Claims:We Claim:

1. A vehicle brake actuating system (1000) comprising of
? a housing body (100) with a guide arm (105), a pressure port (109) and a filler union (110),
? an anti-rotation link (101),
? a knocker arm (102),
? an operating link (103),
? a spring (104),
? a distributor link (106),
? a master body operating arm (107),
? a piston assembly (130),
? a drum brake actuating link (123),
? a drum brake actuating arm (125),
? a brake pedal (115)
wherein,
- the operating link (103) is oriented in parallel with the housing body (100); and one end of the operating link (103) passes from within an opening in the knocker arm (102) and the other end of the operating link (103) passes from within one opening in the guide arm (105);
- one end of the anti-rotation link (101) is connected with a vehicle body at connection point (P1) and the other end is connected with the housing body (100) at a connection point (P2);
- the distributor link (106) is connected with a drum brake actuating link (123) via a bracket (120) and the drum brake actuating link (123) is further connected to a drum brake actuating arm (125) of a drum brake (400) at a connection point (D1) by a nut (124);
- the distributor link (106) is connected with the master body operating arm (107) at a connection point (P6), and
- the master body operating arm (107) is connected with the housing body (100) at a connection point (P7).

2. The vehicle brake actuating system (1000) as claimed in claim 1, wherein
- a bracket (114) connects one end of the operating link (103) passing through opening in the knocker arm (102) with brake pedal (115) at P3.
- a bracket (119) connects the second end of the operating link (103) passing through an opening in the guide arm (105) with distributor link (106) at P5.

3. The vehicle brake actuating system (1000) as claimed in claim 2, wherein the operating link (103) has at least a collar (127) restricting the axial freedom of movement of the operating link (103) with respect to the guide arm (105).

4. The vehicle brake actuating system (1000) as claimed in claim 3, wherein
- a nut (118) is mounted on threads of the operating link (103) and positioned in between the collar (127) and the connecting bracket (119) to restrict the position of the bracket (119); and
- a nut (116) is mounted on threads of the operating link (103) and positioned in between the bracket (114) and the knocker arm (102).

5. A vehicle brake actuating system (1001) comprising of
? a housing body (135) with a guide arm (105), a pressure port (109), a filler union (110) and a master body operating arm (162),
? an anti-rotation link (101),
? a knocker arm (102),
? an operating link (145),
? a spring (104),
? a distributor link (153),
? a piston assembly (130),
? a drum brake actuating link (150),
? a drum brake actuating arm (125),
? a brake pedal (115),
wherein,
- the operating link (145) is oriented in parallel with the housing body (135); and one end of the operating link (145) passes from within an opening in the knocker arm (102) and the other end of the operating link (145) passes from within an opening in the guide arm (105);
- the distribution link (153) is connected with a drum brake actuating link (150) via a bracket (120) and the drum brake actuating link (150) is further connected to a drum brake actuating arm (125) of a drum brake (400) at a connection point (D1) by a nut (124);
- one end of the anti-rotation link (101) is connected with a vehicle body at connection point (P1) and the other end is connected with the housing body (135) at a connection point (P2);
- the distributor link (153) has a profiled slot (154) via which it connects with the master body operating arm (162) at a connection point (P15) allowing free movement of the distributor link (153) with respect to the master body arm (162) within the slot (154) profile;
- the master body operating arm (162) is an extended casted arm of the housing body (135) forming an integral structure.

6. The vehicle brake actuating system (1001) as claimed in claim 5, wherein
- a bracket (114) connects one end of the operating link (145) passing through the opening in the knocker arm (102) with brake pedal (115) at P3, and
- a bracket (119) connects the second end of the operating link (145) passing from within an opening in the guide arm (105) with distributor link (153) at P5.

7. The vehicle brake actuating system (1001) as claimed in claim 6, wherein the operating link (145) has at least a collar (127) restricting the axial freedom of movement of the operating link (145) with respect to the guide arm (105).

8. The vehicle brake actuating system (1001) as claimed in claim 7, wherein
- a nut (118) is mounted on threads of the operating link (145) and positioned in between the collar (127) and the connecting bracket (119) in such a way that it restricts the position of the bracket (119),
- a nut (116) is mounted on threads of the operating link (145) and positioned in between the bracket (114) and the knocker arm (102).

9. A vehicle brake actuating system (1002) comprising of
? a housing body (165) with a guide arm (105), a pressure port (109) and a filler union (110),
? an anti-rotation link (101),
? a knocker arm (102),
? an operating link (175),
? a spring (104),
? a distributor link (106),
? a piston assembly (130),
? a master body operating arm (191),
? a drum brake actuating link (179),
? a drum brake actuating arm (125),
? a brake pedal (115),
wherein,
- the operating link (175) is oriented in parallel with the housing body (165); and one end of the operating link (175) passes from within an opening in the knocker arm (102) and the other end of the operating link (175) passes from within an opening in the guide arm (105);
- one end of the anti-rotation link (101) is connected with a vehicle body at connection point (P1) and the other end is connected with the housing body (165) at a connection point (P2);
- the distribution link (106) is linked with a drum brake actuating link (179) via a bracket (120) and the drum brake actuating link (179) is further connected to a drum brake actuating arm (125) of a drum brake (400) at a connection point (D1) by a nut (124);
- the distributor link (106) is connected to the master body operating arm (191) at a connection point (P25) through a bracket (182); and
- the master body operating arm (191) connects with the housing body (165) through a rotational joint (J1).

10. The vehicle brake actuating system (1002) as claimed in claim 9, wherein
- a bracket (114) connects one end of the operating link (175) passing through the opening in the knocker arm (102) with brake pedal (115) at P3, and
- a bracket (119) connects the end of the operating link (175) passing from within an opening in the guide arm (105) with distributor link (106) at P5.

11. The vehicle brake actuating device (1002) as claimed in claim 10, wherein the operating link (175) has at least a collar (108) restricting the axial freedom of movement of the operating link (175) with respect to the guide arm (105).

12. The vehicle brake actuating system (1002) as claimed in claim 11, wherein
- a nut (118) is mounted on threads of the operating link (175) and positioned in between the collar (127) and the connecting bracket (119) in such way that it restricts the position of the bracket (119),
- a nut (116) is mounted on threads of the operating link (175) and positioned in between the bracket (114) and the knocker arm (102).

13. The vehicle brake actuating system as claimed in claim 4 or 8 or 12, wherein
- the piston assembly (130) further comprises of a spring (108), a piston (111), a push rod (112) and seals;
- the piston assembly (130) is positioned inside the housing body in such way that one side of the spring (108) is resting on one surface of the piston (111) and the other side of the spring (108) is resting on one resting surface within the housing body (100); and the left end of the push rod (112) rests in the right end of the piston (111) and the right end of the push rod (112) rests in one depression (102A) in the knocker arm (102).

14. The vehicle brake actuating system as claimed in claim 4 or 8 or 12, wherein the piston assembly comprises of a spring (108), a piston (111a) and seals; wherein the piston (111a) has an unique extended profile (111b), and the piston (111a) has its one end resting in the depression in the knocker arm (102a) while its other end rests on the spring (108).

