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Title:
SPEED DECELERATION SYSTEM
Document Type and Number:
WIPO Patent Application WO/2019/186596
Kind Code:
A1
Abstract:
A vehicle (100) is provided. The vehicle (100) comprises a body frame (1), a front wheel (4), a rear wheel (8), and a speed deceleration system (200). The speed deceleration system (200) comprises a first brake device (22), a second brake device (23), a brake actuating unit (19), a first brake force transmitting member (20), a second brake force transmitting member (21), and a brake force distributing device (L) operatively coupled to the brake actuating unit (19), the first brake force transmitting member (20) and the second brake force transmitting member (21). The brake force distributing device (L) is configured to distribute the brake operating force generated as a function of actuation of the brake actuating unit (19) to at least one of the first brake force transmitting member (20) and the second brake force transmitting member (21).

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:
IN2019/050259
Publication Date:
October 03, 2019
Filing Date:
March 28, 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; B62L3/04
Foreign References:
JP2001278170A2001-10-10
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 body frame (1);

a front wheel (4) and a rear wheel (8);

a speed deceleration system (200) configured to apply brake operating force on the front wheel (4) and the rear wheel (8), wherein the speed deceleration system (200) comprises:

a first brake device (22) operatively coupled to the front wheel (4); a second brake device (23) operatively coupled to the rear wheel (8); a brake actuating unit (19) pivotally coupled to the body frame (1); a first brake force transmitting member (20) operatively coupled to the first brake device (22);

a second brake force transmitting member (21) is operatively coupled to the second brake device (23); and

a brake force distributing device (L) operatively coupled to the brake actuating unit (19), the first brake force transmitting member (20) and the second brake force transmitting member (21), wherein the brake force distributing device (L) configured to distribute the brake operating force generated as a function of actuation of the brake actuating unit (19) to at least one of the first brake force transmitting member (20) and the second brake force transmitting member (21).

2. The vehicle (100) as claimed in the claim 1, wherein the brake force distributing device (L) comprises:

a first link (30) operatively coupled to the brake actuating unit (19);

a second link (31) operatively coupled to the second brake force transmitting member (21) and the first link (30);

a third link (32) operatively coupled to the body frame (1), the third link (32) operatively coupled to the first brake force transmitting member (20) and the second link (31), wherein the third link (32) and second link (31) configured to pivotally rotate and move relative to one another, wherein the third link (32) and the second link (31) move as a single unit after the brake actuating unit (19) pivots beyond an intermediate position, such that no relative rotation exist between the second link (31) and the third link (32).

3. The vehicle (100) as claimed in the claim 2, wherein the second link (31) comprises an extended portion (3 lg) and the third link (32) comprises a stopper portion (S), wherein the extended portion (3 lg) abuts against the stopper portion (S) when the brake actuating unit (19) pivots beyond the intermediate position such that no relative rotation exist between the second link (31) and the third link (32).

4. The vehicle (100) as claimed in the claim 3, wherein the intermediate position is defined by factors such as load on the front wheel (4) and the rear wheel (8), free play of the first brake device (22) and the second brake device (23), degrees of rotation of the brake actuating unit (19), brake operating force generated by actuating the brake actuating unit (19).

5. The vehicle (100) as claimed in the claim 4, wherein the load applied to the front wheel (4) and the rear wheel (8) is subjected to the number of persons riding the vehicle (100).

6. The vehicle (100) as claimed in the claim 1, wherein the speed deceleration system (200) comprises a brake linkage casing (C) attached to the body frame (1) enclosing the brake force distributing device (L).

7. The vehicle (100) as claimed in the claim 2, wherein distribution of the brake operating force between the first brake device (22) and the second brake device (23) by the brake force distributing device (L) exhibits a first characteristic before the intermediate position and distribution of the brake operating force between the first brake device (22) and the second brake device (23) by the brake force distributing device (L) exhibits a second characteristic after the intermediate position.

8. The vehicle (100) as claimed in the claim 7, wherein proportion of the brake operating force applied to the second brake device (23) by the brake force distributing device (L) is more after the intermediate position i.e. second characteristic than before the intermediate position i.e. first characteristic.

