Claims:1. A synchronized braking system (200) for a vehicle (100), said synchronized braking system (200) comprising:
at least one front wheel brake (130) capable of applying braking forces to at least one corresponding front wheel (110) of said vehicle (100);
at least one rear wheel brake (136) capable of applying braking forces to at least one corresponding rear wheel (115) of said vehicle (100);
an independent brake actuation lever (210) coupled to said at least one front wheel brake (130) through a front wheel brake cable (215);
a reaction relay member (300) being pivoted about a pivot shaft (307); said reaction relay member (300) includes a first pivot joint (300a) and a second pivot joint (300b);
a synchronous brake actuation pedal (205) capable of receiving brake actuating forces, is pivotably supported to said reaction relay member (300) of said vehicle (100) by at least one of a pivot shaft (307); and
said reaction relay member (300) being pivoted about said pivot shaft (307); an output arm (305) of said pivot shaft (307) is coupled to an intermediate brake cable (220) that is connected to at least one front brake actuating member (230) of said at least one front wheel brake (130); said reaction relay member (300) is capable of producing a primary pivot reaction by rotating independent of said synchronous brake actuation pedal (205), said reaction of relay member (300) is communicated to a rear brake actuating member (235) for actuating said rear brake actuating member (235) through reaction of first pivot joint (300a) and said second pivot joint (300b) of said reaction relay member (300) during application of said synchronous brake actuation pedal (205);
wherein,
a second reaction member (315) floatingly operably connects said second pivot joint (300b) of said reaction relay member (300) on at least one end, and on the other end is operably connected to a piston rod (236) of said synchronized braking system (200),
wherein,
the movement of said second reaction member (315) contributes to the primary pivot reaction as a secondary pivot reaction.
2. The synchronized braking system (200) for a vehicle (100), as claimed in claim 1, wherein said at least one front wheel brake (130) is a disc brake and said intermediate brake cable (220) includes one of a brake cable and said front wheel brake cable (215) is a brake hose, and wherein said at least one rear wheel brake (136) is a disc brake and a rear braking force transmitting member (225) includes one of a brake rod and a brake hose operationally connected to said at least one rear wheel brake (136).
3. The synchronized braking system (200) as claimed in claim 1, wherein said intermediate brake cable (220) is formed by a brake cable including said outer sheath and an inner cable (220a), said inner cable (220a) is connected to at least a portion of said output arm (305), and said pivot shaft (307) is fixedly connected to said synchronous brake actuation pedal (205) and said outer sheath is connected to said reaction relay member (300).
4. The synchronized braking system (200) as claimed in claim 1, wherein said first pivot joint (300a) of said reaction relay member (300) being connected to said support member (250), said second pivot joint (300b) being movably pivotally connected to a piston rod (236) of said rear brake actuating member (235), and wherein said rear brake actuating member (235) is a rear master cylinder.
5. The synchronized braking system (200) as claimed in claim 4, wherein said rear master cylinder is fixedly connected to said frame member (105) at another end of said rear master cylinder (235).
6. The synchronized braking system (200) as claimed in claim 1, wherein said first pivot joint (300a) and said second pivot joint (300b) are radially way from each other with respect to the pivot axis PP’.
7. The synchronized braking system (200) as claimed in claim 1, wherein said second reaction member (315) and said synchronous brake actuation pedal (205) are secured angularly to said reaction relay member (300) allowing the brake pedal arm (205a) to rotate along with the synchronous brake actuation pedal (205) without relative displacement between the two.
8. The synchronized braking system (200) as claimed in claim 1, wherein an elliptical hole (302) is provided on the rider footrest to allow degree of freedom for said second pivot joint (300b) that allows transmission of forces from the brake pedal second pivot joint (300b) to the inner cable (220a) of said intermediate brake cable (220).
9. The synchronized braking system (200) as claimed in claim 8, wherein the said elliptical hole (302) is elongated in the direction of movement of said second pivot joint (300b) about said first pivot (300a) joint.
10. The synchronized braking system (200) as claimed in claim 1, wherein said outer sheath of said intermediate brake cable (220) being operably connected to an intermediate cable loading point (300c) present approximately in between the first pivot joint (300a) and second pivot joint (300b) of said reaction relay member (300).
11. The synchronized braking system (200) as claimed in claim 1, wherein said output arm (305) has a lever portion to which said inner cable (220a) is hingedly coupled, and said output arm (305) includes a pivot shaft (307) for pivotably mounting said reaction relay member (300) to a support member (250) that is further secured to said frame member (105).
12. The synchronized braking system (200) as claimed in claim 1, wherein said synchronized braking system (200) is provided with at least one return spring (260) disposed between said reaction relay member (310) and said support member (250) and operatively connected therebetween.
13. The synchronized braking system (200) as claimed in claim 1, wherein said rear brake actuating member (235) is secured to a support member (250) that is secured to said frame member (105), and said output arm (305), said reaction relay member (300), and said synchronous brake actuation pedal (205) are supported by said support member (250) through said pivot shaft (307).
