TECHNICAL FIELD

The present invention relates to combined brake system for a motorcycle. More particularly, the present invention relates to a combined brake system for a straddle or saddle type small motorcycle such as a scooter. The combined brake system of the present invention uses simple and cost effective structure with certain quality.

BACKGROUND ART

Recently, it's gradually become well-known that a combined brake system for motorcycle enables the motorcycles to have the front and rear brakes operate together through operation of a single brake lever, similar to the braking system of a car. An example of such a combined brake system for motorcycles is disclosed in Japan Patent No. 5730275. The combined brake system includes a left brake lever (17) operating a front and rear brake mechanism (15, 16) through an equalizer (53) that operates left master cylinder (37) for activating the front hydraulic brake (15). Also, the left brake lever (17) is linked to a brake cable (35) for operating rear mechanical brake (16) A brake lock lever (39) is mounted close to said equalizer (53) for locking the left brake lever (17), so as to park the motorcycle with brake engaged.

DISCLOSURE

Technical Problem

In the disclosure of Japan Patent No. 5730275, this combined brake system is somewhat expensive because it uses a hydraulic master cylinder to activate the front hydraulic brake. There are also other well-known and reasonably less expensive systems, such as a combined brake system which uses two wires for activating the front and rear brake mechanisms. Such a system requires that the equalizer shall be moved smoothly to pull the two wires, and the equalizer is covered effectively against water and dust. However, the brake lock lever of this prior art only discloses covering a front portion of equalizer because this combined brake system is not of a two-wire type and this equalizer activates only the master cylinder.

Accordingly, the present invention can provide a simpler and at a more reasonable cost, better and/or improved combined brake system for a motorcycle, while addressing the aforementioned problems of the prior art. Technical Solution

The present invention according to claim 1 is a combined brake system for motorcycle, comprising: a combined brake lever for actuating a front brake mechanism and a rear brake mechanism; a combined brake equalizer for distributing a braking force from said combined brake lever to said front and rear brake mechanisms; a combined brake bracket for supporting said combined brake lever and covering at least a top portion of said combined brake equalizer; and a brake lock lever mounted to said combined brake bracket for locking said combined brake lever in an actuated position, characterized in that: said combined equalizer is connected to said front and rear brake mechanisms by wire; and said brake lock lever has an extension portion covering a bottom portion of said combined brake equalizer. The present invention according to claim 2 has, in the combined brake system of claim 1 , a further characteristic in that said brake lock lever comprises a locking pin for engaging with said combined brake equalizer for operating a parking brake; and said combined brake equalizer includes a hooking portion formed at the front portion thereof for engaging with said locking pin.

The present invention according to claim 3 has, in the combined brake system of claim 2, a further characteristic in that said combined brake lever comprises a finger rest portion for receiving the user's finger when holding said combined brake lever, wherein an outer end of said brake lock lever is ended before the position of said finger rest portion.

The present invention according to claim 4 has, in the combined brake system of claim 1 , a further characteristic in that said combined brake lever comprises a covering portion that is extended forward at the front of said combined brake lever for covering the front portion of said combined brake equalizer, wherein said covering portion is extended toward the inner surface of said brake lock lever.

The present invention according to claim 5 has, in the combined brake system of any one of claims 1 to 4, a further characteristic in that said brake lock lever comprises an extension portion for covering a bottom portion of said combined brake equalizer. The present invention according to claim 6 has, in the combined brake system of claim 5, a further characteristic in that said extension portion comprises an area for receiving a label. Advantageous Effects

According to the invention disclosed in claim 1 , as the equalizer is of a two-wire type to activate front and rear brake mechanisms, the combined system cost is reasonable and suitable for a small motorcycle. In this two-wire type equalizer, the upper side of the equalizer is covered by the combined brake bracket and the bottom side is covered by the extending portion of the brake lock lever. Thus, such two-wire type equalizer is protected from water and dust effectively by the combined brake bracket and brake lock lever, allowing the equalizer to be moved smoothly.

According to the invention disclosed in claim 2, the locking pin and hooking portion are arranged closely together such that the amount of movement to engage them is small. This enables them to be quickly engaged together and provides easy parking brake operation, and allows the brake lock lever to be designed more compactly.

According to the invention disclosed in claim 3, the outer end of the brake lock lever is ended before the position of the finger rest portion of the combined brake lever. Thus, it enables the user to accurately hold the combined brake lever without any interruption by the outer end or any portion of the brake lock lever.