9. A brake force distributing device (L) of a vehicle (100) comprises:

a first link (30) operatively coupled to a brake actuating unit (19) of the vehicle (100);

a second link (31) operatively coupled to the second brake force transmitting member (21) of the vehicle (100) and the first link (30);

a third link (32) operatively coupled to the body frame (1) of the vehicle (100), the third link (32) operatively coupled to the first brake force transmitting member (20) of the vehicle (100) and the second link (31), wherein the third link (32) and second link (31) configured to pivotally rotate and move relative to one another, wherein the third link (32) and the second link (31) moves as a single unit after the brake actuating unit (19) pivots beyond an intermediate position, such that no relative rotation exist between the second link (31) and the third link (32).

10. The brake force distributing device (L) as claimed in the claim 9, wherein the second link (31) comprises an extended portion (3 lg) and the third link (32) comprises a stopper portion (S), wherein the extended portion (3 lg) abuts against the stopper portion (S) when the brake actuating unit (19) pivots beyond the intermediate position such that no relative rotation exist between the second link (31) and the third link (32).

11. The brake force distributing device (L) as claimed in the claim 9, wherein the intermediate position is defined by factors such as load on the front wheel (4) of the vehicle (100) and the rear wheel (8) of the vehicle (100), free play of the second brake device (23) of the vehicle (100), degrees of rotation of the brake actuating unit (19), brake operating force generated by actuating the brake actuating unit (19).

12. The vehicle (100) as claimed in the claim 11, wherein the load applied to the front wheel (4) and the rear wheel (8) is subjected to the number of persons riding the vehicle (100).

13. The vehicle (100) as claimed in the claim 9, wherein the speed deceleration system (200) comprises a brake linkage casing (C) attached to the body frame (1) which encloses the brake force distributing device (L).

14. The vehicle (100) as claimed in the claim 9, wherein distribution of the brake operating force between the first brake device (22) of the vehicle (100) and the second brake device (23) of the vehicle (100) exhibits a first characteristic before the intermediate position and distribution of the brake operating force between the first brake device (22) and the second brake device (23) exhibits a second characteristic after the intermediate position.

15. The vehicle (100) as claimed in the claim 14, wherein proportion of the brake operating force applied to the second brake device (23) is more after the intermediate position i.e. second characteristic than before the intermediate position i.e. first characteristic.

Description:
SPEED DECELERATION SYSTEM

FIELD OF INVENTION

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

BACKGROUND

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

[0003] For safe braking of vehicle, the balanced actuation of front and rear wheel brakes is necessary. If only rear wheel brake is applied, the deceleration of the vehicle is insufficient to efficiently stop the vehicle in a shorter distance. If only the front wheel brake is applied, vehicle may face unsecured steering and leads to an accident if the front wheel gets lock. If both the front and rear wheel brakes are applied simultaneously such that both the wheels get locked, then the vehicle faces imminent danger of accident, thus there is a need of balanced actuation of front and rear wheels for safe and efficient braking of a vehicle.

[0004] One such combined braking system entitled: “Motorcycle” is disclosed in Patent Document JP 2015/160548 A. The patent discloses a mechanical interlock braking, wherein brake pedal connected to equalizer through middle arm and one end of the equalizer is operatively connected to rear brake by brake rod for rear wheel braking and another end of equalizer is operatively connected to front brake by interlocking cable for front wheel braking. As depicted in the layout of interlock brake device of aforementioned patent, interlocking cable has to bend to operatively connect the front brake and equalizer. However, the bending of the cable increase the length of the cable, which adds extra cost to the vehicle and it is difficult to compensate for an accompanying lowering of the operational force transmission efficiency.

