FORM 2
THE PATENTS ACT 1970
[39 OF 1970]
&
The Patents Rules, 2003
COMPLETE SPECIFICATION
[See section 10 and rule 13]
TITLE: “A PARKING BRAKE ASSEMBLY FOR A VEHICLE”
Name and Address of the Applicants:
TATA MOTORS PASSENGER VEHICLES LIMITED, an Indian company having its registered office Floor 3, 4, Plot-18, Nanavati Mahalaya, Mudhana Shetty Marg, BSE, Fort, Mumbai, Mumbai City, Maharashtra, 400001, India.
Nationality: INDIAN
The following specification particularly describes the invention and the manner in which it is to be performed.
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TECHNICAL FIELD
Present disclosure in general relates to a braking system for a vehicle. Particularly, but not exclusively, the present disclosure relates to a parking brake assembly capable of electronically applying brakes to the vehicle with less effort by a user.
BACKGROUND OF THE DISCLOSURE
Brake systems are a crucial part in automobiles, machinery and locomotives. Brake systems vary from vehicle to vehicle and use different means to stop a moving vehicle in its track. Many vehicles such as but not limiting to cars, buses and trucks utilize friction braking to stop the moving vehicle when required. In modern times, brake systems have evolved, and the vehicles are equipped with precise braking and safety. Some of the brake systems equipped in road vehicles are of hydraulic brake system, disc and drum brake systems, electromagnetic brake and the like. The brakes equipped in vehicles range from cable or linkage brakes to complex hydraulic braking means to control and distribute the braking force. In modern day vehicles, variety of safety equipment’s such as Anti-lock brake system (ABS), Electronic brake force distribution (EBD), hydraulic booster brake system etc,. are used to improve the stopping power of the vehicle. However, these braking systems are very complex in structure, and requires additional mechanism to operate. Moreover, the cost of manufacturing and maintenance cost are not economical.
More particularly, vehicles are installed with parking brakes for stopping the vehicle in a particular gradient or to prevent the vehicle from accidentally moving on its own when parked. Also, parking brake is a safety feature and is a mandatory in many automobile manufacturing industries to equip parking brake in vehicles. Parking brakes are also useful to prevent the vehicle from reversing when the vehicle is parked on a gradient. The parking brake or braking system provided in the vehicles is usually of cable or linkage operated brake systems. The conventional parking brakes are of lever type or pedal type operated mechanically. In such mechanical parking brake systems, an effort will be applied at parking brake lever end and this effort is magnified by fixed lever ratio or variable lever ratio of parking brake lever which is transmitted through a parking brake equalizer mechanism or cross pulling mechanism to a rear brake assembly for parking. Conventionally, the parking brake equalizer mechanism divides the tension (T) generated by the actuation of the parking brake lever into two parts. The tension (T) is divided by the parking brake equalizer into tension (T/2) and is transmitted to the wheels
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of the vehicle. Also, conventional, the parking brake equalizer mechanism has a load efficiency of 50% and travel efficiency of 100%. Since, the parking brake is generally applied to the rear wheels of the vehicle and the brake force applied directly depends on the amount of force applied on the brake lever by a user, extra or strenuous force must be applied by the user on the parking brake lever. Further, as the conventional parking brake equalizer is manually and mechanically operated, requires high effort at parking brake lever end, to hold the vehicle on gradient. The amount of brake force applied on the parking brakes directly depends on the amount of force applied on the brake lever by the user. The brake lever for applying the parking brake consists of plurality of notches wherein, actuation of the brake lever locks onto any one of the notches. The more the force applied on the brake lever, higher is the level of notch through which the brake gets engaged. For applying the parking brake for a vehicle stopped on a gradient, the force applied by the user has to be high on the brake lever.
