Description:PARKING BRAKE FOR TWO-WHEELER
TECHNICAL FIELD
[0001] The present disclosure generally relates to vehicle braking systems. Further, the present disclosure particularly relates to parking brake assemblies for vehicles.
BACKGROUND
[0002] Parking brake assemblies are crucial components in vehicles, serving to maintain stability and prevent unintended movement when the vehicle is stationary. These assemblies are particularly important on inclined surfaces, in parking situations, or during extended periods of inactivity. Traditional parking brake systems have primarily relied on mechanical mechanisms, including manually operated levers, cables, and gear-based mechanisms. Such systems have been widely adopted due to simplicity and ease of use. However, over time, mechanical components are prone to wear and tear, leading to inconsistencies in operation and a need for regular maintenance to enable continued reliability.
[0003] Advancements in parking brake assemblies have incorporated automation to address some of the challenges. Mechanisms involving actuators, gear trains, and automated control systems have been introduced to enhance braking precision and user convenience. Despite the developments, automated systems are often associated with significant drawbacks. The reliance on electronic components increases production costs and introduces complexity in maintenance. Furthermore, environmental factors such as temperature fluctuations, moisture, and dust exposure can negatively impact the reliability of automated systems, making them less robust in demanding conditions.
[0004] A recurring limitation in conventional parking brake systems is the lack of integration between the braking assembly and auxiliary components such as side stands. In many cases, side stands operate independently of the parking brake assembly, resulting in scenarios where a vehicle may inadvertently move if the parking brake is not properly engaged. Said disconnect can pose safety risks, particularly in situations where users may forget to engage the brake after deploying the side stand. Addressing said gap requires a system that synchronizes the side stand position with the activation or deactivation of the parking brake assembly.
[0005] Additionally, parking brake systems that incorporate actuators and gear mechanisms often face challenges related to the efficient transfer of motion and force. The transformation of input motion into effective engagement or disengagement of braking components must be both reliable and repeatable. Factors such as misalignment, improper force distribution, and mechanical inefficiencies can compromise system performance. Moreover, the need for manual intervention to engage or disengage the brake adds complexity and increases the risk of operator error, particularly in fast-paced or high-stress environments.
[0006] There is also a growing demand for parking brake assemblies that can provide a higher degree of reliability while minimizing maintenance requirements. Integration of multiple mechanical components within a single assembly must address issues such as operational synchronization, efficient energy transmission, and user safety. For example, systems incorporating rack-and-pinion mechanisms, linear actuation, and gear transformations must work cohesively to achieve smooth operation and enable proper engagement or disengagement of the braking system.
[0007] In light of these challenges, there exists a significant need to overcome the limitations associated with traditional and automated parking brake assemblies. Developing a system that integrates side stand operation with the braking assembly, assures efficient mechanical interaction, and addresses safety concerns is essential for advancing the field of vehicle stability and parking systems. Such advancements must focus on addressing practical issues while providing a robust, reliable, and user-friendly solution for diverse vehicle applications.
SUMMARY
[0008] This summary is provided to introduce a selection of concepts in a simplified form that are further disclosed in the detailed description of the present disclosure. This summary is not intended to identify key or essential inventive concepts of the claimed subject matter, nor is it intended for determining the scope of the claimed subject matter.
[0009] The present disclosure provides a parking brake assembly for a vehicle. The parking brake assembly comprises a pinion associated with a gearbox assembly and a toothed sector gear. The toothed sector gear transforms between an engagement mode, engaging the toothed sector gear with the pinion to disable movement of the vehicle, and a disengagement mode, disengaging the toothed sector gear from the pinion to enable movement of the vehicle. The parking brake assembly further comprises a side stand that transforms between an engage position and an un-engage position. The engagement position activates an actuator assembly to transform the toothed sector gear into the engagement mode, and the un-engage position de-activates the actuator assembly to transform the toothed sector gear into the disengagement mode. The actuator assembly comprises a primary gear coupled to the side stand. The primary gear rotates in a primary direction when the side stand transforms from the engaged position to the un-engage position and in a secondary direction when the side stand transforms from the un-engage position to the engage position. The actuator assembly further comprises a rack linearly actuated by the rotation of the primary gear and a secondary gear interfacing with the rack. The secondary gear transforms the toothed sector gear into the disengagement mode upon rotation of the primary gear in the primary direction and into the engagement mode upon rotation of the primary gear in the secondary direction.
[0010] In another aspect, the present disclosure provides the parking brake assembly for the vehicle, wherein the toothed sector gear is associated with a manual override lever to alter a positional relationship of the toothed sector gear and the pinion to enable an emergency engagement or disengagement of the toothed sector gear with the pinion.
[0011] In yet another aspect, the present disclosure provides the parking brake assembly for the vehicle, wherein the toothed sector gear is associated with a locking pawl that is disposed adjacently to the toothed sector gear to lock the toothed sector gear with the pinion in the engagement mode.
[0012] In another aspect, the present disclosure provides the parking brake assembly for the vehicle, wherein the actuator assembly comprises an auto-reset unit. The auto-reset unit comprises a torsional spring positioned between the primary gear and the rack to automatically transition the toothed sector gear into the disengagement mode to allow movement of the vehicle.
[0013] In another aspect, the present disclosure provides the parking brake assembly for the vehicle, wherein the gearbox assembly comprises an inclinometer sensor to detect an inclination of the vehicle. The gearbox assembly also comprises an actuator transforming the toothed sector gear into the engagement mode if the detected inclination is greater than a pre-set limit.
[0014] In another aspect, the present disclosure provides the parking brake assembly for the vehicle, wherein the primary gear is associated with a rotary potentiometer. The rotary potentiometer monitors an angular displacement level of the primary gear and provides feedback to an electronic dashboard.
[0015] In another aspect, the present disclosure provides the parking brake assembly for the vehicle, wherein the pinion is associated with a shear pin interposed between the pinion and the gearbox assembly. The shear pin fractures under a pre-determined overload condition to protect the toothed sector gear and the pinion.
[0016] In another aspect, the present disclosure provides the parking brake assembly for the vehicle, wherein the rack is associated with a manually adjustable tension screw. The tension screw is mounted perpendicularly to the rack to enable fine-tuning of the braking force by modifying linear actuation force of the rack.
