Classifications

• • 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
  • B62L3/04—Brake-actuating mechanisms; Arrangements thereof for control by a foot lever
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T11/00—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant
  • B60T11/10—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic
  • B60T11/101—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic equalising arrangements
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T7/00—Brake-action initiating means
  • B60T7/02—Brake-action initiating means for personal initiation
  • B60T7/04—Brake-action initiating means for personal initiation foot actuated
  • B60T7/06—Disposition of pedal
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
  • B60T8/26—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
  • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
  • B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
  • B60T8/3225—Systems specially adapted for single-track vehicles, e.g. motorcycles
• • 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
• • 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

Definitions

• the present subject matter relates to a synchronized braking system as provided in the patent application number 201741006510 and the present subject matter offers an improvement over the subject matter as claimed in aforementioned patent application.
• two-wheeled automobile industry has shown a remarkable growth and development, in terms of technology as well as sales.
• three-wheelers like trikes are also gaining popularity and tend to offer riding posture similar to the conventional two-wheelers.
• two-wheeled vehicles such as bicycles, motorcycles, scooters and lightweight scooters, have succeeded in maintaining their popularity among different sections of society.
• Different sections of society based on their requirement, utilize the two-wheeled vehicles for various purposes, such as a recreational activity, a means of transportation, and for sports activities.
• it becomes pertinent for the two-wheeler automobile industry to constantly develop and modify the components of the two-wheeled vehicles to suit requirements of different riders.
• two-wheeled vehicles are provided with a pair of mechanically operated drum brakes.
• hydraulically operated drum brakes, disc brakes, or a combination of both have come to use.
• disc brake is installed on both front and rear wheels.
• the brake can be actuated mechanically or hydraulically or by a combination of both.
• FIG. 1 illustrates a right side view of an exemplary a two-wheeled vehicle, in accordance with an embodiment of the present subject matter.
• FIG. 2 illustrates a right side schematic view of the synchronized braking system, in accordance with the embodiment of the present subject matter.
• FIG. 3 illustrates a perspective view of the synchronized braking system, in accordance with an embodiment as depicted in Fig 2.
• FIG. 4 illustrates an exploded view of the synchronized braking system, in accordance with another embodiment as depicted in Fig. 3.
• FIG. 5 illustrates another perspective view of the synchronized braking system with selected parts, in accordance with an embodiment as depicted in Fig.
• FIG. 6 depicts a side view of the synchronized braking system, in accordance with the embodiment of Fig. 4.
• the braking system usually, includes at least one brake assembly, such as a front wheel brake assembly and a rear wheel brake assembly for a front wheel and a rear wheel, respectively.
• brake assemblies may include, but are not limited to a cam lever, a hinge pin, and a pair of brake shoes.
• each of the front wheel brake assembly and the rear wheel brake assembly is connected to a brake lever for actuation.
• the brake lever may be coupled to a pair of brake shoes for applying friction to each wheel of the two-wheeled vehicle, as and when required.
• the brake lever can be connected to the brake assembly in a variety of ways.
• the brake lever can be connected to the brake assembly by means of a cable, a brake rod, or a hose.
• one end may be secured to the brake assembly, and the other end may be secured to the brake lever. Consequently, actuation of the brake lever may result in actuation of the brake assembly and subsequently, the brake may be applied.
• the front wheel and the rear wheel are provided with separate braking systems.
• riders apply the rear wheel brake alone.
• Such a practice stems from the fact that actuating both the brake levers at the same time may be inconvenient for the rider.
• the front wheel brake is applied, less weight on the front wheel and weight transfer towards the front wheel cause the front wheel to brake abruptly, and may result in a sudden jerk to the vehicle.
• the sudden jerk may affect the ride quality and may disturb the balance and stability of the vehicle leading to an accident.
• the braking force applied for braking the rear wheel may have to be limited, to prevent skidding of the vehicle. As a result, the deceleration experienced by the vehicle may also be limited and subsequently, the stopping distance of the vehicle may be significantly large.
• braking systems that allow simultaneous actuation of a front brake and a rear brake by application of a single brake lever have been developed.
