WO2019142211A1

WO2019142211A1 - Speed deceleration system

Info

Publication number: WO2019142211A1
Application number: PCT/IN2019/050040
Authority: WO
Inventors: Rama SUBU; Shanker LAL; Chokkalingam M
Original assignee: Hero MotoCorp Limited
Priority date: 2018-01-16
Filing date: 2019-01-16
Publication date: 2019-07-25

Abstract

The present subject matter describes a speed deceleration system (200) of a vehicle (100). The speed deceleration system (200) comprises a first wheel braking device (23), a second wheel braking device (22), a brake actuation means (11), a first connecting means (21), and a stiffener assembly (300). The stiffener assembly (300) comprising a C-holder (301), a guide pin (302), a guide pin holder (303), and a stiffener bracket (305). The stiffener bracket (305) is mounted to the swing arm (6). The guide pin (302) is rotatably coupled to the first connecting means (21) in a manner that the stiffener bracket (305) pivotally receive the guide pin holder (303) thereby reducing vibrations of various parts of the speed deceleration system (200) such as the actuator (50) and avoid any damage occurring to the actuator (50) due to vibrations.

Description

SPEED DECELERATION SYSTEM

FIELD OF INVENTION

[0001] The present invention relates to a vehicle, and more particularly, to a speed deceleration system of the vehicle.

BACKGROUND

[0002] Conventionally in two wheeled vehicles, braking operation of front wheel is actuated by application of force on a front wheel brake actuating means provided on the handle bar and the braking operation of a rear wheel is actuated by application of force on rear wheel brake actuating means, rear wheel brake actuating means is provided either on a handlebar or on a foot pedal. The operation of the front and rear wheel braking is normally controlled, by the operator, independently and sometimes simultaneously.

[0003] For safe braking of front and rear wheel of a vehicle, the balanced and simultaneous actuation of front and rear wheel brakes is necessary. If only the front wheel brake is applied, the rear wheel keeps rolling forward to push the vehicle body such that the vehicle has the risk of being toppled over. If only rear wheel brake is applied, the front wheel keeps rolling forward to push the vehicle body such that the vehicle has the risk of sliding and causing unsecured steering. And, if both the front and rear wheel brakes are applied simultaneously, both the front and rear gets stopped immediately but the inertia of vehicle causes the rider to move forward leading to uncomfortable ride or may create the danger of possible injury.

[0004] Typically, the actuators for combined braking system are mounted on the frame body structure of a vehicle. One prior art patent document WO2015181798A1 disclosing a combined braking system which consists of an actuator on a braking rod. This combined braking system effectively transfers braking force to both front and rear braking devices. Patent document discloses an actuator device for a combined rear- front brake system of a motor vehicle comprising, a device body housing and guiding an actuating rod for the mechanical actuation of an associable first braking device and a hydraulic fluid chamber to convert the mechanical force into hydraulic pressure to actuate the second braking device.

[0005] The actuator of the combined braking device has a significant weight and is supported in a hanging manner between brake pedal and rear wheel brake system. Due to weight of the actuator, the actuator suffers severe vibrations particularly in vertical direction, such vibrations may lead to failure of the actuator or the speed deceleration system.

SUMMARY OF INVENTION

[0006] In one aspect of the present invention, a vehicle is provided. The vehicle comprises a body frame and a swing arm swingably mounted to the body frame. The vehicle also comprises a pair of wheels as a first wheel and a second wheel, and a speed deceleration system. The speed deceleration system comprises a first wheel braking device disposed on a first wheel, a second wheel braking device disposed on a second wheel, a brake actuation unit operatively coupled to the body frame. The speed deceleration system further comprises a first connecting means and a second connecting means operatively coupled to the second wheel braking device. The speed deceleration system also comprises a stiffener assembly. The stiffener assembly comprises of a guide pin rotatably coupled to the first connecting means. The stiffener assembly also comprises of a guide pin holder, the guide pin holder slidably receive the guide pin. The stiffener assembly also comprises of a stiffener bracket fixedly mounted to the swing arm. The stiffener bracket pivotaly receive the guide pin holder.

