear wheel 120 and adapted to be actuated to apply a second braking force on the rear wheel 120 to restrict the rotation of the rear wheel 120. Herein, the brake actuation assembly 101 may be adapted to actuate the brakes such as the front brakes 126 and the rear brakes 128. Constructional and functional details of the brake actuation assembly 101 are explained in the subsequent paragraphs with respect to Figures 2 to 4.
[0028] Figure 2 illustrates an exploded view of the brake actuation assembly 101 of the saddle-type vehicle 100, according to an embodiment of the present disclosure. Figure 3 illustrates a perspective view of the brake actuation assembly 101 of the saddle-type vehicle 100, according to an embodiment of the present disclosure. Figure 4 illustrates an enlarged view of a portion ‘A’ as shown in Figure 3, according to an embodiment of the present disclosure. Figure 5 illustrates an assembled view of a linking mechanism 105 and a driving member 106 of the brake actuation assembly 101, according to an embodiment of the present disclosure.
[0029] Referring to Figures 2, 3, and 4, the brake actuation assembly 101 may include a handlebar 103, a lever 104, the linking mechanism 105, the driving member 106, a first brake cable 108, a second brake cable 110, and a supporting member 102. The supporting member 102 may be attached to the handlebar 103. In an embodiment, the supporting member 102 may include a clamp 122 adapted to be mounted on the handlebar 103 to secure the supporting member 102 with the handlebar 103.
[0030] The supporting member 102 may be pivotally coupled with the lever 104. The supporting member 102 may be adapted to guide the first brake cable 108, and the second brake cable 110 within the supporting member 102. Further, the supporting member 102 may be adapted to at least partially accommodate the components such as driving member 106 and the linking mechanism 105. In an embodiment, the supporting member 102 may define a hollow portion adapted to partially accommodate the driving member 106 and the linking mechanism 105.
[0031] The lever 104 may be pivotally coupled to one end of the handlebar 103. In an embodiment, the lever 104 may be pivotally coupled to the supporting member 102 attached to the handlebar 103. The lever 104 may be adapted to be moved to actuate the brakes of the saddle-type vehicle 100. In an embodiment, the lever 104 may be adapted to move between a normal condition A-B (as shown in Figure 6(a)) and an operating condition A-C (as shown in Figure 6(b)).
[0032] In the normal condition A-B, the lever 104 remains in an original condition and no brake lever force is applied on the lever 104. Further, the brake lever force may be applied to the lever 104 to move the lever 104 from the normal condition A-B to the operating condition A-C. In the operating condition A-C, the lever 104 pivotally moves towards the handle bar 103 to actuate the brakes of the saddle-type vehicle 100. The lever 104 may include a first holding member 104-1 and a second holding member 104-2 adjacent to the first holding member 104-1. In an embodiment, the first holding member 104-1 may be positioned in a different plane with respect to the second holding member 104-2. In another embodiment, the first holding member 104-1 may be positioned in a same plane with respect to the second holding member 104-2, whereby the linking elements 112 and 114 are in different planes. Herein, each holding member 104-1, 104-2 may be adapted to support the linking mechanism 105.
[0033] Referring to Figures 3, 4, and 5, the linking mechanism 105 may be coupled to the lever 104. The linking mechanism 105 may be adapted to be actuated based on the movement of the lever 104. The linking mechanism 105 may include a first linking element 112 and a second linking element 114. In the illustrated embodiment, as shown in Figure 5, the first linking element 112 and the second linking element 114 may be arranged in a crisscross configuration relative to each other. In another embodiment, the first linking element 112 and the second linking element 114 may be arranged substantially in a parallel configuration.
[0034] The first linking element 112 may be adapted to move the driving member 106 to pull the first brake cable 108 to generate the first braking force, based on the movement of the lever 104. The first linking element 112 may be pivoted with the driving member 106 and the lever 104. In an embodiment, the first linking element 112 may include a first end 112-1 and a second end 112-2 distal to the first end 112-1 . The first end 112-1 may be pivotally coupled with the driving member 106, and the second end 112-2 may be pivotally coupled to the first holding member 104-1 of the lever 104.