[0017] In another aspect, the present disclosure provides the parking brake assembly for the vehicle, wherein the actuator assembly is associated with a self-adjusting tension unit. The self-adjusting tension unit is operatively engaged with the rack to regulate variation in a displacement of the rack.
BRIEF DESCRIPTION OF THE DRAWINGS
[0018] 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.
[0019] Embodiments of the present disclosure will now be described, by way of example only, with reference to the following diagrams.
[0020] FIG. 1 (FIG. 1A to FIG. 1B) illustrates a parking brake assembly for a vehicle, in accordance with various implementations of the present disclosure; and
[0021] FIG. 2 illustrates a system interaction map of the parking brake assembly, in accordance with embodiments of the present disclosure.
[0022] FIG. 3A illustrates the engagement of a toothed sector gear with a pinion as part of the parking brake assembly for a vehicle, as described in the present disclosure.
[0023] FIG. 3B illustrates the disengagement of toothed sector gear from pinion as part of the parking brake assembly for a vehicle, in accordance with the present disclosure.
DETAILED DESCRIPTION OF EMBODIMENTS
[0024] 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 recognize that other embodiments for carrying out or practicing the present disclosure are also possible.
[0025] As used herein, the term "parking brake assembly" refers to a system employed in vehicles for restraining the movement of the vehicle when stationary. Such a parking brake assembly incorporates mechanical, electromechanical, or hydraulic mechanisms that facilitate engagement or disengagement of braking components to restrict or permit the motion of the vehicle. Examples of parking brake assemblies comprise handbrake systems, electronic parking brakes, or mechanical drum brakes. In manual systems, parking brake assemblies operate through lever mechanisms connected to cables that apply force to the braking system, while in electronic systems, actuators powered by electric motors replace manual components to automate the process. Parking brake assemblies are typically located near the rear axle or in close proximity to the drivetrain of vehicle to provide effective braking control.
[0026] As used herein, the term "pinion" refers to a small gear with teeth that engages with a larger gear or a toothed mechanism, such as a rack or sector gear, to transfer rotational motion or torque. In the context of vehicles, a pinion is often associated with a gearbox assembly or other drivetrain components to facilitate controlled motion. Examples of pinions comprise spur gears, helical pinions, or bevel pinions. Pinions are typically machined with precision to achieve proper meshing with corresponding gears.
[0027] As used herein, the term "toothed sector gear" refers to a partial gear or arc-shaped gear segment with evenly spaced teeth that engage with another gear, such as a pinion, to facilitate mechanical movement. Such a toothed sector gear transforms rotational motion into linear or limited angular motion, depending on operational design. Examples of toothed sector gears comprise those used in steering systems, braking mechanisms, or heavy machinery.
[0028] As used herein, the term "engagement mode" refers to a state in which components of a mechanical system, such as a gear or a brake assembly, interact physically to transfer force or restrict movement. Engagement modes are typically achieved by aligning teeth of gears, clutches, or similar mechanisms to lock or restrict motion.
[0029] As used herein, the term "disengagement mode" refers to a state in which components of a mechanical system, such as gears or brake assemblies, are physically separated or aligned to allow unrestricted movement or motion. Disengagement modes are achieved by separating the interlocking elements, such as teeth of gears, or by deactivating actuators that maintain engagement.
[0030] As used herein, the term "side stand" refers to a mechanical support structure that provides stability to a stationary two-wheeled vehicle, such as a motorcycle or scooter, by resting against the ground. Side stands typically pivoted around a fixed axis to transition between deployed and retracted positions. Examples of side stands comprise spring-loaded stands or manually operated stands that are mounted to the frame or chassis of the vehicle.
[0031] As used herein, the term "actuator assembly" refers to a mechanical, electromechanical, or hydraulic arrangement that generates and transmits motion or force to enable the operation of a system. Examples of actuator assemblies comprise linear actuators, rotary actuators, or gear-based actuators. Such actuator assemblies commonly comprise components like motors, gears, shafts, or springs, depending on the requirements of system. Actuator assemblies may be utilized in braking systems to transform mechanical input into linear or rotational motion required for engaging or disengaging braking components.
[0032] As used herein, the term "primary gear" refers to a gear component that serves as the initial point of interaction in a gear train or mechanical assembly, receiving input motion from a connected element, such as a side stand or actuator. Examples of primary gears comprise spur gears, worm gears, or helical gears. Primary gears are integral to transmitting motion or force to other components in mechanical systems.
[0033] As used herein, the term "rack" refers to a straight or curved bar with evenly spaced teeth that interact with a gear, such as a pinion, to convert rotational motion into linear motion or vice versa. Examples of racks comprise linear racks, circular racks, or curved racks used in machinery, steering systems, or braking mechanisms. Racks are used in conjunction with gears to provide control over motion in mechanical assemblies.
[0034] As used herein, the term "secondary gear" refers to a gear that interacts with another gear or mechanical component, such as a rack, to facilitate motion or torque transmission within a system. Examples of secondary gears comprise bevel gears, worm gears, or helical gears. Secondary gears are often employed in gear trains to transmit rotational motion from a primary gear to additional mechanical elements.
[0035] As used herein, the term "manual override lever" refers to a mechanical control element that provides the operator with the ability to manually engage or disengage a system when automated or normal mechanisms are unavailable or non-functional. Examples of manual override levers comprise levers used in braking systems, clutch systems, or power shut-off systems.
[0036] As used herein, the term "locking pawl" refers to a mechanical component that restricts the motion of a gear, shaft, or similar mechanism by engaging with corresponding teeth or slots. Examples of locking pawls comprise pawls used in ratchet mechanisms, gear locking systems, or winches.
[0037] As used herein, the term "auto-reset unit" refers to a mechanism that automatically restores a system to default or initial state without requiring manual intervention. Examples of auto-reset units comprise mechanisms with torsional springs, counterweights, or elastic elements that reverse a motion or position.
[0038] As used herein, the term "torsional spring" refers to a helical spring that works by twisting along the axis to store mechanical energy. Examples of torsional springs comprise springs used in mechanical watches, door hinges, or gear mechanisms.
