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Title:
SPEED DECELERATION SYSTEM
Document Type and Number:
WIPO Patent Application WO/2019/186587
Kind Code:
A1
Abstract:
A vehicle (100) is provided. The vehicle (100) comprises a speed deceleration system (130). The speed deceleration system (130) comprises a first brake lever (138), a second brake lever (136), a front brake unit (132), a rear brake unit (134), a first force transmitting member (140), a second force transmitting member (148), a third force transmitting member (150) and a force distributing device (145). The force distributing device (145) distributes a brake operating force generated by the actuation of the first brake lever (138) to at least one of the second force transmitting member (148) and the third force transmitting member (150). The force distributing device (145) is configured to provide variable distribution of the brake operating force to the front brake unit (132) and the rear brake unit (134) as a function of actuation of first brake lever (138).

Inventors:
MENEZES, Ashton Aureleo (SF-1, Bldg B-1 St. Francis Xavier, Old Goa, Goa 2, 403402, IN)
DESHPANDE, Vinit Vijay (Flat 101, Gokul apartment Gomukhi Gali, Opp. Chavdar Tale, Mahad, Raigad, Maharashtra 1, 402301, IN)
SHEKHAWAT, Deependra Singh (Officers Flat No. 11, Rajasthan Police Academy Shastri Nagar, Jaipur 6, 302016, IN)
GOYAL, Aashish (2/87, Kudi Bhagatasani Jodhpur, Rajasthan 5, 342005, IN)
Application Number:
IN2019/050249
Publication Date:
October 03, 2019
Filing Date:
March 27, 2019
Export Citation:
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Assignee:
HERO MOTOCORP LIMITED (34 Community Center, Basant Lok Vasant Vihar, New Delhi 7, 110057, IN)
International Classes:
B62L3/08; B62L3/02
Foreign References:
US9868425B22018-01-16
JP2006321332A2006-11-30
Attorney, Agent or Firm:
KOUNDINYA, Satyoki (L&L Partners, Law Offices1st & 9th Floor, Ashoka Estate, Barakhamba Road, New Delhi 1, 110 001, IN)
Download PDF:
Claims:
We claim:

1. A vehicle (100) comprising:

a handle bar (118);

a front ground engaging member (114);

a rear ground engaging member (112); and

a speed deceleration system (130) configured to apply brake forces to the front ground engaging member (114) and the rear ground engaging member (112), wherein the speed deceleration system (130) comprises:

a first brake lever (138) and a second brake lever (136), wherein each of the first brake lever (138) and the second brake lever (136) are operatively coupled to the handle bar (118);

a front brake unit (132) operatively coupled to the front ground engaging member (114);

a rear brake unit (134) operatively coupled to the rear ground engaging member (112);

a first force transmitting member (140) operatively coupled between the second brake lever (136) and the front brake unit (132);

a second force transmitting member (148) operatively coupled between the first brake lever (138) and the front brake unit (132);

a third force transmitting member (150) operatively coupled between the first brake lever (138) and the rear brake unit (134); and

a force distributing device (145) operatively coupled to the second force transmitting member (148), the third force transmitting member (150), and the first brake lever (138), wherein the force distributing device (145) distributes a brake operating force generated by the actuation of the first brake lever (138) to at least one of the second force transmitting member (148) and the third force transmitting member (150), wherein the force distributing device (145) is configured to provide variable distribution of the brake operating force to the front brake unit (132) and the rear brake unit (134) as a function of actuation of first brake lever (138).

2. The vehicle (100) as claimed in the claim 1, wherein the force distributing device (145) comprises: an input link (162) operatively coupled to the first brake lever (138); a toggle link (164) operatively coupled to the input link (162) and the third force transmitting member (150);

an equalizer link (166) operatively coupled to the toggle link (164) and the second force transmitting member (148); and

a biasing member (165) disposed between the equalizer link (166) and the toggle link (164), wherein the biasing member (165) provides biasing between the equalizer link (166) and the toggle link (164).

3. The vehicle (100) as claimed in the claim 2, wherein the toggle link (164) and the equalizer link (166) are pivotally coupled and move relative to one another about a third pin (193).

4. The vehicle (100) as claimed in the claim 2, wherein the toggle link (164) is operatively coupled to the rear brake unit (134) via the third force transmitting member (150).

