CN111971227A - Deceleration system - Google Patents
Deceleration system Download PDFInfo
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- CN111971227A CN111971227A CN201980021296.6A CN201980021296A CN111971227A CN 111971227 A CN111971227 A CN 111971227A CN 201980021296 A CN201980021296 A CN 201980021296A CN 111971227 A CN111971227 A CN 111971227A
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- force
- brake
- plate portion
- link
- vehicle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62L—BRAKES SPECIALLY ADAPTED FOR CYCLES
- B62L3/00—Brake-actuating mechanisms; Arrangements thereof
- B62L3/02—Brake-actuating mechanisms; Arrangements thereof for control by a hand lever
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62L—BRAKES SPECIALLY ADAPTED FOR CYCLES
- B62L3/00—Brake-actuating mechanisms; Arrangements thereof
- B62L3/08—Mechanisms specially adapted for braking more than one wheel
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transmission Of Braking Force In Braking Systems (AREA)
Abstract
A vehicle (100) is provided. The vehicle (100) includes a deceleration system (130). The deceleration system (130) comprises a first brake lever (138), a second brake lever (136), a front brake unit (132), a rear brake unit (134), a first force transfer member (140), a second force transfer member (148), a third force transfer member (150) and a force distribution device (145). The force distribution device (145) distributes a brake operating force generated by actuating the first brake lever (138) to at least one of the second force transmission member (148) and the third force transmission member (150). The force distribution device (145) is configured to provide a variable distribution of brake operating force to the front brake unit (132) and the rear brake unit (134) in accordance with actuation of the first brake lever (138).
Description
Technical Field
The present invention relates to a deceleration system of a vehicle, and more particularly to a deceleration system having a force distribution device.
Background
Vehicles, particularly vehicles configured for riding, such as scooters, motorcycles, tricycles, and four-wheel vehicles such as all terrain vehicles, have a braking system to provide a braking force for slowing or stopping the vehicle. Modern brake systems include an interlock that allows for simultaneous actuation of the front and rear brakes by application of a single brake lever, such as a rear wheel brake lever. During operation, these interlocks provide an evenly distributed braking force to both the front and rear wheels of the vehicle. However, this is undesirable because the load on the front wheels is less than the load on the rear wheels, and on low friction surfaces, premature locking of the front wheels can occur because of the evenly distributed braking force, which leads to instability of the vehicle.
Disclosure of Invention
In one aspect of the present invention, a vehicle is provided. The vehicle includes a handle, a front ground engaging member, and a rear ground engaging member. The vehicle also includes a deceleration system configured to apply braking forces to the front and rear ground engaging members. The deceleration system includes a first brake lever and a second brake lever. Each of the first brake lever and the second brake lever is operatively coupled to the handlebar. The retarding system also includes a front brake unit operatively coupled to the front ground engaging member. The retarding system also includes a rear brake unit operatively coupled to the rear ground engaging member. The retarding system includes a first force transmitting member operatively connected between the second brake lever and the front brake unit. The retarding system also includes a second force transmitting member operatively coupled between the first brake lever and the front brake unit. The retarding system also includes a third force transmitting member operatively coupled between the first brake lever and the rear brake unit. The deceleration system includes a force distribution device operatively coupled to the second force transmitting member, the third force transmitting member, the first brake lever. The force distributing device distributes a brake operating force generated by actuating the first brake lever to at least one of the second force transmitting member and the third force transmitting member. The force distribution device is configured to provide a variable distribution of brake operating force to the front and rear brake units in accordance with actuation of the first brake lever.
With such a deceleration system of a vehicle disclosed in the present invention, the deceleration system including the force distribution device provides a variable bias of the brake operating force generated by a rider of the vehicle through actuation of the first brake lever. When the rider applies a smaller braking force, the force distribution means distributes more brake operating force to the rear brake unit. The force distribution device distributes substantially equal brake-operation force to both the front brake unit and the rear brake unit of the vehicle as the brake-operation force increases. As the brake-operation force is further increased, more brake-operation force is distributed to the front brake unit. The force distribution device delays the locking of the rear brake unit, which allows the rider of the vehicle to input more brake operation force, thereby providing a greater deceleration than the conventional system, and subsequently shortening the stopping distance.
