CN111936380A

CN111936380A - Deceleration system

Info

Publication number: CN111936380A
Application number: CN201980021582.2A
Authority: CN
Inventors: A·A·梅尼泽斯; V·V·德什潘德; D·S·谢哈瓦特; A·戈亚尔
Original assignee: Shangyinuo Motorcycle Co ltd
Current assignee: Shangyinuo Motorcycle Co ltd
Priority date: 2018-03-28
Filing date: 2019-03-28
Publication date: 2020-11-13
Anticipated expiration: 2039-03-28
Also published as: CN111936380B; WO2019186596A1

Abstract

A vehicle (100) is provided. A vehicle (100) includes a main body frame (1), front wheels (4), rear wheels (8), and a deceleration system (200). The deceleration system (200) comprises: a first braking device (22); a second brake device (23); a brake execution unit (19); a first braking force transmission member (20); a second braking force transmission member (21); and a braking force distribution device (L) operatively coupled to the brake actuation device (19), the first braking force transfer member (20) and the second braking force transfer member (21). The braking force distribution device (L) is configured to distribute a brake operation force generated according to actuation of the brake actuation unit (19) to at least one of the first braking force transmission member (20) and the second braking force transmission member (21).

Description

Deceleration system

Technical Field

The present invention relates to a vehicle, and more particularly to a deceleration system of a vehicle.

Background

Conventionally, in a two-wheeled vehicle, a braking operation of a front wheel is actuated by applying a force to a front wheel brake actuator provided on a handlebar, and a braking operation of a rear wheel is actuated by applying a force to a rear wheel brake actuator. The rear wheel brake actuating device is arranged on the handlebar or the pedal. The operation of the front and rear wheel brakes is typically controlled by the operator independently and sometimes simultaneously.

For safe braking of the vehicle, a balanced actuation of the front wheel brake and the rear wheel brake is necessary. If only the rear wheel brakes are applied, the vehicle is not decelerated enough to effectively stop in a short distance. If only the front wheel brakes are applied, the vehicle may face unsafe steering and may cause an accident if the front wheels are locked. If both front and rear wheel brakes are applied simultaneously so that both wheels are locked, the vehicle is at risk of an impending accident, and therefore, balanced actuation of the front and rear wheels is required in order to safely and effectively brake the vehicle.

One such combined braking system is disclosed in patent document JP2015/160548A, entitled: "motorcycle". This patent discloses a mechanical interlock brake in which a brake pedal is connected by an intermediate arm to an equalizer, one end of which is operatively connected to a rear brake for rear wheel braking by a brake lever and the other end of which is operatively connected to a front brake for front wheel braking by an interlock cable. As shown in the arrangement of the interlock brake device of the aforementioned patent, the interlock cable must be bent to operatively connect the front brake and the equalizer. However, the bending of the cable increases the length of the cable, which increases the additional cost of the vehicle, and it is difficult to compensate for the accompanying decrease in the operating force transmission efficiency.

For safety braking under different load conditions, different brake force distributions are required for the front and rear wheels, because the more rear seat riders are sitting on the vehicle, the greater the load on the rear wheel, while the load on the front wheel remains unchanged, since the locking of the front wheel tends to be earlier than the rear wheel, so that the rider feels insecure handling which can lead to accidents, which is a safety problem for the rider.

Disclosure of Invention

In one aspect of the present invention, a vehicle is provided. The vehicle has a main body frame, front wheels, rear wheels, a deceleration system configured to apply a brake-operation force to the front wheels and the rear wheels. The deceleration system has: a first brake device operatively coupled to a front wheel; a second brake device operatively coupled to a rear wheel; a brake actuating unit pivotally coupled to the main body frame; a first braking force transmission member operatively coupled to a first brake device; a second braking force transmission member operatively coupled to a second brake device; and a braking force distribution device operatively coupled to the brake actuation unit, the first braking force transmission member, and the second braking force transmission member, wherein the braking force distribution device is configured to distribute a braking operation force generated according to actuation of the brake actuation unit to at least one of the first braking force transmission member and the second braking force transmission member.

In one embodiment of the invention described herein, the braking force distribution device has: a first link operatively coupled to a brake actuation unit; a second link operatively coupled to the second braking force transfer member and the first link; and a third link operatively coupled to the first braking force transfer member and the second link, wherein the third link and the second link are configured to pivotally rotate and move relative to each other, wherein the third link and the second link move as a single unit after the brake actuation unit pivots beyond the intermediate position such that there is no relative rotation between the second link and the third link.