5. The vehicle (100) as claimed in the claim 2, wherein the equalizer link (166) is operatively coupled to the front brake unit (132) via the second force transmitting member (148).

6. The vehicle (100) as claimed in the claim 2, wherein the input link (162) comprises a first end (168) operatively coupled to the first brake lever (138) and second end (170) operatively coupled to the toggle link (164).

7. The vehicle (100) as claimed in the claim 6, wherein the input link (162), when actuated by the actuation of the first brake lever (138), causes actuation of the toggle link (164) and the equalizer link (166) causing actuation of the third force transmitting member (150) and the second force transmitting member (148) respectively, wherein the actuation of the third force transmitting member (150) actuates the rear brake unit (134) and the actuation of the second force transmitting member (148) actuates the front brake unit (132).

8. The vehicle (100) as claimed in the claim 1, wherein the force distributing device (145) is configured to:

distribute more brake operating force to the rear brake unit (134), distribute substantially equal brake operating force to the rear brake unit (134) and the front brake unit (142), distribute more brake operating force to the front brake unit (132) as a function of actuation of the first brake lever (138).

9. The vehicle (100) as claimed in the claim 2, wherein the toggle link (164) comprises:

a first flat plate portion (172);

a second flat plate portion (174) extending substantially parallel to the first plate portion (172);

a first connecting portion (176) extending between the first flat plate portion (172) and the second flat plate portion (174); and

a first flange portion (178) extending substantially orthogonal to the first flat plate portion (172).

10. The vehicle (100) as claimed in the claim 2, wherein the equalizer link (166) comprises:

a third flat plate portion (194);

a fourth flat plate portion (196) extending substantially parallel to the third flat plate portion (194);

a second connecting portion (198) and a third connecting portion (199), wherein each of the second connecting portion (198) and the third connecting portion (199) extends between the third flat plate portion (194) and the fourth flat plate portion (196);

a second flange portion (200) extending from the fourth flat plate portion (196) towards the third flat plate portion (194); and

a third flange portion (202) extending substantially orthogonal to the fourth flat plate portion (196).

Description:
FIELD OF INVENTION

[0001] The present invention relates to a speed deceleration system of a vehicle, and more particularly to a speed deceleration system having a force distributing device.

BACKGROUND

[0002] Vehicles, particularly vehicles configured to be ridden such as motorized scooters, motorcycles, three-wheeled vehicles, and four wheeled vehicles such as all-terrain vehicles, have braking systems to provide braking force for slowing or stopping the vehicle. Contemporary braking systems comprise an interlocking device which allows concurrent actuation of a front brake and a rear brake by application of a single brake lever, for example rear wheel brake lever. During operation, these interlocking devices provide equal distribution of brake force to both front wheel and rear wheel of the vehicle. However, due to lesser load on the front wheel than that of the rear wheel, and at low friction surfaces, premature locking of the front wheel occurs because of the equal distribution of brake forces which causes instability of the vehicle, which is undesirable.

SUMMARY OF INVENTION

[0003] In one aspect of the present invention, a vehicle is provided. The vehicle comprises a handle bar, a front ground engaging member, and a rear ground engaging member. The vehicle also comprises a speed deceleration system configured to apply brake forces to the front ground engaging member and the rear ground engaging member. The speed deceleration system comprises a first brake lever and a second brake lever. Each of the first brake lever and the second brake lever are operatively coupled to the handle bar. The speed deceleration system also comprises a front brake unit operatively coupled to the front ground engaging member. The speed deceleration system further comprises a rear brake unit operatively coupled to the rear ground engaging member. The speed deceleration system comprises a first force transmitting member operatively coupled between the second brake lever and the front brake unit. The speed deceleration system also comprises a second force transmitting member operatively coupled between the first brake lever and the front brake unit. The speed deceleration system further comprises a third force transmitting member operatively coupled between the first brake lever and the rear brake unit. The speed deceleration system comprises a force distributing device operatively coupled to the second force transmitting member, the third force transmitting member, the first brake lever. The force distributing device distributes brake operating force generated by the actuation of the first brake lever to at least one of the second force transmitting member and the third force transmitting member. The force distributing device is configured to provide variable distribution of the brake operating force to the front brake unit and the rear brake unit as a function of actuation of the first brake lever.