[0007] In another aspect of the present invention, the first connecting means comprises an actuator, a connecting member fixedly connected to the actuator. The first connecting means also comprises a front connecting link, a first end of the front connecting link is pivotally connected to the brake actuation means and a second end of the front connecting link is pivotally connected to the connecting member. The first connecting means further comprises a rear connecting link, the first end of the rear connecting link connected to the actuator and second end of the rear connecting link connected to the first wheel braking device.

[0008] In another aspect of the present invention, the second connecting means is operatively coupled to the actuator.

[0009] In another aspect of the present invention, the stiffener assembly further comprises a C-holder (301), the C-holder (301) fixedly connected to the actuator (50) such that mounting points of the connecting member (55) lie in between the actuator (50) and the C-holder (301). The C-holder (301) comprises a hole (30la), the guide pin (302) is rotatably coupled to the first connecting means (21) through the C-holder.

[00010] In another aspect of the present invention, the stiffener bracket is adapted to allow a limited pivotal movement of the guide pin holder.

[00011] In another aspect of the present invention, the guide pin holder comprises a holder projection and a stopper pin. The holder projection comprises a first receiving member and a second receiving member, the first receiving member adapted to receive a stopper pin.

[00012] In another aspect of the present invention, the stiffener bracket comprises a top surface fixedly mounted to the swing arm and a side surface supporting the guide pin holder.

[00013] In another aspect of the present invention, the side surface comprises a first surface and a second surface. The second surface restricts further rotation of the stopper pin.

[00014] In another aspect of the present invention, the stopper pin makes an angle of zero degree with the first surface of the stiffener bracket at no load condition.

[00015] In another aspect of the present invention, when the stopper pin touches the second surface of the stiffener bracket it restricts further pivotal movement of the guide pin holder.

[00016] With this speed deceleration system of the vehicle as disclosed in the present invention, the stiffener assembly of the speed deceleration system facilitates in reducing or eliminating vibrations generated in the first connecting means, thereby reducing or eliminating the chances of failure of the speed deceleration system. Further, the stiffener assembly avoids any damage occurring to the actuator and other parts due to these vibrations.

BRIEF DESCRIPTION OF DRAWINGS

[00017] The invention itself, together with further features and attended advantages, will become apparent from consideration of the following detailed description, taken in conjunction with the accompanying drawings. One or more embodiments of the present invention are now described, by way of example only wherein like reference numerals represent like elements and in which:

[00018] Figure 1 illustrates a schematic side view of a two wheeled vehicle, according to an embodiment of the present invention;

[00019] Figure 2 illustrates a body frame of the two wheeled vehicle, according to an embodiment of the present invention;

[00020] Figure 3 illustrates a view of the stiffener assembly, according to an embodiment of the present invention;

[00021] Figure 4 illustrates a view of the stiffener sub-assembly, according to an embodiment of the present invention;

[00022] Figure 5 illustrates a view of the stiffener assembly mounted to an actuator in a no load condition, according to an embodiment of the present invention; and

[00023] Figure 6 illustrates a view of the stiffener assembly mounted to the actuator, when the vehicle runs on an uneven road surface, according to an embodiment of the present invention.

[00024] The drawings referred to in this description are not to be understood as being drawn to scale except if specifically noted, and such drawings are only exemplary in nature. The colored drawings, if provided along with this description are only meant to make the details of invention clear and have no effect whatsoever on the scope of the invention.

DETAILED DESCRIPTION

[00025] While the invention is susceptible to various modifications and alternative forms, an embodiment thereof has been shown by way of example in the drawings and will be described here below. It should be understood, however that it is not intended to limit the invention to the particular forms disclosed, but on the contrary, the invention is to cover all modifications, equivalents, and alternative falling within the spirit and the scope of the invention. [00026] The term “comprises”, comprising, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a setup, structure or method that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or structure or method. In other words, one or more elements in a system or apparatus proceeded by“comprises... a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus.

[00027] For the better understanding of this invention, reference would now be made to the embodiment illustrated in the accompanying Figures and description here below, further, in the following Figures, the same reference numerals are used to identify the same components in various views.