[0005] For a safe braking in different load conditions, it is required different brake force distribution to the front and rear wheels, as more pillion rider sit on the vehicle; load on the rear wheel increases, while load on the front wheel remains same, thus there is a tendency of front wheel lock earlier than rear wheel, therefore rider feels unsecured steering and that leads to an accident, which is a safety concern for a rider SUMMARY OF INVENTION

[0006] In one aspect of the present invention, a vehicle is provided. The vehicle having a body frame, a front wheel, a rear wheel, a speed deceleration system configured to apply brake operating force on the front wheel and the rear wheel. The speed deceleration system having a first brake device operatively coupled to the front wheel, a second brake device operatively coupled to the rear wheel, a brake actuating unit pivotally coupled to the body frame, a first brake force transmitting member operatively coupled to the first brake device, a second brake force transmitting member is operatively coupled to the second brake device and a brake force distributing device operatively coupled to the brake actuating unit, the first brake force transmitting member and the second brake force transmitting member, wherein the brake force distributing device configured to distribute the brake operating force generated as a function of actuation of the brake actuating unit to at least one of the first brake force transmitting member and the second brake force transmitting member.

[0007] In an embodiment of the present invention described herein, the brake force distributing device having a first link operatively coupled to the brake actuating unit, a second link operatively coupled to the second brake force transmitting member and the first link, a third link operatively coupled to the body frame, the third link operatively coupled to the first brake force transmitting member and the second link, wherein the third link and second link configured to pivotally rotate and move relative to one another, wherein the third link and the second link moves as a single unit after the brake actuating unit pivots beyond an intermediate position, such that no relative rotation exist between the second link and the third link.

[0008] In an embodiment of the present invention described herein, the second link having an extended portion and the third link having a stopper portion, wherein the extended portion abuts against the stopper portion when the brake actuating unit pivots beyond the intermediate position such that no relative rotation exist between the second link and the third link.

[0009] In an embodiment of the present invention described herein, the intermediate position is defined by factors such as load on the front wheel and the rear wheel, free play of the first brake device and the second brake device, degrees of rotation of the brake actuating unit, brake operating force generated by actuating the brake actuating unit. [00010] In an embodiment of the present invention described herein, the load applied to the front wheel and the rear wheel is subjected to the number of persons riding the vehicle.

[00011] In an embodiment of the present invention described herein, the speed deceleration system having a brake linkage casing attached to the body frame which encloses the brake force distributing device.

[00012] In an embodiment of the present invention described herein, distribution of the brake operating force between the first brake device and the second brake device by the brake force distributing device exhibits a first characteristic before the intermediate position of the brake actuating unit and distribution of the brake operating force between the first brake device and the second brake device by the brake force distributing device exhibits a second characteristic after the intermediate position of the brake actuating unit.

[00013] In an embodiment of the present invention described herein, proportion of the brake operating force applied to the second brake device is more after the intermediate position i.e. second characteristic than before the intermediate position i.e. first characteristic.

[00014] In an embodiment of the present invention described herein, a brake force distributing device of a vehicle having a first link operatively coupled to a brake actuating unit of the vehicle, a second link operatively coupled to the second brake force transmitting member of the vehicle and the first link, a third link pivotally coupled to the body frame of the vehicle, the third link operatively coupled to the first brake force transmitting member of the vehicle and the second link, wherein the third link and second link configured to pivotally rotate and move relative to one another, wherein the third link and the second link moves as a single unit after the brake actuating unit pivots beyond an intermediate position, such that no relative rotation exist between the second link and the third link.

[00015] With this speed deceleration system of the vehicle as disclosed in the present invention, ensures better force transmission efficiency and less cost due to minimizing length of first brake force transmitting member by avoiding bend of first brake force transmitting member. The disclosed speed deceleration system comprising the brake force distributing device provides better performance in terms of rider feel and performance, as more brake operating force is distributed to the second brake device at higher brake operating force after the intermediate position of the brake actuating unit. Further, the stability of the vehicle is maintained as the brake operating force is proportionately distributed to the second brake device and the first brake device initially, before the intermediate position of the brake actuating unit. Further, the disclosed speed deceleration system provides a fail-safe mechanism, in case of front fail condition of the speed deceleration system, by operating at least second brake device for deceleration of the vehicle.