15. The vehicle brake actuating system as claimed in claim 13 or 14, wherein
- the pressure port (109) is connected to one end of a hydraulic line (100A) and second end of the hydraulic line (100A) is connected to one port of a three piston caliper (300); and
- the filler union (110) is linked to a brake fluid reservoir (500).

16. A vehicle brake actuating system (2000) comprising:
? a housing body (600) with a pressure port (601), an inlet port (602), and a guide arm (607),
? an anti-rotation link (101),
? a knocker arm (102),
? a spring (104) and a spring (108),
? a distributor link (106),
? a master body operating arm (107),
? an operating link (608),
? a piston (614),
? a push rod (620),
? a drum brake actuating link (123),
? a drum brake actuating arm (125),
? a hand lever (2100) with actuating cable (2100A)
wherein,
- the spring (108) and the piston (614) are positioned inside the housing body (600), such that one side of the spring (108) is resting on one surface of the piston (614) and the other side of the spring (108) is resting on one resting surface within the housing body (600);
- first surface of the push rod (620) rests on the second surface of the piston (614) and the second surface of the push rod (620) rests in one depression (102A) in the knocker arm (102);
- the operating link (608) is oriented mandatorily in parallel with the housing body (600); and one end of the operating link (608) passes from within an opening in the knocker arm (102) and the other end of the operating link (608) passes from within one opening in the guide arm (105);
- one end of the distributor link (106) is connected with the master body operating arm (107) at a connection point (P6); and the other end of the distribution link (106) is linked with a drum brake actuating link (123) via a bracket (120);
- the drum brake actuating link (123) is connected to a drum brake actuating arm (125) of a drum brake (400) at a connection point (D1) by a nut (124);
- one end of the anti-rotation link (101) is connected with a vehicle body at connection point (P1) and the other end is connected with the housing body (600) at a connection point (P2);
- the master body operating arm (107) is connected with the housing body (600) at a connection point (P7), and
- a seal (615), an O-ring (616), a fixing cap (617), a circlip (618) and a dust cap (619) form an assembly located at one open end of the housing body (600) to firmly hold the piston (614) and the spring (108) within the housing body (600) while allowing first surface of the push rod (620) to rest on the second surface of the piston (614).

17. The vehicle brake actuating system (2000) as claimed in claim 16, wherein
- a bracket (604) is connects one end of the operating link (608) passing through the opening in the knocker arm (102) with the brake lever (2100) through a cable (2100A);
- a bracket (119) connects the other end of the operating link (608) passing from within an opening in the guide arm (105) with distributor link (106) at P5.

18. The vehicle brake actuating system (2000) as claimed in claim 17, wherein the operating link (608) has at least a collar (127) restricting the axial freedom of movement of the operating link (608) with respect to the guide arm (105).
19. The vehicle brake actuating system (2000) as claimed in claim 18, wherein
- a nut (116) is mounted on threads of the operating link (608) and positioned in between the bracket (604) and the knocker arm (102); and
- a nut (118) is mounted on threads of the operating link (608) and positioned in between the collar (127) and the connecting bracket (119) in such a way that it restricts the position of the bracket (119).

20. The vehicle brake actuating system (2000) as claimed in claim 19, wherein
- the pressure port (601) is connected to one end of a hydraulic line (600A) and second end of the hydraulic line (600A) is connected to one port of a single piston caliper (2300); and
- the inlet port (602) is linked to one end of a hydraulic line (2200A) and the second end of the hydraulic line (2200A) is connected with one port of a hydraulic master cylinder assembly (2200).

21. The vehicle brake actuating system as claimed in claim 13 or 14 or 20, wherein the system has a delay adjusting nut (126); said delay adjusting nut (126) is mounted on the threads of the operating link and positioned between the knocker arm (102) and the guide arm (105) on the operating link.

22. The vehicle brake actuating system as claimed in claim 13 or 14 or 20, wherein the method of operation comprises following steps in a sequential manner
- actuation of the brake pedal (115) by the user,
- the operating link (103) is pulled forward thereby compressing the spring (104) held between the knocker arm (102) and the guide arm (105).
- the housing body (100) which is connected with the anti-rotation link (101) at connection point (P2) also begins move forward due to it’s floating nature with the brake pedal (115),
- the anti-rotation link (101) connected at point (P1) with the vehicle body provides a reaction force to the housing body (100) for preventing its rotation due to the turning moment that is set up by forces acting via the distributor link (106) and the master body operating arm (107), and the guide arm (105),
- the spring (104) and the spring (108) function together to prevent the knocker arm (102) from pushing the push rod (112) and in turn the piston (111) further into the housing body (100),
- the movement of the operating link (103) causes the distributor link (106) connected with it at connection point (P5) to be pulled along with it,
- the connection point (P6) forming a pivot for the distributor link (106) translates the movement of the operating link (103) into a pulling movement of the drum brake actuation link (123),
- the brake drum actuating arm (125) connected with the drum brake actuation link (123) to rotate along its connection point (D2) with the drum brake (400) initiating its application

Dated this 3rd day of Nov. 2020.

Sahastrarashmi Pund
Head – IPR
Endurance Technologies Ltd.

To,
The Controller of Patents,
The Patent Office, at Mumbai. , Description:FORM 2
The Patent Act 1970
(39 of 1970)
&
The Patent Rules, 2005

COMPLETE SPECIFICATION
(See Section 10 and Rule 13)

TITLE OF THE INVENTION
“VEHICLE BRAKE ACTUATING SYSTEM AND METHOD OF IT’S OPERATION”

Endurance Technologies Limited
E-92, M.I.D.C. Industrial Area, Waluj,
Aurangabad – 431136, Maharashtra, India

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

[001] The present invention is related to braking system for a vehicle. More particularly, the invention is related to brake actuation system for two wheeled motor vehicles, preferably bikes and scooters, wherein the brake actuating system has a floating type master cylinder assembly which is simple in construction and enables the provision of Combined Braking with an economic significance to the user.

Background of the Invention

[002] Recent changes in motor vehicle regulations have made it compulsory to include combined braking systems in low powered two wheeled vehicles. Even though combined braking systems of various kinds already formed part of the state of the art when these changes were announced, initiatives leading to their development were not mindful of heavy cost implications of their inclusion in low end motor vehicles. These changes therefore led to steep price hike across the board and affected demand in the price sensitive Indian market. Belatedly, efforts are being made to reduce manufacturing cost of the Braking Systems incorporating various mechanisms each differing from the other with varying degree of success while ensuring that braking performance is not affected.

[003] One of the major issues that has kept the price of the brake actuating systems already in production high is their complicated construction. Complicated multistage manufacturing and assembly required for manufacturing the existing brake actuating systems is one of the reason the prices are staying high. One such advanced brake actuating system for use in vehicles is disclosed by WIPO patent publication WO2015181798A1. The manufacturing of brake actuation device disclosed in WO2015181798A1 requires capability to drill narrow and angled bores into casting end product of the device body. The assembly of the sub-components required is also very complicated. This is hard to achieve with available manufacturing technology and manufacturing it while maintaining acceptable quality leads to unacceptably high number of rejections during the process. The manufacturing of devices comparable to that which have been disclosed in WO2015181798A1 therefore essentially require use of skilled work force and advanced production technology. Both of these are not only costly but also hard to obtain at reasonable prices required to keep the cost of production low. Aspiration of having an advanced braking feature included in every low cost two wheeler vehicle hence remains hard to fulfill. Therefore, there exists a long pending unmet need of providing a brake actuating system which is simpler in construction, easier to manufacture and maintain, perform at par with desired quality of braking and is available at low cost.