Figure 1 illustrates prior art of the existing cable or linkage type of brake system (100A). The existing cable or linkage type of brake system (100A) comprises of a brake equalizer unit (1’) provided in-between the floor brackets (2’, 3’). The floor brackets (2’, 3’) are equipped with cable connectors (4’, 5’) through which the cables are crimped or fixed on to the brake equalizer unit (1’). Once the actuation cable (6’) is actuated due to an action on the brake lever (3), the tension force (T) on the actuation cable (6’) actuates the brake equalizer unit (1’) in the direction of the tension force (T). The brake equalizer unit (1’) distributes this tension force (T) to the brake cables (7’, 8’) fixed to the brake equalizer unit (1’). The brake cables (7’, 8’) fixed to the brake equalizer unit (1’) is directly linked to the left-hand side and right-hand side brakes of the vehicle. Once the tension force (T/2) is acted on the cables (7’, 8’), the brakes will be engaged, and the brake is applied to the wheels of the vehicle. Thus, the amount of tension force provided to each braking cable (7’, 8’) is considerably lower than the tension force applied by the user on the actuation cable.
In light of foregoing discussion, there is a need to develop a brake system which is sophisticated to the user and to overcome the limitations stated above.
SUMMARY OF THE DISCLOSURE
The shortcomings of the prior art are overcome, and additional advantages are provided through the assembly as claimed in the present disclosure. Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects
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of the disclosure are described in detail herein and are considered a part of the claimed disclosure.
In one non-limiting embodiment of the present disclosure, a parking brake assembly for a vehicle is disclosed. The parking brake assembly comprises a mounting bracket fixed to a chassis of the vehicle. A first shaft movably disposed at a first end within the mounting bracket and comprises a plurality of first pulleys rotatably disposed on the first shaft. The first shaft is displaceable between a first position and a second position. A pair of brake cables connected to the first shaft at one end, and each of the pair of brake cables is connected to a left and right rear brake units. A second shaft connected at a second end of the mounting bracket opposite the first end. The second shaft comprises a plurality of second pulleys coupled with the plurality of first pulleys on the first shaft through a pulley cable. A clutch pulley is mounted on the second shaft and carries one end of the pulley cable. The clutch pulley is configured to actuate the plurality of second pulleys and the plurality of first pulleys through the pulley cable. A gearbox is mounted along an axis of the second shaft and coupled to the clutch pulley. The gearbox is configured to actuate the clutch pulley for rotating the second shaft. Further, an actuator is coupled with the gearbox, and is configured to selectively actuate the plurality of second pulleys to displace the first shaft from the first position to the second position for applying tension force on the pair of brake cables for braking.
In an embodiment, the mounting bracket is defined with at least one opening to receive the second shaft disposed along a second axis defined across the mounting bracket.
In an embodiment, the mounting bracket is defined with a slot to allow displacement of the first shaft between the first position and the second position along a longitudinal direction of the mounting bracket.
In an embodiment, the parking brake assembly comprises a cover plate adapted to cover the at least one opening, wherein the cover plate is configured to support the gearbox along the axis (B-B).
In an embodiment, the parking brake assembly comprises a rotating disc coupled to an output shaft of the gearbox and movably disposed on the second shaft. The rotating disc is configured to selectively engage and disengage with the clutch pulley upon operation of the gearbox.
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In an embodiment, the first shaft comprises at least one first resilient member to support the plurality of first pulleys upon rotation of the first shaft about the axis (B-B).
In an embodiment, the second shaft comprises at least one second resilient member to support the plurality of second pulleys upon rotation of the second shaft about the second axis.
In an embodiment, the parking brake assembly comprises a brake wire connected to a central portion of the first shaft at one end and an other end of the brake wire is connected to a parking brake lever. The brake wire is configured to actuate the first shaft upon operating the parking brake lever.
In an embodiment, the parking brake assembly further comprises a control unit communicatively coupled with the actuator. The control unit is configured to receive a first signal upon actuation of a switch provided on a vehicle console by a user. The control unit activates the actuator to displace the first shaft towards the second shaft to engage rear brakes of the vehicle. The control unit receives a second signal by the user upon de-actuation of the switch and de-activates the actuator to retract the first shaft to original position about the first axis to release the rear brakes for movement of the vehicle.