[00016] As, the third link and the second link of the brake force distributing device acts as a single unit and moves together after the brake actuating unit pivots beyond an intermediate position, such that no relative rotation exists between the third link and the second link. This provides firm pedal feel to the rider while actuating the brake pedal.

BRIEF DESCRIPTION OF DRAWINGS

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

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

[00019] Figure 2 illustrates layout of a speed deceleration system of the vehicle of Figure 1, according to an embodiment of the present invention;

[00020] Figure 3a & 3b illustrate two different views of a brake lever of the speed deceleration system, according to an embodiment of the present invention;

[00021] Figure 4 illustrates a brake force distributing device and the brake lever of the speed deceleration system, according to an embodiment of the present invention;

[00022] Figures 5a, 5b & 5c illustrate three different views of a first link of the brake force distributing device, according to an embodiment of the present invention;

[00023] Figures 6a, 6b, 6c & 6d illustrate four different views of a second link the brake force distributing device, according to an embodiment of the present invention;

[00024] Figures 7a, 7b & 7c illustrate three different views of third link the brake force distributing device, according to an embodiment of the present invention;

[00025] Figures 8a, 8b, 8c & 8d illustrate successive brake operating conditions of speed deceleration system, according to an embodiment of the present invention; and [00026] Figure 9 illustrates front fail condition of the speed deceleration system, according to an embodiment of the present invention.

[00027] 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

[00028] 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.

[00029] 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.

[00030] 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.

[00031] 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.

[00032] 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.

[00033] Referring to Figure 1 a schematic side view of an exemplary vehicle (100) of conventional construction employing the present invention in the vehicle (100) is illustrated. The vehicle (100) comprises one or more body parts, such as a body frame (1), a plurality of front forks (2), a handle bar (3), a front wheel (4), a seat (5), a rear grip (6), a rear cushion (7), a rear wheel (8), an engine (9), a headlight (10), a fuel tank (11), a tail light (12), a front fender (13), a rear fender (14), a steering stem (15), a top bridge (l6a), a bottom bridge (l6b), a swing arm (17), and a chain transmission mechanism (18).

[00034] The front wheel (4) is journalled to one end of the plurality of the front forks (2). Other end of the plurality of front forks (2) are steerably pivotally supported to a steering stem (15) through the top bridge (l6a), the bottom bridge (l6b) and a head pipe (HP) located at a front end of the body frame (1). The handle bar (3) is mounted on the top bridge (l6a). The front fender (13) is supported between the front forks (2).

[00035] The rear wheel (8) is journalled to a rear end of the swing arm (17) that extends in a front-rear direction on the vehicle (100) rear lower side. A front end of the swing arm (17) is pivotally supported in a vertically swingable manner by a pivot plate (not shown) located at a lower portion of the body frame (1). The rear wheel (8) is linked to an engine (9) through a chain transmission mechanism (18) disposed on the vehicle rear left side.

[00036] Further, it may be noted that the vehicle (100) is shown to have include above stated parts, however those ordinarily skilled in the art would appreciate that the vehicle (100) includes other parts which may not be relevant for explaining the present invention and hence are not shown and described.

[00037] Referring to Figures 1 and 2, the vehicle (100) comprises a speed deceleration system (200). The speed deceleration system (200) is configured to apply brake forces to the front wheel (4) and the rear wheel (8). The speed deceleration system (200) comprises a brake actuating unit (19), a first brake force transmitting member (20), a second brake force transmitting member (21), a first brake device (22), a second brake device (23), a brake force distributing device (L), a brake linkage casing (C) and a bellow cover (B). In the illustrated example, the brake actuating unit (19) embodies a brake pedal (hereinafter alternatively referred to as brake pedal (19)). The brake linkage casing (C) encloses the brake force distributing device (L). The speed deceleration system (200) may comprises additional components generally associated with conventional speed deceleration systems know in the art, without limiting the scope of the invention.

