Claims:We claim:
1. A braking system (200, 300, 400, 500, 600) for a motor vehicle (100), said motor vehicle (100) comprising:
one or more front wheel(s) (101);
one or more rear wheel(s) (103);
one or more front wheel brake(s) (102) mounted on said one or more front wheel(s) (101);
one or more rear wheel brake(s) (104) mounted on said one or more rear wheel(s) (103);
an independent brake lever (205, 505, 605);
a synchronous brake lever (210, 310, 410, 610); and
a brake module (230, 430, 530, 630), said brake module (230, 430, 530, 630) comprising:
a synchronous braking unit (235, 435, 535); and
an anti-lock braking unit (240), wherein
said synchronous braking unit (235, 435, 535) receives input from said independent brake lever (205, 505, 605) and said synchronous brake lever (210, 310, 410, 610) for actuating said one or more front wheel brake(s) (102) and said one or more rear wheel brake(s) (104).
2. The braking system (200, 300, 400, 500, 600) for the motor vehicle (100) as claimed in claim 1, wherein said anti-lock braking unit (240) receives at least one intermediate output (290, 291, 491, 590, 591, 690, 691) of said synchronous braking unit (235, 435, 535) for actuating said one or more front wheel brake(s) (102) and said one or more rear wheel brake(s) (104) by one of a simultaneous actuation of said one or more front wheel brake(s) (102) and said one or more rear wheel brake(s) (104) and an independent actuation of one of said one or more front wheel brake(s) (102) and said one or more rear wheel brake(s) (104) and preventing locking of said one or more front wheel(s) (101) and said one or more rear wheel(s) (103) during their braking operation.
3. The braking system (200, 300, 400, 500, 600) for the motor vehicle (100) as claimed in claim 2, wherein said at least one intermediate output (290, 291, 491, 590, 591, 690, 691) of said synchronous braking unit (235, 435, 535) is hydraulic corresponding to both said one or more front wheel brake(s) (102) and said one or more rear wheel brake(s) (104) and wherein said intermediate output (290, 291, 491, 590, 591, 690, 691) is applied through a first brake hose (255, 455, 555, 655) and a second brake hose (260, 460, 660) connected to said anti-lock braking unit (240).
4. The braking system (200, 300, 400, 500, 600) for the motor vehicle (100) as claimed in claim 3, wherein said at least one intermediate output (290, 291, 491, 590, 591, 690, 691), of said synchronous braking unit (235, 435, 535), corresponds to number of wheel brakes of said one or more front wheel brake(s) (102) and said one or more rear wheel brake(s) (104).
5. The braking system (200, 300, 400, 500, 600) for the motor vehicle (100) as claimed in claim 1, wherein said synchronous braking unit (235, 435, 535) comprises at least one pressure control valve.
6. The braking system (200, 300, 400, 500, 600) for the motor vehicle (100) as claimed in claim 2, wherein synchronous braking unit (235, 435, 535) comprises two or more input ports (236, 237) and two or more output ports (238, 239), and said at least one intermediate output (290, 291, 491, 590, 591, 690, 691) of said synchronous braking unit (235, 435, 535) which is functionally connected to said two or more inputs ports (236, 237).
7. The braking system (400, 500, 600) for the motor vehicle (100) as claimed in claim 1, wherein said synchronous braking unit (435, 535) comprises at least one master cylinder (411, 506, 611) disposed away from at least one of the independent brake lever ( 505) and the synchronous brake lever (410, 610) and
said at least one master cylinder (411, 506, 611) is connected to said anti-lock braking unit (240) through an output hose (460, 555, 660).
8. The braking system (500) for the motor vehicle (100) as claimed in claim 1, wherein said synchronous braking unit (535) comprises a first master cylinder (506) and a second master cylinder (411) when an output of said independent brake lever (505 and an output of said synchronous brake lever (410) are non-hydraulic, and wherein said first master cylinder (506) and said second master cylinder (411) are coupled to said independent brake lever (505) and said synchronous brake lever (410), respectively, through one or more intermediate cables (475, 485).
9. The braking system (600) for the motor vehicle (100) as claimed in claim 1, wherein said synchronous braking unit comprises a distributor unit (612) functionally coupled to said synchronous brake lever (610), wherein a second master cylinder (611) of said synchronous braking unit is connected to said distributor unit (612) to actuate thereof, and a second master cylinder (606) integrated with said independent brake lever (606).The braking system (600) for the motor vehicle (100) as claimed in claim 7, wherein said synchronous brake lever (610) actuates said second master cylinder (611) through said distributor unit (612) and a second intermediate cable (675), and said synchronous brake lever (610) actuates said first master cylinder (606) through said distributor unit (612) and an additional cable (617).
10. The braking system (, 500,) for the motor vehicle (100) as claimed in claim 8, wherein said first master cylinder (506) and said second master cylinder (411) are disposed away from said independent brake lever (505) and said synchronous brake lever (410) respectively, and said independent brake lever (505) and said synchronous brake lever (410) are connected to said synchronous braking unit (535) through a first brake cable (515) and a second brake cable (420), respectively..
11. The braking system (200, 300, , 600) for the mot or vehicle (100) as claimed in claim 1, wherein said synchronous braking unit (435, 535) comprises a first master cylinder (206, 606) and a second master cylinder (211, 311) functionally integrated with corresponding said independent brake lever (205, 605) and said synchronous brake lever (210, 310), respectively, when an output of corresponding said independent brake lever (205, 605) and said synchronous brake lever (210, 310, 610) are hydraulic.