In one non-limiting embodiment of the present disclosure, a method of operating a parking brake assembly of a vehicle is disclosed. The method comprises the steps of initially determining an ignition ON condition of the vehicle by a control unit. Later, the control unit receives a first signal and activates an actuator to actuate a gearbox for rotating a second shaft in a clock-wise direction about a second axis. The actuator displaces a first shaft to a second position towards a second shaft for applying tension force on the brake cables to engage brakes of the vehicle. The first shaft is movably disposed within a mounting bracket and the second shaft comprises a plurality of second pulleys coupled to a plurality of first pulleys mounted on the first shaft by a pulley cable. Further, the control unit receives a second signal. Lastly, the control unit de-activates the actuator to de-activate the gearbox for rotating the second shaft in an anti-clockwise direction. The first shaft is retracted to a first position away from the second shaft for releasing the brakes of the vehicle.
In an embodiment, the first signal is generated upon actuation of a switch by a user. The switch is provided in a vehicle console.
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In an embodiment, the second signal is generated upon actuation of the switch (400) by the user.
It is to be understood that the aspects and embodiments of the invention described above may be used in any combination with each other. Several of the aspects and embodiments may be combined together to form a further embodiment of the invention.
The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.
BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS
The novel features and characteristic of the disclosure are set forth in the appended description. The disclosure itself, however, as well as a preferred mode of use, further objectives, and advantages thereof, will best be understood by reference to the following description of an illustrative embodiment when read in conjunction with the accompanying figures. One or more embodiments are now described, by way of example only, with reference to the accompanying figures wherein like reference numerals represent like elements and in which:
Figure 1 illustrates top view of a conventional cable or a linkage type of a brake system of the vehicle (Prior art).
Figure 2 illustrates a schematic view of a parking brake assembly with a parking brake lever, in accordance with an embodiment of the present disclosure.
Figure 3 illustrates an exemplary schematic view of the parking brake assembly, in accordance with an embodiment of the present disclosure.
Figure 4 illustrates a schematic view of the parking brake assembly of Figure 2 having engaged position of a rotating disc with a clutch pulley, and the parking brake assembly comprising a control panel having a switch, in accordance with an embodiment of the present disclosure.
Figure 5 illustrates a schematic view of the parking brake assembly of Figure 2 having disengaged position of a rotating disc with a clutch pulley, while the parking brake is not applied, in accordance with an embodiment of the present disclosure.
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Figure 6 illustrates a schematic view of the parking brake assembly of Figure 2 having engaged position of the parking brake applied through the parking brake lever, in accordance with an embodiment of the present disclosure.
Figure 7 illustrates a flow diagram depicting a method of operation of the parking brake assembly, in accordance with an embodiment of the present disclosure.
The figures depict embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the vehicle illustrated herein may be employed without departing from the principles of the disclosure described herein.
DETAILED DESCRIPTION
The foregoing description broadly outlines the features and technical advantages of the present disclosure in order that the description of the disclosure that follows may be better understood. Additional features and advantages of the disclosure will be described hereinafter which form the subject of the disclosure. It should be appreciated by those skilled in the art that the conception and specific embodiment disclosed may be readily utilized as a basis for modifying or designing other brake assemblies of vehicles for carrying out the same purposes of the present disclosure. It should also be realized by those skilled in the art that such equivalent constructions do not depart from the scope of the disclosure. The novel features which are believed to be characteristics of the disclosure, as to its organization, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying figures. It is to be expressly understood, however, that each of the figures is provided for the purpose of illustration and description only and is not intended as a definition of the limits of the present disclosure.
In the present document, the word "exemplary" is used herein to mean "serving as an example, instance, or illustration." Any embodiment or implementation of the present subject matter described herein as "exemplary" is not necessarily to be construed as preferred or advantageous over other embodiments.
While the disclosure is susceptible to various modifications and alternative forms, specific embodiments thereof have been shown by way of example in the drawings and will be described below. It should be understood, however, that it is not intended to limit the disclosure
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to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternatives falling within the scope of the disclosure.
The terms “comprises… a”, “comprising”, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that an assembly that comprises a list of components does not include only those components but may include other components not expressly listed or inherent to such assembly. In other words, one or more elements in the vehicle or assembly proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the assembly.
