DESC:TECHNICAL FIELD
[0001] The present subject matter, in general, relates to a braking system, and, in particular relates, to a synchronized braking system of a two-wheeled 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 allows 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 the accompanying figures. In the figures, the left-most digit(s) of a reference number identifies the figure in which the reference number first appears. The same numbers are used throughout the drawings to reference like features and components.
[0005] FIG. 1 illustrates a layout of a braking system of a two-wheeled vehicle, in accordance with an embodiment of the present subject matter.
[0006] FIG. 2 illustrates a two-wheeled vehicle, in accordance with the embodiment of the present subject matter.
[0007] FIG. 3 (a), 3 (b), and 3 (c) illustrates a synchnronized braking system (SBS) mechanism, in accordance with an embodiment of the present subject matter.
[0008] FIG. 4 (a), 4 (b), and 4 (c) illustrates the synchnronized braking system (SBS) mechanism, in accordance with another embodiment of the present subject matter.
[0009] FIG. 5 (a) illustrates a synchronized braking assembly of the braking system, in accordance with an embodiment of the present subject matter.
[00010] FIG. 5 (b) illustrates an exploded view of the synchronized braking assembly of the braking system, in accordance with an embodiment of the present subject matter.
[00011] FIG. 5 (c) illustrates a perspective view of a non-operated condition of the synchronized braking assembly of the braking system, in accordance with an embodiment of the present subject matter.

DETAILED DESCRIPTION
[00012] The subject matter described herein relates to a synchronized braking system for a two-wheeled vehicle, according to an embodiment of the present subject matter.
[00013] 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.
[00014] 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.
[00015] During operation of the brakes, usually, riders apply the rear wheel brake alone. Such a practice stems from the fact that actuating both the brake levers at the same time may be inconvenient for the rider. In addition, when the front wheel brake is applied, less weight on the front wheel and weight transfer towards the front wheel cause the front wheel to brake abruptly, and may result in a sudden jerk to the vehicle. The sudden jerk may affect the ride quality and may disturb the balance and stability of the vehicle leading to an accident. However, on the other hand, the braking force applied for braking the rear wheel may have to be limited, to prevent skidding of the vehicle. As a result, the deceleration experienced by the vehicle may also be limited and subsequently, the stopping distance of the vehicle may be significantly large.
[00016] Conventionally, in order to address the above-mentioned concerns, braking systems that allow simultaneous actuation of a front brake and a rear brake by application of a single brake lever have been developed. Such braking system is capable of uniting the braking operation of both the front wheel brake and the rear wheel brake with the help of a single braking force transmitting member, for example a rear wheel brake actuating member. Accordingly, upon actuation of the single braking force transmitting member, such a braking system may allow application of braking force to the front wheel as well as the rear wheel of the vehicle. Therefore, the front wheel brake and the rear wheel brake can be simultaneously applied by actuating a single braking force transmitting member, for example, the rear wheel brake actuating member. In addition to being convenient for the rider, such braking systems may ensure that the deceleration of the vehicle can be increased and subsequently, the stopping distance may be reduced. Further, as would be understood, in two-wheeled vehicles with such braking systems, a front wheel brake lever may also be provided to independently operate the front wheel brake.
[00017] Further, in such conventional braking systems, a cable from each of the front wheel brake lever and the rear wheel brake actuating member may be connected to the front wheel brake assembly. In one example, a cable connects the rear wheel brake actuating member to the front wheel brake assembly. Similarly, another cable connects a front wheel brake lever to the front wheel brake assembly. Further, the front wheel brake assembly may include a cam lever and each hinge pin for supporting each of the cables. Therefore, the first cable and the second cable may be coupled to the front wheel brake assembly through the cam lever, and may maintain a contact with the corresponding hinge pin.
[00018] In the conventional braking systems, upon actuation of the combined braking force transmitting member, the braking force is distributed to the front wheel brake and the rear wheel brake. However, even in such scenarios, due to lesser weight on the front wheel brake than that on the rear wheel brake, the braking force experienced by the front wheel brake may be substantially more than the rear wheel brake causing instability of the vehicle. Such situations may also result the vehicle to nose dive, i.e., experience a jerk in the forward direction. Under such circumstances, the rider, for example a novice rider, may experience discomfort while riding. In addition, various components, such as front fork suspension assembly and the wheel, may experience severe loads leading to excess wear and tear, and increasing the cost of maintenance of the vehicle.