Objectives of the Invention

[004] The main object of the present invention is to provide a brake actuating system for vehicles, preferably the two wheeled vehicles.

[005] Another object of the present invention is to provide a brake actuating system for vehicles wherein the master cylinder assembly of the system is floating with the vehicle body through anti-rotation link.

[006] Still another object of the present invention is to provide a brake actuating system for vehicles wherein the operating link of the system is mandatorily parallel with the housing body of master cylinder assembly.

[007] It is yet another objective of the invention to provide a brake actuating system that provides the superior braking performance while keeping the cost of production low and maintaining the quality of braking as well.

[008] It is still another objective of the invention to provide a brake actuating system that eliminates the requirement of skilled work force during its manufacturing and assembly process.

[009] Further, the objective of the invention to provide a brake actuating systems with a provision for adjusting the braking characteristics so that the end user can drive the vehicle with enhanced comfort and safety.

Summary of the Invention

[0010] With above objectives in view, the current invention provides a brake actuating system comprising of a housing body with a guide arm, a pressure port and a filler union, an anti-rotation link, a knocker arm, an operating link, a spring and a spring, a distributor link, a master body operating arm, a piston, a push rod, a drum brake actuating link, a drum brake actuating arm, a brake pedal, wherein, the spring and the piston are positioned inside the housing body, such that one side of the spring is resting on one surface of the piston and the other side of the spring is resting on one resting surface within the housing body; first surface of the push rod rests on the second surface of the piston and the second surface of the push rod rests in one depression in the knocker arm; first end of the operating link passes from within one opening in the knocker arm and the second end of the operating link passes from within one opening in the guide arm; one end of the anti-rotation link is connected with a vehicle body at connection point and the other end is connected with the housing body at a connection point; the distributor link is linked with a drum brake actuating link via a bracket and the drum brake actuating link is further connected to a drum brake actuating arm of a drum brake at a connection point by a nut; the operating link is oriented mandatorily in parallel with the housing body; the distributor link is connected with the master body operating arm at a connection point, and the master body operating arm is connected with the housing body at a connection point.

[0011] Typically, a bracket connects one end of the operating link passing through opening in the knocker arm with brake pedal at a connection point provided for this purpose. Typically, a bracket connects the second end of the operating link passing through an opening in the guide arm with distributor link at a connection point provided for this purpose. Typically, a nut is mounted on threads of the operating link and this nut is positioned in between the bracket and the knocker arm. Typically, the operating link has at least a collar restricting the axial freedom of movement of the operating link with respect to the guide arm. Typically, another nut is mounted on threads of the operating link and positioned in between the collar and the connecting bracket in such way that it restricts the position of the bracket.

Brief Description of the Drawings

[0012] This invention is illustrated in the accompanying drawings, throughout which like reference letters indicate corresponding parts in the various figures. The embodiments herein and advantages thereof will be better understood from the following description when read with reference to the following drawings, wherein

[0013] Figure 1 illustrates a schematic diagram of a combined braking system with a vehicle brake actuating system in accordance with an embodiment of the present invention.

[0014] Figure 2 illustrates a vehicle brake actuating system in accordance with the first embodiment of the present invention.

[0015] Figure 3 discloses a magnified view of the distributor link of the brake actuating system in accordance with the first embodiment of the present invention.

[0016] Figure 3a and Figure 3b illustrates the non-operative condition and the operative condition respectively of the components of the first embodiment of the present invention

[0017] Figure 4 describes the vehicle brake actuating system in accordance with the second embodiment of the present invention.

[0018] Figure 5 discloses a magnified view of the distributor link of the brake actuating system in accordance with the second embodiment of the present invention shown in Fig. 4.

[0019] Figure 6 shows a vehicle brake actuating system in accordance with the third embodiment of the present invention.

[0020] Figure 7 discloses a magnified view of the distributor link of the brake actuating system in accordance with the third embodiment of the present invention shown in Fig. 6.

[0021] Figure 7a discloses another embodiment of the piston assembly in accordance with the present invention.

[0022] Figure 8 illustrates another schematic diagram of a combined braking system with a vehicle brake actuating system in accordance with the fourth embodiment of the present invention.

[0023] Figure 9 describes a magnified view of the housing body in accordance with the fourth embodiment of the present invention shown in Fig. 8.

[0024] Figure 10 illustrates a magnified sectional view of the piston assembly of the fourth embodiment of the present invention.

[0025] Figure 11 presents a magnified view delay adjustment nut (126) provided in the embodiments of the present invention.

Detailed Description of the Present Invention

[0026] The invention will now be described in detail with reference to the accompanying drawings which must not be viewed as restricting the scope and ambit of the invention.

[0027] Referring to Fig. 1, the vehicle brake actuating system (1000) in accordance with one preferred embodiment of the invention, a housing body (100) of the vehicle brake actuating system (1000) is hydraulically in communication with a three piston caliper (300) via a hydraulic line (100A). The three piston caliper (300) is also hydraulically in communication with a hydraulic master cylinder assembly (200) via a hydraulic line (200A). Additionally it is stated here that the brake actuating system of the present invention perform at par with the drum brake mounted in the front wheel. This arrangement would allow a drum brake to replace the three piston caliper (300) allowing it to be separately connected with the hydraulic lines (100A and 200A). A brake fluid reservoir (500) is also hydraulically in communication with the housing body (100) of the vehicle brake actuating system (1000). This schematic shows that the vehicle brake actuating system (1000) can be a sub set of a combined braking system in which separate actuation of the front wheel mounted three piston caliper (300) is possible. This functionality is in addition to the vehicle brake actuating system (1000) being capable of providing combined braking operation of the three piston caliper (300) and a drum brake (400). When the arrangement and functional association of the hydraulic line (100A), the hydraulic master cylinder assembly (200), the hydraulic line (200A), the three piston caliper (300) and the brake fluid reservoir (500) remain the same, the embodiments of the vehicle brake actuating system (1000) can be substituted in its position in the schematic diagram shown in Figure 1.

[0028] Referring to Figure 2, the vehicle brake actuating system (1000) comprises of a housing body (100) with a guide arm (105), a pressure port (109) and a filler union (110), an anti-rotation link (101), a knocker arm (102), an operating link (103), a spring (104), a piston assembly (130), a distributor link (106), a master body operating arm (107), a drum brake actuating link (123), a drum brake actuating arm (125), brackets (114 and 119) and a brake pedal (115). The piston assembly (130) further comprises of a spring (108), a piston (111), a push rod (112), and sealing elements.

