Claims:
1. A brake pedal mechanism (100) for a vehicle, the mechanism (100) comprising:
an actuation lever (1) rotatably connectable to pedal bracket (3) of the vehicle;
a first link (4) pivotally connectable to the pedal bracket (3) adjacent to the actuation lever (1);
a second link (6) pivotally connected to the first link (4), the second link (6) includes a first end (6a) and a second end (6b), wherein the first end (6a) is abutted against the actuation lever (1) and the second end (6b) comprises a first pin (7);
a brake pedal (8) pivotally connected to a second end (4b) of the first link (4) wherein, a first end (8a) of the brake pedal (8) is defined with a groove (8c) for accommodating the first pin (7) at the second end (6b) of the second link (6), and a second end (8b) of the brake pedal (8) comprises a pedal pad (12),
wherein, during an impact of the vehicle, actuation lever (1) rotates in a first direction operating second link (6) in a second direction opposite to the first direction, such that, the first pin (7) displaces away from the groove (8c) of the brake pedal (8) and disengages the brake pedal (8) thereby offering free play of the brake pedal (8) by a predetermined distance.

2. The mechanism (100) as claimed in claim 1 wherein, the second end (4b) of the first link (4) is connectable to a booster rod (9a) of a brake booster mechanism (9) to generate braking force corresponding to actuation of the brake pedal (12).

3. The mechanism (100) as claimed in claim 1 comprises, a protrusion (8d) defined in the groove (8c) of the brake pedal (8);
wherein the protrusion (8d) is structured to shear upon application of a force greater than 1 ton by the second link (6) during the impact to allow displacement of the first pin (7) from the groove (8c).

4. The mechanism (100) as claimed in claim 1 comprises, a second pin (10) connected to the actuation lever (1) wherein, the second pin (10) breaks away and allows pivoting action of the actuation lever (1) during impact.

5. The mechanism (100) as claimed in claim 1 wherein the first direction is a clockwise direction, and the second direction is an anti-clockwise direction.

6. The mechanism (100) as claimed in claim 1 comprises, a third pin (11) provisioned along an intermediate region of the first link (4) wherein, the third pin (12) is structured to restrict the free play of the brake pedal (8) after the pre-determined distance.

7. The mechanism (100) as claimed in claim 1 wherein, the brake pedal (8) is defined by a pivot section (8e) extending between the groove (8c) and a point where the brake pedal (8) is pivotally connected to the second end (4b) of the first link (4).

8. The mechanism (100) as claimed in claim 8 wherein, the pivot section (8e) of the brake pedal (8) rotates in the second direction providing the free play to the brake pedal (8).

9. The mechanism (100) as claimed in claim 8 wherein, the free play of the brake pedal (8) is restricted when the pivot section (8e) of the brake pedal (8) contacts the third pin (11).

10. The mechanism (100) as claimed in claim 1 wherein, the free paly of the brake pedal (8) ranges from 50 mm to 100 mm.

11. The mechanism (100) as claimed in claim 1 comprises, a striker block fixedly connected to the chassis of the vehicle and abutted against a top end of the actuation lever (1) wherein the actuation lever (1) rotates in the first direction due to the striker blocks, during the impact of the vehicle

12. A method of assembling a brake pedal mechanism (100) for a vehicle, the method comprising:
rotatably connecting an actuation lever (1) to pedal bracket (3) of a vehicle;
pivotally connecting a first link (4) to the pedal bracket (2) adjacent to the actuation lever (1);
pivotally connecting a second link (6) to the first link (4), the second link (6) includes a first end (6a) and a second end (6b), wherein the first end (6a) is abutted against the actuation lever (1) and the second end (6b) is comprises a first pin (7);
pivotally connecting a brake pedal (8) to a second end (4b) of the first link (4) wherein,
accommodating the first pin (7) at the second end (6b) of the second link (6) in a groove (8c) defined at a first end (8a) of the brake pedal (8) and a second end of the brake pedal (8) comprises a pedal pad (!2) wherein, during an impact of the vehicle, actuation lever (1) rotates in a first direction operating second link (6) in a second direction opposite to the first direction, such that, the first pin (5) displace away from the groove (8c) of the brake pedal (8) and disengages the brake pedal (8) thereby offering free play of the brake pedal (8) by a predetermined distance.