[0004] With this speed deceleration system of the vehicle as disclosed in the present invention, the speed deceleration system comprising a force distributing device provides variable biasing of brake operating force generated by actuation of the first brake lever by the rider of the vehicle. The force distributing device distributes more brake operating force to the rear brake unit when small brake operating force is applied by the rider. As the brake operating force is increased the force distributing device distributes substantially equal brake operating force to both the front brake unit and the rear brake unit of the vehicle. As the brake operating force is further increased, more brake operating force is distributed to the front brake unit. The force distributing device delays locking of the rear brake unit, this allows rider of the vehicle to input more brake operating force, thus providing an increased deceleration as compared to the conventional systems, and subsequently reducing the stopping distance.

[0005] In an embodiment, the force distributing device comprises an input link operatively coupled to the first brake lever. The force distributing device also comprises a toggle link operatively coupled to the input link and the third force transmitting member. The force distributing device comprises further an equalizer link operatively coupled to the toggle link and the second force transmitting member. The force distributing device comprises a biasing member disposed between the equalizer link and the toggle link. The biasing member provides biasing between the equalizer link and the toggle link.

[0006] In an embodiment, the toggle link and the equalizer link are pivotally coupled and move relative to one another about a third pin. In an embodiment, the toggle link is operatively coupled to the rear brake unit via the third force transmitting member. In an embodiment, the equalizer link is operatively coupled to the front brake unit via the second force transmitting member. In an embodiment, the input link comprises a first end operatively coupled to the first brake lever and second end operatively coupled to the toggle link.

[0007] In an embodiment, the input link, when actuated by the actuation of the first brake lever, causes actuation of the toggle link and the equalizer link causing actuation of the third force transmitting member and the second force transmitting member respectively. The actuation of the third force transmitting member actuates the rear brake unit and the actuation of the second force transmitting member actuates the front brake unit.

[0008] In an embodiment, the force distributing device is configured to distribute more brake operating force to the rear brake unit, distribute substantially equal brake operating force to the rear brake unit and the front brake unit during semi-actuated state of the first brake lever, distribute more brake operating force to the front brake unit during a fully actuated state of the first brake lever as a function of actuation of the first brake lever.

[0009] In an embodiment, the toggle link comprises a first flat plate portion and a second flat plate portion extending substantially parallel to the first plate portion. The toggle link also comprises a first connecting portion extending between the first flat plate portion and the second flat plate portion. The toggle link further comprises a first flange portion extending substantially orthogonal to the first flat plate portion.

[00010] In an embodiment, the equalizer link comprises a third flat plate portion and a fourth flat plate portion extending substantially parallel to the third flat plate portion. The equalizer link also comprises a second connecting portion and a third connecting portion. Each of the second connecting portion and the third connecting portion extends between the third flat plate portion and the fourth flat plate portion. The equalizer link further comprises a second flange portion extending from the fourth flat plate portion towards the third flat plate portion. The equalizer link comprises a third flange portion extending substantially orthogonal to the fourth flat plate portion.

BRIEF DESCRIPTION OF DRAWINGS

[00011] 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:

[00012] Figure 1 illustrates a schematic view of a vehicle, according to an embodiment of the present invention;

[00013] Figure 2 illustrates a view of a frame of the vehicle, according to an embodiment of the present invention;

[00014] Figure 3 illustrates a view of a speed deceleration system disposed on the frame of the vehicle, according to an embodiment of the present invention;

[00015] Figure 4 illustrates a view of a force distributing device of the speed deceleration system in a rest position, according to an embodiment of the present invention;

[00016] Figures 5a and 5b illustrates different views of a toggle link of the force distributing device, according to an embodiment of the present invention;

[00017] Figure 6a and 6b illustrates different views of an equalizer link of the force distributing device, according to another embodiment of the present invention;

[00018] Figure 7 illustrates an exploded view of the force distributing device, according to an embodiment of the present invention; and

[00019] Figures 8, 9, and 10 illustrates different views of operation of the force distributing device as a function of the actuation of a first brake lever of the speed deceleration system, according to an embodiment of the present invention.

[00020] 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.

DETAILED DESCRIPTION

[00021] 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. [00022] 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.

[00023] For 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.

[00024] While the present invention is illustrated in the context of a vehicle, however, 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.