According to the invention disclosed in claim 4, the covering portion is formed to extend and cover at front portion of the combined brake equalizer. Thus, the combined brake lever provides certain protection to the combined brake equalizer. Accordingly, by extending toward the inner surface of the brake lock lever, the covering portion prevents water from directly entering into and causing damage to the combined brake equalizer, such as due to rain, motorcycle washing or getting wet, or other conditions.

According to the invention disclosed in claim 5, the extension portion covers an exposed bottom portion of the equalizer, protecting the equalizer from any external impact coming from underneath the brake lock lever. The extension portion provides a partial opening to the equalizer that allows water to be eliminated from the equalizer. According to the invention disclosed in claim 6, the area of the extension portion can be effectively utilized to fit or paste a warning label or sticker. The warning- label or sticker can warn the rider and/or repairman of the motorcycle not to adjust the equalizer and other components and mechanisms of the combined brake system.

Brief Description of the Drawings

FIG. 1 is a left side view of a representative motorcycle having a combined brake system, in accordance with an embodiment of the present invention. FIG. 2 is a front view of the combined brake system, in accordance with an embodiment of the present invention.

FIG. 3 is a top planar view showing portions of the combined brake system in an unlocked condition, in accordance with an embodiment of the present invention.

FIG. 4 is the top planar view showing portions of the combined brake system when holding a combined brake lever, in accordance with an embodiment of the present invention. FIG. 5 is the top planar view showing portions of the combined brake system in a locked condition, in accordance with an embodiment of the present invention.

FIG. 6 is a bottom view showing portions of the combined brake system in an unlock condition, in accordance with an embodiment of the present invention.

FIG. 7 is a bottom view showing portions of the combined brake system in a lock condition, in accordance with an embodiment of the present invention.

FIG. 8 is a front view showing portions of the combined brake system, in accordance with an embodiment of the present invention.

FIG. 9 is a sectional view of the combined brake system along section line A- A of FIG. 3, showing interior portions of the combined brake system, in accordance with an embodiment of the present invention. FIG. 10 is a sectional view of the combined brake system along section line B-B of FIG. 3, showing interior portions of the combined brake system, in accordance with an embodiment of the present invention. FIG. 1 1 is a sectional view of the combined brake system along section line C-C of FIG. 5, showing interior portions of the combined brake system, in accordance with an embodiment of the present invention.

FIG. 12 is a sectional view of the combined brake system along section line D-D of FIG. 5, showing interior portions of the combined brake system, in accordance with an embodiment of the present invention.

Detailed Description of Example Embodiments

The following describes in an exemplary or representative embodiment of the present invention with reference to the drawings.

With reference to FIG. 1, a motorcycle 100 having a combined brake system 200 includes an underlying structural frame that is formed from a set of frame elements, tubes, or pipes. The motorcycle 100 includes a head pipe 102 for providing steering capabilities to the rider. The head pipe 102 is connected to and supports a front fork 104 and allows the front fork 104 to pivot. An outer front fork 106 is coupled to the front fork 104, and supports a front axle 108. The front axle 108 supports a front wheel 110 that carries a front tire 1 12. A front fender 114 is disposed above the front tire 1 12 for substantially preventing mud, debris, and water that has been picked up from the surface beneath the motorcycle 100. A handlebar 202 having a pair of handle grips 204L,R is mounted to the steering head pipe 102. The rider can grasp the handle grips 204L,R and pivotally rotate them about a steering axis to turn the front wheel 110 left or right, accordingly with the handle grip 204R coupled with the throttle to accelerate an engine power, thereby riding and controlling the motorcycle's direction of travel.

A handle cover structure 103 is divided into a front handle cover 103a and a rear handle cover 103 b for covering the handle bar 202 and mounting a pair of back mirror 144L,R. A front cover 1 15 and a rear cover 113 are mounted each other to cover the head pipe 102. Particularly, a head light 1 17 and a winker light 1 19 are housed into the front cover 115 for projecting the lights. A seat 118 is openable to access storage and is disposed above a center cover 116. A step floor 120 is provided, on which the rider's feet reside when the motorcycle 100 is ridden. A pair of passenger steps 122L,R support the passenger's feet when the passenger is positioned on the rear side of the seat 118, and a grab rail 124 disposed behind the seat 118 at the rear of the motorcycle 100 is configured for grasping by the passenger's hand(s). A tail light 126 is positioned below the grab rail 124, rearward of the seat 118.

