阅读说明：本技术 用于车辆的同步制动系统 (Synchronous braking system for vehicle ) 是由 S·德瓦拉吉 S·莫汉 S·戈里桑卡尔 W·卡卡纳图·马修斯 于 2020-03-17 设计创作，主要内容包括：本主题提供了一种用于车辆(100)的同步制动系统(200)。脚踏制动杆(205)能够将制动致动力同步地传递到后轮制动器(135)和前轮制动器(130),脚踏制动杆(205)绕第一枢转轴线(F-F’)可移动地枢转到运动枢转构件(210)以致动任何一个制动器。运动枢转构件(210)可操作地连接到能够致动任何另一个制动器的第二致动构件(220)。第二致动构件(220)由枢转至运动枢转构件(210)的脚踏制动杆(205)的枢转反作用致动。辅止动件(235)能够限制运动枢转构件(210)的枢转运动超过预定转动程度。(The present subject matter provides a synchronous braking system (200) for a vehicle (100). The service brake lever (205) is capable of transmitting a brake actuation force synchronously to the rear wheel brake (135) and to the front wheel brake (130), the service brake lever (205) being movably pivoted about a first pivot axis (F-F') to the moving pivot member (210) to actuate either brake. The moving pivot member (210) is operably connected to a second actuating member (220) capable of actuating any other brake. The second actuating member (220) is actuated by the pivotal reaction of the foot pedal lever (205) pivoted to the moving pivot member (210). The secondary stop (235) is capable of limiting the pivotal movement of the moving pivot member (210) beyond a predetermined degree of rotation.)

1. A synchronous braking system (200) for a vehicle (100), the synchronous braking system (200) comprising:

a front wheel brake (130) capable of applying a braking force to one or more front wheels (110) of the vehicle (100);

a rear wheel brake (135) capable of applying a braking force to one or more rear wheels (115) of the vehicle (100);

an independent brake lever (151) mounted to a handlebar assembly (150) of the vehicle (100), the independent brake lever (151) coupled to either of the front wheel brake (130) and the rear wheel brake (135); and

a service brake lever (205) capable of transmitting a brake actuation force synchronously to the rear wheel brake (135) and to the front wheel brake (130), the service brake lever (205) being movably pivoted about a first pivot axis (F-F') to a moving pivot member (210) and being operatively connected to a first actuation member (215), the first actuation member (215) being capable of actuating either of the front wheel brake (130) and the rear wheel brake (135), the moving pivot member (210) being operatively connected to a second actuation member (220), the second actuation member (220) being capable of actuating either of the front wheel brake (130) and the rear wheel brake (135), in addition, the second actuation member (220) being actuated by a pivoting reaction of the service brake lever (205) pivoted to the moving pivot member (210), and is

The synchronous brake system (200) includes a secondary stop (235), the secondary stop (235) being configured to limit pivotal movement of the moving pivot member (210) beyond a predetermined degree of rotation.

2. The synchronous brake system (200) according to claim 1, wherein the service brake lever (205) comprises an output arm (208), the output arm (208) being coupled to the first actuating member (215) to directly actuate the any one of the front wheel brake (130) and the rear wheel brake (135) through the output arm (208).

3. The synchronous brake system (200) according to claim 1, wherein the moving pivot member (210) comprises a first pivot support (211), the first pivot support (211) pivotally supporting the foot brake lever (205), and the moving pivot member (210) pivots to a second pivot support (212), and the foot brake lever (205) is spring loaded, and a main stop (186) is provided to limit the pivotal movement of the foot brake lever (205) beyond a predetermined point when the foot brake lever (205) is released.

4. A synchronized brake system (200) according to claim 3, wherein the second pivoting support (212) is a fixed pivot fixed to a rigid member of the vehicle (100) and the first pivoting support (211) is a dynamic pivot point movable within a predetermined angle relative to the second pivoting support (212), and wherein a secondary stop (235) is provided to limit the pivotal movement of the moving pivoting member (210) beyond a predetermined point when the foot brake lever (205) is released.

5. Synchronous brake system (200) according to claim 1, wherein the second actuating member (220) connected to the moving pivot member (210) comprises a return spring having a preloaded balancing weight of at least the service brake lever (205).

6. The synchronous brake system (200) according to claim 4, wherein the moving pivot member (210) is fixedly pivoted to a frame member (105) of the vehicle (100) at a second pivot axis (S-S ') remote from the first pivot axis (F-F'), and wherein the secondary stop (235) is fixed to the frame member (105).

7. The synchronous brake system (200) according to claim 1 or 6, wherein the first pivot axis (F-F ') and the second pivot axis (S-S') are arranged parallel to each other.