[00019] In addition, the conventional braking systems employ a large number of components and linkages to connect the combined brake lever to both the rear wheel brake assembly and the front wheel brake assembly. Consequently, weight of such braking systems may be substantially high. Further, such heavy and complex braking systems with the large number of components may require additional greater maintenance, and skilled labor. Such a situation may add to the maintenance cost of the vehicle. In addition, due to lack of space on the vehicle, accommodating such a bulky arrangement poses a problem. Accordingly, the conventional braking systems may suffer from lack of overall braking effectiveness, increased weight, and high costs.
[00020] Conventionally, such braking systems are provided to improve braking efficiency while actuating rear braking force transmitting member alone over standard brake system that has independent control for both the brakes. Such prior art braking systems that involves simultaneous operation of front wheel brake and rear wheel brake includes an additional lever that is used to connect the rear wheel braking force transmitting member, for example, a rear wheel brake pedal to the brake actuating members, for example, brake cables or brake rods, are often referred to as an equalizer, balancing element, or pulley and like.
[00021] The equalizer of such conventional systems is generally pivoted on the brake pedal. Thus, the brake cable for actuating the front brake has to be routed in such a manner, to take a reverse direction towards the vehicle front. Such complex routing of the brake cable creates a curvature or bends in the cable, which increases the undesirable friction resulting in lesser braking efficiency. Moreover, in such prior art braking systems, the equalizer that is pivoted on the brake pedal occupies considerable amount of space in the brake pedal region of the vehicle. This influences the critical vehicle layout parameters like footrest position to change and hence requiring gross changes in the layout.
[00022] Generally, in such conventional braking systems, force is distributed between front and rear brakes, which causes a hard brake feel and which also adversely affects the performance during partial braking, unless or until the front wheel brake actually starts working. Further, the conventional braking systems also faces challenge relating to vehicle safety, especially due to front wheel locking or handling issues during cornering or braking on wet or slippery road surfaces. Thus, the conventional braking systems always were subjected to the trade-off between braking performance and safety. The synchronous braking system of the present subject matter is provided to overcome the above-mentioned drawbacks of the conventional braking systems.
[00023] Though, such prior art brake systems address the issues relating to reliability, the equalizer that is added to adjust difference in free-play between front and rear brake systems by its pivotal action tends to increase the complexity of the braking system and often requires large space and increased number of parts. Moreover, safety becomes significant while using rear braking force transmitting member alone on slippery surfaces and in curves. These prior art systems provide certain amount of delay required for controlling front wheel brake while actuating the rear braking force transmitting member, on account of safety. Thus, causing safety related problems, more particularly, in slippery conditions, and in curves. Furthermore, in such prior art systems there is always a compromise between safety and ease of operation. Hence, the challenge in such prior art braking systems is to achieve trade-off between safety and ease of operation.
[00024] Further, in case of the existing braking systems in which the rear braking force-transmitting member involving the equalizer to proportionately transfer braking forces to front wheel and rear wheel brakes, the input force required to be provided by the rider is substantially high. Thus, in existing braking systems that requires delay in front brake, there is an increased need for higher input forces at the rear brake pedal. This affects the overall feel and performance of the rear brake pedal.
[00025] The synchronized braking system (SBS) of the present subject matter is provided to overcome the above stated problems of the conventional braking systems known in the prior art. For example, the synchronized braking system of the present subject matter provides a front wheel brake capable of applying braking forces to a front wheel of a two-or three-wheeled vehicle, and a rear wheel brake capable of applying braking forces to a rear wheel of the two-or three-wheeled vehicle. A front wheel brake actuating lever is mounted to a handlebar of the vehicle. The front wheel brake actuating lever is coupled to the front wheel brake by a front wheel brake cable. Further, a rear wheel brake actuating pedal capable of receiving brake actuating forces is pivotably supported to a frame structure of the vehicle by a pivot element. The rear wheel brake actuating pedal includes an intermediately extending arm coupled to a synchronous front wheel braking force transmitting member that is connected to the front wheel brake. A reaction relay member is rotatably supported on the pivot element or another pivot point. The reaction relay member is capable of rotating independently of the rear wheel brake actuating pedal. The reaction relay member includes a first end movably supporting the synchronous front wheel braking force transmitting member, and a second end coupled to a rear wheel braking force transmitting member that is connected to the rear wheel brake.
