DESC:TECHNICAL FIELD
[0001] The present subject matter relates to a brake assembly for a vehicle and more particularly to a brake pedal mechanism of the brake assembly of the vehicle.

BACKGROUND
[0002] In any vehicle, brake assembly is a critical component of the vehicles for safe maneuverability of the vehicle. According to the vehicle layout there are hand operated braking system and leg operated brake assemblies. Hand operated braking systems are generally provided with a lever, which is pulled by the driver to operate the brake for controlling vehicle speed. Leg operated brake levers are generally provided with a foot pedal for operation of the brake for controlling vehicle speed. Hand operated brakes are commonly provided in two wheelers and some three wheelers and foot operated brakes are generally provided in automobiles like passenger cars, light commercial vehicles and 3-wheeler auto rickshaws.
[0003] Generally, there are multiple technologies available for braking systems operations such as mechanism braking system, hydraulic braking systems, electromagnetic braking systems and many more. While maneuvering the vehicle safety of the passengers is very important and therefore the response of the braking system plays an important role. The brake assembly should respond quickly and smoothly for the same and therefore hydraulic braking systems are preferred across most vehicles. Hydraulic braking systems uses a fluid which is pressurized by the application of load on the pedal through a master cylinder.
[0004] In addition to the actual brake performance of the brake assembly, confidence of the driver also play an important role in quality of driving of the vehicle. Confidence of the driver is determined by the response time of the brake assembly, pedal effort and travel time for brake application. Therefore, a brake assembly is required which ensures a quick response of the brake assembly with minimum pedal effort and minimum travel time of the brake pedal.

BRIEF DESCRIPTION OF DRAWINGS
[0005] The detailed description is described with reference to the accompanying figures. The same numbers are used throughout the drawings to reference like features and components.
[0006] Fig. 1 depicts a three wheeled vehicle as an exemplary embodiment of the present subject matter.
[0007] Fig. 2 depicts a brake assembly of the three wheeled vehicle, in accordance with an exemplary embodiment of the present subject matter.
[0008] Fig. 3 depicts a conventional brake pedal mechanism of the brake assembly, in accordance with existing technology related to the present subject matter.
[0009] Fig. 4 depicts a brake pedal mechanism of the brake assembly, in accordance with an exemplary embodiment of the present subject matter.
[00010] Fig. 5 depicts an exploded view of the brake pedal mechanism shown in Fig. 4 showing constructional and operational details of the brake pedal mechanism, in accordance with an exemplary embodiment of the present subject matter.
[00011] Fig. 6 depicts a side view of the brake pedal mechanism of figure 4 showing operational details of the brake pedal mechanism, in accordance with the present subject matter.

