TECHNICAL FIELD

[0001] The present subject matter, in general, relates to a braking system, and, in particular relates, to the braking system for a motor vehicle.

BACKGROUND

[0002] Generally, a braking system is provided in motor vehicles, be it a mono- cycle or a multi-wheeled vehicle, and the braking system is used for slowing down the motor vehicle and / or for bringing the motor vehicle to a complete halt. Generally, multi-wheeled vehicles, especially, motor vehicles having a plurality of wheels incorporate various electronics based braking systems like anti-lock braking system (ABS), electronic brake-force distribution (EBD) etc., which operate based on sophisticated electronics and are powered by a battery or from power generated by a power unit of the motor vehicle. Such sophisticated braking systems are expensive and are typically used in cars. Typically, small capacity vehicles like two-wheeled or three-wheeled motor vehicles, which are catering to commuter applications, incorporate a braking system that allows simultaneous application of a front wheel brake and a rear wheel brake by actuation of a single brake lever. The front wheel brake and the rear wheel brake can be a drum brake or a disc brake depending on cost and stopping distance requirements of the motor vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS

[0003] The detailed description is described with reference to an embodiment of a two-wheeled saddle vehicle along with the accompanying figures. Similar numbers are used throughout the drawings to reference like features and components.

[0004] Fig. 1 illustrates a schematic layout of a synchronized braking system of a motor vehicle, in accordance with an embodiment of the present subject matter.

[0005] Fig. 2 (a) illustrates a portion of a synchronized braking system, in accordance with an embodiment of the present subject matter.

[0006] Fig. 2 (b) illustrates a portion of a synchronized braking system in an actuated condition, in accordance with an embodiment of the present subject matter. [0007] Fig. 2 (c) illustrates a portion of a synchronized braking system in a further actuated condition, in accordance with an embodiment of the present subject matter. [0008] Fig. 2 (d) illustrates a portion of a synchronized braking system, in accordance with an embodiment of the present subject matter.

DETAILED DESCRIPTION

[0009] Conventionally, motor vehicle with two- or three-wheels are considered to be less stable when compared to motor vehicles having four or more wheels. Hence, braking system plays a crucial role in slowing down or in bringing the motor vehicle to a halt effectively. Generally, in the two-wheeled or three-wheeled motor vehicles, a disc brake or a drum brake is provided to operate as a front wheel brake and a drum brake is provided to operate as a rear wheel brake. For example, the disc brake is provided as front wheel brake in motor vehicles that are operated at high-speeds. However, in in order to achieve a shorter stopping distance and for effective braking, a disc brake is used for both the front wheel brake and the rear wheel brake. Conventionally, a hand-operated lever or a foot-operated lever is used for actuation of the brake(s).

[00010] Generally, in order to combinedly operate both the front wheel brake and the rear wheel brake, a brake force distribution member like an equalizer is typically used in some braking system known in the art. The equalizer and corresponding cables or hose connections cannot be accommodated near a handle bar, where a hand-operated brake lever is disposed, or near a rider-footrest/ foot-rest, where a foot-operated brake lever is disposed. Moreover, the equalizer-based system may require a separate space/ casing on the motor vehicle away from the handle bar or away from the rider-footrest. Moreover, equalizer-based systems work on principle of brake force distribution. The user may have to apply more braking force at the lever to realize the effect on both the front wheel brake and the rear wheel brake. The equalizer based braking system and other braking system known in the art become even more challenging, when both the front wheel brake and the rear wheel brake are disc brakes. Typically, the known systems use two hydraulic master cylinders for achieving independent brake operation and simultaneous brake operation just for the front wheel brake. Accordingly, a larger caliper member (two or more pots) is required on the front wheel. One master cylinder is used to actuate one or more pot of the caliper member of the front wheel brake when one brake lever is actuated and other master cylinder is also used to actuate other pots of the caliper member (other than the calipers earlier mentioned) of the front wheel brake when the other brake lever is actuated. Thus, for operating the front wheel brake itself, two master cylinders are required in some cases. Additionally, a third master cylinder is required for actuating the rear wheel brake, when the rear brake is also a disc brake.

[00011] Some braking systems use a pressure control valve and a hydraulic delay member. The braking systems with more than two master cylinders or with pressure control valves and hydraulic delay members have multiple joints there between and multiple hoses. The braking system with multiple joints/ hoses becomes complex and moreover, space has to be created on the motor vehicle for mounting the components and for routing of hoses. The master cylinder that operates in conjunction with hydraulic hoses requires hydraulic fluid in large quantities adding to the cost and complexity of oil filling during assembly and maintenance. Moreover, these systems are expensive due to multiple components and their need for multiple mechanical or hydraulic connections between them adding to the weight.