8. The synchronous brake system (100) according to claim 1 or 2, wherein the output arm (208) of the foot brake lever (205) abuts a stop (214) in the non-actuated state of the foot brake lever (205), and the stop (214) is arranged on at least one of the moving pivot member (210) or a frame member (105) of the vehicle (100).

9. Synchronous brake system (200) according to claim 3, wherein the first pivoting support (211) and the second pivoting support (212) are arranged substantially parallel and extend in a transverse direction (RH-LH) of the vehicle (100).

10. The synchronous brake system (200) according to claim 1, wherein the brake system (200) comprises a tension member (255), one end of the tension member (255) being fixed to the moving pivot member (210), the other end of the tension member (255) being fixed to a frame member (105) of the motor vehicle.

11. A synchronous braking system for a vehicle (100), the synchronous braking system (200) comprising:

a front wheel brake (130) capable of applying a braking force to one or more front wheels (110) of the vehicle (100);

a rear wheel brake (135) capable of applying a braking force to one or more rear wheels (115) of the vehicle (100);

an independent brake lever (151) mounted to a handlebar assembly (150) of the vehicle (100), the independent brake lever (151) being coupled to any one of the front wheel brake (130) and the rear wheel brake (135); and

a synchronized brake lever mounted to said handlebar assembly (150) and configured to synchronously transmit a braking actuation force to said rear wheel brake (135) and said front wheel brake (130), said synchronized brake lever being movably pivoted about a first pivot axis (F-F') to a moving pivot member (210) and operatively connected to a first actuating member (215), said first actuating member (215) being configured to actuate either of said front wheel brake (130) and said rear wheel brake (135), said moving pivot member (210) being operatively connected to a second actuating member (220), said second actuating member (220) being configured to actuate either of said front wheel brake (130) and said rear wheel brake (135), further said second actuating member (220) being actuated by a pivoting reaction of said synchronized brake lever pivoted to said moving pivot member (210), and is

The synchronous brake system (200) includes a secondary stop (235), the secondary stop (235) being configured to limit pivotal movement of the moving pivot member (210) beyond a predetermined degree of rotation.

12. A method of operating a synchronous brake system (200), the method comprising the steps of:

-movably pivoting a service brake lever (205) about a first pivoting support (211) of a moving pivoting member (210), said service brake lever (205) being capable of transmitting a brake actuation force synchronously to said rear wheel brake (135) and to said front wheel brake (130);

directly actuating any one of a front wheel brake (130) and a rear wheel brake (135) of the vehicle by the foot brake lever (205);

pivoting the moving pivot member (210) about a second pivot support (212) that acts as a fixed pivot, a secondary stop (235) capable of limiting the pivoting movement of the moving pivot member (210); and

actuating any other of the front wheel brake (130) and the rear wheel brake (135) by a pivoting reaction of the foot brake lever (205) pivoted to the moving pivot member (210).

Technical Field

The present subject matter relates to the synchronous braking system provided in the patent application No. 201741006510, and provides improvements over the subject matter claimed in the aforementioned patent application.

Background

Over the past few decades, the two-wheeled vehicle industry has seen significant growth and development both in technology and in marketing. In addition, three-wheeled vehicles, such as tricycles, are also becoming increasingly popular and tend to provide riding postures similar to conventional two-wheeled vehicles. Two-wheeled vehicles, such as bicycles, motorcycles, scooters and light scooters, have successfully maintained their popularity in various levels of society as a result of continuing advances in technology. Different levels of society use two-wheeled vehicles for various purposes, such as recreational activities, transportation, and sporting activities, depending on their needs. Therefore, it becomes particularly important for the two-wheeled vehicle industry to continually develop and modify components of two-wheeled vehicles to accommodate the needs of different riders.

According to the same form of consciousness, various types of braking systems have been developed to facilitate the braking function in two-wheeled vehicles. Conventionally, a brake system that allows simultaneous actuation of a front brake and a rear brake when a single brake lever is applied is widely spread over the world.

Generally, a two-wheeled vehicle is provided with a pair of mechanically operated drum brakes. However, as braking technology has evolved, hydraulically operated drum brakes, disc brakes, or a combination of both have begun to be used. Also, in some applications, the disc brakes are mounted on the front and rear wheels. However, whether to use two disc brakes or one disc brake is determined primarily based on the capacity of the vehicle and the maximum load that the vehicle can carry. Generally, regardless of the type of brake used, the brakes may be actuated mechanically or hydraulically or by a combination of both.

Drawings

The detailed description is made with reference to the accompanying drawings. In the drawings, like features and components are denoted by like reference numerals.

Fig. 1 illustrates a right side view of an exemplary two-wheeled vehicle according to an embodiment of the present subject matter.

FIG. 2 illustrates a right side schematic view of a synchronous braking system according to an embodiment of the present subject matter.

Fig. 3 shows a perspective view of a synchronous brake system according to the embodiment shown in fig. 2.