[0039] As used herein, the term "inclinometer sensor" refers to a sensor capable of measuring the angular tilt, inclination, or slope of an object relative to a reference point or gravity. Examples of inclinometers comprise accelerometer-based sensors, bubble inclinometers, or pendulum-based sensors. Such inclinometer sensors are commonly employed in automotive systems to detect vehicle inclination and provide input for stabilization or control mechanisms.
[0040] As used herein, the term "rotary potentiometer" refers to an electrical device that measures angular displacement or rotation by varying resistance based on the position of a rotating contact. Examples of rotary potentiometers comprise those used in steering systems, volume controls, or motion sensors.
[0041] As used herein, the term "shear pin" refers to a mechanical safety device to break or fracture under a predetermined load to protect connected components from damage. Examples of shear pins comprise those used in drive shafts, gear systems, or couplings.
[0042] As used herein, the term "manually adjustable tension screw" refers to a threaded fastener that allows for fine-tuning of tension or force applied to a system through manual rotation. Examples of tension screws comprise those used in braking systems, clamping mechanisms, or tensioning devices. Such tension screws are employed in mechanical systems to allow operators to modify force or alignment according to specific requirements.
[0043] As used herein, the term "self-adjusting tension unit" refers to a mechanism that automatically regulates tension or force applied within a system without requiring manual intervention. Examples of self-adjusting tension units comprise spring-loaded mechanisms, hydraulic tensioners, or counterweight systems. Such self-adjusting tension units are commonly employed in systems to compensate for variations in load or displacement.
[0044] FIG. 1 (FIG. 1A to FIG. 1B) illustrates a parking brake assembly (100) for a vehicle, in accordance with various implementations of the present disclosure. The parking brake assembly (100) comprises a pinion (102) associated with a gearbox assembly. The pinion (102) serves as a mechanical component that interacts with other elements within the parking brake assembly (100) to facilitate the engagement or disengagement of braking functionality. The pinion (102) comprises teeth that are structured to interact with a corresponding toothed sector gear (104), thereby enabling the transfer of mechanical force required for operational engagement. The pinion (102) may be operatively connected to the gearbox assembly to provide a controlled mechanical interface between the braking system and the drivetrain of the vehicle.
[0045] FIG. 1A illustrates an engage position of the side stand (106) to activate an actuator assembly (108) to transform the toothed sector gear (104) into the engagement mode. Such connection allows the pinion (102) to engage or disengage rotational motion as dictated by the toothed sector gear (104), enabling smooth operation under varying vehicle conditions. The teeth of the pinion (102) are machined with precision to achieve proper meshing with the toothed sector gear (104), thereby minimizing wear and improving durability over prolonged usage. The size, shape, and tooth configuration of the pinion (102) are selected based on the specific application, taking into account factors such as torque requirements, space constraints, and material properties. Additionally, the pinion (102) may incorporate features such as chamfered edges or hardened surfaces to reduce friction and enhance wear resistance during operation. The association of the pinion (102) with the gearbox assembly allows the parking brake assembly (100) to reliably interface with the drivetrain of vehicle, providing effective braking control while maintaining compatibility with the mechanical structure of the vehicle.
[0046] In an embodiment, the parking brake assembly (100) further comprises a toothed sector gear (104) that transforms between an engagement mode and a disengagement mode. The toothed sector gear (104) is a gear segment with teeth structured to interact with the pinion (102) in a manner that enables the parking brake assembly (100) to control the movement of the vehicle. The engagement mode of the toothed sector gear (104) is characterized by the meshing of teeth with the teeth of the pinion (102), thereby restricting rotational motion and disabling movement of the vehicle.
[0047] FIG. 1B illustrates a disengage position of the side stand (106) to deactivate the activated actuator assembly (108) to transform the toothed sector gear (104) into the disengagement mode. The disengagement mode of the toothed sector gear (104) involves the separation of teeth from the pinion (102), thereby permitting rotational motion and enabling movement of the vehicle. The toothed sector gear (104) may be mounted pivotally or on an axle to allow transformation between the engagement mode and disengagement mode. The teeth of the toothed sector gear (104) are machined to align with the pinion (102), assuring consistent performance and reducing operational wear. The arc length, pitch, and tooth profile of the toothed sector gear (104) are selected to match the design specifications of the parking brake assembly (100) and the associated pinion (102). In certain embodiments, the toothed sector gear (104) may comprise design features such as tapered edges or surface treatments to improve the quality of engagement and extend the operational life of the gear. The transformation between the engagement mode and the disengagement mode may be facilitated through external actuators or mechanical linkages that apply the necessary force to rotate or shift the toothed sector gear (104) between the operational states.
[0048] In an embodiment, the parking brake assembly (100) comprises a side stand (106) that transforms between an engage position and an un-engage position. The engage position of the side stand (106) activates an actuator assembly (108) that facilitates the transformation of a toothed sector gear (104) into the engagement mode, thereby restricting movement of the vehicle. Conversely, the un-engaged position deactivates the actuator assembly (108), transforming the toothed sector gear (104) into the disengagement mode, allowing movement of the vehicle. The side stand (106) is a pivotally mounted mechanical structure typically positioned laterally on the vehicle. The side stand (106) comprises a base that interfaces with the ground and a pivot mechanism that enables rotation between the engage and un-engage positions. The engage position corresponds to the side stand (106) being fully deployed to provide support, while the un-engage position corresponds to the side stand (106) being retracted. The transformation between the engage and un-engage positions is achieved through manual operation or external force application. The side stand (106) is mechanically linked to the actuator assembly (108) via a coupling mechanism that translates the positional change of the side stand (106) into rotational or linear motion, facilitating the desired transformation of the toothed sector gear (104).
[0049] In an embodiment, the actuator assembly (108) comprises a primary gear (110) that is operatively coupled to the side stand (106). The primary gear (110) serves as the initial mechanical interface that receives rotational input from the movement of the side stand (106) that transforms between the engage and un-engage positions. Upon transformation of the side stand (106) from the engage position to the un-engage position, the primary gear (110) rotates in a primary direction, transferring mechanical motion to other components within the actuator assembly (108). Similarly, when the side stand (106) transforms from the un-engage position to the engage position, the primary gear (110) rotates in a secondary direction, reversing the motion transfer. The gear teeth of the primary gear (110) are machined to achieve effective engagement with corresponding mechanical components, affirming smooth motion transfer without slippage or misalignment. The dimensions, pitch, and tooth configuration of the primary gear (110) are selected based on the operational requirements of the actuator assembly (108) and the parking brake assembly (100) as a whole. The primary gear (110) is mounted on a pivot shaft or axle that provides the necessary support for rotational movement, and the coupling mechanism connecting the side stand (106) to the primary gear (110) translates the positional changes of the side stand (106) into corresponding rotational input to the gear. The primary gear (110) serves as a crucial intermediary in the mechanical chain, converting the movement of the side stand (106) into actionable input for downstream components.