[00025] 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.

[00026] Referring to Figure. 1, a vehicle (100) according to an embodiment of the present invention is depicted. The vehicle (100) referred to herein, embodies a motorized scooter vehicle. Alternatively, the vehicle (100) may embody any other ridden vehicle such as motorcycle, three wheeled vehicle, all-terrain vehicle (ATV) etc. without limiting the scope of the invention.

[00027] The vehicle (100) comprises a front end structure (102), a rear end structure (104), and a footboard (106). The front end structure (102) forms the front portion of the vehicle (100). The rear end structure (104) forms the rear portion of the vehicle (100). The footboard (106) lies between the front end structure (102) and the rear end structure (104). The footboard (106) provides foot rest for a rider riding the vehicle (100). [00028] The rear end structure (104) comprises a seating area (108), a storage area (not shown), a rear suspension (110) (shown in Figure. 2), a rear ground engaging member (112) (shown in Figure. 2), and a power unit (111) (shown in Figure. 2). The seating area (102) provides seating for a rider of the vehicle (100). The storage area is provided under the seating area (108). The storage area allows storage of small articles within the vehicle (100). The rear ground engaging member (112) underlies the seating area (108) and is driven by the power unit (111). The power unit (111) comprises an engine (not shown) and a transmission unit (not shown). The rear suspension (110) is disposed between the seating area (108) and the rear ground engaging member (112). The rear suspension (110) is provided to absorb shock received from road surface by the rear ground engaging member (112). Further, the rear end structure (104) may comprise additional components such as tail light/s, rear grip/s etc. without limiting the scope of the invention.

[00029] The front end structure (102) comprises a front ground engaging member (114), and a steering mechanism (116). The front ground engaging member (114) is operatively connected to the steering mechanism (116). Further, the front end structure (102) comprises a leg shield (120) arranged ahead of the seating area (108). The leg shield (120) encloses the steering mechanism (116). The leg shield (120) provides protection for the feet of the rider of the vehicle (100). The front end structure (102) may further comprise dash assembly, mirror/s, head light/s, indicator light/s etc. without limiting the scope of the invention.

[00030] The vehicle (100) comprises a speed deceleration system (130). The speed deceleration system (130) provides braking forces to the front ground engaging member (114) and the rear ground engaging member (112), for slowing or stopping the vehicle (100).

[00031] Referring to Figure. 2, the vehicle (100) comprises a body frame (122). The body frame (122) supports the front end structure (102), the footboard (106), and the rear end structure (104) of the vehicle (100). The body frame (122) is formed by integrally joining a number of steel members and the like, by welding or the like. The frame (122) comprises a head tube (124), and a down frame (126). The head tube (124) is a cylindrical member which support the front end structure (102) of the vehicle (100). The down frame (126) extends downward and rearward in the longitudinal direction of the vehicle (100) from the approximate center of the head tube (124). Further, the head tube (124) rotatably supports the steering mechanism (116).

[00032] The steering mechanism (116) comprises a steering shaft (115), a front fork

(117), and a handle bar (118). The steering shaft (115) is rotatably supported on the head tube (124) such that the steering shaft (115) is rotatable about an axis X-X\ The handle bar

(118) is mounted on an upper end portion of the steering shaft (115). The handle bar (118) is integrally rotated with the steering shaft (115) in response to a steering manipulation by a rider. The front fork (117) is disposed on the lower end portion of the steering shaft (115). The front fork (117) is a rod-shaped member that rotatably supports the front ground engaging member (114). The front fork (117) is inclined at an inclination angle similar to that of the head tube (124) in a side view as depicted in Figure 2.

[00033] The vehicle (100) comprises the speed deceleration system (130). The speed deceleration system (130) comprises a front brake unit (132), a rear brake unit (134). The front brake unit (132) is provided at the front end of the front fork (117). The front brake unit (132) is disposed on the left side of the vehicle (100). The front brake unit (132) brakes the front ground engaging member (114). In the illustrated example, the front brake unit (132) is a drum type brake device. Alternatively, the front brake unit (132) may be a disc type brake device or any other brake device known in the art, without limitations. In the illustrated example, the rear brake unit (134) is disposed on the left side of the vehicle (100). Alternatively, the rear brake unit (134) may be disposed on the right side of the vehicle (100), without any limitations. The rear brake unit (134) brakes the rear ground engaging member (112). In the illustrated example, the rear brake unit (134) is a drum type brake device. Alternatively, the rear brake unit (134) may be a disc type brake device, or any other brake device known in the art, without limitations.

