Description:TECHNICAL FIELD
[001] The embodiments herein generally relate to combined braking systems for vehicles and more particularly, to the combined braking system for a vehicle that provides delayed application of a front wheel brake.
BACKGROUND
[002] In conventional two-wheeled vehicles, the braking system is designed to allow the rider to control the front and rear brakes independently. The front brake is typically engaged by applying pressure on a brake lever located on the handlebar, while the rear brake is activated through a foot pedal or a secondary handlebar lever. Although both brakes can be applied simultaneously, they are often used independently due to differences in the vehicle's weight distribution and braking dynamics. To improve safety for riders and passengers, a balanced, simultaneous application of both the front and rear brakes is desirable. Applying only the front brake, for instance, may lead to instability as the rear wheel continues to roll, potentially causing the vehicle to topple forward. Conversely, relying solely on the rear brake can lead to steering instability, as the front wheel remains unbraked and continues rolling forward. When both brakes are applied together, while halting the vehicle effectively, the sudden stop can cause the rider to lurch forward due to inertia, compromising comfort and safety.
[003] To address these issues, manufacturers have developed combined braking systems (CBS), which synchronize the actuation of front and rear brakes. In a CBS-equipped vehicle, a single control lever or pedal can engage both brakes simultaneously, improving braking stability and reducing the risk of skidding or imbalance. This system enhances deceleration efficiency and shortens stopping distances by distributing braking force between both wheels. However, the complexity of CBS introduces certain drawbacks. The integration of multiple linked components and force-distribution mechanisms increases the spatial requirements for mounting, limiting room for other peripheral systems. Moreover, the additional parts, such as linking rods, spring-actuated mechanisms, and distribution cables, increase both the production and maintenance costs due to the complexity of the assembly and the need for precise alignment.
[004] Conventional braking systems, whether hand-operated or foot-operated, employ friction components like cam levers, cam pins, and friction pads that are linked to the brake lever through cables. This setup allows for frictional force to be applied as needed. In CBS, however, a single lever activates both front and rear brakes, balancing force distribution through interconnected linkages. With a CBS, unequal force distribution often occurs due to the disparity in load between the front and rear wheels. The lighter load on the front wheel can cause it to decelerate more quickly, which risks instability and can lead to a forward “nose dive” effect. This affects rider comfort and accelerates wear on suspension and braking components, thereby increasing maintenance needs. Further, when the combined braking lever is actuated abruptly in emergency braking situations, the braking force applied to each wheel may not be proportionate. Due to the rider’s weight distribution favoring the rear, the front wheel brake tends to lock more readily, which can lead to losing traction and control, especially on slippery surfaces.
[005] Furthermore, the complexity of CBS assemblies also introduces additional drawbacks. The large number of components, linkages, and cables required to connect the combined braking lever to both wheels increases the system's weight and complexity. This not only raises the initial cost of the vehicle but also adds to long-term maintenance requirements, as more parts are subject to wear and tear. Moreover, servicing such intricate systems often necessitates skilled labor, further contributing to maintenance expenses.
[006] Therefore, there exists a need for a combined braking system for a vehicle which obviates the aforementioned drawbacks.

OBJECTS
[007] The principal object of embodiments herein is to provide a combined braking system for a vehicle that facilitates combined braking of a rear wheel brake and a front wheel brake with a delayed actuation of the front wheel brake.
[008] Another object of the embodiments herein is to provide the combined braking system for the vehicle that achieves braking of both the front wheel brake and the rear wheel brake with fewer components.
[009] Another object of embodiments herein is to provide the combined braking system that is adaptable for both disc brakes and drum brakes, and can be operated by a hand-operated brake lever and a foot-operated brake pedal.
[0010] Another object of the embodiments herein is to provide the combined braking system for the vehicle that is easy to assemble and maintain, and is cost-effective.
[0011] These and other objects of embodiments herein will be better appreciated and understood when considered in conjunction with following description and accompanying drawings. It should be understood, however, that the following descriptions, while indicating embodiments and numerous specific details thereof, are given by way of illustration and not of limitation. Many changes and modifications may be made within the scope of the embodiments herein without departing from the spirit thereof, and the embodiments herein include all such modifications.