14. The synchronized braking system (200) as claimed in claim 1, wherein said reaction relay member (300) is directly connected to said rear brake actuating member (235) by at least one of a brake control cable, link, and rod or combination thereof.
15. The synchronized braking system (200) as claimed in claim 1, wherein said output arm (305), and said reaction relay member (300) are disposed towards inner side of a support member (250), and said output arm (305) and said reaction relay member (300) overlapping with substantial portion of the extended portion (315) when viewed from a vehicle top side.
16. The synchronized braking system (200) as claimed in claim 1, wherein said reaction relay member (300) is provided with a stopper member at a bottom portion thereof, wherein said stopper prevents a relative movement between the pivot shaft (307) and the reaction relay member (310) after a certain degree of rotation of the pivot shaft (307). , Description:TECHNICAL FIELD
[0001] The present subject matter in general, relates to a braking system, and, in particular relates, to brake assembly in a synchronized braking system of a multi-wheeled saddle vehicle. The present application is a patent of addition with respect to the patent application number 201941011578.
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 an embodiment of a two wheeled saddle type motorcycle along with 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 left side view of an exemplary vehicle, in accordance with an embodiment of the present subject matter.
[0006] Fig. 2 illustrates a schematic view of a synchronized braking system, in accordance with the embodiment of the present subject matter.
[0007] Fig. 3 a right-side view of a portion of the synchronized braking system, in accordance with an embodiment as depicted in Fig. 2.
[0008] Fig. 4 illustrates a rear brake pedal assembly with respect to synchronized braking system, in accordance with an embodiment of the present subject matter.
[0009] Fig. 5 and Fig. 6 illustrate perspective view of a portion of the synchronized braking system, in accordance with an embodiment.

DETAILED DESCRIPTION

[00010] Conventional two-wheeler or three-wheeler braking systems usually include either hand-operated brake levers for both the front and rear wheels or include a combination of hand-operated and foot-operated brake levers. 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.
[00011] Generally, the rear brake lever is popularly used as a combined brake force transmitting member in a combined braking system. Upon actuation of the combined braking force transmitting member, the braking force is distributed to the front wheel brake and the rear wheel brake. Conventional combined braking systems employ a large number of components and linkages or hydraulic or both to connect the combined brake lever to both the rear wheel brake assembly and the front wheel brake assembly. Especially, in case of a braking system involving hydraulic systems, the number of intermediate components may increase. For example, in a braking system known in the art, a hydraulic pressure control valve (PCV) or a proportionate valve with delay valve is used in brake systems with a disc brake at both front wheel(s) and rear wheel(s) to distribute braking force therebetween during application of a one brake lever. These pressure control valve and the delay valve can be set up as a separate systems connected in series through hydraulic circuit line or integrated as a single system. Moreover, certain systems use additional brake caliper pots and pistons for actuating front brake, known as a three-pot caliper or divided pots caliper at front. Further, such systems may require additional brake hose with or without additional master cylinder for actuation of front brake. These systems have more number of components, and joints for connecting them which makes them less reliable, less durable, and complex to service due to multiple components and joints, which are weak points.
[00012] Moreover, some other type of systems known in the art include common brake hose and brake caliper at front wheel for normal front brake operation and also for combined brake applications. Even in such systems the front brake lever and the front brake caliper are connected through a PCV. Thus, such systems also have a greater number of additional intermediate systems like PCVs, joints for connecting hoses to PCV, whereby they are prone to more problems in terms of assembly process, oil filling quantity, and reliability as more number of joints are weak points. Also, due to the longer hoses that are required to connect the system from pedal region to handle region makes them costlier and less durable. Also, serviceability of such system is complex which is time consuming.
[00013] Generally, the presence of longer hydraulic systems in the combined brake system applications will also cause the problem of unwanted air bubbles that is like a compressible gas, which causes excessive movement at the lever and dramatically reduce braking performance. This offers poor brake or spongy brake feel, which is undesired. Moreover, such hydraulic braking systems requires a frequent or specific fill-bleed process in terms of filling sequence and need for extra brake fluid.
[00014] In the aforementioned and other systems, a longer hydraulic circuit used which is prone to volumetric expansion in the system. This leads to poor brake lever feel issues like spongy or soft lever feel or excess lever travel and undesirable frequent maintenance / calibration cost. In addition to poor braking feel and deteriorated braking system performance, the rider undergoes fatigue due to excess energy required for brake actuation, especially during condition requiring frequent applications of brakes like dense traffic conditions or during city riding situations or both.
[00015] Moreover, hydraulic systems work on application of pressure. Any connection point in the system acts a feeble point at which pressure drop/ leak can occur. For example, due to the presence of multiple intermediate components and connections with the components, there are higher chances of leakage in hydraulic system, circuits and joints. Thus, loss of pressure can cause failure of braking system which is a major safety issue. Further, the intermediate components like the PCV or delay valve or both may have the issue of piston seizure. This is also one of the serious physical conditions as seizure of piston, especially in an actuated condition, blocks the front brake circuit even when the user does not want to apply front brake lever or even when the user wants to immediately release front wheel brake. So, even if the user releases the rear brake lever, acting as combined brake lever, the front wheel brake will still be kept at actuated condition despite release by rider’s control. This could result in front wheel locking. The wheel locking issue occurring at the front wheel is more dangerous than rear wheel as it would cause nose dive of the vehicle or lateral fall leading to serious rider injuries. Thus, road safety becomes critical and severe.