In one embodiment of the invention described herein, the second link has an extension and the third link has a stop, wherein when the brake actuation unit pivots beyond the intermediate position, the extension abuts against the stop such that there is no relative rotation between the second link and the second link.

In one embodiment of the invention described herein, the intermediate position is defined by the following factors: such as the load on the front and rear wheels, the free travel (free play) of the first and second brake devices, the degree of rotation of the brake actuator, and the brake operating force generated by actuating the brake actuator.

In the embodiments of the invention described herein, the load applied to the front and rear wheels depends on the number of people riding in the vehicle.

In one embodiment of the invention described herein, the deceleration system has a brake link box attached to a main body frame enclosing the braking force distribution device.

In the embodiments of the invention described herein, the brake operating force exhibits the first characteristic before the intermediate position of the brake actuating unit by the distribution of the brake operating force between the first brake device and the second brake device by the brake force distribution device, and the brake operating force exhibits the second characteristic after the intermediate position of the brake actuating unit by the distribution of the brake operating force between the first brake device and the second brake device by the brake force distribution device.

In the embodiments of the invention described herein, the proportion of the brake-operation force applied to the second brake device is greater after the intermediate position, i.e., the second characteristic, than before the intermediate position, i.e., the first characteristic.

In one embodiment of the invention described herein, a braking force distribution device of a vehicle has: a first link operatively coupled to a brake actuation unit of a vehicle; a second link operatively coupled to a second braking force transfer member of the vehicle and the first link; and a third link pivotally coupled to the body frame of the vehicle, the third link operatively coupled to the first braking force transfer member and the second link of the vehicle, wherein the third link and the second link are configured to pivotally rotate and move relative to each other, wherein the third link and the second link move as a single unit after the brake actuator pivots beyond the intermediate position such that there is no relative rotation between the second link and the third link.

With such a vehicle deceleration system disclosed in the present invention, since the length of the first braking force transmission member is minimized by avoiding the bending of the first braking force transmission member, better transmission efficiency and lower cost are ensured. The disclosed deceleration system including the braking force distribution device provides better performance in terms of rider's feel and performance because more brake operating force is distributed to the second brake device at higher brake operating force after the intermediate position of the brake actuator unit. Furthermore, the stability of the vehicle is maintained, since the brake actuating force is first proportionally distributed to the second brake device and the first brake device before the intermediate position of the brake actuating unit. Furthermore, the disclosed deceleration system provides a fail-safe mechanism in the event of a failure of the front portion of the deceleration system by operating at least a second braking device for decelerating the vehicle.

Since the third link and the second link of the braking force distribution device are moved together as a single unit after the pivot shaft of the brake actuator unit exceeds the intermediate position, there is no relative rotation between the third link and the second link. This provides the rider with a firm pedal feel when actuating the brake pedal.

Drawings

The invention itself, together with further features and attendant advantages, will become apparent from the following detailed description considered in conjunction with the accompanying drawings. One or more embodiments of the present invention will now be described, by way of example only, with like reference numerals indicating like elements, and in the accompanying drawings:

FIG. 1 illustrates a side view of an exemplary vehicle according to an embodiment of the present invention;

FIG. 2 illustrates a layout of a deceleration system of the vehicle shown in FIG. 1 in accordance with an embodiment of the present invention;

FIGS. 3a and 3b show two different views of a brake lever of a deceleration system according to an embodiment of the invention;

FIG. 4 illustrates a brake force distribution device and a brake lever of a deceleration system according to an embodiment of the present invention;

5a, 5b and 5c show three different views of a first link of a braking force distribution device according to an embodiment of the invention;

6a, 6b, 6c and 6d show four different views of a second link of a braking force distribution device according to an embodiment of the invention;

FIGS. 7a, 7b and 7c show three different views of a third link of the braking force distribution device according to an embodiment of the invention;

8a, 8b, 8c and 8d illustrate a continuous braking operating condition of the deceleration system according to an embodiment of the invention; and

figure 9 shows a front fault condition of the deceleration system according to an embodiment of the invention.

The drawings referred to in this description should not be understood as being drawn to scale unless specifically noted, and such drawings are merely exemplary in nature.