BRIEF DESCRIPTION OF DRAWINGS
[0012] The embodiments are illustrated in the accompanying drawings, throughout which like reference letters indicate corresponding parts in various figures. The embodiments herein will be better understood from the following description with reference to the drawings, in which:
[0013] Fig. 1A depicts a schematic diagram of a first brake unit and a second brake unit of a vehicle, according to an embodiment as disclosed herein;
[0014] Fig. 1B depicts a schematic diagram of the first brake unit and the second brake unit of the vehicle, according to another embodiment as disclosed herein;
[0015] Fig. 1C depicts a schematic diagram of the first brake unit and the second brake unit of the vehicle, according to yet another embodiment as disclosed herein;
[0016] Fig. 2 depicts an isometric view of a combined braking system, according to embodiments as disclosed herein;
[0017] Fig. 3 depicts an exploded view of the combined braking system, according to embodiments as disclosed herein;
[0018] Fig. 4 depicts a side view of the combined braking system, according to embodiments as disclosed herein;
[0019] Fig. 5 depicts a front view of the combined braking system, according to embodiments as disclosed herein;
[0020] Fig. 6A depicts a top view of the combined braking system with a first brake lever in an initial position, according to embodiments as disclosed herein;
[0021] Fig. 6B depicts a sectional view of the combined braking system with the first brake lever in the initial position, according to embodiments as disclosed herein;
[0022] Fig. 6C depicts a top view of the combined braking system with the first brake lever in an intermediate position, according to embodiments as disclosed herein;
[0023] Fig. 6D depicts a top view of the combined braking system with the first brake lever in a final position, according to embodiments as disclosed herein;
[0024] Figs. 7A and 7B depict isometric views of the first brake unit, according to embodiments as disclosed herein; and
[0025] Fig. 8 depicts a top view of the first brake unit, according to embodiments as disclosed herein;
[0026] Fig. 9 depicts a front view of the first brake unit, according to embodiments as disclosed herein;
[0027] Fig. 10 depicts a side view of the first brake unit, according to embodiments as disclosed herein;
[0028] Fig. 11 depicts an isometric view of the first brake lever, according to embodiments as disclosed herein;
[0029] Fig. 12 depicts a top view of the first brake lever, according to embodiments as disclosed herein;
[0030] Fig. 13 depicts an isometric view of a linkage member, according to embodiments as disclosed herein.
[0031] Fig. 14 depicts a top view of the linkage member, according to embodiments as disclosed herein;
[0032] Fig. 15 depicts a front view of the linkage member, according to embodiments as disclosed herein;
[0033] Fig. 16 depicts a side view of the linkage member, according to embodiments as disclosed herein;
[0034] Fig. 17A depicts a schematic diagram of the combined braking system with the first brake lever in the initial position, wherein the first brake lever is a foot-operated pedal, according to an embodiment as disclosed herein; and
[0035] Fig. 17B depicts a schematic diagram of the combined braking system with the first brake lever in the final position, wherein the first brake lever is the foot-operated pedal, according to the embodiment as disclosed herein.
DETAILED DESCRIPTION
[0036] The embodiments herein and the various features and advantageous details thereof are explained more fully with reference to the non-limiting embodiments that are illustrated in the accompanying drawings and detailed in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.
[0037] The embodiments herein achieve a combined braking system for a vehicle that facilitates combined braking of a rear wheel brake and a front wheel brake with a delayed actuation of the front wheel brake. Referring now to the drawings Figs. 1 through 17B, where similar reference characters denote corresponding features consistently throughout the figures, there are shown embodiments.
[0038] Figs. 1A, 1B, and 1C depict schematic diagrams of brake units (20, 30) of a vehicle (10), according to embodiments as disclosed herein. The vehicle (10) includes a first brake unit (20) operatively coupled to at least one rear wheel (14) of the vehicle (10) through a first brake line (24), and a second brake unit (30) operatively coupled to at least one front wheel (16) of the vehicle (10) through a second brake line (34). The first brake unit (20) is configured to be actuated through a first brake lever (22) which is operatively connected to the first brake unit (20) (shown in figs. 1A, 1B and 1C). When moved by a rider, the first brake lever (22) engages the first brake unit (20) to halt the motion of the rear wheel (14). Similarly, the second brake unit (30) is configured for actuation through a second brake lever (32) which is operatively connected to the second brake unit (30) (shown in figs. 1A and 1B). Upon activation by the rider, the second brake lever (32) engages the second brake unit (30) to bring the front wheel (16) to a stop. This arrangement allows for independent actuation of both brake units (20, 30), enabling the rider to selectively operate either the first brake unit (20) or the second brake unit (30) by moving the corresponding brake lever (22, 32).