• Such braking system is capable of uniting the braking operation of both the front wheel brake and the rear wheel brake with the help of a single braking force transmitting member, for example a rear wheel brake actuating member.
• a single braking force transmitting member for example a rear wheel brake actuating member.
• braking systems may ensure that the deceleration of the vehicle can be increased and subsequently, the stopping distance may be reduced.
• a front wheel brake lever may also be provided to independently operate the front wheel brake.
• Conventional two-wheeler or three-wheeler braking systems usually include either hand-operated brakes for both the wheels or include a combination of hand-operated and foot-operated brakes.
• the front wheel brakes are hand-operated, and include a front wheel brake lever mounted on a handle of the two-wheeled vehicle for actuation, whereas the rear wheel brakes can be foot-operated by a rear wheel brake pedal provided near a foot-rest of the rider.
• the rear brake lever acts as a combined brake force transmitting member. Upon actuation of the combined braking force transmitting member, the braking force is distributed to the front wheel brake and the rear wheel brake.
• Conventional combined braking systems employ a large number of components and linkages to connect the combined brake lever to both the rear wheel brake assembly and the front wheel brake assembly.
• prior art braking systems that involves simultaneous operation of front wheel brake and rear wheel brake includes an additional lever, which are often referred to as an equalizer, balancing element, or pulley and like, used to connect the combined braking force transmitting member to the brake actuating members like brake cables or brake rods. Presence of such additional levers reduces the effective braking force.
• foot-operated braking systems involving longer brake actuating members are further subjected to transmission loss.
• the foot-operated braking system lacks space on the vehicle for accommodating such a bulky arrangement as the power unit, exhaust pipe, and main stand surrounding the foot pedal. Also, the braking system is close to the ground and is exposed to dirt, dust, and water affecting the life of the system. Accordingly, the conventional braking systems may suffer from lack of overall braking effectiveness, increased weight, and high costs.
• brake feel and safety are two important aspects and achieving both at the same time is a challenge.
• conventional braking systems there is comprise on one of the two.
• both brake feel and safety are desired by user.
• the braking system as disclosed in the patent application number 201741006510 tries to address the aforementioned problems in the prior art.
• it uses a moving-pivot member which is pivotally supported on the vehicle.
• the braking system as provided tends to offer inconsistent free-play of the front brake due to undesired pivotal movement of the moving-pivot member.
• the inconsistent free-play can result in spongy feel or early lock of front wheel because of which the driver may lose vehicle control. This could lead to fatal accidents as the functioning of the braking system is affected.
• the moving-pivot member does not return to its intended position after successive usage of brake application on vehicle, there might be some amount of brake that is always applied to the front wheel, say the front wheel brake is acting as the independent brake, even when the brake lever is not actuated by the driver. This is also results in early wear out of the frictional members of the brake, which reduces life of the brake. This also requires frequent replacement of the frictional members like the brake pads.
• the braking system may offer over braking or under braking as mentioned above leading to fatal accidents. Alternatively, the wear may lead to excess free play which deteriorates the effectiveness of the braking system potentially leading to safety risk.
• the present subject matter offers an improvement over the synchronized braking system (SBS) & to solve the problems of known arts.
• the synchronized braking system is capable of applying braking forces to at least one of the front wheel, and to at least one of the rear wheels of a two-wheeled or three-wheeled vehicle upon application of a single brake lever offering improved brake feel and performance.
• the synchronized braking system includes a foot-operated brake lever, in accordance with an embodiment, movably pivoted to a moving-pivot member.
• movably pivoted implies that the foot-operated brake lever is pivotable about a pivot point and is also movable as the pivot point is a floating type pivot. The pivotal movement of the foot-operated brake lever is restricted by a primary stopper.
• the foot-operated brake lever acts as a synchronized brake lever.
• a hand operated brake lever acts as the synchronized brake lever.
• the primary stopper constitutes a stopper provided on a foot support structure, which is part of the frame member of the vehicle.
• the function of the primary stopper may be performed by the moving-pivot member.
• the foot-operated brake lever is pivotable about a first-pivot support, and the foot-operated brake lever pivots upon application of force by user.
