Claims:I/We Claim:
1. An elastic member (200) of a braking system comprising one or more movable parts; said elastic member (200) comprises:
an elastic body having a predetermined pre-load and plurality of stiffness including a first stiffness up to a first predetermined state and a second stiffness beyond said first predetermined state and up to a second predetermined state;
wherein,
said elastic body (200) includes a first end (200a) and a second end (200b), said first end (200a) of said elastic body is capable of receiving elastic energy, said first end (200) is relatively displaceable from a first predetermined position to a second predetermined position with respect to said second end (200b), which is fixedly disposed, and;
wherein,
said first end (200a) releases said received elastic energy to substantially move said first end (200a) from said second predetermined position to said first predetermined position based on said predetermined pre-load, and
wherein,
said second stiffness is substantially greater than said first stiffness.
2. The elastic member (200) of a braking system as claimed in claim 1, wherein said plurality of stiffness of said elastic body includes one or more intermediate stiffness between said first stiffness and said second stiffness, wherein said one or more intermediate stiffness gradually increases from said first stiffness to said second stiffness.
3. The elastic member (200) of a braking system claimed claim 1, wherein said elastic body comprises a variable pitch helical coiled spring.
4. The elastic member (200) of a braking system as claimed claim 1 or 3, wherein said elastic body comprises a variable outer diameter, wherein outer diameter (D1) of said second end (200b) is substantially greater than outer diameter (D2) of said first end (200a).
5. The elastic member (200) of a braking system as claimed in claim 4, wherein said elastic body is having a conical shape.
6. The elastic member (200) of a braking system as claimed in claim 1, wherein said elastic body includes an intermediate portion (200c) between said first end (200a) and said second end (200b), wherein outer diameter (D2) of said intermediate portion (200c) is greater than outer diameter (D1) of said first end (200a) and outer diameter(D1) of said second end (200b).
7. The elastic member (200) of a braking system as claimed in claim 5, wherein said elastic body is having a double ended conical shape.
8. The elastic member (200) of a braking system as claimed in claim 1, wherein said elastic body includes an intermediate portion (200c) between said first end (200a) and said second end (200b), wherein outer diameter (D2) of said intermediate portion (200c) is smaller than outer diameter (D1) of said first end (200a) and outer diameter of said second end (200b).
9. The elastic member (200) of a braking system as claimed in claim 8, wherein said elastic body is having an inverted double ended conical shape.
10. The elastic member (200) of a braking system as claimed in claim 4, wherein said elastic body includes a length (L) ranging substantially up to 2.5 times the outer diameter of said elastic member (200).
11. The elastic member (200) of a braking system as claimed in claim 1, wherein said predetermined pre-load and said first stiffness are less than 50% of the total load capacity of said elastic member (200).
12. The elastic member (200) of a braking system as claimed in claim 1, wherein said second stiffness is more than 1.5 times of said first stiffness.
13. A braking system for a vehicle (100) comprising: at least one brake actuation member, at least one brake transmission member, at least one anchoring unit and an elastic member,
wherein,
an elastic body having a predetermined pre-load and plurality of stiffness including a first stiffness up to a first predetermined state and a second stiffness beyond said first predetermined state and up to a second predetermined state;
wherein,
said elastic body (200) includes a first end (200a) and a second end (200b), said first end (200a) of said elastic body is capable of receiving elastic energy, said first end (200a) is relatively displaceable from a first predetermined position to a second predetermined position with respect to said second end (200b), which is fixedly disposed, and;
wherein,
said first end (200a) releases said received elastic energy to substantially move said first end (200a) from said second predetermined position to said first predetermined position based on said predetermined pre-load, and
wherein,
said second stiffness is substantially greater than said first stiffness. , Description:TECHNICAL FIELD
[0001] The present subject matter described herein generally relates to a vehicle, and particularly but not exclusively relates to an elastic member of a vehicle.