12. The braking system (200, 300, 400, 500, 600) for the motor vehicle (100) as claimed in claim 1, wherein said synchronous brake lever (210, 310, 410, 610) is one of a hand-operated brake lever mounted to a handlebar assembly (122) and a foot-operated brake lever disposed in proximity to a rider foot-rest.
13. The braking system (200, 300, 400, 500, 600) for the motor vehicle (100) as claimed in claim 1, wherein said synchronous braking unit (235, 435, 535) is configured to receive input from the independent brake lever (205, 505, 605) as well as the synchronous brake lever (210, 310, 410, 610) and said synchronous braking unit (235, 435, 535), and said one or more front wheel brake(s) (102) is actuated through said anti-lock braking unit (240) through any one input from said independent brake lever (205, 505, 605) and said synchronous brake lever (210, 310, 410, 610).
14. The braking system (200, 300, 400, 500, 600) for the motor vehicle (100) as claimed in claim 1, wherein said synchronous brake lever (210, 310, 410, 610) with said synchronous braking unit (235, 435, 535) is in the form of suspension responsive harmonized braking system.
15. The braking system as claimed in claim 1, wherein said synchronous brake lever (210, 310, 410, 610) with said synchronous braking unit (235, 435, 535) is in the form of outer cable reaction system.
16. The braking system as claimed in claim 1, wherein said synchronous brake lever (210, 310, 410, 610) with said synchronous braking unit (235, 435, 535) is in the form of pivot reaction system.
17. The braking system as claimed in claim 1, wherein said synchronous braking unit (235, 435, 535) comprises an equalizer acting as a force distribution member. , Description:TECHNICAL FIELD
[0001] The present subject matter described herein in general relates to a motor vehicle and more particularly to a braking system for the motor vehicle.
BACKGROUND
[0001] Conventionally, motor vehicles are provided with a braking system for slowing or stopping the vehicle. Typically, in a two- or three-wheeled motor vehicle, the braking system, usually, comprises a front wheel brake and a rear wheel brake for a front wheel and a rear wheel, respectively. Further, each of the front wheel brake and the rear wheel brake is connected to at least one brake lever for actuation. The brake lever enables actuation of the wheel brake. For example, the brake lever is connected to the wheel brake for applying friction to each wheel of the two-wheeled vehicle, as and when required. The brake lever can be connected to the wheel brake in a variety of ways. For example, the brake lever can be connected to the wheel brake by means of a cable. In such a case, one end of the cable may be secured to the wheel brake, and the other end of the cable may be secured to the brake lever. Consequently, actuation of the brake lever may result in actuation of the brake assembly and subsequently, the brake may be applied. Nevertheless, the brake assembly can be connected to the lever by means of hydraulic system also. Furthermore, in some applications, combination of the cable and the hydraulic means is used.
BRIEF DESCRIPTION OF THE DRAWINGS
[0002] The detailed description is described with reference to an embodiment of a two wheeled saddle type vehicle along with the accompanying figures. Similar numbers are used throughout the drawings to reference like features and components.
[0003] Fig. 1 illustrates a right-side view of an exemplary motor vehicle, in accordance with an embodiment of the present subject matter.
[0004] Fig. 2 (a) illustrates a schematic block diagram of a braking system for a motor vehicle, in accordance with an embodiment of the present subject matter.
[0005] Fig. 2 (b) illustrates a schematic view of the braking system for a motor vehicle, in accordance with an embodiment of the present subject matter.
[0006] Fig. 2 (c) illustrates a schematic view of a braking system for a motor vehicle, in accordance with an embodiment of the present subject matter.
[0007] Fig. 3 (a) illustrates a schematic block diagram of a braking system for a motor vehicle, in accordance with a second embodiment of the present subject matter.
[0008] Fig. 3 (b) illustrates a schematic view of the braking system 200, in accordance with a second embodiment of the present subject matter.
[0009] Fig. 4 illustrates a schematic block diagram of a braking system, in accordance with a third embodiment of the present subject matter.
[00010] Fig. 5 illustrates a schematic block diagram of a braking system, in accordance with a fourth embodiment of the present subject matter.
[00011] Fig. 6 illustrates a schematic block diagram of a braking system, in accordance with a fifth embodiment of the present subject matter.
DETAILED DESCRIPTION
[00012] Conventionally, motor vehicles like two-wheeled or three-wheeled motor vehicles are considered to be less stable and a braking system is a critical safety feature for such motor vehicles. Generally, in the two-wheeled or three-wheeled motor vehicles, a disc brake or a drum brake is provided to operate as a front wheel brake and a drum brake or a disc brake is provided to operate as a rear wheel brake. For example, the disc brake is provided as front wheel brake for effective braking and the disc brake or the drum brake is provided on the rear wheel brake depending on the application.
[00013] Conventionally, two- or three-wheeled motor vehicles use only independent and separate brake controls for front wheels and rear wheels unlike other vehicles like passenger cars, trucks and buses etc. Typically, in such independent brake setup, the rear wheel brake is pre-dominantly used when compared to the front wheel brake, which would provide poor braking performance. Such a practice stems from the apprehensions the novice riders have in operating the front wheel brake. But, when the rear wheel brake is independently applied, the stopping distance is higher, as compared to independently applying front wheel brake or applying both front wheel and rear wheel brakes together. In addition, when the front wheel alone is operated, weight transfer towards the front wheel causes the front wheel to brake abruptly, and the rider may experience a sudden jerk or wheel lift-off creating discomfort. The sudden jerk may affect the ride quality and may disturb the balance and stability of the vehicle leading to accident. However, during emergency, panic situations, the rider may operate the front wheel brake with excessive force. Even though, independently operating the front wheel brake rather than the rear wheel brake, provides higher braking efficiency, it is a great challenge due to high risk involved due to possibility of lateral skidding or throw over or nose diving during hard braking. Moreover, a throttle in provided on a side, where the front brake lever is provided. Simultaneous control of the throttle and the front brake lever is difficult, especially under dense traffic, high speed and bad road conditions during emergency, panic situations where the throttle control is frequent.