13. The method as claimed in claim 12 comprises, connecting a second pin (10) to the actuation lever (1) wherein, the second pin (10) breaks and allows the rotation of the actuation lever (1) upon application of loads greater than 1 ton during impact.

14. The method as claimed in claim 12 comprises, providing a third pin (11) along an intermediate region of the first link (4) wherein, the third pin (12) restricts the free play of the brake pedal (8) with in a pre-determined length.
, Description:TECHNICAL FIELD

Present disclosure generally relates to the field of automobiles. Particularly but not exclusively, the present disclosure relates to a brake pedal mechanism for a vehicle. Further, embodiments of the present disclosure discloses a mechanism for the brake pedal mechanism of the vehicle which offers free play to the brake pedal upon an impact of the vehicle.

BACKGROUND OF THE INVENTION

Brake systems are used in automobiles to control or slow down the vehicle when needed. A typical brake system consists of a brake pedal connected to a brake booster. The brake booster is further coupled to a tandem master cylinder and when a driver presses the brake pedal, hydraulic pressure will be generated in the tandem master cylinder with the assistance of brake booster. The hydraulic pressure generated in the tandem master cylinder is applied on disc brake caliper or wheel cylinder mechanism in drum brake which is connected in the wheel end. The disc brake caliper or wheel cylinder mechanism converts the hydraulic pressure into brake force, which in turn used to slow down or stop the vehicle. In case of pneumatic braking arrangement, the brake pedal force is assisted by pneumatic flow circuit.

Generally, when a vehicle is involved in a frontal crash, the driver often has their foot positioned or proximal to the brake pedal. If the frontal vehicular crash is of sufficient magnitude, the impact force of the crash will often push the front portion of the vehicle towards the rear portion. In such scenarios, the mechanically connected brake or clutch pedal acts as a rigid member and transfers the force of the crushing impact to the foot and leg of the driver. Such forces may often injure the driver due to the impact force or trapping a portion of the driver due to contraction of footwell caused by the rearward movement of the brake pedal.

In view of the above, brake pedals are often configured with mechanisms that rely on a large number of parts for breaking the connection of the brake pedal. However, these methods generally describe breaking a joint to the extent that the pedal will not function after the crash. Rendering a pedal mechanism inoperable which is inconvenient and costly. With advancements in technologies, brake pedal assemblies that disengage the pedal from the mechanical connection are configured for avoiding any injuries to the driver’s feet. Conventional disengagement mechanisms are complex and involve structural changes to equip such collapsible brake pedals leading to increase in costs. Moreover, due to the complexity, the previously known disengagement mechanisms are often heavy and require additional time and expense to assemble and install. Consequently, the overall weight and cost of the vehicle is increased.

The present disclosure is directed to overcome one or more limitations stated above, or any other limitation associated with the prior arts.

SUMMARY OF THE DISCLOSURE

One or more shortcomings of the conventional system or method are overcome, and additional advantages are provided through the provision of the device as claimed in the present disclosure.

Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the claimed disclosure.

In one non-limiting embodiment of the disclosure, a brake pedal mechanism for a vehicle is disclosed. The mechanism includes an actuation lever rotatably connectable to a pedal bracket of the vehicle. A first link is pivotally connected to the pedal bracket adjacent to the actuation lever, and a second link is pivotally connected to the first link. The second link includes a first end and a second end, where the first end is abutted against the actuation lever and the second end comprises a first pin. A brake pedal is pivotally connected to a second end of the first link where, a first end of the brake pedal is defined with a groove for accommodating the first pin at the second end of the second link, and a second end of the brake pedal comprises a pedal pad. During an impact of the vehicle, actuation lever rotates in a first direction operating second link in a second direction opposite to the first direction, such that, the first pin displaces away from the groove of the brake pedal and disengages the brake pedal thereby offering free play of the brake pedal by a predetermined distance.

In an embodiment of the disclosure, the second end of the first link is connectable to a booster rod of a brake booster mechanism to generate braking force corresponding to actuation of the brake pedal.

