Description:PARKING BRAKE ASSEMBLY FOR A TWO-WHEELED VEHICLE
TECHNICAL FIELD
[0001] The present disclosure generally relates to braking systems for vehicles. Further, the present disclosure particularly relates to a parking brake assembly for a two-wheeled vehicle.
BACKGROUND
[0002] Two-wheeled vehicles are widely utilized for transportation purposes due to their affordability, ease of operation, and compact form factor. The vehicles are often employed for both personal and commercial purposes, requiring systems that enable safety and stability during parking. Given the diverse operational environments such vehicles encounter, from urban areas with limited parking spaces to rural terrains with uneven surfaces, mechanisms to maintain stability when the vehicle is stationary play a pivotal role.
[0003] Traditional parking systems in two-wheeled vehicles commonly rely on mechanical locking arrangements. Such systems often involve manually operated levers, pins, or locks to restrict movement of drivetrain components or wheels. While simple in design, said mechanisms are often prone to inefficiencies arising from wear and tears, improper alignment, or mechanical failure over time. Moreover, manual operation can be inconvenient for the user, particularly in scenarios where quick or frequent engagement and disengagement are required. The lack of real-time feedback about the status of such systems can also contribute to operational errors, such as leaving the vehicle unsecured when parked.
[0004] Electro-mechanical systems have emerged as alternatives to purely mechanical systems. Such systems often incorporate electronic sensors and actuators to automate engagement or disengagement of parking mechanisms. The Electro-mechanical systems can detect operational conditions such as position or movement of and respond accordingly. Despite their advantages, such systems are not without drawbacks. They are often sensitive to external environmental factors such as dust, moisture, and vibrations, which can compromise reliability. Additionally, the integration of multiple electronic components increases complexity, cost, and maintenance requirements. Failures in electronic systems can leave the vehicle unsecured or render the parking system inoperative, posing safety risks.
[0005] Integration of parking systems into two-wheeled vehicle designs presents further challenges. Many vehicles include compact spaces for components, leaving limited room for additional mechanisms. Conventional parking systems often fail to accommodate the diversity of vehicle configurations, leading to compatibility issues. Moreover, many existing systems are unable to effectively address the operational challenges of inclined surfaces or uneven terrains, where securing the vehicle in a stationary position requires engagement and disengagement mechanisms.
[0006] Another significant concern in conventional systems is the reliance on external energy sources for operation. Systems dependent on battery power may face limitations during low battery conditions, rendering the parking system non-functional. Such conditions are particularly problematic in scenarios where vehicles are parked for extended periods without access to recharging facilities.
[0007] The use of sensors in modern systems, while improving automation, also introduces challenges related to accuracy and responsiveness. Sensors must consistently and accurately detect the operational state of the vehicle, such as the side stand position or movement status. Conventional systems often struggle to achieve the required level of precision, leading to instances where the parking mechanism either fails to engage or disengages unexpectedly.
[0008] Given the limitations of existing approaches, there is a pressing need to develop parking systems that combine simplicity, reliability, and automation. Such systems should address the challenges of environmental exposure, compatibility with diverse vehicle designs, operational reliability under varying conditions, and ease of use. Additionally, mechanisms that provide real-time feedback about the engagement or disengagement status would enhance operational safety and user confidence. Said considerations emphasize the importance of developing advanced parking systems customized for two-wheeled vehicles to overcome the shortcomings of conventional technologies.
SUMMARY
[0009] 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.
[0010] The present disclosure provides a parking brake assembly for a two-wheeled 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, where the toothed sector gear engages the pinion to disable vehicle movement, and a disengagement mode, where the toothed sector gear disengages the pinion to enable vehicle movement. A side stand transforms between an engage position to activate an actuator assembly to transform the toothed sector gear into the engagement mode and a disengage position to deactivate the actuator assembly to transform the toothed sector gear into the disengagement mode. The actuator assembly comprises a proximity sensor to detect the current position of the side stand and a solenoid to transform the toothed sector gear into the engagement or disengagement mode based on the position of the side stand.
[0011] Further, the present disclosure provides that the side stand is associated with an automatic re-engagement unit comprising a rotational detector operatively mounted on the side stand. The rotational detector senses the angular displacement of the side stand during vehicle motion. An actuator repositions the side stand into the disengage position if the detected motion exceeds a threshold limit. The automatic re-engagement unit makes sure that the parking brake disengages during vehicle movement to prevent accidental dragging of the stand.
[0012] Moreover, the side stand is associated with an LED light embedded longitudinally along its length. The LED light is activated when the side stand is moved into the engage position. The activation of the LED light provides a visual indication to alert the user about the engaged status of the side stand.
[0013] Furthermore, an integrated safety locking unit comprises a locking pin transversely positioned within a cylindrical guide. The locking pin is slidably actuated by an electromagnetic solenoid, which is activated when the actuator assembly transforms into the engagement mode. The safety locking unit provides an additional layer of security to prevent unintended movement of the vehicle when parked.
[0014] Additionally, the actuator assembly is associated with the integrated safety locking unit comprising a locking pin transversely disposed within a cylindrical guide secured to the actuator assembly. The integrated safety locking unit further comprises a spring-biased mechanism engaged with the locking pin. The spring-biased mechanism prevents unintentional transformation of the toothed sector gear into the disengagement mode.
[0015] In another aspect, the toothed sector gear is associated with a tapered gear interface that mates with the pinion. The tapered gear interface enables smoother transitions between the engagement and disengagement modes, reducing mechanical stress and providing consistent performance.
[0016] Further, the side stand is associated with a cam-based actuator comprising a rotatable cam element secured to the pivot axis of the side stand. The cam element is rotationally engaged with a follower unit to translate rotational movement of the side stand into linear displacement of the actuator assembly. Such translation transforms the toothed sector gear between the engagement mode and the disengagement mode, allowing efficient mechanical control.
[0017] Moreover, the follower unit comprises a spring-loaded roller positioned in rolling contact with the cam element. The spring-loaded roller maintains consistent pressure against the cam element to enable accurate tracking of the movement of side stand.
[0018] Additionally, the side stand comprises a manual release lever pivotally coupled to a linkage assembly transversely coupled to the actuator assembly. The manual release lever enables manual displacement of the toothed sector gear from the engagement mode to the disengagement mode.
[0019] Furthermore, the linkage assembly comprises a coupling rod intersecting the axis of the solenoid and extending longitudinally along the actuator assembly housing. The coupling rod facilitates force transmission to the toothed sector gear, enabling effective mechanical control during manual operation.
[0020] In another aspect, the side stand comprises a locking pin positioned adjacent to the pivot axis of the side stand. The locking pin is configured with a cylindrical profile and a spring-loaded retention unit. The locking pin is insertable into a corresponding detent recess on the side stand to immobilize the side stand in the engage position.
[0021] Additionally, the detent recess of the side stand is configured with a chamfered edge. The chamfered edge facilitates smooth insertion of the locking pin into the detent recess, enabling secure engagement of the side stand.
[0022] Moreover, the actuator assembly comprises a guide rail assembly intersecting the motion path of the toothed sector gear. The guide rail assembly comprises dual parallel rails extending longitudinally along the actuator housing. The guide rails maintain linear motion of the toothed sector gear and prevent lateral displacement during actuation.