[0035] Further, the second linking element 114 may be adapted to move the driving member 106 to pull the second brake cable 110 to generate the second braking force, based on the movement of the lever 104. The second linking element 114 may be pivoted with the driving member 106 and the lever 104. In an embodiment, the second linking element 114 may include a first end 114-1 and a second end 114-2 distal to the first end 114-1. The first end 114-1 may be pivotally coupled with the driving member 106, and the second end 114-2 may be pivotally coupled to the second holding member 104-2 of the lever 104.
[0036] In an embodiment, the first linking element 112 and the second linking element 114 may be adapted to collectively move the driving member 106 to pull the first brake cable 108 and the second brake cable 110 to generate the first braking force and the the second braking force, based on the movement of the lever 104.
[0037] The driving member 106 may be movably positioned in the supporting member 102 via a plurality of fasteners 124. Further, the driving member 106 may be coupled to the linking mechanism 105. The driving member 106 may be adapted to be moved based on the movement of the linking mechanism 105. In an embodiment, the driving member 106 may be positioned in a different plane with respect to the first holding member 104-1 and the second holding member 104-2. In another embodiment, the driving member 106 may be positioned in a same plane with respect to the first holding member 104-1 and the second holding member 104-2
[0038] The driving member 106 may include a first end 106-1 and a second end 106-2 distal to the first end 106-1. The first end 106-1 may be adapted to be coupled to the first brake cable 108 connected to one of the brakes of the saddle-type vehicle 100. In an embodiment, the first end 106-1 of the driving member 106 may define a first cable slot 106-3 adapted to receive the first brake cable 108.
[0039] The second end 106-2 may be adapted to be coupled to a second brake cable 110 connected to one of the brakes of the saddle-type vehicle 100. In an embodiment, the second end 106-2, opposite to the first end 106-1, may define a second cable slot 106-4 adapted to receive the second brake cable 110. Further, the driving member 106 may include a first linking slot 106-5 and a second linking slot 106-6. The first linking slot 106-5 and the second linking slot 106-6 may be formed between the first cable slot 106-3 and the second cable slot 106-4.
[0040] In the illustrated embodiment, as shown in Figure 5, the first linking slot 106-5 may be formed proximal to the first cable slot 106-3 and adapted to hold the first end 112-1 of the first linking element 112. Further, the second linking slot 106-6 may be formed proximal to the second cable slot 106-4 and may be adapted to hold the first end 114-1 of the second linking element 114. Herein, the second linking slot 106-6 may be formed between the first linking slot 106-5 and the second cable slot 106-4, such that the second linking element 114 is arranged in the crisscross configuration relative to the first linking element 112.
[0041]
[0042] The driving member 106 may be moved by the linking mechanism 105 to pull the first brake cable 108 to generate the first braking force and pull the second brake cable 110 to generate the second braking force. Herein, an amount of the first braking force may be different from an amount of the second braking force. In an embodiment, the amount of the first braking force progressively increase when compared to the amount of the second braking force. The first linking element 112 and the second linking element 114 may move the driving member 106 in a non-linear path, such that the second end 106-2 of the driving member 106 travels a larger distance compared to the first end 106-1 of the driving member 106 to generate different amounts and progressively increase the amount of the first braking force and the second braking force.