An engine unit 128 is positioned below the seat 118. The engine unit 128 is configured to generate propulsion or driving force that is deliverable to a rear wheel 130 supported on a rear axle 132 of the motorcycle 100 by way of a transmission coupled to a drive mechanism. The rear wheel 130 circumferentially carries a rear tire 134, which communicates the engine unit's driving force to an underlying surface or ground plane on which the motorcycle 100 can be driven. In the embodiment shown, the drive mechanism is a belt, which is disposed beneath a belt converter cover 136. The engine unit 128 additionally includes an exhaust system that includes an exhaust pipe coupled to a muffler.

The motorcycle 100 is equipped with an air cleaner 121 for supplying filtered air through an air intake passage. Rear cushion 138 absorb the swing motion of the rear tire 134 and rear wheel 130 generated by bumps and vibrations to provide improved ride and motorcycle handling characteristics. A rear fender 140 is disposed above the rear tire 134 and below and rearward of the seat 118 for substantially preventing mud, debris, and water that has been picked up during running of the motorcycle 100. A side stand 142 is coupled downward of the belt converter cover 136 to park the motorcycle 100.

In various embodiments of the present invention, the combined brake system 200 of the motorcycle 100 includes a front brake mechanism 206 and a rear brake mechanism 208 to slow and/or stop the front and rear wheels 110, 130 of the motorcycle 100, respectively. In a representative embodiment as shown in FIG. 2, the front brake mechanism 206 is operable at the right of the handle bar 202. The front brake mechanism 206 is operated by a brake lever 216 that is swingably mounted to a brake bracket 212, which is in turn mounted to the right handle bar 202R. A linkage structure 213 is mechanically mounted to the brake lever 216 for mechanically operating the front brake mechanism 206. The front brake mechanism 206 is a fluidic brake operable by pressurized fluid, e.g. oil. A fluid box 214 is mounted to the brake bracket 212 as to store the fluid for operating the fluidic brake. Alternatively, the fluidic brake may be a type of pneumatic brake operable by compressed air. A master cylinder 215 is mounted to the brake bracket 212 and comprises a moveable plunger (not shown) formed inside as to move the fluid by pressure. For operation of the front brake mechanism 206, the brake lever 216 is actuatable by the right hand of the rider, thereby causing the linkage structure 213 to be mechanically moved. Then, the linkage structure 213 has a knock portion (not shown) that will knock and press against the fluid stored in the fluid box 214 and exert pressure on the plunger. As such, the plunger will be moved for pressurizing the fluid to operate a front caliper 211 to catch with a front brake disc 210 and generate the brake force to the front wheel 1 10.

Correspondingly, the rear brake mechanism 208 is operable at the left handle bar 202L and further comprises a mechanical brake operable by a mechanical linkage. The mechanical brake includes a rear brake drum 220 for generating the brake force to the rear wheel 130. The rear brake mechanism 208 is part of the combined brake system 200 that operates both the front and rear brake mechanisms 206, 208. The combined brake system 200 is operable by a combined brake lever 224 that is positioned forward of the left handle grip 204L and swingably mounted to a combined brake bracket 230, which is in turn mounted to the left handle bar 202L. A combined brake equalizer 234 is located inside the combined brake bracket 230 and is moveably mounted to the combined brake lever 224 for coupling with the mechanical linkage.

The combined brake lever 224 is actuatable by the left hand of the rider, thereby causing the mechanical linkage to operate the mechanical brake at the rear brake mechanism 208 for the rear wheel 130. The mechanical linkage is a rear brake line 226, including a wire or cable 226a stored therein, connected to the rear brake mechanism 208 for operation thereof by actuation of the combined brake lever 224. When the combined brake lever 224 is actuated, the rear brake line 226 is actuated and causes a rear brake caliper to catch with the rear brake disc 220 and generate brake force applied to the rear wheel 130 for deceleration thereof.

The combined brake system 200 thus includes a front brake mechanism 206 which is or comprises a fluidic brake, and a rear brake mechanism 208 which is or comprises a mechanical brake. The fluidic brake and the mechanical brake are fundamentally different - the fluidic brake works by way of pressurized fluid, and the mechanical brake works by way of movement of linkages. The use of two different brakes for the combined brake system 200 provides a redundancy measure thereto, particularly as a fail-safe measure in the event that one of the front brake mechanism 206 and rear brake mechanism 208 fails. For example, the fluidic brake may fail due to fluid leakage, or the mechanical brake may fail due to wear and tear in the linkage(s). Thus, the use of fundamentally different types of brakes in the combined brake system 200 advantageously leads to an improvement in reliability. Further, this achieves the use of a single master cylinder 215, which is less expensive than using multiple master cylinders.