[0050] In an embodiment, the actuator assembly (108) also comprises a rack (112) that is linearly actuated by the rotational movement of the primary gear. The rack (112) is a straight or slightly curved bar with evenly spaced teeth that engage with the teeth of the primary gear, enabling the conversion of rotational motion into linear displacement. The linear actuation of the rack (112) is a direct result of the interaction between the primary gear (110) and the rack teeth, with the rack (112) moving in a specific direction corresponding to the rotation of the primary gear (110) in the primary or secondary direction. The length, width, and tooth configuration of the rack (112) are determined based on the specific requirements of the actuator assembly (108), including the required displacement range and force transmission. The rack (112) is mounted within a guide or housing that enables linear motion while preventing misalignment or unnecessary friction. The linear motion of the rack (112) serves as an input for additional components within the actuator assembly (108), transmitting the force and displacement necessary to actuate the transformation of the toothed sector gear (104). The rack (112) is an essential component in the mechanical linkages of the parking brake assembly (100), translating rotational input into the linear motion required for effective operation.
[0051] In an embodiment, the actuator assembly (108) further comprises a secondary gear (114) that interfaces with the rack (112) and facilitates the transformation of the toothed sector gear (104) between the engagement mode and disengagement mode. The secondary gear (114) interacts with the teeth of the rack (112) to receive linear input, which is subsequently converted into rotational motion. The rotational motion is transmitted to the toothed sector gear (104), enabling the desired operational transformation. The gear teeth of the secondary gear (114) are machined to engage with the teeth of the rack (112), enabling smooth and efficient motion transfer without slippage. The dimensions, pitch, and configuration of the secondary gear (114) are selected to match the operational parameters of the rack (112) and the toothed sector gear (104), allowing for interaction within the actuator assembly (108). The secondary gear (114) is mounted on an axle or pivot shaft that provides rotational support and alignment within the actuator assembly (108). The transformation of the toothed sector gear (104) into the disengagement mode occurs when the primary gear (110) rotates in the primary direction, actuating linear motion in the rack (112) and rotational motion in the secondary gear (114) to achieve the desired disengagement. Conversely, the transformation into the engagement mode is achieved when the primary gear (110) rotates in the secondary direction, reversing the motion chain to engage the toothed sector gear (104) with the pinion (102). The secondary gear (114) acts as an intermediary in the actuator assembly (108), providing the final mechanical output necessary for the operational transformation of the toothed sector gear (104).
[0052] In an embodiment, the toothed sector gear (104) may be associated with a manual override lever that enables manual control of the positional relationship between the toothed sector gear (104) and the pinion (102). The manual override lever provides a mechanism for emergency engagement or disengagement of the toothed sector gear (104) with the pinion (102), enabling functionality even in scenarios where the actuator assembly (108) or other automatic components are unavailable or inoperative. The manual override lever is mechanically linked to the toothed sector gear (104) through a linkage assembly or a direct coupling mechanism. The lever is typically positioned in an accessible location on the vehicle to allow the operator to apply manual force for altering the position of the toothed sector gear (104). The manual override lever may comprise a spring or detent mechanism to maintain the lever in a default position when not in use, thereby preventing unintentional operation. The range of motion of the manual override lever is calibrated to provide sufficient force transmission to the toothed sector gear (104), assuring effective engagement or disengagement with the pinion (102). In some embodiments, the manual override lever may comprise ergonomic features such as a contoured grip or an anti-slip surface to facilitate easy operation under varying environmental conditions.
[0053] In an embodiment, the toothed sector gear (104) may be associated with a locking pawl that is positioned adjacently to the toothed sector gear (104). The locking pawl is a mechanical component that restricts the movement of the toothed sector gear (104) by engaging with its teeth in the engagement mode. The locking pawl serves to secure the toothed sector gear (104) in the engaged position, thereby maintaining the interaction between the toothed sector gear (104) and the pinion (102). The locking pawl is mounted on a pivot or shaft, enabling rotation or translation into a locking position when activated. The engagement of the locking pawl with the toothed sector gear (104) is typically controlled by an actuator, spring mechanism, or manual input, depending on the design requirements. The surface of the locking pawl that interfaces with the toothed sector gear (104) may be treated with coatings or hardened for increased durability and reduced friction. The geometry of the locking pawl provides a secure fit with the teeth of the toothed sector gear (104), preventing unintentional movement or disengagement. In certain embodiments, the locking pawl may comprise a release mechanism, such as a lever or button, to manually disengage the locking pawl from the toothed sector gear (104), allowing the system to transition into the disengagement mode.
[0054] In an embodiment, the locking pawl disposed adjacently of the toothed sector gear (104) provides reliable engagement for locking the toothed sector gear (104) with the pinion (102) in the engagement mode. The adjacent placement minimizes the distance between the locking mechanism and the toothed sector gear (104), enabling rapid response and efficient force transfer during locking and unlocking operations. The proximity enhances alignment accuracy, reducing the likelihood of misalignment or delayed engagement under varying load conditions. The adjacent positioning also facilitates compact integration of the locking pawl within the parking brake assembly (100), optimizing the use of space while maintaining robust functionality. By being positioned near the toothed sector gear (104), the locking pawl effectively counters rotational forces acting on the gear, thereby enhancing stability and reducing wear on the locking components.
[0055] In an embodiment, the actuator assembly (108) may comprise an auto-reset unit that comprises a torsional spring positioned between the primary gear (110) and the rack (112). The auto-reset unit automatically transitions the toothed sector gear (104) into the disengagement mode to allow movement of the vehicle when specific conditions are met. The torsional spring is a helical spring that stores mechanical energy by twisting along the axis and releases the energy to apply a rotational force on the primary gear. The torsional spring is pre-tensioned to apply a specific force, making sure that the toothed sector gear (104) transitions smoothly

deformation. The interaction between the torsional spring and the primary gear (110) allows the spring to influence the rotational motion of the primary gear, which, in turn, actuates the rack (112) and secondary gear (114). The auto-reset feature of the torsional spring makes sure that the parking brake assembly (100) reverts to a safe or neutral state without requiring manual intervention, thereby improving operational reliability under various conditions.