[00016] Also, accommodation of such hydraulic system like PCV and other hydraulic hoses would take ample space on the vehicle. Besides, the large components like PCV require additional mounting on the frame requiring frame modification thereby affecting layout of the vehicle. Accommodation of components like PCV affects the vehicle width due to swelling of the vehicle width near the PCV.
[00017] Thus, there is a need for a braking system that is capable of addressing the aforementioned and other problems in the prior art. Moreover, the system should be simple, having less weight, reliable, and cost effective. Also, the system should cost less in terms of maintenance. The system should also be capable of offering improved brake feel/response and reliability, whereby the user feels confident while riding the vehicle.
[00018] The present subject matter, is a modification over the patent application number 201941011578.
[00019] The patent application number 201941011578, herein called as ‘the application’ discloses about a synchronized braking system that provides an improved independent wheel brake capable of applying braking forces to one of a front wheel(s) or a rear wheel(s) of a two-or three-wheeled vehicle, and a synchronous brake lever capable of applying braking forces to both the rear wheel(s) and the front wheel(s) of the two-or three-wheeled vehicle.
[00020] ’The application’ provides a synchronized braking system (SBS) enabling actuation of two or more wheel brake(s), say at least one front wheel brake and at least one rear wheel brake, by application of one brake lever/pedal. Further the synchronous brake lever is pivotable about a fixed pivot support, and the foot-operated brake lever pivots upon application of force by user. The brake lever acts as an input arm and a pivot shaft of the synchronized braking system has as an output arm, wherein the pivot shaft is rotatable along with the brake pedal and acts as a single rigid member. It is a feature that the number of intermediate parts are less thereby making the system compact. Further, the pivot shaft can be adapted to provide desired torque without affecting the length or other parameters of the brake pedal/lever.
[00021] Furthermore, the application discloses that the synchronized braking system including a reaction relay member, which is rotatable with reference to pivot shaft and about the hingedly floating pivot axis, compactly sandwiched between the pivot shaft-output arm and a support member supporting the pivot shaft and the brake-pedal. ‘The application’, further discloses about an intermediate brake cable member provided with an outer sheath and an inner cable (220a).
[00022] . Further, a first end of the reaction relay member movably supports the outer sheath of the intermediate brake cable.
[00023] Furthermore, the pivot shaft-output arm is hingedly coupled to the inner cable (220a) of the intermediate brake cable member. Thus, the reaction relay member actuates a rear brake actuating member through reaction of an outer sheath of an intermediate brake cable acting on the reaction relay member during application of said synchronous brake actuation pedal. Thus, the compact reaction relay member enables actuation of both the front wheel brake and the rear wheel brake, which can be disc brakes without the need for the PCV.
[00024] However, the actuation of the rear brake actuating member through reaction of an outer sheath of an intermediate brake cable acting on the reaction relay member during application of said synchronous brake actuation pedal requires a considerable amount of reaction force relayed. Sometimes when the rider applies less force at the foot brake lever, the reaction force transmitted by the reaction relay member is inefficient to alone generate an adequate force to actuate the front brake. Therefore, because of such inadequate reaction force, adequate actuation of the rear brake actuating member is compromised. Thereby, the overall efficiency and effectiveness of the synchronized braking system is compromised.
[00025] Hence, it is desirable to always ensure that the reaction force transmitted by the reaction relay member is always efficient to generate an adequate force to actuate the front brake, than what was achieved by means of the disclosure made in ‘the application’.
[00026] The present subject matter is a synchronized braking system that provides an improved independent wheel brake capable of applying braking forces to one of a front wheel(s) or a rear wheel(s) of a two-or three-wheeled vehicle, and a synchronous brake lever capable of applying braking forces to both the rear wheel(s) and the front wheel(s) of the two-or three-wheeled vehicle, with respect to the application.
[00027] The synchronized braking system, disclosed as per the present invention, comprises of at least one front wheel brake capable of applying braking forces to at least one corresponding front wheel of the vehicle; at least one rear wheel brake capable of applying braking forces to at least one corresponding rear wheel; an independent brake actuation lever coupled to the at least one front wheel brake through a front wheel brake cable; a reaction relay member being pivoted about a pivot shaft.
[00028] The reaction relay member includes a first pivot joint and a second pivot joint. A synchronous brake actuation pedal capable of receiving brake actuating forces, is pivotably supported to the reaction relay member by at least one of a pivot shaft, and the reaction relay member is pivoted about the pivot shaft; an output arm of the pivot shaft is coupled to an intermediate brake cable that is connected to at least one front brake actuating member of the at least one front wheel brake. The reaction relay member is capable of producing a primary pivot reaction by rotating independently of said synchronous brake actuation pedal. Further the reaction relay member is communicated to a rear brake actuating member for actuating rear brake actuating member through reaction of first pivot joint and second pivot joint of reaction relay member during application of synchronous brake actuation pedal.