[0039] In an embodiment, the first brake unit (20) is a disc brake unit, with the first brake lever (22) linked to a first hydraulic cylinder (26) that, in turn, connects to a disc brake (28) via the first brake line (24). This configuration enables the first brake lever (22) to activate the first hydraulic cylinder (26), which then applies braking force to the disc brake (28), halting the rear wheel (14) (shown in fig. 1A). In another embodiment, the first brake unit (20) is a drum brake unit. Here, the first brake lever (22) connects to the drum brake (29) through the first brake line (24), such that movement of the first brake lever (22) actuates the drum brake (29) by applying tension to the first brake line (24), thereby engaging the drum brake (29) (shown in figs. 1B and 1C). Further, in an embodiment, the second brake unit (30) is any one of the disc brake unit in which the second brake lever (32) is linked to a second hydraulic cylinder (36) that, in turn, connects to another disc brake (38) via the second brake line (34) (shown in figs. 1A and 1C); and the drum brake unit in which the second brake lever (32) connects to another drum brake (39) through the second brake line (34) (shown in fig. 1B).
[0040] Figs. 2, 3, 4, and 5 depict isometric, exploded, side, and front views of a combined braking system (100), respectively, according to embodiments as disclosed herein. The combined braking system (100) is configured to actuate the first brake unit (20) and the second brake unit (30) with a predetermined delay in the actuation of the second brake unit (30). For the purpose of this description and ease of understanding, the combined braking system (100) is explained herein with below reference to a two-wheeled vehicle. However, it is also within the scope of the invention to use/practice the components of the combined braking system (100) for any other vehicle without otherwise deterring the intended function of the combined braking system (100) as can be deduced from the description and corresponding drawings. The combined braking system (100) includes a stationary member (102) connected to a vehicular structure, and a linkage member (104) having a first end (104F) and a second end (104S). The first end (104F) of the linkage member (104) is connected to the first brake lever (22). The second end (104S) of the linkage member (104) is provided in sliding engagement with the stationary member (102) and operatively connected to the second brake unit (30) of the vehicle (10) through a cable (106). In an embodiment, the cable (106) is operatively connected to the second brake unit (30), wherein the second brake unit (30) is configured to be actuated by a pulling force of the cable (106). The first brake lever (22) is configured to be moved from an initial position (F1) (shown in figs. 6A and 6B, and fig. 17A) to one of an intermediate position (F2) (shown in fig. 6C) and a final position (F3) (shown in fig. 6D, and fig. 17B). In the intermediate position (F2), the first brake lever (22) facilitates actuation of the first brake unit (20), and from the intermediate position (F2) to the final position (F3), the first brake lever (22) facilitates actuation of the second brake unit (30) via the linkage member (104), thereby facilitating combined actuation of the first brake unit (20) and the second brake unit (30). In an embodiment, the first brake lever (22) is pivotably connected to the vehicular structure and adapted to pivot about a hinge point between the initial position (F1) and the final position (F3). In an embodiment, the first brake lever (22) is a hand-operated lever mounted near a handle (12) of the vehicle (10). In another embodiment, the first brake lever (22) is a foot-operated pedal mounted near a footrest of the vehicle (shown in figs. 17A and 17B).