[0056] Exemplary specific conditions can be determining if the vehicle is on a level surface with no inclination detected, the parking brake release command is received from a manual or electronic input interface, the ignition of the vehicle is turned on and a safety system verifies no obstructions to movement, the vehicle's speed sensor verifies that the vehicle is stationary before transitioning to disengagement mode, an external condition such as confirmation from a connected safety control system validates that the vehicle can move safely.
[0057] In an embodiment, the torsional spring positioned between the primary gear (110) and the rack (112) in the actuator assembly (108) facilitates force transmission and enables automatic resetting of the toothed sector gear (104) into the disengagement mode. The placement of the torsional spring between the primary gear (110) and the rack (112) provides direct mechanical coupling, allowing the stored energy within the spring to be effectively transferred to the primary gear (110) and the rack (112). Said configuration eliminates the need for external resetting mechanisms, reducing mechanical complexity. The intermediate positioning of the torsional spring ensures balanced force distribution, preventing uneven stresses that could lead to wear or failure of the primary gear (110) or the rack (112). Additionally, the between placement optimizes the alignment of the rotational axis of spring with the motion path of the rack (112) and the primary gear, enhancing the consistency and reliability of the resetting action.
[0058] In an embodiment, the gearbox assembly may comprise an inclinometer sensor and an actuator. The inclinometer sensor detects the inclination of the vehicle relative to a reference axis or ground plane and provides input for determining the operational state of the parking brake assembly (100). The inclinometer sensor may comprise accelerometer-based sensors, pendulum-based sensors, or bubble inclinometers, depending on the application requirements. The inclinometer sensor is positioned within or adjacent to the gearbox assembly, where the transition measures the angle of tilt or slope of the vehicle. The actuator receives input from the inclinometer sensor and responds by transforming the toothed sector gear (104) into the engagement mode if the detected inclination exceeds a pre-set limit. The actuator is typically an electromechanical or hydraulic device that applies force to the toothed sector gear (104) or an associated component, enabling the engagement mode. The inclinometer sensor is calibrated to provide accurate measurements under varying conditions such as uneven terrain, load distribution, or environmental changes. The pre-set limit for inclination may be adjustable based on the vehicle type or operational requirements, allowing customization for specific applications. The combination of the inclinometer sensor and the actuator provides an automated mechanism for maintaining vehicle stability on inclined surfaces by engaging the parking brake assembly (100) when necessary.
[0059] In an embodiment, the primary gear (110) may be associated with a rotary potentiometer that monitors the angular displacement of the primary gear (110) and provides feedback to an electronic dashboard. The rotary potentiometer is an electrical component that varies resistance based on the rotational position of shaft, allowing the measurement of angular displacement with accuracy. The rotary potentiometer is operatively connected to the primary gear, such that the rotation of the primary gear (110) directly influences the resistance of the potentiometer. The rotary potentiometer comprises terminals for electrical connections and a shaft or spindle that is mechanically coupled to the primary gear. The output of the rotary potentiometer is transmitted to an electronic dashboard, where said output is processed and displayed to provide real-time feedback on the angular position of the primary gear. The feedback from the rotary potentiometer allows operators to monitor the operational state of the parking brake assembly (100) and make informed decisions regarding the use. The rotary potentiometer is housed within a protective casing to shield itself from environmental factors such as dust, moisture, or vibration, enabling consistent performance under varying conditions. The angular displacement levels monitored by the rotary potentiometer can be used to assess the alignment of the primary gear (110) within the actuator assembly (108).
[0060] In an embodiment, the pinion (102) may be associated with a shear pin interposed between the pinion (102) and the gearbox assembly. The shear pin is a mechanical safety device to fracture under a pre-determined overload condition, thereby protecting the pinion (102) and the toothed sector gear (104) from damage due to excessive torque or force. The shear pin is dimensioned to remain intact under normal operational loads while fracturing under conditions that exceed the pre-determined load threshold. The shear pin is positioned within a bore or slot on the interface between the pinion (102) and the gearbox assembly, to transmit rotational force under standard operating conditions. When an overload condition occurs, the shear pin fractures, thereby isolating the pinion (102) from the gearbox assembly and preventing the transmission of excessive force to the toothed sector gear (104). The fractured shear pin can be replaced easily as part of regular maintenance to restore functionality. The use of a shear pin provides an effective mechanism for safeguarding mechanical components in the parking brake assembly (100) against unforeseen stress conditions, thereby extending the operational life of the assembly.
[0061] In an embodiment, the shear pin interposed between the pinion (102) and the gearbox assembly provides an effective overload protection mechanism by serving as a sacrificial component that fractures under pre-determined excessive load conditions. The between placement of the shear pin allows it to act as a direct intermediary, absorbing and mitigating torque or force spikes before they reach the pinion (102) or the toothed sector gear (104). Said configuration prevents damage to components, preserving the operational integrity of the parking brake assembly (100). The interposed position enables efficient transfer of normal operating forces while enabling rapid response during overload scenarios. By isolating excessive stress, the shear pin reduces the risk of mechanical failure, thereby extending the lifespan of the pinion (102), the toothed sector gear (104), and associated components.
[0062] In an embodiment, the rack (112) may be associated with a manually adjustable tension screw that is mounted perpendicularly to the rack (112). The manually adjustable tension screw allows for fine-tuning of the braking force by modifying the linear actuation force applied to the rack (112). The tension screw is positioned in a threaded housing or bracket that is secured to the frame or guide structure of the parking brake assembly (100). By rotating the tension screw manually, an operator can adjust the pressure or tension exerted on the rack (112), thereby influencing the linear displacement of the rack (112) and the force transmitted to downstream components, such as the secondary gear (114) and the toothed sector gear (104). The manually adjustable tension screw may comprise features such as a knurled head, hexagonal socket, or a screwdriver slot to facilitate manual operation. The adjustment range of the tension screw is determined by the thread pitch, length, and mechanical design of the housing. In some embodiments, the tension screw may comprise markings or indicators to assist the operator in achieving adjustments. The use of a manually adjustable tension screw provides a convenient mechanism for calibrating the braking force based on specific operational requirements or load conditions, enabling the parking brake assembly (100) to function effectively in various scenarios.