BRIEF DESCRIPTION OF THE DRAWINGS
[0023] 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.
[0024] Embodiments of the present disclosure will now be described, by way of example only, with reference to the following diagrams.
[0025] FIG. 1 (FIG. 1A to FIG. 1B) illustrates a parking brake assembly for a two-wheeled vehicle, in accordance with various implementations of the present disclosure; and
[0026] FIG. 2 illustrates a sequence diagram of the operational workflow of the parking brake assembly in accordance with various implementations of the present disclosure.
[0027] FIG. 3A illustrates the engagement of a toothed sector gear with a pinion to disable movement of the vehicle, in accordance with the present disclosure.
[0028] FIG. 3B illustrates the disengagement of a toothed sector gear from a pinion to enable movement of the vehicle, in accordance with the present disclosure.
DETAILED DESCRIPTION OF EMBODIMENTS
[0029] 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.
[0030] As used herein, the term "parking brake assembly" refers to a system or mechanism implemented to prevent unintended motion of a vehicle while parked. Such parking brake assembly is associated with components that interact to immobilize at least one drivetrain or wheel element of the vehicle. The primary purpose of the parking brake assembly is to restrict vehicle movement when stationary, particularly on inclined surfaces or uneven terrain. Parking brake assemblies commonly comprise mechanical, hydraulic, or electromechanical components. For example, mechanical systems may comprise manually operated levers, cables, or gears that engage with a wheel or a drivetrain element to prevent rotation. Hydraulic systems may use fluid pressure to actuate a brake caliper or drum brake mechanism. Electromechanical systems may employ sensors, actuators, or solenoids that respond to user input or environmental conditions to engage or disengage the brake.
[0031] As used herein, the term "pinion" refers to a toothed gear element that transmits torque and mechanical motion to or from another gear component. Such pinion is typically smaller than the gear being engaged and may function as a driving or driven element in gear systems. Pinions are used to convert rotational motion into linear motion or to modify torque and speed in a drivetrain. Pinions may be straight-cut, helical, bevel, or worm gears depending on the application.
[0032] As used herein, the term "toothed sector gear" refers to a gear segment with teeth along a defined arc of the perimeter. Such toothed sector gear typically engages with another gear, such as a pinion, to transmit motion or maintain a fixed position. Toothed sector gears are commonly used when partial rotational motion or restricted movement is required. For example, toothed sector gears are utilized in adjustable seat recliners, gearboxes, and parking brake assemblies. Toothed sector gears may be straight or helical and may comprise additional elements, such as tapered teeth or hardened surfaces, to reduce wear and enable smoother transitions during operation.
[0033] As used herein, the term "side stand" refers to a support mechanism attached to a vehicle, typically a two-wheeled vehicle, that enables the vehicle to remain upright or inclined when stationary. Such side stand usually consists of a pivotally mounted leg or rod that can rotate between an engage position, where the stand contacts the ground to support the vehicle, and a disengage position, where the stand is retracted to allow vehicle movement. Side stands may be operated manually or automatically and are commonly equipped with sensors or actuators in advanced systems. For example, side stands may comprise spring-loaded mechanisms to facilitate automatic retraction when the vehicle is in motion or features to detect the operational state of the stand. Side stands are widely used in motorcycles, bicycles, and scooters.
[0034] As used herein, the term "actuator assembly" refers to a system or component that converts an input signal or force into motion or mechanical action. Such actuator assembly may be hydraulic, pneumatic, electrical, or mechanical in nature, depending on the application. Actuator assemblies are widely used in automotive systems, industrial machinery, and robotics. For example, an electrical actuator may comprise a motor or solenoid that generates linear or rotational motion in response to an electrical signal. Actuator assemblies may also incorporate feedback systems to monitor and adjust the actuation process.
[0035] As used herein, the term "proximity sensor" refers to a sensing device used to detect the presence, position, or movement of an object without requiring physical contact. Such proximity sensor operates by emitting and detecting signals, such as electromagnetic waves, ultrasonic waves, or infrared light, and is commonly used in various industrial, automotive, and consumer applications. Examples of proximity sensors comprise capacitive sensors, inductive sensors, ultrasonic sensors, and optical sensors.
[0036] As used herein, the term "solenoid" refers to an electromechanical device that generates linear or rotational motion through electromagnetic induction. Such solenoid typically consists of a coil of wire wound around a ferromagnetic core, which produces a magnetic field when an electric current passes through it. Solenoids are widely used in automotive systems, industrial machinery, and household appliances. For example, solenoids may actuate valves in hydraulic systems, engage gears in starter motors, or operate locking mechanisms in electronic systems. Solenoids provide a reliable method of actuation and are commonly used in systems requiring quick and repeatable motion.
[0037] As used herein, the term "automatic re-engagement unit" refers to a mechanism or system associated with another component, such as a side stand, that autonomously repositions or restores the component to a defined state upon detecting specific conditions. Such automatic re-engagement unit typically comprises sensors, actuators, or controllers to monitor and respond to the movement or position of the component. Examples of similar systems comprise self-closing mechanisms in doors or spring-loaded retraction systems in equipment.
[0038] As used herein, the term "rotational detector" refers to a sensor or device configured to measure the angular displacement, velocity, or acceleration of a rotating object. Such rotational detector may use optical, magnetic, or capacitive sensing techniques. For example, rotary encoders, Hall effect sensors, and gyroscopes are common types of rotational detectors.
[0039] As used herein, the term "LED light" refers to a light-emitting diode that converts electrical energy into visible light. Such LED light is commonly used for illumination, signaling, or indication purposes due to the compact size, durability, and energy efficiency. An LED light may be embedded along the length of a side stand to provide a visual indication of the engage or disengage status of stand. For example, the LED light may activate when the side stand is in the engage position to alert the user.
[0040] As used herein, the term "integrated safety locking unit" refers to a mechanism to secure or lock a component in place to prevent unintended movement or displacement. Such integrated safety locking units typically comprise elements such as locking pins, guides, or actuators.
[0041] FIG. 1A (FIG. 1A to FIG. 1B) illustrates a parking brake assembly (100) for a two-wheeled 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) is a toothed gear to transmit rotational motion and torque between interacting gear components within the gearbox assembly. The pinion (102) is either a driving gear or a driven gear, depending on the operational requirements of the system. The pinion (102) is typically aligned and positioned within the gearbox assembly to enable controlled interaction with other components, such as a toothed sector gear (104). The engagement and interaction between the pinion (102) and other components are facilitated by alignment and mounting within the gearbox assembly. Such alignment is achieved by securing the pinion (102) on a rotational axis supported by shafts, bearings, or similar structural elements that reduce friction and maintain stability during operation. The pinion (102) may comprise straight or helical teeth depending on the application, with helical teeth providing smoother and quieter operation compared to straight teeth. The material composition of the pinion (102) may comprise high-strength metals such as steel, hardened aluminum, or composite alloys to enhance durability and resistance to wear during repeated engagement cycles. The pinion (102) interacts with the toothed sector gear (104) to enable or disable movement of the drivetrain, thereby facilitating the operational functionality of the parking brake assembly (100). FIG. 1A depicts the engage position of the side stand (106) to activate an actuator assembly (108) that transforms the toothed sector gear (104) into the engagement mode, as described below.