In an embodiment of the disclosure, a protrusion is defined in the groove of the brake pedal where the protrusion is structured to shear upon application of a force greater than 1 ton by the second link during the impact to allow displacement of the first pin from the groove.

In an embodiment of the disclosure, a second pin is connected to the actuation lever where, the second pin breaks away and allows pivoting action of the actuation lever during impact.

In an embodiment of the disclosure, the first direction is a clockwise direction, and the second direction is an anti-clockwise direction.

In an embodiment of the disclosure, the mechanism includes a third pin provisioned along an intermediate region of the first link where, the third pin is structured to restrict the free play of the pedal after the pre-determined distance.

In an embodiment of the disclosure, the brake pedal is defined by a pivot section extending between the groove and a point where the pedal is pivotally connected to the second end of the first link.

In an embodiment of the disclosure, the pivot section of the pedal rotates in the second direction providing the free play to the pedal.

In an embodiment of the disclosure, the free play of the pedal is restricted when the pivot section of the pedal contacts the third pin. Further, the free paly of the pedal ranges from 50 mm to 100 mm.

In an embodiment of the disclosure, a striker block is fixedly connected to the chassis of the vehicle and abutted against a top end of the actuation lever where, the actuation lever rotates in the first direction due to the striker blocks, during the impact of the vehicle.

In one non-limiting embodiment of the disclosure, a method of assembling a brake pedal mechanism for a vehicle is disclosed. The method includes steps of rotatably connecting an actuation lever to pedal bracket of a vehicle, and then pivotally connecting a first link to the bracket adjacent to the actuation lever. Further, a second link is pivotally connected to the first link and the second link includes a first end and a second end. The first end is abutted against the actuation lever and the second end comprises a first pin. The next step involves pivotally connecting a brake pedal to a second end of the first link. The first pin at the second end of the second link is accommodated in a groove defined at a first end of the brake pedal and a second end of the brake pedal comprises a pedal pad. During an impact of the vehicle, actuation lever rotates in a first direction operating second link in a second direction opposite to the first direction, such that, the first pin displaces away from the groove of the brake pedal and disengages the brake pedal thereby offering free play of the brake pedal by a predetermined distance.

The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.

BRIEF DESCRIPTION OF THE ACCOMPANYING FIGURES

The novel features and characteristic of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a preferred mode of use, further objectives, and advantages thereof, will best be understood by reference to the following detailed description of illustrative embodiments when read in conjunction with the accompanying figures. One or more embodiments are now described, by way of example only, with reference to the accompanying figures wherein like reference numerals represent like elements and in which:

Fig. 1 and Fig. 2 illustrates a side view of a brake pedal mechanism in a vehicle, in accordance with an embodiment of the present disclosure.

Fig. 3 illustrates a front view of the brake pedal mechanism in the vehicle, in accordance with an embodiment of the present disclosure.

Fig. 4 illustrates a side view of the brake pedal mechanism in the vehicle during an impact to the vehicle, in accordance with an embodiment of the present disclosure.

Fig. 5 illustrates a side view of the brake pedal mechanism in the vehicle after the impact to the vehicle, in accordance with an embodiment of the present disclosure.

The figure depicts embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the brake pedal mechanism in a vehicle without departing from the principles of the disclosure described herein.

DETAILED DESCRIPTION

The foregoing has broadly outlined the features and technical advantages of the present disclosure in order that the description of the disclosure that follows may be better understood. Additional features and advantages of the disclosure will be described hereinafter which form the subject of the disclosure. It should be appreciated by those skilled in the art that the conception and specific embodiments disclosed may be readily utilized as a basis for modifying or designing other system for carrying out the same purposes of the present disclosure. It should also be realized by those skilled in the art that such equivalent constructions do not depart from the scope of the disclosure. The novel features which are believed to be characteristic of the disclosure, as to its organization, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying figures. It is to be expressly understood, however, that each of the figures is provided for the purpose of illustration and description only and is not intended as a definition of the limits of the present disclosure.