[0041] In an embodiment, the first brake unit (20) is the disc brake unit, the first brake lever (22) is the hand-operated lever, and the vehicular structure is a housing (20H) of the first brake unit (20). The housing (20H) of the first brake unit (20H) is configured to house the first hydraulic cylinder (26) of the first brake unit (20) and facilitate mounting of the first brake lever (22) and the handle (12) thereon (show in figs. 1 to 6A, 6C, and 6D). The housing (20H) includes a handle mounting member (20M) (shown in figs. 3, 7A to 10) adapted to facilitate the mounting of the housing (20H) on the handle (12) through a plurality of connectors (12C) (shown in fig. 3), and a lever mounting member (20N) (shown in figs. 3, 7A to 10) adapted to facilitate the mounting of the first brake lever (22) on the housing (20H) through a fastening member (22F) (show in fig. 3). Further, the first brake lever (22) is configured to actuate the first hydraulic cylinder (26) through a push rod (26P) (shown in figs. 7A, 8, 9, and 10) mounted in the housing (20H). The first brake lever (22) includes an extending member (22C) provided in contact with the push rod (26P) (shown in figs. 3, 6A, and 6C). The extending member (22C) is adapted to press the push rod (26P) when the first brake lever (22) moves from the initial position (F1) to the intermediate position (F2). In the intermediate position (F2) of the first brake lever (22), the push rod (26P) actuates the first hydraulic cylinder (26) to stop the motion of the rear wheel (14) of the vehicle (10). The stationary member (102) is connected to the housing (20H) of the first brake unit (20), in proximity to the first brake lever (22). In an embodiment, the stationary member (102) is integrated with the housing (20H) during the fabrication of the housing (20H).
[0042] Further, the linkage member (104) is configured to move with respect to the stationary member (102) from a first position (P1) to a second position (P2) when the first brake lever (22) is moved from the initial position (F1) to the intermediate position (F2) (shown in figs. 6A, 6B and 6C). Further, the linkage member (104) is configured to move with respect to the stationary member (102) from the second position (P2) to a second brake actuation position (P3) when the first brake lever (22) is moved from the intermediate position (F2) to the final position (F3) (shown in figs. 6C and 6D), wherein in the second brake actuation position (P3), the linkage member (104) is configured to facilitate the actuation of the second brake unit (30). In the second brake actuation position (P3), the linkage member (104) is configured to move away from the stationary member (102) such that the second end (104S) of the linkage member (104) is disengaged from the stationary member (102) and the linkage member (104) is in line with the cable (106) (shown in fig. 6D), thereby pulling the cable (106) to actuate the second brake unit (30). The movement of the linkage member (104) from the first position (P1) to the second position (P2) displaces the cable (106) to a first predetermined distance corresponding to a free play distance of the second brake unit (30), thereby delaying actuation of the second brake unit (30) with respect to actuation of the first brake unit (20) by a predefined time. The "free play distance" is the linear or angular movement of the brake lever, from its initial position to an initial actuation position in which the lever starts engaging the brake unit, but before any significant braking force is applied. The free play distance represents the range of motion where the brake remains disengaged and no resistance is felt by the rider. Further, the movement of the linkage member (104) from the second position (P2) to the second brake actuation position (P3) displaces the cable (106) to a second predetermined distance corresponding to a brake application distance of the second brake unit (30), thereby facilitating actuation of the second brake unit (30) when the linkage member (104) is in the second brake actuation position (P3). The "brake application distance" refers to the linear or angular displacement of the brake lever, measured from the initial actuation position of the lever to a brake actuation position in which the lever actuates the brake unit to a point where the braking force achieves its maximum or specified effective value. The brake application distance represents the operational range within which the brake unit transitions from an initial engagement of the brake to its full application, facilitating controlled deceleration or stopping of the vehicle.
[0043] In an embodiment, the linkage member (104) is pivotably connected to the first brake lever (22) through its first end (104F) and is configured to move in a planar motion between the first position (P1) and the second brake actuation position (P3) when the first brake lever (22) is moved between the initial position (F1) and the final position (F3) (show in figs. 6C and 6D). Further, in an embodiment, the linkage member (104) includes a first slot (104A) defined at its first end (104F), a second slot (104B) defined at its second end (104S), and a guiding slot (104G) defined along a periphery of the linkage member (104) (shown in figs. 13 to 16). The linkage member (104) is pivotably connected to the first brake lever (22) by a first connecting member (108) received through the first slot (104A) (shown in fig. 3). An end portion (106S) of the cable (106) is connected to the second end (104S) of the linkage member (104) by a second connecting member (110) received into the second slot (104B) (shown in fig. 3). Further, the guiding slot (104G) is adapted to guide movement of the cable (106) with respect to the linkage member (104) when the linkage member (104) moves between the first position (P1) and the second brake actuation position (P3). In an embodiment, the first connecting member (108) is a fastener, and the second connecting member (110) is a pin/ bobbin.