In one embodiment, the force distribution device includes an input link operatively coupled to the first brake lever. The force distribution device also includes a toggle link operatively coupled to the input link and the third force transfer member. The force distribution device also includes an equalizer link operatively coupled to the toggle link and the second force transfer member. The force distribution device includes a biasing member disposed between the equalizer link and the toggle link. The biasing member provides a bias between the equalizer link and the toggle link.
In one embodiment, the toggle link and the equalizer link are pivotally coupled and move relative to each other about a third pin. In an embodiment, the toggle link is operatively coupled to the rear brake unit via a third force transfer member. In an embodiment, the equalizer link is operatively coupled to the front brake unit via a second force transfer member. In one embodiment, the input link includes a first end operatively coupled to the first brake lever and a second end operatively coupled to the toggle link.
In one embodiment, when actuated by the first brake lever, the input link causes actuation of the toggle link and the equalizer link, causing actuation of the third force transfer member and the second force transfer member, respectively. Actuation of the third force transfer member actuates the rear brake unit, while actuation of the second force transfer member actuates the front brake unit.
In one embodiment, the force distribution device is configured to distribute more brake operating force to the rear brake unit upon actuation of the first brake lever, to distribute substantially equal brake operating force to the rear brake unit and the front brake unit during a semi-actuated state of the first brake lever, and to distribute more brake operating force to the front brake unit during a fully actuated state of the first brake lever.
In one embodiment, the toggle link includes a first plate portion and a second plate portion extending substantially parallel to the first plate portion. The toggle link also includes a first connecting portion extending between the first plate portion and the second plate portion. The toggle link also includes a first flange portion extending substantially orthogonal to the first plate portion.
In an embodiment, the equalizer link includes a third plate portion and a fourth plate portion extending substantially parallel to the third plate portion. The equalizer link also includes a second connection portion and a third connection portion. Each of the second connecting portion and the third connecting portion extends between the third plate portion and the fourth plate portion. The equalizer link also includes a second flange portion extending from the fourth plate portion toward the third plate portion. The equalizer link includes a third flange portion extending substantially orthogonal to the fourth plate portion.
Drawings
The invention itself, together with further features and noted advantages, will be best understood from the following description, taken 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 referring to like elements, and in which:
FIG. 1 shows a schematic view of a vehicle according to an embodiment of the invention;
FIG. 2 shows a view of a frame of a vehicle according to an embodiment of the invention;
FIG. 3 illustrates a view of a retarding system provided on a frame of a vehicle in accordance with an embodiment of the present invention;
figure 4 shows a view of the force distribution device of the deceleration system in a rest position according to an embodiment of the invention;
FIGS. 5a and 5b show different views of a toggle link of a force distribution device according to an embodiment of the present invention;
FIGS. 6a and 6b show different views of an equalizer link of a force distribution apparatus according to another embodiment of the present invention;
FIG. 7 shows an exploded view of a force distribution device according to an embodiment of the invention; and
fig. 8, 9 and 10 show different views of the operation of the force distribution device according to the actuation of the first brake lever 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 a list of elements or steps that comprise a means, structure, or method does not include only those elements or steps but may include other elements or steps not expressly listed or inherent to such means, 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 numerals will be 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, bottom", "left/left", "right/right" used herein denote directions as seen when a vehicle rider straddles, and these directions are represented by arrows Fr, Rr, U, Lr, L, R in the drawings.
Referring to fig. 1, a vehicle (100) according to an embodiment of the present invention is shown. The vehicle (100) referred to herein is embodied as a motorized pedal vehicle. Alternatively, without limiting the scope of the invention, the vehicle (100) may be embodied as any other saddle-ride type vehicle, such as a motorcycle, a tricycle, an all-terrain vehicle (ATV), and the like.
A vehicle (100) includes a front end structure (102), a rear end structure (104), and a footboard (106). The front end structure (102) forms a front portion of the vehicle (100). The rear end structure (104) forms a rear portion of the vehicle (100). The footboard (106) is located between the front end structure (102) and the rear end structure (104). The footrest (106) provides a footrest for a rider riding the vehicle (100).