Detailed Description

While the invention is susceptible to various modifications and alternative forms, embodiments thereof have been shown by way of example in the drawings and will herein be described in detail. It should be understood, however, that there is no intention to limit the invention to the specific forms disclosed, but on the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the invention.

The terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that an arrangement, structure, or method that comprises a list of elements or steps does not include only those elements or steps, but may include other elements or steps not expressly listed or inherent to such arrangement, structure, or method. In other words, one or more elements of a system or apparatus beginning with "comprising … … a" does not preclude the presence of other elements or additional elements in the system or apparatus without further constraints.

For a better understanding of the present invention, reference will now be made to the embodiments illustrated in the drawings and described below, and in the following drawings, like reference numerals are used to identify like parts in the various views.

However, although the present invention is shown in the context of a vehicle, the deceleration system and aspects and features thereof can also be used with other types of vehicles. The terms "vehicle", "two-wheeled vehicle" and "motorcycle" have been used interchangeably throughout the specification. The term "vehicle" includes vehicles such as motorcycles, scooters, bicycles, scooters, scooter-type vehicles, All Terrain Vehicles (ATVs), and the like.

The terms "front/forward", "rear/rearward", "up/top", "down/lower/downward, bottom", "left/left", "right/right" as used herein denote directions as seen by a vehicle driver when straddling, and these directions are denoted by arrows Fr, Rr, U, Lr, L, R in the drawings.

Referring to FIG. 1, a side view of an exemplary vehicle (100) employing the conventional configuration of the present invention in a vehicle (100) is shown. The vehicle (100) includes one or more main body portions such as a main body frame (1), a plurality of front forks (2), a handlebar (3), a front wheel (4), a seat (5), a rear grip portion (6), a rear pad (7), a rear wheel (8), an engine (9), a headlight (10), a fuel tank (11), a tail light (12), a front fender (13), a rear fender (14), a steering column (15), a top bridge (l6a), a bottom bridge (l6b), a rocker arm (17), and a chain transmission mechanism (18).

The front wheel (4) is pivotally supported (journaled) to one end of the plurality of front forks (2). The other ends of the plurality of front forks (2) are pivotally supported to the steering rod (15) by a top bridge (l6a), a bottom bridge (l6b) and a front tube (HP) at the front end of the main body frame (1) in an operable manner. The handlebar (3) is mounted on the top bridge (l6 a). The front fender (13) is supported between the front forks (2).

The rear wheel (8) is pivotally supported to the rear end of a swing arm (17) extending in the front-rear direction along the rear lower side of the vehicle (100). The front end of the swing arm (17) is pivotally supported in a vertically swingable manner by a pivot plate (not shown) located at the lower portion of the main body frame (1). The rear wheel (8) is connected to the engine (9) via a chain transmission mechanism (18) disposed on the left rear side of the vehicle.

Further, it should be noted that the vehicle (100) is shown as including the components described above, but those of ordinary skill in the art will appreciate that the vehicle (100) includes other components that may not be relevant to explaining the present invention and are therefore not shown and described.

Referring to fig. 1 and 2, a vehicle (100) includes a deceleration system (200). The deceleration system (200) is configured to apply braking forces to the front wheels (4) and the rear wheels (8). The deceleration system (200) comprises a brake execution unit (19), a first brake force transmission component (20), a second brake force transmission component (21), a first brake device (22), a second brake device (23), a brake force distribution device (L), a brake connecting rod box (C) and a corrugated cover (B). In the example shown, the brake actuating unit (19) is embodied as a brake pedal (also referred to below as brake pedal (19)). The brake link box (C) encloses the brake force distribution device (L). The retarding system (200) may include additional components typically associated with conventional retarding systems known in the art, although the scope of the invention is not limited.

Referring to fig. 3a and 3b, two different views of the brake pedal (19) are shown. A brake pedal (19) is rotatably mounted on the main body frame (1) and the brake link case (C). The brake pedal (19) has two ends, such as a first end (l9a) and a second end (l9 b). The first end (l9a) of the brake pedal (19) is the end at which the rider places his foot and generates a brake operating force to actuate the speed reduction system (200). The second end (L9b) of the brake pedal (19) is operatively connected to the brake force distribution device (L).