[00038] Referring to Figures 3a and 3b, two different views of the brake pedal (19) are illustrated. The brake pedal (19) is rotatably mounted on the body frame (1) and the brake linkage casing (C). The brake pedal (19) has two ends such as a first end (l9a) and a second end (l9b). The first end (l9a) of the brake pedal (19) is the end where rider places his foot and generates brake operating force to actuate the speed deceleration system (200). The second end (l9b) of the brake pedal (19) is operatively connected to brake force distributing device (L).

[00039] Referring to Figures 2 and 4, a schematic layout of the speed deceleration system (200) is illustrated. The brake force distributing device (L) is operatively coupled to the brake actuating unit (19), the first brake force transmitting member (20) and the second brake force transmitting member (21). The brake force distributing device (L) is configured to distribute a brake operating force generated as a function of the actuation of the brake actuating unit (19) to at least one of the first brake force transmitting member (20) and the second brake force transmitting member (21).

[00040] The brake force distributing device (L) comprises a first link (30), a second link (31), and a third link (32). The first link (30) is operatively coupled to the brake pedal (19) and the second link (31). The second link (31) operatively coupled to the second brake force transmitting member (21) and the first link (30). The third link (32) pivotally coupled to the body frame (1). The third link (32) operatively coupled to the first brake force transmitting member (20) and the second link (31). The third link (32) and the second link (31) are configured to pivotally rotate and move relative to one another. The third link (32) and the second link (31) are configured to move as a single unit after the brake actuating unit (19) pivots beyond an intermediate position, such that no relative rotation exist between the second link (31) and the third link (32).

[00041] The first link (30) as illustrated in figures 5a, 5b & 5c is a rod shape member, having two ends, a first end (30a) and a second end (30b) opposite to the first end (30a). The first end (30a) and the second end (30b) are depressed portions provided on first link (30). The first link (30) comprises a first through opening (30a’) and a second through opening (30b’). The first through opening (30a’) is disposed at the first end (30a). The second through opening (30b’) is disposed at the second end (30b). [00042] The second link (31) as illustrated in figures 6a, 6b, 6c & 6d is a U shaped plate like member. The second link (31) comprises a first plate member (3 la), a second plate member (3 lb) and a bending portion (3lc). The first plate member (3 la) and the second plate member (3 lb) extend substantially parallel to one another. The bending portion (3lc) joins the first plate member (3 la) and second plate member (3 lb). The bending portion (3lc), the first plate member (3 la) and the second plate member (3 lb) defines a space therein between. The second link (31) comprises a first opening (3 ld’), a second opening (3 le’) and a third opening (3 lf ) disposed on a lower portion (3ld), an upper portion (3le) and an intermediate portion (3 lf) of the second link (31) respectively. The first opening (31 d’), the second opening (3 le’) and the third opening (3 lf ) extend through the first plate member (3 la) and the second plate member (3 lb). The first opening (31 d’), the second opening (3 le’) and the third opening (3 lf ) facilitate in coupling the second link (31) with other components of the speed deceleration system (200). The second link (31) comprises an extended portion (3 lg). The extended portion (3 lg) extends from the lower portion (3ld).

[00043] The third link (32) as illustrated in figure 7a, 7b & 7c is a curved shaped plate like member. The third link (31) comprises a first end (32a), a second end (32b) and a third end (32c). The first end (32a) comprises a first opening (32a’). The second end (32b) comprises a second opening (32b’). The third end (32c) comprises a third opening (32c’). The first opening (32a’), the second opening (32b’), and the third opening (32c’) facilitates in coupling the third link (32) to other components of the speed deceleration system (200). The third link (32) comprises a stopper (S) extending outwardly from both surfaces of the third link (32). The extended portion (3 lg) abuts against the stopper portion (S) when the brake actuating unit (19) pivots beyond the intermediate position, thereby moving the second link (31) and the third link (32) as a single unit.

[00044] In the illustrated example, the intermediate position of the brake pedal (19) is defined by factors such as load on to the front wheel (4) and the rear wheel (8), free play of the first brake device (22) and the second brake device (23), degrees of rotation of the brake actuating unit (19), brake operating force generated by actuating the brake actuating unit (19) etc.. Further, the load on the front wheel (4) and the rear wheel (8) is subjected to the number of persons riding the vehicle (100).