[00012] Moreover, the braking systems known in the art have a master cylinder assembly with multiple levers disposed away from the brake lever. The brake lever is connected to these multiple levers to actuate the master cylinder assembly. Hence, longer cables are required in such systems and for actuating the master cylinder assembly, the cables have to be again connected to the levers to actuate the piston of the master cylinder thereby increasing the number of components and joints. Moreover, as the multiple master cylinder needs to be placed in a place that is visible to the user. If the master cylinder is not visible to the user owing to layout and packaging constraints, it leads to a challenge for the user to observe and act when an oil level in the hydraulic system goes down below a low-level. Accessing the master cylinder for maintenance and oil filling is also cumbersome. Further, in certain motor vehicles which are typically referred to as scooters, a headlamp assembly is also mounted on the handlebar assembly and more than two master cylinders cannot be accommodated in the vicinity of the handlebar due to crowding of various components thereat.

[00013] Hence, there exists a challenge to provide a compact braking system that is capable of actuating front wheel brake and rear wheel brake simultaneously. It should be capable of being accommodated in a compact motor vehicle like a twowheeled or three-wheeled motor vehicles without occupying more space and by utilising a smaller number of components without any compromise on braking effectiveness and safety. Thus, the present subject matter provides a synchronized braking system that addresses the aforementioned and other problems in the prior arts.

[00014] In one embodiment, the synchronized braking system comprises one or more front wheel brake(s) capable of applying braking forces to one or more front wheels of the motor vehicle. One or more rear wheel brake(s) capable of applying braking forces to one or more rear wheels of the motor vehicle. An independent brake lever is provided, which is typically a hand-operated lever. The independent brake lever is mounted to a handlebar assembly of the motor vehicle. The independent lever is coupled to one of the one or more front wheel brake(s) and the one or more rear wheel brake(s)(s). In a preferred embodiment, the independent brake lever is connected to the one or more front wheel brake(s).

[00015] The synchronized braking system comprises a synchronous brake lever is capable of actuating both the one or more front wheel brake(s) and the one or more rear wheel brake(s) synchronously. The synchronous brake lever is fixedly pivoted. In one implementation, the synchronous brake is fixedly pivoted to a handlebar assembly of the motor vehicle. In another implementation, the synchronous brake lever is fixedly pivoted to a frame assembly of the motor vehicle.

[00016] A second actuating member is fixedly mounted and is capable of actuating other of the one or more front wheel brake(s) and the one or more rear wheel brake(s). For example, if the independent brake lever coupled to a first actuating member is capable of actuating the one or more front wheel brake(s) then the second actuating member is capable of actuating the one or more rear wheel brake(s) or vice-versa. The present subject matter uses only two master cylinders viz. first actuating member and second actuating member, and provide both independent brake operation as well as synchronous brake operation.

[00017] In one embodiment, the synchronous brake lever is functionally coupled to one of the one or more front wheel brake(s) and the one or more rear wheel brake(s) for directly actuating thereof. For example, in one implementation, the synchronous brake lever is directly connected to front wheel brake or to a first actuating member that actuates the one or more front wheel brake(s) through a transmission member, a cable or the like. The force output of the synchronous brake lever gets transmitted to the one or more front wheel brake(s), in one implementation, without any distribution of force.

[00018] In one embodiment, the second actuating member is synchronously actuated by a reaction of the one of said one or more front wheel brake(s) and the one or more rear wheel brake(s).

[00019] In one embodiment, the intermediate lever is fixedly pivoted and the intermediate lever is configured to actuate one of the one or more front wheel brake(s) and the one or more rear wheel brake(s). The intermediate lever is configured to actuate the second actuating member, to actuate the other of the one or more front wheel brake(s) and the or more rear wheel brake(s). The intermediate lever actuates the second actuating member and one of the one or more front wheel brake(s) the and the one or more rear wheel brake(s) due to reaction of one on the other through the intermediate lever. In one implementation, the intermediate lever actuates the front wheel brake(s) through an additional transmission member. The reaction of additional transmission member and the second actuating member acts on one-another (one on other) thereby actuating the front wheel brake(s) and the rear wheel brake(s).

[00020] In one embodiment, the intermediate lever is coupled to the one of the one or more front wheel brake(s) and the one or more rear wheel brake(s) through an additional transmission member, as stated earlier. In case of the independent brake lever and the synchronous brake lever being mounted to handlebar assembly, the additional transmission member extends therebetween, which requires a small cable length.