[0042] In an operational scenario, the rotational motion of the pinion (102) is controlled by the engagement with the toothed sector gear (104), allowing for immobilization or free movement of the vehicle. The structural design of the pinion (102), including the pitch diameter and number of teeth, is selected to meet the specific load and torque transmission requirements of the parking brake assembly (100).
[0043] In an embodiment, the parking brake assembly (100) further comprises the 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 distributed along a defined arc of the perimeter. Such toothed sector gear (104) interacts with the pinion (102) to either restrict or allow the rotational motion of the drivetrain, depending on the operational state of the parking brake assembly (100). In the engagement mode, the toothed sector gear (104) meshes the teeth with the pinion (102), restricting the rotational movement of the pinion (102) and thereby immobilizing the drivetrain. Such immobilization prevents unintended motion of the vehicle, enhancing stability when the parking brake assembly (100) is engaged. FIG. 1A further illustrates how the side stand (106), when in the engage position, enables the actuator assembly (108) to align the toothed sector gear (104) with the pinion (102), preventing drivetrain movement and stabilizing the vehicle. In the disengagement mode, the toothed sector gear (104) disengages the teeth from the pinion (102), allowing the pinion (102) to rotate freely and enabling movement of the drivetrain. FIG. 1B depicts the disengage position of the side stand (106) to deactivate the actuator assembly (108), transforming the toothed sector gear (104) into the disengagement mode, as further detailed below. The toothed sector gear (104) is mounted and aligned within the parking brake assembly (100) using guide structures, bearings, or rails that make sure stable movement and prevent misalignment during operation. The movement of the toothed sector gear (104) between the engagement mode and disengagement mode is guided by actuator components or mechanical linkages integrated within the parking brake assembly (100). The toothed sector gear (104) may comprise tapered teeth to facilitate smooth transitions during engagement and disengagement, as well as hardened surfaces to reduce wear during prolonged use. The material composition of the toothed sector gear (104) may comprise durable metals such as steel or cast iron, or composite alloys, to enhance reliability and longevity. The interaction between the toothed sector gear (104) and the pinion (102) is optimized to achieve consistent and reliable operation of the parking brake assembly (100) under various conditions. For instance, the toothed sector gear (104) may incorporate lubricated surfaces or chamfered edges to enhance the operational interaction with the pinion (102) while minimizing noise and vibration. The transition of the toothed sector gear (104) into the engagement mode involves actuating a mechanism that applies force to align the teeth of gear with the pinion (102). Similarly, the transition to the disengagement mode involves retracting the toothed sector gear (104) from the teeth of pinion (102), allowing free rotation of the pinion (102) and the associated drivetrain.
[0044] In an embodiment, the engagement mode of the toothed sector gear (104) is a state in which the teeth of the toothed sector gear (104) are aligned and interlocked with the teeth of the pinion (102). In engagement mode, the rotational motion of the pinion (102) is mechanically restricted, thereby preventing the movement of the drivetrain. The engagement mode is initiated when an actuator mechanism applies a force that moves the toothed sector gear (104) into position with the pinion (102). The toothed sector gear (104) remains in the engagement mode as long as the applied force maintains the alignment and interlocking of the gear teeth. The engagement mode makes sure that the parking brake assembly (100) secures the vehicle when stationary, particularly on inclined surfaces or uneven terrain. The force required to achieve and maintain the engagement mode may be provided by mechanical, hydraulic, or electromechanical actuators integrated within the parking brake assembly (100). The toothed sector gear (104) withstands mechanical stress imposed during engagement with the pinion (102), with materials such as hardened steel or composite alloys being commonly used to provide durability and resistance to wear. The alignment of the toothed sector gear (104) with the pinion (102) is facilitated by guide rails or similar stabilizing structures that assure engagement and prevent misalignment during operation. The engagement mode is disengaged by retracting the toothed sector gear (104) away from the pinion (102), allowing the drivetrain to return to a state of free movement.
[0045] In an embodiment, the disengagement mode of the toothed sector gear (104) is a state in which the teeth of the toothed sector gear (104) are separated from the teeth of the pinion (102), allowing the pinion (102) to rotate freely. In disengagement mode state, the rotational motion of the drivetrain is unrestricted, enabling the vehicle to move. The disengagement mode is initiated when an actuator mechanism retracts the toothed sector gear (104) from the interlocked position with the pinion (102). The disengagement mode is essential in allowing the parking brake assembly (100) to transition from a stationary state to a movable state. The transition to the disengagement mode is guided by mechanical linkages or actuator components that make sure controlled and movement of the toothed sector gear (104). The toothed sector gear (104) is stabilized during the transition by guide rails, bearings, or similar alignment structures that prevent lateral displacement or misalignment. The disengagement mode is maintained as long as the actuator mechanism continues to apply force to retract the toothed sector gear (104). The materials and design features of the toothed sector gear (104), such as tapered teeth and lubricated surfaces, facilitate smooth and efficient transitions between the engagement mode and disengagement mode. The disengagement mode is concluded by moving the toothed sector gear (104) back into alignment with the pinion (102), thereby transitioning the parking brake assembly (100) back to the engagement mode.
[0046] In an embodiment, the parking brake assembly (100) comprises a side stand (106) that transforms between an engage position and a disengage position. The side stand (106) is pivotally mounted to the vehicle frame and is structured to rotate or tilt about a pivot axis. When the side stand (106) is in the engage position, the side stand (106) extends to contact the ground, providing physical support to stabilize the vehicle in a stationary state. In the engage position, the side stand (106) enables the activation of the actuator assembly (108) to transform the toothed sector gear (104) into the engagement mode. The engagement mode restricts the movement of the drivetrain by preventing rotation of the associated components, thereby immobilizing the vehicle. Conversely, when the side stand (106) is moved to the disengage position, side stand (106) retracts from the ground, allowing the vehicle to operate without obstruction. In disengage position, the side stand (106) deactivates the actuator assembly (108), causing the toothed sector gear (104) to transform into the disengagement mode. The disengagement mode allows free movement of the drivetrain, enabling vehicle operation. The movement of the side stand (106) between the engage and disengage positions is guided by a spring-biased mechanism or a stop mechanism to enable stable positioning. Such mechanisms help to maintain the side stand (106) securely in the desired position and prevent unintended movement. Additionally, the side stand (106) may comprise structural features, such as an embedded LED light or a locking pin assembly, to provide operational feedback or additional security. The LED light, for example, may activate when the side stand (106) is in the engage position, offering a visual indication to the user. Similarly, the locking pin assembly may engage with a corresponding recess on the side stand (106) to assure secure positioning during use. The side stand (106) is fabricated using durable materials, such as high-strength steel or aluminum, to withstand repeated use and exposure to environmental conditions.