Referring to fig. 2 and 4, a schematic layout of the retarding system (200) is shown. The braking force distribution device (L) is operatively coupled to the brake actuation unit (19), the first braking force transfer member (20) and the second braking force transfer member (21). The braking force distribution device (L) is configured to distribute a braking operation force generated according to actuation of the brake actuation unit (19) to at least one of the first braking force transmission member (20) and the second braking force transmission member (21).

The braking force distribution device (L) includes a first link (30), a second link (31), and a third link (32). The first link (30) is operatively coupled to a brake pedal (19) and a second link (31). The second link (31) is operatively coupled to the second braking force transmission member (21) and the first link (30). The third link (32) is pivotably coupled to the main body frame (1). The third link (32) is operatively coupled to the first braking force transfer member (20) and the second link (31). The third link (32) and the second link (31) are configured to pivotally rotate and move relative to each other. The third link (32) and the second link (31) are configured to move as a single unit after the brake actuation unit (19) pivots beyond the intermediate position such that there is no relative rotation between the second link (31) and the third link (32).

As shown in fig. 5a, 5b and 5c, the first link (30) is a rod-shaped member having two ends, a first end (30a) and a second end (30b) opposite to the first end (30 a). The first end (30a) and the second end (30b) are recesses provided on the first link (30). The first link (30) includes a first through hole (30a ') and a second through hole (30 b'). The first through hole (30 a') is disposed at the first end (30 a). The second through hole (30 b') is disposed at the second end (30 b).

As shown in fig. 6a, 6b, 6c and 6d, the second link (31) is a U-shaped plate-like member. The second link (31) includes a first plate member (31a), a second plate member (31b), and a bent portion (31 c). The first plate member (31a) and the second plate member (31b) extend substantially parallel to each other. The bent portion (31c) connects the first plate member (31a) and the second plate member (31 b). The bent portion (31c), the first plate member (31a), and the second plate member (31b) define a space therebetween. The second link (31) includes a first opening (31d '), a second opening (31e '), and a third opening (31f ') respectively disposed at a lower portion (31d), an upper portion (31e), and an intermediate portion (31f) of the second link (31). The first opening (31d '), the second opening (31e '), and the third opening (31f ') extend through the first plate member (31a) and the second plate member (31 b). The first opening (31d '), the second opening (31e ') and the third opening (31f ') contribute to coupling the second link (31) with other components of the reduction system (200). The second link (31) includes an extension (31 g). The extension (31g) extends from the lower portion (31 d).

The third link (32) shown in fig. 7a, 7b and 7c is a plate-shaped member having a curved shape. The third link (31) includes a first end (32a), a second end (32b), and a third end (32 c). The first end (32a) includes a first opening (32 a'). The second end (32b) includes a second opening (32 b'). The third end (32c) includes a third opening (32 c'). The first opening (32a '), the second opening (32b ') and the third opening (32c ') facilitate coupling of the third link (32) with other components of the reduction system (200). The third link (32) includes stoppers (S) extending outward from both surfaces of the third link (32). When the brake actuating unit (19) rotates beyond the intermediate position, the extension (31g) abuts against the stopper, thereby moving the second link (31) and the third link (32) as a unit.

In the example shown, the intermediate position of the brake pedal (19) is defined by the following factors: such as the load on the front wheel (4) and the rear wheel (8), the free stroke of the first brake device (22) and the second brake device (23), the degree of rotation of the brake actuator unit (19), and the brake operating force generated by actuating the brake actuator unit (19). Furthermore, the load on the front wheels (4) and the rear wheels (8) depends on the number of people riding in the vehicle (100).

With further reference to fig. 2 and 4, a brake pedal (19) is rotatably mounted on the body frame (1) and the brake link housing (C) by a Pivot Shaft (PS). The first end (30a) of the first link (30) is rotatably connected to the second end (l9b) of the brake pedal (19) by a first pivot pin (pl) such that the second end (l9b) of the brake pedal (19) is disposed at one side of the third link (32). The second end (30b) of the first link (30) is rotatably connected to the intermediate portion (31f) of the second link (31) by a second pivot pin (p 2).

In the example shown, the second braking force transmission member (21) is embodied as a brake lever which transmits the braking force from the braking force distribution device (L) to the second brake device (23) to decelerate the rear wheel (8). One end of the second braking force transmission member (21) is rotatably and operatively connected to the upper portion (31e) of the second link (31) by a third pivot pin (p3), and the other end of the second braking force transmission member (21) is operatively connected to the second brake device (23). The second end (32b) of the third link (32) is rotatably connected to the lower portion (31d) of the second link (31) by a fourth pivot pin (p 4).