FIG. 4 illustrates an exploded view of the synchronous braking system according to another embodiment as shown in FIG. 3.

FIG. 5 illustrates another perspective view of a synchronous brake system with selected components according to the embodiment shown in FIG. 4.

FIG. 6 depicts a side view of a synchronous braking system according to the embodiment shown in FIG. 4.

Detailed Description

Conventionally, two-or three-wheeled vehicles are provided with a braking system that decelerates or stops the vehicle. The braking system typically includes at least one brake assembly, such as a front wheel brake assembly and a rear wheel brake assembly for the front and rear wheels, respectively. Such brake assemblies may include, but are not limited to, a cam lever, a hinge pin, and a pair of brake shoes. Further, each of the front and rear wheel brake assemblies is connected to a brake lever for actuation. For example, a brake lever may be coupled to a pair of brake shoes for applying friction to each wheel of a two-wheeled vehicle when desired. The brake lever can be connected to the brake assembly in a variety of ways. For example, the brake lever may be connected to the brake assembly by a cable, brake lever or hose. In this case, one end may be fixed to the brake assembly and the other end may be fixed to the brake lever. Thus, actuation of the brake lever may result in actuation of the brake assembly, and subsequently the brake may be applied.

Typically, the front and rear wheels are provided with separate braking systems. During a braking operation, typically, the rider applies the rear wheel brakes alone. This is done because actuating both brake levers simultaneously can be inconvenient for the rider. Furthermore, when front wheel braking is applied, the small weight on the front wheels and the weight transferred towards the front wheels can cause the front wheels to brake suddenly and can cause the vehicle to pitch suddenly. Sudden bumps may affect ride quality and may disturb the balance and stability of the vehicle, causing accidents. On the other hand, however, it may be necessary to limit the braking force applied for braking the rear wheels to prevent the vehicle from slipping. Therefore, the deceleration experienced by the vehicle may also be limited, and subsequently, the stopping distance of the vehicle may be very large.

Conventionally, in order to solve the above-described problems, a brake system that allows simultaneous actuation of a front brake and a rear brake by applying a single brake lever has been developed. Such a brake system is capable of combining braking operations of the front wheel brakes and the rear wheel brakes by means of a single braking force transmission member, such as a rear wheel brake actuating member. Thus, such a brake system may allow a braking force to be applied to the front wheels as well as the rear wheels of the vehicle when a single braking force transmission member is actuated. Thus, the front wheel brake and the rear wheel brake can be applied simultaneously by actuating a single braking force transfer member (e.g., a rear wheel brake actuating member). In addition to being convenient for the rider, such a braking system can ensure an increased deceleration of the vehicle, and can subsequently reduce the stopping distance. Further, it should be understood that in a saddle type vehicle having such a brake system, a front wheel brake lever may also be provided to operate the front wheel brake independently.

Conventional two or three wheel vehicle braking systems typically include a hand brake for the wheel or a combination of a hand and foot brake. In the latter case, the front wheel brake is typically manually operated and includes a front wheel brake lever mounted on the handlebar of the two-wheeled vehicle for actuation, while the rear wheel brake is pedal-operated by a rear wheel brake pedal disposed close to the rider's foot pedal.

Generally, the rear brake lever is used as a combined brake power transmitting member. When the combined braking force transmitting member is actuated, the braking force is distributed to the front wheel brakes and the rear wheel brakes. Conventional corporation brake systems employ a large number of components and linkage mechanisms to connect the corporation brake lever to the rear wheel brake assembly and the front wheel brake assembly. For example, prior art brake systems involving simultaneous operation of front and rear wheel brakes include an additional lever, commonly referred to as an equalizer, a balancing element, or a pulley, etc., for connecting a combined brake force transmitting member to a brake actuating member, such as a brake cable or lever. The presence of the additional lever reduces the effective braking force. In particular, foot-operated braking systems involving longer brake actuation members may also experience transmission losses.

Thus, the weight of such a braking system can be very high. Since a large number of components are used which are made of a rigid material such as metal to withstand the braking force.

This large number of components makes the system heavy and requires a lot of space. In addition, in a motorcycle type vehicle, the vehicle has an appearance without decoration so that a brake system is exposed to the atmosphere. The presence of a large number of components subject to movement may cause the components to rust, fail or fail. In addition, some systems are provided with additional housings for enclosing the braking system. In addition, such heavy and complex braking systems with a large number of components may require additional cost and more maintenance and skilled mechanics. This situation may increase the maintenance cost of the vehicle.

Furthermore, service brake systems lack space on the vehicle for accommodating bulky arrangements such as power units, exhaust pipes, and main brackets surrounding the foot board. Furthermore, the brake system is close to the ground and exposed to dirt, dust and water which affect the life of the system. As a result, conventional braking systems may suffer from a lack of overall braking effectiveness, increased weight, and high cost.