[00034] Referring to Figure 3, the speed deceleration system (130) comprises a second brake lever (136), a first brake lever (138), a first force transmitting member (140), a second force transmitting member (148), a third force transmitting member (150), a front brake arm (151), a rear brake arm (153), and an force distributing device (145). The front brake arm (151) is operatively connected to the front brake unit (132). The second brake arm (153) is operatively connected to the rear brake unit (134).

[00035] In the illustrated example, the second brake lever (136) embodies a right brake lever (hereinafter alternatively referred to as right brake lever (136)). The second brake lever (136) is disposed on the right side of the vehicle (100). The second brake lever (136) is rotatably supported on a first connection member (not shown), which is attached to the handle bar (118) adjacent to the right grip (142). The second brake lever (136) is actuated by the right hand of the rider. The second brake lever (136) is embodied as a front brake operating device. In the illustrated example, the first force transmitting member (140) embodies a brake cable connected between the second brake lever (136) and the front brake unit (132). More particularly, the first force transmitting member (140) is connected to the second brake lever (136), and the front brake arm (151) rotatably supported by the front brake unit (132).

[00036] In the illustrated example, the first brake lever (138) embodies a left brake lever (hereinafter alternatively referred to as left brake lever (138)). The first brake lever (138) is arranged on the left side of the vehicle (100). The first brake lever (138) may be actuated by the left hand of the rider. The first brake lever (138) is rotatably supported on a second connection member (not shown), which is attached to the handle bar (118) adjacent to the left grip (146). The first brake lever (136) is actuated by the left hand of the rider.

[00037] The force distributing device (145) is disposed adjacent to the first brake lever (138). The force distributing device (145) is a device that distributes the brake operating force generated by the first brake lever (138) to at least one of the second force transmitting member (148) and the third force transmitting member (150). The force distributing device (145) is configured to provide variable distribution of the brake operating force generated by the first brake lever (138) to the front brake unit (132) and the rear brake unit (134). The force distributing device (145) distributes the brake operating forces to the front brake unit (132) and the rear brake unit (134) via the second force transmitting member (148) and the third force transmitting member (150) respectively. The second force transmitting member (148) embodies a brake cable connected between the force distributing device (145) and the front brake unit (132). More particularly, the second force transmitting member (148) is connected to the force distributing device (145) and the front brake arm (151) rotatably supported by the front brake unit (132).

[00038] The second force transmitting member (148) comprises an outer sheath (152) and an inner wire (154) (shown in Figure. 4). One end of the inner wire (154) is connected to the force distributing device (145). The other end of the inner wire (154) is connected to the front brake arm (151). The third force transmitting member (150) embodies a brake cable connected between the force distributing device (145) and the rear brake unit (134). The third force transmitting member (148) comprises an outer sheath (156) and an inner wire (158) (shown in Figure. 4). One end of the inner wire (158) of the third force transmitting member (148) is connected to the force distributing device (145). The other end of the inner wire (158) of the third force transmitting member (148) is connected to the rear brake arm (153). The force distributing device (145) is configured to distribute more brake operating force to the rear brake unit (134), distribute substantially equal brake operating force to the rear brake unit (134) and the front brake unit (142), distribute more brake operating force to the front brake unit (132) as a function of actuation of the first brake lever (138).

[00039] Referring to Figure 4, rest position of the force distributing device (145), according to an embodiment of the present invention is depicted. The force distributing device (145) comprises a cover casing (160), an input link (162), a toggle link (164), a biasing member (165) and an equalizer link (166). In the illustrated example, the biasing member (165) embodies a spring (hereinafter alternatively referred to as spring (165)). The cover casing (160) is disposed adjacent to the first brake lever (138). The outer sheath (152) of the second force transmitting member (148) and the outer sheath (156) of the third force transmitting member (150) abuts the cover casing (160). The input link (162) extends from the first brake lever (138) into the cover casing (160), and is rotatable about the first brake lever (138).