In the present document, the word "exemplary" is used herein to mean "serving as an example, instance, or illustration." Any embodiment or implementation of the present subject matter described herein as "exemplary" is not necessarily to be construed as preferred or advantageous over other embodiments.

While the disclosure is susceptible to various modifications and alternative forms, specific embodiments thereof have been shown by way of example in the drawings and will be described below. It should be understood, however that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternative falling within the scope of the disclosure.

The terms “comprises”, “comprising”, or any other variations thereof, are intended to cover a non-exclusive inclusions, such that a system that comprises a list of components does not include only those components but may include other components not expressly listed or inherent to such mechanism. In other words, one or more elements in the device or mechanism proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the mechanism.

Embodiments of the present disclosure discloses a brake pedal mechanism for a vehicle. When a vehicle is involved in a frontal crash, the drivers often has their foot positioned or proximal to the brake pedal. However, if the frontal vehicular crash is of sufficient magnitude, the impact force of the crash will often push the front portion of the vehicle towards the rear portion. In such scenarios, the mechanically connected brake or clutch pedal acts as a rigid member and transfers the force of the crushing impact to the foot and leg of the driver. In view of the above, brake pedals are often configured with mechanisms that rely on a large number of parts for breaking the connection of the brake pedal. However, these methods generally describe breaking a joint to the extent that the pedal will not function after the crash. Rendering a pedal mechanism inoperable which is inconvenient and costly to a driver for replacement etc.

Accordingly, the present disclosure discloses a brake pedal mechanism for a vehicle. The mechanism includes an actuation lever rotatably connectable to pedal bracket of the vehicle, and a first link which is pivotally connected to the bracket adjacent to the actuation lever. The mechanism further includes a second link which is pivotally connected to the first link. The second link includes a first end and a second end, where the first end is abutted against the actuation lever and the second end comprises a first pin. A brake pedal is pivotally connected to a second end of the first link where, a first end of the brake pedal is defined with a groove for accommodating the first pin at the second end of the second link, and a second end of the brake pedal comprises a pedal pad. During an impact of the vehicle, actuation lever rotates in a first direction operating the second link in a second direction opposite to the first direction, such that, the first pin displaces away from the groove of the brake pedal and disengages the brake pedal thereby offering free play of the brake pedal by a predetermined distance.

The following paragraphs describe the present disclosure with reference to Figs. 1 to 5.

Fig. 1 and Fig. 2 illustrates a side view of a brake pedal mechanism (100) in a vehicle. Fig. 3 illustrates a front view of the brake pedal mechanism (100) in the vehicle. The mechanism (100) may include a bracket (3) and may be fixedly mounted to a chassis of the vehicle. The bracket (2) may be defined with an enlarged flat plate. The enlarged flat plate of the bracket (2) may converge into a narrow channel section [seen from Fig. 3]. The flat plate section of the bracket (2) may be defined with a central aperture for accommodating and supporting a booster rod (9a) of a brake booster mechanism (9). Further, the bracket (2) may be defined with a plurality of apertures for fixedly mounting the bracket (3) with the chassis or firewall of the vehicle. A channel shaped section of the bracket (2) may rotatably accommodate an actuation lever (1). The actuation lever (1) may be rotatably connected to the bracket (2) by a fourth pin (2). In an exemplary embodiment, the actuation lever (1) may be a partially triangular shaped component. The upper end of the actuation lever (1) may be configured to be abutted against a striker block mounted on the chassis of the vehicle. The actuation lever (1) may also be provided with a second pin (10). The second pin (10) may be a shear pin (10) and may be configured to deform or break under application of a significant force. The mechanism (100) also includes a first link (4) pivotally connectable to the bracket (3) adjacent to the actuation lever (1). The first link (4) may be connected to the channel shaped section of the bracket (2) by a fifth pin (5). In an exemplary embodiment, the first link (4) may be a “C” shaped component and may be defined with a first end (4a) and a second end (4b). The first end (4a) of the first link (4) may be connected to the bracket (2) and the second end (4b) of the second link (4) may be connected to the booster rod (9a) of the brake booster mechanism (9) for generating a braking force corresponding to actuation of a brake pedal (8). The first link (4) may include a third pin (11) configured along an intermediate section of the first link (4). The mechanism (100) may include a second link (6) pivotally connected to the first link (4). An intermediate section of the second link (6) may be pivotally connected with an intermediate section of the first link (4) by a sixth pin (14). The second link (6) may also be defined by a first end (6a) and a second end (6b). The first end (6a) of the second link (6) may be abutted against a bottom end of the actuation lever (1) and the second end (6b) of the second link (6) may be configured with a first pin (7). In an exemplary embodiment, the second link (6) may be a “C” shaped member and may be configured of length that is substantially smaller than the first link (4).

