GB2496370A

GB2496370A - Handbrake lever having a coupling member between a button and lock that can be disengaged to prevent theft

Info

Publication number: GB2496370A
Application number: GB1118008.0A
Authority: GB
Inventors: Vartan Salmasi
Original assignee: Nissan Motor Manufacturing UK Ltd
Current assignee: Nissan Motor Manufacturing UK Ltd
Priority date: 2011-10-19
Filing date: 2011-10-19
Publication date: 2013-05-15
Also published as: ES2737405T3; EP2607193B1; GB201118008D0; EP2607193A2; EP2607193A3

Abstract

A handbrake assembly 110 includes a handbrake lever 112 pivotally mounted for movement between brake-off and brake-on positions and a lock mechanism 120 releasably holding the handbrake lever in a brake-on position. The lock mechanism is released by means of a release button 122 and a linkage 124 for transmitting movement of the button to the lock mechanism. The linkage includes a coupling arrangement having a coupling member 152, preferably pivotable using a solenoid 154, movable between an operative position (Fig. 2) in which movement of the release button is transmitted to the lock mechanism and an inoperative position in which movement of the release button is not transmitted to the lock mechanism. The assembly has an actuator 154 for moving the coupling member between the operative and inoperative positions. An alternative arrangement uses a stepper motor (272, fig 5) within linkage (224, fig 5) to rotate the coupling to prevent transmission of movement.

Description

Handbrake Lever Mechanism

Technical Field of the Invention

The present invention relates to a handbrake lever mechanism incorporating a security arrangement to prevent unauthoriscd release of the handbrakc; and to a vehicle incorporating such a mechanism.

Background to the Invention

Theft of vehicles is a major problem and motor vehicle manufacturers are increasingly developing security systems to prevent vehicles being stolen, including alarm and engine immobilisation systems. In addition, a number of aftermarket anti-theft devices have been produced that a vehicle owner can use to provide an additional level of security. Such devices include devices that can be affixed to a handbrake lever once the handbrake has been applied to prevent, or at least impede, release of the handbrake.

A typical known handbrake assembly 10 is shown in Figure 1, which is a perspective, partly sectioned view of the assembly. The assembly comprises a handbrake lever 12 pivotalLy mounted to a bracket 14 by means of a pivot pin 16. The bracket 14 is attached to a floor assembly of a vehicle (not shown), usually by welding or being bolted.

The handbrake lever 12 includes a tubular handgrip portion 18 that can be grasped by a user and pulled upwardly to move the lever from a brake-off position, as shown in Figure 1, to a brake-on position by rotating the lever about the pivot pin 16.

The lever 12 is connected with the wheel brakes (not shown) on one axle/end of the vehicle, usually the rear, by means of a cable 40 or other linkage (not shown). Cable is held in a guide 42, and fastened by a nut (not shown). When the handbrake lever 12 is raised to a brake-on position, the cable is tensioned to apply the wheel brakes. A moulded handgrip having finger grooves on its lower side may be fitted to the outside of the handgrip portion 18 of the lever as illustrated in Figure 2, which shows a handbrake assembly in accordance with the present invention.

The handbrake assembly 10 includes a lock mechanism in the form of a ratchet 20 to releasably hold the lever 12 in a brake-on position. The lock mechanism is released by means of a release button 22 which projccts from the end of the handgrip portion 18 and which is depressed to selectively disengage the ratchet 20.

Movement of the button is transmitted to the ratchet by means of a pushrod 24, part of which extends through the centre of the handgrip portion 18 of the lever and is connected with the release button 22. The release button 22 may be integral with the pushrod 24 but is often a separate component rigidly fixed to the pushrod so that it can be given a decorative finish, e.g. chrome plating, whereas the pushrod 24 has a plain finish. The inner end of the pushrod 24 is pivotally connected by means of a ball and socket arrangement 26 with a first end of a locking pawl 28 of the ratchet 20. The pawl 28 is pivotally mounted to the lever 12 by means of a pivot pin 30 and a second end of the pawl 28 includes a pawl tooth 32 that cooperates with an array of ratchet teeth 34 mounted to the bracket 14. The pushrod 24, and hence the release button 22, are biased in an outward direction to a position in which the pawl tooth 32 is engaged with the ratchet teeth 34 by means of a coil spring 36 operatively located between abutments on the pushrod and lever respectively. The abutments are not shown in Figure 1 but can be seen in the assembly shown in Figure 2.