[00026] In an embodiment, the front wheel brake is a drum brake and the synchronous front wheel braking force transmitting member is a synchronous front wheel brake cable. Similarly, in an embodiment, the rear wheel brake is a drum brake and the rear wheel braking force transmitting member is a rear wheel brake rod.
[00027] In one embodiment, the synchronous front wheel braking force transmitting member includes an outer brake cable and an inner brake cable. Further, in one embodiment, the first end of the reaction relay member movably supports the outer brake cable of the synchronous front wheel braking force transmitting member.
[00028] Furthermore, in an embodiment, the extending arm is hingedly coupled to the inner brake cable of the synchronous front wheel braking force transmitting member.
[00029] Similarly, in another embodiment, the front wheel brake is a disc drum brake, and the synchronous front wheel braking force transmitting member is coupled to a hydraulic front wheel brake master cylinder for actuating the front wheel brake mounted on the front wheel.
[00030] Further, in an alternative embodiment, the rear wheel brake is a disc brake, and the rear wheel braking force transmitting member is coupled to a hydraulic rear wheel brake master cylinder for actuating the rear wheel brake mounted on the rear wheel.
[00031] In an embodiment, the reaction relay member is rotatably supported on a second pivot element disposed on the frame structure. In an embodiment, the second end of the reaction relay member is coupled to the rear wheel braking force transmitting member by means of a hinged joint.
[00032] Further, in an embodiment, the reaction relay member includes at least one stopper for preventing the rear wheel brake actuating pedal from travelling beyond a predetermined value. In an embodiment, the predetermined value is analogous to a clearance between the stopper and the brake pedal. Thus, the stopper helps in ensuring braking rear wheel even when the front brake system fails or the synchronized front brake cable is not working. In such a condition, the stopper directly receives energy from the brake pedal and transmits to the rear brake rod through the reaction relay member. Further, the stopper limits front wheel braking force beyond a certain predetermined value, thereby preventing front wheel skidding during hard braking on rear brake pedal, especially during cornering and on slippery / wet surfaces. Thus, the stopper helps in improving overall vehicle safety.
[00033] Furthermore, in one embodiment, the synchronized braking system is provided with at least one second return spring disposed between said reaction relay member and said rear wheel brake actuating pedal, while, a first return spring is connected between the vehicle frame structure, for example, a swing arm or the frame, and the brake pedal or the rear brake rod. For example, the second return spring helps in providing a delay in the front braking thereby avoiding front wheel skidding / locking at corners and slippery /wet surfaces. Thus, the second return spring also assists in improving overall vehicle safety. Furthermore, the second return spring also helps in supporting the brake pedal thereby eliminating any self-falling and rattling of brake pedal due to self-weight, in adverse conditions, for example, when the synchronous front brake cable is disconnected or cut.
[00034] Further, the synchronized braking system of the present subject matter ensures that the front brake cable is actuated directly downwards, thereby eliminating a plurality of drawbacks of the prior art braking systems. For example, any unnecessary increase in friction due to cable bending is eliminated. Moreover, the synchronized braking system of the present subject matter enables achieving a pre-determined delay in synchronous actuation of the front wheel brake. Furthermore, the synchronized braking system of the present subject matter is compact and is capable of being incorporated in existing set-ups without involving any major change to the overall layout of the vehicle. Furthermore, the synchronized braking system of the present subject matter is simpler, involves less part count and is reliable to achieve optimal control of actuation forces to both front and rear braking force transmitting members with a predetermined ratio irrespective of free-play difference between the front and rear brake systems.
[00035] These and other advantages of the present subject matter would be described in greater detail in conjunction with the figures in the following description.