[0063] In an embodiment, the manually adjustable tension screw mounted perpendicularly to the rack (112) provides efficient control over the braking force by allowing fine-tuning of the linear actuation force applied to the rack (112). The perpendicular mounting allows direct interaction with the rack (112), enabling accurate adjustments without lateral displacement or misalignment. Such configuration allows the tension screw to modulate the force transmitted through the rack (112), providing consistent braking performance under varying conditions. The perpendicular orientation optimizes force application by aligning the adjustment mechanism with the rack axis of motion, minimizing energy loss and enhancing operational efficiency. The compact placement of the tension screw perpendicular to the rack (112) simplifies integration within the parking brake assembly (100), reducing spatial requirements while maintaining accessibility for manual adjustments. The perpendicular mounting minimizes stress concentrations, promoting durability of both the tension screw and the rack (112) during repetitive use. Such design supports reliable and customizable braking performance.
[0064] In an embodiment, the actuator assembly (108) may be associated with a self-adjusting tension unit that is operatively engaged with the rack (112). The self-adjusting tension unit is a mechanical or electromechanical component that regulates variations in the displacement of the rack (112) to maintain consistent performance of the parking brake assembly (100). The self-adjusting tension unit typically comprises a spring-loaded mechanism, hydraulic piston, or motor-driven actuator that applies a controlled force to the rack (112), compensating for changes in operational conditions such as wear, thermal expansion, or load variations. The self-adjusting tension unit is positioned in proximity to the rack (112) and is integrated within the actuator assembly (108) to provide seamless operation. The force applied by the self-adjusting tension unit is calibrated to make sure that the rack (112) maintains the required linear displacement without excessive slack or resistance. The internal components of the self-adjusting tension unit, such as springs, pistons, or motors, are selected based on the specific force and displacement requirements of the parking brake assembly (100). The self-adjusting tension unit eliminates the need for frequent manual adjustments, providing a reliable mechanism for maintaining optimal performance of the rack (112) and associated components over extended periods of use. The integration of the self-adjusting tension unit with the actuator assembly (108) enhances the reliability of the parking brake assembly (100).
[0065] The pinion (102) associated with the gearbox assembly facilitates controlled engagement and disengagement with the toothed sector gear (104). The meshing of the pinion (102) and the toothed sector gear (104) enables efficient transfer of mechanical force, enabling reliable immobilization or release of the vehicle as required. The arrangement minimizes wear and mechanical losses, contributing to consistent operational performance and reduced maintenance needs over time.
[0066] The toothed sector gear (104) provides the mechanism for transitioning between the engagement mode and disengagement mode. In the engagement mode, the toothed sector gear (104) interacts with the pinion (102) to disable vehicle movement, while in the disengagement mode, the interaction is interrupted, allowing vehicle motion. The positioning of the toothed sector gear (104) enables rapid transitions between said modes, improving the responsiveness of the parking brake assembly (100) under various operating conditions.
[0067] The side stand (106) activates the actuator assembly (108) to transform the toothed sector gear (104) between the engagement and disengagement modes. The integration enables the parking brake assembly (100) to synchronize vehicle stabilization with the position of the side stand (106). The linkage between the side stand (106) and the actuator assembly (108) allows intuitive operation, eliminating the need for separate manual brake engagement and enhancing safety by automating the braking process based on side stand position.
[0068] The actuator assembly (108) incorporates a primary gear, a rack (112), and a secondary gear (114), which work in coordination to translate rotational motion of the side stand (106) into linear actuation and subsequent engagement or disengagement of the toothed sector gear (104). The combination of these elements assures smooth and reliable motion transmission, reducing the likelihood of misalignment or operational delays. The actuator assembly (108) enhances the mechanical efficiency of the parking brake assembly (100).
[0069] The manual override lever associated with the toothed sector gear (104) allows for emergency operation of the parking brake assembly (100). The lever provides a direct mechanical interface for altering the positional relationship between the toothed sector gear (104) and the pinion (102), making sure the parking brake can be engaged or disengaged manually in scenarios where automated components are unavailable.
[0070] The locking pawl positioned adjacent to the toothed sector gear (104) locks the toothed sector gear (104) in the engagement mode by restricting movement. The locking mechanism prevents unintentional disengagement of the parking brake assembly (100), providing additional safety during vehicle immobilization. The locking pawl allows secure engagement while enabling quick release when transitioning to the disengagement mode.
[0071] The actuator assembly (108) with an auto-reset unit comprising a torsional spring automatically transitions the toothed sector gear (104) into the disengagement mode. Said transition reduces the need for manual intervention during vehicle movement and improves the efficiency of resetting the parking brake assembly (100). The torsional spring provides consistent force for reliable resetting, maintaining system performance across varying operational conditions.
[0072] The inclinometer sensor and actuator within the gearbox assembly detect vehicle inclination and automatically engage the toothed sector gear (104) in the engagement mode if the detected inclination exceeds a pre-set threshold. The feature provides automatic stabilization on inclined surfaces, reducing the risk of vehicle movement due to operator oversight. The inclinometer sensor affirms accurate detection of tilt angles, allowing the system to respond dynamically to varying terrains.
[0073] The association of primary gear (110) with a rotary potentiometer allows continuous monitoring of angular displacement. Feedback from the rotary potentiometer to an electronic dashboard provides real-time data on the position of the primary gear, allowing operators to assess the status of the parking brake assembly (100). Monitoring capability improves operational awareness and facilitates proactive maintenance to address potential issues.
[0074] The pinion (102) is associated with a shear pin that fractures under pre-determined overload conditions, protecting the toothed sector gear (104) and the pinion (102) from damage. The safety mechanism isolates the components from excessive force, preventing mechanical failure and reducing the likelihood of costly repairs.
[0075] The rack (112) is associated with a manually adjustable tension screw, which enables fine-tuning of the braking force by modifying the linear actuation force. The manual adjustment allows the operator to calibrate the system based on specific operational conditions. The tension screw provides control over braking force, improving adaptability to varying load and terrain conditions.
