This invention relates to Mechanical Anti-lock brake system for Rear wheel applications and more particularly in two and three wheeler applications.
This invention further related to anti-lock brew system for rear wheel applications of vehicles and using the method of releasing any excessive brake inputted applied into this anti-lock brake system.
Brake system, as used in all kind of vehides having the ground supporting and rolling wheels and the like, ate high production items that have been tore many, many years. The brake system consists of an actuator, transmission system and fiction-pads.
The intention of the driver or operator is to stop the ducal at a distance as minimum as possible safely from any particular speed and load conditions under any emergency/dangerous situations in the traffic. But it will be highly difficult to manipulate the brake control generally by all kind of the drivers wily different skill levels under this emergency and panic situations.
During emergency, the panic brake control by nominal drivers can normally lead to wheel slddding thereby resulting in loss of speed and direction control. This is one of the major potential causes for the road accidents.
Further in two-wheelers, the wheel slddding is one of the major responsible for extending the problems to a lateral imbalance. This littoral imbalance, which leads to side falling of vehicle in case of single-track vehicles, are die serious issues, as it leads to Mai accidents wilt severe injurious of drivers at high speeds. Also, it may be the cause of major

accidents by rolling over of the riders by the other vehicles in the more traffic conditions. Hence the conventional brake system does not fairy ensure the road safety particularly on two-wheelers under panic situations for hajj kinds of drivers or operators irrespective of their skill levels.
ConvGniional anti-]dock brake systems have been homecare available in the form of electronic control, but they are not widely usable for all two-wheelers and other vehicles because of their expense, power consumption and / or bigger size / heavier weight.
The conventional anti-lock brake systems automatically release the braking when the wheel skidding detected exsceeds beyond its threshold values. After the releasing the brake torque during wheel locking, then the road wheel will start to roll by the vehicle inertia and the adhesion between the wheel and road surface. Again, the brake torque will be released by the de-activation of pressure modulator due to some speed of the wheel. Lihe that it is repeated.
In this perspective, it is an object of the present invention to provide a mechanical anti-lock brake system for the rear wheel applications of road vehicles as mostly preferred to use by the most of the riders and particularly in two and three wheelers using the method of "releasing any excessive brake input force apphed into this anti-lock brake system". Jt should comprise fewer parts, simple in construction, lower cost, free from both power supply and pulsation in the brake actuator, no brake actuator noise unlike the current electronics ABS and free from ^ivironmental factors.
Another objective of the invention is the provision of an improved mechanical anti-lock bmke system, which is bettor reliability, easier &r both maintenance and serviceability.
Page of 20 3

Another object of the invention is to propose a novel mechanical anti-lock brake system, which is employed also for the applications of the mechanicai/y (cam) operated drum-brakes connected to the brake controi unit (actuator) by means of any mechanical linkage or any other known transmission means, with or without having any means for the automatic wear-compensation.
Further objective of the invention is to propose mechanical anti-lock brake system more particularly for the rear wheel applications of road vehicles, which are mostly still preferred by the most of the riders than the front wheels for the safety reasons in case of independent brake controls used in two and three wheeied vehicles.
A further object of the invention is to propose a new and improved mechanical anti-lock brake system^ which is a better alternate tor the known anti-lock brake system of any form.
According to this invention, a mechanical anti-lock brake system for any type of conventional foundation rear brake system and with using the method of releasing any excessive brake input force comprises:
(a) A transmission member in the form of lever, whidi is provided and linked its input point with a transmission system connected to the brake input actuator and its output point with another traiismisaion system connected to the fout^ation brake system in such a way that this ABS transmission lever transmits the brake input force applied into the ABS system firom the brake control actuator into the foundation rear brake system with a constant force-transmission ratio until wheel skidding;