[0043] The amount of at least one of the first braking force and the second braking force may be varied based on varying at least one of a distance between at least the first linking slot 106-5 and the second linking slot 106-6, a distance between the first holding member 104-1 and the second holding member 104-2, a distance between the first cable slot 106-3 and the first linking slot 106-5, and a distance between the second cable slot 106-4 and the second linking slot 106-6. Further, the amount of at least one of the first braking force and the second braking force may be varied based on varying a length of at least one of the first linking element 112, the second linking element 114, and the driving member 106.
[0044] In an embodiment, the first brake cable 108 may be embodied as a front brake cable coupled to the front brakes 126 of the saddle-type vehicle 100, and the second brake cable 110 may be embodied as a rear brake cable coupled to the rear brakes 128 of the saddle-type vehicle 100. Herein, the amount of the first braking force may be greater than the amount of the second braking force. Thus, with respect to the rear wheel 120, the greater progressive amount of the braking force may be applied to the front wheel 118 to restrict the movement of the front wheel 118.
[0045] In another embodiment, the first brake cable 108 may be embodied as a rear brake cable coupled to the rear brakes 128, and the second brake cable 110 may be embodied as a front brake cable coupled to the front brakes 126. Herein, the amount of the first braking force is greater than the amount of the second braking force. Thus, with respect to the front wheel 118, the greater amount of the braking force may be applied to the rear wheel 120 to restrict the movement of the rear wheel 120. Thus, the amount of the first braking force and the second braking force may be varied with respect to each other, by changing based on the variations in the positions of the first brake cable 108 and the second brake cable 110.
[0046] In another embodiment, the first linking slot 106-5 may be formed proximal to the second cable slot 106-4 and adapted to hold the first end 112-1 of the first linking element 112. Further, the second linking slot 106-6 may be formed proximal to the first cable slot 106-3 and may be adapted to hold the first end 114-1 of the second linking element 114. Herein, the second linking slot 106-6 may be formed between the first linking slot 106-5 and the first cable slot 106-3, such that the first linking element 112 and the second linking element 114 are arranged substantially in the parallel configuration. In an embodiment, the substantially parallel configuration of the first linking element 112 and the second linking element 114 may be in the shape of “V”. In the “V” shape configuration of the first linking element 112 and the second linking element 114, the brake cable closer to the first linking element 112 gets pulled more compared to the brake cable closer to the second linking element 114. In an embodiment, the first brake cable 108 may be embodied as a rear brake cable coupled to the rear brakes 128 of the saddle-type vehicle 100, and the second brake cable 110 may be embodied as a front brake cable coupled to the front brakes 126 of the saddle-type vehicle 100. Therefore, the amount of the front braking force may be greater than the amount of the rear braking force. Thus, with respect to the rear wheel 120, the greater progressive amount of the braking force may be applied to the front wheel 118 to restrict the movement of the front wheel 118. In another embodiment, the first brake cable 108 may be embodied as a front brake cable coupled to the front brakes 126, and the second brake cable 110 may be embodied as a rear brake cable coupled to the rear brakes 128. Herein, the amount of the rear braking force is greater than the amount of the front braking force. Thus, with respect to the front wheel 118, the greater progressive amount of the braking force may be applied to the rear wheel 120 to restrict the movement of the rear wheel 120.
[0047] Figures 6a and 6b illustrate perspective views of the brake actuation assembly 101 depicting the normal condition A-B and the operating condition A-C of a lever 104 of the brake actuation assembly 101, according to an embodiment of the present disclosure. As shown in Figure 6a, the lever 104 is in the normal condition A-B. Thus, the brakes remain un-actuated and allow the movement of the front and rear wheels 118, 120.
[0048] Further, as shown in Figure 6b, the lever 104 is moved towards the handlebar 103 by applying the brake lever force, to move the linking mechanism 105 and the driving member 106. Thus, the driving member 106 may pull the first brake cable 108 and the second brake cable 110 to generate the first braking force and the second braking force, respectively to restrict the movement of the front and rear wheels 118, 120. Herein, the amount of the first braking force may be different from the amount of the second braking force.