[00045] Referring further to Figures 2 and 4, the brake pedal (19) is rotatably mounted on the body frame (1) and the brake linkage casing (C), by the pivot shaft (PS). The first end (30a) of the first link (30) is rotatably connected to the second end (l9b) of the brake pedal (19) by a first pivot pin (pl) in such a way that second end (l9b) of brake pedal (19) is disposed on one side of a third link (32). The second end (30b) of first link (30) is rotatably connected to the intermediate portion (3 lf) of second link (31) by a second pivot pin (p2).

[00046] In the illustrated example, the second brake force transmitting member (21) embodies a brake rod which transmits brake force from brake force distributing device (L) to the second brake device (23) to decelerate rear wheel (8). One end of the second brake force transmitting member (21) thereof is rotatably and operatively connected to upper portion (3le) of second link (31) by third pivot pin (p3) and other end of the second brake force transmitting member (21) thereof is operatively connected to second brake device (23). The second end (32b) of third link (32) is rotatably connected to the lower portion (3ld) of second link (31) by fourth pivot pin (p4).

[00047] In the illustrated example, the first brake force transmitting member (20) embodies a brake cable, which transmits brake force from the brake force distributing device (L) to the first brake device (22) to decelerate the front wheel (4). One end of the first brake force transmitting member (20) thereof is operatively connected to the first end (32a) of the third link (32) in such a way that an outer casing (20’) of the first brake force transmitting member (20) rests on brake linkage casing (C) and an inner wire (w) of the first brake force transmitting member (20) is connected to the first end (32a) of the third link (32) by a connector and fifth pivot pin (p5). Other end of the first brake force transmitting member (20) thereof is operatively connected to the first brake device (22). The third end (32c) of third link (32) is rotatably connected to the brake linkage casing (C) by sixth pivot pin (p6).

[00048] The brake force distributing device (L) proportionately distributes the brake operating force generated by actuation of the brake pedal (19) between the first brake device (22) and the second brake device (23), thereby exhibiting a first characteristic before the brake pedal (19) pivots beyond the intermediate position.

[00049] The brake force distributing device (L) distributes more proportion of the brake operating force to the second brake device (23) as compared to the proportion previously distributed to the second brake device (23) once the brake pedal (19) pivots beyond the intermediate position, thereby exhibiting a second characteristic thereafter. Proportion of the brake operating force applied to the second brake device (23) is more after the intermediate position i.e. the second characteristic than before the intermediate position i.e. the first characteristic. This enables speed deceleration system (200) rear bias, means more brake force is transmitted to the rear wheel (8).

[00050] Referring to Figures 8a, 8b, 8c and 8d, successive brake operating conditions of the speed deceleration system (200) is illustrated. Figure 8a shows initial stage of the brake pedal (19) in no load condition, when rider is not pressing the brake pedal (19). Figure 8b shows successive stage of brake pedal (19), when rider starts pressing the brake pedal (19) downward. The second end (l9b) of brake pedal (19) starts pulling forward the second link (31) by the first link (30) in such a way that the third pivot pin (p3) at the upper portion (3le) of second link (31) starts moving forward and the lower portion (3ld) of the second link (31) starts rotating on the second end (32b) of the third link (32), however the fourth pivot pin (p4) will not move forward, thus the brake pedal (19) initially consumes free play and then only the second brake device (23) gets actuated by the second brake force transmitting member (21) to decelerate the rear wheel (8).

[00051] Figure 8c shows successive stage of brake pedal (19), when rider further press the brake pedal (19) downwardly. The fourth pivot pin (p4) provided at the lower portion (3ld) of second link (31) starts moving forward by pushing the second end (32b) of the third link (32), therefore the third link (32) starts rotating about the sixth pivot pin (p6) at the third end (32c) of the third link (32), that rotates the first end (32a) of the third link (32) downward, thus the first brake device (22) gets actuated by the first brake force transmitting member (20) along with the second brake device (23) by the second brake force transmitting member (21) for proportionate declaration of the front wheel (4) and the rear wheel (8).