BACKGROUND
[0002] In the last few decades, two-wheeler automobile industry has shown a remarkable growth and development, in terms of technology as well as sales. Due to consistent advancement in technology, two-wheeled vehicles, such as bicycles, motorcycles, scooters and light-weight scooters, have succeeded in maintaining their popularity among different sections of society. Different sections of society, based on their requirement, utilize the two-wheeled vehicles for various purposes, such as a recreational activity, a means of transportation, and for sports activities. As a result, it becomes pertinent for the two-wheeler automobile industry to constantly develop and modify the components of the two-wheeled vehicles to suit requirements of different riders.
[0003] In accordance with the same ideology, various types of braking systems have been developed for facilitating braking functionalities in the two-wheeled vehicles. Conventionally, braking systems that allow simultaneous actuation of a front brake and a rear brake by application of a single brake lever have gained widespread popularity across the globe.
BRIEF DESCRIPTION OF THE DRAWINGS
[0004] The detailed description is described with reference to a saddle type two wheeled scooter along with the accompanying figures. The same numbers are used throughout the drawings to reference like features and components.
[0005] Fig. 1illustrates a left hand side view of a two wheeled vehicle, when viewed from left hand side of the rider while the rider is in riding position, in accordance with an embodiment of the present invention.
[0006] Fig. 2 illustrates assembly of an elastic member placed on a brake master cylinder assembly of a vehicle in accordance to an embodiment of the present invention.
[0007] Fig. 3 illustrates assembly of the elastic member and the brake master cylinder assembly on a brake pedal assembly in accordance to an embodiment of the present invention.
[0008] Fig. 4a to Fig. 4c illustrates embodiments of an elastic member in accordance to the present invention.
[0009] Fig. 5 illustrates a comparison graph of corresponding brake pedal load applied for the corresponding brake pedal travel between a conventional brake return spring and a brake pedal having an elastic member in accordance to an embodiment of the present invention.
[00010] Fig. 6 illustrates a comparison graph of brake pedal load X axis applied for brake pedal travel Y axis between a conventional brake return spring and the brake pedal having the elastic member as per an embodiment of the present invention.
[00011] Fig. 7 illustrates a comparison graph illustrating characteristics of brake performance, i.e., pedal load X axis against stopping distance Y axis for braking system with conventional brake return spring and the brake pedal having the elastic member as per an embodiment of the present invention.
DETAILED DESCRIPTION
[00012] Conventionally, two-wheeled vehicles are provided with a braking system for slowing or stopping the vehicle. The braking system, usually, includes at least one brake assembly, such as a front wheel brake assembly and a rear wheel brake assembly for a front wheel and a rear wheel, respectively. Such brake assemblies may include, but are not limited to, a cam lever, a hinge pin, and a pair of brake shoes. Further, each of the front wheel brake assembly and the rear wheel brake assembly is connected to a brake lever for actuation. For example, the brake lever may be coupled to a pair of brake shoes for applying friction to each wheel of the two-wheeled vehicle, as and when required. The brake lever can be connected to the brake assembly in a variety of ways. For example, the brake lever can be connected to the brake assembly by means of a cable. In such a case, one end of the cable may be secured to the brake assembly, 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.
[00013] Generally, the front wheel and the rear wheel are provided with separate braking systems. Conventional two-wheeler braking systems usually include either hand-operated brakes for both the wheels or include a combination of hand-operated and foot-operated brakes. In the latter case, generally, the front wheel brakes are hand-operated, and include a front wheel brake lever mounted on a handle of the two-wheeled vehicle for actuation, whereas the rear wheel brakes can be foot-operated by a rear wheel brake pedal provided near a foot-rest of the rider.
[00014] Current braking systems have limitations in terms of poor response at the start of brake application resulting in excessive braking. When there is poor response during start of the brake application, the brake performance, in terms of deceleration or braking force applied on the wheels, is significantly low for the given pedal effort. Because of which there is a negative effect on the rider’s confidence with regard to application of braking and braking response.
[00015] Typically, this problem is addressed by providing a high lever ratio of the brake system or material with high friction coefficient in a brake liner. However, increasing lever ratio or providing a brake liner with high friction coefficient leads to abrupt braking during panic braking or hard braking. During abrupt braking situations, a sudden locking of wheel or compromise in achieving maximum braking performance is seen as in such scenarios brake performance or brake response ends up being unnecessarily high for given pedal effort.