The rear end structure (104) includes a seating area (108), a storage area (not shown), a rear suspension (110) (shown in fig. 2), a rear ground engaging member (112) (shown in fig. 2), and a power unit (111) (shown in fig. 2). The seating area (102) provides seating for a rider of the vehicle (100). The storage area is disposed below the seating area (108). The storage area allows for the storage of small items within the vehicle (100). The rear ground engaging member (112) is located below the seating area (108) and is driven by the power unit (111). The power unit (111) includes an engine (not shown) and a transmission unit (not shown). A rear suspension (110) is disposed between the seating area (108) and the rear ground engaging member (112). The rear suspension (110) is arranged to absorb shocks received by the rear ground engaging member (112) from the road surface. Further, without limiting the scope of the invention, the rear end structure (104) may include additional components, such as one or more tail lights, one or more rear grips, and the like.
The front end structure (102) includes a front ground engaging member (114) and a steering mechanism (116). The front ground engaging member (114) is operatively connected to a steering mechanism (116). Further, the front end structure (102) includes a leg shield (120) disposed forward of the seating area (108). The leg shield (120) surrounds the steering mechanism (116). The leg shield (120) provides protection for the feet of a rider of the vehicle (100). Without limiting the scope of the invention, the front end structure (102) may also include an instrument panel assembly, one or more reflectors, one or more headlights, one or more indicator lights, and the like.
The vehicle (100) includes a deceleration system (130). The deceleration system (130) provides braking forces to the front and rear ground engaging members (114, 112) to slow or stop the vehicle (100).
Referring to fig. 2, the vehicle (100) includes a body frame (122). The body frame (122) supports a front end structure (102), a footboard (106), and a rear end structure (104) of the vehicle (100). The body frame (122) is formed by integrally joining a plurality of steel members and the like by welding or the like. The frame (122) includes a head pipe (124) and a lower frame (126). The head pipe (124) is a cylindrical member that supports a front end structure (102) of the vehicle (100). The lower frame (126) extends downward and rearward from approximately the center of the head pipe (124) in the longitudinal direction of the vehicle (100). In addition, the head pipe (124) rotatably supports the steering mechanism (116).
The steering mechanism (116) includes a steering shaft (115), a front fork (117), and a handle (118). The steering shaft (115) is rotatably supported on the head pipe (124) such that the steering shaft (115) is rotatable about an axis X-X'. A handle (118) is mounted on the upper end of the steering shaft (115). In response to a steering manipulation by a rider, the handle (118) rotates integrally with the steering shaft (115). A front fork (117) is provided on the lower end portion of the steering shaft (115). The front fork (117) is a rod-like member that rotatably supports the front ground engagement member (114). In the side view shown in fig. 2, the front fork (117) is inclined at an inclination angle similar to that of the head pipe (124).
The vehicle (100) includes a deceleration system (130). The deceleration system (130) includes a front brake unit (132) and a rear brake unit (134). The front brake unit (132) is provided at the front end of the front fork (117). A front brake unit (132) is provided on the left side of the vehicle (100). The front brake unit (132) brakes the front ground engaging member (114). In the illustrated example, the front brake unit (132) is a drum brake device. Alternatively, the front brake unit (132) may be a disc brake device or any other brake device known in the art without limitation. In the example shown, the rear brake unit (134) is disposed on the left side of the vehicle (100). Alternatively, the rear brake unit (134) may be provided on the right side of the vehicle (100) without any limitation. The rear brake unit (134) brakes the rear ground engaging member (112). In the illustrated example, the rear brake unit (134) is a drum brake device. Alternatively, the rear brake unit (134) may be a disc brake device or any other brake device known in the art without limitation.
Referring to fig. 3, the deceleration system (130) comprises a second brake lever (136), a first brake lever (138), a first force transfer member (140), a second force transfer member (148), a third force transfer member (150), a front brake arm (151), a rear brake arm (153) and a force distribution device (145). The front brake arm (151) is operatively connected to the front brake unit (132). The second brake arm (153) is operatively connected to the rear brake unit (134).