[00052] Figure 8d shows last stage of the brake pedal (19), when rider presses the brake pedal (19) furthermore, i.e. when the brake pedal (19) pivots beyond the intermediate position, the extended portion (3 lg) of second link (31) abuts against the stopper (S) of the third link (32). The third link (32) and the second link (31) act as a single unit and moves together for further braking, such that no relative rotation exists between the third link (32) and the second link (31). This provides firm pedal feel to the rider while actuating the brake pedal (19). On further application of excessive force by the rider on the brake pedal (19), the third link (32) rests on the pivot shaft (PS) of the brake pedal (19). The pivot shaft (PS) restricts further rotation of the third link (32) and limits the first brake device (22) actuation to decelerate the front wheel (4). Thus, the pivot shaft (PS) act as a front limiter and enhances safety of the vehicle (100). [00053] Referring to Figure 9, a front fail condition of the speed deceleration system (200) is illustrated. In case when the first brake force transmitting member (20) fails and if rider applies force on the brake pedal (19), the second brake device (23) still operates which is achieved stopper (S) is provided on third link (32). When rider presses the brake pedal (19) in front fail condition (When the inner wire (w) of first the brake force transmitting member (20) is demerged) the second end (l9b) of the brake pedal (19) starts pulling forward the second link (31) by the first link (30). The lower portion (3 lg) of the second link (31) gets engaged with the stopper (S) of third link (32), and as there is no load from the front wheel (4), furthermore downward movement of the brake pedal (19) allows actuation of at least second brake device (23) by second brake force transmitting member (21) to decelerate rear wheel (8), in front fail condition. This enhances safety of vehicle and stopper (S) acts as a failsafe device.

[00054] Further, a brake pedal free play is the amount of a brake pedal (19) movement before the second brake device (23) is actuated, for a safe braking in more load conditions, it is required more brake force distribution to the rear wheel (8) as compared to low load condition, as more pillion rider sit on the vehicle (100); load on the rear wheel (8) increases, that rotates the swing arm (17) downwardly, thus brake pedal (19) free play reduces due to swing arm (17) orientation change and while braking second brake device (23) actuated little earlier than when compared to single riding condition, moreover extended portion (3 lg) of second link (31) will engage with stopper (S) of third link (32) little earlier, when compared to single ride condition, this enables speed deceleration system (200) rear bias, means more brake force is transmitted to the rear wheel (8), when more pillion rider sit on the vehicle, as compared to single riding condition, this makes speed deceleration system (200) a load based system and enhance safety in vehicle.

[00055] The brake force distributing device (L) is disposed on the vehicle (100) such that the first end (32a) of the third link (32) oriented in a manner where one end of first brake force transmitting member (20) gets connected with the third link (32) of brake force distributing device (L) and need not to be bent, this ensures better force transmission efficiency and less cost due to minimizing length of first brake force transmitting member (20) by avoiding bend of first brake force transmitting member (20).

[00056] As per orientation of brake force distributing device (L) of the present invention the bending of first brake force transmitting member (20) is not required that leads to improvement in effectiveness of front wheel braking moreover cost effective due to minimizing length of first brake force transmitting member (20) by avoiding bend of first brake force transmitting member (20)

[00057] The present invention provides a speed deceleration system (200) having a brake force distributing device (L) ensures better force transmission efficiency and less cost due to minimizing length of first brake force transmitting member (20) by avoiding bend of first brake force transmitting member (20).

[00058] The disclosed speed deceleration system (200) provides better performance in terms of rider feel and performance, as more brake operating force is distributed to the second brake device (23) at higher brake operating force. Further, the stability of the vehicle (100) is maintained as the brake operating force is proportionately distributed to the second brake device (23) and the first brake device (22) initially. Further, the disclosed speed deceleration system (200) provides a fail-safe mechanism, in case of front fail condition of the speed deceleration system (200), by operating at least second brake device (23) for deceleration of the vehicle (100).

[00059] 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.

[00060] 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.

[00061] 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.