[00016] Typically, a brake return spring is used in braking systems for returning the brake system and actuator after release of braking. The resistance provided by the brake return spring is more significant at the start of braking but negligible during hard braking. For example, the brake pedal effort should balance brake input force on the wheel brake and the resistance provided by the brake return spring together. During hard braking, the brake return spring resistance can be significantly high or the lever ratio or the friction level can be significantly low to have required braking response for the given effort. So, if the return spring is used with high stiffness or high pre-load, it tends to reduce effective net force from the pedal effort before net force being exerted on the wheel brake system.
[00017] In known arts, springs such as torsional springs, closed coil helical springs or open coil compression springs are known to be used as brake return springs,; and usually these springs are either linear type springs or single rating type springs.
[00018] Known arts which employ linear type spring or single rating type spring as return spring of wheel brake system, have significantly low resistance offered as compared to the forces exerted on the wheel brake system. Hence, such brake return springs fail to postpone wheel locking force.
[00019] For example, under partial braking conditions orin the beginning of brake application, if 40N braking force is applied through the brake pedal, the return spring resists approximately 50% i.e., 20N of the pedal force and allows only remaining 20N i.e.,50% to the wheel brake system. Thus, hard braking or significantly reduced performance for the given effort is felt. Similarly, under panic braking conditions, for example, if 150N braking force is applied through the brake pedal, the return spring resist only 30N to 40N, i.e., 20% to 25% of the pedal force and allows remaining 110N to 120N i.e., 75% to 80% to the wheel brake system. As a result, such a high amount of braking force under panic braking causes very sharp braking.
[00020] Further, usage of linear type spring or single rating type spring as return spring of wheel brake system, also results in spongy feel of the brake, due to limitations in the friction material and brake system lever ratio during panic braking. Spongy feel of the brake system signifies poor braking, which occurs when the brake force applied is less but the lever travel during application of brakes is more.
[00021] Therefore, there is a need of an elastic member, such as a return spring that is aimed at overcoming the above discussed problems associated with return spring during partial or panic braking conditions.
[00022] As per an embodiment of the present subject matter, an elastic member of a braking system, for example a spring comprises of one or more movable parts of a vehicle. The elastic member comprises of an elastic body having a predetermined pre-load and plurality of stiffness including a first stiffness up to a first predetermined state and a second stiffness beyond said first predetermined state and up to a second predetermined state.
[00023] As per an aspect of the present subject matter, the elastic body includes a first end and a second end. The first end of the elastic body is capable of receiving elastic energy, the first end is relatively displaceable from a first predetermined position to a second predetermined position with respect to the second end, which is fixedly disposed.
[00024] As per another aspect of the present subject matter, the first end releases received elastic energy to substantially move the first end from the second predetermined position to the first predetermined position based on the predetermined pre-load.
[00025] As per another aspect of the present subject matter, the second stiffness is substantially greater than the first stiffness.
[00026] As per another aspect of the present subject matter, the predetermined pre-load and the first stiffness are substantially low or less than 50% of the total load capacity of the elastic member, in order to improve brake performance for the given pedal effort during start of brake application.
[00027] As per another aspect of the present subject matter, the second stiffness is substantially higher than the first stiffness or more than 1.5 times the first stiffness in order to increase the pedal effort required for brake performance during hard braking. This enables preventing wheel locking and achieving maximum braking performance.
[00028] As per another aspect of the present subject matter, the predetermined pre-load is substantially equal to inertia of the one or more movable parts of the braking system and required for overcoming friction.
[00029] As per another aspect of the present subject matter, the plurality of stiffness of the elastic body includes one or more intermediate stiffness between the first stiffness and the second stiffness. The one or more intermediate stiffness gradually increases from the first stiffness to said second stiffness.
[00030] As per another aspect of the present subject matter, the elastic member of a braking system comprises of spring with a variable pitch.