[00014] Few attempts were made in the art to provide a braking system that combinedly operates the front wheel brake and the rear wheel brake. The simultaneous operation of the front wheel brake and the rear wheel brake by operation of only brake lever, provides shorter stopping distance. Typically, in such braking system, when the front wheel brake is a disc brake, the system uses two hydraulic master cylinders for achieving independent brake operation and simultaneous brake operation. Out of the two master cylinders, one master cylinder is used to actuate one or more calipers of the front wheel brake when one brake lever is actuated and other master cylinder is also used to actuate one or more additional caliper-pistons (other than the calipers earlier mentioned) of the front wheel brake when the other brake lever is actuated. Thus, in some existing systems when a braking system uses a single disc brake itself, two master cylinders are required. Hence, the number of components and hydraulic connection are higher in these systems making them bulkier and complex to accommodate in a compact two- or three-wheeled vehicle.
[00015] Even in case of braking systems that operate both wheel brakes when one brake lever is applied, typically the front brake lever still independently operates the front wheel brake. Excessive application of the front wheel brake may still have the aforementioned and other safety related issues. In order to address the problem related to skidding, which typically occurs when the wheels get locked, an anti-lock brake system (ABS) is used in braking systems. Either the ABS or the combined application of brakes is used in vehicles. Even when ABS is provided, a single channel ABS for a front wheel brake is mostly provided. Due to the use of the single channel ABS, the rear wheel brake is still prone to locking during excessive braking, which may lead to skidding or other safety concerns. Thus, there is a compromise with one of the features like short distance stoppage or avoidance of will skidding.
[00016] Few other attempts were made in the art, where a combined anti-lock brake system is used. The combined anti-lock brake systems are complex and require redesign of major parts of the braking system. For example, a conventional anti-lock brake system is not used and a redesigned anti-lock brake unit is used, which is costlier and bulkier. Such ABS system may comprise an extra ABS channel (a third channel). The front wheel brake receives a signal channel from front brake and channel signal from the combined brake. This again requires a multi pot caliper (three or more) making the caliper bulkier. Moreover, due to a greater number of channels, the assembly is complex and expensive. Further, additional internal child parts are used (additional valves in ABS unit), which increases the weight, size and complexity of the braking system. Moreover, along with the additional channel of ABS, a delay valve is also is used in such system increasing part count and cost. Due to the presence of child parts and the additional parts like the delay valve, the additional channel, the assembly time and servicing processes become complex. Some of these systems consume high power, as three channels have to operated, and whereby life of battery of the motor vehicle is reduced. This may lead to poor customer satisfaction as the servicing requires trained personnel and replacement, servicing costs are higher in such system. With any advanced braking system, gaining customer perceiving value is another great challenge.
[00017] Hence, there is a need for a braking system that is aimed at addressing the aforementioned and other problems in the prior art, without increasing the cost of the system. The braking system should be capable of utilizing an existing ABS unit without the need for migrating to a specialized ABS unit, which would be expensive. Thus, the present subject matter provides a braking system that addresses the aforementioned and other problems in the prior arts.
[00018] The braking system for the motor vehicles comprises one or more front wheel brake(s) corresponding to one or more front wheel(s) and one or more rear wheel brake(s) corresponding to one or more rear wheel(s). Wherever possible, one front wheel brake and one rear wheel brake corresponding to one front wheel and one rear wheel is considered for brevity of explanation and not by way of limitation.
[00019] The one or more front wheel brake(s) is at least partially mounted on the one or more front wheel(s). Similarly, the one or more rear wheel brake(s) is at least partially mounted on the one or more rear wheel(s).
[00020] The braking system comprises an independent brake lever configured to actuate braking force on one of the one or more front wheel brake(s) and the one or more rear wheel brake(s). A synchronous brake lever is configured to actuate braking force on both the one or more front wheel brake(s) and the one or more rear wheel brake(s).
[00021] The braking system comprises a brake module constituted by a synchronous braking unit and an anti-lock braking unit. The synchronous braking receives input from the independent brake lever and the synchronous brake lever. The input from the independent brake lever and synchronous brake lever can be one of a mechanical, by way of cable, and a hydraulic, by way of hose, or a combination thereof.
[00022] At least one intermediate output from the synchronous braking unit is applied to the anti-lock braking unit for actuating the one or more front wheel brake(s) and the one or more rear wheel brake(s) by one of a simultaneous actuation of the one or more front wheel brake(s) and the one or more rear wheel brake(s) and an independent operation of one of the one or more front wheel brake(s) and the one or more rear wheel brake(s), depending on brake lever actuated, and preventing locking of the one or more front wheel brake(s) and the one or more rear wheel brake(s) during braking. In one implementation, the number of intermediate outputs depends on channels from the anti-lock braking unit and number of corresponding brakes connected to the channels.