• the foot-operated brake lever includes an input arm and an output arm, wherein the input arm and the output arm are provided at a first distance therebetween and at a first angle therebetween and a junction portion thereof forms the first-pivot support to provide pivot reaction force.
• a first actuating member is connected to the output arm of the foot-operated brake lever and the first actuating member is capable of actuating any one brake of a front wheel brake and a rear wheel brake.
• the foot- operated brake lever is spring-loaded type and is capable of returning to an initial state after release of the brake or release of force applied by user.
• the primary stopper restricts the rotation of the foot-operated brake lever beyond a pre-determined degree/angle i.e. beyond the initial state/condition of the lever.
• the pre-determined degree of rotation is the degree of rotation for the moving- pivot member 210 to reach an unactuated condition whereby the braking force being applied on the front wheel brake, in the present embodiment, is released.
• pivot reaction force acts on the moving- pivot member, which supports the foot-operated brake lever thereby creating movement of moving-pivot member, which includes movement of the first-pivot support.
• the synchronized braking system includes a guiding member that provides a pre-determined degree of freedom of movement for the moving-pivot member.
• the synchronized braking system includes a secondary stopper that is capable of restricting a pivotal movement of the moving- pivot member at least in one direction beyond a pre-determined degree of rotation.
• the moving-pivot member is spring loaded by a torsional spring or extension type.
• the guiding member is in line with a second- pivot axis, wherein the first-pivot support having a first-pivot axis is away from the second-pivot axis.
• the moving-pivot member is provided with a boss member to mount the moving-pivot member to the second-pivot support, wherein the moving-pivot member is fixedly pivoted to the frame through the second-pivot support, which is about a fixed pivot axis.
• the moving-pivot member moves about a predefined degree of freedom of movement, which is angular movement about the second-pivot support/ second-pivot axis.
• the foot-operated brake lever is mounted to a moving-pivot member, wherein the moving-pivot member is operatively connected to the second actuating member itself.
• the guiding member is adapted to provide a translational motion of the moving- pivot member about the guiding member.
• the guiding member is a tubular member affixed to the frame and the tubular member is preferably having a non-circular cross-section to provide one degree of freedom of movement, which is translational.
• the first-pivot support and the second-pivot support are provided on a base portion of the moving-pivot member, wherein the first-pivot support and the second-pivot support are disposed parallel to each other and extending outward in a vehicle lateral direction.
• connecting portions of the first-pivot support and the second-pivot support are provided on a base portion, which is substantially disposed in a vertical plane.
• first-pivot support and the second- pivot support are coplanar in a vertical plane.
• the second actuating member is preloaded with a restoring member to balance the effect of weight of the foot- operated brake lever acting downward due to gravity, whereby the foot-operated brake lever is retained in a desired portion during non-operation condition of the foot-operated brake lever.
• the restoring member is a spring.
• the present subject matter provides an improved brake feel as the first actuating member is directly actuated through the foot- operated brake lever and the second actuating member is actuated through the pivot reaction of the foot-operated brake lever.
• the user operates the synchronized brake lever similar to a conventional brake lever, which results in no major change in terms of brake feel even after prolonged usage. Also, the locking of lever even when brake is released or variation is free -play is eliminated due to the secondary stopper thereby improving safety.
• the present subject matter provides a simple synchronized braking system that is compact and is having less weight, whereby the synchronized braking system is accommodated in compact vehicles like two or three wheeled vehicles.
• the weight of the system is substantially less as the moving pivot member is having smaller foot print (area occupied), wherein in a side view the moving pivot member is substantially overlapped by the foot- operated brake lever (acting as synchronized brake lever).
• the synchronized braking system is disposed upward and rearward to a foot support structure of the vehicle.
• the synchronous braking system enables actuation of at least two brakes installed on different wheels by the operation of a single control, which is the foot-operated brake lever.
• the synchronized braking system is operated by the method of pivot a foot-operated brake lever movably actuated about a first-pivot support of a moving-pivot member.
