DESC:FORM-2
The Patent Act, 1970
(39 OF 1970)
&
The Patent Rules, 2006

COMPLETE SPECIFICATION
(See Section 10 and Rule 13)

TITLE OF THE INVENTION
“COMBINED BRAKING SYSTEM FOR MOTOR VEHICLES”

Endurance Technologies Limited
E-92, MIDC Industrial Area, Waluj,
Aurangabad – 431136, Maharashtra, INDIA

The following specification particularly describes and ascertains the nature of this invention and the manner in which it is to be performed.

Field of Invention

[001] The present invention is related to the braking system for a motor vehicle. More particularly, the invention is related to brake actuation assembly for two-wheeled motor vehicles, preferably bikes and scooters, wherein the brake actuating assembly is capable of performing effective combined braking utilizing a combination of hydraulically operated components and a mechanical lever.

Background of the Invention

[002] As per motor vehicle regulations, every low-powered two-wheeled vehicle is now required to have a combined braking system. The braking system provided is supposed to be capable of applying both, the rear and the front wheel brakes when only the rear-wheel brake lever has been actuated. This has been done with the objective of reducing road accident fatalities due to wheel locking and skidding during emergency braking conditions.

[003] Currently available combined brake actuating assemblies that are actuated using brake pedals need to be provided with sets of hydraulic lines for connecting them directly with front and rear wheel hydraulic brakes via a master cylinder assembly. The direct hydraulic connection between the front and rear hydraulic braking system may generate backpressure in the hydraulic line affecting the operation of the braking system. To overcome this problem, a mechanical link or a cable instead of the hydraulic line is used to establish a dynamic connection between the front and rear wheel brakes. The use of cable increases the frictional losses and reduces the required brake actuation. Even though this disadvantage is well known and well-studied, preference is still given to cable actuating assemblies as they allow for the poor braking effect to be obtained for a given input. The use of cable or hydraulic assembly alone, therefore, increases the chances of backpressure or friction generation respectively. Efforts at failure proofing the entire hydraulic braking system add to the complicacy of the system. Considering these facts about existing brake actuating assemblies there exists a prolonged need for brake actuating assembly for a combined braking system that retains the favorable qualities of both hydraulic and mechanical brake actuating assemblies.

Objectives of the Invention

[004] Therefore the main objective of the present invention is to provide combined braking system for motor vehicles, preferably two-wheelers.

[005] Another objective of the present invention is to provide a combined braking system for motor vehicles that reduces the frictional losses as compared to the existing mechanical brake actuating assemblies.

[006] Still another objective of the present invention is to provide a combined braking system for motor vehicles that reduces the chances of backpressure generation in the hydraulic line as compared to the existing hydraulic brake actuating assemblies.

[007] It is yet another objective of the present invention is to provide a combined braking system for motor vehicles that facilitates a self-alignment of the slave cylinder with a shackle connected to a secondary lever.
[008] It is yet another objective of the present invention is to provide a combined braking system for motor vehicles that reduces the chances of brake failure.

[009] It is yet another objective of the present invention is to provide a combined braking system for motor vehicles that ensures the safety of the rider.

Brief Description of the Drawings

[0010] This invention is illustrated in the accompanying drawings, throughout which reference letters indicate corresponding parts in the various figures. The embodiments herein and advantages thereof will be better understood from the following description when read with reference to the following drawings, wherein

[0011] Figure 1 discloses the system architecture of a combined braking system for motor vehicles in accordance with the present invention.

[0012] Figure 2 presents the perspective view of the front master cylinder assembly with brake actuating assembly (having slave cylinder, secondary lever and shackle) and primary lever in accordance with the present invention.

[0013] Figure 3 shows the three dimensional perspective view of the slave cylinder of brake actuating assembly in accordance with the present invention.