[0047] In an embodiment, the parking brake assembly (100) further comprises an actuator assembly (108) that interacts with the side stand (106) and the toothed sector gear (104). The actuator assembly (108) comprises a proximity sensor (110) and a solenoid (112), which collectively facilitates the transformation of the toothed sector gear (104) between the engagement mode and disengagement mode. The proximity sensor (110) detects the current position of the side stand (106) by sensing the angular displacement or positional alignment relative to a predefined reference point. For example, the proximity sensor (110) may utilize inductive sensing, capacitive sensing, or optical sensing techniques to determine whether the side stand (106) is in the engage or disengage position. Inductive sensors may detect the metallic structure of the side stand (106) through changes in magnetic fields, while capacitive sensors may sense positional changes based on variations in electrical capacitance. Optical sensors, on the other hand, may utilize light beams to detect the position of the side stand (106). The proximity sensor (110) provides real-time positional data to the actuator assembly (108), which uses such data to control the operation of the solenoid (112). When the proximity sensor (110) detects that the side stand (106) is in the engage position, the actuator assembly (108) energizes the solenoid (112). The solenoid (112) is an electromechanical component that converts electrical energy into linear or rotational motion. The solenoid (112) typically comprises a coil wound around a ferromagnetic core, which generates a magnetic field when an electric current passes through the coil. The magnetic field moves a plunger or armature within the solenoid (112), which in turn applies a force to the toothed sector gear (104) to enable transformation in the engagement mode. In the engagement mode, the toothed sector gear (104) aligns with the pinion (102), restricting rotational movement of the drivetrain and immobilizing the vehicle.
[0048] Conversely, when the proximity sensor (110) detects that the side stand (106) is in the disengage position, the actuator assembly (108) deactivates the solenoid (112), causing the toothed sector gear (104) to disengage from the pinion (102). The disengagement mode allows the drivetrain to move freely, enabling the vehicle to operate. The actuator assembly (108) affirms that the transformation of the toothed sector gear (104) between the engagement mode and disengagement mode is controlled and repeatable. The solenoid (112) within the actuator assembly (108) may comprise additional structural elements, such as guide rails or stabilizing pins, to maintain alignment during operation and prevent unintended lateral displacement of the plunger or armature. Such structural elements enable consistent operation of the solenoid (112) and associated components under varying conditions. The actuator assembly (108) is enclosed within a housing that protects the internal components from environmental exposure, such as dust, moisture, or vibrations. The housing may be constructed from materials such as aluminum, polymer composites, or stainless steel to provide durability and resistance to wear. Additionally, the actuator assembly (108) may be connected to the power supply of vehicle to enable uninterrupted operation during vehicle use. The proximity sensor (110) and solenoid (112) are integrated within the actuator assembly (108) housing, with electrical connections routed through sealed connectors to maintain reliability.
[0049] In an embodiment, the transformation of the side stand (106) and its interaction with the actuator assembly (108) provides a mechanism for controlling the operational state of the parking brake assembly (100). When the side stand (106) transitions to the engage position, the actuator assembly (108) activates the solenoid (112) to transform the toothed sector gear (104) into the engagement mode. The engage position of the side stand (106) aligns the parking brake assembly (100) to immobilize the drivetrain, thereby stabilizing the vehicle. When the side stand (106) transitions to the

protective housing to shield them from environmental factors such as dust, moisture, or vibrations.
[0052] In an embodiment, the side stand (106) may be associated with an LED light embedded longitudinally along the length of the side stand (106). The LED light provides a visual indication of the operational state of the side stand (106). The LED light is activated when the side stand (106) transitions into the engage position, serving as a signal to indicate that the side stand (106) is in contact with the ground and supporting the vehicle. The LED light may comprise a single light-emitting diode or an array of diodes distributed along the length of the side stand (106). The LED light may be connected to the power supply of vehicle through electrical wiring routed internally or externally along the side stand (106). The activation of the LED light may be controlled by a switch or sensor that detects the position of the side stand (106). For example, a proximity sensor (110) or mechanical limit switch may detect when the side stand (106) reaches the engage position and transmits a signal to illuminate the LED light. The LED light may emit light in various colors, such as red or amber, to enhance visibility during low-light conditions or at night. The housing of the LED light is typically made of transparent or translucent material, such as polycarbonate or acrylic, to protect the light source while allowing maximum light transmission.
[0053] In an embodiment, the LED light embedded longitudinally along the length of the side stand (106) enhances visibility by uniformly illuminating the area adjacent to the stand when transitioned into the engaged position. The longitudinal placement enables consistent light distribution across the entire length of the side stand (106), eliminating shadowed regions and providing enhanced ground visibility. Said configuration allows for identification of the position of side stand (106) in low-light conditions, improving user convenience and safety during nighttime or dim environments. The extended illumination zone also aids in identifying potential obstructions or uneven terrain around the deployment area of side stand (106), reducing the likelihood of improper engagement or instability. Furthermore, the integration of the LED light along the length of the side stand (106) optimizes energy efficiency by concentrating illumination where needed, rather than relying on dispersed lighting solutions.
[0054] In an embodiment, the parking brake assembly (100) may comprise an integrated safety locking unit comprising a locking pin transversely positioned within a cylindrical guide. The locking pin is configured to move slidably within the cylindrical guide and is actuated by an electromagnetic solenoid (similar to the solenoid (112)). The solenoid (112) generates a magnetic field when energized, which moves the locking pin into or out of engagement with a corresponding locking recess. The solenoid (112) is activated when the actuator assembly (108) transforms the toothed sector gear (104) into the engagement mode. In the engagement mode, the locking pin is driven into the locking recess, thereby securing the position of the toothed sector gear (104) and preventing unintended disengagement. The cylindrical guide enables alignment of the locking pin during its movement, reducing the risk of misalignment or jamming. The locking pin and cylindrical guide are fabricated from durable materials, such as hardened steel or reinforced alloys, to withstand repeated actuation and mechanical stress. The solenoid (112) may be mounted within the actuator assembly (108) housing and is electrically connected to the power supply of vehicle through sealed connectors to protect against moisture and debris. The locking mechanism operates in coordination with the actuator assembly (108) to provide an additional layer of security, making sure that the toothed sector gear (104) remains in the engagement mode during operation. The locking pin may also comprise a spring-loaded mechanism to assist in retraction when the solenoid (112) is deactivated.
[0055] In an embodiment, the transverse positioning of the locking pin within the cylindrical guide enhances mechanical stability and operational reliability by enabling uniform distribution of locking forces across the structure of guide. Said configuration minimizes axial misalignment during the sliding actuation of the locking pin, reducing wear and tear and extending the lifespan of the safety locking unit. The transverse placement enables engagement and disengagement of the locking mechanism, promoting secure locking action even under dynamic loads or vibrations. By positioning the locking pin transversely, the design effectively counters lateral forces, maintaining consistent alignment with the guide and solenoid actuator. Additionally, the transverse arrangement optimizes the spatial integration of the locking pin with the cylindrical guide and solenoid (112).