DETAILED DESCRIPTION OF THE INVENTION
[00012] Driver is more confident while application of brake, if upon application of minimum pressure on brake lever/pedal, the vehicle starts decelerating instantly. In case of any lag between pressing the pedal and deceleration of the vehicle, the brake application is not considered efficient. Also, in scenarios where, the pedal is required to be pressed more for a longer distance or more application of force is required, the drivers will not be very confident about efficient of the brake assembly provided in the vehicle even if the brake is working fine.
[00013] In order to achieve quick response from brakes with minimum effort generally the hydraulic braking systems are preferred. There are many advanced solutions are available even to improve the existing hydraulic braking systems to enhance the braking experience. For example, booster systems are available for the braking systems, which are installed along with the existing hydraulic braking systems. Although, these booster systems are highly effective and reliable solution, but these have some inherent drawbacks such as requirement of additional space, fitment in the exiting layout of the vehicle and high additional cost. In Low-cost vehicles, such as three wheelers and two wheelers use these boosters requires modification and incur booster and modification cost, which is not preferred by the customer as well as the manufactures.
[00014] There are other mechanisms available to reduce the braking effort. For example, by increasing the pedal ratio the output can be increased with less input effort. The pedal ratio gives the mechanical advantage of multiplying the effort given by the driver. Referring to Figure 3, pedal ratio is determined directly by the length (X) of the pedal (F) and the distance of master cylinder clevis pin (CP) from the pedal pivot point (P). Therefore, by increasing the pedal length (X), the pedal ratio is increased which results in low effort and high output.
[00015] In current three-wheeler brake assembly design, brake pedal is a single structural member which if kept smaller for less pedal travel, increases pedal effort and if the length is increased effort reduces but the travel time of the pedal increases, which does not give a quick application of brake feeling to the customer. For good brake performance and fell, both pedal effort and travel should be minimum. Therefore, a simple and low-cost braking system is required, which is simple, low cost that has optimized brake pedal effort and minimum pedal travel with improved braking response and provide feel to the customer for instant and smooth brake application. Generally variable brake pedal ratio mechanisms are used to achieve the above objective, which are mainly based on pully mechanism which again require additional space and modification in the system.
[00016] Therefore, it is an objective of the present invention to provide a braking system that addresses one or more above mentioned other related concerns.
[00017] It is an objective of the present invention to provide a brake assembly for a vehicle to amplify rotation of a brake pedal for effective braking comprising a brake lever and an auxiliary lever. The brake lever having a brake pedal, a first pivot and a first lever coupling means. The brake pedal being disposed at a first end of the brake lever and configured to be pressed to rotate the brake lever through an input angle; the first pivot being disposed at a first distance from the first end, and the first lever coupling means being disposed at a second distance from the first end. The auxiliary lever a first auxiliary coupling means for coupling the auxiliary lever to the brake lever and a second auxiliary coupling means for coupling the auxiliary lever to a brake of the vehicle. the first auxiliary coupling means being disposed at a first end of the auxiliary lever and the second auxiliary coupling means being disposed on a second end of the auxiliary lever. The first lever coupling means and the first auxiliary coupling means being operably connected to couple the brake lever and the auxiliary lever, such that rotation of the brake lever through the input angle results in an amplified rotation of the auxiliary lever for the effective braking. The amplified rotation of the auxiliary lever defines an output angle of rotation of the auxiliary lever being more the input angle of rotation of the brake lever.
[00018] The first lever coupling means comprising a slot disposed between the first pivot and a second end of the brake lever and the first auxiliary coupling means comprising a flat base fixed with a pin disposed on the first end of the auxiliary lever, wherein the pin being extended outwards from the flat base towards the pedal. The pin being disposed in the slot to operably connect the first lever and the auxiliary lever, the pin being configured to slide in a longitudinal direction within the slot to define a variable coupling point between the brake lever and the auxiliary lever resulting in a variable distance between the first pivot and the pin disposed in the slot. The variable distance (D3) between the first pivot of the pedal and the variable coupling point between the brake lever and the auxiliary lever being configured to change upon rotation of the brake lever through the input angle.
[00019] The second auxiliary coupling means comprising a cam lever being configured to be coupled to a clevis of a master cylinder of the brake assembly, and wherein the cam lever coupled with the clevis being configured to convert the amplified rotation of the auxiliary lever in a vertical motion of a piston connected to the clevis.