[0044] In an embodiment, the first brake lever (22) includes an aperture (22A) defined corresponding to the first slot (104A) of the linkage member (104), an opening (22B) adapted to receive the linkage member (104) therein (shown in figs. 11 and 12). The aperture (22A) is adapted to receive the first connecting member (108) therethrough, thereby allowing the linkage member (104) to be pivotably connected to the first brake lever (22). The linkage member (104) is housed within the opening (22B) of the first brake lever (22) such that a first side (104C) of the linkage member (104) is in contact with the stationary member (102) when the first brake lever (22) is in the initial position (F1) (shown in fig. 6B). Further, the second end (104S) of the linkage member (104) extends out from the opening (22B) when the first brake lever (22) is moved from the initial position (F1) to the final position (F2) (shown in figs. 6C and 6D).
[0045] Further, in an embodiment, the stationary member (102) is a block having a first side (102A), a second side (102B) disposed opposite to the first side (102A) and positioned in proximity to the first brake lever (22), and a slit (102S) defined along the second side (102B). The first side (102A) is planar, and the second side (102B) is angular having a predefined angle with respect to the first side (102A). The pre-defined angle of the second side (102B) of the stationary member (102) restricts the movement of the linkage member (104) with respect to the stationary member (102), thereby facilitating the linkage member (104) to return to the first position (P1) on return of the first brake lever (22) to the initial position (F1), upon its release from the final position (F3). In an embodiment, the predefined angle ranges between 15 degrees to 25 degrees. The slit (102S) is adapted to allow the cable (106) to pass therethrough to connect with the linkage member (104) and guide the movement of the cable (106) and the linkage member (104) with respect to the stationary member (102) when the linkage member (104) moves from the first position (P1) to the second brake actuation position (P3). In an embodiment, the stationary member (102) includes a hole (102H) defined on the first side (102), wherein the hole (102H) is adapted to allow the cable (106) to pass therethrough to facilitate connection of the cable (106) with the linkage member (104) via the slit (102S) (shown in figs. 2,3, 7B, and 10).
[0046] To achieve the delay in actuation of the second brake unit (30), parameters such as the length of the cable (106), dimension of the linkage member (104), a distance of the first end (104F) of the linkage member (104) from the hinge point of the first brake lever (22), an initial angle of linkage member (104), an angle of travel of the linkage member (104) between the first position (P1) and the second brake actuation position (P3), and the predetermined angle of the second side (102B) of the stationary member (102) are adjusted. These parameters are adjusted such that when the linkage member (104) moves from the first position (P1) to the second position (P2), there is no pulling force on the cable (106), and the second brake unit (30) is actuated up to its free play distance, thereby delaying the actuation of the second brake unit (30). The pulling force on the cable (106) is exerted when the linkage member (104) moves from the second position (P2) to the second brake actuation position (P3), which actuates the second brake unit (30) to its brake application distance, thereby facilitating the actuation of the first and second brake units (20, 30) simultaneously.