To apply the handbrake, button 22 is pushed inwardly against the bias of the spring 36 to move the pushrod 24 inwardly and hence, to pivot the pawl 28 in a clockwise direction (as shown) to disengage the pawl tooth 32 from the ratchet teeth 34. The handgrip portion 18 of thc lever 12 is pulled up to tension the handbrakc cable and apply the wheel brakes. The button 22 is released allowing the pushrod 24 to bc movcd forwardly by the sprrng 36, so that the pawl 28 is rotated in the opposite direction to re-engage the pawl tooth 32 with the ratchet teeth 34. When the handbrake lever 12 is released, it will fall slightly until the pawl tooth 32 engages with the nearest tooth in the array of ratchet teeth 34 to prevent the handbrake lever 12 from falling further. As teeth 32 and 34 engage with each other, the handbrake is held on. The handbrake can also be applied without releasing pawl 28 by simply pulling the handgrip portion 18 up and allowing the pawl tooth 32 to ratchet over the ratchet teeth 34 but this is not recommended. To release the handbrake, lever 12 is raised slightly while depressing the button 22 to release pawl tooth 32 from the ratchet teeth 34. The lever 12 can then be lowered whilst holding the button 22 in, allowing the handbrake cable to dc-tension and thus to release the wheel brakes. The use of a ratchet 20 as part of the locking arrangement allows the handbrake lever 12 to be held in any one of a range of positions to compensate for wear in the brake linings and stretching of the brake cable, which may result in the brake-on position varying over time.

Known handbrake lever anti-theft devices are typically designed to be fitted over the handgrip portion 18 of the handbrake lever to prevent access to the release button 22 so that the handbrake cannot be released without first removing the device.

Whilst these devices can be effective in deterring thieves, they rely on the user applying them each time the vehicle is to be left unattended. This may not always be the case as devices of this nature are often difficult and time consuming to affix and remove, meaning that a user may be disinclined to apply them. This is particularly so when the vehicle is being left for only a short time. Furthermore, because they are fitted externally over a haiidbrake lever, the known handbrake anti-theft devices are visible and accessible and so can be removed by a determined thief. Furthermore, known aftermarket handbrake locks are bulky and heavy, so they are awkward to store when not in use. They are often too big to be stored in the front seat area, and if all of the seats of the vehicle arc in use, they may have to be stored in a luggage compartment. This discourages use when the vehicle is parked, and may cause damage to other items stored in the luggage compartment.

There is a need then to provide a handbrake lever assembly with a built-in security arrangement that overcomes, or at least mitigates, the drawbacks of the known handbrake locking anti-theft devices.

Summary of the Invention

According to a first aspect of the invention, there is provided a handbrake assembly in accordance with claim 1.

Further optional features of the handbrake assembly according to the first aspect of the invention are set out in the claims dependent on claim I. According to a second aspect of the invention, there is provided a vehicle in accordance with claim 16.

Further optional features of the vehicle according to the second aspect of the invention arc set out in the claims dependent on claim 16.

Detailed Description of the Invention

In order that the invention may be more clearly understood, two embodiments thereof will now be described, by way of example only, with reference to the remaining accompanying drawings, of which: Figure 2 is a longitudinal sectional view through part of a handbrake lever assembly according to a first embodiment of the invention, in a "vehicle operating" mode, with the handbrake off.

Figure 2a is an enlarged lateral sectional view of a pushrod assembly forming part of the handbrake lever assembly of Figure 2 taken along line L-L in Figure 2; Figure 3 is a sectional view similar to that of Figure 2, but showing the handbrake lever assembly in a "vehicle secure" mode, with the handbrake applied.

Figure 4 is a sectional view of a handbrake lever assembly according to a second embodiment of the invention, in a "vehicle operating" mode, with the handbrake off; Figure 5 is an enlarged longitudinal seetiona view through part of the handbrake lever assembly of Figure 4; Figure 6a is an end view of a coupling member forming part of the handbrake lever assembly of Figure 4. taken at line A-A in Figure 5; and Figure 6b is an end view of a lower pushrod assembly forming part of the handbrake lever assembly of Figure 4, taken at line B-B in Figure 5.