[00029] As per another aspect, a second reaction member floatingly operably connects the second pivot joint of the reaction relay member on at least one end, and on the other end is operably connected to a piston rod of the synchronized braking system. The movement of said second reaction member contributes to a secondary pivot reaction.
[00030] The primary pivot reaction and the secondary pivot reaction always ensures that the reaction force transmitted by the reaction relay member is always efficient because of the two separate sources of reaction force relayed, i.e. primary pivot reaction and a secondary pivot reaction, to generate an adequate contributary force to actuate the front brake, even in conditions when the force applied at the brake pedal is less than required.
[00031] In one embodiment, the front wheel brake is a disc brake, and the intermediate brake cable is coupled to a front master cylinder for actuating the front wheel brake mounted on the front wheel. In one implementation, the front master cylinder, also referred to as a front brake actuating member, in mounted on the handle bar assembly of the vehicle. It is an aspect that only an intermediate cable is routed from the braking system to the front master cylinder, which can be compactly routed.
[00032] Further, in one embodiment, the rear wheel brake is a disc brake, and the rear braking force transmitting member is coupled to a rear master cylinder for actuating the rear wheel brake mounted on the rear wheel. Thus, it is an aspect that the braking system can be disposed near the brake lever/pedal thereby providing desired torque to rear wheel brake without any losses or with minimal losses.
[00033] In an embodiment, the reaction relay member is rotatably supported on a pivot shaft on the frame member. In an embodiment, a brake actuation pedal capable of receiving brake actuating forces, is pivotably supported to the reaction relay member of the vehicle by at least one of a pivot shaft. The reaction relay member includes a first pivot joint and a second pivot joint disposed on either ends of the reaction relay member. The reaction relay member produces a primary reaction force that actuates the front brake lever by means of the intermediary cable.
[00034] The second pivot joint of the reaction relay member is coupled to a brake rod by means of a separate member, herein called as a second reaction member, to which the reaction relay member is hingedly joined. The second reaction member floatingly operably connects the second pivot joint of the reaction relay member on at least one end, and on the other end is operably connected to a piston rod of the synchronized braking system. The movement of the second reaction member produces the secondary reaction force that further actuates the front brake lever by means of the intermediary cable on top of the primary reaction force. The second reaction member contributes to pivot reaction of the reaction relay member by adding contributary pivot reaction to enablement of actuation of the second pivot joint, which in turn actuates an inner cable of actuating an intermediate brake cable.
[00035] Therefore, the rear wheel brake gets actuated more efficiently by the reaction relay member without a direct connection with the brake pedal.
[00036] As per another aspect, the first pivot joint and the second pivot joint are radially way from each other with respect to the pivot axis PP’.
[00037] As per another aspect the second reaction member and the synchronous brake actuation pedal are secured angularly to the reaction relay member allowing the brake pedal arm to rotate along with the synchronous brake actuation pedal without relative displacement between the two.
[00038] As per another embodiment, outer sheath of the intermediate brake cable is operably connected to an intermediate cable loading point present approximately in between the first pivot joint and second pivot joint of the reaction relay member.
[00039] 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. 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.
[00040] Furthermore, in one embodiment, the synchronized braking system is provided with at least one return spring disposed between the reaction relay member and the support member to return the reaction relay member to its initial position.
[00041] In one embodiment, another return spring may be provided that helps in providing a delay in the front braking thereby avoiding front wheel skidding / locking at comers and slippery /wet surfaces.
[00042] Further, the synchronized braking system of the present subject matter ensures that the front wheel brake is actuated even by simple intermediate brake cable without the need for a pressure control valve (PCV) and longer hydraulic brake hoses. For example, any unnecessary failures due to piston seizure or sponge feel is reduced or eliminated.
[00043] 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. For example, the reaction relay member, and the pivot shaft are compactly disposed inward of the support member. Thus, when viewed from the lateral outside of the vehicle, the reaction relay member, and the pivot shaft overlap with at least a portion of the support member. Also, the conventionally available support member or the like can be used for mounting of the proposed synchronized braking system.
[00044] Furthermore, the synchronized braking system of the present subject matter is simpler, as it involves lesser number of parts 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.
[00045] It is another aspect that the synchronized braking system can be implemented in vehicles with at least two wheels having a rear disc brake system. Further, the present subject matter is applicable to vehicles with at least two wheels with a rear hydraulic control for a rear drum brake system.
[00046] The present subject matter is applicable to vehicle with disc brake systems employed on both front and rear wheels.
[00047] Moreover, the present subject matter can be integrated with single channel or dual channel anti-lock braking systems (ABS) with ease.
[00048] The present subject matter is not limited to systems having a brake-pedal as it is applicable to vehicles system with a hand operated rear brake system.
[00049] These and other advantages of the present subject matter would be described in greater detail in conjunction with an embodiment of a two wheeled motorcycle with single disc front &rear disc brakes with the figures in the following description.