Furthermore, brake feel and safety are two important aspects, and achieving both simultaneously is a challenge. In conventional braking systems, one of the two is included. However, to improve riding, users desire both braking feel and safety.

Therefore, there is a need for a simple, lighter weight, reliable and cost effective braking system. The braking system disclosed in the 201741006510 patent application attempts to solve the above-mentioned problems of the prior art. However, it uses a moving pivot member that is pivotally supported on the vehicle. However, the provided braking system tends to provide inconsistent free-play of the front brakes due to the undesirable pivotal movement of the moving pivot member. Furthermore, inconsistent free play can lead to a feeling of looseness (front feel) or premature locking of the front wheels, resulting in the driver losing control of the vehicle. This can lead to significant accidents as the function of the braking system is affected.

Furthermore, if the moving pivot member does not return to its intended position after the application of the brakes on a continuous use vehicle, there may be a certain amount of braking that is always applied to the front wheels (assuming the front wheel brakes are used as independent brakes), even when the driver does not actuate the brake levers. This can also lead to premature wear of the friction components of the brake, thereby shortening the service life of the brake. This also requires frequent replacement of the friction members, such as the brake pads. In addition, the braking system may provide excessive braking or insufficient braking as described above, thereby causing a significant accident. Alternatively, wear may result in excessive free play, which may reduce the effectiveness of the braking system, thereby potentially introducing a safety risk.

Furthermore, if the pivoting member is moved beyond the intended position after a brake application on a continuous use vehicle, there may be some additional at the front wheel brakeVoidsIt is assumed that the front wheel brake is used as an independent brake. Therefore, even when the driver actuates the brake lever, the braking force may not be transmitted to the front wheel, so that desired braking cannot be achieved. This may lead to unsafe riding conditions. The above problems and other problems of the prior art will be readily apparentIn a manually operated brake lever.

Accordingly, the present subject matter provides improvements to Synchronous Braking Systems (SBS) and addresses problems of the known art. The synchronous brake system is capable of applying braking forces to at least one front wheel and at least one rear wheel of a two-or three-wheeled vehicle upon application of a single brake lever, thereby providing improved braking feel and performance.

One aspect of the present subject matter is that the synchronous brake system includes a foot brake lever that is movably pivoted to the moving pivot member according to one embodiment. The term "movably pivotable" means that the foot brake lever is pivotable about a pivot point and is movable when the pivot point is a floating type pivot. The pivotal movement of the foot brake lever is limited by the main stop. The foot operated brake lever serves as a synchronized brake lever.

In one embodiment, a manual brake lever is used as a synchronizing brake lever.

In one embodiment, the primary stop constitutes a stop provided on a foot supporting structure that is part of a frame member of the vehicle. In other embodiments, the function of the primary stop may be performed by the moving pivot member. In another aspect, the foot brake lever is pivotable about the first pivot support and the foot brake lever pivots upon application of a force by a user. The foot brake lever includes an input arm and an output arm disposed at a first distance and a first angle therebetween and forming a first pivot support at a junction therebetween to provide a pivot reaction force.

In one aspect, the first actuating member is connected to an output arm of the foot brake lever, and the first actuating member is capable of actuating either of the front wheel brake and the rear wheel brake. The foot brake lever is spring-loaded and is capable of returning to an initial state upon release of the brake or release of a user-applied force. Furthermore, the main stop limits the rotation of the foot brake lever beyond a predetermined degree/angle, i.e. beyond the initial state/condition of the lever. In the present embodiment, the predetermined degree of rotation is a degree of rotation that moves the pivoting member 210 to a non-actuated state when the braking force applied to the front wheel brake is released.

On the other hand, actuation of the foot brake lever directly actuates the first actuating member, and in addition, the force provided by the first actuating member generates a pivoting reaction force at the first pivoting support. Advantageously, the first actuation member is actuated directly by the output arm, thereby providing an improved braking feel.

On the other hand, a pivoting reaction force acts on the moving pivot member that supports the foot pedal brake lever, thereby producing movement of the moving pivot member that includes movement of the first pivot support.

In another aspect, the synchronous brake system includes a guide member that provides a predetermined degree of freedom of movement for the moving pivot member.

One feature of the synchronous brake system is the inclusion of a secondary stop capable of limiting pivotal movement of the moving pivot member beyond a predetermined degree of rotation in at least one direction. In one embodiment, the moving pivot member is spring loaded by a torsion spring or an extension spring.

In one embodiment, the guide member is aligned with the second pivot axis, wherein the first pivot support having the first pivot axis is distal from the second pivot axis. Also, 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 by the second pivot support, the second pivot support being about the fixed pivot axis.

In the foregoing embodiment, the moving pivot member moves with a predetermined degree of freedom of movement, which is an angular movement about the second pivot support/second pivot axis.