[00031] As per an alternate embodiment, the elastic body comprises a variable outer diameter. The outer diameter of the second end is substantially greater than the outer diameter of first end. The elastic body has a conical shape.
[00032] As per an alternate embodiment, the elastic body includes an intermediate portion between the first end and the second end. The outer diameter of the intermediate portion is greater than outer diameter of the first end and outer diameter of the second end. The elastic body has a double ended conical shape.
[00033] As per an alternate embodiment, the elastic body includes an intermediate portion between the first end and the second end. The outer diameter of the intermediate portion is smaller than outer diameter of the first end and the outer diameter of the second end. The elastic body has an inverted double ended conical shape.
[00034] As per an alternate embodiment, the elastic body includes a length ranging substantially up to 2.5 times outer diameter of the elastic member. The length / diameter ratio of 2.5 is provided in order to avoid buckling of the elastic member during actuation.
[00035] As per an alternate embodiment, the elastic member of the braking system as claimed in the present invention is applicable in all types of brake systems like drum brake or SBS etc.
[00036] As per an alternate embodiment, the elastic member of the braking system as claimed in the present invention is applicable in all types of 3 wheelers and 4 wheelers.
[00037] Exemplary embodiments detailing features of the front cowl assembly, in accordance with the present invention will be described hereunder with reference to the accompanying drawings. Various aspects of different embodiments of the present invention will become discernible from the following description set out hereunder. Rather, the following description provides a convenient illustration for implementing exemplary embodiments of the invention. It should be noted that the description and figures merely illustrate principles of the present subject matter. Various arrangements may be devised that, although not explicitly described or shown herein, encompass the principles of the present subject matter. Moreover, all statements herein reciting principles, aspects, and examples of the present subject matter, as well as specific examples thereof, are intended to encompass equivalents thereof. Further, it is to be noted that terms “upper”, “down”, “right”, “left”, “front”, “forward”, “rearward”, “downward”, “upward”, “top”, “bottom”, “exterior”, “interior” and like terms are used herein based on the illustrated state or in a standing state of the two wheeled vehicle with a driver riding thereon. Furthermore, a two wheeled vehicle longitudinal axis refers to a front to rear axis relative to the two wheeled vehicle, while a two wheeled vehicle lateral axis refers to a side to side, or left to right axis relative to the two wheeled vehicle. Also, it is to be understood that the phraseology and terminology used herein is for the purpose of description and should not be regarded as limiting.
[00038] The nature and further characteristic features of the present invention will be made clearer from the following descriptions made with reference to the accompanying drawings. The present subject matter is further described with reference to accompanying figures. It should be noted that the description and figures merely illustrate principles of the present subject matter. Various arrangements may be devised that, although not explicitly described or shown herein, encompass the principles of the present subject matter. Moreover, all statements herein reciting principles, aspects, and examples of the present subject matter, as well as specific examples thereof, are intended to encompass equivalents thereof.
[00039] Fig. 1 illustrates a left hand side view of a two wheeled vehicle 100, when viewed from left hand side of the rider while the rider is in riding position, in accordance with an embodiment of the present invention. The two wheeled vehicle 100 includes a main frame (not shown) to support different parts of the two wheeled vehicle 100. The main frame includes a head tube (not shown) at its front end. The head tube supports a steering shaft (not shown) rotatably in a certain range. In an upper portion of the head tube (not shown), a handlebar 109 is rotatably integrally connected to the steering shaft (not shown). The handlebar 109 is used to steer the two wheeled vehicle 100 and is connected to a front wheel 104 through the steering shaft (not shown) and a front fork assembly 106. An upper portion of the front wheel 104 is covered by a front fender 116 which prevents mud and water from getting deflected towards the steering shaft. Further, the front fork assembly 106 is supported on the front fender 116 by means of a brace fender (not shown).
[00040] In a front portion of the body frame a fuel tank 117 is arranged immediately behind the handlebar 109 and is disposed over a first power source, for example an engine 119. A seat assembly110 is placed behind the fuel tank 117. The seat assembly 110 includes a front rider seating portion 111a and pillion rider seating portion 111b. The pillion rider seating portion 111b is placed on the rear part of the main frame 200, where the rear part of main frame is covered by the tail cover assembly 103.