[00050] Exemplary embodiments detailing features regarding the aforesaid and other advantages of the present subject matter will be described hereunder with reference to the accompanying drawings. Various aspects of different embodiments of the present invention will become discernible from the following description set out hereunder. Rather, the following description provides a convenient illustration for implementing exemplary embodiments of the invention. It should be noted that the description and figures merely illustrate principles of the present subject matter. Various arrangements may be devised that, although not explicitly described or shown herein, encompass the principles of the present subject matter. Moreover, all statements herein reciting principles, aspects, and examples of the present subject matter, as well as specific examples thereof, are intended to encompass equivalents thereof. Further, it is to be noted that terms “upper”, “down”, “right”, “left”, “front”, “forward”, “rearward”, “downward”, “upward”, “top”, “bottom”, “exterior”, “interior” and like terms are used herein based on the illustrated state or in a standing state of the two wheeled vehicle with a driver riding thereon. Furthermore, arrows wherever provided in the top right corner of figure(s) in the drawings depicts direction with respect to the vehicle, wherein an arrow F denotes front direction, an arrow R indicates rear direction, an arrow Up denotes upward direction, an arrow Dw denotes downward direction, an arrow RH denotes right side, and an arrow LH denotes left side. Also, it is to be understood that the phraseology and terminology used herein is for the purpose of description and should not be regarded as limiting.
[00051] Fig. 1 depicts a left side view of an exemplary vehicle 100, in accordance with an embodiment of the present subject matter. The vehicle 100 includes a frame member 105 supporting a front wheel 110 and a rear wheel 115. The front wheel 110 and the rear wheel 115 are rotatably supported by front suspension system 120 and the rear suspension system 125, respectively. In one embodiment, the rear wheel 115 is additionally supported by a swingarm (not shown). The front wheel 110 is provided with a front wheel brake 130 and the rear wheel 115 is provided with a rear wheel brake 136 (shown as dotted line). In the present embodiment, the front wheel brake 130 is a disc brake. However, the front wheel brake 130 can be a drum brake or the disc brake, which is actuated using a hydraulic actuation.
[00052] The frame member 105 further includes a main tube (not shown) that extends rearward from a head tube 105A and subsequently the main tube extends downward towards a rear side of the power unit 140. A pivot bracket (not shown) is secured to the main tube and the pivot bracket is capable of supporting one or more components of the vehicle 100 including a swing arm and the support member 250. In the present embodiment, a power unit 140 is mounted to a front portion of the frame member 105 and is disposed substantially below a fuel tank 145 and rearward of the front wheel 110. The power unit 140 is coupled to a transmission system (not shown) for transferring power to the rear wheel 115. Further, a carburetor or a fuel injection system or the like (not shown) supplies air-fuel mixture to the power unit 140 including an internal combustion engine. Further, the front wheel 110 is pivotally supported by the frame member 105 and a handle bar assembly 150 is functionally connected to the front wheel 110 for maneuvering the vehicle 100. The handle bar assembly 150 supports an instrument cluster, vehicle controls including throttle, clutch, or electrical switches. Further, the handle bar assembly 150 supports at least one independent brake actuation lever 210 (shown in Fig. 2). The vehicle 100 includes another lever that is a brake-pedal 205 (shown in Fig. 2) disposed adjacent to a right side rider foot support structure 185 of a pair of left and right side rider foot support structure 185.
[00053] The term ‘brake-pedal’ is not limiting, wherein it includes a foot-operated pedal or a hand-operated lever. Also, in one alternate embodiment, the brake-pedal is mounted to the handle bar assembly 150 supported by the frame member 105, wherein for the sake of brevity herein the handle bar assembly 150 is considered to be part of the frame member 105.
[00054] Further, a seat assembly 155 is mounted to the frame member 105 and disposed rearward of the fuel tank 145. The rider can operate the vehicle 100 in a seated position on the seat assembly 155. Moreover, the vehicle 100 includes a pair of rider foot support structure 185 disposed on either side of the vehicle 100 for the user to rest feet. The foot support structure 185 extends in a lateral direction RHLH of the vehicle 100 and is secured to the frame member 105 of the vehicle 100.
[00055] Further, the vehicle 100 includes a front fender 160 covering at least a portion of the front wheel 110 and a rear fender 165 covering at least a portion of the rear wheel 115. Also, the vehicle 100 is provided with plurality of panels 170A, 170B mounted to the frame member 105 and covering the frame member 105 and/or parts of the vehicle 100. Also, the vehicle 100 is employed with plurality of mechanical, electronic, and electromechanical system including an anti-lock braking system, a vehicle safety system, or an electronic control system. The vehicle 100 is employed with a synchronized braking system 200 (shown in Fig. 2) and a brake-pedal 205 is capable of actuating the synchronized braking system 200.