In another embodiment, the foot brake lever is mounted on a moving pivot member, wherein the moving pivot member is operatively connected to the second actuating member itself. In this particular embodiment, the guide member is adapted to provide translational movement of the moving pivot member about the guide member. In this embodiment, the guide member is a tubular member fixed to the frame, and the tubular member preferably has a non-circular cross-section to provide one translational degree of freedom of movement.

In one aspect of the present subject matter, in one embodiment, the first and second pivoting supports are disposed on the base of the moving pivot member, wherein the first and second pivoting supports are arranged parallel to each other and extend outwardly in the vehicle lateral direction.

In another aspect, the connection of the first and second pivoting supports is disposed on a base that is disposed substantially in a vertical plane.

In another aspect, the first and second pivoting supports are coplanar in a vertical plane.

On the other hand, the second actuating member is preloaded with a return member to balance the effect of the weight of the foot brake lever acting downwards due to gravity, so that the foot brake lever remains in the desired portion during the non-operating state of the foot brake lever. In one embodiment, the restoring member is a spring.

Advantageously, the present subject matter provides an improved braking feel because the first actuating member is actuated directly by the foot brake lever and the second actuating member is actuated by the pivotal reaction of the foot brake lever. Since the user operates the synchronized brake lever similarly to the conventional brake lever, the brake feeling does not change significantly even after a long time use. Further, due to the auxiliary stopper, the locking of the lever or the change of the free gap even when the brake is released is eliminated, thereby improving safety.

Another advantage is that the present subject matter provides a simple synchronous brake system that is compact and lighter in weight, wherein the synchronous brake system can be housed in a compact vehicle such as a two-or three-wheeled vehicle. The weight of the system is substantially lighter, since the moving pivoting member has a smaller footprint, wherein in a side view the moving pivoting member substantially overlaps the foot brake lever (acting as a synchronizing brake lever).

Another advantage is that the synchronous braking system requires a minimum of components and thus requires a minimum of space.

Another advantage is that the synchronous braking system requires a minimum of components, which is cost effective and requires nominal maintenance skills.

In one embodiment, the synchronous braking system is disposed above and behind a foot support structure of the vehicle.

In one aspect of the present subject matter, a synchronous brake system is capable of actuating at least two brakes disposed on different wheels by operating a single control member, which is a foot brake lever. In one embodiment, the synchronous brake system is operated by a method of pivoting a service brake lever that is movably actuated about a first pivot support of the moving pivot member. The service brake lever is capable of transmitting a brake actuation force to the rear wheel brake and the front wheel brake synchronously during its application. Either one of the front wheel brake and the rear wheel brake of the vehicle is directly actuated by the output arm of the foot brake lever. The moving pivot member is caused to pivot about a second pivot support that serves as a fixed pivot provided on a rigid member such as a frame member. Any other of the front wheel brake and the rear wheel brake is actuated by a pivotal reaction of the foot brake lever pivoted to the moving pivot member.

One feature in one embodiment is that the stopper is provided with a stepped profile or a stepped cross section in which the thickness of the portion inward in the vehicle width direction is greater than the thickness of the portion outward in the vehicle direction, thereby reducing material while maintaining structural rigidity.

These and other advantages of the present subject matter will be described in more detail in the following description, taken in conjunction with the accompanying drawings and an embodiment of a two-wheeled saddle type motorcycle with a service rear brake.

Fig. 1 depicts a right side view of an exemplary vehicle 100, according to an embodiment of the present subject matter. The vehicle 100 includes a frame member 105 that supports front wheels 110 and rear wheels 115. The front and rear wheels 110 and 115 are rotatably supported by the front and rear suspension systems 120 and 125, respectively. In one embodiment, the rear wheel 115 is additionally supported by a swing arm (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. In the present embodiment, the front wheel brake 130 is a disc brake. However, the front wheel brakes 130 may be drum brakes or disc brakes that are actuated using hydraulic actuation, mechanical actuation, or a combination of hydraulic and mechanical actuation.

In the present embodiment, the power unit 140 is mounted on the front portion of the frame member 105, and is disposed substantially below the fuel tank 145 and behind the front wheels 110. The power unit 140 is coupled to a transmission system (not shown) for transmitting power to the rear wheels 115. Further, a carburetor or a fuel injection system or the like (not shown) supplies an air-fuel mixture to the power unit 140 including the internal combustion engine. Further, the front wheel 110 is pivotally supported by the frame member 105, and the handlebar assembly 150 is functionally connected to the front wheel 110 to steer the vehicle 100. The handlebar assembly 150 supports an instrument cluster, vehicle controls including a throttle, clutch or electrical switch. In addition, the handlebar assembly 150 supports at least one brake lever 151. The vehicle 100 includes another lever, which is a foot brake lever 205, disposed adjacent the rider foot support structure 185. In the depicted embodiment, a foot brake lever 205 is used as the synchronizing brake lever 205. Thus, the terms service brake lever 205 and synchronized brake lever 205 are used interchangeably.