[00023] The one of the simultaneous actuation of the one or more front wheel brake(s) and the one or more rear wheel brake(s) and the independent operation of one of the one or more front wheel brake(s) and the one or more rear wheel brake(s) is performed depending on actuation of the independent brake lever and the synchronous brake lever. Application of the independent brake lever provides a single output to the anti-lock braking unit to actuate one of the one or more front wheel brake(s) and the one or more rear wheel brake(s). Application of the synchronous brake lever provides two outputs from the synchronous braking unit to the anti-lock braking unit for actuating both the one or more front wheel brake(s) and the one or more rear wheel brake(s).
[00024] The present subject matter is configured to use a standard anti-lock braking unit without the need for any specialized ABS unit with additional channels. For example, in case of two-wheeled vehicle, the present subject matter utilizes on two-channel anti-lock braking unit.
[00025] The at least one intermediate output of the synchronous braking unit is hydraulic for both the one or more front wheel brake(s) and the one or more rear wheel brake(s) irrespective of the configuration of the independent brake lever and the synchronous brake lever. Thus, the present subject can be implemented in any motor vehicle configuration, which has levers operating hydraulic master cylinder or levers operating brake cables.
[00026] In one embodiment, the synchronous braking unit comprises one of at least one pressure control valve. The hydraulic output of the pressure control valve acts as the intermediate output that is applied to the anti-lock braking unit.
[00027] The present subject matter provides a simple circuitry, from the levers to the wheel brake(s), for preforming simultaneous operation of the front wheel brake(s) and the rear wheel brake(s) and preventing locking of wheel(s) thereby providing safe and cost-effective braking system.
[00028] In one embodiment, the synchronous braking unit comprises at least one master cylinder and the at least one master cylinder is connected to the anti-lock braking unit through an output hose. The at least one master cylinder of the synchronous braking unit receives a mechanical input through a cable or the like and the mechanical input is converted to hydraulic input to be applied to the anti-lock braking unit.
[00029] In one embodiment, the synchronous braking unit comprises a first master cylinder and a second master cylinder when an output of the independent brake and an output of the synchronous brake lever are non-hydraulic, say cable operated or the like. The first master cylinder and said second master cylinder are coupled to the independent brake lever and the synchronous brake lever, respectively, through cables or the like.
[00030] In one embodiment, the first master cylinder the second master cylinder that form part of the synchronous braking unit are disposed away from the independent brake lever and the synchronous brake lever, respectively. For example, in case cable operated type levers are being used, the master cylinders can be disposed away from the levers without disturbing the existing configuration of the levers and making the braking system of the present subject matter adaptable to any existing brake configuration.
[00031] In one embodiment, the synchronous braking unit comprises a first master cylinder and a second master cylinder functionally integrated with corresponding independent brake lever and the synchronous brake lever, when an output of both the independent brake lever and the synchronous brake lever are hydraulic. For example, the brake lever and the master cylinder can be disposed in proximity for one to operate other and can be mounted on the handlebar assembly or near to a rider foot-rest.
[00032] The braking system is not limited to hand-operated or foot-operated type braking system and the synchronous brake lever is one of a hand-operated brake lever mounted to a handlebar assembly and a foot-operated brake lever disposed in proximity to a rider foot-rest.
[00033] The synchronous braking unit is configured to receive input from the independent brake lever and the synchronous brake lever, either simultaneously or one after another, and the synchronous braking unit actuates the one or more front wheel brake(s) through any one input from the independent brake lever and the synchronous brake lever thereby eliminating excessive braking due to application of both brake levers.
[00034] In one embodiment, the synchronous braking unit is in the form of suspension responsive harmonized braking system. Depending upon dynamic condition of the suspension, the synchronous braking unit responds dynamically.
[00035] In one embodiment, the synchronous braking unit can be based on outer cable reaction system that uses reaction from an outer cable/sheath during operation of one brake lever corresponding to one wheel brake to actuate another wheel brake.
[00036] In one embodiment, the synchronous braking unit can be based on a pivot reaction system that uses a pivot reaction at a pivot during operation of one brake lever corresponding to one wheel brake to operate another wheel brake.
[00037] In one embodiment, the synchronous braking unit comprises an equalizer acting as a force distribution member for actuation of two-wheel brakes.
[00038] In one embodiment, the brake module is formed by the integration of synchronous braking unit with the anti-locking braking unit.
[00039] The anti-lock braking unit comprises a channel connected to front wheel brake(s). During independent brake lever operation and during synchronous brake lever operation, the front wheel brake(s) is operated through the same channel. Need for an additional channel or a caliper unit with multiple caliper (corresponding to additional channel) is avoided saving cost and providing simple circuity.
[00040] The brake module comprising the synchronous braking unit and the anti-lock braking unit provides an effective braking that provides shorter stopping distance and preventing wheel locking through the same brake module.
[00041] Even if any excessive braking is applied through the independent brake lever, the corresponding wheel brake(s) do not get locked.
[00042] The present subject matter utilizes a simple anti-lock braking unit, which optimally utilizes battery as the number of channels to be operated are optimal thereby avoiding excessive drainage of battery.
[00043] These and other advantages of the present subject matter would be described in greater detail in conjunction with, the figures in the following description.