[00056] Fig. 2 illustrates a schematic representation of the synchronized braking system, in accordance with an embodiment of the present subject matter. The synchronized braking system 200 includes an independent brake actuation lever 210 capable of actuating the front wheel brake 130. The independent brake actuation lever 210, in the present implementation, is an independent hand actuated lever 210 that is capable of actuating the front wheel brake 130 through a front brake actuating member 230. The independent brake actuation lever 210 is connected to the front wheel brake 130 through a front wheel brake cable/hose 215. The front brake actuating member 230 as per an embodiment is a master cylinder 230 and it includes a piston capable of displacing brake fluid upon application of the independent brake actuation lever 210 thereby actuating the front wheel brake 130.
[00057] Further, the synchronized braking system 200 includes the brake pedal 205, which acts as a synchronous brake actuation lever 205. Thus, the terms ‘brake pedal’, ‘synchronous brake actuation pedal’ and ‘synchronous brake actuation lever’ are interchangeably used. Application of the brake-pedal 205 actuates the rear wheel brake 136 through a rear brake actuating member 235, which is another master cylinder 235 for rear brake actuation. Further, brake-pedal 205 also enables actuation of the front wheel brake 130 through an intermediate brake cable 220, which is functionally connected to the brake-pedal 205.
[00058] Fig. 3 depicts a right-side detailed exploded perspective view of a portion of the synchronized braking system 200, whereby the means of functioning of the synchronized braking system 200 is explained.
[00059] As shown in Fig. 3, in accordance with an embodiment, the brake-pedal 205 is pivotally supported to the reaction relay member 300 of the vehicle 100 by at least one of a pivot shaft 307. The vehicle 100 also includes a pair of rider foot support structure 185 disposed on either side of the vehicle 100 for the user to rest feet.
[00060] The synchronized braking system 200 includes a pivot shaft 307, a pivot shaft-output arm 305, a reaction relay member 300. In one embodiment, the brake-pedal 205, the pivot shaft-output arm 305 (also referred to as output arm 305), and the reaction relay member 300 are pivoted about a fixed pivot axis P-P’ and on the pivot shaft 307. Thus, the system is compactly disposed on the vehicle 100 with single fixed pivot P-P’ point/axis. Thus, the synchronized braking system of the present subject matter occupies less space on the vehicle 100 with minimal interference with other components of the vehicle 100.
[00061] The synchronized braking system 200 includes the intermediate brake cable 220 which is operatively connected to the brake-pedal 205 by means of an inner cable 220a (shown in Fig. 4) through a hinge joint. The outer sheath of the intermediate brake cable 220 is rigidly abutted to frame member.
[00062] In the depicted embodiment, the inner cable 220a of the intermediate brake cable 220 is connected to the output arm 305 on the pivot shaft 307, which is fixedly connected to the brake-pedal 205. The term ‘fixedly connected’ implies that the brake-pedal 205 and the pivot shaft 307 are connected rigidly together. For example, the inner cable 220a is used for operation of one of the wheel brakes, which is the front wheel brake in the present embodiment.
[00063] In an embodiment, the reaction relay member 300, produces a primary pivot reaction by relaying the reaction of the brake cable 220 from the outer sheath of the brake cable 220 to the piston rod 236 which is connected to at least a portion of the support member 252, there through. The outer sheath of the intermediate brake cable 220 is connected to a first member 310. The first member 310 along with the pivot shaft 307 is connected to the middle floating part of the reaction relay member 300 via the elliptical hole 302 of the support member 252.
[00064] An elliptical hole 302 is provided on the rider footrest to allow degree of freedom for the secondary pivot 300b that allows transmission of forces from the brake pedal second pivot 300b to the inner cable 220a of the intermediate brake cable 220. The elliptical hole 302 is elongated inwardly in the direction of movement of the second pivot 300b about the first pivot 300a.. The inner cable 220a of the intermediate brake cable 220 is abutted to the middle floating part of the reaction relay member 300 on an intermediate cable loading point 300c. Therefore, the inner sheath of the intermediate brake cable 220 which is abutting or is connected to the reaction relay member 300, is freely pivotable about the pivot axis P-P’.
[00065] The reaction relay member 300 further includes a first pivot joint 300a and a second pivot joint 300b. The first pivot joint 300a and the second pivot joint 300b are radially way from each other with respect to the pivot axis PP’. The first pivot joint 300a is fixedly connected to the frame member 105 by means of at least one end of the elastic support member 250. The brake pedal 220 is operably and movably pivotally connected to the second pivot 300b of the reaction relay member 300 on one end, which fixedly supports the inner cable 220a of the intermediate brake cable 220.
[00066] The In the depicted embodiment, the reaction relay member 300 is connected to the piston rod 236 of a rear brake actuating member 235, which is a master cylinder. The master cylinder is fixedly connected to the frame member 105 at another end of the master cylinder.
[00067] A second reaction member 315 (shown in Fig. 4) produces a secondary pivot reaction, wherein the second reaction member 315, is operably connected on one end the lower portion of the piston rod 236. The other end of the second reaction member 315 is further connected to the second pivot joint 300b of the reaction relay member 300, thereby establishing a connection between the piston rod 236 and the reaction relay member 300.
[00068] The second reaction member 315 and the synchronous brake actuation pedal 205 are secured angularly to the reaction relay member 300 allowing the brake pedal arm to rotate along with the synchronous brake actuation pedal 205 without relative displacement between the two.