In the illustrated example, the first braking force transmission member (20) is implemented as a brake cable that transmits braking force from the braking force distribution device (L) to the first brake device (22) to decelerate the front wheels (4). One end of the first braking force transfer member (20) is operatively connected to the first end (32a) of the third link (32) such that the outer shell (20') of the first braking force transfer member (20) rests on the brake link case (C) and the inner wire (wire) (w) of the first braking force transfer member (20) is connected to the first end (32a) of the third link (32) through a connection and a fifth pivot pin (p 5). The other end of the first braking force transmission member (20) is operatively connected to a first brake device (22). The third end (32C) of the third link (32) is rotatably connected to the brake link case (C) by a sixth pivot pin (p 6).

The braking force distribution device (L) distributes a braking operation force generated by executing the brake pedal (19) in proportion between the first brake device (22) and the second brake device (23) so as to exhibit a first characteristic before the brake pedal (19) pivots beyond the neutral position.

The braking force distribution device (L) distributes a larger proportion of the braking operation force to the second brake device (23) than previously distributed to the second brake device (23) as soon as the brake pedal (19) is pivoted beyond the neutral position, thereby exhibiting the second characteristic thereafter. The proportion of the brake-operation force applied to the second brake device (23) is greater after the intermediate position, i.e., the second characteristic, than before the intermediate position, i.e., the first characteristic. This enables the deceleration system (200) to be biased rearwardly, meaning that more braking force is transferred to the rear wheels (8).

Referring to fig. 8a, 8b, 8c and 8d, the continuous braking operation condition of the deceleration system (200) is shown. Fig. 8a shows an initial stage of the brake pedal 19 in a no-load state when the rider does not depress the brake pedal 19. Fig. 8b shows successive stages of the brake pedal (19) as the rider begins to depress the brake pedal (19). The second end (l9b) of the brake pedal (19) starts to pull the second link (31) forward through the first link (30) so that the third pivot pin (p3) at the upper portion (31e) of the second link (31) starts to move forward and the lower portion (31d) of the second link (31) starts to rotate on the second end (32b) of the third link (32), but the fourth pivot pin (p4) does not move forward, so the brake pedal (19) consumes a free stroke initially, and then only the second brake device (23) is actuated by the second brake force transmission member (21) to decelerate the rear wheel (8).

Fig. 8c shows successive stages of the brake pedal (19) as the rider further depresses the brake pedal (19). A fourth pivot pin (p4) provided at a lower portion (31d) of the second link (31) starts to move forward by pushing a second end (32b) of the third link (32), so that the third link (32) starts to rotate about a sixth pivot pin (p6) at a third end (32c) of the third link (32) to rotate a first end (32a) of the third link (32) downward, so that the first brake device (22) is actuated by the first brake force transmission member (20) and the second brake device (23) is actuated by the second brake force transmission member (21) to proportionally decelerate the front wheel (4) and the rear wheel (8).

Fig. 8d shows the final stage of the brake pedal (19) when the driver further depresses the brake pedal (19), i.e. when the brake pedal (19) is rotated beyond the neutral position, the extension (31g) of the second link (31) abuts against the stop of the third link (32). The third link (32) and the second link (31) move together as a unit to further brake so that there is no relative rotation between the third link (32) and the second link (31). This provides the rider with a firm pedal feel when actuating the brake pedal (19). When the rider further exerts excessive force on the brake pedal (19), the third link (32) rests on the Pivot Shaft (PS) of the brake pedal (19). The Pivot Shaft (PS) restricts further rotation of the third link (32) and restricts actuation of the first brake device (22) to decelerate the front wheel (4). Thus, the Pivot Shaft (PS) acts as a front limiter and improves the safety of the vehicle (100).

Referring to fig. 9, a front fault condition of the retarding system (200) is shown. In the event of a failure of the first braking force transmission member (20), if the driver exerts a force on the brake pedal (19), the second brake device (23) remains active, which is achieved by a stop (S) provided on the third link (32). When the rider depresses the brake pedal (19) in a front failure state (when the inner wire (w) of the first braking force transmission member (20) is disconnected), the second end (l9b) of the brake pedal (19) starts to pull the second link (31) forward through the first link (30). The lower part (31g) of the second link (31) engages with a stopper of the third link (32), and because there is no load from the front wheel (4), in a front failure state, the brake pedal (19) is further moved downward to allow the second braking force transmission member (21) to actuate at least the second brake device (23), thereby decelerating the rear wheel (8). This improves the safety of the vehicle, and the stopper serves as a fail-safe device.