• the foot-operated brake lever capable of synchronously transmitting brake actuating forces to both the real wheel brake and the front wheel brake during application thereof. Actuating any one brake of a front wheel brake and a rear wheel brake of the vehicle directly through an output arm of the foot-operated brake lever.
• the stopper is provided with a stepped profile or stepped cross-section, wherein the portion inward in vehicle width direction is higher thickness than a portion outward in vehicle direction thereby offering material reduction and at the same time retaining the structural rigidity.
• Fig. 1 depicts a right side view of an exemplary vehicle 100, in accordance with an embodiment of the present subject matter.
• the vehicle 100 includes a frame member 105 supporting a front wheel 110 and a rear wheel 115.
• the front wheel 110 and the rear wheel 115 are rotatably supported by front suspension system 120 and the rear suspension system 125, respectively.
• the rear wheel 115 is additionally supported by a swingarm (not shown).
• the front wheel 110 is provided with a front wheel brake 130 and the rear wheel 115 is provided with a rear wheel brake 135.
• the front wheel brake 130 is a disc brake.
• the front wheel brake 130 can be a drum brake or the disc brake, which are actuated using either hydraulic actuation, mechanical actuation, or a combination of hydraulic and mechanical actuation.
• a power unit 140 is mounted to a front portion of the frame member 105 and is disposed substantially below a fuel tank 145 and rearward of the front wheel 110.
• the power unit 140 is coupled to a transmission system (not shown) for transferring power to the rear wheel 115.
• a carburetor or a fuel injection system or the like (not shown) supplies air-fuel mixture to the power unit 140 including an internal combustion engine.
• the front wheel 110 is pivotally supported by the frame member 105 and a handlebar assembly 150 is functionally connected to the front wheel 110 for maneuvering the vehicle 100.
• the handlebar assembly 150 supports an instrument cluster, vehicle controls including throttle, clutch, or electrical switches. Further, the handlebar assembly 150 supports at least one brake lever 151.
• the vehicle 100 includes another lever that is foot-operated brake lever 205 disposed adjacent to a rider foot support structure 185.
• the foot-operated brake lever 205 acts as the synchronized brake lever 205 in the depicted embodiment.
• the terms foot- operated brake lever 205 and synchronized brake lever 205 are interchangeably used.
• a seat assembly 155 is mounted to the frame member 105 and disposed rearward of the fuel tank 145.
• the rider can operate the vehicle 100 in a seated position on the seat assembly 155.
• the vehicle 100 includes a pair of rider foot support structure 185 disposed on either sides of the vehicle 100 for the user to rest feet.
• the rider foot support structure 185 extends in a lateral direction RH-LH of the vehicle 100 and is secured to the frame member 105 of the vehicle 100.
• the vehicle 100 includes a front fender 160 covering at least a portion of the front wheel 110 and a rear fender 165 covering at least a portion of the rear wheel 115. Also, the vehicle 100 is provided with plurality of panels 170, 171 mounted to the frame member 105 and covering the frame member 105 and/or parts of the vehicle 100. Further, the vehicle 100 includes a headlamp 175 and a tail lamp 180. Also, the vehicle 100 is employed with plurality of mechanical, electronic, and electromechanical system including an anti-lock braking system, a vehicle safety system, or an electronic control system. The vehicle 100 is also employed with a synchronized braking system 200. [00052] Fig.
• the synchronized braking system 200 which is a foot- operated synchronized braking system, includes the front wheel brake 130 capable of applying braking forces to the front wheel 110 of the vehicle 100.
• the front wheel brake 130 is a drum brake assembly actuated by a mechanical actuating member including a brake cable or a brake rod, or a hydraulic actuating member including a brake hose.
• the front wheel brake 130 can be a disc brake actuated through either mechanical or hydraulic actuating member.
• the rear wheel brake 135 is capable of applying braking forces to the rear wheel 115 of the vehicle 100.
• the front wheel brake 130 is a drum brake assembly actuated by a mechanical actuating member including a brake cable or a brake rod, or a hydraulic actuating member including a brake hose.
• the rear wheel brake 135 can be a mechanical actuating member including a brake cable or a disc brake actuated through either mechanical or hydraulic actuating member.