The combined brake system 200 further comprises a combined brake line 228 including a wire or cable 228a stored therein, connected from the rear brake mechanism 208 to the front brake mechanism 206. Specifically, the combined brake line 228 is connected from the combined brake equalizer 234 to the linkage structure 213. The combined brake line 228 is also configured for operation of the front brake mechanism 206. When the combined brake lever 224 is held by the rider, the combined brake lever 224 will cause the combined brake equalizer 234 to be moved suddenly, with the movement degree generated by the rider holding the combined brake lever 224. Once the combined brake equalizer 234 moves, the combined brake line 228 will be moved accordingly and pull the linkage structure 213. As a result, the front brake mechanism 206 is operated at the same time with the operation of the rear brake mechanism 208, enabling efficient simultaneous operation of both brakes. The combined brake system 200 further comprises a brake lock lever 232 moveably, e.g. swingably / rotatably / pivotally, mounted to the combined brake bracket 230. The brake lock lever 232 is configured for holding and locking the combined brake lever 224 in an actuated position. For example, when the rider depresses or actuates the combined brake lever 224 (into the actuated position) for operating the front brake mechanism 206 and rear brake mechanism 208, the brake lock lever 232 can be depressed or actuated to lock the actuated combined brake lever 224 in the actuated position. The brake lock lever 232 in its actuated or locked position prevents the combined brake lever 224 from returning to the unactuated position, thereby maintaining operation of the front brake mechanism 206 and rear brake mechanism 208. The rider can thus leave the motorcycle 100 knowing that the brakes for the front wheel 110 and rear wheel 130 are in operation, i.e., the parking brake of the motorcycle 100 has been activated by locking the front and rear wheels 110, 130.

Referring to FIGs. 3 and 6, which show the combined brake lever 224 and brake lock lever 232 in the unlocked position, the combined brake system 200 comprises a distribution mechanism having the combined brake equalizer 234. The combined brake equalizer 234 is moveably, e.g. swingably / rotatably / pivotally, supported on the combined brake lever 224. The combined brake equalizer 234 comprises the rear brake line 226 connected to the rear brake mechanism 208 for operation thereof by actuation of the combined brake lever 224. The combined brake equalizer 234 further comprises the combined brake line 228 connected to the linkage structure 213, wherein the combined brake line 228 is configured for operation of the front brake mechanism 206 by actuation of the combined brake lever 224. Thus, the combined brake lever 224 is actuatable for simultaneously operating, via the combined brake equalizer 234, both the front brake mechanism 206 and rear brake mechanism 208 for the front wheel 1 10 and rear wheel 130, respectively.

As shown in FIG. 3, the combined brake system 200 comprises a pair of brake holders 236 that are mounted to the brake bracket 212 and the combined brake bracket 230 via a pair of mounting bolts 236a. The combined brake lever 224 is moveably mounted to the combined brake bracket 230. Specifically, the combined brake lever 224 is swingably / rotatably / pivotally mounted to a first supporting mount 238 of the combined brake bracket 230, such that the combined brake lever 224 is swingable / rotatable / pivotable with respect to the first supporting mount 238, e.g. a shaft / bolt / pin 238a, for actuation of the combined brake lever 224. The brake lock lever 232 is swingably / rotatably / pivotally mounted to a second supporting mount 240 of the combined brake bracket 230, such that the brake lock lever 232 is swingable / rotatable / pivotable with respect to the second supporting mount 240, e.g. a shaft / bolt / pin 240a, for actuation of the brake lock lever 232. Referring to FIG. 6, the equalizer 234 is moveably mounted to the combined brake bracket 230. Specifically, the equalizer 234 is swingably / rotatably / pivotally mounted to a centre supporting mount 242 of the combined brake lever 224, such that the centre supporting mount 242, e.g. a shaft / bolt / pin 242a, wherein the combined brake lever 224 coupled with the centre supporting mount 242 are configured for pivotally supporting equalizer 234. When the rider actuates the combined brake lever 224, the centre supporting mount 242 will be moved in accordance with the movement degree depressed by the rider and finally make the combined brake equalizer 234 move accordingly to pull the combined brake equalizer 234. The combined equalizer 234 is swingable / rotatable / pivotable with respect to the centre supporting mount 242 as a result of actuation of the combined brake lever 224. The rotation / movement of the combined brake equalizer 234 is illustrated in FIGs. 4 and 5. FIGs. 10 and 11 illustrate partial sectional views of the combined brake system 200 along the section lines A- A and B-B, respectively, of FIG. 3. The first supporting mount 238 is positioned rearward of the second supporting mount 240, and the centre supporting mount 242 is positioned between the first supporting mount 238 and second supporting mount 240. FIG. 9 further shows that the first supporting mount 238 comprises a bolt 238a and a nut 238b for providing the swinging / rotating / pivoting axis to the combined brake lever 224. The combined brake equalizer 234 comprises a hook portion 244 extending forward therefrom. The hook portion 244 is formed at the front end as a hook-shape and is moveable together with the combined brake equalizer 234 as a result of actuation of the combined brake lever 224, i.e., rotation thereof with about the second supporting mount 240. The brake lock lever 232 comprises a locking pin 246 disposed extending internally across the brake lock lever 232. The locking pin 246 is moveable as a result of actuation of the brake lock lever 232, i.e., rotation thereof with respect to the second supporting mount 240. As shown in FIG. 10, the locking pin 246 is positioned to be parallel to the second supporting mount 240, but other positions are possible as would be readily understood by the skilled person.