[00028] While the present invention is illustrated in the context of a saddle riding type vehicle, however, a speed deceleration system and aspects and features thereof can be used with other type of vehicles as well. The terms“vehicle”,“two wheeled vehicle” and “motorcycle” have been interchangeably used throughout the description. The term “vehicle” comprises vehicles such as motorcycles, scooters, bicycles, mopeds, scooter type vehicle, all-terrain vehicles (ATV) and the like.

[00029] The terms“front / forward”,“rear / rearward / back / backward”,“up / upper / top”, “down / lower / lower ward / downward, bottom”, “left / leftward”, “right / rightward” used therein represents the directions as seen from a vehicle driver sitting astride and these directions are referred by arrows Fr, Rr, U, Lr, L, R in the drawing Figures.

[00030] Figure 1 illustrates a schematic side view of a two wheeled vehicle (100) in accordance with an embodiment of the present invention. The vehicle (100) referred to herein, embodies a motorcycle. Alternatively, the vehicle (100) may embody any other ridden vehicle such as scooter, three- wheeled vehicle, all-terrain vehicle (ATV) etc. without limiting the scope of the invention. The vehicle (100) comprising one or more body parts, such as a body frame (101), a front fork (123), a handle bar (3), and a second wheel (4) such as a front wheel (4). The body frame (101) supports the handle bar (3), and the front wheel (4) in front portion of the vehicle (100). The handle bar (3) is pivotally mounted on the body frame (101). The front wheel (4) is operatively connected to the handle bar (3) through the front fork (123). The handle bar (3) is configured to be rotated by a rider to steer the vehicle (100).

[00031] The vehicle (100) comprises a seat (5), a swing arm (6), a rear cushion (7), a first wheel (8) such as a rear wheel (8), an engine (9). The seat (5) provides seating for a rider and a passenger of the vehicle (100). The swing arm (6) is operatively coupled to body frame (101). The swing arm (6) swingably supports the rear wheel (8). In the illustrated example, the engine (9) provides necessary power required to drive the rear wheel (8) of the vehicle (100). Alternatively, the engine (9) may provide necessary power to drive the front wheel (4), or both the front wheel (4) and the rear wheel (8) simultaneously, without limiting the scope of the disclosure.

[00032] Further, the vehicle (100) comprises a headlight (10), a brake actuation means (11) such as a brake pedal (11), a fuel tank (13), an exhaust muffler (30), a second wheel braking device (22) such as front wheel braking device (22), a first wheel braking device (23) such as a rear wheel braking device (23), and an oil reservoir (25). The brake actuation means (11) are provided to stop the vehicle (100). The brake actuation means (11) is operatively connected to the first wheel braking device (23) and the second wheel braking device (22). The fuel tank (13) extends from front portion to middle portion of the body frame (101). The fuel tank (13) provides necessary fuel to the engine (9) to generate power to propel the vehicle (100). The exhaust muffler (30) is connected to the engine (9) for sound modulation and release of exhaust gases into the atmosphere. In the illustrated embodiment, second wheel braking device (22) may be a disc brake and the first wheel braking device (23) may be a drum brake. It may be noted that the two wheeled vehicle (100) is shown to have include above stated parts; however, those ordinarily skilled in the art would appreciate that the two wheeled vehicle (100) includes other parts which may not be relevant for explaining the present invention and hence are not shown and described.

[00033] Figure 2 illustrates the body frame (101) of the two wheeled vehicle (100). The body frame (101) is formed by integrally joining number of steel members and the like, by welding or the like. In the illustrated example, the body frame (101) having a specific construction is disclosed. Alternatively, the body frame (101) may have different body frame constructions generally associated with motorcycles, without limiting the scope of the invention. [00034] The body frame (101) comprises of a main frame (102), a head pipe (122), a pair of seat rail members (104), a down frame member (106), a pair of centre frame member (108), and a pair of sub frame member (110). The main frame (102) extends obliquely in the rearward and downward direction from the head pipe (122). The head tube (122) is a cylindrical member which supports the handle bar (3), and the front wheel (4). The handle bar (3) is rotatably supported on the head tube (122). The front fork (123) is inclined at an inclination angle substantially similar to that of the head tube (122). The pair of seat rail members (104) comprises a left seat rail member [not shown] and a right seat rail member (104) extending from a rear end portion of the main frame (102). The down frame member (106) extending in the downward and then rearward direction from a front end portion of the main frame (102). The pair of centre frame member (108) comprises a left centre frame member [not shown] and a right centre frame member (108) connected to rear end portions of right down frame member (106) in a state that left centre frame member and a right centre frame member (108) are extended obliquely in the downward and rearward direction from a rear portion of the main frame (102) and thereafter, in the downward direction. The pair of right sub frame member (110) comprises a right sub frame member (110) and a left sub frame member [the left sub frame member is not visible and overlapping with right sub frame member (110)] which are respectively extended between left seat rail member with left centre frame member and a right seat rail member (104) with right centre frame member (108) respectively.