[0029] In the vehicle brake actuating system (1000), the piston assembly (130) is positioned inside the housing body (100) in such a manner that one side of the spring (108) is resting on one surface of the piston (111) and the other side of the spring (108) is resting on one resting surface within the housing body (100). The left end of the push rod (112) rests in the depression on the right end of the piston (111) and the right end of the push rod (112) rests in one depression (102A) in the knocker arm (102) (refer Figure 2). The pressure port (109) on the housing body (100) is connected to one end of a hydraulic line (100A) and while the second end of the hydraulic line (100A) is connected to one port of a three piston caliper (300) (refer Figure 1).

[0030] Furthermore in the vehicle brake actuating system (1000), a first end of the operating link (103) passes from within an opening in the knocker arm (102) and the second end of the operating link (103) passes from within an opening in the guide arm (105). The operating link (103) is oriented mandatorily in parallel with the housing body (100) to allow for its free movement within the guide arm (105). The operating link (103) has at least a collar (127) which restricts the axial freedom of movement of the operating link (103) with respect to the guide arm (105).

[0031] The vehicle brake actuating system (1000) is provided with a bracket (114) that connects one end of the operating link (103) passing through the opening in the knocker arm (102) with brake pedal (115) at a connection point (P3) (refer Figure 2). The brake pedal (115) is in turn pivotally attached to the motor vehicle body at a connection point (C1). Another bracket (119) connects the second end of the operating link (103) passing through an opening in the guide arm (105) with distributor link (106) at a connection point (P5). A nut (116) is mounted on the threads of the operating link (103) and positioned in between the bracket (114) and the knocker arm (102) so as to maintain the position of the knocker arm. Another nut (118) is mounted on threads of the operating link (103) and positioned in between the collar (127) and the bracket (119) in such way that it restricts the position of the bracket (119). One end of an anti-rotation link (101) is connected with a vehicle body at connection point (P1) and the other end is connected with the housing body (100) at a connection point (P2), thus making the floating type master cylinder assembly.

[0032] The distributor link (106) of the vehicle brake actuating system (1000) is linked with a drum brake actuating link (123) via a bracket (120). The drum brake actuating link (123) is further connected to a drum brake actuating arm (125) of a drum brake (400) at a connection point (D1) by a nut (124) (refer Figure 2). The distributor link (106) connects with the master body operating arm (107) at a connection point (P6). The master body operating arm (107) in turn is connected with the housing body (100) at a connection point (P7) (refer Figures 2 and 3). All the connection points variously identified as C1, D1, D2, P1, P2, P3, P4, P5, P6 and P7 can be formed by cylindrical pins with caps or any other suitable means capable of connecting their associated parts and restricting all their movements except rotation along the connecting point’s axis.

[0033] A nut (116) is given on the operating link (103) between the bracket (114) and the knocker arm (102). This nut (116) fixes the position of the knocker arm (102) on the operating link (103). The thread geometry of the nut (116) must be so chosen so as to ensure that this nut does not loosen under vibration. Inclusion of any other available conventional safety feature to prevent spontaneous loosing of the nut (116) can also be considered.

[0034] Thus, the first embodiment of the vehicle brake actuating system (1000) is novel in terms of positioning the operating link (103) outside of the housing body (100), its parallel orientation to the housing body (100), housing body (100) not open at its both ends, the uniquely provided distributor link (106), its profile and its connectivity with the housing body (100) through the operating arm (107) for the effective operation of the brake actuating system. Further, the system is technically advanced and inventive in terms of positioning the operating link (103) outside the housing body (100) allows the effective use of a knocker arm (102) to actuate the piston assembly (130), the housing body (100) not open at its both ends eliminates the leakage points for hydraulic fluid, and parallel orientation of operating link (103) with the housing body (100) reduces the stresses on the oil seals and thereby increasing the life of the system.

[0035] When the vehicle operator presses the brake pedal (115) the operating link (103) is pulled forward thereby compressing the spring (104) held between the knocker arm (102) and the guide arm (105). The housing body (100) which is connected with the anti-rotation link (101) at connection point (P2) also begins move forward due to it’s floating nature with the brake pedal (115). The anti-rotation link (101) connected at point (P1) with the vehicle body provides a reaction force to the housing body (100) for preventing its rotation due to the turning moment that is set up by forces acting via the distributor link (106) and the master body operating arm (107), and the guide arm (105). Until a threshold level of operation of brake pedal (115) is reached, the spring (104) and the spring (108) function together to prevent the knocker arm (102) from pushing the push rod (112) and in turn the piston (111) further into the housing body (100). During this time period, the movement of the operating link (103) causes the distributor link (106) connected with it at connection point (P5) to be pulled along with it. The connection point (P6) forming a pivot for the distributor link (106) translates the movement of the operating link (103) into a pulling movement of the drum brake actuation link (123). This causes brake drum actuating arm (125) connected with the drum brake actuation link (123) to rotate along its connection point (D2) with the drum brake (400) initiating its application. The position of components in a non-operative condition of the vehicle brake actuating system (1000) can be seen in Figure 3a.

[0036] As soon as the drum brake (400)’s application begins the threshold value of brake pedal (115)’s operation is reached and the reaction force provided by the springs (104 and 108) are overcome. This causes the knocker arm (102) to begin pushing the push rod (112) and consequently the piston (111) further into the housing body (100). The displacement of the hydraulic fluid from within the housing body (100) into the hydraulic line (100A) is now initiated. The filler union (110) connected with the brake fluid reservoir (500) continues feeding hydraulic fluid into the housing body (100) till the piston (111) moves past its openings into the housing body (100), thereby isolating the brake fluid reservoir (500) from the hydraulic circuit linked to the three pot caliper (300) via hydraulic line (100A). Form the point the threshold value of the brake pedal (115) is reached, the input from the brake pedal (115) causes brake force to develop in both the three pot caliper (300) and the drum brake (400). The position of components in an operative condition of the vehicle brake actuating system (1000) can be seen in Figure 3b. In the operative condition shown in Figure 3b the threshold value of operation of the brake pedal (115) can be stated to have been reached.

[0037] When the brake pedal (115) is released by the rider, the springs (104 and 108) decompress together to restore the housing body (100), the guide arm (105), the distributor link (106), the master body operating arm (107), the piston (111), the push rod (112), the knocker arm (102) and the anti-rotation link (101), to their non-operative condition as shown in Figure 2. As the piston (111) moves back to its non-operative-condition, the filler union (110)’s openings would allow some hydraulic fluid to immediately flow in from the brake fluid reservoir (500) to prevent a vacuum from being setup in the hydraulic circuit leading up to the three pot caliper (300). The brake pedal (115) is restored to its non-operative condition by its own restoring spring (not shown). The drum brake actuating arm (125) and the drum brake actuating link (123) are primarily restored to their non-operative condition under the restoring force setup by the drum brake (400)’s own internal spring (not shown) and the spring (122) (refer Figure 2) working together.

[0038] When the rider operates only the hydraulic master cylinder assembly (200), another inlet port of the three pot caliper (300) would receive the hydraulic fluid displaced from the hydraulic master cylinder assembly (200) via the hydraulic line (200A). This would in turn cause independent application of the three pot caliper (300).