[00069] In an embodiment, the piston rod 236 is movably hingedly connected to the reaction relay member 300, wherein the pivotal or angular movement of the reaction relay member 300 causes the linear movement of the piston rod 236 capable of causing brake actuation. The rear brake actuating member 235 is connected to the rear wheel brake 136 (shown in Fig. 2) through a rear braking force transmitting member 225, which is a rear brake hose 225 in the present embodiment.
[00070] The reaction relay member 310 is communicated or communicatingly connected to the rear brake actuating member 235. The term communicated used herein includes a direct connection or indirect connection (connection through an intermediate member).
[00071] Moreover, the intermediate brake cable 220 is routed upwards from the pivot shaft 307 and subsequently with a smooth curve it is routed towards the front brake actuating member 230 (shown in Fig. 2) resulting in minimum losses of the brake actuating forces due to smooth bend. Thus, the present subject matter offers better brake feel/response due to reduced losses even when implemented in a vehicle 100 with foot operated type brake-pedal 205.
[00072] Thus, when the user applies the brake, which is analogous to actuation of the brake-pedal 205, the brake-pedal 205 rotates about the fixed pivot axis P-P’, and actuates the rear brake.
[00073] Once the rear brake free-play is completed, and a primary pivot reaction is initiated. The support of the rear brake master cylinder through piston push-rod via rear brake actuating member 235 acts as a pivot for the brake pedal 205 so that the brake pedal 205 enables to actuate second pivot joint 300b in the direction of brake pedal 205 pivot reaction. It actuates the inner cable 220a of the intermediate brake control cable 220 through reaction relay member. Further, since the second reaction member 315 floatingly operably connects the second pivot joint 300b of the reaction relay member 300 on at least one end, and on the other end is operably connected to a piston rod 236 of the synchronized braking system 200. The force applied on the brake pedal aids in movement of the second reaction member 315.
[00074] The movement of the second reaction member 315 contributes to pivot reaction of the reaction relay member 300 by adding the secondary pivot reaction to the primary pivot reaction earlier generated by the reaction relay member 300, to enable the actuation of an inner cable 220a of actuating an intermediate brake cable 220.
[00075] Moreover, this helps in balancing the forces acting on the inner cable 220a, the force acting on the rear brake master cylinder actuation and the reaction of the support member 250 the of rear brake master cylinder. The balancing of these three forces helps in actuating intermediate brake control cable 220 with force balancing while actuating the brake on the rear wheel.
[00076] As per an aspect the brake pedal arm 205a (shown in Fig 4) and the brake pedal 205 are connected in an angularly secured manner allowing the brake pedal arm 205a to rotate along with the brake pedal 205 without relative displacement between the two.
[00077] Fig. 4 illustrates a rear brake pedal assembly with respect to synchronized braking system 200, in accordance with an embodiment of the present subject matter.
[00078] The support member 250 (shown in Fig. 3) pivotally supports the pivot shaft 307, which has a movable hinge joint, pivoted about an axis P-P’ formed by the pivot shaft 307 and the third pivot joint 300c of the reaction relay member 300. The movable hinge joint 300 includes a first pivot joint 300a and a second pivot joint 300b.
[00079] The brake-pedal 205 is fixed to the pivot shaft 307. Thus, fixed connection of the brake-pedal 205 to the pivot shaft 307 enables in pivotal movement or rotation of the pivot shaft 307 along with the brake-pedal 205 thereby causing pulling of the inner cable 220a that is connected to the pivot shaft-output arm 305. This causes outer sheath of intermediate brake cable 220 to cause primary pivot reaction on the reaction relay member 310 (shown in Fig. 3). The pivot shaft-output arm 305 includes a lever portion, wherein as per an embodiment, the lever portion is a flat structure extending in a longitudinal direction of the vehicle 100. The pivot shaft 307 is having a cylindrical profile and is extending in vehicle width direction with lever portion disposed at one end, in the present embodiment. Thus, the pivot shaft 307, in an assembled condition, extends into the second pivot joint 300b formed on the reaction relay member 300 and through the first pivot joint 300a formed on the support member 250 thereby supporting the reaction relay member 300 thereon. Thus, the pivot shaft 307, moving along with the brake-pedal 205, compactly supports the reaction relay member 300 and at the same time enables reaction for application of brake force(s).
[00080] In other words, in an assembled condition, the reaction relay member 300 is operably sandwiched between the support member 250 and the pivot shaft-output arm 305. Moreover, the brake-pedal 205, the reaction relay member 300, and the pivot shaft-output arm 305 are disposed about common pivot axis P-P’
[00081] Further, in one embodiment, the inner cable 220a of the intermediate brake cable 220 has one connecting end hat is hingedly connected to the lever portion, that is the protruded part of the first member 310. The inner cable 220a 221, in an assembled condition, passes through a slit portion provided on at least an end of the first member 310. Thus, the inner cable 220a is movable freely about the slit portion having at least a portion with circular cross-section. Further, the outer sheath is abutting on at least an end of the first member 310 in an assembled condition.