[00041] For the safety of the rider and in conformance with the traffic rules, a headlamp unit 112 and a turn signal lamp unit (not shown) are provided in the front portion of the two wheeled vehicle 100. On the rear portion of the two wheeled vehicle 100 a tail lamp 113 and a turn signal lamp unit is provided on the rear portion of the tail cover assembly 103.
[00042] Suspension systems are provided for comfortable steering of the two wheeled vehicle 100 on the road. The front fork assembly 106, which forms the front suspension system, serves as rigidity component just like the main frame. The front fork assembly 106 clamped to the head tube (not shown) through an upper bracket (not shown) and a lower bracket (not shown) is capable of being moved to the left and right. Further, a rear suspension system 115, which is a hydraulic damped arrangement, is connected to the main frame. The rear suspension system 115 comprises of at least one rear suspension (not shown) preferably disposed centrally in the longitudinal mid plane of the two wheeled vehicle 100. However, in a two wheeled vehicle 100 with two rear suspensions, the same may be disposed on the left side and the right side respectively of said two wheeled vehicle 100.
[00043] The first power source, for example the engine 119 is mounted to a front lower portion of the main frame by means of an engine mounting bracket (not shown). The engine 119 is equipped with an exhaust system that includes an exhaust pipe (not shown) connected to the engine 119 and a muffler (not shown) connected to the exhaust pipe. The muffler extends rearwards along the right side of the rear wheel 105.
[00044] Further, a swing arm 107 extending rearwards is swingably connected to a lower rear portion of the main frame. The rear wheel 105 is rotatably supported at a rear end of the swing arm 107. Power from the engine 119 is transmitted to the rear wheel 105 through a power drive mechanism, such as a drive chain, so as to drive and rotate the rear wheel 105.
[00045] A rider footrest (not shown) is mounted on by means of add-on mounting structure which is mounted on the main frame. A rear fender 114 for covering an upper side of the rear wheel 105 is mounted to a rear portion of main frame to prevent mud and water splashed by the rotating rear wheel 105 from entering the muffler, the engine 119 and other parts disposed close by. In the present embodiment since the distance between the rear wheel 105 and the rear fender 114 is large, a second rear fender 102 is provided just above the rear wheel 105.
[00046] To enhance the overall aesthetics of the two wheeled vehicle 100 and to prevent undesired foreign particles from entering parts of the two wheeled vehicle 100, a plurality of rear covers (not shown) is attached to a rear portion of the main frame.
[00047] Area below the seat assembly110 and the fuel tank 117 of the two wheeled vehicle 100 is covered on both sides by a cover frame assembly 101. The cover frame assembly 101 is further connected to main frame and the tail cover assembly 103.
[00048] Fig. 2 illustrates assembly of an elastic member 200 placed on a brake master cylinder assembly 201 of a vehicle 100 in accordance to an embodiment of the present invention. As per an embodiment of the present claimed invention, Fig. 2 illustrates an elastic member 200 having variable outer diameter such that a conical shape is formed. Such conical shaped elastic member 200 has non-linear characteristics and is assembled externally on a brake master cylinder assembly 201. The elastic body 200 includes a first end 200a and a second end 200b, As per the present embodiment, the end of the conical shaped elastic member 200 with larger diameter, i.e. a first end 202a, is mounted on the brake master cylinder assembly 201 by means of a holding portion 202, while the other end of the conical shaped elastic member 200 with smaller diameter, i.e., a second end 202b is mounted on end of the master cylinder piston rod 203.
[00049] The first end 200a of the elastic body is capable of receiving elastic energy, the first end 200a is relatively displaceable from a first predetermined position to a second predetermined position with respect to said second end 200b, which is fixedly disposed. The first end 200a releases the received elastic energy to substantially move the first end 200a from the second predetermined position to the first predetermined position based on the predetermined pre-load, such that the second stiffness is substantially greater than the first stiffness.