• the foot-operated brake lever 205 is capable of synchronously transmitting brake-actuating forces to the front wheel brake 130 and the rear wheel brake 135.
• the foot-operated brake lever is pivoted to a moving-pivot member 210.
• the moving-pivot member 210 includes a first-pivot support 211 about which the foot-operated brake lever 205 is pivotally mounted and the foot-operated brake lever 205 is pivotable about a first- pivot axis F-F’ (shown in Fig 3) that coincides with an axis of the first-pivot support 211.
• the foot-operated brake lever 205 is operatively connected to a first actuating member 215 capable of actuating any one brake of the front wheel brake 130 and the rear wheel brake 135.
• the first actuating member 215 is a rear brake rod 215 having one end operatively connected to an output arm 208 of the foot-operated brake lever 205 and other end is connected to the rear wheel brake 135.
• the foot-operated brake lever 205 includes an input arm 206 and the output arm 208.
• the input arm 206 includes a pedal foot-peg 207, through which user actuates the foot-operated brake lever 205, disposed at front end.
• the input arm 206 and the output arm 208 are disposed at an angle with respect to each other to provide a pivot reaction at the first-pivot support 211.
• This enables exertion of force on the moving-pivot member 210.
• the front wheel brake 130 is operatively connected to the moving-pivot member 210, wherein the front wheel brake 130 is actuated through the movement of the moving -pivot member 210 due to the pivot reaction at the first-pivot support 211 thereof during actuation of the foot-operated brake lever 205.
• the moving-pivot member 210 is connected to the front wheel brake 130 through a second actuating member 220.
• Fig. 3 depicts a rear perspective view of the synchronized braking system 200 employed on a vehicle, in accordance with the embodiment as depicted in Fig. 2 (a).
• the first-pivot support 211 is a pin or a cylindrical member provided on the moving-pivot member 210 that pivotally supports the foot-operated brake lever 205.
• the first-pivot support 211 is a movable pivot member due to the pivot reaction force acting at the first-pivot support 211.
• the moving -pivot member 210, supporting the foot-operated brake lever 205 is fixedly pivoted to the frame member 105 through a second-pivot support 212.
• the second -pivot support 212 acts as a guiding member.
• the moving -pivot member 210 is mounted to a pivot bracket 108 of the frame member 105, wherein the pivot bracket 108 is secured to a main tube 107 of the frame member 105 extending rearwardly downward from the head tube 106 and surrounding at least a circumference of the power unit 140.
• the actuation of the foot-operated brake lever 205 creates a pivot reaction force at the first-pivot support 211.
• the first-pivot support 211 being affixed to the moving-pivot member 210 exerts force on the moving-pivot member 210.
• the moving-pivot member 210 being fixedly pivoted to the second-pivot support 212, the pivot reaction force acting on the moving-pivot member 210 enables movement of the moving -pivot member 210.
• the moving-pivot member 210 rotates angularly about the second-pivot axis S-S’ at a pre-determined degree of freedom of movement provided thereof.
• the pivot reaction force in the present implementation, enables angular rotation of the moving-pivot member 210 in a clockwise direction.
• the moving-pivot member 210 rotates in an anti-clock wise direction depending on input and output positions of the pivot reaction force. Furthermore, the second actuating member 220 pivotally connected to the moving-pivot member 210 actuates the front wheel brake 130 due to the rotation of the moving-pivot member 210. Further, the synchronized braking system 200 is having a secondary stopper 235 (shown in Fig. 4) that is capable of restricting rotational/pivotal movement of the moving-pivot member 210. In one embodiment, the second actuating member 220 is pulled for actuating the front wheel brake 130.
• the second actuating member 220 can be a cable comprising an outer sheath 221 and an inner cable 222 (shown in Fig. 2), wherein the inner cable is slidable about the outer sheath 221.
• the second actuating member 220 is a brake cable extending upward from the moving-pivot member 210 and forward towards a head tube 106. In another implementation, the second actuating member 220 extends forward and inclinedly upward towards a head tube 106 of the frame member 105.