Further, a seat assembly 155 is mounted to the frame member 105 and disposed rearward of the fuel tank 145. A rider may operate the vehicle 100 in a seated position on the seat assembly 155. Further, the vehicle 100 includes a pair of rider foot support structures 185 arranged on either side of the vehicle 100 for the user to rest the feet. The rider foot support structure 185 extends in the lateral direction RH-LH of the vehicle 100 and is secured to the frame member 105 of the vehicle 100.

Further, 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. Further, the vehicle 100 is provided with a plurality of panels 170, 171 mounted on the frame member 105 and covering the frame member 105 and/or components of the vehicle 100. Further, the vehicle 100 includes headlights 175 and tail lights 180. In addition, the vehicle 100 employs a number of mechanical, electrical, and electromechanical systems, including an anti-lock braking system, a vehicle safety system, or an electronic control system. The vehicle 100 also employs a synchronous braking system 200.

Fig. 2 shows a right-side schematic view of a synchronous braking system 200 employed on a vehicle, according to an embodiment of the present subject matter. The synchronous brake system 200 is a foot-operated synchronous brake system including a front wheel brake 130, and the front wheel brake 130 is capable of applying a braking force to the front wheels 110 of the vehicle 100. In one embodiment, front wheel brake 130 is a drum brake assembly that is actuated by a mechanically actuated member, including a brake cable or lever, or a hydraulically actuated member, including a brake hose. In another embodiment, the front wheel brakes 130 may be disc brakes actuated by mechanical or hydraulic actuation members.

Similarly, the rear wheel brake 135 is able to apply a braking force to the rear wheels 115 of the vehicle 100. In one embodiment, the front wheel brakes 130 are drum brake assemblies that are actuated by a mechanical actuation member including a brake cable or lever or by a hydraulic actuation member including a brake hose. In another embodiment, the rear wheel brakes 135 may be mechanical actuation members including brake cables, or disc brakes actuated by mechanical or hydraulic actuation members.

The service brake lever 205 is capable of transmitting a brake actuation force synchronously to the front wheel brake 130 and the rear wheel brake 135. The foot brake lever pivots to the motion pivot member 210. In the present embodiment, the moving pivot member 210 includes a first pivot support 211, the foot pedal brake lever 205 is pivotally mounted about the first pivot support 211, and the foot pedal brake lever 205 is pivotable about a first pivot axis F-F' that coincides with the axis of the first pivot support 211 (as shown in FIG. 3). The foot brake lever 205 is operatively connected to a first actuating member 215, the first actuating member 215 being capable of actuating either of the front wheel brake 130 and the rear wheel brake 135. In this embodiment, the first actuating member 215 is a rear brake lever 215 having one end operatively connected to the output arm 208 of the foot brake lever 205 and the other end connected to the rear wheel brake 135.

In the preferred embodiment, the foot brake lever 205 includes an input arm 206 and an output arm 208. The input arm 206 comprises a pedal foot peg 207 by means of which the user actuates a pedal brake lever 205 arranged at the front end. In this embodiment, the input arm 206 and the output arm 208 are arranged at an angle relative to each other to provide a pivoting reaction at the first pivoting support 211. This enables a force to be exerted on the moving pivot member 210. In the present embodiment, the front wheel brake 130 is operatively connected to the moving pivot member 210, wherein during actuation of the foot pedal lever 205, the front wheel brake 130 is actuated by movement of the moving pivot member 210 due to a pivotal reaction at the first pivot support 211. The moving pivot member 210 is connected to the front wheel brake 130 by a second actuating member 220.

Fig. 3 depicts a rear perspective view of a synchronous brake system 200 employed on a vehicle according to an embodiment as depicted in fig. 2. In this embodiment, the first pivot support 211 is a pin or cylindrical member disposed on the moving pivot member 210, the moving pivot member 210 pivotally supporting the foot brake lever 205. The first pivoting support 211 is a movable pivoting member due to a pivoting reaction force acting at the first pivoting support 211. In this embodiment, the moving pivot member 210 that supports the pedal brake lever 205 is fixedly pivoted to the frame member 105 by a second pivot support 212. The second pivoting support 212 serves as a guide member. The moving pivot member 210 is mounted to the pivot bracket 108 of the frame member 105, with the pivot bracket 108 being secured to the main tube 107 of the frame member 105, the main tube 107 extending rearwardly and downwardly from the head tube 106 and around at least the outer periphery of the power unit 140.