Reference will be made initially to Figures 2 to 3 which illustrate a first embodiment of a handbrake lever assembly 110 in accordance with the invention. In the following description, the same reference numerals but increased by 100 will be used to identi components of the first embodiment that are the same, or which serve the same function, as those described above in relation to the known handbrake assembly 10.

The construction and operation of the handbrakc assembly 11 0 is similar to that of the known handbrake assembly 10 described above and so only the differences will be described in detail. It should also be noted that only key features of the handbrakc assembly 110 arc shown in Figures 2 and 3 and that some components, such as the mounting bracket 14, have been omitted for reasons of clarity. Unless expressly stated, it should be assumed that all the features described above in relation to the known handbrake assembly 10 shown in Figure 1 are also present in handbrake assembly 110.

In accordance with the present invention, the handbrake assembly 110 includes a system 150 for selectively disabling the handbrake lock release mechanism to place the vehicle in a "vehicle secure" mode.

As part of the disabling system 150, the pushrod 124 is formed in two sections: a first section 124a operatively connected with the release button 122 and a second section 124b connected with the pawl 128 through a ball joint 126. An arrangement for coupling the two sections of pushrod includes a coupling member 152 located between the first and second sections. The coupling member 152 is pivotally mounted to the second section 1 24b by means of a pivot pin 153 for movement between an operative or coupled position as shown in Figure 2 and an inoperative or dc-coupled position as shown in Figure 3. When the coupling member 152 is in the operative position, it transmits inward movement of the first section 124a when the release button 122 is depressed to the second section 124b to disengage the locking paw] 128 from the ratchet teeth 134 in the usual manner. However, when the coupling member 152 is moved to thc inoperative position shown in Figure 3, inward movement of the first section 124a of the pushrod is not transmitted to the second section 124b, so that the pawl 128 cannot be disengaged and the handbrake cannot be released.

Movement of the coupling member 152 between its operative and inoperative positions is controlled by means of a solenoid 154 and a tension spring 156. The tension spring 156 is connected between the hand brake lever 112, or a housing surrounding a part of the lever, and the coupling member 152 on one side; and biases the coupling member 152 into the operative position. The solenoid 154 is mounted inside the hand brake lever 112, or a housing surrounding a part of the lever, on the opposite side from the tension spring 156. The solenoid can be magnetized by an electric current to draw the coupling member 152 to the inoperative position against the bias force of the spring 156. The solenoid is connected by means of wires 158 with an electronic control system of the vehicle (not shown). The control system may include sensor means for detecting when the handbrake is applied, as is known in the art.

The control system is configured to activate the solenoid to move the coupling member 152 to the inoperative position to place the handbrake assembly in a "vehicle secure" mode in response to a pre-determincd set of conditions being met and/or an input signal from a user input device. The prc-determined conditions can vary according to requirements but it is expected that the control system will be configured to place the handbrake assembly in the "vehicle secure" mode only when the handbrake is detected as being on and when the vehicle ignition is turned-off However, in some applications, the control system may be configured to place the handbrake assembly in the "vehicle secure" mode when the handbrake is on, the ignition is off and when the vehicle doors are locked, say by means of a central locking arrangement which may be part of a so called "keyless" entry system. The control system may be configured to place the handbrake lever in a "vehicle secure" mode automatically when the pre-determined conditions are met or only in response to an input signal, provided that at least some of the above mentioned conditions are also met. Such an input signal might be provided by means of a remote device carried by an authorised user and which transmits a signal in response to a user input, such as pressing a button. The remote device may be a key fob or keyless entry device, for

example.

The control system is configured to deactivate the solenoid 154 so that the coupling member 152 is returned to the operative position to allow the handbrake assembly to be returned to a "vehicle operating" mode in which the handbrake can be released in response to a further set of conditions being met. This might be in response to the vehicle doors being unlocked by an authorised key or keyless entry device andlor in response to the ignition being turned on, again by means of an authorised key or keyless entry device being detected. The control system may place the handbrake lever in a "vehicle operating" mode automatically when the further set of conditions is met or it may require a further input signal.

It will be appreciated that the precise logic for activating and deactivating the disabling system 150 can be varied in numerous ways and that the examples discussed above should not be regarded as limiting.