[0039] Referring to Fig. 4, the second embodiment of the invention, the vehicle brake actuating system (1001) comprises of a housing body (135) with a guide arm (105), a pressure port (109), a filler union (110) and a master body operating arm (162), an anti-rotation link (101), a knocker arm (102), an operating link (145), a spring (104), a distributor link (153), a piston assembly (130), a drum brake actuating link (150), a drum brake actuating arm (125) and a brake pedal (115). The piston assembly (130) further comprises of a spring (108), a piston (111), a push rod (112), and sealing elements.

[0040] In vehicle brake actuating system (1001) as shown in Fig. 4, the spring (108) and the piston (111) are positioned inside the housing body (135), such that one side of the spring (108) is resting on one surface of the piston (111) and the other side of the spring (108) is resting on one resting surface within the housing body (135). The left end of the push rod (112) rests on the right end surface of the piston (111) and the right end of the push rod (112) rests in one depression (102A) in the knocker arm (102). One end of the operating link (145) passes from within an opening in the knocker arm (102) and the other end of the operating link (145) passes from within an opening in the guide arm (105). The operating link (145) is oriented mandatorily in parallel with the housing body (135) to allow for its free movement within the guide arm (105).

[0041] The distributor link (153) of the vehicle brake actuating system (1001) is connected with a drum brake actuating link (150) via a bracket (120) and the drum brake actuating link (150) is further connected to a drum brake actuating arm (125) of a drum brake (400) at a connection point (D1) by a nut (124) as shown in Fig. 4. The distributor link (153) has a uniquely profiled slot (154) via which it connects with the master body operating arm (162) at a connection point (P15) allowing free movement of the distributor link (153) with respect to the master body arm (162) within the slot (154) profile as shown in Figs. 4 and 5. In the vehicle brake actuating system (1001), the master body operating arm (162) is casted as an integral extension of the housing body (135). One end of the anti-rotation link (101) provided in the vehicle brake actuating system (1001) is connected with a vehicle body at connection point (P1) and the other end is connected with the housing body (135) at a connection point (P2). All the connection points variously identified as C1, D1, D2, P1, P2, P3, P4, P5 and P15 can be formed by cylindrical pins with caps or any other suitable means capable of connecting there associated parts and restricting all their movements except rotation along the connecting point’s axis.

[0042] In the vehicle brake actuating device (1001) a bracket (114) connects one end of the operating link (145) passing through the opening in the knocker arm (102) with brake pedal (115) at a connection point (P3). Another bracket (119) connects the second end of the operating link (145) passing from within an opening in the guide arm (105) with distributor link (153) at a connection point (P5) as shown in Figs. 4 and 5. The operating link (145) has at least a collar (127) that restricts the axial freedom of movement of the operating link (145) with respect to the guide arm (105). A nut (116) is mounted on threads of the operating link (145) and positioned in between the bracket (114) and the knocker arm (102) for positioning the knocker arm. Another nut (118) is mounted on threads of the operating link (145) and positioned in between the collar (127) and the connecting bracket (119) in such a way that it restricts the position of the bracket (119). The pressure port (109) on the housing body (165) is connected to one end of a hydraulic line (100A) and second end of the hydraulic line (100A) is connected to one port of a three piston caliper (300), while the filler union (110) is linked to a brake fluid reservoir (500) as shown in Figs. 1 and 4.

[0043] A nut (116) is given on the operating link (145) between the bracket (114) and the knocker arm (102). This nut (116) fixes the position of the knocker arm (102) on the operating link (145). The thread geometry of the nut (116) must be so chosen so as to ensure that this nut does not loosen under vibration. Inclusion of any other available conventional safety feature to prevent spontaneous loosing of the nut (116) can also be considered.

[0044] Thus, the second embodiment of the vehicle brake actuating system (1001) is novel in terms of positioning the operating link (145) outside of the housing body (135), its parallel orientation to the housing body (135), housing body (135) not open at its both ends, distributor link (153) with uniquely profiled slot (154) and connectivity with the housing body (135) through an integrated arm (162) for the effective operation of the brake actuating system. Further, the system is technically advanced and inventive in terms of positioning the operating link (145) outside the housing body (135) allows the effective use of a knocker arm (102) to actuate the piston assembly (130), the housing body (135) not open at its both ends eliminates the leakage points for hydraulic fluid, and parallel orientation of operating link (145) with the housing body (135) reduces the stresses on the oil seals and thereby increasing the life of the system.

[0045] When the brake pedal (115) is pressed the operating link (145) is pulled forward thereby compressing the spring (104) held between the knocker arm (102) and the guide arm (105). The housing body (135) which is connected with the anti-rotation link (101) at connection point (P2) also begins moving forward with the brake pedal (115). The anti-rotation link (101) connected at point (P1) with the vehicle body provides a reaction force to the housing body (135) for preventing its rotation due to the turning moment that is set up by forces acting via the distributor link (153) and the master body operating arm (162), and the guide arm (105).

[0046] Until a threshold level of brake pedal (115) is reached, the spring (104) and the spring (108) function together to prevent the knocker arm (102) from pushing the push rod (112) and in turn the piston (111) further into the housing body (135). At this point, the movement of the operating link (145) causes the distributor link (153) connected with it at point (P5) to be pulled along with it. The profiled slot (154) on the distributor link (153) allows the distributor link (153) to move within a range of movement defined by the interaction of the profiled slot (154) and the connection point (P15). When the connection point (P15) comes to rest against either end of the profiled slot (154), the connection point (P15) begins functioning as a fixed pivot for the distributor link (153). The master body operating arm (162), being an integral extension of the housing body (135), does not compress or expand and hence it prevents any range of motion associated with its compression or expansion.

[0047] The connection point (P15) forming a pivot for the distributor link (153) translates the movement of the operational link (145) into a pulling movement of the drum brake actuation link (150). This causes brake drum actuating arm (125) connected with the drum brake actuation link (150) to rotate along its connection point (D2) with the drum brake (400) initiating its application.

[0048] As soon as the drum brake (400)’s application begins the threshold value of brake pedal (115)’s operation is reached and the reaction force provided by the springs (104 and 108) are overcome. This causes the knocker arm (102) to begin pushing the push rod (112) and consequently the piston (111) further into the housing body (135). The displacement of the hydraulic fluid from within the housing body (135) into the hydraulic line (100A) is now initiated. The filler union (110) connected with the brake fluid reservoir (500) continues feeding hydraulic fluid into the housing body (135) till the piston (111) moves past its openings into the housing body (135), thereby isolating the brake fluid reservoir (500) from the hydraulic circuit linked to the three pot caliper (300) via hydraulic line (100A). When the threshold value of the brake pedal (115) is reached, the input from the brake pedal (115) causes brake force to develop in both the three pot caliper (300) and the drum brake (400).