[0076] The self-adjusting tension unit within the actuator assembly (108) regulates variations in the displacement of the rack (112). This feature compensates for factors such as component wear or environmental influences, maintaining consistent operation of the parking brake assembly (100). The self-adjusting tension unit eliminates the need for frequent manual adjustments, providing a robust mechanism for long-term reliability and performance stability.
[0077] FIG. 2 illustrates a system interaction map of the parking brake assembly (100), in accordance with embodiments of the present disclosure. When the side stand (106) is in the engaged position, the primary gear (110) rotates in a secondary direction. The rotational movement linearly actuates the rack (112), which then transmits the linear motion to the secondary gear (114). The interaction of the secondary gear (114) transforms the toothed sector gear (104) into the engagement mode, thereby disabling movement of the vehicle. Conversely, when the side stand (106) is in the un-engaged position, the primary gear (110) rotates in a primary direction. The primary rotation linearly actuates the rack (112) in the opposite direction, transferring motion to the secondary gear (114), which then transforms the toothed sector gear (104) into the disengagement mode. In said state, the vehicle movement is enabled. The interaction map demonstrates the coordinated operation between the side stand (106), the actuator assembly (108), the toothed sector gear (104), and the pinion (102), enabling transitions between engaged and un-engaged states for enhanced safety and functionality. Each element operates in mechanical synchronization to achieve control over vehicle immobilization and movement.
[0078] FIG. 3A illustrates the engagement of toothed sector gear (104) with pinion (102) as part of the parking brake assembly for a vehicle, as described in the present disclosure. FIG. 3A depicts the mechanical interaction between the toothed sector gear (104) and the pinion (102), where the toothed sector gear (104) engages with the pinion (102) to restrict rotational motion and disable vehicle movement. The toothed sector gear (104) incorporates precision-machined teeth aligned with the teeth of the pinion (102) to facilitate effective mechanical engagement while minimizing wear during operational cycles. The toothed sector gear (104) pivots or rotates based on input from the actuator assembly (108) to transform between engagement and disengagement modes, interacting with the pinion (102) in a manner tailored for effective braking control under varying conditions. Components such as the side stand (106), the actuator assembly (108), primary gear (110), rack (112), secondary gear (114), and additional linkages that facilitate the transformation of the toothed sector gear (104) between engagement and disengagement modes are not depicted in FIG. 3A. Such components are excluded for clarity and are described in the detailed description of the disclosure. The illustration focuses solely on the toothed sector gear (104) and pinion (102) interaction to avoid visual complexities and emphasize the specific engagement mechanism.
[0079]
[0080] FIG. 3B illustrates the disengagement of toothed sector gear (104) from pinion (102) as part of the parking brake assembly for a vehicle, in accordance with the present disclosure. FIG. 3B depicts the mechanical interaction where the toothed sector gear (104) separates from the pinion (102), thereby permitting rotational motion and enabling vehicle movement. The toothed sector gear (104) comprises precision-machined teeth that align with the pinion (102) during engagement and disengagement to ensure consistent mechanical operation and reduce wear during transitions. The disengagement of the toothed sector gear (104) occurs as a result of input received from the actuator assembly (108), causing the toothed sector gear (104) to pivot or rotate away from the pinion (102). Said disengagement allows the pinion (102) to rotate freely, which in turn permits the vehicle to move under appropriate conditions. Components such as the side stand (106), the actuator assembly (108), the primary gear (110), the rack (112), the secondary gear (114), and additional mechanical linkages responsible for facilitating the disengagement of the toothed sector gear (104) are not depicted in FIG. 3B. Such components are omitted for the sake of clarity but described in the detailed description of the disclosure.
[0081] The foregoing description of embodiments and examples has been presented for purposes of illustration and description. It is not intended to be exhaustive or limiting to the forms described. Numerous modifications are possible in light of the above teachings. Some of those modifications have been discussed and others will be understood by those skilled in the art. The embodiments were chosen and described for illustration of various embodiments. The scope is, of course, not limited to the examples or embodiments set forth herein, but can be employed in any number of applications and equivalent devices by those of ordinary skill in the art. Rather it is hereby intended the scope be defined by the claims appended hereto. Additionally, the features of various implementing embodiments may be combined to form further embodiments.

CLAIMS
What is claimed is:
1. A parking brake assembly (100) for a vehicle, comprising:
a pinion (102) associated with a gearbox assembly;
a toothed sector gear (104) that transforms between:
an engagement mode to engage the toothed sector gear (104) with the pinion (102) to disable movement of the vehicle; and
a disengagement mode to disengage the toothed sector gear (104) with the pinion (102) to enable movement of the vehicle;
a side stand (106) that transforms between:
an engage position to activate an actuator assembly (108) to transform the toothed sector gear (104) into the engagement mode; and
an un-engage position to de-activate the activated actuator assembly (108) to transform the toothed sector gear (104) into the disengagement mode;
the actuator assembly (108) comprises:
a primary gear (110) coupled to the side stand (106), wherein upon transformation of the side stand (106) from:
the engaged position to the un-engaged position, the
primary gear (110) rotates in a primary direction; and
the un-engaged position to the engaged position, the primary gear (110) rotates in a secondary direction;
a rack (112) linearly actuated by the rotation of the primary gear; and
a secondary gear (114) interfacing with the rack (112), wherein the secondary gear (114) transforms the toothed sector gear (104) into the disengagement mode upon rotation of the primary gear (110) in the primary direction, and wherein the secondary gear (114) transforms the toothed sector gear (104) into the engagement mode upon rotation of the primary gear (110) in the secondary direction.
2. The parking brake assembly (100) for the vehicle as claimed in claim 1, wherein the toothed sector gear (104), is associated with a manual override lever to alter a positional relationship of the toothed sector gear (104) and the pinion (102) to enable an emergency engagement or disengagement of the toothed sector gear (104) with the pinion (102).
3. The parking brake assembly (100) for the vehicle as claimed in claim 1, wherein the toothed sector gear (104) is associated with a locking pawl that is disposed adjacently to the toothed sector gear (104) to lock the toothed sector gear (104) with the pinion (102) in the engagement mode.