Further, the brake pedal (8) maybe pivotally connected to the second end (4b) of the second link (4) by a seventh pin (13). The brake pedal (8) may also be defined with a first end (8a) and a second end (8b). The second end (8b) of the brake pedal (8) may be provided with a pedal pad (12) and may be configured to receive and transmit the force applied by the user. Further, the first end (8a) of the brake pedal (8) may be defined with a groove (8c). The groove (8c) may be of dimensions which are equivalent or slightly larger than the first pin (7). Further, the groove (8c) defined at the first end (8a) of the brake pedal (8) may accommodate the first pin (7) provided at the second end (6b) of the second link (6). An inner surface of the groove (8c) may be defined with a protrusion (8d). The protrusion (8d) may be defined along a top end of the groove (8c) such that the first pin (7) of the second link (6) is fixedly housed inside the groove (8c). The protrusion (8d) may be structured to shear upon application of a force greater than 1 ton by the second link (6). The brake pedal (8) may also be defined by a pivot section (8e) extending between the groove (8c) and the point where the brake pedal (8) is pivotally connected to the second end (4b) of the first link (4).

Under normal operating conditions or when there is no frontal impact to the vehicle, the force from the brake pedal (8) is directly transmitted to the booster rod (9a) by the first link (4). When the driver depresses the brake pedal (8), the first link (4) connected to the bottom end (4b) of the first link (4) rotates in second direction. The above movement or the direct transfer of force from the brake pedal (8) to the first link (4) is facilitated by the fixed connection of the brake pedal (8) to the second link (6) through the first pin (7) of the second link (6). The rotation of the first link in the second direction causes the second end (4b) of the first link (4) to push the booster rod (9a) and thereby actuates the brake booster mechanism (9).

Further, the dis-engaging of the brake pedal (8) form the second link (6) during the impact to the vehicle, is explained with greater detail below. Fig. 4 illustrates a side view of the brake pedal mechanism (100) during the impact to the vehicle. A frontal impact to the vehicle causes the brake booster mechanism (9) and the bracket (3) to move rearwards towards the footwell of the driver. As the bracket (2) traverses rearwardly towards the driver’s feet, the actuation lever (1) connected to the bracket (2) also traverses forward towards the striker block. Therefore, the top end of the actuation lever (1) comes in contact with the striker block [not shown] and pivots or rotates in a first direction along an axis extending through the fourth pin (2). In an embodiment, the first direction may be a clockwise direction. As the actuation pin (1) rotates in the first direction, the bottom end of the actuation pin (1) abutted against the first end (6b) of the second link (6) forces the second link (6) to rotate in a second direction opposite to the first direction. In an embodiment, the second direction may be the anti-clockwise direction. The second pin (6) may rotate about an axis extending through the sixth pin (14). Fig. 5 illustrates a side view of the brake pedal mechanism (100) in the vehicle after the impact to the vehicle. The rotation of the second pin (6) in the second direction causes the first pin (7) at the second end (6b) of the second link (6) to be displaced away from the groove (8c) of the brake pedal (8) thereby disengaging the brake pedal (8). The protrusion (8d) defined in the groove (8c) shears or breaks away due to the tangential or rotational force from the first pin (7) exerted through the second link (6). Thus, the connection between the second link (6) and the brake pedal (8) is broken thereby, offering free play of the brake pedal (8). The pivoting section (8e) of the brake pedal (8) may thus pivot or rotate about an axis extending through the seventh pin (13) in the second direction. Thus, the driver may remove his feet from the brake pedal (8), avoiding any injuries to their feet. The free paly of the brake pedal (8) may range from 50 mm to 100 mm.
The free play distance offered to the brake pedal (8) may depend on the positioning of the third pin (11) along the intermediate region of the first link (4). The third pin (11) provisioned along the intermediate region of the first link (4) may restrict the free play of the brake pedal (8) after the pre-determined distance. The pivoting section (8e) of the brake pedal (8) may be configured to pivot and make contact with the third pin (11) on the first link (4). In an embodiment, the brake pedal remains in operation after the vehicle endures the impact. Once, the brake pedal (8) is dislodged from the second link (4) thereby providing the required free play, the driver may choose to depress the brake pedal (8). Under this scenario, the pivoting section (8e) of the brake pedal (8) rotates in the second direction and comes in contact with the third pin (11) on the first link (4). When the user further depresses the brake pedal (8), the pivoting section (8e) of the brake pedal (8) exerts force on the first link (4) to rotate in the second direction through the third pin (11). The rotation of the first link (4) in the second direction causes the booster rod (9a) coupled to the second end (4b) of the second link (4) to be actuated. Consequently, the brake booster mechanism (9) is also actuated and the normal working condition of the brakes in the vehicle is restored. For normal working condition of the brakes in the vehicle may be restored only if the brake booster mechanism (9) and other components of the brake mechanism sustain minimal damage during the impact and the components remain functional.