[0014] Figure 4 presents the view of the brake actuating assembly along with the primary lever as per the present invention.
[0015] Figure 5 discloses an enlarged view of the brake actuating assembly in accordance with the present invention.

[0016] Figure 6a illustrates the cut sectional view of the slave cylinder along with the shackle in a non-actuating (non-operative) position as per the present invention.

[0017] Figure 6b shows the cut sectional view of the slave cylinder along with the shackle in an actuating (operative) position in accordance with the present invention.

[0018] Figure 7 illustrates the cut sectional view of the front master cylinder assembly along with primary lever as per the present invention.

[0019] Figure 8 presents the system architecture of another embodiment of the present invention with a delay control valve employed therein.

Detailed Description of the Present Invention

[0020] The invention will now be described in detail with reference to the accompanying drawings which must not be viewed as restricting the scope and ambit of the invention. The Fig. 1 illustrates the schematic of a combined braking system (1000) of the present invention.

[0021] Referring to Fig. 1, the combined braking system (1000) comprises of a rear brake caliper (600), a front brake caliper (300), a handlebar-mounted hydraulic front master cylinder assembly (400F), a front hydraulic line (200), a brake pedal (800), a rear master cylinder assembly (400R), a rear hydraulic line (500), a combined hydraulic line (700), a brake actuating assembly (100) and a primary lever (900).

[0022] The brake pedal (800) having an extended arm (800A) is pivoted at point P1 on the vehicle body. The extended arm (800A) is further pivoted to the push rod (810) at point P2. The push rod (810) is slidably connected to the piston of the rear master cylinder assembly (400R). The rear master cylinder body (400RB) is configured to have a bore at its one end for allowing the movement of the push rod (810) there inside and a port (400RP) for receiving fluid from a fluid reservoir (not shown). The output of the rear master cylinder assembly (400R) gets transmitted to the rear brake caliper (600) via the rear hydraulic line (500).

[0023] The primary lever (900) is fitted with the front master cylinder assembly (400F) with the help of brake lever screw (910) and said front master cylinder assembly (400F) is mounted on the handlebar of a vehicle with the help of mounting brackets. The primary lever (900) is operably connected to the front master cylinder assembly (400F) for operating the front brake caliper (300) via the secondary lever (40). The output of the front master cylinder assembly (400F) gets transmitted to the front brake caliper (300) via the front hydraulic line (200).

[0024] Referring to Figs. 2 and 5, the brake actuating assembly (100) comprises of a slave cylinder (20), a shackle (30), and a secondary lever (40). Said brake actuating assembly (100) is hydraulically connected to the rear master cylinder assembly (400R) and mechanically connected to the front master cylinder assembly (400F) through the secondary lever (40). The brake actuating assembly (100) receives hydraulic actuation from the rear master cylinder assembly (400R) via the combined hydraulic line (700). The front master cylinder assembly (400F) receives a mechanical actuation from the brake actuating assembly (100), when the rear brake pedal (800) is operated by the rider. The output from the front master cylinder assembly (400F) gets transmitted to the front brake caliper (300) via the front hydraulic line (200) for enabling the front wheel braking synchronously with the rear wheel braking.

[0025] Referring to Fig. 2, the front master cylinder body (400FB) is configured to have a Z-profiled arm (410) integrated to it. The said arm (410) has three segments (410A1, 410A2 and 410A3) and it extends in a piston axis direction towards the outlet port (415) side making an offset with a piston axis (XX). The first segment of the arm (410A1) is extended out from the front master cylinder body (410FB). The second segment (410A2) of the arm (410) is perpendicular to the first segment (410A1) of the arm (410) and is extended in the piston axis (XX) direction towards the outlet port (415). This second segment (410A2) is parallel to the piston axis (XX) with an offset equal to the length of the first segment (410A1). The third segment (410A3) of the arm (410) is perpendicularly extended from the second segment (410A2) and is parallel to the first segment (410A1). This third segment (410A3) is a cylindrical boss having a blind threaded bore at its lower surface for pivoting the slave cylinder (20) with the help of a screw (10).