[00082] Furthermore, at least one return elastic member e.g. torsional spring 260 is disposed between the first member 310 and the support member 250 to provide return force. The brake-pedal 205 returns to its initial position through the return force provided by the rear brake actuating member. Other end of the intermediate brake cable 220 gets operationally connected to the front brake actuating member 230 for actuating the front wheel brake 130.
[00083] In one embodiment, the rear brake actuating member 235 is secured to at least a portion of the support member 250. The piston rod 236 extends towards a second pivot joint 300b of the reaction relay member 300 and is hingedly movably connected thereto. In one embodiment, the hinge axis of the piston rod 236 and the hinge axis of the inner cable 220a 221 are substantially parallel & / or substantially vertical w.r.t a horizontal plane.
[00084] In one embodiment, the reaction relay member 300 is provided with a stopper member (not shown) at a bottom portion, wherein the stopper prevents a relative movement between the pivot shaft 307 and the reaction relay member 300. After a certain degree of rotation, whereby any additional braking force exerted by the user thereafter; the force will be transferred to the rear wheel brake 136 only through the reaction relay member 300 thereby restricting excess braking force from being transferred to front wheel brake 130.
[00085] A second reaction member 315 that produces the secondary pivot reaction, is operably connected on one end the lower portion 237 of the piston rod 236. The other end of the second reaction member is further connected to the second pivot joint 300b of the reaction relay member 300, thereby establishing a connection between the piston rod 236 and the reaction relay member 300.
[00086] Fig. 5 and Fig. 6 illustrate perspective view of a portion of the synchronized braking system 200, in accordance with an embodiment. The pivot shaft output arm 305, and the reaction relay member 300 are compactly and securely disposed on inward side of the support member 250. The reaction relay member 300 at the middle portion includes (as shown in Fig. 4) an extended portion 300c which is substantially orthogonally disposed to rest of the reaction relay member 300. To the extended portion 300c the outer sheath 222 either gets abutted or secured.
[00087] However, in another alternative embodiment, instead of the pivot shaft 307, the inner cable 220a of the intermediate brake cable 220 is operatively connected to the brake-pedal 205, instead of the pivot shaft-output arm 305.
[00088] Thus, when the user applies force or actuates the brake-pedal 205, the brake-pedal 205 gets rotated in clockwise direction (when viewed from right side of the vehicle as shown in Fig. 4). The clockwise rotation of the brake-pedal 205 also causes the pivot shaft-output arm 305 to rotate in clockwise direction to pull or actuate the inner cable 220a in downward direction thereby initially causing outer sheath cable reaction on the reaction relay member 300 thereby causing rotation of the reaction relay member 300 in clockwise direction causing application of rear wheel brake through the rear brake actuating member 235. The rotation of the reaction relay member 300 produces a primary pivot reaction. Since the second reaction member 315 is freely rotatably connected between the piston rod and the reaction relay member 300, the second reaction member 315 also rotates along with the reaction relay member 300, thereby producing an additional reaction, herein called as the secondary pivot reaction. Further, after a certain degree of rotation of the reaction relay member 300, the further rotation of the reaction relay member 300 is limited which causes the sliding of the inner cable 220a of the intermediate brake cable 220 due to further clockwise rotation of the pivot shaft-output arm 305. The sliding of the inner cable 220a causes actuation of the front brake actuating member 230 whereby the front wheel brake 130 is applied.
[00089] Thus, the additional reaction, i.e., the secondary pivot reaction along with the primary pivot reaction, both aid in achieving an adequate reaction force that is required to actuate both the rear wheel brake 136 and the front wheel brake 130.
[00090] Furthermore, the synchronized braking system of the present subject matter offers a predetermined ratio for front wheel brake(s) and rear wheel brake(s) irrespective of free-play difference between the front and rear brake systems. For example, even if the independent brake lever is having a different free-play compared to the synchronous brake lever, when the synchronous brake lever/pedal is actuated the displacement of the synchronous brake lever is transferred to both front and rear wheel brakes by balancing their traction forces with a predetermined ratio. Resultant to this force-balancing happens between the independent brake cable (traction force) and its reaction on the reaction relay member.
[00091] Many modifications and variations of the present subject matter are possible in the light of above disclosure. Therefore, within the scope of claims of the present subject matter, the present disclosure may be practiced other than as specifically described.

LIST OF REFERENCE SIGNS
100 Vehicle
230 front brake actuating member
105 frame member
235 rear brake actuating member
236 piston rod
110 front wheel
250 support member
115 rear wheel
116 intermediate brake cable
130 front wheel brake
260 return spring
136 rear wheel brake
305 pivot shaft-output arm/output-arm
150 handle bar assembly
205 rear brake actuation pedal
307 pivot shaft synchronous brake actuation pedal
310 first member
210 brake actuation lever
215 front brake cable
220 intermediate brake cable
220a inner cable
P-P’ pivot axis
225 rear braking force transmitting member
300 reaction relay member
300a First pivot joint
300b Second pivot joint
300c Intermediate cable loading point
315 second reaction member

302 elliptical hole