In the following description of the embodiments of the disclosure, reference is made to the accompanying figure that form a part hereof, and in which are shown by way of illustration specific embodiments in which the disclosure may be practiced. These embodiments are described in sufficient detail to enable those skilled in the art to practice the disclosure, and it is to be understood that other embodiments may be utilized and that changes may be made without departing from the scope of the present disclosure. The following description is, therefore, not to be taken in a limiting sense.
Referring now to the drawings wherein the drawings are for the purpose of illustrating an exemplary embodiment of the disclosure only, and not for the purpose of limiting the same.
Figure 2 illustrates an exemplary schematic view of a parking brake assembly (100) [alternatively referred as “the assembly (100)”], in accordance with an embodiment of the present disclosure. The embodiment of the present disclosure shows the assembly (100) that can be operated both mechanically by a lever and electronically.
Referring to Figures 2-6, the parking brake assembly (100) comprises a mounting bracket (18), which forms an enclosure to support an equalizer assembly (20). In an embodiment, the mounting bracket (18) is provided around a periphery of the equalizer assembly (20). The mounting bracket (18) may be defined with a plurality of provisions [not shown in figures] to movably secure a portion of the equalizer assembly (20).
The mounting bracket (18) is mounted on a chassis (202) of the vehicle (200). The mounting bracket is formed with at least one pair of walls (22) positioned parallel to each other. Each wall of the at least one pair of walls (22) is defined with a slot (12) at a first end (18a) of the mounting bracket (18). The slot is configured to receive a first shaft (11). The first shaft (11) is movably mounted within the mounting bracket (18) and supported at either ends of the at
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least one pair of walls (22). The first shaft (11) is movable between a first position (FP) and a second position (SP) within the slot (12) along a lengthwise direction (A) of the mounting bracket (18). In an embodiment, the first shaft (11) may be rotatable about its own axis. Further, the first shaft (11) rotatably supports a plurality of first pulleys (16b). Each of the plurality of first pulleys (16b) are removably coupled to first shaft (11) in a spaced apart configuration along a length of the first shaft (11). The plurality of first pulleys (16b) are free to rotate along with the first shaft (11). In an embodiment, the plurality of first pulleys (16b) may include three pulleys, however this may not construed as a limitation. Further, at least one first resilient member (13b) may be provided on the end of the first shaft (11) in the space between the mounting bracket (18) and the first plurality of pulleys (16b). The at least one first resilient member (13b) provides support to the first plurality of pulleys (16b), while the first shaft (11) is rotated on its own axis. At least one opening (18c) is defined at a second end (18b) of the mounting bracket (18). A second shaft (10) is received within the at least one opening (18c) and is fixedly mounted to at least one wall of the at least one pair of walls () along an axis (B-B). The second shaft (10) is positioned parallel to the first shaft (11) at a predefined distance.
Referring to Fig. 3, the second shaft (10) is configured to rotate along the axis (B-B). Further, the second shaft (10) is configured to rotatably support a plurality of second pulleys (16a). Each of the second plurality of pulleys (16a) are removably coupled to second shaft (10) in a spaced apart configuration along a length of the second shaft (10). The plurality of second pulleys (16a) are free to rotate on the second shaft (10), about the axis (B-B) of second shaft (10). Further, a clutch pulley (14) is mounted at one end of the second shaft proximate to the at least one opening (8c) and the clutch pulley (14) is spaced apart from the plurality of second pulleys (16a). The plurality of pulleys (16b) are in connection with the second plurality of pulleys (16a) and a clutch pulley (14), by means of a pulley cable (17). One end of the pulley cable (17) is connected to an inner wall of the mounting bracket (18) at a first end cable connector (17a). further, the pulley cable (17) is wound around and receivable by the plurality of first and second pulleys (16b, 16a) and the clutch pulley (14). Another end of the pulley cable (17) is attached to the clutch pulley (14) at a second end cable connector (17b). Further, at least one second resilient member (13a) is provided on the end of the second shaft (11) in a space between the mounting bracket (18) and the plurality of second pulleys (16a). Further, a plurality of a third resilient members (13c) is provided on the second shaft (10) in between the spaces formed by the plurality of second pulleys (16a) and the clutch pulley (14) on the second shaft (10). The second and third resilient members (13a and 13c) provide support to the plurality of second pulleys (16a) and
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clutch pulley (14), while the second shaft (10) is rotated about the axis (B-B).