[00036] FIG. 1 illustrates a layout of a braking system of a two-wheeled vehicle, in accordance with an embodiment of the present subject matter. More particularly, the braking system 100 describes a synchronous braking system 100. The system 100 includes a front wheel brake 106 and a rear wheel brake 108. In an embodiment, the rear wheel brake 108 and the front wheel brake 106 of the present subject matter are capable of being synchronously actuated by means of a synchronous brake assembly 104. Further, a front wheel brake lever 110 of a front brake actuation assembly 102 may be independently actuated to apply the front wheel brake 106. Similarly, a rider may actuate a synchronous braking force transmitting member 112 of the synchronous brake assembly 104 for applying the front wheel brake 106 as well as the rear wheel brake 108. In one implementation, the front wheel brake lever 110 may be disposed on a right-hand side of a handle bar (not shown) of the vehicle, while the synchronous braking force transmitting member 112 may be disposed on a frame member (not shown) adjoining a rider’s foot rest (not shown). In a further implementation, instead of the independently provided front wheel brake lever 110, the braking system 100 may include a rear wheel brake pedal (not shown) to independently apply the rear wheel brake 108. Therefore, in such an implementation, the braking system 100 may include the rear wheel brake pedal to independently apply the rear wheel brake 108, and the front wheel brake lever 110 may act as the synchronized brake actuating member for applying the front wheel brake 106 as well as the rear wheel brake 108.
[00037] Further, in an embodiment, a synchronous front wheel brake actuating member 116 or the synchronous front wheel braking force transmitting member 116 and an independent front brake cable 114 may be connected to a front wheel brake assembly (not shown) of the front wheel brake 106. The front wheel brake assembly may include a cam lever (not shown), and an end (not shown) of each of the synchronous front wheel braking force transmitting member 116 and the independent front brake cable 114. In one implementation, a force suppressing apparatus (not shown) may also be provided to support synchronous front wheel braking force transmitting member 116 and the independent front brake cable 114 for improving safety.
[00038] FIG. 2 illustrates a two-wheeled vehicle 200, in accordance with an embodiment 1 of the present subject matter. In an embodiment, the vehicle 200 includes a handle bar assembly 216 that may be enclosed on both sides by a headlamp assembly 202. In an embodiment, the handlebar assembly 216 and the headlamp assembly 202 are supported by means of a head pipe 204, which extends downwardly from the handlebar assembly 216 towards a front wheel 212. In an embodiment, a main tube 208 of the vehicle 200 extends downwardly rearward from the intersection of the handlebar assembly 216 and the head pipe 204 towards a rear of the vehicle 200. An internal combustion engine 210 is disposed in a space formed between the main tube 208 and the head pipe 204. In an embodiment, the synchronous braking force transmitting member 112 is disposed in the vicinity of the engine 210 and is downwardly coupled to the vehicle frame structure to actuate a rear wheel brake (not shown) disposed on a rear wheel 214. In an embodiment, the main tube 208 of the vehicle 200 extends rearwardly to accommodate a seating structure 206 of the vehicle 200.
[00039] FIG. 3 (a), 3 (b), and 3 (c) illustrates a synchnronized braking system (SBS) mechanism, in accordance with an embodiment of the present subject matter. In an embodiment, a first synchronized braking mechanism (SBM) of the present subject matter is described. For instance, the first SBM may include a rear control hand lever 112 or a rear control brake pedal 112 pivoted on a frame member 310 of the vehicle at a first pivot point 312, and operatively connected to a first brake control cable 116. In an embodiment, the first SBM of the present subject matter includes a sheath (outer cable) 304 of the first brake control cable 116, which connects the rear control hand lever or the rear control brake pedal 112 to a rear control brake rod 118 or a second brake control cable 118, which is in turn supported by the frame member 310 as a fixed abutment. For instance, the rear control brake rod 118 or the second brake control cable 118 is also used for a movable abutment for the first brake control cable 116. They are arranged in such a way that the rear control hand lever or the rear control brake pedal 112 directly actuates the first brake control cable 116, the sheath 304 of which in turn actuates the rear control brake rod 118 or the second brake control cable 118 by means of reaction of the first brake control cable (sheath) 304 on the movable abutment. One of these brake control cables is used for operation of the brake system mounted on the rear wheel and the other is used for operation of the brake system mounted on the front wheel of the vehicle.