The coupling member 152 includes a main body portion 159 having an abutment 160 on an outer cnd that locates adjacent an inner end 162 of the first section 124a when in the operative position and against which the inner end of the first section 1 24a abuts when it is moved inwardly as the release button 122 is depressed. The coupling member 152 also has an arcuatc shroud portion 164 which partially surrounds the inner end region of the first section 124a when the coupling member is in the operative position. The shroud portion 164 may be sprung and has pressed sections 166 which grip the inner end of the first section to minimize vibration and noise during vehicle operation. The shroud portion 164 may also be configured to transmit outward motion of the first section 1 24a caused by the spring 136 to the second section 124b so that the ratchet pawl 128 is re-engaged with the ratchet teeth 134 when the button 122 is released. Alternatively, a ifirther bias means may be provided to move the pawl 128 to the engaged position and to maintain the coupling member 152 in close proximity with the first section 124a when the button 122 is released. For example, the further bias means could be a spring connected between the bracket and one of the pawl 128, the second section 124b, and the coupling member 152.

Whilst use of a solenoid to magnetically attract the coupling member 152 of the pushrod is a simple and effective arrangement which is failsafe, it will be appreciated that other actuator arrangements could be used to move the coupling member 152 between its operative and inoperative positions. For example, a double acting electronic linear actuator could be used to move the coupling member. This may be advantageous in not requiring the actuator to be powered continuously to hold the coupling member in the inoperative position. It will also be appreciated that the coupling member 152 couLd be pivotally connected with the first section I 24a of the pushrod, rather than with the second section 124b, if desired.

Figures 4 to 6 illustrate a second embodiment of a handbrake lever assembly 210, which has an alternative arrangement for selectively coupling and dc-coupling movement of the release button from the pawL which is more compact than that of the first embodiment. In the following description, the same reference numerals but increased by 200 will be used to identify components of the second embodiment that are the same, or which serve the same function, as those described above in relation to the known handbrake assembly 10 and the same reference numerals but increased by will be used to identify components of the second embodiment that are the same, or which serve the same function, as those described above in relation to the first embodiment.

The construction and operation of the handbrake assembly 210 is similar to that of the known handbrake assembly 10 described above and so only the differences will be described in detail. It should also be noted that only key features of the handbrake assembly 210 are shown in Figures 4 and 5 and that some components, such as the mounting bracket, have been omitted for reasons of clarity. Unless expressly stated, it should be assumed that all the features described above in relation to the known handbrake assembly 10 shown in Figure 1 are also prescnt in handbrake assembly 210.

The handbrake assembly in accordance with the second embodiment has a handbrake lock release mechanism disabling system 250 for selectively mechanically decoupling the release button from the locking pawl 228. In this embodiment, the push rod also comprises two sections: a first section 224a operatively connected with the release button 222, and a second section 224b connected with pawl 228 through a ball joint 226. An alternative arrangcment for coupling the pushrod sections is located between the first and second sections 224a, 224b. The alternative coupling arrangement comprises a rotatable coupling member 252 keyed to an output shaft of a stepper motor 272 (shown in Figure 5) for rotation by the motor between operative and inoperative positions under control of a control system (not shown). The motor 272 and coupling member 252 are mounted in a sleeve 274 which overlaps and is non-movably secured to an inner end of the first section 224a of the pushrod so that the stepper motor 272 and the coupling member 252 are constrained to move inwardly and outwardly with the first section 1 24a when the release button 222 is depressed and released. The sleeve 274 also overlies an outer end of the second section 224b of the pushrod with a close but sliding fit so that the sleeve 274, together with the motor 272 and coupling member 252 can move inwardly and outwardly relative to the second section 224b.

An inner end face of coupling member 252 and the opposing outer end face of the second section 224b of the pushrod have corresponding abutment formations 276, 278 respectively. The abutment formations 276, 278 are configured so that in at least one rotational orientation of the coupling member 252 they engage to transmit inward movement of the first pushrod section 224a to the second pushrod section 224b to enable release of the locking pawl 228, and thus the handbrake, in thc usual manner; and that in at least one other rotational orientation they do not engage, so that inward movement of the first pushrod section 224a is not transmitted to the second pushrod section 224b, and release of the pawl 228 and thus the handbrake are prevented.

The abutment formations 276, 278 are shown in Figures 6a and 6b respectively. The coupling member 252 has a circular cross section corresponding approximately in diameter with that of the pushrod 224. Four coupling members 276a-276d are provided on the inner end face of the coupling member proximal to its outer diameter and substantially cqui-spaced at 90 degree intervals. The coupling members have a depth, which is slightly greater than the maximum range of inward movement of the first pusbrod section 224a when the release button 222 is depressed.