[0049] When the force on the brake pedal (115) is removed, the springs (104 and 108) decompress together to restore the housing body (135), the guide arm (105), the distributor link (153), the master body operating arm (162), the piston (111), the push rod (112), the knocker arm (102) and the anti-rotation link (101), to their non-operative condition as shown in Figure 4. As the piston (111) moves back to its non-operative-condition, the filler union (110)’s openings would allow some hydraulic fluid to immediately flow in from the brake fluid reservoir (500) to prevent a vacuum from being setup in the hydraulic circuit leading up to the three pot caliper (300). The brake pedal (115) is restored to its non-operative condition by its own restoring spring (not shown). The drum brake actuating arm (125) and the drum brake actuating link (150) are primarily restored to their non-operative condition under the restoring force setup by the drum brake (400)’s own internal spring (not shown) and the spring (151) (refer Figure 4) working together.

[0050] When the rider operates only the hydraulic master cylinder assembly (200), another inlet port of the three pot caliper (300) would receive the hydraulic fluid displaced from the hydraulic master cylinder assembly (200) via the hydraulic line (200A). This would in turn cause independent application of the three pot caliper (300).

[0051] Referring to Figs. 6 and 7, the third embodiment of the present invention, a vehicle brake actuating system (1002) comprises of a housing body (165) with a guide arm (105), a pressure port (109) and a filler union (110), an anti-rotation link (101), a knocker arm (102), an operating link (175), a spring (104), a distributor link (106), a master body operating arm (191), a piston assembly (130), a drum brake actuating link (179), a drum brake actuating arm (125) and a brake pedal (115). The piston assembly (130) further comprises of a spring (108), a piston (111), a push rod (112), and sealing elements.

[0052] Referring Fig. 6, the spring (108) and the piston (111) are positioned inside the housing body (165) such that one side of the spring (108) is resting on one surface of the piston (111) and the other side of the spring (108) is resting on one resting surface within the housing body (165). The left end of the push rod (112) rests in the right end surface of the piston (111) and the right end of the push rod (112) rests in one depression (102A) in the knocker arm (102). The one end of the operating link (175) passes from within one opening in the knocker arm (102) and the second end of the operating link (175) passes from within one opening in the guide arm (105). The operating link (175) has at least a collar (127) restricting the axial freedom of movement of the operating link (175) with respect to the guide arm (105). The operating link (175) is oriented mandatorily in parallel with the housing body (165) to allow for its free movement within the guide arm (105).

[0053] The distributor link (106) is connected with a drum brake actuating link (179) via a bracket (120) and the drum brake actuating link (179) is further connected to a drum brake actuating arm (125) of a drum brake (400) at a connection point (D1) by a nut (124). The distributor link (106) is connected to the master body operating arm (191) at a connection point (P25) through a bracket (183), and the master body operating arm (191) connects with the housing body (165) through a rotational joint (J1) (refer Figs. 6 and 7). One end of the anti-rotation link (101) is connected with a vehicle body at connection point (P1) and the other end is connected with the housing body (165) at a connection point (P2) thus making the braking system floating type. All the connection points variously identified as C1, D1, D2, P1, P2, P3, P4, P5 and P25 of the vehicle brake actuating system (1002) can be formed by cylindrical pins with caps or any other suitable means capable of connecting there associated parts and restricting all their movements except rotation along the connecting point’s axis.

[0054] A bracket (114) connects one end of the operating link (175) passing through the opening in the knocker arm (102) with brake pedal (115) at P3. Another bracket (119) connects the end of the operating link (175) passing from within an opening in the guide arm (105) with distributor link (106) at P5. A nut (116) is mounted on threads of the operating link (175) and positioned in between the bracket (114) and the knocker arm (102). Another nut (118) is mounted on threads of the operating link (175) and positioned in between the collar (127) and the connecting bracket (119) in such way that it restricts the position of the bracket (119). In the vehicle brake actuating system (1002) (refer Figs. 1 and 6), the pressure port (109) is connected to one end of a hydraulic line (100A) and second end of the hydraulic line (100A) is connected to one port of a three piston caliper (300), while the filler union (110) is linked to a brake fluid reservoir (500).

[0055] A nut (116) is given on the operating link (175) between the bracket (114) and the knocker arm (102). This nut (116) fixes the position of the knocker arm (102) on the operating link (175). The thread geometry of the nut (116) must be so chosen so as to ensure that this nut does not loosen under vibration. Inclusion of any other available conventional safety feature to prevent spontaneous loosing of the nut (116) can also be considered.

[0056] Thus, the third embodiment of the vehicle brake actuating system (1002) is novel in terms of positioning the operating link (175) outside of the housing body (165), its parallel orientation to the housing body (165), housing body (165) not open at its both ends, the uniquely provided distributor link (106), its profile and its connectivity with the housing body (165) through the arm (191) for the effective operation of the brake actuating system. Further, the system is technically advanced and inventive in terms of positioning the operating link (175) outside the housing body (165) allows the effective use of a knocker arm (102) to actuate the piston assembly (130), the housing body (165) not open at its both ends eliminates the leakage points for hydraulic fluid, and parallel orientation of operating link (175) with the housing body (165) reduces the stresses on the oil seals and thereby increasing the life of the system.

[0057] When the vehicle operator presses the brake pedal (115), the operating link (175) is pulled forward thereby compressing the spring (104) held between the knocker arm (102) and the guide arm (105). The housing body (165) which is connected with the anti-rotation link (101) at connection point (P2) also begins to move forward with the brake pedal (115). The anti-rotation link (101) connected at point (P1) with the vehicle body provides a reaction force to the housing body (165) for preventing its rotation due to the turning moment that is set up by forces acting via the distributor link (106) and the master body operating arm (191), and the guide arm (105).

[0058] Until a threshold level of operation of brake pedal (115) is reached, the spring (104) and the spring (108) function together to prevent the knocker arm (102) from pushing the push rod (112) and in turn the piston (111) further into the housing body (165). At this, the movement of the operating link (175) causes the distributor link (106) connected with it at connection point (P5) to be pulled along with it. The rotational joint (J1) allows the master body operating arm (191) to move in association with the distributor link (106) in the limit defined by the allowed rotation by the rotational joint (J1). The master body operating arm (191) is having rotational joint with the housing body (165) and hence cannot be compressed or expanded and therefore it resists any movement that causes its compression or expansion.

[0059] The connection point (P25) forming a pivot for the distributor link (106) and translates the horizontal movement of the operational link (175) into a horizontal pulling movement of the drum brake actuation link (179). This causes brake drum actuating arm (125) connected with the drum brake actuation link (179) to rotate along its connection point (D2) with the drum brake (400) initiating its application.

[0060] As soon as the drum brake (400)’s application begins the threshold value of brake pedal (115)’s operation is reached and the reaction force provided by the springs (104 and 108) are overcome. This causes the knocker arm (102) to begin pushing the push rod (112) and consequently the piston (111) further into the housing body (165). The displacement of the hydraulic fluid from within the housing body (165) into the hydraulic line (100A) is now initiated. The filler union (110) connected with the brake fluid reservoir (500) continues feeding hydraulic fluid into the housing body (165) till the piston (111) moves past its opening into the housing body (165), thereby isolating the brake fluid reservoir (500) from the hydraulic circuit linked to the three pot caliper (300) via hydraulic line (100A). Form the point the threshold value of the brake pedal (115) is reached, the input from the rider to the brake pedal (115) causes brake force to develop in both the three pot caliper (300) and the drum brake (400).