[0056] In an embodiment, the actuator assembly (108) may be associated with the integrated safety locking unit comprising a locking pin transversely disposed within a cylindrical guide secured to the actuator assembly (108). The locking pin is engaged with a spring-biased mechanism that prevents unintentional transformation of the toothed sector gear (104) into the disengagement mode. The cylindrical guide provides structural support to the locking pin and maintains the stable movement during actuation. The spring-biased mechanism applies a consistent force to hold the locking pin in the locked position when the toothed sector gear (104) is in the engagement mode. The locking pin may be actuated by an electromagnetic solenoid (similar to the solenoid (112)) mounted within the actuator assembly (108). When the solenoid (112) is energized, the locking pin is moved out of the locked position, allowing the toothed sector gear (104) to transition into the disengagement mode. The spring-biased mechanism makes sure that the locking pin automatically returns to the locked position when the solenoid (112) is deactivated. The locking pin and spring components are fabricated from wear-resistant materials, such as stainless steel or spring steel, to enable durability and long-term reliability. The cylindrical guide may comprise lubrication grooves or surface treatments to reduce friction and enhance the smooth movement of the locking pin. The components of the integrated safety locking unit are enclosed within the actuator assembly (108) housing to protect them from environmental exposure.
[0057] In an embodiment, the toothed sector gear (104) may be associated with a tapered gear interface that mates with the pinion (102) to facilitate smoother transitions between the engagement mode and the disengagement mode. The tapered gear interface reduces the mechanical stress and friction that occurs during the meshing and unmeshing of the toothed sector gear (104) with the pinion (102). The tapered teeth of the gear interface are inclined at an angle, allowing them to gradually come into contact with the teeth of the pinion (102) during engagement. Such an arrangement minimizes the impact of forces and reduces wear on the gear surfaces. The tapered gear interface also assists in guiding the toothed sector gear (104) into proper alignment with the pinion (102), enabling reliable engagement under varying conditions. The gear interface is fabricated from durable materials, such as hardened steel or composite alloys, to withstand repeated use and maintain structural integrity. The surfaces of the tapered gear interface may be treated with coatings or lubricants to further reduce friction and wear during operation. The alignment of the toothed sector gear (104) with the pinion (102) is maintained by guide structures or stabilizing elements integrated within the parking brake assembly (100).
[0058] In an embodiment, the side stand (106) may be associated with a cam-based actuator. The cam-based actuator comprises a rotatable cam element secured to the pivot axis of the side stand (106). The cam element is rotationally engaged with a follower unit to translate the rotational movement of the side stand (106) into linear displacement of the actuator assembly (108). As the side stand (106) rotates between the engaged position and the disengage position, the contoured surface of the cam element interacts with the follower unit to generate a controlled linear motion. The surface of cam element with variable curvature produces displacement of the follower unit. Such linear motion translates to the actuator assembly (108), which then transforms the toothed sector gear (104) between the engagement mode and disengagement mode. The cam element is typically constructed from wear-resistant materials such as hardened steel, aluminum alloys, or durable polymers, allowing cam element to operate reliably under repeated usage. The attachment of the cam element to the side stand (106) enables consistent performance and stable operation. The rotational engagement between the cam element and the follower unit minimizes mechanical noise and friction while maintaining accurate motion translation. Additional structural features, such as mounting brackets or guide rails, stabilize the engagement between the cam element and the follower unit. The alignment of the cam element with the pivot axis of the side stand (106) allows for smooth conversion of rotational motion into linear displacement.
[0059] In an embodiment, the follower unit in the cam-based actuator may comprise a spring-loaded roller positioned in rolling contact with the cam element. The spring-loaded roller maintains consistent pressure against the cam element, thereby enabling accurate tracking of the rotational movement of the side stand (106). The roller dynamically follows the contours of the cam element as the side stand (106) transitions between the engage position and the disengage position. The spring mechanism associated with the roller applies a constant force to maintain stable contact with the cam element, even under varying operational conditions. The roller is constructed from wear-resistant materials such as hardened steel or high-strength polymers to prevent degradation over prolonged use. The spring mechanism is typically fabricated from resilient metals such as steel or stainless steel to provide reliable performance. The roller and spring mechanism are housed within a mounting structure or bracket to enable proper alignment with the cam element. The rolling contact between the roller and the cam element minimizes friction, reducing mechanical wear and extending the operational lifespan of both components. The spring-loaded roller dynamically adapts to surface irregularities in the cam element, enabling consistent linear motion. The interaction between the roller and the cam element facilitates transformation of the toothed sector gear (104) between the engagement and disengagement modes.
[0060] In an embodiment, the rolling contact of the spring-loaded roller with the cam element enables smooth, continuous engagement between the two components, minimizing frictional resistance and reducing wear during operation. The rolling interaction allows for tracking of the movements of cam element, enabling accurate and responsive adjustment of the follower unit in real-time. The consistent pressure applied by the spring-loaded roller assures that contact is maintained even under varying loads or vibrations, enhancing reliability and durability. Additionally, the rolling contact reduces energy loss compared to sliding mechanisms, improving the efficiency of the parking brake assembly. Said configuration facilitates quieter operation by mitigating noise typically associated with sliding friction. The rolling also contributes to the longevity of both the roller and the cam element by distributing stress evenly, preventing localized wear.
[0061] In an embodiment, the parking brake assembly (100) may comprise a manual release lever associated with the side stand (106). The manual release lever is pivotally connected to a linkage assembly, which is transversely coupled to the actuator assembly (108). The manual release lever allows a user to manually displace the toothed sector gear (104) from the engagement mode to the disengagement mode. The lever is mounted near the pivot axis of the side stand (106) and is connected to the linkage assembly using a pivot pin. When the manual release lever is actuated, the applied force is transmitted through the linkage assembly to the actuator assembly (108), initiating movement of the toothed sector gear (104). The manual release lever is fabricated from durable materials such as steel or aluminum to maintain reliability and resistance to wear. The linkage assembly comprises components such as rods, pins, and brackets that are securely mounted to the housing of the actuator assembly (108). The manual release mechanism serves as an alternative means to operate the parking brake assembly (100) in scenarios where automatic actuation of the toothed sector gear (104) is unavailable. The mechanical advantage provided by the manual release lever enables smooth and efficient operation with minimal force.
[0062] In an embodiment, the pivotal coupling of the manual release lever to the linkage assembly allows angular movement, enabling displacement of the toothed sector gear (104) with minimal applied force. Such pivotal coupling provides angular freedom, allowing the manual release lever to operate without misalignment or mechanical resistance. Said coupling reduces stress concentrations at the connection points, promoting even load distribution and enhancing durability for both the manual release lever and the linkage assembly. The mechanical advantage provided by the pivotal coupling facilitates effective manual control with reduced effort.
[0063] In an embodiment, the transverse coupling of the linkage assembly to the actuator assembly (108) promotes orthogonal force transmission relative to the actuator assembly (108). Such transverse arrangement stabilizes the linkage assembly, preventing operational misalignment and reducing wear during repetitive use. By orienting the linkage assembly transversely, compact integration with the actuator assembly (108) is achieved, thereby minimizing spatial requirements while maintaining structural robustness. Said transverse arrangement distributes force uniformly across the actuator assembly (108), providing consistent operation. The combined pivotal and transverse couplings enable effective and reliable transitioning of the toothed sector gear (104) between engagement and disengagement modes.