[0026] Referring to Figs. 6a and 6b, the slave cylinder (20) is configured to have a hollow cylindrical shape and a chamber (C) carved there inside. The said chamber (C) of the slave cylinder (20) is open at its one end (E1) and closed at the other end (E2). The slave cylinder (20) has an integrated mounting bracket (22) at its closed end (E2). The mounting bracket (22) is provided with an opening (22H) for pivoting it with the Z-profiled arm (410) of the master cylinder body (400FB) by incorporating the screw (10) there through. The slave cylinder (20) is configured to rotate about the said screw (10) in its assembled condition. The rotating movement of the slave cylinder (20) allows itself to get aligned in the direction of the shackle movement upon operating the primary lever (900). The alignment required between the slave cylinder (20) and the shackle (30) is not a straight-line alignment.

[0027] Further, the slave cylinder (20) is provided with an inlet port (24) and a bleeding port (26) on its body surface. The inlet port (24) is extended out from the slave cylinder (20) and said inlet port (24) and an axis (YY) of a piston (28) of the slave cylinder (20) together forms an acute angle there between. In some cases, the angle between the inlet port (24) and the axis (YY) of a piston (28) of the slave cylinder (20) may be an obtuse angle. The inlet port (24) is in hydraulic connection with the combined hydraulic line (700) through a rubber or steel braided hose (24H), an end connector (24C), a banjo bolt (24B) and a pair of sealing copper washers (24W). The slave cylinder (20) receives pressurized hydraulic fluid there inside from the combined hydraulic line (700) through the inlet port (24).

[0028] The bleeding port (26) is provided for the air/service bleeding and said bleeding port (26) has a cap (26C) screwed to it. The screwed cap (26C) meshes with a threaded passage of the bleeding port (26). For closing or opening of the bleeding port (26), the threaded cap (26C) needs to be rotated in an anti-clockwise or clockwise direction based on its configuration.

[0029] The spring-loaded piston (28) with a piston rod (28A) is slidably arranged inside the hollow chamber (C) of the slave cylinder (20). The piston (28) divides the hollow chamber (C) of the slave cylinder (20) into two sub-chambers viz. oil receiving chamber (C1) and a compression chamber (C2). A piston return spring (20S) is positioned in the compression chamber (C2) against the inner surface of the closed-end (E2) of the slave cylinder (20). The inlet port (24) opens in the oil receiving chamber (C1) between the end lip seal (20L1) and the seal (20L2) at the open end (E1). Both the seals (20L1, 20L2) are placed in the opposite direction so as to form a leak-proof oil receiving chamber (C1). The open end (E1) of the slave cylinder (20) is covered by a grommet (20G) made from a non-metallic or a metallic material and said grommet (20G) has a disc shape profile. The grommet (20G) is provided with a hole (20GH) at its center for facilitating the movement of the piston rod (28A) there through. The grommet (20G) prevents the intrusion of dust and water inside the chamber (C) of the slave cylinder (20).

[0030] As shown in Figs. 2 and 5, the shackle (30) has a pair of parallel arms (32, 34) and a U-shaped connecting arm (35). The said pair of arms (32, 34) is integrally formed with the connecting arm (35) in such way that a curved stepped profile is formed at the joining point of the arms (32, 34) and the connecting arm (35). The said stepped profile enhances the mechanical properties and strength of the shackle (30) thereby eliminating/reducing the chances of failure of the shackle (30) under the action of sudden braking by the rider. The connecting arm (35) is provided with a hole (35H) at its center and the other end of the piston rod (28A) of the slave cylinder (20) is rigidly fixed in the hole (35H) of the connecting arm (35) with the help of fastening means (36) and the said fastening means (36) is selected from a circlip and a nut.