Actuation of the foot brake lever 205 generates a pivoting reaction force at the first pivoting support 211. The first pivoting support 211 fixed to the moving pivoting member 210 exerts a force on the moving pivoting member 210. Further, the moving pivot member 210 is fixedly pivoted to the second pivot support 212, and a pivot reaction force acting on the moving pivot member 210 enables the moving pivot member 210 to move. Further, the moving pivot member 210 angularly rotates about the second pivot axis S-S' with a predetermined degree of freedom of movement provided thereto. Specifically, in the present embodiment, the pivot reaction force enables the moving pivot member 210 to perform angular rotation in the clockwise direction.

In another similar embodiment, the moving pivot member 210 rotates in the counterclockwise direction according to the input and output positions of the pivot reaction force. Further, 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. In addition, the synchronous brake system 200 has a secondary stop 235 (shown in fig. 4) that can limit the rotational/pivotal movement of the moving pivot member 210. In one embodiment, the second actuating member 220 is pulled to actuate the front wheel brake 130. For example, the second actuating member 220 may be a cable that includes an outer sheath 221 and an inner cable 222 (shown in fig. 2), wherein the inner cable is slidable about the outer sheath 221.

In another embodiment, the second actuating member 220 is a brake cable that extends upwardly from the movement pivot member 210 and forwardly toward the head tube 106. In another embodiment, the second actuating member 220 extends forwardly and obliquely upwardly toward the head tube 106 of the frame member 105.

FIG. 4 depicts an exploded view of the synchronous brake system 200 according to the embodiment depicted in FIG. 3. The pivot bracket 108 of the frame member 105 is provided with a second pivot support 212. Second pivoting support 212 is secured to frame member 105, with second pivoting support 212 extending outwardly in the lateral direction RH-LH of vehicle 100. Second pivot support 212 has a fixed pivot axis and second pivot support 212 pivotally supports moving pivot member 210, wherein moving pivot member 210 is pivotable about second pivot axis S-S' of second pivot support 212. The moving pivot member 210 includes a first pivot support 211, wherein the first pivot support 211 pivotally supports the pedal brake lever 205, and the first pivot support 211 is a moving pivot. Thus, the second pivoting support 212 is a fixed pivot fixed to a rigid member of the vehicle 100, and the first pivoting support 211 acts as a dynamic pivot point movable within a predetermined angle relative to the second pivoting support 212. The secondary stop 235 is provided to limit the pivotal movement of the moving pivot member 210 beyond a predetermined point when the foot brake lever 205 is released.

The moving pivot member 210 includes a connection portion 225, and the second actuating member 220 is connected at the connection portion 225. In the present embodiment, the inner cable 222 of the second actuating member 220 is connected to the moving pivot member 210 at a connection 225.

The foot brake lever 205 is pivotable about a first pivot axis F-F' and the pivotal movement/rotation of the foot brake lever 205 in one direction is limited by a spring member having one end fixed to the frame member 105 and the other end connected to the foot brake lever 205. In addition, the stop limits the pivotal movement of the foot brake lever 205 beyond a predetermined degree in the other direction. In the present embodiment, the boss member 214 functions as a stopper, and the abutment portion 209 of the foot brake lever 205 abuts against the boss member 214. A stop is provided on at least one of the motion pivot member 210 or the frame member 105 and limits movement of the foot brake lever beyond a predetermined degree of movement in the non-actuated state of the foot brake lever 205. Furthermore, in one embodiment, the main stop 186 shown in FIG. 5 also serves as a stop that limits the pivotal movement of the foot brake lever 205.

Further, a secondary stopper 235 is fixedly provided on the frame member 105. In this embodiment, the secondary stop 235 is disposed on the pivot bracket 108, wherein the secondary stop 235 protrudes outward from the pivot bracket 108. The auxiliary stopper 235 limits the pivotal movement of the moving pivot member 210 beyond a certain point or beyond a predetermined degree of rotation. Especially when the brake is released, the moving pivot member 210 is retracted to its original position, and its movement is restricted by the secondary stopper 235. The moving pivot member 210 is spring loaded by providing a torsion spring (not shown) or the like that enables retraction. The torsion spring exerts a force on the moving pivot member 210, thereby rotating the moving pivot member 210 to reach the initial position until abutting the secondary stop 235.

In the present embodiment, the Synchronous Braking System (SBS)200 is disposed above and behind the rider foot support structure 185. Thus, the SBS 200 is positioned substantially upward from the ground and away from dirt, dust, and water. The input arm 206 of the foot brake lever 205 extends downward from the first pivotal support 211 and forward of the rider foot support structure 185. The output arm 208 extends upward from the first pivot support 211. The first actuating member 215, which is a brake lever, pivots to the output arm 208.