Further, the brake pedal free stroke refers to the amount of movement of the brake pedal (19) before the second brake device (23) is actuated, and in order to perform safety braking under more load conditions, more braking force is required to be distributed to the rear wheel (8) than under low load conditions because more rear seat riders are seated on the vehicle (100); the load on the rear wheel (8) increases causing the rocker arm (17) to rotate downwards, so the free travel of the brake pedal (19) is reduced due to the change in positioning of the rocker arm (17) and the second brake device (23) is actuated slightly earlier than in single riding conditions, furthermore the extension (31g) of the second link (31) will engage slightly earlier than in single riding conditions with the stop (S) of the third link (32), which enables the speed reduction system (200) to be biased backwards, meaning that more braking force is transmitted to the rear wheel (8), which makes the speed reduction system (200) a load-based system and improves the safety of the vehicle when more rear seat riders are seated on the vehicle than in single riding conditions.

The brake force distribution device (L) is arranged on the vehicle (100) such that the first end (32a) of the third link (32) is oriented in such a way that one end of the first brake force transmission member (20) is connected with the third link (32) of the brake force distribution device (L) without bending, which ensures better force transmission efficiency and lower cost, since the length of the first brake force transmission member (20) is minimized by avoiding bending the first brake force transmission member (20).

According to the orientation of the braking force distribution device (L) of the invention, the first braking force transmission member (20) does not need to be bent, which results in an increase in the effectiveness of the front wheel braking and lower costs, since the length of the first braking force transmission member (20) is minimized by avoiding bending the first braking force transmission member (20).

The present invention provides a deceleration system (200) with a braking force distribution device (L) that ensures better force transmission efficiency and lower cost due to minimizing the length of a first braking force transmission member (20) by avoiding bending of the first braking force transmission member (20).

The disclosed deceleration system (200) provides better performance in terms of rider feel and performance because more brake operating force is distributed to the second brake device (23) at higher brake operating force. Furthermore, the stability of the vehicle (100) is maintained, since the brake operating force is first proportionally distributed to the second brake device (23) and the first brake device (22). Furthermore, the disclosed deceleration system (200) provides a fail-safe mechanism in case of a failure of the front part of the deceleration system (200) by operating at least a second braking device (23) for decelerating the vehicle (100).

In the example shown, all the couplings described above are pivot joints. Alternatively, the coupling may be any kind of coupling known in the art, and the scope of the present invention is not limited.

Although a few embodiments of the present invention have been described above, it should be understood that the present invention is not limited to the embodiments, and can be appropriately modified within the spirit and scope of the present invention.

While considerable emphasis has been placed herein on the particular features of the invention, it will be appreciated that various modifications, and many changes in the preferred embodiments, can be made without departing from the principles of the invention. These and other modifications in the nature of the invention or preferred embodiments will be apparent to those skilled in the art from the disclosure herein, whereby it is to be distinctly understood that the descriptive matter is to be interpreted merely as illustrative of the invention and not as a limitation.

Claims

1. A vehicle (100) comprising:

a main body frame (1);

a front wheel (4) and a rear wheel (8);

a deceleration system (200) configured to apply a brake-operation force to the front wheels (4) and the rear wheels (8), wherein the deceleration system (200) includes:

a first braking device (22) operatively coupled to the front wheel (4);

a second braking device (23) operatively coupled to the rear wheel (8);

a brake actuation unit (19) pivotally coupled to the main body frame (1);

a first braking force transfer member (20) operatively coupled to a first brake device (22); a second braking force transmission member (21) operatively coupled to the second brake device (23); and

a braking force distribution device (L) operatively coupled to the brake actuation unit (19), the first braking force transmission member (20), and the second braking force transmission member (21), wherein the braking force distribution device (L) is configured to distribute a braking operation force generated according to actuation of the brake actuation unit (19) to at least one of the first braking force transmission member (20) and the second braking force transmission member (21).