[00035] Further, the body frame (101) comprises of a first mounting means (112) to rotatably mount the swing arm (6) to the body frame (101) of the vehicle. The body frame (101) comprises of a second mounting means (114) to swingably mount the brake actuation means (11) to the body frame (101) of the vehicle. In the exemplary embodiment, the first mounting means (112) is also termed as a pivot point (112) for the swing arm (6). Furthermore, the swing arm (6) comprising of two ends; a front end (6a) and a rear end (6b). The front end (6a) of the swing arm (6) is swingably mounted to the body frame (101) by the first mounting means (112). The rear cushion (7) is swingably connected to the rear end (6b) of the swing arm (6) by a bottom mounting member (7a) and the rear cushion (7) is further swingably connected to the body frame (101) near the upper end of the sub frame member (110) by a top mounting member (7b).

[00036] Referring to Figure 2, the vehicle (100) comprises a speed deceleration system (200). The speed deceleration system (200) provides braking forces to the front wheel (4) and the rear wheel (8), for decelerating or stopping the vehicle (100). The speed deceleration system (200) comprises a first wheel braking device (23), a second wheel braking device (22), a brake actuation means (11), a first connecting means (21), a second connecting means (20) and a stiffener assembly (300). The stiffener assembly (300) is fixed to the swing arm (6).

[00037] The second wheel braking device (22) is disposed on the right side of the front wheel (4). The second wheel braking device (22) stops or decelerates the front wheel (4). In the illustrated example, the second wheel braking device (22) embodies a hydraulic brake device such as a disc type brake device. Alternatively, the second wheel braking device (22) may be a mechanical brake device such as drum type brake device etc. known in the art, without limitations. Further, the first wheel braking device (23) is disposed on the right side of the rear wheel (8). The first wheel braking device (23) stops or decelerates the rear wheel (8). In the illustrated example, the first wheel braking device (23) embodies a mechanical brake device such as drum type brake device. The first wheel braking device (23) comprises a brake arm (23a). The brake arm (23a) comprises a top end (23aa), and a bottom end (23 ab). The top end (23 aa) of the brake arm (23 a) is attached with the first wheel braking device (23). The bottom end (23 ab) of the brake arm (23 a) is a free end for connection with other devices, linkages, actuation means etc.

[00038] The brake actuation means (11) is pivotally mounted to the second mounting means (114) which is fixed on the body frame (101), the second mounting means (114) can be realized in the form of a bracket having mounting provision. The brake actuation means (11) has two ends, first end (lla) and second end (llb). The first end (lla) of the brake pedal (11) is where rider places his foot and applies force to actuate the speed deceleration system (200). The second end (llb) extends upwards from the shaft fixed to the body frame (101) of the vehicle (100). In the illustrated example, the second end (llb) is integrated with the brake actuation means (11). Alternatively, the second end (llb) may be a separate component operatively connected to the brake actuation means (11), without limitations. In an embodiment, the brake actuation means (11) may be operable by hand or by foot, in the exemplary embodiment the brake actuation means (11) is the brake pedal (11). Also, the brake actuation means (11) is functionally coupled to each of the first wheel braking device (23) and the second wheel braking device (22). [00039] The first connecting means (21) comprises of an actuator (50), a connecting member (55), a front connecting link (2la) and a rear connecting link (2lb). The front connecting link (2 la) and the rear connecting link (2 lb) may be a metallic rod or a brake cable. A first end of the front connecting link (2 la) is swingably connected to the second end (llb) of the brake actuation means (11). A second end of the front connecting link (2la) is swingably connected to the connecting member (55). The connecting member (55) is further fixedly connected to the cylinder of the actuator (50). The connecting member (55) is a fork type member.