The actuation of both the combined brake lever 224 and the brake lock lever 232 correspondingly actuates or moves the hook portion 244 of the equalizer 234 and the locking pin 246 of the brake lock lever 232. The locking pin 246 and hook portion 244 are engageable with each other for locking the combined brake lever 224. Particularly, the locking pin 246 is configured for engagement with the hook portion 244 for locking the combined brake lever 224 in the actuated or locked position, thereby activating the parking brake of the motorcycle 100. The engaging structures, i.e., the locking pin 246 and hook portion 244, are arranged or positioned closely together such that the degree or amount of movement between the locking pin 246 and the hook portion 244 is small. This enables the engaging structures to be quickly engaged together and provides easy parking brake operation. Further, the close proximity between the locking pin 246 and the hook portion 244 allows the brake lock lever 232 to be designed more compactly. With reference to FIG. 10, the combined brake equalizer 234 comprises a first engaging hole 248 for engagement with the rear brake line 226, and a second engaging hole 250 for engagement with the combined brake line 228, respectively. The combined brake equalizer 234 further comprises a connecting pin 252, or a set of or a plurality of connecting pins 252, inside the first engaging hole 248 and second engaging hole 250 for connecting to and supporting and holding the rear brake line 226 and combined brake line 228, respectively. Upon actuation of the combined brake lever 224, the combined brake equalizer 234 moves accordingly, i.e., rotates about the centre supporting mount 242. At the same time, the first engaging hole 248 and its connecting pin(s) 252 pull the rear brake line 226, and the second engaging hole 250 and its connecting pin(s) 252 also pull the combined brake line 228. The pulling of the rear brake line 226 and combined brake line 228 simultaneously operates the rear brake mechanism 208 and front brake mechanism 206, respectively.

The first engaging hole 248 is positioned forward of the second engaging hole 250, and the hook portion 244 of the equalizer 234 is positioned forward of the first engaging hole 248. The distance between the first engaging hole 248 and the first supporting mount 238 is longer than the distance between the second engaging hole 250 and the first supporting mount 238. Thus, for the same angle of rotation / swinging / pivoting of the combined brake lever 224 about the first supporting mount 238, the arcuate length covered or moved by the first engaging hole 248 is longer than the arcuate length covered or moved by the second engaging hole 250. Further, for the same angle and due to the difference in the arcuate lengths, the pulling force on the combined brake line 228 is smaller than the pulling force on the rear brake line 226. This is more suitable for the combined brake system 200 because the combined brake line 228, which is linked to the fluidic brake of the front brake mechanism 206, does not require a large pulling force to operate the fluidic brake.

For the rear brake line 226, when the rider actuates or pulls the combined brake lever 224, the pulling force is more quickly and effectively transmitted to the rear brake line 226 because of the relatively longer arcuate length covered by the first engaging hole 248, whereto the rear brake line 226 is connected. The rider thus only needs to pull a short distance on the combined brake lever 224 and the pulling force will be quickly transmitted to the first engaging hole 248 to pull the rear brake line 226. The amount of force required to pull and/or hold the combined brake lever 224 is small due to the short pulling distance or short stroke. This provides an improvement to the brake performance and also to the quality of the motorcycle 100, and advantageously allows the rider to actuate the combined brake lever 224 more comfortably for operating the rear brake mechanism 208. Referring to FIG. 6, the combined brake bracket 230 comprises a first guide portion 254 for guiding the rear brake line 226 out from the first engaging hole 248 of the combined brake equalizer 234 and away from the combined brake bracket 230. The combined brake bracket 230 further comprises a second guide portion 256 positioned rearward of the first guide portion 254. The second guide portion 256 is for guiding the combined brake line 228 out from the second engaging hole 250 of the combined brake equalizer 234 and away from the combined brake bracket 230. The combined brake line 228 is thus positioned rearward of the rear brake line 226 and closely to the handlebar 202, providing for more space in front of the handlebar 202 The brake lock lever 232 comprises a recessed portion 258 that supports arid holds a finger or fingers of the rider during actuation or operation of the brake lock lever 232. Similarly, the combined brake lever 224 comprises a finger rest portion 259 for receiving the user's finger when holding the combined brake lever 224. An outer end of the brake lock lever 232 is ended before the position of the finger rest portion 259 of the combined brake lever 224, such that the user can accurately hold the combined brake lever 224 without any interruption by the outer end or any portion of the brake lock lever 232.