• Fig. 4 depicts an exploded view of the synchronized braking system 200, in accordance with the embodiment depicted in Fig. 3.
• the pivot bracket 108 of frame member 105 is provided with the second-pivot support 212.
• the second- pivot support 212 is affixed to the frame member 105, wherein the second-pivot support 212 extends outward in a lateral direction RH-LH of the vehicle 100.
• the second-pivot support 212 has a fixed pivot axis and the second-pivot support 212 pivotally supports the moving -pivot member 210, wherein the moving -pivot member 210 is pivotable about second-pivot axis S-S’ of the second-pivot support 212.
• the moving-pivot member 210 includes the first-pivot support 211, wherein the first-pivot support 211 pivotally supports the foot-operated brake lever 205, and the first-pivot support 211 is a moving-pivot axis.
• second-pivot support 212 is a fixed pivot secured to a rigid member of the vehicle 100, and the first- pivot support 211 acts a dynamic pivot point movable within a pre-determined angle with respect to the second-pivot support 212.
• the secondary stopper 235 is provided to restrict pivotal movement of the moving -pivot member 210beyond a pre-determined point when the foot-operated brake lever 205 is released.
• the moving-pivot member 210 includes a connection portion 225 at which the second actuating member 220 gets connected.
• the inner cable 222 of the second actuating member 220 gets connected to the moving-pivot member 210 at the connection portion 225.
• the foot-operated brake lever 205 is pivotable about the first-pivot axis F-F’ and the pivotal movement/rotation of the foot-operated brake lever 205 in one direction is restricted by a spring member, with one end of the spring member secured to the frame member 105 and the other end connected to the foot-operated brake lever 205. Further, a stopper restricts the pivotal motion of the foot-operated brake lever 205 beyond a pre-determined degree in other direction.
• the boss member 214 acts as the stopper and an abutting portion 209 of the foot-operated brake lever 205 abuts against the boss member 214.
• the stopper disposed on at least one of the moving -pivot member 210 or on the frame member 105 restricts the motion of the foot-operated brake lever in a non actuating condition of the foot-operated brake lever 205 beyond a pre-determined degree of movement.
• a primary stopper 186 shown in Fig. 5 also acts as a stopper that restricts the pivotal motion of the foot- operated brake lever 205.
• the secondary stopper 235 is fixedly provided on the frame member 105.
• the secondary stopper 235 is provided on the pivot bracket 108, wherein the secondary stopper 235 protrudes outward from the pivot bracket 108.
• the secondary stopper 235 restrict the pivotal movement of the moving-pivot member 210 beyond a certain point or beyond a pre-determined degree of rotation.
• the moving-pivot member 210 retracts to its initial position and the movement is restricted by the secondary stopper 235.
• the moving-pivot member 210 is spring loaded by providing a torsional spring (not shown) or the like that enables retraction. The torsional spring exerts force on moving -pivot member 210 whereby the moving -pivot member 210 is rotated to reach the initial position until abutting the secondary stopper 235.
• the synchronized braking system (SBS) 200 is disposed upward and behind the rider foot support structure 185. Therefore, the SBS 200 disposed substantially upward from the ground and away from dirt, dust, and water.
• the input arm 206 of the foot-operated brake lever 205 extends downward and ahead of the rider foot support structure 185 from the first-pivot support 211.
• the output arm 208 extends upward from the first-pivot support 211.
• the first actuating member 215, which is the brake rod, is pivoted to the output arm 208.
• the second actuating member 220 includes an outer cable/sheath 221 and an inner cable 222.
• the outer cable 221, having two ends, is affixed to the frame member 105 through one end.
• the inner cable 222 having one end connected to the moving-pivot member 210 and the other end is operatively connected to the front wheel brake 130.
• the second actuating member 220 includes a restoring member (not shown) having at least a preload balancing weight of the foot-operated brake lever 205.
• the restoring member can be a return spring. This enables in retaining the foot-operated brake lever 205 at pre-determined position, when in a non-engaging condition.
• Fig. 4 depicts an exploded view of selective parts of the foot-operated synchronized braking system 200, in accordance with the embodiment and from Fig. 5, which is perspective view of the synchronized braking system with selected parts.