[00044] Fig. 1 illustrates a right-side view of an exemplary motor vehicle, in accordance with an embodiment of the present subject matter. The motor vehicle 100, according to an embodiment, comprises a front wheel 101. The front wheel 101 is rotatably connected to a front suspension 132. The front wheel 101 is capable of being steered by a handlebar assembly 122. The front wheel 101 is provided with a front wheel brake 102. A rear wheel 103 is rotatably supported by a swing arm 146. The swing arm 146 is connected to a rear suspension 140. A rear wheel brake 104 is supported on the rear wheel 103. The motor vehicle 100 may include one or more front wheel(s) and one or more rear wheel(s) & one or more front wheel brake(s) and one or more rear wheel brake(s). For brevity of explanation and not by way of limitation, the one or more front wheel(s) and the one or more rear wheel(s) & the one or more front wheel brake(s) and the one or more rear wheel brake(s) are referred to in singular form viz. ‘front wheel’, ‘rear wheel’, ‘front wheel brake’, & ‘rear wheel brake’ not by way of limitation but for brevity of explanation. The front suspension 132 and the rear suspension 140 are supported by a frame assembly 150. In one embodiment, the frame assembly 150 comprises a head tube (not shown) disposed at a front portion of the motor vehicle 100, a main frame 151 extending rearwardly downward from the head tube.
[00045] In one embodiment, the motor vehicle 100 includes a fuel tank 136 mounted to the frame assembly 150 and disposed rearward to the handlebar assembly 122. Further, in one embodiment, a seat assembly 138 is provided for a rider to operate the motor vehicle in a seated condition. A power unit 144 including an engine assembly and/ or an electric motor is disposed below the fuel tank 136. A front fender 134 is provided to at least partially cover the front wheel 101. Likewise, a rear fender 142 is disposed at a rear portion of the motor vehicle 100. The motor vehicle 100 comprises a braking system 200 (shown in Fig. 2 (a)). The braking system 200 includes an independent brake lever 205 to operate the front wheel brake 102. A synchronous brake lever 210 is provided to synchronously operate the front wheel brake 102 and the rear wheel brake 104. In one implementation, the independent brake lever 205 is disposed on the handlebar assembly 122 and the synchronous brake lever 210 is disposed near rider foot-rest.
[00046] Fig. 2 (a) illustrates a schematic block diagram of a braking system 200 for a motor vehicle, in accordance with an embodiment of the present subject matter. The braking system 200 comprises an independent brake lever 205 configured to operate a first master cylinder 206. Similarly, a synchronous brake lever 210 is configured to operate a second master cylinder 211. In one embodiment, the first master cylinder 206 and the second master cylinder 211 are connected to a brake module 230 through a first input brake hose 215 and a second input brake hose 220, respectively. A front wheel brake 102 and a rear wheel brake 104 are connected to output of the brake module 230 through a front brake output hose 245 and a rear brake output hose 250 respectively. In the depicted embodiment, the synchronous brake lever 210 is a foot-operated brake lever. The foot-operated brake lever 210 is disposed in proximity to the rider foot-rest in order for the rider to actuate the same through foot.
[00047] In one embodiment, the brake module 230 is configured to actuate the front wheel brake 102 upon application of the independent brake lever 205. The brake module 230 is configured to synchronously actuate the front wheel brake 102 and the rear wheel brake 104 upon application of the synchronous brake lever 210. The brake module 230 comprises a synchronous braking unit 235 and an anti-lock braking unit 240. The first input brake hose 215 and the second input brake hose 220 are connected to the synchronous braking unit 235 and an output of the synchronous braking unit 235, referred to as intermediate output 290, 291, which is applied to the anti-lock braking unit 240 for actuating the front wheel brake 102 or both the front wheel brake 102 and the rear wheel brake 104 simultaneously, depending on lever being actuated, preventing locking of the front wheel 101 and the rear wheel 103 during their braking operation. The anti-lock braking unit 240 performs actuation of the front wheel brake 102, or actuation of both the front wheel brake 102 and the rear wheel brake 104 in a controlled manner depending on the lever being actuated.
[00048] In one embodiment, the at least one intermediate output 290, 291 of the synchronous braking unit 235 is hydraulic corresponding to both the front wheel brake 102 and the rear wheel brake 104 and the at least one intermediate output 290, 291 is fed as input to the anti-lock braking unit 240. The number of intermediate output 290, 291 of the synchronous braking unit 235 corresponds to number of wheel brakes of the front wheel brake 102 and the rear wheel brake 104. For example, the number of intermediate outputs are two, as there is one front wheel brake 102 and one rear wheel brake 104 in the current embodiment.
[00049] Fig. 2 (b) illustrates a schematic view of the braking system 200, in accordance with an embodiment of the presents subject matter. In the illustrated embodiment, the brake module 230 comprises the synchronous braking unit 235 formed by a pressure control valve configured to actuate the rear wheel brake 104 and, or the front wheel brake 102 through the anti-lock braking unit 240. The at least one intermediate output 290, 291 of the synchronous braking unit 235 is connected to the anti-lock braking unit 240 through hoses.
[00050] The synchronous braking unit 235 formed by the pressure control valve comprises a first input port 236 and as second input port 237. The first input brake hose 215 is connected to the first input port 236 and the second input brake hose 220 is connected to the second input port 237. Similarly, the synchronous braking unit 235 comprises first output port 238 and a second output port 239. The first output port 238 is connected to the first output hose 255 and the second output port 239 is connected to the second output hose 260. The synchronous braking unit 235 comprises a piston assembly (not labelled). Actuation of first master cylinder 206 or the second master cylinder 211 causes actuation of the piston assembly whereby the front wheel brake 104, or both the front wheel brake 102 and rear wheel brake 104 are actuated through the anti-lock braking unit 240, respectively.