The mounting bracket (18) further comprises a cover plate (9) adapted to cover the at least one opening (18c) of the mounting bracket (18). In an embodiment, the cover plate (9) may be removably connected to the mounting bracket (18) by a suitable fastening mechanisms such as but not limited to bolting and screwing. A gearbox (8) is mounted along the axis (B-B) of the second shaft (10) and coupled to the clutch pulley (14). The gearbox (8) is configured to actuate the clutch pulley (14) for rotating the second shaft (10). The clutch pulley (14) may be configured to engage with the gearbox (8) via a rotating disc (15). The rotating disc (15) is defined with an inner surface (15a) and an outer surface (15b). The inner surface (15a) of the rotating disc (15) may be configured to engage and/or disengage with the clutch pulley (14) and the outer surface (15b) may be connected with the gearbox (8). In an embodiment the gearbox (8) may be a worm gearbox or any other suitable gearbox. Further, the gearbox (8) is operably connected to an actuator (7) to actuate the gearbox (8). The actuator is configured to selectively actuate the plurality of second pulleys by actuating the gearbox (8) to displace the first shaft (11) from the first position (FP) to the second position (SP).
In as embodiment, as shown in Figure 3, which illustrates a parking brake cable arrangement comprising a cable connector (1), a brake wire (2) and a pair of brake cables (4, 6) and a pair of cable connectors (3, 5). In an embodiment, the brake cable arrangement may be used to connect the equalizer assembly (20) to either or both of the front and rear brake units of the vehicle (200). One end of the cable connector (1) is connected to the brake lever (300) of the vehicle (200) and an other end is connected to the brake wire (2). The other end of the brake wire (2) is connected to the first shaft (11). In other words, the brake wire (2) is directly connected to a central portion of the first shaft (11). The brake wire is configured to displace the first shaft (11) upon operation of the brake lever (300). Each brake cable of the pair of brake cables (4, 6) are connected at an end portions of the first shaft (11). The pair of brake cables (4, 6) are further connected to a left and right brake units (not shown in Figs.) of the vehicle (200) through a pair of cable connectors (3, 5). The pair of cable connectors include a first cable connector (3) and a second cable connector (5). The pair of brake cables (4, 6) are pulled upon displacement of the first shaft (11) to generate a brake force in the left and right brake units of the vehicle (200). This brake force is applied to the wheels of the vehicle (200) equipped with the left and right braking units. Each brake cable of the pair of brake cables (4, 6) are connected to the first cable connector (3) and the second cable connector (5),
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respectively. The connected brake cable (4) and first cable connector (3) is interchangeably connected on a left hand side of the vehicle or right hand side of the vehicle. Similarly, second brake cable (6) and second rear cable connector (5) is interchangeably connected on left hand side of the vehicle or right hand side of the vehicle.
The parking brake assembly (100) further comprises a control unit (30) communicatively coupled with the actuator (7) by a switch (400) provided on a vehicle console (not shown in Figs).The control unit (30) is configured to receive a first signal by a user upon actuation of the switch (400). The control unit activates the actuator (7) to displace the first shaft (11) to a second position (SP) towards the second shaft (10) to engage brakes of the vehicle (200). The control unit is also configured to receive a second signal by the user upon de-actuation of the switch (400). Consequently, the control unit de-activates the actuator (7) to retract the first shaft (11) back to the first position (FP) to release the brakes for movement of the vehicle (200). In an embodiment, the switch (400) may be directly connected to the actuator (7) such that operation of the switch will activate or de-activate the actuator (7) to displace the first shaft (11) from the first position (FP) and the second position (SP) for braking the vehicle (200) and vice-versa for releasing the brakes.