[00040] Furthermore, first end of the rear connecting link (2 lb) is fixedly attached to a piston (not shown) of the actuator (50) and second end of the rear connecting link (2 lb) is operatively connected to the first wheel braking device (23). In the exemplary embodiment, the bottom end (23ab) of the brake arm (23a) is connected with the second end of the rear connecting link (2 lb) and the top end (23aa) of the brake arm (23a) is operatively connected with the first wheel braking device (23).

[00041] The actuator (50) is operatively connected to the oil reservoir (25). The oil reservoir (25) provides necessary brake fluid required for operation of the actuator (50). The actuator (50) is operatively connected to the second wheel braking device (22) via the second connecting means (20). In the illustrated example, the second connecting means (20) embodies a hydraulic hose (20). The second connecting means (20) is fluidly coupled to second wheel braking device (22).

[00042] During operation of the vehicle (100), when rider actuates the brake actuation means (11), the force applied to the brake actuation means (11) forces the brake actuation means (11) to rotate in a clockwise direction as seen in right side view. When brake actuation means (11) is rotated in the clockwise direction, it pulls the front connecting link (2la) and the connecting member (55); and in turn the actuator (50) is pulled to the front direction of the vehicle. That is, pressing force applied to the brake actuation means (11), is transmitted to the actuator (50). When the actuator (50) is pulled towards front direction of the vehicle (100), the rear connecting link (2 lb) is also pulled towards front of the vehicle and further the rear connecting link (2 lb) forces the brake arm (23a) of first wheel braking device (23) to rotate in anti-clock wise direction as seen in right side view of the vehicle (100). As a result, the first wheel braking device (23) is operated. [00043] The actuator (50) and the second wheel braking device (22) are operatively connected using the second connecting means (20). When the brake actuation means (11) is actuated, cylinder of the actuator (50) is pulled towards front of the vehicle and fluid pressure of the brake fluid generated by the actuator (50) is transmitted to the second wheel braking device (22) through the second connecting means (20). As a result, the first second wheel braking device (22) is operated.

[00044] Figure 3 and Figure 4 illustrates a view of the stiffener assembly (300) and a view of the stiffener sub-assembly respectively. The stiffener assembly (300) comprises a C-holder (301), a guide pin (302), a guide pin holder (303), and a stiffener bracket (305). The C-holder (301) comprises a hole (301a) and a plurality of mounting provisions (301b). The C-holder (301) is fixedly connected to the actuator (50) and the connecting member (55) by means of a plurality of fasteners (314) and a plurality of tightening means (315). Mounting points of the connecting member (55) lies in between the actuator (50) and the C-holder (301). The front end of the guide pin (302) is having a pin projection (302a). The pin projection (302a) is coupled rotatably to the C-holder (301) at the hole (301a). The rear end of the guide pin (302) is slidably supported by the guide pin holder (303) allowing sliding movement of the guide pin (302) in the frontwards and rearwards direction. In an embodiment, the guide pin holder (303), slidably receive the guide pin (302). The guide pin holder (303) is having a holder projection (303a). The holder projection (303a) is having a first receiving provision (303aa) and a second receiving provision (303ab). The holder projection (303a) is rotatably connected to the stiffener bracket (305). The stiffener bracket (305) is fixedly mounted to the swing arm (6) by welding. However, in other embodiment, the stiffener bracket (305) is mounted to the swing arm (6) by other means.

[00045] Further the stiffener assembly (300) comprises a circlip (313), a cotter pin (312), and a washer (311). The pin projection (302a) is locked by the circlip (313) so as to restrict movement of guide pin (302) in vehicle width direction while allowing rotation of the guide pin (302) about the hole (30la). The cotter pin (312) is provided in the second receiving provision (303ab) to lock the holder projection (303a) so as to restrict movement of the guide pin holder (303) in vehicle width direction. The washer (311) is also provided between the cotter pin (312) and the stiffener bracket (305) to provide proper packaging.