[00051] In one embodiment, the application of the independent brake lever 205 actuates the first master cylinder 206. The first master cylinder 206 causes a change in hydraulic pressure or causes flow of hydraulic fluid in the first input hose 215. The hydraulic fluid from the first input hose 215 causes actuation of the synchronous braking unit 235 through the first input port 236. The first input port 236 is configured to actuate piston assembly so as to cause a hydraulic pressure change in the first output port 238. The hydraulic pressure at the first output port 238 acts as an input to the anti-lock braking unit 240 corresponding to the front wheel brake 102.
[00052] In one embodiment, the application of the synchronous brake lever 210 actuates the second master cylinder 211. The second master cylinder 211 causes a change in hydraulic pressure or causes flow of hydraulic fluid in the second input hose 220. The hydraulic fluid from the second input hose 220 causes actuation of the synchronous braking unit 235 through the second input port 237. The second input port 237 is configured to actuate piston assembly so as to cause a hydraulic pressure change in the first output port 238 and the second output port 239. The hydraulic pressure at the first output port 238 and the second output port 239 act as an input to the anti-lock braking unit 240 corresponding to the front wheel brake 102 and the rear wheel brake 104, respectively. Thus, the present subject matter provides a synchronous brake operation through the anti-lock braking system 240 whereby effective and safe braking operation is achieved.
[00053] In one embodiment, the synchronous braking unit 235 receives input from the independent brake lever 205 (the first master cylinder 206) and the synchronous brake lever 210 (the second master cylinder 211). However, the synchronous braking unit 235 is configured to deliver only one control (out of the independent brake lever 205 and the synchronous brake lever 210) for actuating the front wheel brake 102 through the anti-lock braking unit 240. As a result, application of single braking force by considering input from both the independent brake lever 205 and the synchronous brake lever 211 is achieved which otherwise can create excessive braking force on the front wheel brake 102, which is undesirable.
[00054] In an embodiment, the anti-lock braking unit 240 comprises an electronic control unit 241 and a hydraulic control unit 242. The electronic control unit 241 is configured to receive data related to wheel speed. The hydraulic control unit 242 senses pressure applied through the first output hose 255 and the second output hose 260 that is analogous to the braking force applied by the rider, which act as input to the anti-lock braking unit 240. According to the hydraulic pressure sensed, a motor M of the hydraulic control unit 242 modulates the hydraulic pressure at the front brake output hose 245 and the rear brake output hose 250 by controlling operation of two pumps P. Depending on speed of the front wheel 101 and the rear wheel 103, and the input from rider, hydraulic pressure is applied to the front wheel brake 102 and the rear wheel brake 104 in a regulated manner to prevent locking of wheel. The present subject matter provides a simple circuitry and is cost effective as it does not require additional channels for usage of the anti-lock braking system 240 for front wheel brake 102. Moreover, a standard anti-lock braking unit (or ABS) can be used in the brake module 230 thereby eliminating need for redesign of a separate ABS unit.
[00055] Fig. 2 (c) illustrates a schematic view of a braking system 200, in accordance with an embodiment of the present subject matter. A front wheel brake 102 is at least partially provided on a front wheel brake 102 and a rear wheel brake 104 is at least partially provided on a rear wheel 103. In one implementation, the wheel brake is a disc brake, which has a disc mounted to the wheel and a caliper mounted to a suspension or a swing arm. The front wheel brake 102 is formed by at least one-disc brake and the rear wheel brake 104 is formed by at least one-disc brake. The front wheel brake 102 comprises a front disc 264 and a front caliper 262. Similarly, the rear wheel brake 104 comprises a rear disc 268 and a rear caliper 266. The front disc 264 and the rear disc 268 rotate along with the front wheel 101 and the rear wheel 103 respectively. The front brake output hose 245 and the rear brake output hose 250 coming from the braking unit 230 are connected to the front caliper 262 and the rear caliper 266 respectively. The calipers 262, 266 are capable of applying frictional force on the disc 264, 268 during application of brake to slow the motor vehicle or to bring it to halt. The front wheel 101 and the rear wheel 103 are provided with a wheel speed sensor (not shown), which is toothed wheel in an implementation. The brake module 230 can be securely supported on a frame assembly 150 (shown in Fig. 1) of the motor vehicle and the brake hoses can be supported by at least a main frame 151 (shown in Fig. 1) of the frame assembly 150.
[00056] Fig. 3 (a) illustrates a schematic block diagram of a braking system 300 for a motor vehicle, in accordance with a second embodiment of the present subject matter. The braking system 300 comprises an independent brake lever 205 configured to operate a first master cylinder 206. Similarly, a synchronous brake lever 310 is configured to operate a second master cylinder 311. In the depicted embodiment, the first master cylinder 206 and a second master cylinder 311 are mounted to a handlebar assembly 122 (shown in Fig. 1) of the motor vehicle. In one implementation, the independent brake lever 205 is mounted on a right-hand side of the handlebar assembly 122 and the synchronous brake lever 310 is mounted on a left-hand side of the handlebar assembly 122. The braking system 300 includes a brake module 230. The brake module 230 comprises an anti-lock braking unit 240 that receives at least one intermediate output 290, 291 from a synchronous braking unit 235 of the brake module 230. The first master cylinder 206 and the second master cylinder 311 are functionally connected to brake module 230 through a first input brake hose 215 and a second input brake hose 320.