[0049] Figure 7 illustrates a graph 700 depicting a variation of the braking force with respect to the brake lever force due to the implementation of the brake actuation assembly 101, according to an embodiment of the present disclosure. As shown in Figure 7, a curve 702 represents the first braking force applied on the front wheel 118, by the existing brake actuation unit. A curve 704 represents the second braking force applied on the rear wheel 120, by the existing brake actuation unit. Thus, the graph 700 shows that the existing brake actuation unit applies greater braking force to the rear wheel 120 than the front wheel 118, which locks the rear wheel 120. This further leads to the skidding of the saddle-type vehicle 100.
[0050] Unlike the existing brake actuation unit, the brake actuation assembly 101 of the present disclosure biases the brakes more towards one of the front brakes 126 and the rear brakes 128. In an embodiment, the brakes may be biased more towards the front brakes 126. As shown in Figure 7, a curve 706 represents the first braking force applied on the front wheel 118, by the brake actuation assembly 101 and a curve 708 represents the second braking force applied on the rear wheel 120, by the brake actuation assembly 101. Herein, the amount of the first braking force applied on the front wheel 118 may be increased and the amount of the second braking force applied on the rear wheel 120 may be decreased, as shown in Figure 7.
[0051] The graph 700 represents that the brake actuation assembly 101 applies greater braking force on the front wheel 118 and lesser braking force on the rear wheel 120, which improves the performance of the brakes and stability of the saddle-type vehicle 100.
[0052] The brake actuation assembly 101 of the present disclosure, provides a different amount of the first braking force and the second braking force. During the actuation of brakes, the weight of the saddle-type vehicle 100 may be shifted towards the front wheel 118 and the brake actuation assembly 101 applies a greater amount of the first braking force to the front wheel 118 with respect to the amount of the second braking force applied to the rear wheel 120. This eliminates the locking of the rear wheel 120 as a lesser amount of second braking force is applied to the rear wheel 120 based on the shifting of the load, which improves the actuation of the brakes and prevents the skidding of the saddle-type vehicle 100.
[0053] Further, the implementation of the brake actuation assembly 101 improves the performance of the brakes. Herein, the brakes may effectively be actuated to restrict the movement of the saddle-type vehicle 100 without any skidding. This improves the overall safety of the saddle-type vehicle 100 and the rider.
[0054] Furthermore, embodiments of the disclosed devices and systems may be readily implemented. 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 invention to produce additional embodiments. Furthermore, certain features may sometimes be used to advantage without a corresponding use of other features. , Claims:1. A brake actuation assembly (101) for a saddle-type vehicle (100), the brake actuation assembly (101) comprising:
a handlebar (103) of the saddle-type vehicle (100);
a lever (104) pivotally coupled to one end of the handlebar (103) and adapted to be moved to actuate brakes of the saddle-type vehicle (100);
a linking mechanism (105) coupled to the lever (104) and adapted to be actuated based on the movement of the lever (104);
a driving member (106) coupled to the linking mechanism (105), the driving member (106) adapted to be moved based on the movement of the linking mechanism (105), the driving member (106) comprising:
a first end (106-1) adapted to be coupled to a first brake cable (108) connected to one of the brakes of the saddle-type vehicle (100); and
a second end (106-2) distal to the first end (106-1) and adapted to be coupled to a second brake cable (110) connected to one of the brakes of the saddle-type vehicle (100),
wherein the driving member (106) is moved by the linking mechanism (105) to pull the first brake cable (108) to generate a first braking force, and pull the second brake cable (110) to generate a second braking force, wherein an amount of the first braking force is different from an amount of the second braking force.