The outer end face of the second pushrod section 224b has a central, generally cross shaped coupling member 278 having four arm portions 278a-278d which extend to the outer diameter of the second section. The arm portions 278a-278d are substantially equi-spaced at 90 degree intervals and have a depth which is also slightly greater than the range of inward movement of the first section 224a when the release button 222 is depressed. A groove 280 is defined between each adjacent pair of arm portions 278a-278d.

The coupling member 252 can be rotated by the stepper motor 272 under control of the control system between operative positions in which its coupling members 276a-276d align with the arm portions 278a-278d on the second pushrod section 224b, and inoperative positions in which its coupling members 276a-276d are aligned with and can enter the grooves 280 defined between each pair of adjacent arm portions. The arrangement can be configured so that the stepper motor 272 reverses direction to move the coupling member 252 between the operative and inoperative positions or it may be configured so that the stepper motor rotates the coupling member 252 in one direction only to increment between operative and inoperative positions. In the present embodiment, the coupling member is rotated through 45° to move between operative and inoperative positions.

It will be appreciated that other abutment arrangements can be used, provided that the corresponding abutment formations can be brought into and out of alignment by rotating the coupling member 252 between operative and inoperative positions. For example, provided the corresponding abutment formations are equi-spaced about a common pitch circle diameter on each of the opposed end faces, they can be brought into and out of engagement by rotating the coupling member. Recesses will usually be defined in each of the opposed end faces between adjacent pairs of abutments for receiving the abutments on the other opposed end face when the coupling member is in an inoperative position and the first section is moved in response to the release button being depressed. It will also be appreciated that the coupling member 252 could be mounted to the second section 224b of the pushrod and suitable abutment formations 278a-278d provided on the inner end of the first section 224a.

Movement of the coupling member 252 between operative and inoperative positions is controlled by an electronic control system in accordance with a predetermined logic sequence as discussed above in relation to the first embodiment.

In this embodiment, a further bias means such as a spiral spring 246 is provided in addition to the spring 236 to bias the locking pawl 228 to the engaged position and to bias the second section 224b of the pushrod outwardly so that its outer end closely follows the outward movement of the first section 224a and the coupling member 252 when the button is released.

Whilst the invention has been described in relation to hand brake assemblies having a ratchet mechanism for locking the handbrake lever in the brake-on position, it will be appreciated that the invention can be adapted for use with handbrakc assemblies that use alternative lock mechanisms that arc mechanically relcascd by depressing a release button whose movement is transmitted to the lock mechanism by means of a pushrod or othcr linkage. This can be achieved by incorporating in the linkage a coupling arrangement comprising a coupling member movable between operative and inoperative positions and an actuator for moving the coupling member to selectively couple and decouple the release button and the lock mechanism.

The above embodiments are described by way of example only. Many variations are possible without departing from the scope of the invention as defined in the appended claims.