[00057] In the present embodiment, the synchronous braking unit 235 comprises the first master cylinder 206 and the second master cylinder 311 functionally integrated with the corresponding independent brake lever 205 and the synchronous brake lever 310, respectively, when an output of both the independent brake lever 205 and the synchronous brake lever 310 are hydraulic. The output of the independent brake lever or the synchronous brake lever being hydraulic implies that that the lever actuates a master cylinder and the output due to actuation in hydraulic. The output of the independent brake lever or the synchronous brake lever being non-hydraulic implies that that the lever actuates a brake cable, and the output due to actuation of the lever is mechanical or the like. The term ‘functionally integrated’ used herein indicates that, say, the first master cylinder 206 and the corresponding independent brake lever 205 are provided in functional proximity and one operating on another. For example, the independent brake lever 205 is configured to directly actuate a piston of the first master cylinder 206. In one embodiment, the brake module 230 is configured to actuate only the front wheel brake 102 upon application of the independent brake lever 205. The brake module 230 is also configured to synchronously actuate both, the front wheel brake 102 and the rear wheel brake 104, upon application of the synchronous brake lever 310.
[00058] Fig. 3 (b) illustrates a schematic view of the braking system 200, in accordance with an embodiment of the presents subject matter. In the illustrated embodiment, the brake module 230 comprises the synchronous braking unit 235 formed by a pressure control valve configured to actuate the rear wheel brake 104 and, or the front wheel brake 102 through the anti-lock braking unit 240. The at least one intermediate output 290, 291 of the synchronous braking unit 235 is connected to the anti-lock braking unit 240. In the present embodiment, there are two intermediate outputs 290 and 291, which a hydraulic fluid output, corresponding to the front wheel brake 102 and the rear wheel brake 104.
[00059] The synchronous braking unit 235 formed by the pressure control valve comprises a first input port 236 and a second input port 237. The first input cable 215 is connected to the first input port 236 and the second input cable 320 is connected to the second input port 237. Similarly, the synchronous braking unit 235 comprises first output port 238 and a second output port 239. The first output port 238 is connected to the first output hose 255 and the second output port is connected to the second output hose 260. The synchronous braking unit 235 comprises a piston assembly. Actuation of first master cylinder 206 or the second master cylinder 311 causes actuation of the piston assembly whereby the front wheel brake 102 or both the front wheel brake 102 and the rear wheel brake 104 are actuated, respectively.
[00060] In one embodiment, the application of the independent brake lever 205 actuates the first master cylinder 206. The first master cylinder 206 causes a change in hydraulic pressure or causes flow of hydraulic fluid in the first input hose 215. The hydraulic fluid from the first input hose 215 causes actuation of the synchronous braking unit 235 through the first input port 236. The first input port 236 is configured to actuate piston assembly so as to cause a hydraulic pressure change in the first output port 238. The hydraulic pressure at the first output port 238 acts as an input to the anti-lock braking unit 240 corresponding to the front wheel brake 102. Similarly, application of the synchronous brake lever 310 actuates the second master cylinder 311. The second master cylinder 311 causes a change in hydraulic pressure or causes flow of hydraulic fluid in a second input hose 320. The hydraulic fluid from the second input hose 320 causes actuation of the synchronous braking unit 235 through the second input port 237. The second input port 237 is configured to actuate piston assembly so as to cause a hydraulic pressure change in the first output port 238 and the second output port 239. The hydraulic pressure at the first output port 238 and the second output port 239 act as an input to the anti-lock braking unit 240 corresponding to the front wheel brake 102 and the rear wheel brake 104, respectively. Thus, the present subject matter provides a synchronous brake operation through the anti-lock braking system 240 whereby effective and safe braking operation is achieved. In an embodiment, the anti-lock braking unit 240 comprises an electronic control unit 241 and a hydraulic control unit 242. The anti-lock braking unit 240 is an electro-mechanical system powered by an on-board battery of the motor vehicle.
[00061] Fig. 4 illustrates a schematic block diagram of a braking system 400, in accordance with a third embodiment of the present subject matter. In the depicted embodiment, the independent brake lever 205 is configured to actuate the first master cylinder 206. A first input hose 415 connects the first master cylinder 206 to a brake module 430. The brake module 430, of the present embodiment, comprises a synchronous braking unit 435. In one embodiment, the synchronous braking unit 435 works on the principle of brake force distribution by using an equalizer (not shown) or the like.
[00062] A synchronous brake lever 410 is functionally connected to a second brake cable 420. The second brake cable 420 is a mechanical cable comprising an inner cable (not shown) and a sheath. The inner cable is slidable about the sheath. The synchronous braking unit 430 comprises at least one master cylinder. In the present embodiment, the synchronous braking unit 430 comprises a second master cylinder 411, which is disposed away from the synchronous brake lever 410, as per one implementation. A first output hose 455 of the synchronous braking unit 435 is connected to a first input port (not shown) of the anti-lock braking unit 240. An intermediate output cable 475 of the synchronous braking unit 435 is connected to the second master cylinder 411. A first output hose 460 of the secondary master cylinder 411 is connected to a second input (not shown) of the anti-lock braking unit 240. The first output hose 455 and the second output hose 460 form an intermediate output 290, 491 of the synchronous braking unit 435 that is applied to anti-lock braking unit 240. The front brake output hose 245 and the rear brake output hose 250 connect the anti-lock braking unit 240 (of the brake module 430) to the front wheel brake 102 and the rear wheel brake 104, respectively. In the illustrated embodiment, the synchronous brake lever 410 is a hand-operated brake lever. In another implementation, the synchronous brake lever 410 is a foot-operated brake lever. The number of intermediate output 290, 491 of the synchronous braking unit 435 corresponds to number of wheel brakes of the front wheel brake 102 and the rear wheel brake 104. For example, the number of intermediate outputs is two, as there is one front wheel brake 102 and one rear wheel brake 104 in the current embodiment.