In the example shown, the second brake lever (136) is embodied as a right brake lever (hereinafter alternatively referred to as right brake lever (136)). The second brake lever (136) is disposed on a right side of the vehicle (100). The second brake lever (136) is rotatably supported on a first connecting member (not shown) that is attached to the handlebar (118) adjacent the right grip (142). The second brake lever (136) is actuated by a right hand of a rider. The second brake lever (136) is embodied as a front brake operating device. In the example shown, the first force transmission member (140) is embodied as a brake cable connected between the second brake lever (136) and the front brake unit (132). More specifically, the first force transmitting member (140) is connected to the second brake lever (136) and a front brake arm (151) rotatably supported by the front brake unit (132).
In the example shown, the first brake lever (138) is embodied as a left brake lever (hereinafter alternatively referred to as left brake lever (138)). The first brake lever (138) is arranged on the left side of the vehicle (100). The first brake lever (138) is actuatable by a left hand of a rider. The first brake lever (138) is rotatably supported on a second connecting member (not shown) that is attached to the handlebar (118) adjacent the left grip (146). The first brake lever (136) is actuated by a rider's left hand.
The force distribution device (145) is arranged adjacent to the first brake lever (138). The force distribution device (145) is a device that distributes the brake operation force generated by the first brake lever (138) to at least one of the second force transmission member (148) and the third force transmission member (150). The force distribution device (145) is configured to variably distribute a brake operation force generated by the first brake lever (138) to the front brake unit (132) and the rear brake unit (134). The force distribution device (145) distributes the brake operation force to the front brake unit (132) and the rear brake unit (134) via the second force transmission member (148) and the third force transmission member (150), respectively. The second force transmission member (148) is embodied as a brake cable connected between the force distribution device (145) and the front brake unit (132). More specifically, the second force transmitting member (148) is connected to the force distribution device (145) and to a front brake arm (151) rotatably supported by the front brake unit (132).
The second force transmitting member (148) includes an outer sheath (152) and an inner wire (154) (shown in fig. 4). One end of the inner wire (154) is connected to the force distribution device (145). The other end of the inner wire (154) is connected to the front brake arm (151). The third force transmission member (150) is embodied as a brake cable which is connected between the force distribution device (145) and the rear brake unit (134). The third force transfer member (148) includes an outer sheath (156) and an inner wire (158) (shown in fig. 4). One end of the inner wire (158) of the third force transmitting member (148) is connected to the force distribution device (145). The other end of the inner wire (158) of the third force transmitting member (148) is connected to the rear brake arm (153). The force distribution device (145) is configured to distribute more brake operating force to the rear brake unit (134), to distribute substantially equal brake operating force to the rear brake unit (134) and the front brake unit (142), and to distribute more brake operating force to the front brake unit (132) in accordance with actuation of the first brake lever (138).
Referring to fig. 4, a rest position of the force distribution device (145) according to an embodiment of the invention is shown. The force distribution device (145) includes a cover housing (160), an input link (162), a toggle link (164), a biasing member (165), and an equalizer link (166). In the example shown, the biasing member (165) is embodied as a spring (hereinafter alternatively referred to as spring (165)). The cover housing (160) is disposed adjacent the first brake lever (138). An outer sheath (152) of the second force transfer member (148) and an outer sheath (156) of the third force transfer member (150) abut the cover housing (160). The input link (162) extends from the first brake lever (138) into the cover housing (160) and is rotatable about the first brake lever (138).
Referring to fig. 7, the input link (162) includes a first end (168) and a second end (170). The second end (170) is disposed opposite the first end (168). The first end (168) of the input link (162) is operatively connected to the first brake lever (138) via a fourth pin (167). The second end (170) of the input link (162) is operatively connected to the toggle link (164).
With further reference to fig. 4, the input link (162) is operatively connected to the toggle link (164). A toggle link (164) is operatively connected to the inner wire (154) of the third force transfer member (150). An equalizer link (166) is operatively connected to the inner wire (154) of the second force transfer member (148). Additionally, a spring (165) is disposed between the toggle link (164) and the equalizer link (166) and operatively connects the toggle link (164) to the equalizer link (166). The spring (165) is a preloaded spring, andand requires force (F)R) To overcome the pre-load condition of the spring (165). In the example shown, the spring (165) is embodied as a linear spring. Alternatively, the spring (165) may be implemented as a torsion spring (not shown) positioned at a lower portion of the equalizer link (166) and the toggle link (166), without limiting the scope of the present invention.