[0031] Each of the arms (32, 34) of the shackle (30) is configured to have an uniquely profiled slot (32C, 34C) so as to facilitate the movement of a pivot pin (60) fitted to shackle segment (40S1) of the secondary lever (40). The pivot pin (60) is movably arranged inside the slots (32C, 34C) of the shackle (30). A fastening means (62, 64) is fitted at both ends of the pivot pin (60) on outer surface of each of the arms (32, 34) so as to restrict the axial movement of the pivot pin (60) in the direction perpendicular to the slots (32C, 34C). The pivot pin (60) holds the arm (40S1) of the secondary lever (40) between the pairs of the shackle arms (32, 34). The said arm (40S1) of the secondary lever (40) is provided with a hole for incorporating the pivot pin (60) there through. The shackle (30) is rotatable about the pivot pin (60). As the pivot pin (60) travels in the uniquely profiled slots (32C, 34C), the axis of rotation of the shackle (30) may change anywhere there within.

[0032] The secondary lever (40) is configured to have a unique profile formed by three segments viz. a shackle segment (40S1), a lever segment (40S2), and a actuation segment (40S3). The secondary lever (40) is operably connected to an actuation rod (400FP) of the front master cylinder assembly (400F) at point (A). The lever segment (40S2) has a hole (40H3). The lever segment (40S2) of the secondary lever (40) and the primary lever (900) are pivoted on to the front master cylinder body (400FB) using a brake lever screw (910). The lever segment (40S2) of the secondary lever (40) is arranged below lower surface (900S) of the primary lever (900). The primary lever (900) is provided with a side extensions (900E1). The side extension (900E1) restricts the rotational movement of the secondary lever (40) in the direction away from the handlebar. The secondary lever (40) is free to rotate towards the handlebar about the brake lever screw (910). The actuation segment (40S3) of the secondary lever (40) is in connection with the actuation rod (400FP) of the front master cylinder assembly (400F). The shackle segment (40S1) is extended from the lever segment (40S2) at its one end and said shackle segment (40S1) is movable between the pair of arms (32, 34) of the shackle (30).

[0033] When the primary lever (900) is operated for applying the front wheel brake, the lever segment (40S2) of the secondary lever (40) rotates with the primary lever (900) causing the movement of the actuation segment (40S3) and the shackle segment (40S1) simultaneously. Thus, the actuation rod (400FP) of the front master cylinder assembly (400F) in connection with the actuation segment (40S3) is pushed inside the front master cylinder assembly (400F) for transmitting a hydraulic pressure. The secondary lever (40) when moves with the primary lever (900), the pivot pin (60) fixed inside the hole (40H1) of the shackle segment (40S1) tries to push the shackle (30). The shackle (30) under pushing force of the secondary lever (40) therefore rotates about the pivot pin (60) and further rotates the slave cylinder (20) in the same direction.

[0034] Figures 6a and 6b reflect the different operative conditions of the vehicle brake actuating assembly (100). When the rider is giving no input on the brake pedal (800) the vehicle brake actuating assembly (100) is in its non-operative state as shown in Fig. 6a, while Fig. 6b depicts the operative state of the brake actuating assembly when the brake pedal (800) is operated by the rider.