(b) A movable hinge-support, on which this ABS transmission lever is pivoted;
(c) A rigid body, which is rigidly connected to the un-sprung part of rear wheel suspension system and provided with a circular space therein to accommodate the remaining parts of the ABS and the yokes of which is provided for pivoting this movable hinge-support that is abutted on at least a part of this rigid-body or a lug provided at the end of tiie circular space during non-operating condilions;
(d) An intermediate part, which is meant for a relay member in a form of secondary small swing-arm that is pivoted at a point between its two extreme ends to the rigid body and at the common pivot point to the movable hinge and between the yokes of the movable hinge-support provided, one end of which is supported by the rear wheel axle with a swinging motion of this end that is accommodated in the space provided between the yokes of the movable hinge-support provided and the other end which is accommodated inside the circular i^^iace of the rigid body;
(e) A stiffer spring, which is provided and placed inside the circular space of the rigid body in such a way that this stiffer spring is held with preload condition between the rigid-body and the other end of the intermediate part that is opposite to the end connecting to the rear wheel axle;
(f) A weaker spring, which is provided and placed inside the circular space of the rigid body in such a way that this weaker spring is

held with a small marginal preload between the movable hinge-support and the other side intermediate part, which is opposite to its connecting end with rear wheel axle and also angulariy opposite to its side abutting the stiffer spring;
(g) The arrangemGnts of the rigid-body, hinge-support, intermediate part, stiflfer spring and weaker spring are meant for the relay functions of the change-in spring load of stiffer spring during increasing braking into increase in load of tiie weaker spring upon the hingG'Support, in such a way that thisiacrcasG in had of the weaker spring enables the ABS transmission lever for its force transmission until reaching the condition of the wheel slddding inception;
(h) A mechanical stopper, which is provided and rigidly connected to any rigid-member with respect to the input link connected to the ABS transmission lever in such a way that it has to prevent any part of tlie transmission system connecting or before connecting to the ABS transmission lever beyond its predetermined travel due to die imbalance of tlie brake input and i^sponse of rear wheel reaction;
During braking by the brake input applied on the brake actuator, the brake input is transmitted through the ABS transmission lever from the first transmission system connected between the brake input actuator and ABS to the another transmission system connected between tiie ABS and the foundation brake system. This ABS lever does this force transmission with a constant ratio until wheel skidding. As the force is transmitted into the foundation brake system by this ABS lever, the rear wheel reaction

decreases due to the effect of the weight transfer by the vehicle response (longitudinal deceleration). By the effect of the decrease in rear wheel reaction, the load on the stiffer spring varies (decreases) that is resulting in deflection (expansion) of this stiffer spring. This expansion of stiffer spring, which is predominant than that on the weaker spring, forces this weaker spring to deflect (compress). Due to the compression of this weaker spring, the reaction of the pivot support on the movable hinge-support by the load of weaker spring increases proportionally with respect to the brake input applied on the brake control actuator. Hence, this arrangement of these rigid body, ABS lever, movable hinge-support, weaker and stiffer springs and intermediate part is enable to transmit the brake input force applied on the control actuator into the foundation brake systenv through this ABS lever with a constant force-transmission ratio by the balance of the brake input and vehicle response through the increase in weaker spring force upon the movable hinge-support.
When the brake input is exceeded over its limit corresponding to the wheel skidding, then there is no further response on the weaker spring i53rce through the vehicle response. It limits the reaction of the pivot support of the movable hinge-support after the wheel skidding. Then the resultant force of the brake input and its output reactive force acting upon the ABS transmission lever becomes unbalanced with the limits force-response of the weaker spring by an excess brake input force applied upon the actuator a&r wheel skidding. This unbalanced force acting upon the movable hinge-support moves this movable hinge-support along with this ABS transmission lever about tlie point that is pivoting tfu's movable hinge-support iutermediate part and the rigid-body together. Beyond a predetermined travel