Referring to fig. 5a and 5b, the toggle link (164) of the force distribution device (145) is shown. The toggle link (164) includes a first plate portion (172), a second plate portion (174), a first connecting portion (176), and a first flange portion (178). The first plate portion (172) and the second plate portion (174) extend substantially parallel to each other. At the top of the toggle link (164), the first plate portion (172) and the second plate portion (174) move substantially closer to each other. In the example shown, the toggle link (166) is made of metal. Alternatively, the toggle link (166) may be made of any other material known in the art, such as plastic or the like.
The first connecting portion (176) is disposed between the first plate portion (172) and the second plate portion (174) such that the toggle link (164) is substantially C-shaped in cross-section. The first plate portion (172), the second plate portion (174), and the first connecting portion (176) define a space therebetween. Further, the first flange portion (178) extends away from the first plate portion (172). The first flange portion (178) is substantially orthogonal to the first plate portion (172). The first flange portion (178) includes a first spring attachment portion (180).
The first plate portion (172) includes a first extension portion (181), a first hole (182), a third hole (186), and a fifth hole (188). The second plate portion (174) includes a second extending portion (183), a second hole (184), a fourth hole (190), and a sixth hole (not shown). The first extending portion (181) of the first plate portion (172) and the second extending portion (183) of the second plate portion (174) are substantially parallel to each other. The first hole (182), the third hole (186), and the fifth hole (188) of the first plate portion (172) correspond to the second hole (184), the fourth hole (190), and the sixth hole of the second plate portion (174), respectively.
Referring to fig. 5a, 5b and 7, the second end (170) of the input link (162) is disposed between the first plate portion (172) and the second plate portion (174) via a first pin (189) and is fixed to the toggle link (164). More specifically, the second end (170) of the input link (162) is aligned with the first hole (182) of the first plate portion (172) and the second hole (184) of the second plate portion (174), and then the first pin (189) is inserted to fix the second end (170) of the input link (162) to the toggle link (164). A toggle link (164) is operatively coupled to the rear brake unit (134) via a third force transfer member (150).
The inner wire (158) of the third force transfer member (150) is disposed between the first plate portion (172) and the second plate portion (174) and is fixed to the toggle link (164) via the second pin (192). More specifically, one end of the inner wire (158) is aligned with the fifth hole (188) of the first plate portion (172) and the sixth hole of the second plate portion (174), and then a second pin (192) is inserted to secure the inner wire (158) of the third force transfer member (150) to the toggle link (164).
Referring to fig. 6a and 6b, the equalizer link (166) of the force distribution device (145) is shown. The equalizer link (166) is substantially rectangular in shape. The equalizer link (166) includes a third plate portion (194), a fourth plate portion (196), a second connection portion (198), a third connection portion (199), a second flange portion (200), and a third flange portion (202). The third plate portion (194) and the fourth plate portion (196) extend substantially parallel to each other. At the top of the equalizer link (166), the third plate portion (194) and the fourth plate portion (196) move substantially closer to each other. In the example shown, the equalizer link (166) is made of metal. Alternatively, the equalizer link (166) may be made of any other material known in the art, such as plastic, and the like.
The second connection portion (198) and the third connection portion (199) are disposed between the third plate portion (194) and the fourth plate portion (196) such that a cross-section of the equalizer link (166) is substantially C-shaped in a cross-sectional view at the second connection portion (198) and the third connection portion (199). The third plate portion (194), the fourth plate portion (196), the second connecting portion (198), and the third connecting portion (199) define a space therebetween. The second flange portion (200) extends toward the third plate portion (194). The second flange portion (200) is substantially orthogonal to the fourth plate portion (196). The third flange portion (202) extends away from the fourth plate portion (196). The third flange portion (202) is substantially orthogonal to the fourth plate portion (196). The first flange portion (202) includes a second spring attachment portion (204).
The third plate portion (194) includes a seventh aperture (206) and a ninth aperture (208). The fourth plate portion (196) includes an eighth hole (210) and a tenth hole (212). The seventh hole (206) and the ninth hole (208) of the third flat plate portion (194) correspond to the eighth hole (210) and the tenth hole (212) of the fourth flat plate portion (196), respectively. An equalizer link (166) is operatively coupled to the front brake unit (132) via the second force transfer member (148).