[00040] Referring to Figure. 7, the input link (162) comprises a first end (168), and a second end (170). The second end (170) is disposed opposite to the first end (168). The first end (168) of the input link (162) is operatively connected to the first brake lever (138) via a fourth pin (167). The second end (170) of the input link (162) is operatively connected to the toggle link (164).

[00041] Referring further to Figure. 4, the input link (162) is operatively connected to the toggle link (164). The toggle link (164) is operatively connected to the inner wire (154) of the third force transmitting member (150). The equalizer link (166) is operatively connected to the inner wire 154 of the second force transmitting member 148. Further, the spring (165) is disposed between the toggle link (164) and the equalizer link (166), and operatively connects the toggle link (164) to the equalizer link (166). The spring (165) is a preloaded spring, and a force (F R ) is required to overcome the preload condition of the spring (165). In the illustrated example, the spring (165) embodies a linear spring. Alternatively, the spring (165) may embody a torsional spring (not shown) positioned at a lower portion of the equalizer link (166) and the toggle link (166), without limiting the scope of the invention.

[00042] Referring to Figures 5a & 5b, the toggle link (164) of the force distributing device (145) is illustrated. The toggle link (164) comprises a first flat plate portion (172), a second flat plate portion (174), a first connecting portion (176), and a first flange portion (178). The first flat plate portion (172) and the second flat plate portion (174) extend substantially parallel to one another. At top portion of the toggle link (164) the first flat plate portion (172) and the second flat plate portion (174) move substantially closer to one another. In the illustrated example, the toggle link (166) is made of metal. Alternatively, the toggle link (166) may be made of any other material such as plastics etc. known in the art.

[00043] The first connecting portion (176) is provided between the first flat plate portion (172) and the second flat plate portion (174), such that the transverse cross section of the toggle link (164) is substantially C-shaped. The first flat plate portion (172), the second flat plate portion (174), and the first connecting portion (176) defines a space therein between. Further, the first flange portion (178) extends away from the first flat plate portion (172). The first flange portion (178) is substantially orthogonal to the first flat plate portion (172). The first flange portion (178) comprises a first spring attachment part (180).

[00044] The first flat plate portion (172) comprises a first extension portion (181), a first aperture (182), a third aperture (186), and a fifth aperture (188). The second flat plate portion (174) comprises a second extension portion (183), a second aperture (184), a fourth aperture (190), and a sixth aperture (not shown). The first extension portion (181) of the first flat plate portion (172) and the second extension portion (183) of the second flat plate portion (174) are substantially parallel to one another. The first aperture (182), the third aperture (186), and the fifth aperture (188) of the first flat plate portion (172) corresponds to the second aperture (184), the fourth aperture (190), and the sixth aperture of the second flat plate portion (174) respectively.

[00045] Referring to Figures. 5a, 5b & 7, the second end (170) of the input link (162) is disposed between the first flat plate portion (172) and the second flat plate portion (174), and is secured to the toggle link (164) via a first pin (189). More particularly, the second end (170) of the input link (162) aligns with the first aperture (182) of the first flat plate portion (172), and the second aperture (184) of the second flat plate portion (174), thereafter the first pin (189) is inserted to secure the second end (170) of the input link (162) to the toggle link (164). The toggle link (164) is operatively coupled to the rear brake unit (134) via the third force transmitting member (150).

[00046] The inner wire (158) of the third force transmitting member (150) is disposed between the first flat plate portion (172) and the second flat plate portion (174), and is secured to the toggle link (164) via the second pin (192). More particularly, one end of the inner wire (158) aligns with the fifth aperture (188) of the first flat plate portion (172) and the sixth aperture of the second flat plate portion (174), thereafter the second pin (192) is inserted to secure the inner wire (158) of the third force transmitting member (150) to the toggle link (164).

[00047] Referring to Figures 6a & 6b, the equalizer link (166) of the force distributing device (145) is illustrated. The equalizer link (166) is substantially rectangular in shape. The equalizer link (166) comprises a third flat plate portion (194), a fourth flat plate portion (196), a second connecting portion (198), a third connecting portion (199), a second flange portion (200), and a third flange portion (202). The third flat plate portion (194) and the fourth flat plate portion (196) extend substantially parallel to one another. At top portion of the equalizer link (166), the third flat plate portion (194) and the fourth flat plate portion (196) move substantially closer to one another. In the illustrated example, the equalizer link (166) is made of metal. Alternatively, the equalizer link (166) may be made of any other material such as plastics etc. known in the art.