In this embodiment, the second actuating member 220 includes an outer cable/sheath 221 and an inner cable 222. An outer cable 221 having two ends is fixed to the frame member 105 by one end. One end of the inner cable 222 is connected to the moving pivot member 210, and the other end is operatively connected to the front wheel brake 130. Moreover, in a preferred embodiment, the second actuating member 220 comprises a restoring member (not shown) having at least the preloaded balance weight of the foot brake lever 205. The restoring member may be a return spring. This enables the foot brake lever 205 to be held in a predetermined position when in a non-engaged state.

Further, FIG. 5 depicts a perspective view of the synchronous brake system 200 with selected components, according to an exploded view of selected components of the service synchronous brake system 200 of the embodiment shown in FIG. 4. The first pivot axis F-F 'and the second pivot axis S-S' are arranged parallel to each other. Second actuating member 220 is connected to moving pivot member 210 at pivot output 213. First pivot support 211 provides an input force to moving pivot member 210 to provide a pull output at pivot output 213. The second actuating member 220 connected to the moving pivot member 210 is actuated due to a pivot reaction force acting thereon, thereby pulling the inner cable 222 to actuate the front wheel brake 130. The tension member 255 is provided in the brake system 200. One end of the tension member 255 is connected to the mounting provider 250 on the moving pivot member 210 and the other end of the tension member 255 is connected to the frame assembly 105. In the depicted embodiment, the tension member 255 may be fixed to the pivot bracket 108. Thus, when the foot brake lever 205 is released, the tension member 255 provides the moving pivot member 210 with the return force required to rotate about the second pivot axis S-S'. In one embodiment, the tension member 255 is an extension spring that causes retraction during brake force release as the extension spring undergoes expansion and thereby produces a pulling characteristic. In addition, the moving pivot member 210 reaches its initial state and rests on the secondary stop 235. Furthermore, from the rest position of the moving pivoting member 210, the free play of the brake system can be corrected/set to a desired value. This will ensure consistent braking performance of the braking system and easy free play adjustment.

Moving pivot member 210 includes a boss member 214 provided for fixedly pivoting moving pivot member 210 to second pivot support 212. In the present embodiment, 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 an output 213 connected to a second actuating member 220 by an inner cable 222 connected thereto, and an 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 a first pivot support 211, and a boss member 214 is provided on the base portion 210B. The second pivot axis S-S' coincides with the axis of the boss member 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 and second pivoting supports 211 and 212 extend outward in the transverse RH-LH direction of the vehicle 100.

Further, the main stopper 186 limits the pivotal movement of the foot brake lever 205 beyond a predetermined degree of movement. In the present embodiment, the boss member 214 additionally functions as a stopper. A stop is provided on at least one of the movement pivot member 210 or the frame member 105 that limits movement of the foot brake lever beyond a predetermined degree of movement in the non-actuated state of the foot brake lever 205.

FIG. 6 depicts a side view of a synchronous braking system according to the embodiment of FIG. 4. The main stop 186 is disposed at the bottom of the rider foot support structure 185. The movement of the foot brake lever 205 is limited by the main stopper 186, wherein when the foot brake lever 205 is released, an elastic member (not shown) provided on the foot brake lever 205 will travel only to an imaginary main line 191, which is a horizontal line 191. Similarly, the secondary stop 235 includes an imaginary secondary line 190 therethrough, the imaginary secondary line 190 being a horizontal line. Due to the auxiliary stopper 235, the moving pivot member 210 can move to the imaginary auxiliary line 190. In one embodiment, the stop is provided with a stepped cross-section to save material without affecting structural rigidity, and at the same time to maintain the required clearance with adjacent components for assembly/assembly processes, as well as for maintenance.

It should be understood that aspects of the embodiments are not necessarily limited to the features described herein. Many modifications and variations of the present subject matter are possible in light of the above disclosure. Therefore, within the scope of the claims of the present subject matter, the disclosure may be practiced other than as specifically described.

List of reference numerals:

virtual main line of 100 vehicles 191

105 frame member 200 synchronous braking system

106-head pipe 205 pedal brake rod

107 main tube 206 input arm

108 pivoting bracket 207 foot peg

110 front wheel 208 output arm

115 rear wheel 209 abutment

Front 120 suspension system 210 motion pivot member

125 rear suspension system 211 first pivoting support

130 front wheel brake 212 second pivot support

135 rear wheel brake 213 output

140 power unit 214 boss member

145 first actuation member of fuel tank 215

150 handlebar assembly 220 second actuating member

151 independent brake lever 221 external cable

155 seat assembly 222 internal cable

160 front mudguard 225 connecting part

165 rear mudguard 230 main bracket

170/171 Panel 235 auxiliary stop

175 headlamp 240 main support

180 tail lamp 250 mounting and providing part

185 foot support structure 255 tension member

186 primary stop F-F' first pivot axis

190 imagine the secondary line S-S' second pivot axis.