Referring to fig. 6a, 6b and 7, the inner wire (154) of the second force transfer member (148) is arranged between the third plate portion (194) and the fourth plate portion (196). More specifically, one end of the inner wire (154) is aligned with and fixed between the seventh hole (206) of the third plate portion (194) and the eighth hole (210) of the fourth plate portion (196).
Referring to fig. 4, 6a, 6b and 7, the toggle link (164) is disposed between the third plate portion (194) and the fourth plate portion (196) of the equalizer link (166). The lower portion of the toggle link (164) is secured to the lower portion of the equalizer link (166). More specifically, the first plate portion (172) and the second plate portion (174) of the toggle link (164) are disposed between the spaces defined by the third plate portion (194) and the fourth plate portion (196) of the equalizer link (166).
Further, the third hole (186) of the first plate portion (172), the fourth hole (190) of the second plate portion (174), the ninth hole (208) of the third plate portion (194) and the tenth hole (212) of the fourth plate portion (196) are aligned and fixed to each other via the third pin (193). Thereby operably coupling the toggle link (164) and the equalizer link (166). A spring (165) is connected between the first spring attachment portion (180) and the second spring attachment portion (204).
Referring to fig. 4, in the rest (non-actuated) position of the first brake lever (138), the second connection portion (198) and the third connection portion (199) of the equalizer link (166) abut the cover housing (160) of the force distribution device (145). The second flange portion (200) of the equalizer link (166) abuts the toggle link (164).
When actuated by the first brake lever (138), the input link (162) causes actuation of the toggle link (164) and the equalizer link (166), causing actuation of the third force transfer member (150) and the second force transfer member (148), respectively. Actuation of the third force transfer member (150) actuates the rear brake unit (134), while actuation of the second force transfer member (148) actuates the front brake unit (132).
Referring to FIG. 8, in the actuated position of the first brake lever (138). Actuation of the first brake lever (138) causes actuation of the input link (162). The input link (162) causes a corresponding actuation of the toggle link (164). Displacement of the toggle link (164) causes actuation of the inner wire (158) of the third force transfer member (150) and the equalizer link (166). Displacement of the equalizer link (166) causes actuation of the inner wire (154) of the second transmission member (148). Further, the second connection portion (198) and the third connection portion (199) of the equalizer link (166) are removed from the sides of the cover housing (160).
When a rider of the vehicle (100) inputs a small brake operating force (F) in accordance with actuation of the first brake lever (138)1) As shown in fig. 8. The distributed brake operating force generated in the spring (165) is less than the force (F) required to overcome the preload of the spring (165)R). In this case, the distributed brake operating force generated in the equalizer link (166) is smaller than the distributed brake operating force generated in the toggle link (164). Further, the first and second extending portions (181, 183) of the toggle link (164) move together with the second end (170) of the input link (162) to a lower position than the relative positions of the first and second extending portions (181, 183, 170) of the toggle link (164) and the second end (170) of the input link (162) in the rest position (shown in fig. 4) of the first brake lever (138), and therefore, the force distribution device (145) distributes more brake operating force to the rear brake unit (134) via the third force transmission member (150).
Braking operation force is changed from F according to the actuation of the first brake lever (138) by the rider1Increase to F2(as shown in fig. 9), the distributed brake operating force generates a force in the spring (165) that is slightly greater than the force required to overcome the preload of the spring (165) ((FR) Thereby stretching the spring (165). In this case, the toggle link (164) moves relative to the equalizer link (166). Further, the first extending portion (181) and the second extending portion (183) of the toggle link (164) move together with the second end (170) of the input link (162) to a higher position than the relative positions of the first extending portion (181), the second extending portion (183) of the toggle link (164), and the second end (170) of the input link (162) as shown in fig. 8, and therefore, the force distribution means (145) distributes substantially equal brake operating forces to the front brake unit (132) and the rear brake unit (134).