[00020] The first auxiliary coupling means and the second auxiliary coupling means being fixed at a joint sustainably at a center portion of the auxiliary lever, connecting a portion of the flat base of the first auxiliary coupling means and a portion of the cam lever of the second auxiliary coupling means. The joint of the auxiliary lever being pivotally coupled with the first pivot of the brake pedal on the brake pedal side. The joint of the auxiliary lever is also pivotally coupled with a brake assembly support on the mounting brake side to support the brake assembly to the frame.
[00021] The present invention along with all the accompanying embodiments and their other advantages would be described in greater detail in conjunction with the figures in the following paragraphs. 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.
[00022] Figure 1 shows a three wheeled vehicle (hereinafter ‘vehicle’) (100) as an exemplary embodiment of the present subject matter. The three wheeled vehicle (100) is a passenger vehicle and generally includes a driver compartment (DC) and a passenger compartment (PC) supported by a frame. The frame includes a head tube (101) extending downward in the driver compartment (DC) and followed by a center long member (102) and a plurality of side members (103), extending rearwards in the vehicle longitudinal direction (A-A’). The center long member (102) and the plurality of side members (103) are disposed parallel to each other and supports a floorboard (not shown) of the vehicle (100) in the driver compartment (DC) as well as the passenger compartment (PC). A driver seat (104) in the driver compartment (DC) and is supported on a seat frame (105) supported on the center long member (102) and on a plurality of side pillars (106) extending upwards from the plurality of side members (103). In the passenger compartment (PC), the plurality of side members (103) extend upwards and rearwards to define a rear passenger seat support structure. A braking system (107) is deployed in the vehicle (100) as a speed management mechanism while operating the vehicle (100). A brake assembly (108) of the braking system (107) is disposed on the head tube (101) of the frame such that the distance of a brake pedal (109) of the brake assembly (107) is suitable for the driver occupying the driver seat (104) for application of brake while operating the vehicle (100).
[00023] Referring to figure 2, the braking system (107) of the vehicle (100) is described. The braking system (107) primarily includes a parking brake (110), a front brake (111), a rear brake (112), a brake assembly (108), and a plurality of connecting means (113). The front brake (111) is disposed on a front wheel (114) and the rear brake (112) is disposed on one or more rear wheels (115) of the vehicle (100). The brake assembly (108) is operably connected to one or more of the parking brake (110), the front brake (111), and the rear brake (112) by the connecting means (113). For example, in some brake systems, the brake assembly (108) is connected only to the rear brake (112). Whereas, in some brake systems, such as combined brake systems, the brake assembly (108) is connected to both the front brake (111) and the rear brake (112). Generally, the parking brake (110) is connected only to the rear wheels (114) and is operable using an independent switch (not shown), whereas in an embodiment, the parking brake (110) may be operationally connected to the brake assembly (108).
[00024] Referring to Figure 4 and Figure 5, the brake assembly (108) of the brake system (107) is shown supported on the head tube (101) through a mounting bracket (116). The brake assembly (108) includes a brake lever (117), an auxiliary lever (118) and a master cylinder (119). The brake lever (117) is operationally connected to the auxiliary lever (118) which is further operationally connected to a piston (120) of the master cylinder (119) such that the rotation of the brake lever (117) is amplified by the auxiliary lever (118) and transferred to the piston (120) of the master cylinder (119) to effective braking with minimum effort from the driver applying the brake.
[00025] The brake lever (117) includes the brake pedal (109), a first portion of lever (121), a second portion of lever (122), a first pivot (123), and a first lever coupling means (124). The brake pedal (109) is disposed at a first end (125) of the brake lever (117). The brake pedal (109) is configured to be pressed to rotate the brake lever (117) through an input angle. The first pivot (123) is disposed at a first distance (D1) from the first end (125). Portion of the brake lever (117) between the first end (125) and the first pivot (123) is defined as the first portion of lever (121). The first lever coupling means (124) which in one embodiment can be a sliding slot (124) is disposed towards a second end (126) of the brake lever (117) at a second distance (D2) from the first end (125) of the brake lever (117). Portion of the brake lever (117) between the first pivot (123) and the second end (126) is defined as the second portion of lever (122). In an embodiment, the first lever coupling means (124) is a slot (124) disposed between the first pivot (123) and the second end (126) of the brake lever (117). Preferably, the slot (124) is of an longitudinal shape covering in a major portion the second portion of lever (122).
[00026] The auxiliary lever (118) includes a first auxiliary coupling means (127) for coupling the auxiliary lever (118) to the brake lever (117) and a second auxiliary coupling means (128) for coupling the auxiliary lever (118) to the brake of the vehicle through the master cylinder (119). The first auxiliary coupling means (127) being disposed at a first end (129) of the auxiliary lever (118) and the second auxiliary coupling means (128) being disposed on a second end (130) of the auxiliary lever (118). In an embodiment, the first auxiliary coupling means (127) comprising a flat base (131) fixed with a pin (132) disposed on the first end (129) of the auxiliary lever (118), wherein the pin (132) being extended outwards from the flat base (131) towards the brake pedal (117).
[00027] During the brake operation, the pin (132) is disposed inside the slot (124) to operably connect the first lever (117) and the auxiliary lever (118). The pin (132) is configured to slide in a longitudinal direction within the slot (124) to define a variable coupling point between the brake lever (117) and the auxiliary lever (118) resulting in a variable distance (D3) between the first pivot (123) and the pin (132) disposed in the slot (124).
[00028] The variable distance (D3) between the first pivot (123) of the brake lever (117) and the variable coupling point being configured to change upon rotation of the brake lever (117) through the input angle. Due to the variable distance (D3) between the first pivot (123) and the variable coupling point between the brake lever (117) and the auxiliary lever (118), rotation of the brake lever (117) through the input angle results in an amplified rotation of the auxiliary lever (118) for effective braking. The amplified rotation of the auxiliary lever (118) is an output angle of rotation of the auxiliary lever (118) being more the input angle of rotation of the brake lever (117).
[00029] Further, the second auxiliary coupling means (128) of the auxiliary lever (118) comprising a cam lever (133). The came lever (133) is configured to be coupled to the clevis (120) of the master cylinder (119) of the brake assembly (108). The cam lever (133) coupled with the clevis (120) converts the amplified rotation of the auxiliary lever (118) in a vertical motion of a piston (134) connected to the clevis (120).
[00030] The first auxiliary coupling means (127) and the second auxiliary coupling means (128) are fixed at a second pivot joint (135) at sustainably a center portion of the auxiliary lever (118). A portion of the flat base (131) of the first auxiliary coupling means (127) is fixedly connected to a portion of the cam lever (133) of the second auxiliary coupling means (128) at the second pivot joint (135) such that a distance (D4) is constant between the pin (132) and the clevis (120) coupled to the cam lever (133). The second pivot joint (135) of the auxiliary lever (118) is pivotally coupled with the first pivot (123) of the brake pedal (117) on the brake pedal (117) side and with a brake assembly support (136) on the mounting brake (116) side to support the brake assembly (108) to the frame. To further support the brake assembly (108) on the frame, one or more mounting points (137) are provided on the master cylinder (119) configured to be fixedly attached to one or more supports (138) provided on the mounting bracket (116).
[00031] Referring to Figures 6, operational enablement of the present invention is shown describing the amplified rotation of the auxiliary lever (118) upon rotation of the brake lever (117) through the input angle for effective braking of the vehicle. While driving the vehicle, when the driver applies input force on the brake pedal (109), the brake lever (117) rotates at a certain angle corresponding to the input force i.e. the input angle. Once the brake lever (117) rotates, the pin (132) slides within the slot (124) disposed between the first pivot (123) and the second end (126) of the brake lever (117) thereby changing the position of the variable coupling point (132p1 to 132p2) between the brake pedal (117) and the auxiliary lever (118). Resulting this shift in position of the variable coupling point, distance D3 from the first pivot (123) to the pin (132) changes from D3p1 to D3p2. When the brake lever (117) rotates, the auxiliary lever (118) also rotates along the coupling point between the brake lever (117) and the auxiliary lever (118). With a forward shift in position of second end (126) of the brake pedal along with an upward shift in position 132p2 of the variable coupling point, the axis of rotation of the auxiliary lever (118) is shifted in an upward and forward position and with a fixed length (D4) between the pin (132) and the clevis (120), the auxiliary lever (118) rotates at the output angle greater than the input angle. A combined effect of pin sliding in the slot and corresponding rotation of auxiliary lever (118) from a forward axis of rotation makes angular displacement of the auxiliary lever more than the input provided on the brake lever. Therefore, with a lesser input angle of rotation of the lever, which can be provided with less force, a higher output angle is achieved therefore, amplified force is transferred to the piston resulting in the more efficient braking. This mechanism improves the brake pedal response by reducing pedal travel with lesser force.
[00032] Improvements and modifications in different embodiments of the invention may be incorporated herein without deviating from the scope of the invention.