[0047] The following is a non-limiting example of the operation of the combined braking system (100), wherein both the first and second brake units (20, 30) are disc brake units. When the first brake lever (22) is moved from the initial position (F1) to the intermediate position (F2), the linkage member (104) moves from the first position (P1) to the second position (P2) relative to the stationary member (102). This movement of the first brake lever (22) to the intermediate position (F2) actuates the first hydraulic cylinder (26) of the first brake unit (20), which in turn actuates the disc brake (28) coupled with the rear wheel (14) of the vehicle (10). The cable (106) is connected to the second end (104S) of the linkage member (104) and operatively connected to the second hydraulic cylinder (36) of the second brake unit (30). When the linkage member (104) moves from the first position (P1) to the second position (P2), no pulling force is exerted on the end portion (106S) of the cable (106). This ensures that there is no actuation of the second hydraulic cylinder (36) in the second position (P2) of the linkage member (104). Further, when the first brake lever (22) is moved to the final position (F3), the linkage member (104) moves to the second brake actuation position (P3). In the second brake actuation position (P3), the linkage member (104) disengages from the stationary member (102) as it moves away from the stationary member (102), and is aligned with the cable (106). This exerts a pulling force on the cable (106). This pulling force actuates the second hydraulic cylinder (36), thereby engaging the second disc brake (38) of the second brake unit (30). When the linkage member (104) moves from the first position (P1) to the second position (P2), the cable (106) is displaced to the first predetermined distance to actuate the second hydraulic cylinder (36) such that its plunger is displaced up to a dead stroke distance which corresponds to the free play distance of the second brake unit (30). When the linkage member (104) reaches the second brake actuation position (P3), the cable (106) is displaced up to the second predetermined distance that fully actuates the second hydraulic cylinder (36), allowing the plunger to complete its entire stroke. This ensures that, as the first brake lever (22) reaches the final position (F3), both brake units (20, 30) are engaged simultaneously, providing synchronized braking action for enhanced vehicle control.
[0048] The technical advantages of the combined braking system (100) for the vehicle (10) are as follows. Delayed actuation of the front wheel brake to ensure the safety of the rider, requires fewer components, adaptability for disc brakes and drum brakes, flexibility in operability with a hand-operated lever and foot-operated pedal, ease in assembly and maintenance, and is cost-effective.
[0049] The foregoing description of the specific embodiments will so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modifications within the spirit and scope of the embodiments as described herein.
, Claims:We claim:
1. A combined braking system (100) for a vehicle (10), the system (100) comprising:
a stationary member (102) connected to a vehicular structure of the vehicle (10);
a linkage member (104) having:
a first end (104F) connected to a first brake lever (22), wherein the first brake lever (22) is operatively connected to the first brake unit (20) of the vehicle (10); and
a second end (104S) provided in sliding engagement with the stationary member (102) and operatively connected to a second brake unit (30) of the vehicle (10) through a cable (106),
wherein
the first brake lever (22) is configured to be moved from an initial position (F1) to one of:
an intermediate position (F2) in which the first brake lever (22) facilitates actuation of the first brake unit (20); and
a final position (F3) in which the first brake lever (22) facilitates actuation of the second brake unit (30) via the linkage member (104), thereby facilitating combined actuation of the first brake unit (20) and the second brake unit (30); and
the linkage member (104) is configured to move to a second brake actuation position (P3) with respect to the stationary member (102) to facilitate actuation of the second brake unit (30) when the first brake lever (22) is moved to the final position (F3).
2. The combined braking system (100) as claimed in claim 1, wherein the linkage member (104) is adapted to move away from the stationary member (102) such that the second end (104S) of the linkage member (104) is disengaged from the stationary member (102) and the linkage member (104) is in line with the cable (106), thereby pulling the cable (106) for actuating the second brake unit (30) when the linkage member (104) is in the second brake actuation position (P3).
3. The combined braking system (100) as claimed in claim 1, wherein the linkage member (104) is configured to move with respect to the stationary member (102) from:
a first position (P1) to a second position (P2) when the first brake lever (22) is moved from the initial position (F1) to the intermediate position (F2); and
the second position (P2) to the second brake actuation position (P3) when the first brake lever (22) is moved from the intermediate position (F2) to the final position (F3),
wherein
movement of the linkage member (104) from the first position (P1) to the second position (P2) displaces the cable (106) up to a first predetermined distance corresponding to a free play distance of the second brake unit (30), thereby delaying actuation of the second brake unit (30) with respect to actuation of the first brake unit (20) by a predefined time; and
movement of the linkage member (104) from the second position (P2) to the second brake actuation position (P3) displaces the cable (106) up to a second predetermined distance corresponding to a brake application distance of the second brake unit (30), thereby facilitating actuation of the second brake unit (30) when the linkage member (104) is in the second brake actuation position (P3).
4. The combined braking system (100) as claimed in claim 3, wherein the linkage member (104) is pivotably connected through its first end (104F) to the first brake lever (22) and is configured to move in a planar motion between the first position (P1) and the second brake actuation position (P3).