2. The vehicle (100) of claim 1, characterized in that the braking force distribution device (L) includes:

a first link (30) operatively coupled to the brake actuation unit (19);

a second link (31) operatively coupled to the second braking force transfer member (21) and the first link (30); and

a third link (32) operatively coupled to the main body frame (1), the third link (32) operatively coupled to the first braking force transfer member (20) and the second link (31), wherein the third link (32) and the second link (31) are configured to pivotally rotate and move relative to each other, wherein the third link (32) and the second link (31) move as a single unit after the brake actuation unit (19) pivots beyond an intermediate position such that there is no relative rotation between the second link (31) and the third link (32).

3. The vehicle (100) according to claim 2, characterized in that the second link (31) comprises an extension (31g) and the third link (32) comprises a stop (S), wherein when the brake actuation unit (19) is pivoted beyond the intermediate position, the extension (31g) abuts against the stop (S) such that there is no relative rotation between the second link (31) and the third link (32).

4. The vehicle (100) of claim 3, characterized in that the intermediate position is defined by the following factors: such as the load on the front wheel (4) and the rear wheel (8), the free travel of the first brake device (22) and the second brake device (23), the degree of rotation of the brake actuating unit (19), the brake operating force generated by actuating the brake actuating unit (19).

5. The vehicle (100) according to claim 4, wherein the load applied to the front wheels (4) and the rear wheels (8) depends on the number of people riding in the vehicle (100).

6. The vehicle (100) according to claim 1, characterized in that the deceleration system (200) includes a brake link box (C) attached to the main body frame (1) enclosing the braking force distribution device (L).

7. The vehicle (100) according to claim 2, characterized in that the brake operating force exhibits a first characteristic before the intermediate position by a distribution of the brake force distribution device (L) between the first brake device (22) and the second brake device (23), and the brake operating force exhibits a second characteristic after the intermediate position by a distribution of the brake force distribution device (L) between the first brake device (22) and the second brake device (23).

8. The vehicle (100) according to claim 7, characterized in that a proportion of the brake-operation force applied to the second brake device (23) by the brake-force distribution device (L) is greater after the intermediate position, i.e., the second characteristic, than before the intermediate position, i.e., the first characteristic.

9. A braking force distribution device (L) of a vehicle (100), comprising:

a first link (30) operatively coupled to a brake actuation unit (19) of the vehicle (100);

a second link (31) operatively coupled to a second braking force transmission member (21) of the vehicle (100) and the first link (30);

a third link (32) operatively coupled to a body frame (1) of a vehicle (100), the third link (32) operatively coupled to the first braking force transfer member (20) and the second link (31) of the vehicle (100), wherein the third link (32) and the second link (31) are configured to pivotally rotate and move relative to each other, wherein the third link (32) and the second link (31) move as a single unit after the brake actuation unit (19) pivots beyond an intermediate position such that there is no relative rotation between the second link (31) and the third link (32).

10. The brake force distribution device (L) according to claim 9, characterized in that the second link (31) comprises an extension (31g) and the third link (32) comprises a stop (S), wherein when the brake actuation unit (19) is pivoted beyond the intermediate position, the extension (31g) abuts against the stop (S) such that there is no relative rotation between the second link (31) and the third link (32).

11. The braking force distribution device (L) according to claim 9, characterized in that said intermediate position is defined by the following factors: such as the load on the front wheels (4) of the vehicle (100) and the rear wheels (8) of the vehicle (100), the free stroke of the second brake device (23) of the vehicle (100), the degree of rotation of the brake actuation unit (19), the brake operating force generated by actuation of the brake actuation unit (19).

12. The vehicle (100) of claim 11, wherein the load applied to the front wheels (4) and the rear wheels (8) is dependent on the number of people riding in the vehicle (100).

13. The vehicle (100) according to claim 9, characterized in that the deceleration system (200) includes a brake link box (C) attached to the main body frame (1) enclosing the braking force distribution device (L).

14. The vehicle (100) of claim 9, characterized in that the distribution of the brake operating force between the first brake device (22) of the vehicle (100) and the second brake device (23) of the vehicle (100) exhibits a first characteristic before the intermediate position and the distribution of the brake operating force between the first brake device (22) and the second brake device (23) exhibits a second characteristic after the intermediate position.

15. The vehicle (100) according to claim 14, characterized in that the proportion of the brake-operation force applied to the second brake device (23) is greater after the intermediate position, i.e., second characteristic, than before the intermediate position, i.e., first characteristic.