[00048] The second connecting portion (198) and the third connecting portion (199) are provided between the third flat plate portion (194) and the fourth flat plate portion (196), such that the cross section of the equalizer link (166) is substantially C-shaped in transverse cross section view at second connecting portion (198) and the third connecting portion (199). The third flat plate portion (194), the fourth flat plate portion (196), the second connecting portion (198), and the third connecting portion (199) defines a space there between. The second flange portion (200) extends towards the third flat plate portion (194). The second flange portion (200) is substantially orthogonal to the fourth flat plate portion (196). The third flange portion (202) extends away from the fourth flat plate portion (196). The third flange portion (202) is substantially orthogonal to the fourth flat plate portion (196). The third flange portion (202) comprises a second spring attachment part (204).

[00049] The third flat plate portion (194) comprises a seventh aperture (206), and a ninth aperture (208). The fourth flat plate portion (196) comprises an eighth aperture (210), and a tenth aperture (212). The seventh aperture (206), the ninth aperture of (208) of the third flat plate portion (194) corresponds to the eighth aperture (210), the tenth aperture (212) of the fourth flat plate portion (196) respectively. The equalizer link (166) is operatively coupled to the front brake unit (132) via the second force transmitting member (148).

[00050] Referring to Figures 6a, 6b, & 7, the inner wire (154) of the second force transmitting member (148) is disposed between the third flat plate portion (194) and the fourth flat plate portion (196). More particularly, one end of the inner wire (154) is aligned and secured between the seventh aperture (206) of the third plate portion (194) and the eighth aperture (210) of the fourth flat plate portion (196).

[00051] Referring to Figures. 4, 6a, 6b, & 7, the toggle link (164) is disposed between the third flat plate portion (194), and the fourth flat plate portion (196) of the equalizer link (166). The lower portion of the toggle link (164) is secured to the lower portion of the equalizer link (166). More particularly, the first flat plate portion (172) and the second flat plate portion (174) of the toggle link (164) is disposed between the space defined by the third flat plate portion (194) and the fourth flat plate portion (196) of the equalizer link (166).

[00052] Further, the third aperture (186) of the first flat plate portion (172), the fourth aperture (190) of the second flat plate portion (174) aligns with the ninth aperture (208) of the third flat plate portion (194), and the tenth aperture (212) of the fourth flat plate portion (196), and are secured to one another via a third pin (193). Thereby operatively coupling the toggle link (164) and the equalizer link (166). The spring (165) is connected between the first spring attachment part (180) and the second spring attachment part (204).

[00053] Referring to Figure. 4, in a rest (non-actuated) position of the first brake lever (138), the second connecting portion (198) and the third connecting portion (199) of the equalizer link (166) abuts the cover casing (160) of the force distributing device (145). The second flange portion (200) of the equalizer link (166) abuts the toggle link (164). [00054] The input link (162), when actuated by the actuation of the first brake lever (138), causes actuation of the toggle link (164) and the equalizer link (166) causing actuation of the third force transmitting member (150) and the second force transmitting member (148) respectively. The actuation of the third force transmitting member (150) actuates the rear brake unit (134) and the actuation of the second force transmitting member (148) actuates the front brake unit (132).

[00055] Referring to Figure. 8, in an actuated position of the first brake lever (138). The actuation of the first brake lever (138) causes actuation of the input link (162). The input link (162) causes corresponding actuation of the toggle link (164). The displacement of the toggle link (164) causes the actuation of the inner wire (158) of the third force transmitting member (150), and the equalizer link (166). The displacement of the equalizer link (166) causes the actuation of the inner wire (154) of the second transmitting member (148). Further, the second connecting portion (198) and the third connecting portion (199) of the equalizer link (166) moves away from the side of the cover casing (160).