The brake lock lever 232 further comprises a covering portion or an extension portion 260 that extends rearward from a front lower portion 262 of the brake lock lever 232. The extension portion 260 covers an exposed bottom portion of the combined. brake equalizer 234 as well as its surrounding components, protecting the combined brake equalizer 234 and the surrounding components from any external substances and/or impact coming from underneath the brake lock lever 232, such as intrusion / invasion of dust, water, and/or debris. The extension portion 260 provides a partial opening to the combined brake equalizer 234 that allows any water or fluid to flow out or be eliminated from the combined brake equalizer 234 to the external environment. The front and top portions of the combined brake equalizer 234 are covered by the brake lock lever 232 and the right portion of the combined brake equalizer 234 is covered by the combined brake bracket 230. The extension portion 260 includes an area 264, e.g., a portion of the bottom surface of the extension portion 260, for receiving a label (not shown). For example, a warning label or sticker may be fitted or pasted on the area 264 to warn the rider and/or repairman of the motorcycle 100 not to adjust the combined brake equalizer 234 and other components and mechanisms of the combined brake system 200. The label or sticker may be of a bright colour, e.g. yellow or red, such that it is visually apparent and clear to the rider / repairman. The area 264 thus allows for effective usage of space on the bottom surface of the extension portion 260, which is normally unutilized.

In the locked condition as shown in FIG. 5 and 7, the locking pin 246 of the brake lock lever 232 is engaged with the hook portion 244 of the combined brake equalizer 234 to lock the combined brake lever 224 in its actuated position, thereby activating the parking brake of the motorcycle 100. The extension portion 260 of the brake lock lever 232 continues to cover the exposed bottom portion of the combined brake equalizer 234, so as to secure and protect the combined equalizer 234 and its surrounding components from external impact when the brake lock lever 232 is actuated. Further, as the extension portion 260 is designed with the partial opening, this allows any water or fluid to flow out or be eliminated from the equalizer 234 to the external environment.

As shown in FIGs. 3, 5 and 7, the combined brake lever 224 includes a covering portion 225 that is extended forward and curved to cover the combined brake equalizer 234 at its front side. In the case of the motorcycle 100 riding in the rain or muddy conditions whereby water or mud may easily get into the combined brake system 200, the covering portion 225 can at least prevent or reduce the intrusion of such water and/or mud. As a result of the protection of the bottom portion by the extension portion 260, together with the protection of the front side by the covering portion 225, the combined brake equalizer 234 can be securely located inside the combined brake system 200.

In the locked condition or operated condition of the parking brake, i.e., when the locking pin 246 is engaged with the hook portion 244, the actuated brake lock lever 232 is positioned closely to the actuated combined brake lever 224, such that the actuated brake lock lever 232 integrally matches the actuated combined brake actuator 224 as shown at an integrally matched line M in FIGs. 5 and 7. This integral matched line M of the actuated brake lock lever 232 with the actuated combined brake actuator 224 can be seen that the inner and outer surfaces of the brake lock lever 232 corresponds with or shares a substantially similar profile / shape / form as the outer surface of the combined brake actuator 224, allowing for them to integrally match together. The integrally matched line M enables the overall structure of the combined brake system 200 to be positioned more compactly, such that the combined brake system 200 does not interrupt or interfere with nearby objects, or that at least such risk is mitigated or minimized. Further, the overall structure of the motorcycle 100 is seen as being more smoothly and sporty, which is attractive to customers.