Referring to Fig. 4 and Fig. 5 which illustrates an engaged position of clutch pulley (14) with the rotating disc (15) and a method of operation of the parking brake assembly (100). In this configuration, the parking brake assembly (100) is configured to transmit a braking force to the wheels of the vehicle (200), electronically. Initially, the actuator (7) is to be actuated. This can be achieved by pressing a switch (400) connected to the actuator (7), in accordance with an embodiment of the present disclosure. At step 701, the control unit (30) determines an ignition ON condition of the vehicle (200). Then, at step 702, the control unit (30) receives a first signal upon actuation of the switch (400). The swich (400) is pushed to switch ON by a user/driver of the vehicle (200). Upon receiving the first signal, at step 703, the control unit activates the actuator (7) to actuate the gearbox (8) to rotate. The rotating disc (15) connected to gearbox (8), rotates. The gearbox (8) magnifies a torque produced by the actuator (7) and supplies this torque to the rotating disc (15). Further, the rotating disc (15) rotates and moves towards and engages with the clutch pulley (14), thereby rotating the clutch pulley (14) mounted on the second shaft (10). Due to this, clutch pulley (14), the first and the second plurality of the pulleys (16a and 16b) mounted in the first and second shafts (11, 10) rotate as they are interdependently connected by the pulley cable (17). Further, the winding of the pulley
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cable (17) over the plurality of first pulleys (16b) mounted on the first shaft (11), makes the first shaft (11) to slide within the slot (12). Due to the wounding action of pulley cable (17) on the plurality of first and second pulleys (16a, 16b), the first shaft (11) slides in the direction (A). This, sliding action of the first shaft (11), generates a tension force and pulls the first and second brake cable (4, 6). Further, the first and second cable connector (3, 5) connected to first and second brake cable (4, 6), respectively are pulled to generate a braking force on the at least two wheels of the vehicle (200). Thus, first and second cable connector (3, 5) is operated to apply brakes to the at least two wheels of the vehicle (200). The first and second rear brake cable (4, 6) can be interchangeably connected on left or right side of the vehicle (200), applying brakes to respective left hand side rear wheel and right hand side rear wheel.
When effort is applied by the user on the brake lever (300), the load travels from the brake lever (300) to the first shaft (11), through the brake wire (2). The first shaft (11) act as a load distributor and transmits the load to first and second rear brake cable (4, 6). Thus, this load applies braking force to the at least two rear wheels of the vehicle (2000 equally. Therefore, the parking brake lever (300) applied manually requires more effort by the user. According to the disclosure of the present invention, the load is applied electronically, due to the configuration of the parking brake assembly (100) having the actuator (7), the gearbox (8) to engage and disengage the rotating disc (15) and the clutch pulley (14). More particularly, the braking force is to be applied by starting the actuator (7). When a switch (400) is pushed to switch ON by a user/driver of the vehicle, the actuator (7) rotates the gearbox (8), which rotates the rotating disc (15). The rotating disc (15) is coupled to the clutch pulley (14) and hence the clutch pulley (14) also rotates which pulls the pulley cable (17). This pull of the pulley cable (17) develops a tension force. As the pulley cable (17) is wound on the first plurality of pulleys (16b), the tension force (TF) is increased to number of times the pulley cable (17) passes on the first shaft (11). In an embodiment where there are four first and second plurality of pulleys (16b, 16a), the tension force (TF) of the pulley cable (17), develop tension force (8TF) on the first shaft (11), which slides in the slot (12). This increased tension force makes the first shaft (11) to slide in the slot (12). Further, the first shaft (11) act as a load distributor and transmits the load to first and second rear brake cable (4, 6). The distributed tension force (4TF) is transmitted to each of the first rear brake cable (4) and the second rear brake cable (6), through the first shaft (11), which act as load distributor and transmitter. Thus, this load apply brakes to the at least two rear wheels of the vehicle (200) equally. Therefore, the load applied through the parking brake assembly (100) is higher and eliminates the effort of the user.
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Referring to Figure 5, a disengaged parking brake position of the parking brake assembly (100) is shown, while parking brake is not applied, in accordance with an embodiment of the present disclosure. The parking brake lever (300) is made to disengagement when the vehicle (200) is to be moved. The first shaft (11) in the sliding slot (12) is in its disengagement position and thus the first and second brake cable (4, 6) are no longer pulled. Further, the first and second cable connector (3, 5) connected to first and second brake cable (4, 6), respectively are in disengagement position. Thus, brakes are not applied to the at least two rear wheels of the vehicle (200).