[00056] When the rider of the vehicle (100) inputs a small brake operating force (Fi) as a function of actuation of the first brake lever (138) (as shown in Figure. 8). The distributed brake operating force developed within the spring (165) is smaller than a force (F R ) required to overcome the preload of the spring (165). In this condition, the distributed brake operating force developed within the equalizer link (166) is less than that of the distributed brake operating force developed within the toggle link (164). Further, the first extension portion (181) and the second extension portion (183) of the toggle link (164) along with second end (170) of the input link (162) moves to a lower position as compared to the relative positions of the first extension portion (181), the second extension portion (183) of the toggle link (164) and the second end (170) of the input link (162) in rest position of first brake lever (138) (shown in Figure. 4), therefore, the force distributing device (145) distributes more brake operating force to the rear brake unit (134) via the third force transmitting member (150).

[00057] As the rider increases the brake operating force from Fi to F 2 as a function of actuation of the first brake lever (138) (as shown in Figure. 9), the distributed brake operating force developed within the spring (165) is slightly greater than the force (F R ) required to overcome the preload of the spring (165), thereby extending the spring (165). In this condition, the toggle link (164) moves relative to the equalizer link (166). Further, the first extension portion (181) and the second extension portion (183) of the toggle link (164) along with second end (170) of the input link (162) moves to an upper position as compared to the relative positions of the first extension portion (181), the second extension portion (183) of the toggle link (164) and the second end (170) of the input link (162) as shown in Figure. 8, therefore, the force distributing device (145) distributes approximately equal brake operating force to the front brake unit (132) and the rear brake unit (134).

[00058] As the rider further increases the brake operating force from F 2 to F 3 as a function of actuation of the first brake lever (138) (as shown in Figure. 10), the distributed brake operating force developed within the spring (165) is considerably greater than the force (F r ) required to overcome the preload of the spring (165), the spring (165) extends to its maximum limit. In this condition, the first extension portion (181) and the second extension portion (183) of the toggle link (164) abuts the second connecting portion (198) of the equalizer link (166), and both the toggle link (164) and the equalizer link (166) of the force distributing device (145) moves as a single part and both the equalizer link (166) and the toggle link (164) rotate about the third pin (193), therefore, the force distributing device (145) distributes more brake operating force to the front brake unit (132). This way the force distributing device (145) variably distributes the brake operating force generated by the actuation of the first brake lever (138). At first more brake operating force is transmitted to the rear brake unit (134), thereafter substantially equal brake operating force is transmitted to the front brake unit (132) and the rear brake unit (134) and as the rider further actuates the first brake lever (138) more brake operating force is distributed to the front brake unit (132). In the illustrated example, the brake operating forces Fi, F 2 and F 3 are in the following relation: Fi<F 2 <F 3 i.e. Fi is lower than F 2 which is lower than F 3 . The forces Fl, F2, F3 are generated as a function of the actuation of the first brake lever (138).

[00059] Further, in case of front fail condition of speed deceleration system (130), i.e. when the second force transmitting member (148) fails. The force distributing device (145) provides a fail-safe mechanism, which allows actuation of the rear brake unit (134) via the third force transmitting member (150), as the rider applies braking operating force to the first brake lever (138).

[00060] The present invention provides a speed deceleration system (130) having a force distribution device (145). The force distributing device (145) provides a variable biasing of brake operating force applied by the rider of the vehicle (100). The force distributing device (145) distributes more brake operating force to the rear brake unit (134) when small brake operating force is applied by the rider. As the brake operating force is increased the force distributing device (145) distributes substantially equal brake operating force to both the front brake unit (132) and the rear brake unit (134) of the vehicle (100). As the brake operating force is further increased, more brake operating force is distributed to the front brake unit (132).

[00061] The force distributing device (145) delays locking of the rear brake unit (134), this allows rider of the vehicle (100) to input more brake operating force, thus providing an increased deceleration as compared to the conventional systems, and subsequently reducing the stopping distance.

[00062] The disclosed speed deceleration system (130) provides better performance in terms of rider feel and performance, as more brake operating force is distributed to the front brake unit (132) at higher brake operating force. Further, on low friction surfaces, wherein safety is required, the stability of the vehicle (100) is maintained as more brake operating force is distributed to the rear brake unit (134) initially. Further, the disclosed speed deceleration system (130) provides a fail-safe mechanism, in case of front fail condition of the speed deceleration system (130).

[00063] In the illustrated example, all the couplings as mentioned in the above description are pivoted joints. Alternatively, the couplings may be any kind of couplings known in the art, without limiting the scope of the invention.

[00064] 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.

[00065] 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.