[00040] In one embodiment, the rear brake pedal 112 is pivotally supported by the frame member 310 in a known manner. Accordingly, two brake transmission elements 302, 306 are operatively connected in series between the brake pedal 112 and the frame member 310. Further, in an embodiment, the first brake control cable 116 itself interlocks the traction of these two brake control cables or transmission elements 302, 306. For instance, the first brake control cable 116 is operatively connected to the brake pedal 112 by means of its inner cable 302 through a hinge-joint in a known manner. Further, the sheath (outer cable) 304 is supported only by the brake rod 118 or the inner cable 306 of the second brake control cable 118 for a movable abutment to allow the traction of the first brake control cable 116. The second brake control cable 118 is in turn supported by the frame 310 to allow its traction in a known manner. For example, the inner cable 306 of the second brake control cable 118 is connected to the sheath (outer cable) 304 of the first brake control cable 116 in order to (movably) support the sheath 304 of the first brake control cable 116 and also for achieving the traction of the second brake control cable 118 by means of reaction of the sheath 304 of the first brake control cable 116. Furthermore, the rear brake rod or the second brake control cable 118 is allowed for its traction in a known manner. The rear brake rod or the second brake control cable 118 is directly connected to sheath (outer) 304 of the first brake control cable 116 in order to support the sheath 304 of the first brake control cable 116 and for achieving the necessary traction.
[00041] In an embodiment, the SBM of the present subject matter works primarily based on the balancing of the traction force of the first brake control cable 116 and its reaction on the movable abutment. The SBM of the present subject matter distributes the displacement of the traction of the brake pedal 112 to these two brake control cables 116, 118 for their tractions by balancing their traction forces with a predetermined ratio. The SBM of the present subject matter also ensures that the traction of both the brake control cables 116, 118 with a predetermined traction force-ratio between them is maintained irrespective of free-play difference between the front and rear brake systems. Thus, the SBM of the present subject matter also enhances the reliability of the braking system in terms of performance benefit and safety. In addition, the SBM of the present subject matter also distributes only the displacement of the traction rather than force to these brake control cables 116, 118. Hence, no additional effort is required for the rear brake pedal 112 to actuate the second brake control cable 118. In one embodiment, Fig. 3 (a) illustrates a non-operative condition of the brake pedal 112, while Fig. 3 (b) illustrates a first operative condition of the brake pedal 112 when a first predetermined braking force 314-1 is transferred by the rider to the brake pedal 112. This causes the inner front brake cable 302 hinged to the brake pedal 112 to be pulled as a result of rotation 316-1 of the hinged-joint. In another embodiment, Fig. 3 (c) illustrates a second operative condition of the brake pedal 112 when a second predetermined braking force 314-2 is further applied by the rider on the brake pedal 112. This causes the inner front brake cable 302 hinged to the brake pedal 112 to be pulled even further as a result of further rotation 316-2 of the hinged joint, which is followed by the outer cable 304 pulling another inner cable 306 for traction.
[00042] FIG. 4 (a), 4 (b), and 4 (c) illustrates the synchnronized braking system mechanism (SBM), in accordance with another embodiment of the present subject matter. In another embodiment, the brake pedal 112 is pivotally supported to the frame member 310 in a known manner. The first brake control cable 116 is operatively connected to the brake pedal 112 by means of the inner cable 302 through the hinge joint. For example, the inner cable 302 is used for operation of one of brake systems mounted on front and rear wheels respectively. In one embodiment, the sheath (outer cable) of the first brake control cable 304 is supported only by the rear brake rod 118 instead of being supported by the frame member 310. In an embodiment, the rear brake rod 118 supports the sheath 304 of the first brake control cable 116 by means of a movable abutment. In one embodiment, the means of the movable abutment is provided in the form of a link 402 connecting the sheath 304 of the first brake control cable 116 and the rear brake rod 118. Further, the movable abutment and the connection of the second brake control cable 118 or rear brake rod 118 are in line along the direction of traction forces of these brake control cables for effective traction of these brake control cables. However, self-weight of the sheath 304 of the first brake control cable 116 and the link 402 is supported by preload of self-return mechanism of the brake system mounted on the corresponding wheel, for example, the rear wheel.