Braking operation force is changed from F according to the actuation of the first brake lever (138) by the rider2Increase to F3(as shown in fig. 10), the distributed brake operating force produces a force (F) within the spring (165) that is significantly greater than the force required to overcome the preload of the spring (165)R) The spring (165) extends to a maximum limit. In this state, the first extending portion (181) and the second extending portion (183) of the toggle link (164) abut against the second connecting portion (198) of the equalizer link (166), and both the toggle link (164) and the equalizer link (166) of the force distribution device (145) move as a single component, and the equalizer link (166) and the toggle link (164) rotate simultaneously about the third pin (193), and therefore, the force distribution device (145) distributes more braking operation force to the front brake unit (132). In this way, the force distribution device (145) variably distributes the brake operating force generated by the actuation of the first brake lever (138). First, more brake operating force is transmitted to the rear brake unit (134), thereafter, substantially equal brake operating force is transmitted to the front brake unit (132) and the rear brake unit (134), and more brake operating force is distributed to the front brake unit (132) as the rider further actuates the first brake lever (138). In the illustrated example, the brake operating force F1、F2And F3Has the following relationship: f1＜F2＜F3I.e. F1Less than F2，F2Less than F3. Force F1、F2、F3Is generated in response to actuation of the first brake lever (138).
Furthermore, in case the deceleration system (130) is in a front failure state, i.e. when the second force transmitting member (148) fails. The force distribution device (145) provides a fail-safe mechanism that allows the rear brake unit (134) to be actuated via the third force transmitting member (150) as the rider applies a braking force to the first brake lever (138).
A deceleration system (130) having a force distribution device (145) is provided. The force distribution device (145) provides a variable bias of a brake operating force applied by a rider of the vehicle (100). When the rider applies a smaller braking force, the force distribution device (145) distributes more brake operation force to the rear brake unit (134). The force distribution device (145) distributes substantially equal brake operation force to both the front brake unit (132) and the rear brake unit (134) of the vehicle (100) as the brake operation force increases. As the brake operating force is further increased, more brake operating force is distributed to the front brake unit (132).
The force distribution device (145) delays the locking of the rear brake unit (134), which allows the rider of the vehicle (100) to input more brake operating force, thereby providing a greater deceleration than conventional systems and subsequently shortening the stopping distance.
The disclosed deceleration system (130) provides better performance in terms of rider feel and performance because at higher brake operating forces, more brake operating force is distributed to the front brake unit (132). Further, on a low friction surface where safety is required, as more brake operating force is initially distributed to the rear brake unit (134), the stability of the vehicle (100) is maintained. Further, the disclosed deceleration system (130) provides a fail-safe mechanism in the event of a failure of the front portion of the deceleration system (130).
In the example shown, all the links mentioned in the above description are pivot joints. Alternatively, the coupling may be any kind of coupling known in the art, without limiting the scope of the invention.
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 above-described 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 foregoing descriptive matter is to be interpreted merely as illustrative of the invention and not as a limitation.
Claims (10)
1. A vehicle (100) comprising:
a handle (118);
a front ground engaging member (114);
a rear ground engaging member (112); and
a deceleration system (130) configured to apply braking forces to the front ground engaging members (114) and the rear ground engaging members (112), wherein the deceleration system (130) comprises:
a first brake lever (138) and a second brake lever (136), wherein each of the first brake lever (138) and the second brake lever (136) is operatively coupled to the handle (118);
a front brake unit (132) operably coupled to the front ground engaging member (114);
a rear brake unit (134) operably coupled to the rear ground engaging member (112);
a first force transmitting member (140) operatively coupled between the second brake lever (136) and the front brake unit (132);
a second force transmitting member (148) operatively coupled between the first brake lever (138) and the front brake unit (132);
a third force transmitting member (150) operatively coupled between the first brake lever (138) and the rear brake unit (134); and
a force distribution device (145) operatively coupled to the second force transmitting member (148), the third force transmitting member (150), and the first brake lever (138), wherein the force distribution device (145) distributes a brake operating force generated by actuating the first brake lever (138) to at least one of the second force transmitting member (148) and the third force transmitting member (150), wherein the force distribution device (145) is configured to provide a variable distribution of brake operating force to the front brake unit (132) and the rear brake unit (134) in accordance with actuation of the first brake lever (138).