Claims

<claim-text>CLAIMS1. A handbrake assembly comprising a handbrake lever mounted to a bracket for pivotal movement between brake-off and brake-on positions. a lock mechanism for releasably holding the handbrake lever in a brake-on position, a release button mounted to the lever and a linkage for transmitting movement of the button when it is depressed to the lock mechanism to cause the lock mechanism to be released, in which the linkage includes a coupling arrangement including a coupling member movable between an operative position in which movement of the release button is transmitted to the lock mechanism and an inoperative position in which movement of the release button is not transmitted to the lock mechanism, the assembly having an actuator for moving the coupling member between the operative and inoperative positions.</claim-text> <claim-text>2. A handbrake assembly as claimed in claim 1, wherein the linkage comprises a pushrod operatively connecting the release button and the lock mechanism.</claim-text> <claim-text>3. A handbrake assembly as claimed in claim 2, wherein the pushrod comprises a fir st section connected with the release button and a second section operatively connected with the lock mechanism, the first section being movable in response to depression of the release button, the coupling arrangement coupling the first and second sections such that in use, when the coupling member is in the operative position, movement of the first section in response to depression of the release button is transmitted to the second section to cause the lock mechanism to be released, and when the coupling member is in the inoperative position, movement of the first section in response to depression of the release button is not transmitted to the second section.</claim-text> <claim-text>4. A handbrake assembly as claimed in claim 3, wherein the coupling member is coimccted to one of thc first and second scctions of the pushrod for pivotal movemcnt relative to said one of the first and second sections between operative and inoperative positions.</claim-text> <claim-text>5. A handbrake assembly as claimed in claim 4, wherein the coupling member has an abutment configured so that when the coupling member is in the operative position, the abutment is located for engagement with an end of the other of the first and second sections to transmit movement of the first section in response to depression of the release button to the second section, and that when thc coupling member is in the inoperative position, the abutment is positioned so that it is does not engage the end of the other of the first and second sections of the pushrod when the first section is moved in response to the release button being depressed.</claim-text> <claim-text>6. A handbrake assembly as claimed in claim 4 or claim 5, wherein the coupling member has an arcuate shroud portion which overlies and grips an end region of the other of the first and second sections of the pushrod when the coupling member is in the operative position.</claim-text> <claim-text>7. A handbrake assembly as claimed in any one of claims 4 to 6, wherein the coupling member is aligned substantially in-line between the first and second sections of the pushrod when in the operative position, an end of the coupling member being displaced out of line with at least one of the first and second sections of the pushrod when it is in the inoperative position.</claim-text> <claim-text>8. A handbrake assembly as claimed in any one of claims 4 to 7, wherein the assembly comprises a resilient bias member for biasing the coupling member to the operative position, the actuator comprising a solenoid for generating a magnetic field to draw the coupling mcmbcr to the inopcrativc position when energised.</claim-text> <claim-text>9. A handbrakc asscmbly as claimcd in claim 3, wherein thc coupling member is rotatably mounted to one of the first and second sections of the pushrod, the 1 0 coupling member and the other of the first and second pushrod sections having corresponding abutment formations configured such that in at least one rotational orientation of the coupling member the corresponding abutment formations are aligned for engagement to transmit movement of the first pushrod section in response to depression of the release button to the second pushrod section, and that in at least one other rotational orientation of the coupling member the corresponding abutment formations are offset so as not to engage when the first pushrod section moves in responsc to depression of the release button.</claim-text> <claim-text>10. A handbrakc assembly as claimed in claim 9, wherein the actuator comprises a stepper motor operatively connected with the coupling member to rotate the coupling member between at least one operative position in which the corresponding abutment formations are aligned for engagement and at least one inoperative position in which the corresponding abutment formations are not aligned for engagement.</claim-text> <claim-text>11. A handbrake assembly as claimed in claim 10, wherein the stepper motor is mounted in a sleeve affixed to an end region of said one of the first and second pushrod sections, a free end of the sleeve slidably overlapping an end region of the other of thc first and second pushrod sections, the coupling member being mounted to an output shaft of the stepper motor.</claim-text> <claim-text>12. A handbrakc asscmbly as claimcd in any one of claims 9 to 11, wherein the coupling member and the other of the first and second sections have opposed end faces, the corresponding abutment formations comprising a plurality of abutments cqui-spaced about a common pitch circle diameter on each of the opposed end faces, recesses being defined in each of the opposed end faces between adjacent pairs of abutments for receiving the abutments on the other opposed end face when the coupling member is in an inoperative position and the first section is moved in response to the release button being depressed.</claim-text> <claim-text>13. A handbrakc assembly as claimed in any one of the preceding claims, wherein the lock mechanism comprises a locking pawl pivotally mounted to the handbrake lever and having a paw] tooth for engagement with an array of ratchet teeth mounted to the bracket, the paw] being movable between an engaged position in which the pawl tooth engages at least one tooth of the array of ratchet teeth and a disengaged position in which the paw tooth does not engage with the array of ratchet teeth.</claim-text> <claim-text>14. A handbrake brake assembly as claimed in claim 13, when dependent on claim 3, wherein the second section of the pushrod is connected with the locking pawl by means of a ball joint, such that movement of the second section of the push rod in response to the release button being depressed when the coupling member is in the operative position causes the paw! to move to the disengaged position.</claim-text> <claim-text>15. A handbrake assembly as hereinbefore described with reference to and as illustrated in Figures 2 to 3 or Figures 4 to 6B of the accompanying drawings.</claim-text> <claim-text>16. A vehicle having a handbrake assembly according to any one of claims 1 to 15.</claim-text> <claim-text>17. A vehicle as claimed in claim 16, wherein operation of the actuator is controlled by a control system of the vehicle in accordance with a predetermined logic sequence.</claim-text>