[00021] In one embodiment, the intermediate lever comprises a first end and a second end disposed on either ends thereof and a central portion between the first end and the second end. The intermediate lever is fixedly pivoted to a second support through a central portion. The central portion can be equidistant from the ends or can be near to one of the first end or the second end based on effort required. The intermediate lever acts based on reaction force and does not distribute the braking being applied. Thus, the effort required for synchronously actuating the front wheel brake and the rear wheel brake is less when compared to prior arts designs.

[00022] In one implementation, the rear wheel brake is a disc brake and the front wheel can be a disc brake or a drum brake. In a preferred implementation, both the front wheel brake and the rear wheel brakes are disc brakes.

[00023] In one embodiment, the first end of the intermediate lever comprises a passage-portion. The additional transmission member comprises an outer cable and an inner cable slidable about the outer cable. The outer cable abuts the first end of the intermediate lever and the inner cable is connected to the synchronous brake lever through the passage-portion. In one implementation, the additional transmission member functionally engages with the intermediate lever without any pivotal connection or the like therebetween.

[00024] In one embodiment, the synchronous brake lever exerts an action force on the inner cable and a rection force is exerted by the outer cable of the additional transmission member at the first end causing rotation of the intermediate lever to actuate the second actuating member. Similarly, the second actuating member exerts a reaction force (reaction from the piston, which is preloaded) at the second end of the intermediate lever thereby enabling actuation of the additional transmission member, say for actuating the front wheel brake(s). Thus, the reaction of one acts on other providing a balanced braking system that can be operated with minimal effort. [00025] In one embodiment, the second end of the intermediate lever is in a functional connection with a piston of the second actuating member. The functional connection can be a dynamic pivot or an actuating contact.

[00026] In one embodiment, the piston exerts a reaction force at a second end of the intermediate lever that is applied to the outer cable of the additional transmission member.

[00027] In one embodiment, the synchronous brake lever is fixedly pivoted on a first support, the intermediate lever is fixedly pivoted on a second support, wherein the first support, the second support and the second actuating member are fixedly mounted. In one implementation, the synchronous brake lever, the intermediate lever and the second actuating member can be compactly supported on a handlebar assembly itself.

[00028] In one embodiment, the intermediate lever is disposed laterally between the second actuating member and the synchronous brake lever. The synchronous brake lever, the second actuating member and the intermediate lever therebetween can be compactly accommodated near the handlebar assembly or near the riderfootrest. Need for allocating additional space away from handlebar assembly and the rider-footrest is avoided.

[00029] These and other advantages of the present subject matter would be described in greater detail in conjunction with, the figures in the following description. The present subject matter is further described with reference to accompanying figures. It should be noted that the description and figures merely illustrate principles of the present subject matter. Various arrangements may be devised that, although not explicitly described or shown herein, encompass the principles of the present subject matter. Moreover, all statements herein reciting principles, aspects, and examples of the present subject matter, as well as specific examples thereof, are intended to encompass equivalents thereof.

[00030] Fig. 1 illustrates a schematic layout of a synchronized braking system for a motor vehicle, in accordance with an embodiment of the present subject matter. The motor vehicle comprises one or more front wheel(s) and one or more rear wheel(s) (not shown). A power unit (not shown) is provided on the motor vehicle. The power unit is either fixedly or swingably mounted to the motor vehicle. The power unit is configured to drive one or more wheel(s) of the motor vehicle. The synchronized braking system (hereinafter also referred to as ‘system’) 170 comprises a front wheel brake 105 and a rear wheel brake 110 corresponding to the one or more front wheel(s) and the one or more rear wheel(s), respectively. Herein, the terms ‘front wheel brake’ and ‘rear wheel brake’ are referred to in singular form, for brevity and ease of explanation but not by way of limitation. In one implementation, the rear wheel brake 110 is a disc brake. The disc brake is at least partially supported on the rear wheel i.e. a disc member of the disc brake is mounted to the rear wheel and a caliper member that operates with the disc member is mounted to a swingarm of the motor vehicle.