[00063] Fig. 5 illustrates a schematic block diagram of a braking system 500, in accordance with a fourth embodiment of the present subject matter. In the depicted embodiment, an independent brake lever 505 is functionally connected to a first brake cable 515. A synchronous brake lever 410 is functionally connected to a second brake cable 420. The first brake cable 515 and the second brake cable 420 are connected to a brake module 530. The first brake cable 515 and the second brake cable 420 are mechanical cables comprising an inner cable (not shown) and a sheath. The brake module 530 comprises a synchronous braking unit 535 and an anti-lock braking unit 240. The first brake cable 515 and the second brake cable 420 are connected to the synchronous braking unit 535.
[00064] The synchronous braking unit 530 comprises at least one master cylinder. In the present embodiment, the synchronous braking unit 530 comprises a first master cylinder 506 and a second master cylinder 411. A first intermediate cable 485 of the synchronous braking unit 535 is connected to the first master cylinder 506 and a second intermediate cable 475 of the synchronous braking unit 535 is connected to a second master cylinder 411. The output of the first master cylinder 506 and of the second master cylinder 411 are connected to a first and a second input (not shown) of the anti-lock braking unit 240 through the first output hose 555 and second output hose 460 respectively. The output of the second master cylinder 411 forms part of an intermediate output 591 being applied to the anti-lock braking unit 240. The synchronous braking unit 535 provides at least one intermediate output 590, 591, which is hydraulic fluid/pressure. The intermediate outputs 590, 591 are fed to the anti-lock braking unit 240. The front brake output hose 245 and the rear brake output hose 250 connect the anti-lock braking unit 240 (of the brake module 530) to the front wheel brake 102 and the rear wheel brake 104, respectively. In the depicted implementation, the independent brake lever 505 and the synchronous brake lever 410 are hand-operated brake levers.
[00065] Fig. 6 illustrates a schematic block diagram of a braking system 600, in accordance with a fifth embodiment of the present subject matter. In the depicted embodiment, an independent brake lever 605 is configured to actuate a first master cylinder 606. A secondary brake lever 607 is also configured to actuate the first master cylinder 606, which is independent of the independent brake lever 605. The first master cylinder 606 is connected to a first input hose 615 at one end thereof and other end of the first input hose 615 is connected to a brake module 630. The first input hose 615, in the present embodiment, acts as a first output hose 655.
[00066] A synchronous brake lever 610 is functionally connected to a distributor unit 612. Through the distributor unit 612, the synchronous brake lever 610 is connected to a second intermediate cable 675 and an additional cable 617. The second intermediate cable 675 is connected to a second master cylinder 611. The second master cylinder 611 is in turn connected to the brake module 630 through a second output hose 660. The brake module 630 comprises a synchronous braking unit and an anti-lock braking unit 240. In one implementation, the synchronous braking unit is formed by the distributor unit 612, the additional cable 617, and the secondary lever 607. The additional cable 617 functionally connects synchronous brake lever 610 to the first master cylinder 606. Actuation of the synchronous brake lever 610 actuates the first master cylinder 606 and the second master cylinder 611 synchronously. In one implementation, the additional cable 617 comprises an inner cable and an outer cable (not shown). One end of the inner cable is connected to the synchronous brake lever 610 and the other end of the inner cable is configured to actuate the first master cylinder 606.
[00067] The anti-lock braking unit 240 receives two inputs, which are intermediate outputs 690, 691 of the synchronous braking unit. The anti-lock braking unit 240 has two outputs that are connected to the front wheel brake 102 and the rear wheel brake 104 through a front brake output hose 245 and a rear brake output hose 250. In the present implementation, the synchronous brake lever 610 is a hand-operated brake lever. In another implementation, the synchronous brake lever can be a foot-operated brake lever and is disposed along with a distributor unit near the rider foot-rest.
[00068] Although the subject matter has been described with reference to specific embodiments, this description is not meant to be construed in a limiting sense. Various modifications of the disclosed embodiments, as well as alternate embodiments of the subject matter, will become apparent to persons skilled in the art upon reference to the description of the subject matter. It is therefore contemplated that such modifications can be made without departing from the spirit or scope of the present subject matter as defined.

List of reference signs:

100 motor vehicle
101 front wheel
102 front wheel brake
103 rear wheel
104 rear wheel brake
122 handlebar assembly
132 front suspension
134 front fender
136 fuel tank
138 seat assembly
140 rear suspension
142 rear fender
144 power unit
146 swingarm
150 frame assembly
151 main frame
200/300/400/500/600 braking system
205/505/605 independent brake lever
206/506/606 first master cylinder
210/310/410/610 synchronous brake lever
211/311/411 second master cylinder
215/415/615 first input brake hose
220 second input brake hose
230/430 brake module
235/435/535 synchronous braking unit
236 first input port
237 second input port
238 first output port
239 second output port
240 anti-lock braking unit
241 electronic control unit
242 hydraulic control unit
245 first brake output hose
250 second brake output hose
255/455/555/655 first output hose
260/460/660 second output hose
262 front caliper
264 front disc
266 rear caliper
268 rear disc
290/291/491/590/591/690/691 intermediate output
460 second output cable
475/485/617/675 intermediate cable
415/515 first brake cable
607 secondary brake lever
617 additional cable
M motor
P pump