An embodiment of the present disclosure also comprises the mechanically applied parking brake. In the circumstances of actuator (7) malfunction or when the actuator (7) fails to operate, the mechanical parking brake can be applied. Figure 6 illustrates a schematic view of the engaged parking brake lever (300) when a parking brake is mechanically applied through the parking brake lever (300), in accordance with an embodiment of the present disclosure. In this, the pulley cable (17) does not get wound on the plurality of the pulley, instead, the first shaft (11) is pulled by the brake cable (2). When the parking brake is applied mechanically, by pulling the parking brake lever (300), the cable connector (1) is pulled, which pulls the brake wire (2). Further, the sliding of first shaft (11), pulls the pair of brake cables (4, 6). Further, the first and second cable connector (3, 5) connected to first and second rear brake cable (4, 6), respectively are pulled. Thus, first and second rear cable connector (3, 5) is operated to apply brakes to the at least two rear wheels of the vehicle (200). The first and second rear brake cable (4, 6) can be interchangeably connected on left or right side of the vehicle (200), applying brakes to respective left hand side rear wheel and right hand side rear wheel.
In an embodiment of the present disclosure, the actuator (7) can be a wiper motor of the vehicle. The actuator (7) used for the operation of a wiper [not shown in Figures] can be used to operate the parking brake assembly (100) electronically.
In an embodiment, a light indicator (600) is connected to the switch (400) and equipped within a vehicle display. The light indicator (600) is configured to illuminate upon actuation of the switch or when the brakes are applied to provide visual indication to the user on the status of braking of the vehicle (200).
The parking brake assembly (100) of the present disclosure reduces the power requirement as, the amount of brake force applied is magnified due to the arrangement of plurality of pulleys (16a and
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16b), clutch pulley (14) and pulley cable (17) and first and second shaft (16b, 16a) of the present disclosure. Advantageously, the user can operate the parking brake assembly (100) by pressing the switch (400) with minimum effort, as compared to the effort required to apply the brakes manually through brake lever (300). Also as seen in one of the embodiments of the present disclosure, the parking brake assembly (100) can be disengaged, and the parking brake system can be operated mechanically.
Equivalents:
With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity. While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purpose of illustration and are not intended to be limiting.
Table of Referral Numerals:

Referral numerals Description
100 Parking brake assembly
200 Vehicle
300 Parking brake lever
400 Switch
600 light indicator
1 Cable connector
2 Brake wire
3 First cable connector
4, 6 Pair of brake cables
5 Second cable connector
7 Actuator
8 Gearbox
9 Cover plate
10 Second shaft

11 first shaft
12 slot
13a At least one second resilient member
13b At least one first resilient member
13c At least one third resilient member
14 Clutch pulley
15 Rotating disc
16b Plurality of first pulleys
16a Plurality of second pulleys
17 Pulley cable
17a first end cable connector
17b second end cable connector
18 mounting bracket
18a First end
18b Second end
18c At least one opening
20 equalizer assembly
22 At least one pair of walls

We Claim:
1. A parking brake assembly (100) for a vehicle (200), the assembly (100) comprising:
a mounting bracket (18) fixed to a chassis (202) of the vehicle (200);
a first shaft (11) movably disposed at a first end (18a) within the mounting bracket and comprises a plurality of first pulleys (16b) rotatably disposed on the first shaft (11), wherein the first shaft (11) is displaceable between a first position (FP) and a second position (SP);
a pair of brake cables (4, 6) connected to the first shaft (11) at one end, wherein each of the pair of brake cables (4, 6) is connected to a left and right brake units;
a second shaft (10) rotatably connected at a second end (18b) of the mounting bracket (18) opposite the first end (18a); the second shaft (10) comprises a plurality of second pulleys (16a) coupled with the plurality of first pulleys (16b) on the first shaft (11) through a pulley cable (17);
a clutch pulley (14) mounted on the second shaft (10) and carries one end of the pulley cable (17), the clutch pulley (14) is configured to actuate the plurality of second pulleys (16a) and the plurality of first pulleys (16b) through the pulley cable (17);
a gearbox (8) mounted along an axis (B-B) of the second shaft (10) and coupled to the clutch pulley (14), wherein the gearbox (8) is configured to actuate the clutch pulley (14) for rotating the second shaft (10); and
an actuator (7) coupled with the gearbox (8), wherein the actuator (7) is configured to selectively actuate the plurality of second pulleys (16a) to displace the first shaft (11) from the first position (FP) to the second position (SP) for applying tension force on the pair of brake cables (4, 6) for braking.