[00043] In one embodiment, Fig. 4 (a) illustrates a non-operative condition of the brake pedal 112, while Fig. 4 (b) illustrates a first operative condition of the brake pedal 112 when a first predetermined braking force 314-1 is transferred by the rider to the brake pedal 112. This causes the inner front brake cable 302 hinged to the brake pedal 112 to be pulled as a result of rotation 316-1 of the hinged-joint. In another embodiment, Fig. 4 (c) illustrates a second operative condition of the brake pedal 112 when a second predetermined braking force 314-2 is further applied by the rider on the brake pedal 112. This causes the inner front brake cable 302 hinged to the brake pedal 112 to be pulled even further as a result of further rotation 316-2 of the hinged joint, which is followed by the outer cable 304 pulling the rear brake rod 118.
[00044] FIG. 5 (a) illustrates a synchronized braking assembly 104 of the braking system, in accordance with an embodiment of the present subject matter. In an embodiment, the means of the movable abutment is provided in the form of a lever as an alternate to the link 402 shown in Fig. 4. For example, in an embodiment, the lever is a reaction-relay member 506, which relays the reaction of the first brake control cable from the sheath 304 of the first brake control cable 116 to the brake rod 118 or the second brake control cable 118 with a required traction force and direction. The sheath 304 of the first brake control cable 116 is supported by one end of the reaction-relay member 506 acting as a movable abutment. In an embodiment, the frame 310 pivotally supports the reaction-relay member 506 at a fixed pivot point 502. Further, in one alternative embodiment, the second brake control cable 118 or rear brake rod 118 is operatively connected to the reaction-relay member 506 at a point, which is away from its fixed pivot point 502 supported by the frame as a fixed abutment in a such a way that the reaction of the sheath 304 of the first brake control cable 116 is used for traction of the second brake control cable 118 or the rear brake rod 118.
[00045] In another alternative embodiment, instead of the sheath 304, the inner cable 302 of the first brake control cable 116 is operatively connected to the reaction-relay member 506 by means of a hinge joint. Further, instead of the inner cable 302, the brake pedal 112 movably supports the sheath 304 of the first brake control cable 116. As another alternate, the brake rod 118 is operatively connected to the reaction relay member 506, which in turn is pivoted to the frame 310 and further supported by the sheath 304 of the first brake control cable 116.
[00046] FIG. 5 (b) illustrates an exploded view of the synchronized braking assembly 104 of the braking system, in accordance with an embodiment of the present subject matter. In an embodiment, the synchronized braking assembly 104 includes a rear wheel brake actuating element, for example, a rear wheel brake actuating pedal 112, which transfers braking forces to both rear wheel (not shown) and the front wheel (not shown) when applied by the rider. In an embodiment, the rear wheel brake actuating pedal 112 includes a first end 512 protruding forwardly from a pivot shaft 520 in a vehicle length wise direction and a second end 514 pivotally supported to a vehicle frame member 310 by means of a pivot element 502 (not shown) mounted on the pivot shaft 520 extending laterally towards a vehicle side. In an embodiment, the rear wheel brake actuating pedal 112 rotates about the pivot shaft 520 when the rider actuates the first end 512. In one embodiment, the rear wheel brake actuating pedal 112 is a synchronized brake actuating member, which synchronously actuates both the rear wheel and the front wheel. For instance, the synchronized brake actuating member 112 includes an extended intermediate arm 504 capable of receiving one of the front or the rear wheel brake control cables. In an embodiment, the rear wheel brake actuating pedal 112 is disposed substantially adjoining a rider footrest 524 such that the first end 512 of the rear wheel brake actuating pedal 112 is at an optimal distance comfortable enough for the rider to actuate the rear wheel brake actuating pedal 112.