[00031] Further, in accordance with one embodiment, an independent brake lever 115 is mounted to a handlebar assembly 120 of the motor vehicle. A first switch assembly 132 and a second switch assembly 130 are mounted to the handlebar assembly 120. Similarly, a synchronous brake lever 175 is mounted to the handlebar assembly 120 of the motor vehicle. In another implementation, the synchronous brake lever 175 is a foot-operated brake lever, and the foot-operated brake lever is disposed near a rider- footrest. The independent brake lever 115 is functionally coupled to one of the front wheel brake 105 and the rear wheel brake 110. The independent brake lever 115 is configured to actuate one of the front wheel brake 105 and the rear wheel brake 110. The synchronous brake lever 175 is capable of actuating both the front wheel brake 105 and the rear wheel brake 110 in a synchronous manner. In one implementation, the synchronous brake lever 175 is disposed on left-side of the handlebar assembly 120 and the independent brake lever 115 is disposed on right-side of the handlebar assembly. In another implementation, a foot pedal (not shown) serves as the synchronous brake lever, and the foot pedal is disposed near to a rider foot-peg (not shown) for rider to apply brake through his feet.

[00032] A first actuating member 135 is functionally coupled to the independent brake lever 115. The first actuating member 135 is a master cylinder, in accordance with one implementation. The first actuating member 135 comprises a piston (not shown). The first actuating member 135, which is fixedly pivoted on the handlebar assembly 120, is capable of actuating the piston thereof. When the rider operates the independent brake lever 115, the independent brake lever 115 undergoes pivotal rotation thereby exerting force on the piston of the first actuating member 135. The piston of the first actuating member 135 exerts pressure, which gets transmitted to the front wheel brake 105 through a first transmission member 140. In one embodiment, the first transmission member 140 is a brake hose capable of transmitting hydraulic fluid.

[00033] The synchronous brake lever 175 is fixedly pivoted on the handlebar assembly, in accordance with one embodiment. The synchronous brake lever 175 may be fixedly pivoted on the handlebar assembly 120, in accordance with an implementation. Application of the synchronous brake lever 175 actuates a second actuating member. The second actuating member 145 is configured to actuate the rear wheel brake 110 upon actuation thereof. In one implementation, the second actuating member 145 is a master cylinder. The second actuating member 145 comprises a piston (not shown). Exertion of force on the piston, causes the piston to move/slide whereby a change in pressure is created. The second actuating member 145 is connected to the rear wheel brake 110 through a second transmission member 150. The change in pressure due to the movement of the piston is transmitted through the second transmission member 150 to the rear wheel brake 110.

[00034] In another implementation, the synchronous brake lever 175 is supported by the second actuating member 145.

[00035] An additional transmission member 125 is operatively connected between the first actuating member 135 and the synchronous brake lever 175. In other words, the synchronous brake lever 175 is functionally coupled to the first actuating member 135 (that actuates the front wheel brake 105) through the additional transmission member 125. The additional transmission member 125 has one end, which is operatively connected to the synchronous brake lever 175 and other end is configured to actuate the first actuating member 135. The other end of the additional transmission member 125 is coupled to a secondary brake lever (not shown), in one implementation. In one embodiment, the additional transmission member 125 is a brake cable. In another embodiment, the additional transmission member 125 can be a brake cable, a brake hose or a combination of brake cable and brake hose. In one implementation, the front wheel brake 105 is a drum brake and the additional transmission member 125 connected functionally connects the synchronous brake lever 175 to a front brake -cam lever. The front brake - cam lever is a lever of the drum brake that is capable of actuating the drum brake upon rotation. The secondary brake lever is fixedly pivoted near the first actuating member 135 and is capable of independently actuating the piston of the first actuating member 135 without any interference with the independent brake lever 115. The actuation of the front wheel brake 105 and the rear wheel brake 110 by actuation of the synchronous brake lever 175 is explained through the subsequent figures.

[00036] Fig. 2 (a) illustrates a schematic view of a portion of the synchronized braking system, in accordance with an embodiment of the present subject matter. The synchronized braking system 170 comprises a synchronous brake lever 175, which is fixedly pivoted on a first support 215. The synchronous brake lever 175 comprises a holding portion 202, a first connection portion 204, a first pivot mounting 206. Through the first pivot mounting 206, the synchronous brake lever 175 is fixedly pivoted to a first support 215. The first support 215 is rigid support member mounted to the handlebar assembly 120. As the pivot point is fixed, and not dynamic, it is herein referred to using the terms “fixedly pivoted”. The holding portion 202 is the portion of the synchronous brake lever 175 where the user exerts force. In the depicted implementation, the synchronous brake lever 175 is an L- shaped member having a longer arm and a shorter arm. The longer arm, as can be perceived from Fig. 2 (a), acts as the holding portion. At the first connection portion 204, the additional transmission member 125 is functionally connected. In one embodiment, the additional transmission member 125 is a brake cable that comprises of an inner cable 2251 and an outer cable/sheath 2250. Specifically, the inner cable 2251 of the additional transmission member 125 is pivotally connected to first connection portion 204. The second actuating member 145 is fixedly mounted to the handlebar assembly 120. The second actuating member 145 compnses a piston 232, which is slidable within a cylinder section 234. The second actuating member 145 comprises a fluid output 236. At the fluid output 236, the second transmission member 150 (shown in Fig. 1) is connected.