[0061] When the force on the brake pedal (115) is removed, the springs (104 and 108) decompress together to restore the housing body (165), the guide arm (105), the distributor link (106), the master body operating arm (191), the piston (111), the push rod (112), the knocker arm (102) and the anti-rotation link (101), to their non-operative condition as shown in Figure 6. As the piston (111) moves back to its non-operative-condition, the filler union (110)’s openings would allow some hydraulic fluid to immediately flow in from the brake fluid reservoir (500) to prevent a vacuum from being setup in the hydraulic circuit leading up to the three pot caliper (300). The brake pedal (115) is restored to its non-operative condition by its own restoring spring (not shown). The drum brake actuating arm (125) and the drum brake actuating link (179) are primarily restored to their non-operative condition under the restoring force setup by the drum brake (400)’s own internal spring (not shown) and the spring (180) (refer Figure 4) working together.

[0062] When the rider operates only the hydraulic master cylinder assembly (200), another inlet port of the three pot caliper (300) would receive the hydraulic fluid displaced from the hydraulic master cylinder assembly (200) via the hydraulic line (200A). This would in turn cause independent application of the three pot caliper (300).

[0063] Figure 7a shows a vehicle brake actuating system provided with another embodiment of the piston assembly wherein the piston assembly comprises of a spring (108), a piston (111a) and sealing elements. The piston (111a) has an unique extended external profile (111b) that eliminates the requirement of the push rod (112) for the operation of piston assembly. The extended profile (111b) of the piston (111a) eliminates the requirement of two components, viz. separate piston (111) and push rod (112), thus reducing the weight and making the system compact. The piston (111a) has its one end resting in the depression in the knocker arm (102a) while its other end rests on the spring (108). This embodiment of the piston assembly is comfortably workable in all above described embodiments of the brake actuating system (1000, 1001 and 1002). The working of the vehicle brake actuating system (1000, 1001 and 1002) with this embodiment of the piston (111a) remains the same as that which has already been detailed in above description.

[0064] Figure 8 shows the schematic diagram of a braking system with fourth embodiment of the vehicle brake actuating system (2000) of the present invention. As per the fourth embodiment of the vehicle brake actuating system (2000), a housing body (600) is hydraulically linked to a single piston caliper (2300) via a hydraulic line (600A). The housing body (600) is also hydraulically connected to a hydraulic master cylinder assembly (2200) via a hydraulic line (2200A). The vehicle brake actuating system (2000) is a sub-set of combined braking system in which separate actuation of the front wheel mounted single piston caliper (2300) is possible. This functionality is in addition to the vehicle brake actuating system (2000) being capable of providing combined braking operation of the single piston caliper (2300) and a drum brake (400).

[0065] The vehicle brake actuating system (2000) in accordance with a fourth embodiment of the invention (shown in Figs. 8, 9 and 10) comprises of a housing body (600) with a pressure port (601), an inlet port (602), and a guide arm (607), an anti-rotation link (101), a knocker arm (102), a spring (104) and a spring (108), a distributor link (106), a master body operating arm (107), an operating link (608), a piston (614), a push rod (620), a drum brake actuating link (123), a drum brake actuating arm (125) and a brake lever (2100) with a cable (2100A).

[0066] Referring Figure 8 and Figure 9 it is stated that in the vehicle brake actuating system (2000), the spring (108) and the piston (614) are positioned inside the housing body (600), such that one side of the spring (108) is resting on one surface of the piston (614) and the other side of the spring (108) is resting on one resting surface within the housing body (600). A first surface of the push rod (620) rests on the second surface of the piston (614) and the second surface of the push rod (620) rests in one depression (102A) in the knocker arm (102).

[0067] The pressure port (601) on the housing body (600) (refer Figure 8) is connected to one end of a hydraulic line (600A) and second end of the hydraulic line (600A) is connected to one port of a single piston caliper (2300), while the inlet port (602) of the housing body (600) is linked to one end of a hydraulic line (2200A) and the second end of the hydraulic line (2200A) is connected with one port of a hydraulic master cylinder assembly (2200).

[0068] A first end of the operating link (608) of the vehicle brake actuating system (2000) (refer Figure 9) passes from within one opening in the knocker arm (102) and the second end of the operating link (608) passes from within one opening in the guide arm (105). The operating link (608) is oriented mandatorily in parallel with the housing body (600) to allow for its free movement within the guide arm (105). The operating link (608) further has at least a collar (127) restricting the axial freedom of movement of the operating link (608) with respect to the guide arm (105).

[0069] The distributor link (106) of the vehicle brake actuating system (2000) is connected with the master body operating arm (107) at a connection point (P6). The master body operating arm (107) is connected with the housing body (600) at a connection point (P7). The distributor link (106) is also linked with a drum brake actuating link (123) via a bracket (120). The drum brake actuating link (123) in turn is further connected to a drum brake actuating arm (125) of a drum brake (400) at a connection point (D1) by a nut (124). One end of the anti-rotation link (101) is connected with a vehicle body at connection point (P1) and the other end is connected with the housing body (600) at a connection point (P2).

[0070] The vehicle brake actuating system (2000) (refer Figure 9 and Figure 10) is also provided with a seal (615), an O-ring (616), a fixing cap (617), a circlip (618) and a dust cap (619) that form an assembly located at one open end of the housing body (600) to firmly hold the piston (614) and the spring (108) within the housing body (600) while allowing first surface of the push rod (620) to rest on the second surface of the piston (614).

[0071] A bracket (604) (refer Figure 8) connects one end of the operating link (608) passing through the opening in the knocker arm (102) with the brake lever (2100) through a cable (2100A). Another bracket (119) connects the other end of the operating link (608) passing from within an opening in the guide arm (105) with distributor link (106) at P5.

[0072] A nut (116) of the vehicle brake actuating system (2000) (refer Figure 9 and Figure 8) is mounted on threads of the operating link (608) and positioned in between the bracket (604) and the knocker arm (102). Another nut (118) is mounted on threads of the operating link (608) and positioned in between the collar (127) and the connecting bracket (119) in such a way that it restricts the position of the bracket (119). All the connection points variously identified as D1, D2, P1, P2, P4, P5, P6 and P7 of the vehicle brake actuating system (2000) can be formed by cylindrical pins with caps or any other suitable means capable of connecting there associated parts and restricting all their movements except rotation along the connecting point’s axis.

[0073] When the brake lever (2100) is actuated, the operating link (608) linked to it via the cable (2100A) and the bracket (604) (refer Figure 8 and Figure 9) is pulled forward thereby compressing the spring (104) held between the knocker arm (102) and the guide arm (105). The housing body (600) which is connected with the anti-rotation link (101) at connection point (P2) also begins moving forward under action of the cable (2100A) (the cable (2100A) is transmitting user input from the brake lever (2100) at this instant). The anti-rotation link (101) connected at point (P1) with the vehicle body provides a reaction force to the housing body (600) for preventing its rotation due to the turning moment that is set up by forces acting via the distributor link (106) and the master body operating arm (107), and the guide arm (105).