LIST OF REFERENCE NUMERALS
100: Vehicle
101: Head tube
102: Center long member
103: Side members
104: Driver Seat
105: Seat frame
106: Side pillars
107: Braking system
108: Brake assembly
109: Brake pedal
110: Parking brake
111: Front brake
112: Rear brake
113: Connecting means
114: Front wheel
115: Rear wheel
116: Mounting bracket
117: Brake lever
118: Auxiliary lever
119: Master cylinder
120: Piston
121: First portion of lever
122: Second portion of lever
123: First pivot
124: First lever coupling means or slot
125: First end of brake lever
126: Second end of brake lever
127: First auxiliary coupling means
128: Second auxiliary coupling means
129: First end of auxiliary lever
130: Second end of auxiliary lever
131: Flat base
132: Pin
133: Cam lever
134: Piston
135: Second pivot joint
126: Brake assembly support
137: Mounting points
138: Support
,CLAIMS:We claim:
1) A brake assembly (108) for a vehicle (100) to amplify rotation of a brake pedal (109) for effective braking, the brake assembly (108) comprising:
a brake lever (117), wherein the brake lever (117) having the brake pedal (109), a first pivot (123) and a first lever coupling means (124);
wherein the brake pedal (109) being disposed at a first end (125) of the brake lever (117) and configured to be pressed to rotate the brake lever (117) through an input angle; the first pivot (123) being disposed at a first distance (D1) from the first end (125), and the first lever coupling means (124) being disposed at a second distance (D2) from the first end (125); and
an auxiliary lever (118), wherein the auxiliary lever (118) having a first auxiliary coupling means (127) for coupling the auxiliary lever (118) to the brake lever (117) and a second auxiliary coupling means (128) for coupling the auxiliary lever (118) to a brake (107) of the vehicle (100);
wherein the first auxiliary coupling means (127) being disposed at a first end (129) of the auxiliary lever (117) and the second auxiliary coupling means (128) being disposed on a second end (130) of the auxiliary lever (118);
wherein the first lever coupling means (124) and the first auxiliary coupling means (127) being operably connected to couple the brake lever (117) and the auxiliary lever (118), such that rotation of the brake lever (117) through the input angle results in an amplified rotation of the auxiliary lever (118) for effective braking.