[0035] When the rider begins to give input to the brake pedal (800), the push rod (810) starts pushing up a piston of the rear master cylinder assembly (400R) further into the rear master cylinder (400R). This displaces hydraulic fluid from within the rear master cylinder body (400RB) to the rear hydraulic line (500) and the combined hydraulic line (700) through an outlet port (400RO). The fluid from combined hydraulic line (700) passes to the slave cylinder (20) of the brake actuating assembly (100). The hydraulic pressure received by the slave cylinder (20) in the first chamber (C1) through the inlet port (24) moves the piston (28) with the piston rod (28A) towards the closed end (E2) of the slave cylinder (20) as shown in Fig. 6b. During this operating position, the shackle (30) fixed to the piston rod (28A) at its end is pulled by the piston rod (28A) enabling the pulling of the shackle segment (40S1) of the secondary lever (40). At this point, the actuation segment (40S3) of the secondary lever (40) being in dynamic connection with the actuation rod (400FP) of the front master cylinder assembly (400F) pushes it inside the front master cylinder (400F) to pressurize the fluid there inside as shown in Fig. 7. The pressurized fluid flows through the front hydraulic line (200) from the front master cylinder assembly (400F) and actuates the front brake caliper (300) to apply the front brake in synchronous with the rear brake. When the brake pedal (800) is released, the spring (20S) pushes the piston (28) towards the open end (E1) at its rest position. The fluid from the chamber (C1), travels back to the hose (24H) via the inlet port (24).

[0036] When the primary lever (900) is operated for applying the front brake, the secondary lever (40) connected therewith also gets operated. As the secondary lever (40) moves, the pivot pin (60) fixed in the shackle segment (40S1) moves within the slots (32C, 34C) of the shackle arms (32, 34). The shackle (30) is rotatable about the pivot pin (60) and the slave cylinder (20) is rotatable about the screw (10). The slave cylinder (20) aligns itself in the direction of the shackle (30) without affecting the position of the piston (28) and piston rod (28A) when the main lever (900) is operated by the rider for applying the front brake. Therefore, the backpressure from the slave cylinder (20) towards the rear brake caliper (600) and/or rear master cylinder assembly (400R) is not transmitted on operating the primary lever (900).

[0037] In an another embodiment of the present invention as shown in Fig. 8, the combined braking system (1000) is additionally provided with a delay valve or a pressure control regulatory valve (750) between the rear master cylinder assembly (400R) and the slave cylinder (20). An inlet port (750I) of a delay valve or a pressure control regulatory valve (750) is connected to the outlet port (400RO) of the rear master cylinder assembly (400R). The first outlet port (750O1) of the delay valve (750) is connected to the rear brake caliper (600) via a first hydraulic line (500). The second outlet port (750O2) of the delay valve (750) is connected to the inlet port (24) of the slave cylinder (20) via a second hydraulic line (700). The delay valve/pressure control regulatory valve (750) regulates the displacement of hydraulic fluid into both the hydraulic lines (500 and 700) with the predefined delay as set in the delay control valve. The actual function performed by the delay valve/pressure control regulatory valve (750) is dependent upon the type of valve mechanism utilized therein. In this embodiment, the valve (750) mandatorily tends to apply the rear-wheel brake before the front wheel brake is applied to the two-wheeled vehicles (asynchronous braking). In this embodiment, when the rider applied the brake pedal (800), the hydraulic pressure is getting transferred from the rear master cylinder assembly (400R) to the inlet port (750I) of the delay control valve (750). The said hydraulic pressure is getting then transferred to the rear brake caliper (600) through the first outlet port (750O1) of the delay control valve (750) to apply the rear brake of the vehicle through the hydraulic line (500). Once the rear brake is completely applied, the hydraulic pressure from the delay control valve (750) is then transferred to the inlet port (24) of the slave cylinder through the second outlet port (750O2) of the delay control valve to apply the front brake through the hydraulic line (700).

[0038] The technical advantages derived by this novel construction of the braking system of the present invention that contributes to technical advancement establishing the inventive step are as under:
- The braking system of the present invention reduces the frictional losses as compared to the existing mechanical brake actuating assemblies thereby leading to superior braking performance.
- It eliminates the chances of backpressure generation in the hydraulic line, as is regularly faced in the existing hydraulic brake actuating assemblies of the prior art, thereby leading to superior and efficient braking performance.
- The braking system of the present invention facilitates self-alignment of the slave cylinder with a shackle connected to a secondary lever.
- The braking system of the invention eliminates the chances of brake failure due to sudden braking by the rider and thereby enhances the safety of the rider.
- The braking system of the present invention is easy to manufacture, assemble and operate imparting better ride and comfort with safety to the rider.