2. The brake actuation assembly (101) as claimed in claim 1, wherein the linking mechanism (105) comprises:
a first linking element (112) pivoted with the driving member (106) and the lever (104), the first linking element (112) is adapted to move the driving member (106); and
a second linking element (114) pivoted with the driving member (106) and the lever (104), the second linking element (114) is adapted to move the driving member (106),
wherein the first linking element (112) and the second linking element (114) moves the driving member (106) in a non-linear path such that the second end (106-2) of the driving member (106) travels a larger distance compared to the first end (106-1) of the driving member (106) to generate different amounts of the first braking force and the second braking force.

3. The brake actuation assembly (101) as claimed in claim 2, wherein the first linking element (112) comprises:
a first end pivotally coupled with the driving member (106); and
a second end distal to the first end and pivotally coupled to a first holding member (104-1) of the lever (104).

4. The brake actuation assembly (101) as claimed in claim 2, wherein the second linking element (114) comprises:
a first end pivotally coupled with the driving member (106); and
a second end distal to the first end and pivotally coupled to a second holding member (104-2) of the lever (104).

5. The brake actuation assembly (101) as claimed in claim 1, wherein:
the first end (106-1) of the driving member (106) defines a first cable slot (106-3) adapted to receive the first brake cable (108); and
the second end (106-2), opposite to the first end (106-1), of the driving member (106) defines a second cable slot (106-4) adapted to receive the second brake cable (110).

6. The brake actuation assembly (101) as claimed in claims 2 or 5, wherein the driving member (106) comprises:
a first linking slot (106-5) formed between the first cable slot (106-3) and the second cable slot (106-4), wherein the first linking slot (106-5) is formed proximal to the first cable slot (106-3) and adapted to hold the first end of the first linking element (112); and
a second linking slot (106-6) formed between the first cable slot (106-3) and the second cable slot (106-4), wherein the second linking slot (106-6) is formed proximal to the second cable slot (106-4) and adapted to hold the first end of the second linking element (114), such that the second linking element (114) is arranged in a crisscross configuration relative to the first linking element (112).

7. The brake actuation assembly (101) as claimed in claim 2 or 5, wherein the driving member (106) comprises:
a first linking slot (106-5) formed between the first cable slot (106-3) and the second cable slot (106-4), wherein the first linking slot (106-5) is formed proximal to the second cable slot (106-4) and adapted to hold the first end of the first linking element (112); and
a second linking slot (106-6) formed between the first cable slot (106-3) and the second cable slot (106-4), wherein the second linking slot (106-6) is formed proximal to the first cable slot (106-3) and adapted to hold the first end of the second linking element (114), such that the first linking element (112) and the second linking element (114) are arranged substantially in a configuration in a parallel configuration.

8. The brake actuation assembly (101) as claimed in claim 6, wherein the amount of at least one of the first braking force and the second braking force is varied based on varying:
a distance between at least:
the first linking slot (106-5) and the second linking slot (106-6),
the first holding member (104-1) and the second holding member (104-2),
the first cable slot (106-3) and the first linking slot (106-5), and
the second cable slot (106-4) and the second linking slot (106-6); and
a length of at least one of the first linking element (112), the second linking element (114), and the driving member (106).

9. The brake actuation assembly (101) as claimed in claim 1, wherein:
the first brake cable (108) is embodied as a front brake cable coupled to front brakes (126) of the saddle-type vehicle (100); and
the second brake cable (110) is embodied as a rear brake cable coupled to rear brakes (128) of the saddle-type vehicle (100),
wherein the amount of the first braking force is greater than the amount of the second braking force.

10. The brake actuation assembly (101) as claimed in claim 1, wherein:
the first brake cable (108) is embodied as a rear brake cable coupled to rear brakes (128) of the saddle-type vehicle (100); and
the second brake cable (110) is embodied as a front brake cable coupled to front brakes (126) of the saddle-type vehicle (100),
wherein the amount of the first braking force is greater than the amount of the second braking force.

11. The brake actuation assembly (101) as claimed in claim 1, comprising a supporting member (102) attached to the handlebar (103) and adapted to:
pivotally coupled with the lever (104);
at least partially accommodate the driving member (106); and
guide the first brake cable (108), and the second brake cable (110) within the supporting member (102).

12. The brake actuation assembly (101) as claimed in claim 11, wherein the supporting member (102) defines a hollow portion adapted to partially accommodate the driving member (106).

13. The brake actuation assembly (101) as claimed in claims 3 or 4, wherein the first holding member (104-1) is positioned in a different plane with respect to the second holding member (104-2).

14. The brake actuation assembly (101) as claimed in claims 3 or 4, wherein the driving member (106) is positioned in a different plane with respect to the first holding member (104-1) and the second holding member (104-2).