2) The brake assembly as claimed in claim 1, wherein the amplified rotation of the auxiliary lever (118) defines an output angle of rotation of the auxiliary lever (118) being more the input angle of rotation of the brake lever (117).

3) The brake assembly as claimed in claim 1, wherein the first lever coupling means (124) comprising a slot disposed between the first pivot (123) and a second end (126) of the brake lever (117).

4) The brake assembly as claimed in claim 1, wherein the first auxiliary coupling means (127) comprising a flat base (131) fixed with a pin (132) disposed on the first end (129) of the auxiliary lever (118), wherein the pin (132) being extended outwards from the flat base (131) towards the brake lever (117).

5) The brake assembly as claimed in claim 2 and 3, wherein the pin (132) being disposed in the slot (124) to operably connect the first lever (117) and the auxiliary lever (118), the pin (132) being configured to slide in a longitudinal direction within the slot (124) to define a variable coupling point between the brake lever (117) and the auxiliary lever (118) resulting in a variable distance (D3) between the first pivot (123) and the pin (132) disposed in the slot (124).

6) The brake assembly as claimed in claim 5, wherein the variable distance (D3) between the first pivot (124) of the brake lever (117) and the variable coupling point between the brake lever (117) and the auxiliary lever (118) being configured to change upon rotation of the brake lever (117) through the input angle.

7) The brake assembly as claimed in claim 1, wherein the second auxiliary coupling means (128) comprising a cam lever (133) being configured to be coupled to a clevis (120) of a master cylinder (119) of the brake assembly, and wherein the cam lever (133) coupled with the clevis (120) being configured to convert the amplified rotation of the auxiliary lever (118) in a vertical motion of a piston (134) connected to the clevis (120).

8) The brake assembly as claimed in claim 4 and claim 7, wherein the first auxiliary coupling means (127) and the second auxiliary coupling means (128) being fixed at a second pivot joint (135) sustainably at a center portion of the auxiliary lever (118), connecting a portion of the flat base (131) of the first auxiliary coupling means (127) and a portion of the cam lever (133) of the second auxiliary coupling means (128).

9) The brake assembly as claimed in claim 7, wherein the second pivot joint (135) of the auxiliary lever (118) being pivotally coupled with the first pivot (123) of the brake lever (117) on the brake pedal (109) side; and the second pivot joint (135) of the auxiliary lever (118) being pivotally coupled with a brake assembly support (136) on the mounting brake (116) side to support the brake assembly (108) to the frame.

10) A brake assembly (108) for a vehicle (100), the brake assembly (108) including:
a master cylinder (119)
a brake lever (117) having a first lever portion (121) and a second lever portion (122), a first pivot (123);
wherein the first lever portion (121) being used for application of an input brake force, and
wherein the first lever portion (121) being longer than the second lever portion (122);

an auxiliary lever (118) having a first auxiliary coupling means (127) and a second auxiliary coupling means (128), the first auxiliary coupling means (127) and a second auxiliary coupling means (128) being fixed at a second pivot joint (135);

wherein the first auxiliary coupling means (127) and the second auxiliary coupling means (128) of the auxiliary lever (118) being shorter than the first lever portion (121) of the brake lever (117);

wherein the first auxiliary coupling means (127) of the auxiliary lever (118) being slidingly engaged to the second lever portion (122) of the brake lever (117) to transfer the brake force;

wherein the second auxiliary coupling means (128) of the auxiliary lever (118) being configured to transfer an amplified brake force to the master cylinder (119); and

wherein the brake lever (117) being pivoted about an axis of the first pivot (123), and the auxiliary lever (118) being pivoted about an axis of the second pivot joint (135).