[0064] In an embodiment, the linkage assembly associated with the manual release lever may comprise a coupling rod that intersects the axis of the solenoid (112) within the actuator assembly (108). The coupling rod extends longitudinally along the housing of the actuator assembly (108) and provides a direct force transmission path to the toothed sector gear (104). When the manual release lever is actuated, the applied force is transmitted through the coupling rod to displace the toothed sector gear (104) from the engagement mode to the disengagement mode. The coupling rod is typically fabricated from high-strength materials such as steel or alloy composites to provide adequate durability and resistance to mechanical stress. The coupling rod is mounted within the actuator assembly (108) using guide structures or brackets that maintain the alignment with the solenoid (112) and the toothed sector gear (104). The guide structures assure smooth movement of the coupling rod during actuation, preventing misalignment or lateral displacement. The coupling rod may comprise pivoting or sliding joints to enhance the adaptability to complex force transmission requirements. The interaction between the coupling rod, manual release lever, and solenoid (112) enables reliable manual displacement of the toothed sector gear (104) during operation of the parking brake assembly (100).
[0065] In an embodiment, the coupling rod intersecting the axis of the solenoid (112) and extending longitudinally along the housing of the actuator assembly (108) enhances the efficiency and precision of force transmission to the toothed sector gear (104). The intersection with the solenoid axis allows the coupling rod to directly receive and transmit the linear force generated by the solenoid (112), minimizing misalignment and energy loss during operation. Said configuration enables accurate conversion of solenoid actuation into mechanical displacement, optimizing the engagement and disengagement of the toothed sector gear (104). The longitudinal extension of the coupling rod along the housing of the actuator assembly (108) provides structural stability and uniform force distribution across its length. Such alignment reduces stress concentration, extending the operational life of the coupling rod and associated components.
[0066] In an embodiment, the parking brake assembly (100) may comprise a locking pin positioned adjacent to the pivot axis of the side stand (106). The locking pin is configured with a cylindrical profile and is associated with a spring-loaded retention unit. The locking pin is insertable into a corresponding detent recess on the side stand (106) to immobilize the side stand (106) in the engagement position. The spring-loaded retention unit applies a constant force to keep the locking pin securely engaged with the detent recess, preventing unintentional movement of the side stand (106). The locking pin is typically fabricated from hardened steel or other high-strength materials to resist wear and provide durability under repeated use. The spring mechanism is constructed from resilient metals such as stainless steel to provide consistent performance over time. The detent recess on the side stand (106) is machined to provide a secure fit for the locking pin, maintaining the stability of the parking brake assembly (100). The locking pin mechanism prevents inadvertent retraction of the side stand (106) and makes sure the side stand (106) remains in the desired position during operation.
[0067] In an embodiment, the locking pin positioned adjacent to the pivot axis of the side stand (106) enhances stability and operational reliability by minimizing the distance between the locking mechanism and the rotational point of the side stand (106). The adjacent placement reduces mechanical play and improves the precision of engagement between the locking pin and the corresponding detent recess on the side stand (106). The proximity to the pivot axis enables efficient force transfer, providing secure immobilization of the side stand (106) in the engage position. The cylindrical profile of the locking pin, combined with the spring-loaded retention unit, enhances its ability to maintain consistent engagement under varying loads and vibrations. The adjacent positioning also allows for a compact design, minimizing the overall footprint of the locking mechanism while retaining robust functionality.
[0068] In an embodiment, the detent recess associated with the side stand (106) may comprise a chamfered edge to facilitate insertion of the locking pin. The chamfered edge is machined into the surface of the detent recess to provide a smooth guiding surface for the locking pin during engagement. The chamfered edge reduces resistance during insertion, enabling secure and consistent engagement of the locking pin with the detent recess. The area surrounding the detent recess is reinforced to withstand repeated locking and unlocking cycles without deformation or wear. The chamfered edge enables proper alignment of the locking pin with the detent recess, allowing the locking mechanism to operate reliably under various conditions. The detent recess and chamfered edge are fabricated using durable materials such as steel or alloy composites to enhance the durability of the side stand (106) and its associated components.
[0069] In an embodiment, the actuator assembly (108) may comprise a guide rail assembly that intersects the motion path of the toothed sector gear (104). The guide rail assembly comprises dual parallel rails extending longitudinally along the housing of the actuator assembly (108). The dual rails maintain the linear motion of the toothed sector gear (104) and prevent lateral displacement during actuation. The rails are fabricated from high-strength materials such as steel or composite alloys to provide durability and resistance to wear. The toothed sector gear (104) is mounted within the guide rail assembly, which stabilizes the movement along the intended path. The guide rail assembly may comprise additional features such as lubricated surfaces or low-friction coatings to facilitate smooth motion. Brackets or supports are integrated within the actuator assembly (108) housing to maintain proper alignment of the guide rail assembly. The interaction between the guide rail assembly and the toothed sector gear (104) enables consistent operation of the parking brake assembly (100), even under varying load conditions.
[0070] In an embodiment, the guide rail assembly intersecting the motion path of the toothed sector gear (104) with dual parallel rails extending longitudinally along the actuator housing provides enhanced stability and precision during gear actuation. The intersection of the guide rail assembly with the motion path of the toothed sector gear (104) facilitates accurate alignment, allowing smooth linear motion without deviations. The dual parallel rails extending longitudinally along the actuator housing create a robust framework that stabilizes the toothed sector gear (104), preventing lateral displacement or misalignment during operation. This longitudinal configuration distributes forces evenly along the rails, reducing localized stress and wear, thereby enhancing the durability of both the guide rail assembly and the toothed sector gear (104). The parallel arrangement of the rails maintains a consistent motion trajectory, minimizing vibrations and allowing reliable engagement and disengagement of the toothed sector gear (104) under varying load conditions.
[0071] In an embodiment, the parking brake assembly (100) comprises a pinion (102) and a toothed sector gear (104) facilitates controlled immobilization of the vehicle. The engagement of the toothed sector gear (104) with the pinion (102) restricts rotational movement, thereby preventing unintended motion of the vehicle. The disengagement of the toothed sector gear (104) from the pinion (102) allows free rotation of the drivetrain, enabling movement of the vehicle. The integration of the pinion (102) and toothed sector gear (104) optimizes the reliability and responsiveness of the braking mechanism by providing a direct and efficient mechanical linkage.
[0072] In an embodiment, the side stand (106) transforming between the engage and disengage positions activates or deactivates the actuator assembly (108). The transformation enables automated control of the toothed sector gear (104) to switch between engagement and disengagement modes. The actuator assembly (108), comprising a proximity sensor (110) and a solenoid (112), provides detection of the position of side stand (106) and converts such input into mechanical action.
[0073] In an embodiment, the inclusion of an automatic re-engagement unit makes sure that the side stand (106) is repositioned to the disengage position upon exceeding a threshold motion. The repositioning feature prevents dragging of the side stand (106) during vehicle operation, reducing wear and safety hazards. The rotational detector and actuator work in unison to monitor angular displacement and perform corrective actions, thereby improving safety and minimizing operational errors.
[0074] In an embodiment, the integration of an LED light along the length of the side stand (106) provides a visual indication of its status. Activation of the LED light upon transitioning to the engagement position alerts the user, making sure awareness of the operational state of side stand (106).
[0075] In an embodiment, an integrated safety locking unit, including a locking pin actuated by an electromagnetic solenoid (similar to solenoid (112)), secures the side stand (106) in the engagement position. The integrated safety locking unit prevents unintended movement of the side stand (106) during stationary periods.