2. The vehicle (100) of claim 1, characterized in that the force distribution device (145) comprises:
an input link (162) operatively coupled to a first brake lever (138);
a toggle link (164) operably coupled to the input link (162) and the third force transfer member (150);
an equalizer link (166) operatively coupled to the toggle link (164) and the second force transfer member (148); and
a biasing member (165) disposed between the equalizer link (166) and the toggle link (164), wherein the biasing member (165) provides a bias between the equalizer link (166) and the toggle link (164).
3. The vehicle (100) of claim 2, characterized in that the toggle link (164) and the equalizer link (166) are pivotably coupled and move relative to each other about a third pin (193).
4. The vehicle (100) of claim 2, characterized in that the toggle link (164) is operatively coupled to the rear brake unit (134) via the third force transfer member (150).
5. The vehicle (100) of claim 2, characterized in that the equalizer link (166) is operatively coupled to the front brake unit (132) via the second force transfer member (148).
6. The vehicle (100) of claim 2, characterized in that the input link (162) includes a first end (168) operatively coupled to the first brake lever (138) and a second end (170) operatively coupled to the toggle link (164).
7. The vehicle (100) of claim 6, characterized in that when actuated by the first brake lever (138), the input link (162) causes actuation of the toggle link (164) and the equalizer link (166) causing actuation of the third force transfer member (150) and the second force transfer member (148), respectively, wherein actuation of the third force transfer member (150) actuates the rear brake unit (134) and actuation of the second force transfer member (148) actuates the front brake unit (132).
8. The vehicle (100) of claim 1, characterized in that the force distribution device (145) is configured to:
distributing more brake operating force to the rear brake unit (134), substantially equal brake operating force to the rear brake unit (134) and the front brake unit (142), and more brake operating force to the front brake unit (132) in accordance with actuation of the first brake lever (138).
9. The vehicle (100) of claim 2, characterized in that the toggle link (164) comprises:
a first flat plate portion (172);
a second plate portion (174) extending substantially parallel to the first plate portion (172);
a first connecting portion (176) extending between the first plate portion (172) and the second plate portion (174); and
a first flange portion (178) extending substantially orthogonal to the first plate portion (172).
10. The vehicle (100) of claim 2, characterized in that the equalizer link (166) comprises:
a third plate portion (194);
a fourth plate portion (196) extending substantially parallel to the third plate portion (194);
a second connection portion (198) and a third connection portion (199), wherein each of the second connection portion (198) and the third connection portion (199) extends (196) between the third plate portion (194) and the fourth plate portion;
a second flange portion (200) extending from the fourth plate portion (196) toward the third plate portion (194); and
a third flange portion (202) extending substantially orthogonal to the fourth plate portion (196).
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| IN201811011355 | 2018-03-27 | ||
| IN201811011355 | 2018-03-27 | ||
| PCT/IN2019/050249 WO2019186587A1 (en) | 2018-03-27 | 2019-03-27 | Speed deceleration system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN111971227A true CN111971227A (en) | 2020-11-20 |
| CN111971227B CN111971227B (en) | 2022-09-23 |
Family
ID=68061059
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201980021296.6A Active CN111971227B (en) | 2018-03-27 | 2019-03-27 | Vehicle with a steering wheel |
Country Status (2)
| Country | Link |
|---|---|
| CN (1) | CN111971227B (en) |
| WO (1) | WO2019186587A1 (en) |
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2019
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|---|---|---|---|---|
| JPH0516862A (en) * | 1991-07-15 | 1993-01-26 | Shimano Inc | Brake control for bicycle |
| EP0995653A2 (en) * | 1998-10-20 | 2000-04-26 | Nissin Kogyo Co., Ltd. | Brake device for vehicle having barhandle |
| TW200706427A (en) * | 2005-05-18 | 2007-02-16 | Toyota Jidoshokki Kk | Parking brake device |
| US20100051394A1 (en) * | 2008-08-26 | 2010-03-04 | Szu-Fang Tsai | Bicycle brake system for preventing a front wheel from being braked alone |
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| CN107804413A (en) * | 2017-11-07 | 2018-03-16 | 浙江绿源电动车有限公司 | Brake apparatus and vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| CN111971227B (en) | 2022-09-23 |
| WO2019186587A1 (en) | 2019-10-03 |
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