FIG. 11 illustrates partial sectional views of the combined brake system 200, in its locked condition, along the section lines C-C and D-D, respectively, of FIG. 5. In the locked condition, the rear brake line 226 and combined brake line 228 are pulled by the combined brake equalizer 234 to simultaneously operate the rear brake mechanism 208 and front brake mechanism 206, respectively. The combined brake bracket 230 is coupled to the brake holders 236 by the plurality of bolts 236a. The combined brake lever 224 is pivotally fixed to the combined brake bracket 230 at the first supporting mount 238 that is formed as shaft / bolt / pin 238a and fixed at it end as the nut 238b. Respectively, the combined brake equalizer 234 is positioned therein and is coupled with the plurality of the connecting pins 252 of the combined brake line 228 (in this FIG.l 1, the sectional line C-C does not cut through the connecting pin 252 of the rear brake line 226.). The brake lock lever 232 that is pivotally mounted to the second supporting mount 240 of the combined brake bracket 230 is also coupled to the combined brake equalizer 234 by the engagement between the locking pin 246 and the hook portion 244 thereof. Further, as shown in this FIG.11 illustrated lock condition, the extension portion 260 is extended to cover at the bottom of the combined brake equalizer 234, in which the combined brake equalizer 234 can be securely positioned.

As shown in FIG. 12, the rear brake line 226 extends outwardly from the first engaging hole 248 through the first guide portion 254 of the combined brake bracket 230. The wire 226a is sheathed by the rear brake line 226 that protects the wire 226a from the external environment, e.g., shielding the wire 226a from intrusion / invasion of dust, water, and/or debris. The outer end of the rear brake line 226 includes a cap 268 having an orifice for guiding the wire 226a into the first guide portion 254. The outer end of the cap 268 mates with an end of the rear brake line 226, thereby entirely sheathing and guiding the rear brake line 226 away from the first guide portion 254. The other end of the cap 268 further comprises a seal member 270 disposed therein for preventing intrusion / invasion of dust, water, and/or debris. Particularly, the seal member 270 is made of a rubber material and prevents dust, water, and/or debris from entering the first guide portion 254, which could potentially damage the rear brake line 226 and the combined brake equalizer 234.

As described above, the combined brake equalizer 234 apportions and distributes the actuation force of the combined brake lever 224 to the combined brake line 228 (for the front brake mechanism 206) and rear brake line 226 (for the rear brake mechanism 208). The distribution by the combined brake equalizer 234 may occur by means of proportioning valves or other force / pressure distribution devices, as would be readily understood by the skilled person. Further, the combined brake equalizer 234 may be connected to a brake sensor / switch or a set of brake sensors / switches that determine the amount of force that is required to be distributed to the combined brake line 228 and rear brake line 226. For example, the brake sensor(s) may be positioned on the front wheel 110 and rear wheel 130 to detect the loads thereon. The combined brake equalizer 234 then distributes the actuation force of the combined brake lever 224 and regulates the braking forces at the front brake mechanism 206 for the front wheel 110 and the rear brake mechanism 208 for the rear wheel 130. The brake switch 272 is mounted at the combined brake bracket 230 to detect the braking operation of left brake lever 224 and the detection by the brake switch 272 makes the tail light 126 activate for lighting. This brake switch 272 is connected by electrical code or harness (not shown). As shown in FIG. 7, the brake switch 272 is positioned between the first guide portion 254 and second guide portion 256.