of this ABS lever along with this movable hinge-support, this mechanical stopper prevents the part of the transmission system connected between the input point of this ABS lever and the brake input actuator at any point that is either a input point connecting with this ABS lever or any other point before this input-point. Thus this excess brake input applied on the brake input actuator after wheel skidding is balanced by the reaction of this mechanical stopper acting upon the transmission system connec^'ng the brake input actuator and this ABS lever. The ABS output force transmitted from the ABS into the foundation brake system is regulated up to its limit corresponding to the wheel skidding.
As an option, the lug provided at the end of the circulat sf^ice of the rigid body is towards the radially inward direction of the rigid iKwly and abuts the movable hinge-support under the preload of weaker spring under any normal non-operating conditions.
As a fiirther option, the intermediate part, which is pivoted to the rigid body and movable hinge-support together, is accommodated between the yokes of the movable hinge-support provided and pivoted with the rigid body.
As a titiird preferable option, the movable hinge-support is ftirlher provided with a pair of yokes, which is angularly opposite to its abutting side with the weaker spring and its outer side to pivot the ABS transmission member.
As a fourth option, the position of yc^es of the movable hinge-support which is pivoting the ABS transmission levw, is substantially away firom the £pee end of the intermediate member connecting with the rear wheel axle in such a way there is provided with a space between the ABS transmission

lever, movable hinge-support and the rigid body for the secondary swinging movement of the free end of the intermediate member connecting with the rear wheel axle for die entire range of operating conditions.
As a fifth option, both the stiffer and weaker springs are provided in form of either torsional springs or helical coiled springs, which are held between the corresponding ihe parts.
As still further option, both the stiffer and weaker springs are provided with the plumlities.
As a seventh option, the circular space of the rigid body, which accommodate the movable hinge-support, weaker spring(s), intermediate part and the stiffer spring(s), are covered by detachable covers laterally on the both sides of the rigid body to enclose this space for protecting from the dust, mud and the water. These covers are further used to prevent both the weaker and stiffer springs to laterally come out their preloaded conditions under any vibration.
As a eighth option, the mechanical stopper is mounted on the rigid body in such a way that any point of the transmission system (link) that is connected or before connected with the input point of the ABS transmission lever is prevented by the stopper beyond its predetermined travel after the rear wheel skidding.
As a ninth option, the similar rigid-body, intermediate part, movable hinge-support and stiffer and weaker springs are arranged at the rear axk and on right side rear swing arm for balancing the secondary swinging motion of tlie rear axle witli respect to die rear swing aim between left and right sides of the vehicle.

As a still further option, the output end of the ABS transmission lever and the input end of the foundation brake system is provided in a single plane so that they are hinged with a simple rigid link at its both ends.
Further objects and advant^es of the invention will become apparent to those skilled in that art to which the invention relates &om the following description of the preferred embodiments described with respect to the foJJowing drawings. The drawings are not necessary to scale, emphasis instead being placed upon illustrating principles of the invention in clear manner.
BRIEF DESCRIPTION OF THE DRAWINGS
Figure 1 is pictorial view of a preferred embodiment of an anti-lock brake system connected for the rear brake applications of a two-wheeler that is preferably having its rear swing ann;
Figure 2 is a pictorial view of the rear brake system and mechanical rear ABS shov<;ing connected thereto showing its parts;
Figure 3 is a side view of the mechanical rear ABS with rear brake system layout as shown in Figure 2;
Figure 4 is a pictorial view of mechanical rear ABS system and as zoomed from Figure 2;
Figure 5 is a side view of mechanical rear ABS system as shown in Figure 4.
DESCRIPTION OF THE PREFERRED EMBODIMENTS