2. The parking brake assembly (100) as claimed in claim 1, wherein the mounting bracket (18) is defined with at least one opening (18c) to receive the second shaft (10) disposed along the axis (B-B) defined across the mounting bracket (18).
3. The parking brake assembly (100) as claimed in claim 1, wherein the mounting bracket (18) is defined with a slot (12) to allow displacement of the first shaft (11) between the first position (FP) and the second position (SP) along a longitudinal direction (A) of the mounting bracket (18).

4. The parking brake assembly (100) as claimed in claim 1, comprises a cover plate (9) adapted to cover the at least one opening (18c), wherein the cover plate (9) is configured to support the gearbox (8) along the axis (B-B).
5. The parking brake assembly (100) as claimed in claim 1, comprises a rotating disc (15) coupled to an output shaft of the gearbox (8) and movably disposed on the second shaft (10), wherein the rotating disc (15) is configured to selectively engage and disengage with the clutch pulley (14) upon operation of the gearbox (8).
6. The parking brake assembly (100) as claimed in claim 1, wherein the first shaft (11) comprises at least one first resilient member (13b) to support the plurality of first pulleys (16b) upon rotation of the first shaft (11) about the second axis (B-B).
7. The parking brake assembly (100) as claimed in claim 1, wherein the second shaft (10) comprises at least one second resilient member (13a) to support the plurality of second pulleys (16a) upon rotation of the second shaft about the axis (B-B).
8. The parking brake assembly (100) as claimed in claim 1, comprises a brake wire (2) connected to a central portion of the first shaft (11) at one end and an other end of the brake wire (2) is connected to a parking brake lever (300), the brake wire (2) is configured to actuate the first shaft (11) upon operating the parking brake lever (300).
9. The parking brake assembly (100) as claimed in claim 1, comprises a control unit (30) communicatively coupled with the actuator (7), wherein the control unit (30) is configured to:
receive a first signal upon actuation of a switch (400) by a user, the switch (400) is provided on a vehicle console;
activate the actuator (7) to displace the first shaft (11) to a second position (SP) towards the second shaft (10) to engage brakes of the vehicle (200);
receive a second signal upon de-actuation of the switch (400) by the user; and
de-activate the actuator (7) to retract the first shaft (11) back to the first position (FP) to release the brakes for movement of the vehicle (200).
10. A method (700) of operating a parking brake assembly (100) of a vehicle (200), the
method (700) comprising:
17

determining by a control unit (30), an ignition ON condition of the vehicle (200):
receiving, by the control unit (30) a first signal
activating, by the control unit (30), an actuator (7) to actuate a gearbox (8) for rotating a second shaft (10) in a clock-wise direction about an axis (A-A) to displace a first shaft (11) to a second position (SP) towards a second shaft (10) for applying tension force on the brake cables (4, 6) to engage brakes of the vehicle (200); the first shaft (11) is movably disposed within a mounting bracket (18) and the second shaft comprises a plurality of second pulleys coupled to a plurality of first pulleys mounted on the first shaft by a pulley cable;
receiving, by the control unit (30), a second signal; and
de-activating, by the control unit (30), the actuator (7) to de-activate the gearbox (8) for rotating the second shaft (10) in an anti-clockwise direction to displace the first shaft (11) to a first position (FP) away from the second shaft (10) to release the brakes of the vehicle (200).
11. The method as claimed in claim 10, wherein the first signal is generated upon actuation of a switch by a user and the switch (400) is provided in a vehicle console.
12. The method as claimed in claim 10, wherein the second signal is generated upon actuation of the switch (400) by the user.
Dated this on 21st March 2023.