In an embodiment, the second pin (10) connected to the actuation lever (1) may break away and allows pivoting action of the actuation lever (1) during impact. The second pin (10) may be provided as a safety mechanism where, the second pin (10) shears or breaks upon application of load over a pre-determined limit. The second pin (10) may be of a material which breaks upon application of a load over the pre-determined limit. In an embodiment, the load bearing ability, and the pre-determined limit for the second pin (10) to break may be in the range of 0.8 ton to 1 ton. In an embodiment, the protrusion (8d) defined in the groove (8c) may also shear after an application of load greater than the pre-determined limit of 1 ton.

In an embodiment, the above disclosed brake pedal mechanism (100) offers free play of the brake pedal (8) under frontal impacts to the vehicle and thereby prevents the driver’s feet from getting stuck between the brake pedal (8) and the vehicle floor. The free play offered by the above disclosed brake pedal mechanism (100) allows the driver to retract his feet from below the brake pedal (8) during any impacts. The free play offered by the brake pedal mechanism (100) also prevents a direct impact of the brake pedal (8) onto the driver’s feet as the brake pedal (8) may partially retract upon coming in contact with the driver’s feet after an impact. In an embodiment, the third pin (11) on the first link (4) of the brake pedal mechanism (100) restricts the free play of the brake pedal (8) and allows for the operation of the brake pedal (8) even after an impact to the vehicle.

Equivalents

With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.

It will be understood by those within the art that, in general, terms used herein, are generally intended as "open" terms (e.g., the term "including" should be interpreted as "including but not limited to," the term "having" should be interpreted as "having at least," the term "includes" should be interpreted as "includes but is not limited to," etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding the description may contain usage of the introductory phrases "at least one" and "one or more" to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles "a" or "an" limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases "one or more" or "at least one" and indefinite articles such as "a" or "an" (e.g., "a" and/or "an" should typically be interpreted to mean "at least one" or "one or more"); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of "two recitations," without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to "at least one of A, B, and C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, and C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to "at least one of A, B, or C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, or C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase "A or B" will be understood to include the possibilities of "A" or "B" or "A and B."

While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated in the description.

Referral Numerals:

Referral numerals Description
1 Actuation lever
2 Fourth pin
3 Pedal Bracket
4 First link
4a First end of the first link
4b Second end of the first link
5 Fifth pin
6 Second link
6a First end of the second link
6b Second end of the second link
7 First pin
8 Brake pedal
8a First end of the brake pedal
8b Second end of the brake pedal
8c Groove
8d Protrusion in the brake pedal
8e Pivoting section of the brake pedal
9 Brake booster mechanism
9a Booster rod
10 Second pin
11 Third pin
12 Pedal pad
13 Seventh pin
14 Sixth pin