The ABS transmission lever 1 is pivoted to the movable hinge-support 2 at a point 6. This lever 1 is connected at both its input and output points with input link (brake rod) 3 and output link (another rod) 5, which are respectively connected to brake input actuator (brake pedal) 3-A and brake cam lever 4 of foundation brake system. The brake panel 4-A encloses this foundation brake system connected to the rear wheel 13.
The movable hinge-support 2 is pivoted to the ABS rigid-body 2-A that is rigidly connected to the rear swing-arm 2-B of the two-wheder rear suspension system. This rear swing-arm 2-B is connected to the rear suspension system that is represented by its spring 7 and damper 8 systems, the other end of which is connected to sprung-part (frame) of the vehicle in a known manner. The ABS rigid body is provided with yokes, through which this movable hinge-support 10 is pivoted at a point 2-C.
The intermediate part 10 is also additionally pivoted to the ABS rigid-body 2-A at the same common pivot point 2-C- For accommodating this intermediate part 10 with a common pivoting to both rigid-body 2A and movable hinge-support 2, this movable hinge-support 2 is provided with a pair of yokes that is kept inside of the yokes of the ri^d-body 2-A and between which this intermediate part is accommodated to have a common pivot at this point 2-C.
One free end of the intermediate part 10 is supported by the a^de of the near wheel at a point 10-A. The other end 10-B of this part 10 is kept inside the circular space, which is provided inside of the rigid-body 2 A so that this intermediate part 10 is &©ely movable inside of this rigid-body about its pivot point 2-C. Further the movable hinge-support 2 is movable for its free end inside the circular space oflhis rigid-body 2A.

A stififer spring 11 is held inside the circular space of the rigid-body 2-A and between the rigid-body 2A and the other end 10-B of the intermediate part 10 with a preload. This sdflfer spring II is to balance the normal reaction of the rear wheel 13. This is meant for defining the relatrve angular position of this intermediate part 10 with respect to the rigid-body 2-A by the norma] reaction of the rear wheel 13.
Other side of the intermediate part 10 that is angularly opposite to the stififer spring 11 connecting side is connected to the movable-hinge support 2 through a weaker spring 11-A. This is in such a way that load of the weaker spring 11-A will be transferred to the movable hinge-support 2 as its pivot-reaction, while this weaker spring 11-A is deflected by the angular movement of the intermediate part 10 that is effected by the deflection of this stiffer spring 11. In case of a load of this weaker spring 11-A, the movable hinge-support 2 is abutted on a part of the rigid-body 2-A or a lug that is provided at the other free end of its circular space and projecling radially inward direction with respect to the common pivot axis 2-C.
A rigid mechanical stopper 12 is connected to the rigid-body 2-A in such a way that the movement of the brake rod 3 is to be prevented by this stopper 12 beyond its predetennined travel, after wheel skidding.
When the normal braking was performed without any wheel skidding, the brake input is transferred into the foundation brake system 4-A of the rear wheel 13 through this ABS lever 1 with a constant ratio. Because of the braking by the foundation brake system 4-A, the normal reaction of rear wheel 13 will reduce by the effect of normal load transfer from the rear axle to the front axle. This will cause an angular movement of tiiis intermediate part 10 towards this weaker spring 11-A by the expansion of the sliffer

spring 11. Hence, the reaction of the pivot support 6 is proportionally increased by the load of the weaker spring U-A that is acting on the movable hinge-support 2. Thus this ABS fever 1 enables to transmit the brake input from the brake pedal 3-A into the foundation brake system 4-A with a constant ratio by the continuous balance of the movnble hinge-support 2 sustained by the load of weak spring J1 -A.
After reaching the condt^on of wheel skidding, there is no response in normal reaction of the rear wheel 13 due to the limited vehicle longitudinal deceleration. The response of the deflection of the stiffer spring 11 is limited, even though the brake input is increased excessive than the threshold corresponding to the wheel skidding. It limits the load of the weaker spring 11-A that acts on the moA^ble hinge-support 2 resulting in limitation of the pivot-support reaction 6 of the movable bmg/e-support 2. This excess brake input applied upon the brake actuator (brake pedal) 3-A in turn acting on the input-point of the ABS lever 1 through the brake rod 3 becomes imbalanced. This imbalance of brake input acting on this ABS lever I in turn acting on movable hinge-support 2 moves this movable support 2 away from its normal stable position abutting on the lug and towards the weaker spring 11-A. Beyond its predetermined travel, the brake rod or the input point of the ABS lever 1 is prewnted by the mechanical stopper 12. Hence, a balance of the reaction of the mechanical stopper 12 prevents any intention of applying excess brake input force from the brake pedal 3-A Thus the ABS system regulates its output force into the foundation brake system through the output link 5 with a maximum value corresponding to tlie wheel skidding limits.