[0074] Until a threshold level of brake lever (2100) is reached, the spring (104) and the spring (108) function together to prevent the knocker arm (102) from pushing the push rod (620) and in turn the piston (111) further into the housing body (600). During this time period, the operating link (608)’s horizontal movement causes the distributor link (106) connected with it at connection point (P5) to be pulled along with it. The master body operating arm (107) connected with the housing body (600) at the connection point (P7) and the distributor link (106) at the connection point (P6) limits the range of motion allowed for the distributor link (106). The distributor link (106) is therefore capable of forming a pivot at the connection point (P6) as the distributor link (106) can neither be compressed nor expanded.

[0075] The connection point (P6) forming a pivot for the distributor link (106) and translates the horizontal movement of the operational link (608) into a horizontal pulling movement of the drum brake actuation link (123). This causes brake drum actuating arm (125) connected with the drum brake actuation link (123) to rotate along its connection point (D2) with the drum brake (400) initiating its application.

[0076] As soon as the drum brake (400)’s application begins the threshold value of the brake lever (2100)’s operation is reached and the reaction force provided by the springs (104 and 108) are overcome. This causes the knocker arm (102) to begin pushing the push rod (620) and consequently the piston (111) further into the housing body (600). The displacement of the hydraulic fluid from within the housing body (600) into the hydraulic line (600A) is initiated. The inlet port (602) connected with the hydraulic master cylinder assembly (2200) continues feeding hydraulic fluid into the housing body (600) till the piston (111) moves past its openings into the housing body (600), thereby isolating the hydraulic master cylinder assembly (2200) from the hydraulic circuit linked to the single pot caliper (2300) via hydraulic line (600A). Form the point the threshold value of the brake lever (2100) is reached, the input from the rider to the brake lever (2100) causes brake force to develop in both the single pot caliper (2300) and the drum brake (400).

[0077] When the rider withdraws his input from the brake lever (2300), the springs (104 and 108) decompress together to restore the housing body (600), the guide arm (105), the distributor link (106), the master body operating arm (107), the piston (111), the push rod (620), the knocker arm (102) and the anti-rotation link (101), to their non-operative condition as shown in Figure 8. As the piston (111) moves back to its non-operative-condition, the inlet port (602)’s openings would allow some hydraulic fluid to immediately flow in from the hydraulic master cylinder assembly (2200) to prevent a vacuum from being setup in the hydraulic circuit leading up to the single pot caliper (2300). The brake lever (2100) is restored to its non-operative condition by its own restoring spring (not shown). The drum brake actuating arm (125) and the drum brake actuating link (123) are primarily restored to their non-operative condition under the restoring force setup by the drum brake (400)’s own internal spring (not shown) and the spring (122) (refer Figure 8) working together.

[0078] A nut (116) is given on the operating link (608) between the bracket (604) and the knocker arm (102). This nut (116) fixes the position of the knocker arm (102) on the operating link (608). The thread geometry of the nut (116) must be so chosen so as to ensure that this nut does not loosen under vibration. Inclusion of any conventional safety feature to prevent spontaneous loosing of the nut (116) can also be considered.

[0079] When the rider operates only the hydraulic master cylinder assembly (2200), the inlet port (602) would receive the hydraulic fluid displaced from it via hydraulic line (2200A). This would in turn cause fluid displacement into the single pot caliper (2300) via the hydraulic line (600A), thereby causing independent application of the single pot caliper (2300).

[0080] In the circumstances where rider chooses to operate both the brake lever (2100) and the hydraulic master cylinder assembly (2200), the hydraulic fluid displaced from the hydraulic master cylinder assembly (2200) would setup a pressure inside the housing body (600). This setup pressure would add up with the pressure developed due to the inward movement of the piston (111) within the housing body (600). The isolation of hydraulic master cylinder assembly (2200) from the hydraulic circuit leading up to the single piston caliper (2300) would not happen as the fluid displaced from the hydraulic master cylinder assembly (2200) would prevent the piston (111) from moving past the openings of the inlet port (602).

[0081] The seal (615), the O-ring (616), the fixing cap (617), the circlip (618) and the dust cap (619) forming an assembly located at one open end of the housing body (600) would firmly hold the piston (614) and the spring (108) within the housing body (600) while allowing first surface of the push rod (620) to rest on the second surface of the piston (614). This assembly’s presence would prevent rapid disassembly under high hydraulic pressure developed during emergency braking operation involving operation of both the brake lever (2100) and the hydraulic master cylinder assembly (2200).

[0082] Figure 11 illustrates a vehicle brake actuating system that has been provided with a delay adjusting nut (126). The delay adjusting nut (126) is mounted on the threads given on the operating link and positioned between the knocker arm (102) and the guide arm (105) on the operating link. The first side of the delay adjusting nut (126) provided supports the spring (104), while the second side of the spring (104) rests on one face of the guide arm (105). The delay adjusting nut (126) is an optional feature for vehicle brake actuating system (1000, 1001, 1002 and 2000) that can be provided on the operating links (103, 145, 175 and 608). The delay adjusting nut (126) can be rotated to either compress or decompress the spring (104). Further compressing the spring (104) by rotating the delay adjusting nut (126) would cause a reduction in the time delay between the application of the drum brake (400) and the other wheel brake (identified as a three piston caliper (300), a single piston caliper (2300) or a drum brake, depending upon the embodiment selected), while decompressing the spring (104) by rotating the delay adjusting nut (126) would increase the time delay. In other words, compressing or decompressing the spring (104) shifts the threshold level of the brake pedal (115) or the brake lever (2100) application required for combined brake application to happen.

[0083] Rotating the delay adjusting nut (126) shifts the time duration in which the resultant of the forces setup in the system (upon operation of the brake pedal (115) or the brake lever (2100)) become sufficient to cause actuation of the piston (111 or 111a). Another solution for changing the time delay is that the spring (104) provided on the operating link can be easily replaced with another spring with higher spring rate to easily alter the time delay between actuation of the drum brake and the other wheel brake.

[0084] The technical advancements and advantages derived from the novel features of the master cylinder assembly of the present disclosure are as follows:
- The vehicle brake actuating system has a unique arrangement of features which reduces the number of possible leakage points for hydraulic fluid in the housing body.
- The oil seals provided inside the housing body have a greater life because of the reduction in stress acting upon them.
- The profile of the sub-components used in the vehicle brake actuating system are simpler and therefore they can be manufactured with ease and without requirement of the skilled resource.
- The vehicle brake actuating system not only allows independent application of front wheel brakes but also combined brake application of front and rear wheel brakes.
- The vehicle brake actuating system allows for easy adjustment of the time delay between the application of the drum brake and the other wheel brake by tightening of a delay adjusting nut.

[0085] While the use of the fourth embodiment of the vehicle brake actuating system in cycles has not been planned, the possibility of its use within it cannot be ruled out. The problems of reducing size and deciding viable position for attachment on a cycle very much lie within the capacity of a designer. This vehicle brake actuating system is therefore capable wider use than the prior art vehicle brake actuating system.

[0086] The foregoing description of the specific embodiments will so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.