[00050] Fig. 3 illustrates assembly of the elastic member 200 and the brake master cylinder assembly 201 on a brake pedal assembly 300 in accordance to an embodiment of the present invention. The present illustration depicts that the elastic member 200 is held together on a brake pedal assembly 300 by means of the brake master cylinder assembly 201 and the master cylinder piston rod 203 on either ends of the elastic member 200.
[00051] As per another embodiment, the braking system including elastic member further includes at least one brake actuation member, at least one brake transmission member, at least one anchoring unit and an elastic member. Such that an elastic body having a predetermined pre-load and plurality of stiffness including a first stiffness up to a first predetermined state and a second stiffness beyond the first predetermined state and up to a second predetermined state. The elastic body 200 includes a first end 200a and a second end 200b (shown in Fig. 2). The first end 200a of the elastic body is capable of receiving elastic energy, said first end 200a is relatively displaceable from a first predetermined position to a second predetermined position with respect to the second end 200b which is fixedly disposed. The first end 200a (shown in Fig. 2) of the elastic body is capable of receiving elastic energy, the first end 200a is relatively displaceable from a first predetermined position to a second predetermined position with respect to said second end 200b (shown in Fig. 2), which is fixedly disposed. The first end 200a releases the received elastic energy to substantially move the first end 200a from the second predetermined position to the first predetermined position based on the predetermined pre-load, such that the second stiffness is substantially greater than the first stiffness.
[00052] Fig. 4a to Fig. 4c illustrates embodiments of an elastic member 200 in accordance to the present invention. Fig. 4a illustrates a conical shaped elastic member 200 having an elastic body that includes a first end 200a and a second end 200b. The illustrated conical shaped elastic member 200 has non-linear characteristics and has a predetermined length L. The diameter of the first end 200a of the elastic member 200 is D1 and the diameter of the second end 200b of the elastic member 200 is D2. In order to avoid buckling tendency of otherwise longer elastic member (not shown) the length/diameter ratio of the elastic member 200 is reduced. The elastic member 200 with large diameter, i.e., first end D1 while the other end with smaller diameter, i.e., second end D2, helps in optimum packaging and guiding elastic member 200. The present conical shaped elastic member 200 has variable outer diameter with non-linear characteristics and made of circular wire cross section coils in form of a helix.
[00053] Fig. 4b illustrates an alternate embodiment of the present invention, which illustrates an elastic body having a double ended conical shape. The elastic body includes an intermediate portion 200c between the first end 200a and the second end 200b. The outer diameter D2 of the intermediate portion 200c is greater than the outer diameter D1 of the first end 200a and outer diameter D1 of the second end 200b.
[00054] Fig. 4c illustrates an alternate embodiment of the present invention, which illustrates that the elastic body of the elastic member 200 is having an inverted double ended conical shape. The elastic body of the elastic member 200 includes an intermediate portion 200c between the first end 200a and the second end200b.Theouter diameter D2 of the intermediate portion 200c is smaller than outer diameter D1 of the first end 200a and the outer diameter of the second end 200b.
[00055] In an alternate embodiment the conical shaped elastic member has a constant pitch.
[00056] In an alternate embodiment the cylindrical shaped elastic member has constant diameter and variable pitch of the helical coils.
[00057] Fig.5 illustrates a comparison graph of corresponding brake pedal load applied for the corresponding brake pedal travel between a conventional brake return spring (not shown) and a brake pedal 300 (shown in Fig. 3) having an elastic member 200 (shown in Fig. 2) in accordance to an embodiment of the present invention. It is to be noted that in an alternative embodiment, the brake pedal assembly 300 (shown in Fig. 3) can be replaced by a brake lever (not shown).X axis denotes an equivalent pedal load (N) and the Y axis denotes the equivalent pedal travel (mm). In the present figure the characteristic dotted curve signifies that the conventional brake return spring A has the challenges of either poor returnability or hard braking at partial braking. For example, towards the end of free play of the conventional brake return spring A has a higher resistance i.e. the 2nd vertical line corresponding to pedal load on X axis as compared to the brake pedal 300 having the elastic member 200, in which the resistance to pedal load is reduced (magnitude F1 in X-axis)to 1st vertical line. Further, the conventional brake return spring has less resistance to hard braking. The 3rd vertical line denotes the resistance of the conventional brake return spring and the 4th vertical line denotes the resistance of the brake pedal 300 having the elastic member 200. When compared, it is seen that the resistance to hard braking is increased (magnitude F2 in X-axis) to 4th vertical line.