[0039] Thus, the brake actuating assembly (100) overcomes the disadvantages of the prior art solutions on braking system and reduces the frictional losses and the backpressure as is generally experienced in the conventional combined braking systems. Even though the description has been specifically made with reference to the disc brake calipers (600 and 300), hydraulic drum brakes or the combination of hydraulic drum bake and disc brake caliper can also be easily provided in combination with the vehicle brake actuating assembly (100) as described in the present invention. ,CLAIMS:We Claim

1. A combined braking system (1000) for motor vehicles comprising of a brake pedal (800) pivoted on the vehicle body, a rear master cylinder assembly (400R), a rear brake caliper (600), a rear hydraulic line (500), a primary lever (900), a combined brake actuating assembly (100), a front master cylinder assembly (400F), a front brake caliper (300), a front hydraulic line (200), and a combined hydraulic line (700); wherein,
- the combined brake actuating assembly (100) is configured to comprise a slave cylinder (20), a shackle (30) and a secondary lever (40); wherein
- one end of the slave cylinder (20) is pivoted with an arm (410) of front master cylinder body (400FB), the other end of the slave cylinder (20) is in mechanical communication with the shackle (30) through a piston rod (28A) and said shackle (30) is mechanically connected to shackle segment (40S1) of the secondary lever (40);
- said slave cylinder (20) is configured to have a cylindrical shape and a hollow chamber (C) carved there inside in such way that the chamber (C) of the slave cylinder (20) is open at its one end (E1) and closed at the other end (E2);
- said hollow chamber (C) of the slave cylinder (20) houses a piston (28) in such a way that it divides the chamber (C) into an oil receiving chamber (C1) and a compression chamber (C2); and
- said slave cylinder (20) is in hydraulic communication with the combined hydraulic line (700) and in mechanical communication with front master cylinder assembly (400F);
- the shackle (30) is configured to have a pair of parallel arms (32, 34) and a U-shaped connecting arm (35) and said pair of arms (32, 34) is integrally formed with the connecting arm (35) in such way that a curved stepped profile is formed at the joining point of the arms (32, 34) and the connecting arm (35);
- the secondary lever (40) is configured to have a unique profile formed by three segments;
- the front master cylinder body (400FB) is configured to have a Z-profiled arm (410) integrated to it and extending in a piston axis direction towards the outlet port (415) side making an offset with a piston axis (XX);
- the primary lever (900) is operably connected to the front master cylinder assembly (400F) through the secondary lever (40) for operating the front brake caliper (300) via the front hydraulic line (200); and
- the brake pedal (800) is in mechanical communication with the rear master cylinder assembly (400R) through a push rod (810) for operating the rear brake caliper (600) via the rear hydraulic line (500); and said rear master cylinder assembly (400R) is in hydraulic communication with the rear hydraulic line (500) and the combined hydraulic line (700).

2. The combined braking system (1000) for motor vehicles as claimed in claim 1, wherein said brake actuating assembly (100) is hydraulically connected to the rear master cylinder assembly (400R) through the slave cylinder (20) and mechanically connected to the front master cylinder assembly (400F) through the secondary lever (40).

3. The combined braking system (1000) for motor vehicles as claimed in claim 1, wherein
- the Z-profiled arm (410) is configured to have three segments (410A1, 410A2 and 410A3);
- the first segment (410A1) of the arm (410) is extended out from the front master cylinder body (410FB);
- the second segment (410A2) of the arm (410) is perpendicular to the first segment (410A1) of the arm (410) and is extended in the piston axis (XX) direction towards the outlet port (415); and
- the third segment (410A3) of the arm (410) is perpendicularly extended from the second segment (410A2) and is parallel to the first segment (410A1).