Referring to FIG. 8, the brake lock lever 232 comprises a biasing mechanism 274, e.g., a torsion spring or a coil spring, disposed around the second supporting mount 240. The biasing mechanism 274 biases the brake lock lever 232 to the unactuated position. When the rider releases the actuation the brake lock lever 232, the biasing mechanism 274 automatically returns the brake lock lever 232 to the unactuated position after the rider releases the brake lock lever 232. The combined brake lever 224 also comprises a biasing mechanism (e.g., an additional / other biasing mechanism, not shown) that is the same or essentially the same as the biasing mechanism 274 of the brake lock lever 232. When the rider actuates the combined brake lever 224, the biasing mechanism automatically returns the combined brake lever 224 to the unactuated position after the rider releases the combined brake lever 224. Therefore, the biasing mechanism 274 and the additional / other biasing mechanism are configured for biasing and keeping the brake lock lever 232 and combined brake lever 224, respectively, in their unactuated positions, mitigating the risk of accidental actuation of the combined brake lever 224 and brake lock lever 232. In view of the foregoing, embodiments of the present invention describe a combined brake system 200 for a motorcycle 100. The combined brake system 200 is operable by the brake lever 216 and the combined brake lever 224. The combined brake lever 224, specifically the combined brake equalizer 234, comprises a rear brake line 226 connected to the mechanical brake of the rear brake mechanism 208 for operation thereof, and further comprises a combined brake line 228 connected to the linkage structure 213 of the front brake mechanism 206 for operation of the fluidic brake of the front brake mechanism 206. The brake lever 216 comprises a front brake line 218 connected to the master cylinder 215 for operation of the fluidic brake of the front brake mechanism 206. Hence, there is a relationship between the brake lever 216 and combined brake lever 224 as they both are connected to a common master cylinder 215 for operation of the fluidic brake of the front brake mechanism 206. It is thus not necessary to have twin or double master cylinders - one for operation of the fluidic brake by the left brake lever and the other for operation of the same fluidic brake by the right brake lever - which can be expensive and lead to higher price for the motorcycle 100. Having only a single master cylinder 215 reduces the manufacturing cost of the combined brake system 200 and consequently reduces the price of the motorcycle 100. With a single master cylinder 215, fewer brake lines need to be used to connect from the master cylinder 215 to the front wheel 110. Brake lines can be positioned more closely to the handlebar 202, enabling more space between the handlebar 202 and the front wheel 1 10. Further, as both the front brake mechanism 206 for the front wheel 1 10 and the rear brake mechanism 208 for the rear wheel 130 are operable simultaneously by the combined brake lever 224, both the front wheel 110 and rear wheel 130 can decelerate at the same time, thereby providing sufficient braking force to the motorcycle 100 without unnecessarily increasing its cost. The combined brake system 200 with respect to this exemplary / representative embodiment includes the front brake mechanism 206 for operating the front brake by the fluid brake system as mentioned above and the rear brake mechanism 208 for operating the rear brake by the mechanical mechanism. The rear brake mechanism 208 in association with which the combined brake system links with the front brake mechanism 206 further comprises the combined brake bracket 230 for coupling with the handle bar 202, the combined brake lever 224 for pivotally mounting to the combined brake bracket 230 and actuating brake force by the rider, the combined brake equalizer 234 for pivotally mounting to the combined brake lever 224 and coupling with the rear brake line 226 and the combined brake line 228, and the brake lock lever 232 for pivotally mounting to the combined brake bracket 230 and operating the locking position of the combined brake lever 224 in which operating the parking brake. The brake lock lever 232 comprises the extension portion 260, which is positioned at bottom side under the combined brake equalizer 234 and extended to rearward, such that the extension portion 260 can protect the bottom side of the combined brake equalizer 234. Particularly, the brake lock lever 232 is partially opened at its inner structure. As a result, this enables water / mud to be eliminated from the combined brake system 200.

The representative embodiment thus describes a motorcycle 100 having a combined brake system 200. The combined brake system 200 comprises a front brake mechanism 206 for the front wheel 110, and also comprises a rear brake mechanism 208 for the rear wheel 130. The front brake mechanism 206 is operable by both the brake lever 216 and the combined brake lever 224. The rear brake mechanism 208 is operable by the combined brake lever 224 simultaneously with the front brake mechanism 206. However, in some alternative embodiments, other combinations or permutations of the first and second brake mechanisms and wheels, along with other variations, are possible. Although some possible variations are briefly listed or described below, it would be readily apparent to and understood by the skilled person that other similar modifications can be made or implemented in the combined brake system 200 disclosed herein, and that such modifications may include at least one of, but are not limited to, the following list of possible variations:

(i) The front brake mechanism comprises a mechanical brake and the rear brake mechanism comprises a fluidic brake.

(ii) Both the front and rear brake mechanisms comprise a mechanical or fluidic brake. (iii) The first brake mechanism refers to the rear brake mechanism and the second brake mechanism refers to the front brake mechanism.

(iv) The combined brake lever is positioned in front of the right handle grip.

(v) The left brake lever and right brake lever are connected to the rear brake mechanism.

(vi) The right brake lever is for simultaneously operating both the front and rear brake mechanisms.

Various embodiments of the present invention described herein address at least one problem, limitation, and/or disadvantage associated with existing combined brake systems for motorcycles. While certain features and/or advantages associated with certain embodiments have been described herein, other embodiments may also exhibit such features and/or advantages, and not all embodiments need necessarily exhibit such features and/or advantages to fall within the scope of the following claims. It will be appreciated by a person of ordinary skill in the art that several of the aforementioned structures, elements, components, or alternatives thereof can be desirably combined into other different structures, elements, or components, while remaining within the scope of the claims below. In addition, a person having ordinary skill in the art can make various modifications, alterations, and/or improvements to the embodiments disclosed herein, and consequently embodiments in accordance with the present invention are limited only by the following claims.