[00046] Referring further to Figure 4, the sub-assembly of the stiffener assembly (300) comprises the stiffener bracket (305), the guide pin holder (303), a stopper pin (304), the washer (311) and the cotter pin (312). The stiffener bracket (305) is fixedly mounted to the swing arm (6). The stiffener bracket (305) comprises a top surface (307) and a side surface (306). The top surface (307) of the stiffener bracket (305) is mounted on the swing arm (6). The side surface (306) of the stiffener bracket (305) pivotally supporting the guide pin holder (303). In an embodiment, the stiffener bracket (305) is pivotally receive the guide pin holder (303). The holder projection (303a) of the guide pin holder (303) is pivotally supported by the side surface (306) of the stiffener bracket (305). The first receiving provision (303aa) receives the stopper pin (304). As the holder projection (303a) enters into the side surface (306) of the stiffener bracket (305), the stopper pin (304) controls the degree of rotation of the guide pin holder (303). Further, the side surface (306) of the stiffener bracket (305) comprises a first surface (305a) and a second surface (305b). The holder projection (303a) is supported by the side surface (306) in such a manner that the stopper pin (304) can only rotate in between the first surface (305a) and the second surface (305b). The first surface (305a) and the second surface (305b) are provided in accordance with the shape of the stopper pin (304).

[00047] During operation of the vehicle (100), when the vehicle (100) runs on an uneven road surface, the swing arm (6) oscillates about the first mounting means (112) causing vibrations in the first connecting means (21). The first connecting means (21) is supported by its two ends i.e. one at the second end (11B) of the brake actuation means (11) and another at the brake arm (23 a) of the first brake device (23). The heavy weight of the actuator (50) and the connecting member (55), increases amplitude of the vibrations and such vibrations may lead to failure of the speed deceleration system (200). As illustrated in the Figure 3, the stiffener assembly (300) holds the actuator (50) by C-holder (301) and helps in avoiding undue sagging of the first connecting means (21).

[00048] Figure 5 illustrates a view of the stiffener assembly (300) mounted to the actuator (50) in a no load condition i.e. when the rear cushion (7) is in uncompressed condition. In no load condition, the first connecting means (21) is at its rest position and hence the guide pin (302), the guide pin holder (303) and the stopper pin (304) are also at their rest positions. At no load condition, the stopper pin (304) makes an angle of zero degree with the first surface (305a) of the stiffener bracket (305) as shown in Figure 5.

[00049] Figure 6 illustrates a view of the stiffener assembly (300) mounted to the actuator (50) when the vehicle (100) runs on an uneven road surface, in accordance with an embodiment of the invention. During the vehicle (100) run on the uneven road surface, the swing arm (6) oscillates about the first mounting means (112) forcing the first connecting means (21) to oscillate vertically. The C-holder (301) connected to the actuator (50), transfers this oscillatory motion to the guide pin (302) and resulting in pre-determined rotation of the guide pin (302) about the hole (30la) of the C-holder (301). In present embodiment, pre-determined rotation is clockwise rotation of the guide pin (302) about the hole (30la) of the C-holder (301). This rotary motion from the guide pin (302) is transferred to the stopper pin (304) through the guide pin holder (303). The stopper pin

(304), which in rest position makes a zero-degree angle with the first surface (305a) of the stiffener bracket (305), rotates in clockwise direction until the stopper pin (304) touches the second surface (305b) of the stiffener bracket (305) and the stopper pin (304) stops rotating after making a certain degree angle with the first surface (305a) of the stiffener bracket

(305). Hence the second surface (305b) of the stiffener bracket (305) restricts the further rotation of the stopper pin (304). This results in the restrictive rotation of the guide pin (302) in the hole (30 la). Also, the stiffener bracket (305) is adapted to allow a limited pivotal movement of the guide pin holder (303).

[00050] In another embodiment of the invention, in a full load condition i.e. when the rear cushion (7) is in fully compressed condition. As the rear cushion (7) gets compressed, the swing arm (6) rotates in clockwise direction about the first mounting means (112) and the first connecting means (21) also rotates in clockwise direction about the point (llb). As the point of rotation for the swing arm (6) and the first connecting means (21) being different, the brake arm (23a) rotates in anti-clockwise direction which causes the first connecting means (21) to move in forward direction. As a result, the guide pin (302), attached to the actuator (50), slides in the forward direction.