• the first-pivot axis F-F’, and the second-pivot axis S-S’ are disposed parallel to each other.
• the second actuating member 220 is connected to the moving-pivot member 210 at a pivot output 213.
• the first-pivot support 211 provides the input force to the moving- pivot member 210 to provide a pulling output at the pivot output 213.
• the second actuating member 220 connected to the moving -pivot member 210 is actuated due to the pivot reaction force acting thereon whereby the inner cable 222 is pulled for actuating a front wheel brake 130.
• a tension member 255 is provided in the braking system 200. One end of the tension member 255 is connected to a mounting provision 250 on the moving -pivot member 210 and other end of the tension member 255 is connected to the frame assembly 105. In the depicted embodiment, the tension member 255 may be secured to the pivot bracket 108. Thus, the tension member 255 provides required return force for the moving-pivot member 210 to rotate about the second -pivot axis S-S’, when the foot-operated brake lever 205 is releases.
• the tension member 255 is a tension spring, which is subjected to expansion and thereby creating a pulling nature of the tension spring thereby causing retraction during release of braking force. Further, the moving -pivot member 210 reached its initial condition and rests against the secondary stopper 235. Moreover, from the rest position of the moving-pivot member 210, free-play of the braking system can be corrected/ set to desired value. This will ensure consistent brake performance with easy free- play adjustment of the brake system.
• the moving-pivot member 210 includes a boss member 214 provided for fixedly pivoting the moving -pivot member 210 to the second-pivot support 212.
• the second-pivot support 212 is mounted to the pivot bracket 108 of the frame member 105 of the vehicle 100.
• the moving -pivot member 210 includes output 213 connected to the second actuating member 220 through the inner cable 222 connected thereof and the outer cable 221 is fixedly secured to the frame member 105, wherein the inner cable 222 is movable about the outer cable 221.
• the moving-pivot member 210 is provided with the first-pivot support 211 and the boss member 214 are provided on a base portion 210B.
• the second- pivot axis S-S’ coincides with the axis of the boss member of 214.
• the first-pivot axis of the first-pivot support 211 and the second-pivot axis of the second-pivot support 212 are substantially parallel to each other.
• the first-pivot support 211 and the second-pivot support 212 extend outward in a lateral RH-LH direction of the vehicle 100.
• the primary stopper 186 restricts the pivotal motion of the foot- operated brake lever 205 beyond a pre-determined degree of movement.
• the boss member 214 additionally acts as the stopper.
• the stopper disposed on at least one of the moving-pivot member 210 or on the frame member 105 restricts the motion of the foot-operated brake lever in a non actuating condition of the foot-operated brake lever 205 beyond a pre-determined degree of movement.
• Fig. 6 depicts a side view of the synchronized braking system, in accordance with the embodiment of Fig. 4.
• the primary stopper 186 is provided at a bottom portion on the rider foot support structure 185.
• a motion of the foot- operated brake lever 205 is restricted by the primary stopper 186, wherein an elastic member (not shown) provided on the foot-operated brake lever 205 will travel only till an imaginary primary line 191, which is a horizontal line, when the foot-operated brake lever 205 is released.
• the secondary stopper 235 includes an imaginary secondary line 190, which is a horizontal line, passing therethrough.
• the moving-pivot member 210 is movable till the imaginary secondary line 190 due to the secondary stopper 235.
• the stopper is provided with a stepped cross-section to save material without compromising on structural rigidity and at the same time maintaining required clearances with adjacent parts for assembling/during assembly and also for maintenance.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Transportation (AREA)
• Braking Elements And Transmission Devices (AREA)
• Transmission Of Braking Force In Braking Systems (AREA)

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Family

ID=72610335

Family Applications (1)

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• 2020
  • 2020-03-17 CN CN202080020683.0A patent/CN113631474B/zh active Active
  • 2020-03-17 WO PCT/IN2020/050246 patent/WO2020194335A1/en unknown
  • 2020-03-17 EP EP20779628.5A patent/EP3947129A4/de active Pending

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