[00047] In an embodiment, the synchronized braking assembly 104 of the present subject matter includes a reaction relay member 506 pivotally mounted on the pivot shaft 520. In an embodiment, the reaction relay member 506 is capable of rotating about the pivot shaft 520, independently of the rear wheel brake actuating pedal 112. In one embodiment, the reaction relay member 506 includes a first end 508 and a second end 510. In an embodiment, the rear brake rod 118 is pivotally coupled to the first end 508 of the reaction relay member 506. In one embodiment, the synchronous front wheel braking force transmitting member 116 is movably supported by the second end 510 of the reaction relay member 506. For instance, the outer brake cable 304 of the synchronous front wheel brake actuating member 116 is movably supported by a sheath support arm 522 of the reaction relay member 506, while an inner brake cable 302 of the synchronous front wheel braking force transmitting member 116 is hingedly coupled to the extended intermediate arm 504 of the rear wheel brake actuating pedal 112. In an embodiment, the second end 510 of the reaction relay member 506 includes a stopper 516 extending laterally towards the vehicle side for limiting the rotation of the rear wheel brake actuating pedal 112.
[00048] FIG. 5 (c) illustrates a perspective view of a non-operated condition of the synchronized braking assembly 104 of the braking system, in accordance with an embodiment of the present subject matter. In an embodiment, when the rider actuates the rear wheel brake actuating pedal 112 by applying braking forces at the first end 512 of the rear wheel brake actuating pedal 112, the second end 514 of the rear wheel brake actuating pedal 112 rotates about the pivot shaft 520 causing the extended intermediate arm 504 to move substantially downward from its initial position. The substantially downward movement of the extended intermediate arm 504 causes the hinged inner cable 302 of the front wheel braking force transmitting member 116 to be actuated. The actuaton of the inner cable 302 causes corresponding reaction of the sheath 304 of the front wheel braking force transmitting member 116, which in turn actuates the reaction relay member 506 by means of reaction of the sheath 304 of front wheel braking force transmitting member 116. The reaction of the reaction relay member 506 in turn, actuates the rear brake rod 118 that is pivotally coupled about a pivot point 526 on the first end 508 of the reaction relay member 506. In an alternative embodiment, the rear brake rod 118 is replaced by a a second brake control cable. In an embodiment, the actuation of the rear brake rod 118 causes application of braking forces on a rear wheel drum brake (not shown) ensuring appropriate braking forces are transmitted to the rear wheel. The actuation of the rear wheel drum brake prevents rotation of the reaction relay member 506 about the pivot shaft 520. Any further actuation of the first end 512 of the rear wheel brake actuating pedal 112 causes the inner brake cable 302 that is hinged at the extended intermediate arm 504 of the rear wheel brake actuating pedal 112 to further actuate the transmission of braking forces to the front wheel drum brake (not shown). Thus, the synchronized braking assembly 104 of the present subject matter causes synchronized actuation of the rear wheel brake and the front wheel brake of the vehicle. In an alternative embodiment, the rear wheel drum brake and the front wheel drum brake can both or individually replaced by a rear wheel disc brake and a front wheel disc brake respectively. Further, in another alternative embodiment, the first end 508 of the reaction relay member 506 can be coupled with the front wheel braking force transmitting member 116 instead of the rear brake rod 118, while the second end 510 of the reaction relay member 506 is capable of supporting the rear brake rod 118 instead of the front wheel braking force transmitting member r 116. In an embodiment, the traction forces between the front wheel braking force transmitting member 116 and the rear brake rod 118 are in a predetermined ratio and always constant. Thus the actuation of the brake pedal 112 provides the traction of the front wheel braking force transmitting member and the rear brake rod 118 with a predetermined force ratio between them.
[00049] In yet another alternative embodiment, the synchronized braking assembly 104 includes a torsion spring 518 rotatably disposed between the reaction relay member 506 and the rear wheel brake actuating pedal 112. In this embodiment, the actuation of the rear wheel brake actuating pedal 112 causes a corresponding actuation of the torsion spring 518, which in turn actuates the reaction relay member 506. In an embodiment, the actuation of the reaction relay member 506 actuates the rear brake rod 118 that is pivoted at the first end 508 of the reaction relay member 506. The actuation of the rear brake rod 118 causes the actuation of the rear wheel brake, for example, the rear wheel drum brake is actuated by application of braking forces to the inner surface of the wheel drum causing the braking of the rear wheel of the vehicle, which retards the rotation of the reaction relay member 506 beyond a certain predetermined position limiting torsion applied on the torsion spring 518. Any further actuation of the rear wheel brake actuating pedal 112 causes the inner brake cable 302 hinged at the extended intermediate arm 504 of the rear wheel brake actuating pedal 112 to actuate, whose reaction is transferred to the sheath 304 of the front wheel brake actuating member 116, which simultaneously result in actuation of the front wheel brake. Thus, in an embodiment, the synchronized braking assembly 104 enables synchronized actuation of the front and the rear wheel brakes of the vehicle by effectively utilizing the reaction of one of the brake cables and transmitting the traction forces caused as a result of the reaction by means of the reaction relay member.