4. The combined braking system (1000) for motor vehicles as claimed in claim 2, wherein the third segment (410A3) is a cylindrical boss having a blind threaded bore at its lower surface for pivoting the slave cylinder (20) with the help of a screw (10).

5. The combined braking system (1000) for motor vehicles as claimed in claim 2, wherein the slave cylinder (20) is configured to have
- an inlet port (24) extended out from the slave cylinder body (20B) and is in hydraulic communication with the combined hydraulic line (700);
- a bleeding port (26) for air/service bleeding that extends out perpendicularly from the slave cylinder body (20B); and
- a mounting bracket (22) integrated at its closed end (E2) and said mounting bracket (22) has an opening (22H) for pivoting it with the Z-profiled arm (410) of the master cylinder body (400FB) with the help of a screw (10).

6. The combined braking system (1000) for motor vehicles as claimed in claim 5, wherein
- the open end (E1) of the slave cylinder (20) is closed by a disc-shaped grommet (20G) and said grommet (20G) is configured to have a hole (20GH) at the center for enabling the movement of the piston rod (28A) there through;
- the inlet port (24) of the slave cylinder (20) opens in the oil receiving chamber (C1) in between the end lip seal (20L1) and the seal (20L2) of the slave cylinder (20); and
- a piston return spring (20S) is positioned in the compression chamber (C2) of the slave cylinder (20) between the inner surface of the closed-end (E2) of the slave cylinder (20) and the piston (28).

7. The combined braking system (1000) for motor vehicles as claimed in claim 2, wherein
- the secondary lever (40) is configured to have three segments namely a shackle segment (40S1), a lever segment (40S2), and a actuation segment (40S3);
- the lever segment (40S2) has a hole (40H3) and said lever segment (40S2) of the secondary lever (40) is pivoted with the primary lever (900) on the front master cylinder body (400FB) by a brake lever screw (910);
- the actuation segment (40S3) of the secondary lever (40) is in mechanical communication with the actuation rod (400FP) of the front master cylinder assembly (400F) at point (A); and
- the shackle segment (40S1) is extended from the lever segment (40S2) at its one end and said shackle segment (40S1) is movable between the pair of arms (32, 34) of the shackle (30).

8. The combined braking system (1000) for motor vehicles as claimed in claim 7, wherein
- each of the arms (32, 34) of the shackle (30) is configured to have an uniquely profiled slot (32C, 34C) so as to facilitate the movement of a pivot pin (60) fitted to shackle segment (40S1) of the secondary lever (40); and
- the connecting arm (35) of said shackle (30) has a hole (35H) at its center to rigidly fix the other end of the piston rod (28A) of the slave cylinder (20) with the help of fastening means (36) and the said fastening means (36) is selected from a circlip and a nut.

9. The combined braking system (1000) for motor vehicles as claimed in claim 7, wherein
- the primary lever (900) is configured to have side extension (900E1) and said side extension (900E1) restricts the rotational movement of the secondary lever (40) in the direction away from the handlebar of a vehicle; and
- said primary lever (900) is pivoted with the front master cylinder assembly (400F) with the help of brake lever screw (910) and said front master cylinder assembly (400F) is mounted on the handlebar of a vehicle with the help of mounting brackets.

10. The combined braking system (1000) for motor vehicles as claimed in claim 1, wherein
- the braking system has a delay valve / a pressure control regulatory valve (750) having an inlet port (750I) and two outlet ports (750O1 and 750O2); and
- said valve (750) is configured to be in hydraulic communication with the rear master cylinder assembly (400R) through its inlet port (750I), the rear brake caliper (600) through its first outlet port (750O1) via hydraulic line (500) and the inlet port (24) of the slave cylinder (20) through its second outlet port (750O2) via hydraulic line (700).

Dated this 21st day of June 2023

Sahastrarashmi Pund
Head – IPR
Endurance Technologies Ltd.

To,
The Controller of Patents,
The Patent Office, at Mumbai.