[0076] In an embodiment, the association of the toothed sector gear (104) with a tapered gear interface provides smoother transitions between engagement and disengagement modes. The tapered interface reduces mechanical stress, enabling operation and longevity of the interacting components.
[0077] In an embodiment, the cam-based actuator, comprising a rotatable cam element and a follower unit, translates the rotational movement of the side stand (106) into linear displacement of the actuator assembly (108). The conversion facilitates efficient and reliable control of the toothed sector gear (104). The follower unit, equipped with a spring-loaded roller, maintains consistent pressure against the cam element, enabling accurate tracking of the motion of side stand (106) and preventing operational discrepancies.
[0078] In an embodiment, the manual release lever pivotally coupled to the linkage assembly provides an alternative method to manually displace the toothed sector gear (104). The manual release lever enhances operational reliability in scenarios where automatic actuation is unavailable. The linkage assembly, incorporating a coupling rod aligned with the solenoid (112), enables force transmission, enabling consistent manual operation.
[0079] In an embodiment, the inclusion of a locking pin adjacent to the pivot axis of the side stand (106) immobilizes the side stand (106) in the engagement position. The spring-loaded retention unit makes sure secure engagement of the locking pin with the detent recess, preventing unintended movement. The detent recess, designed with a chamfered edge, facilitates smooth insertion of the locking pin, making sure consistent operation over prolonged use.
[0080] In an embodiment, the actuator assembly (108) incorporates a guide rail assembly with dual parallel rails to maintain linear motion of the toothed sector gear (104). The guide rails prevent lateral displacement during actuation, enabling alignment and consistent performance of the parking brake assembly (100). The stability provided by the guide rail assembly minimizes wear and enhances the overall operational reliability of the system.
[0081] FIG. 2 illustrates a sequence diagram of the operational workflow of the parking brake assembly (100) in accordance with various implementations of the present disclosure. The sequence begins with the side stand (106) transforming between an engagement position and a disengage position. When the side stand (106) moves into either position, the actuator assembly (108) detects the current position using a proximity sensor (110). The proximity sensor (110) evaluates the positional state of the side stand (106) and provides feedback to the actuator assembly (108). Based on the detected position, the actuator assembly (108) activates or deactivates a solenoid (112) to control the state of the toothed sector gear (104). If the side stand (106) is in the engagement position, the solenoid (112) actuates the toothed sector gear (104) to transform the side stand (106) into engagement mode, causing the toothed sector gear (104) to engage with the pinion (102). The engagement restricts rotational movement of the pinion (102) and immobilizes the vehicle.
[0082] Conversely, when the side stand (106) transitions into the disengage position, the actuator assembly (108) deactivates the solenoid (112), transforming the toothed sector gear (104) into the disengagement mode. In disengagement mode, the toothed sector gear (104) disengages from the pinion (102), allowing free rotation of the pinion (102) and enabling vehicle movement. Said sequence enables an automated interaction between the side stand (106), actuator assembly (108), and toothed sector gear (104) to control vehicle motion.
[0083] FIG. 3A illustrates the engagement of toothed sector gear (104) with pinion (102) to disable movement of the vehicle, in accordance with the present disclosure. The toothed sector gear (104) meshes with the pinion (102), restricting rotational motion and immobilizing the drivetrain. The engagement interaction is guided by alignment components such as guide rails and bearings, maintaining proper positioning and preventing lateral displacement. The engagement state is controlled by an actuator assembly (108), which includes a proximity sensor (110) and a solenoid (112). The actuator assembly (108) applies force to align the toothed sector gear (104) with the pinion (102) to achieve drivetrain immobilization. The engagement mechanism operates in coordination with a side stand (106), which activates the actuator assembly (108) upon being moved into an engage position. While the illustration focuses on the interaction between the toothed sector gear (104) and the pinion (102), all other components of the parking brake assembly (100), including the actuator assembly (108), proximity sensor (110), solenoid (112), and side stand (106), are intentionally omitted for clarity.
[0084] FIG. 3B illustrates the disengagement of toothed sector gear (104) from pinion (102) to enable movement of the vehicle, in accordance with the present disclosure. The toothed sector gear (104) retracts from the pinion (102), allowing rotational motion of the pinion (102) and restoring drivetrain movement for vehicle operation. The disengagement is facilitated by an actuator assembly (108), which includes a proximity sensor (110) and a solenoid (112), wherein said actuator assembly (108) retracts the toothed sector gear (104) from interlocking with the pinion (102). The operation of the actuator assembly (108) is influenced by a side stand (106), which, when moved to a disengage position, deactivates said actuator assembly (108). The alignment of the toothed sector gear (104) during disengagement is maintained by stabilizing elements such as guide rails or bearings, preventing lateral displacement and allowing controlled movement during operation. The interaction between the toothed sector gear (104) and the pinion (102) transitions to an unrestricted state, allowing the drivetrain to achieve operational mobility. While the illustration highlights the disengagement interaction of the toothed sector gear (104) with the pinion (102), all other components of the parking brake assembly (100), such as the actuator assembly (108), proximity sensor (110), solenoid (112), and side stand (106), are intentionally excluded from depiction to provide clarity.
[0085] 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 two-wheeled vehicle, comprising:
a pinion (102) associated with a gearbox assembly;
a toothed sector gear (104) 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) transforms between:
an engage position to activate an actuator assembly (108) to transform the toothed sector gear (104) into the engagement mode; and
a disengage position to de-activate the activated actuator assembly (108) to transform the toothed sector gear (104) into the disengagement mode; and
the actuator assembly (108) wherein the actuator assembly (108) comprises:
a proximity sensor (110) to detect a current position of the side stand (106); and
a solenoid (112) to transform the toothed sector gear (104) into:
the engagement mode, if the detected current position is the engage position; and
the disengagement mode, if the detected current position is the disengage position.
2. The parking brake assembly (100) as claimed in claim 1, wherein the side stand (106) is associated with an automatic re-engagement unit comprising:
a rotational detector operatively mounted on the side stand (106) and configured to sense an angular displacement of the side stand (106) during motion of the two-wheeled vehicle; and
an actuator configured to reposition the side stand (106) into the disengage position if the detected motion is greater than a threshold limit.
3. The parking brake assembly (100) as claimed in claim 1, wherein the side stand (106) is associated with a LED light embedded longitudinally along a length of the side stand (106), the LED light being activated upon transitioning the side stand (106) into the engage position.
4. The parking brake assembly (100) as claimed in claim 1, wherein an integrated safety locking unit comprises:
a locking pin transversely positioned within a cylindrical guide; and
the locking pin being slidably actuated by the solenoid (112), wherein the solenoid (112) is activated upon transformation of the actuator assembly (108) into the engagement mode.
5. The parking brake assembly (100) as claimed in claim 1, wherein the actuator assembly (108) is associated with the integrated safety locking unit comprising:
the locking pin transversely disposed within a cylindrical guide secured to the actuator assembly (108); and
a spring-biased mechanism engaged with the locking pin to prevent unintentional transformation of the toothed sector gear (104) into the disengagement mode.