5. The combined braking system (100) as claimed in claim 4, wherein the linkage member (104) includes:
a first slot (104A) defined at its first end (104F);
a second slot (104B) defined at its second end (104S); and
a guiding slot (104G) defined along a periphery of the linkage member (104);
wherein
the linkage member (104) is pivotably connected to the first brake lever (22) by a first connecting member (108) received through the first slot (104A);
an end portion (106S) of the cable (106) is connected to the second end (104S) of the linkage member (104) by a second connecting member (110) received into the second slot (104B); and
the guiding slot (104G) is adapted to guide movement of the cable (106) with respect to the linkage member (104) when the linkage member (104) moves between the first position (P1) and the second brake actuation position (P3).
6. The combined braking system (100) as claimed in claim 5, wherein the first brake lever (22) includes:
an aperture (22A) defined corresponding to the first slot (104A) of the linkage member (104); and
an opening (22B) adapted to receive the linkage member (104) therein,
wherein
the aperture (22A) is adapted to receive the first connecting member (108) therethrough, thereby allowing the linkage member (104) to be pivotably connected to the first brake lever (22);
the linkage member (104) is housed within the opening (22B) of the first brake lever (22) such that a first side (104C) of the linkage member (104) is in contact with the stationary member (102) when the first brake lever (22) is in the initial position (F1); and
the second end (104S) of the linkage member (104) extends out from the opening (22B) when the first brake lever (22) is moved from the initial position (F1) to the final position (F2).
7. The combined braking system (100) as claimed in claim 1, wherein the stationary member (102) is a block having:
a first side (102A);
a second side (102B) disposed opposite to the first side (102A) and positioned in proximity to the first brake lever (22); and
a slit (102S) defined along the second side (102B),
wherein
the first side (102A) is planar, and the second side (102B) is angular having a predefined angle with respect to the first side (102A);
the slit (102S) is adapted to:
allow the cable (106) to pass therethrough to connect with the linkage member (104); and
guide the movement of the cable (106) and the linkage member (104) with respect to the stationary member (102) when the linkage member (104) moves from the first position (P1) to the second brake actuation position (P3); and
the pre-defined angle of the second side (102B) of the stationary member (102) restricts the movement of the linkage member (104) with respect to the stationary member (102), thereby facilitating the linkage member (104) to return to the first position (P1) on return of the first brake lever (22) to the initial position (F1) upon its release from the final position (F3).
8. The combined braking system (100) as claimed in claim 7, wherein the stationary member (102) includes a hole (102H) defined on the first side (102), wherein the hole (102H) is adapted to allow the cable (106) to pass therethrough to facilitate connection of the cable (106) with the linkage member (104).
9. The combined braking system (100) as claimed in claim 7, wherein the predefined angle ranges between 15 degrees to 25 degrees.
10. The combined braking system (100) as claimed in claim 1, wherein the first brake unit (20) and the second brake unit (30) are at least any one of a drum brake unit and a disc brake unit.
11. The combined braking system (100) as claimed in claim 9, wherein the first brake lever (22) is any one of a hand-operated lever and a foot-operated pedal.

12. The combined braking system (100) as claimed in claim 10, wherein the first brake unit (20) is disc brake unit, the first brake lever (22) is hand-operated lever, and the vehicular structure is a housing (20H) of the first brake unit (20), configured to be mounted on a handle (12) of the vehicle (10),
wherein
the housing (20H) is configured to house a first hydraulic cylinder (26) of the first brake unit (20) and facilitate mounting of the first brake lever (22) thereon;
the stationary member (102) is connected to the housing (20H) of the first brake unit (20) and provided in proximity to the first brake lever (22); and
the first brake lever (22) is configured to actuate the first hydraulic cylinder (26) through a push rod (26P) mounted in the housing (20H).
13. The combined braking system (100) as claimed in claim 1, wherein the first brake unit (20) is operatively coupled to at least one rear wheel (14) of the vehicle (10), and the second brake unit (30) is operatively coupled to at least one front wheel (16) of the vehicle (10), and wherein the combined braking system (100) is configured to actuate the first brake unit (20) and the second brake unit (30) with a predetermined delay in actuation of the second brake unit (30).