For balancing the secondary swinging motion of the rear a^de 10-A with respect to the rear swing arm 2-B between left and right sides of the vehicle, the simikr rigid-body 2-A, intermediate part 10^ movable hinge-support 2 and stiffer and weakGr springs 11 and 11-A are arranged at the rear axle 10-A and right side rear swing arm.
The terms and expressions herein are of description and not of limitation since various other embodiments of this invention are possible without departing from the scope and ambit of this invention.

We Claim:
1. A mechanical anti-lock brake system for any type of conventional foundation rear brake system of motor vehicles, more particularly, two and three wheeler motor vehicle apphcations and with using the method of releasing any excessive brake input force comprises:
i) A transmission member in the form of lever, which is provided and linked its input front with a transmission system connected to the brake input actuator and its output point with another transmission system connected to the foundation brake system in such a way that this ABS transmission lever transmits the brake input force applied into the ABS system from the brake control actuator into the foundation rear brake system with a constant force-transmission ratio until wheel skidding;
ii) A movable hinge-support, on which this ABS transmission lever is pivoted;
iii) A rigid body, which is rigidly connected to the un-sprung part of rear wheel suspension system and provided with a circular space therein to accommodate the remaining parts of the ABS and the yokes of which is provided for pivoting this movable hinge-support that is abutted on at least a part of ^is rigid-body or a lug provided at the end of the circular space during non-operating conditions;
iv) An intermediate part, which is meant for a relay member in a form of secondary small swing-arm that is pivoted at a point

between its two extreme ends to the rigid body and at the
common pivot point to the movable hinge and between the
yokes of the movable hinge-support provided, one end of which
is supported by the rear wheel axle with a swinging motion of
this end that is accommodated in the space provided between
the yokes of the movable hinge-support provided and the other
end which is accommodated inside the circular space of the
rigid body; j
v) A stiffer spring, which is provided and placed inside the circular space of the rigid body in such a way that this stiffer spring is held with preload condition between the rigid-body and the other end of the intermediate part that is opposite to the end connecting to the rear wheel axle;
vi) A weaker spring, which is provided and placed inside the circular space ofj the rigid body in such a way that this weaker spring is held with a small marginal preload between the movable hinge-support and the other side intermediate part, which is opposite to its connecting end with nsar wheel axle and also angularly opposite to its side abutting the stififer spring;
vii) The arrangements of the rigid-body, hinge-support, intermediate part, stiffer spring and weaker spring are meant for the relay functions of the change-in spring load of stifier spring during increasing braking into increase in load of the weaker spring upon the hinge-support, in such a way that this increase in load of the weaker spring enables the ABS transmission lever

for its force transmission until reaching the condition of the wheel skidding inception;
viii) A mechanical stopper, which is provided and rigidly cotvnected to any rigid-member with respect to the input link connected to the ABS transmission lever in such a way that it has to prevent any part of the transmission system connecting or before connecting to the ABS transmission lever beyond its predetermined travel due to the mibalance of the brake input and response of rear wheel reaction.
2. A mechanical anti-lock brake system for any type of conventional foundation rear brake system of motor vehicles as claimed in Claim 1, in which the lug provided at the end of the citculat space of the rigid body is towards the radially inward directicm of the rigid body and abuts the movable hinge-support under the preload of weaker spring under any normal non-operating conditions.
3. A mechanical anti-lock brake system for any type of conventional foundation rear brake system of motor vehicles as claimed in Claims 1 and 2, in which the intermediate part, which is pivoted to the rigid body and movable hinge-support together, is accommodated between the yokes of the movable hinge-support provided and pivoted with the rigid body.4. A mechanical anti-lock brake system for any type of conventional foundation rear brake system of motor vehicles as claimed in Claims 1, 2 and 3, in which the movable hinge-support is further provided with a pair of yokes, which is angularly opposite to its abutting side with the weaker spring and its outer side to pivot the ABS transmission member.