6. The parking brake assembly (100) as claimed in claim 1, wherein the toothed sector gear (104) is associated with a tapered gear interface that mates with the pinion (102) to facilitate smoother transitions between the engagement mode and the disengagement mode.
7. The parking brake assembly (100) as claimed in claim 1, wherein the side stand (106) is associated with a cam-based actuator that comprises:
a rotatable cam element secured to a pivot axis of the side stand (106); and
the cam element being rotationally engaged with a follower unit to translate rotational movement of the side stand (106) into linear displacement of the actuator assembly (108) to transform the toothed sector gear (104) between the engagement mode and the disengagement mode.
8. The parking brake assembly (100) as claimed in claim 7, wherein the follower unit comprises a spring-loaded roller positioned in rolling contact with the cam element, wherein the spring-loaded roller maintains consistent pressure against the cam element to enable tracking of the side stand (106).
9. The parking brake assembly (100) as claimed in claim 1, wherein the side stand (106) comprises a manual release lever pivotally coupled to a linkage assembly, the linkage assembly being transversely coupled to the actuator assembly (108) to manually displace the toothed sector gear (104) from the engagement mode to the disengagement mode.
10. The parking brake assembly (100) as claimed in claim 9, wherein the linkage assembly comprises a coupling rod intersecting the axis of the solenoid (112) and extending longitudinally along the housing of the actuator assembly (108) to provide force transmission to the toothed sector gear (104).
11. The parking brake assembly (100) as claimed in claim 1, wherein the side stand (106) comprises a locking pin positioned adjacent to a pivot axis of the side stand (106), wherein the locking pin is configured with a cylindrical profile and a spring-loaded retention unit, the locking pin being insertable into a corresponding detent recess on the side stand (106) to immobilize the side stand (106) in the engage position.
12. The parking brake assembly (100) as claimed in claim 10, wherein the detent recess of the side stand (106) is configured with a chamfered edge to facilitate insertion of the locking pin.
13. The parking brake assembly (100) as claimed in claim 1, wherein the actuator assembly (108) comprises a guide rail assembly intersecting the motion path of the toothed sector gear (104), the guide rail assembly being configured with dual parallel rails extending longitudinally along the actuator housing, wherein the guide rail assembly maintains linear motion of the toothed sector gear (104) and prevents lateral displacement during actuation.
 

ABSTRACT
The present disclosure discloses a parking brake assembly for a two-wheeled vehicle. The parking brake assembly comprises a pinion associated with a gearbox assembly and a toothed sector gear configured to transform between an engagement mode, in which the toothed sector gear engages with the pinion to disable movement of the vehicle, and a disengagement mode, in which the toothed sector gear disengages from the pinion to enable movement of the vehicle. The parking brake assembly further comprises a side stand that transforms between an engage position to activate an actuator assembly and a disengage position to deactivate the actuator assembly. The actuator assembly comprises a proximity sensor to detect the current position of the side stand and a solenoid to transform the toothed sector gear between the engagement mode and the disengagement mode based on the detected position of the side stand.

, C , Claims:CLAIMS
What is claimed is:
1. A parking brake assembly (100) for a two-wheeled vehicle, comprising:
a pinion (102) associated with a gearbox assembly;
a toothed sector gear (104) 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) transforms between:
an engage position to activate an actuator assembly (108) to transform the toothed sector gear (104) into the engagement mode; and
a disengage position to de-activate the activated actuator assembly (108) to transform the toothed sector gear (104) into the disengagement mode; and
the actuator assembly (108) wherein the actuator assembly (108) comprises:
a proximity sensor (110) to detect a current position of the side stand (106); and
a solenoid (112) to transform the toothed sector gear (104) into:
the engagement mode, if the detected current position is the engage position; and
the disengagement mode, if the detected current position is the disengage position.
2. The parking brake assembly (100) as claimed in claim 1, wherein the side stand (106) is associated with an automatic re-engagement unit comprising:
a rotational detector operatively mounted on the side stand (106) and configured to sense an angular displacement of the side stand (106) during motion of the two-wheeled vehicle; and
an actuator configured to reposition the side stand (106) into the disengage position if the detected motion is greater than a threshold limit.
3. The parking brake assembly (100) as claimed in claim 1, wherein the side stand (106) is associated with a LED light embedded longitudinally along a length of the side stand (106), the LED light being activated upon transitioning the side stand (106) into the engage position.
4. The parking brake assembly (100) as claimed in claim 1, wherein an integrated safety locking unit comprises:
a locking pin transversely positioned within a cylindrical guide; and
the locking pin being slidably actuated by the solenoid (112), wherein the solenoid (112) is activated upon transformation of the actuator assembly (108) into the engagement mode.
5. The parking brake assembly (100) as claimed in claim 1, wherein the actuator assembly (108) is associated with the integrated safety locking unit comprising:
the locking pin transversely disposed within a cylindrical guide secured to the actuator assembly (108); and
a spring-biased mechanism engaged with the locking pin to prevent unintentional transformation of the toothed sector gear (104) into the disengagement mode.
6. The parking brake assembly (100) as claimed in claim 1, wherein the toothed sector gear (104) is associated with a tapered gear interface that mates with the pinion (102) to facilitate smoother transitions between the engagement mode and the disengagement mode.
7. The parking brake assembly (100) as claimed in claim 1, wherein the side stand (106) is associated with a cam-based actuator that comprises:
a rotatable cam element secured to a pivot axis of the side stand (106); and
the cam element being rotationally engaged with a follower unit to translate rotational movement of the side stand (106) into linear displacement of the actuator assembly (108) to transform the toothed sector gear (104) between the engagement mode and the disengagement mode.
8. The parking brake assembly (100) as claimed in claim 7, wherein the follower unit comprises a spring-loaded roller positioned in rolling contact with the cam element, wherein the spring-loaded roller maintains consistent pressure against the cam element to enable tracking of the side stand (106).
9. The parking brake assembly (100) as claimed in claim 1, wherein the side stand (106) comprises a manual release lever pivotally coupled to a linkage assembly, the linkage assembly being transversely coupled to the actuator assembly (108) to manually displace the toothed sector gear (104) from the engagement mode to the disengagement mode.
10. The parking brake assembly (100) as claimed in claim 9, wherein the linkage assembly comprises a coupling rod intersecting the axis of the solenoid (112) and extending longitudinally along the housing of the actuator assembly (108) to provide force transmission to the toothed sector gear (104).
11. The parking brake assembly (100) as claimed in claim 1, wherein the side stand (106) comprises a locking pin positioned adjacent to a pivot axis of the side stand (106), wherein the locking pin is configured with a cylindrical profile and a spring-loaded retention unit, the locking pin being insertable into a corresponding detent recess on the side stand (106) to immobilize the side stand (106) in the engage position.
12. The parking brake assembly (100) as claimed in claim 10, wherein the detent recess of the side stand (106) is configured with a chamfered edge to facilitate insertion of the locking pin.
13. The parking brake assembly (100) as claimed in claim 1, wherein the actuator assembly (108) comprises a guide rail assembly intersecting the motion path of the toothed sector gear (104), the guide rail assembly being configured with dual parallel rails extending longitudinally along the actuator housing, wherein the guide rail assembly maintains linear motion of the toothed sector gear (104) and prevents lateral displacement during actuation.