4. The parking brake assembly (100) for the vehicle as claimed in claim 1, wherein the actuator assembly (108) comprises an auto-reset unit comprising a torsional spring positioned between the primary gear (110) and the rack (112) to automatically transition the toothed sector gear (104) into the disengagement mode to allow movement of the vehicle.
5. The parking brake assembly (100) for the vehicle as claimed in claim 4, wherein the auto-reset unit automatically transitions the toothed sector gear (104) into the disengagement mode based on one or more specific conditions.
6. The parking brake assembly (100) for the vehicle as claimed in claim 1, wherein the gearbox assembly comprises:
an inclinometer sensor to detect an inclination of the vehicle; and
an actuator to transform the toothed sector gear (104) into the engagement mode if the detected inclination is greater than a pre-set limit.
7. The parking brake assembly (100) for the vehicle as claimed in claim 1, wherein the primary gear (110) is associated with a rotary potentiometer to monitor an angular displacement level of the primary gear (110) and provide feedback configured to be rendered to an electronic dashboard.
8. The parking brake assembly (100) for the vehicle as claimed in claim 1, wherein the pinion (102) is associated with a shear pin interposed between the pinion (102) and the gearbox assembly, wherein the shear pin fractures under a pre-determined overload condition to protect the toothed sector gear (104) and the pinion (102).
9. The parking brake assembly (100) for the vehicle as claimed in claim 1, wherein the rack (112) is associated with a manually adjustable tension screw being mounted perpendicularly to the rack (112) to enable fine-tuning of the braking force by modifying linear actuation force of the rack (112).
10. The parking brake assembly (100) for the vehicle as claimed in claim 1, wherein the actuator assembly (108) is associated with a self-adjusting tension unit, wherein the self-adjusting tension unit being operatively engaged with the rack (112) to regulate variation in a displacement of the rack (112).

ABSTRACT
The present disclosure discloses a parking brake assembly for a vehicle. The parking brake assembly comprises a pinion associated with a gearbox assembly and a toothed sector gear that transforms between an engagement mode and a disengagement mode. The engagement mode engages the toothed sector gear with the pinion to disable movement of the vehicle, and the disengagement mode disengages the toothed sector gear from the pinion to enable movement of the vehicle. The parking brake assembly comprises a side stand that transforms between an engage position and an un-engage position. The engage position activates an actuator assembly to transform the toothed sector gear into the engagement mode, and the un-engage position de-activates the actuator assembly to transform the toothed sector gear into the disengagement mode. The actuator assembly comprises a primary gear, a rack linearly actuated by the primary gear, and a secondary gear interfacing with the rack to effectuate the transformation between the engagement and disengagement modes.
, Claims:CLAIMS
What is claimed is:
1. A parking brake assembly (100) for a vehicle, comprising:
a pinion (102) associated with a gearbox assembly;
a toothed sector gear (104) that transforms between:
an engagement mode to engage the toothed sector gear (104) with the pinion (102) to disable movement of the vehicle; and
a disengagement mode to disengage the toothed sector gear (104) with the pinion (102) to enable movement of the vehicle;
a side stand (106) that transforms between:
an engage position to activate an actuator assembly (108) to transform the toothed sector gear (104) into the engagement mode; and
an un-engage position to de-activate the activated actuator assembly (108) to transform the toothed sector gear (104) into the disengagement mode;
the actuator assembly (108) comprises:
a primary gear (110) coupled to the side stand (106), wherein upon transformation of the side stand (106) from:
the engaged position to the un-engaged position, the
primary gear (110) rotates in a primary direction; and
the un-engaged position to the engaged position, the primary gear (110) rotates in a secondary direction;
a rack (112) linearly actuated by the rotation of the primary gear; and
a secondary gear (114) interfacing with the rack (112), wherein the secondary gear (114) transforms the toothed sector gear (104) into the disengagement mode upon rotation of the primary gear (110) in the primary direction, and wherein the secondary gear (114) transforms the toothed sector gear (104) into the engagement mode upon rotation of the primary gear (110) in the secondary direction.
2. The parking brake assembly (100) for the vehicle as claimed in claim 1, wherein the toothed sector gear (104), is associated with a manual override lever to alter a positional relationship of the toothed sector gear (104) and the pinion (102) to enable an emergency engagement or disengagement of the toothed sector gear (104) with the pinion (102).
3. The parking brake assembly (100) for the vehicle as claimed in claim 1, wherein the toothed sector gear (104) is associated with a locking pawl that is disposed adjacently to the toothed sector gear (104) to lock the toothed sector gear (104) with the pinion (102) in the engagement mode.
4. The parking brake assembly (100) for the vehicle as claimed in claim 1, wherein the actuator assembly (108) comprises an auto-reset unit comprising a torsional spring positioned between the primary gear (110) and the rack (112) to automatically transition the toothed sector gear (104) into the disengagement mode to allow movement of the vehicle.
5. The parking brake assembly (100) for the vehicle as claimed in claim 4, wherein the auto-reset unit automatically transitions the toothed sector gear (104) into the disengagement mode based on one or more specific conditions.
6. The parking brake assembly (100) for the vehicle as claimed in claim 1, wherein the gearbox assembly comprises:
an inclinometer sensor to detect an inclination of the vehicle; and
an actuator to transform the toothed sector gear (104) into the engagement mode if the detected inclination is greater than a pre-set limit.
7. The parking brake assembly (100) for the vehicle as claimed in claim 1, wherein the primary gear (110) is associated with a rotary potentiometer to monitor an angular displacement level of the primary gear (110) and provide feedback configured to be rendered to an electronic dashboard.
8. The parking brake assembly (100) for the vehicle as claimed in claim 1, wherein the pinion (102) is associated with a shear pin interposed between the pinion (102) and the gearbox assembly, wherein the shear pin fractures under a pre-determined overload condition to protect the toothed sector gear (104) and the pinion (102).
9. The parking brake assembly (100) for the vehicle as claimed in claim 1, wherein the rack (112) is associated with a manually adjustable tension screw being mounted perpendicularly to the rack (112) to enable fine-tuning of the braking force by modifying linear actuation force of the rack (112).
10. The parking brake assembly (100) for the vehicle as claimed in claim 1, wherein the actuator assembly (108) is associated with a self-adjusting tension unit, wherein the self-adjusting tension unit being operatively engaged with the rack (112) to regulate variation in a displacement of the rack (112).