[00050] Although the subject matter has been described in considerable detail with reference to certain embodiments thereof, other embodiments are possible. Rather, the features are disclosed as embodiments of the synchronous braking system 100 and the synchronized braking assembly 104.
,CLAIMS:We claim:

1. A synchronized braking system (100) for a two-wheeled vehicle (200), the synchronized braking system (100) comprising:
a front wheel brake (106) capable of applying braking forces to a front wheel (212) of the two-wheeled vehicle (200);
a rear wheel brake (108) capable of applying braking forces to a rear wheel (214) of the two-wheeled vehicle (200);
a front wheel brake actuating lever (110) mounted to a handlebar assembly (216) of said vehicle (200), said front wheel brake actuating lever (110) coupled to said front wheel brake (106) by a front wheel brake cable (114);
a rear wheel brake actuating pedal (112) capable of receiving brake actuating forces is pivotably supported to a frame structure (310) of said vehicle (200) at least by a pivot element (502), said rear wheel brake actuating pedal (112) includes an intermediately extending arm (504) coupled to a synchronous front wheel braking force transmitting member (116) that is connected to said front wheel brake (106); and
a reaction relay member (506) rotatably supported on said pivot element (502), said reaction relay member (506) is capable of rotating independently of said rear wheel brake actuating pedal (112), wherein said reaction relay member (502) includes a first end (512) movably supporting said synchronous front wheel braking force transmitting member (116), and a second end (514) coupled to a rear wheel braking force transmitting member (118) that is connected to said rear wheel brake (108).

2. The synchronized braking system (100) as claimed in claim 1, wherein said front wheel brake (106) is a drum brake and said synchronous front wheel braking force transmitting member (116) is a first brake control cable (116), and wherein said rear wheel brake (108) is a drum brake and said rear wheel braking force transmitting member (118) is a rear wheel brake rod.

3. The synchronized braking system as claimed in claim 1, wherein said synchronous front wheel braking force transmitting member (116) includes an outer brake cable (304) and an inner brake cable (302).

4. The synchronized braking system (100) as claimed in claim 1 or 3, wherein said first end (512) of said reaction relay member (506) movably supports said outer brake cable (304) of said synchronous front wheel braking force transmitting member (116).

5. The synchronized braking system (100) as claimed in claim 1 or 3, wherein said extending arm (504) is hingedly coupled to said inner brake cable (302) of said synchronous front wheel braking force transmitting member (116).

6. The synchronized braking system (100) as claimed in claim 1, wherein said front wheel brake (106) is a disc drum brake, and said synchronous front wheel braking force transmitting member (116) is coupled to a hydraulic front wheel brake master cylinder for actuating said front wheel brake.

7. The synchronized braking system as claimed in claim 1, wherein said rear wheel brake (108) is a disc brake, and wherein said rear wheel braking force transmitting member (118) is coupled to a hydraulic rear wheel brake master cylinder for actuating said rear wheel brake (108).

8. The synchronized braking system (100) as claimed in claim 1, wherein said reaction relay member (506) is rotatably supported on a second pivot element disposed on the frame structure, and wherein said reaction relay member (506) includes at least one stopper (516) for preventing the rear wheel brake actuating pedal (112) from travelling beyond a predetermined value.

9. The synchronized braking system (100) as claimed in claim 1, wherein said second end (514) coupled to said rear wheel braking force transmitting member (118) by means of a hinged joint.

10. The synchronized braking system (100) as claimed in claim 1, wherein said synchronized braking system is provided with at least one second return spring disposed between said reaction relay member (506) and said rear wheel brake actuating pedal (112).