[00058] Fig. 6 illustrates a comparison graph of brake pedal load on X axis applied for brake pedal travel on Y axis between a conventional brake return spring (not shown) and the brake pedal 300 (shown in Fig. 3) having the elastic member 200 (shown in Fig. 2) as per an embodiment of the present invention. It is to be noted that in an alternative embodiment, the brake pedal assembly 300 (shown in Fig. 3) can be replaced by a brake lever (not shown). The characteristic dotted curve A signifies that the conventional brake return spring has the challenges of either poor returnability or hard braking at partial braking. For example, towards the end of free play of the conventional brake, the return spring has a higher resistance to the pedal load, which is denoted by 2nd vertical line, on X-axis; as compared to the brake pedal 300 having the elastic member 200, in which the resistance to pedal load, is reduced to 1st vertical line by magnitude F1 on X-axis by reducing the stiffness of the elastic member 200, such as a spring, to corresponding slope ? at 2nd vertical line from slope ?’ at 1st vertical line.
[00059] Further, the conventional brake return spring has less resistance to hard braking, 3rd vertical line, as compared to the inventive return spring, in which the resistance, to hard braking is increased to 4th vertical line (magnitude F2 in X-axis), by reducing stiffness from corresponding slope ? at 3rd vertical line to slope ?’ at 4th vertical line.
[00060] Fig. 7 illustrates a comparison graph illustrating characteristics of brake performance, i.e., pedal load on X axis against stopping distance on Y axis for braking system with conventional brake return spring (not shown) and the brake pedal 300 (shown in Fig. 3) having the elastic member 200 (shown in Fig. 2) as per an embodiment of the present invention. The characteristic curve signifies that the conventional brake return spring has the challenges of hard braking at partial braking due to high resistance of brake return spring approximately 50% of pedal effort. For example, towards the end of free play of the conventional brake, the return spring has a high stopping distance for the given pedal load due to higher resistance of brake return spring, denoted by 2nd vertical line, as compared to the brake pedal 300 having the elastic member 200, in which the stopping distance for the given pedal load, denoted on X axis, is reduced due to lower resistance of brake return spring, denoted by 1st vertical line, during start of brake application. The brake pedal 300 having the elastic member 200 achieves higher performance with lower resistance without compromising brake returnability.
[00061] Further, during hard braking, the brake pedal force required for achieving shorter stopping distance i.e. superior brake performance, is increased from 3rd vertical line (conventional brake return spring) to 4th vertical line (brake pedal 300 having the elastic member 200) due to increase in resistance (magnitude F2 of brake return spring during hard braking). Hence, the brake pedal 300 having the elastic member 200 has gradual improved braking without any abrupt wheel locking. This also eliminates spongy feel during hard braking.
[00062] Many modifications and variations of the present subject matter are possible in the light of above disclosure. Therefore, within the scope of claims of the present subject matter, the present disclosure may be practiced other than as specifically described.

List of reference numerals:

100 –vehicle
101 – Cover frame assembly
102 – Second rear fender
103 –tail cover assembly
104 – front wheel
105 – rear wheel
106 – front fork assembly
107 – swing arm
109 – handle bar assembly
110 – seat assembly
111a – front rider seating portion
111b – pillion rider seating portion
112 – headlamp unit
113 – tail lamp
114 – rear fender
115 – rear suspension system
116 – front fender
117 – fuel tank
119 – engine
200– elastic member
201– brake master cylinder
202– holding portion
203– master cylinder piston
200a– First end
200b– Second end
300–Brake pedal assembly