[00051] When the first connecting means (21) experiences oscillations due to vehicle (100) running on uneven road surface, the combined effect of two above explained phenomenon i.e. the guide pin (302) sliding in the guide pin holder (303) and the restrictive rotation of the guide pin (302) about the hole (30 la) provides preventive measures for undue sagging and undue oscillations of the first connecting means (21) while providing smooth actuation of speed deceleration system (200). Hence, the stiffener assembly (300) significantly reduces the vibrations of various parts of the speed deceleration system (200) such as the actuator (50) and avoid any damage occurring to the actuator (50) due to these vibrations. [00052] While few embodiments of the present invention have been described above, it is to be understood that the invention is not limited to the above embodiments and modifications may be appropriately made thereto within the spirit and scope of the invention.

[00053] While considerable emphasis has been placed herein on the particular features of this invention, it will be appreciated that various modifications can be made, and that many changes can be made in the preferred embodiments without departing from the principles of the invention. These and other modifications in the nature of the invention or the 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

We Claim:

1. A vehicle (100) comprising:

a body frame (101); a swing arm (6) swingably mounted to the body frame (101), a first wheel (8);

a second wheel (4); and

a speed deceleration system (200) comprising: a first wheel braking device (23) disposed on the first wheel (8); a second wheel braking device (22) disposed on the second wheel

(4);

a brake actuation means (11) operatively coupled to the body frame (101);

a first connecting means (21); a second connecting means (20) operatively coupled to the second wheel braking device (22); and

a stiffener assembly (300) comprising: a guide pin (302) rotatably coupled to the first connecting means (21);

a guide pin holder (303), wherein the guide pin holder (303) slidably receive the guide pin (302); and a stiffener bracket (305) fixedly mounted to the swing arm (6), wherein the stiffener bracket (305) pivotally receive the guide pin holder (303).

2. The vehicle (100) as claimed in claim 1, wherein the first connecting means (21) comprises: an actuator (50);

a connecting member (55) fixedly connected to the actuator (50);

a front connecting link (2 la), wherein a first end of the front connecting link (2 la) is pivotally connected to the brake actuation means (11) and a second end of the front connecting link (2 la) is pivotally connected to the connecting member (55); and

a rear connecting link (2 lb), wherein a first end of the rear connecting link (2lb) connected to the actuator (50) and second end of the rear connecting link (2lb) connected to the first wheel braking device (23).

3. The vehicle (100) as claimed in claim 1 and claim 2, wherein the second connecting means (20) is operatively coupled to the actuator (50).

4. The vehicle (100) as claimed in claim 1 and claim 2, wherein the stiffener assembly (300) further comprises a C-holder (301), the C-holder (301) fixedly connected to the actuator (50) such that mounting points of the connecting member (55) lie in between the actuator (50) and the C-holder (301), the C- holder (301) comprises a hole (30la), wherein the guide pin (302) is rotatably coupled to the first connecting means (21) through the C-holder (301).

5. The vehicle (100) as claimed in claim 1, wherein the stiffener bracket (305) adapted to allow a limited pivotal movement of the guide pin holder (303).

6. The vehicle (100) as claimed in claim 1 and claim 5, wherein the guide pin holder (303) comprises a holder projection (303a) and a stopper pin (304), wherein the holder projection (303a) comprises a first receiving provision (303aa) and a second receiving provision (303ab), wherein the first receiving provision (303aa) adapted to receive a stopper pin (304).

7. The vehicle (100) as claimed in claim 1, wherein the stiffener bracket (305) comprises a top surface (307) fixedly mounted to the swing arm (6), and a side surface (306) pivotally supports the guide pin holder (303).

8. The vehicle (100) as claimed in claim 6 and claim 7, wherein the side surface (306) comprises a first surface (305a) and a second surface (305b), wherein the second surface (305b) restricts further rotation of the stopper pin (304).

9. The vehicle (100) as claimed in claim 8, wherein the stopper pin (304) makes an angle of zero degree with the first surface (305a) of the stiffener bracket (305) at no load condition.

10. The vehicle (100) as claimed in claim 8, wherein when the stopper pin (304) touches the second surface (305b) of the stiffener bracket (305) it restricts further pivotal movement of the guide pin holder (303).