5. A mechanical anti-lock brake system for any type of conventional
foundation rear brake system of motor vehicles as claimed in Claims 1
to 4, in which the position of yokes of the movable hinge-support which
is pivoting the ABS transmission lever, is substantially away from the
free end of the intermediate member connecting with the rear wheel
axle in such a way there is provided with a space between the ABS
transmission lever, movable hinge-support and the rigid body for the
s&condary swinging movement of the free end of the intermediate
member connecting with the rear wheel axle for the entire range of
operating conditions.
i
6. A mechanical anti-lock brake system fox any type of conventional
foundation rear brake system of motor vehicles as claimed in Claims 1 to 5, in which both the stiffer and weaker springs are provided in form of either torsional springs or helical coiled springs, which are hdd between the corresponding the parts.
7. A mechanical anti-lock brake system for any type of conventional
foundation rear brake system of motor vehicles as claimed in Claim 6,
in which botli the stiffer and weaker springs are provided witli tlie
pluralities.
&. A mechanical euiti-lock brake system for any type of conventional foundation rear brake system of motor vehicles as claimed io Claims 1 to 7, in which the circular space of the rigid body, which accomnvodate the movable hinge-support, weaker spring{s), intermediate part and the
stiffer spring(s), are covered by detachable covers laterally on the both
i
sides of the rigid body to enclose this space for protecting from the dust, mud and the water.

t
9. A mechanical anti-lock brake system for any type of conventional foundation rear brake system of motor vehicles as claimed in any one of the preceding Claims wherein the said covers prevent both the weaker and stiifer spnn%'& to laterally come out of tbdr preloaded conditions under any vibration.
10. A mechanical anti-lock brake system for any type of conventional ioundiaAxon rear brake system of motor vehicles as claimed in Claims 1 to 8, in which the mechanical stopper is mounted on the rigid body in such a way that any point of the transmission system (Unk) that is connected or before connected with the input point of the ABS transmission lever is prevented by the stopper beyond its predetermined travel after the rear wheel skidding.

11. A mechanical anti-lock brake system for any type, of conventional foundation rear brake system of motor vehicles as claimed in. Claims 1 to 9, in which the similar rigid-body, intermediate part, movable hinge-support aiid stiflfer ahd weaker springs are arranged at die rear axie and on right side rear swing arm for balancing the secondary swinging motion oftlie rear axle with respect to the i-ear swing ann between left and right sides of the vehicle.
12. A mechanical anti-lock brake system for any type of conventional foundation rear brake system of motor vehicles as claimed in Claims 1 to 10, in which the similar rigid-body, intermediate part, movable hinge-support and stiffer and weaker springs are arranged at the rear axle and on right side rear swing arm for balancing the secondary swinging motion of the rear axle with respect to the rear swing arm between lift and right sides of the vehicle.

I
13. A mechatiical anti-lock brake system for any type of conventional
foundation rear brake system of motor vehicles as claimed in Claims 1
to 11, in which the output end of the ABS transmission lever and the
input end of the foundation brake system are provided in a single
plane. I
14. A mechanical anti-lock brake system as claimed in any one of tiie
preceding Claims wherein the output end of the ABS transmission
lever and the input end of the foundation brake system are provided in
a single p\im& so that they are hinged with a simple rigid link at both
ends. 1
15. A mechanical anti-lock brake system for any type of conventional
foundatioh rear brake system of motor vehicles, more particularly, two
and three-wheeler motor vehicle applications, substantially as herein
described! and illustrated.