[00037] Further, the synchronized braking system 170 comprises an intermediate lever 210. The intermediate lever 210 is fixedly pivoted about a central portion 214 on a fixed support/ second support 220. The intermediate lever 210 is fixedly pivoted to the handlebar assembly 120 or the second actuator member 145. The intermediate lever 210 is configured to actuate the first actuating member 135 (shown in Fig. 1) corresponding to one of the front wheel brake 105 and the rear wheel brake 110 as well as to actuate the second actuating member 145 corresponding to other of the front wheel brake 105 and the rear wheel brake 110. For example, in one implementation, the intermediate lever 210 is configured to actuate the first actuating member 135 to the front wheel brake 105 (which is one of the two-wheel brakes) and the second actuating member 145 actuates the rear wheel brake 110 (which is other of the two-wheel brakes). The intermediate lever 210 comprises a first end 212, a second end 216 and a central portion 214. In one implementation, in analogue to their nomenclature, the first end 212 and the second end 216 are provided on either ends of the intermediate lever 210 and the central portion 214 is disposed between first end 212 and the second end 216. In one implementation, the central portion 214 is fixedly pivoted on a second support 220. The second support 220 is part of at least one of the second actuating member 145 and the handlebar assembly 120. In one implementation, the first support 215, the second support 220 and the second actuating member 145 are supported one of a handlebar assembly 120 and on a frame assembly, of the motor vehicle, near to a rider-footrest.

[00038] In one embodiment, the intermediate lever 210 is a first order lever having a substantially rectangular profile (in a plan view) and is compactly accommodated laterally between the second actuating member 145 and the synchronous brake lever 175. The intermediate lever 210 can be any one of a first-order lever, a second- order lever and a third-order lever. In the depicted implementation, the intermediate lever 210 is a first order lever in which, a pivot point/fulcrum is between a load and an effort. In another implementation, the intermediate lever can act as a second- order or a third-order lever depending on the pivot point. The first end 212 of the intermediate lever 210 comprises a passage-portion. In one implementation, the passage-portion is a through opening passage passage, which is provided orthogonal to a pivot axis of the intermediate lever 210. The inner cable 2251 of the additional transmission member 125 passes through the passage-portion of the first end 212. The passage-portion aligns with the first connection portion 204 of the synchronous brake lever 175. The outer cable 2250 of the additional transmission member 125 abuts an outer surface of the first end 212 of the intermediate lever 210. By taking reference from Fig. 1, the additional transmission member 125 extends between the secondary brake lever (at the first actuating member 135, as shown in Fig. 1) and the synchronous brake lever 175. In one implementation, the additional transmission member 125 is preloaded at the secondary brake lever side. The second end 216 of the intermediate lever 210 is functionally connected with a piston 232 of the second actuating member 145. The second end 216 of the intermediate lever 210, in one implementation, is provided in a pivotal contact with the piston 232. The functional connection can be one of a dynamic pivot (pivot point moves with the movement of the piston 232) or an actuating contact (the second end 216 is disposed in contact with the piston 232 to actuate the piston 232). In another implementation, the second end 216 of the intermediate lever 210 is in contact with the piston. When the rider actuates the synchronous brake lever 175, due to this action, the additional transmission member 125, which is connected to the synchronous brake lever 175, is actuated. Due to a reaction from the additional transmission member 125, the intermediate lever 210, which is in contact with the additional transmission member 125 is pivoted about the central portion 214 thereby actuating the piston 232 of the second actuating member 145. Thus, the application of the synchronous brake lever 175 actuates the front wheel brake 105 (through the additional transmission member 125) and the rear wheel brake 110 through second actuating member 145 (through the pivotal motion of the intermediate lever 210). The working of the braking system 170 is elaborated using the subsequent figures. In one implementation, the intermediate lever 210 directly actuates the second actuating member 145 and it actuates a first actuating member 135 (shown in Fig. 1) through the additional transmission member 125 that functionally engages with the intermediate lever 210. In one implementation, the outer cable 2250 of the additional transmission member 125 abuts with the intermediate lever 210 and the inner cable 2251 passes through a passage-portion thereof forming the functional engagement.

[00039] Fig. 2 (b) illustrates a schematic view of a portion of the synchronized braking system in an actuated condition, in accordance with an embodiment of the present subject matter. In an unactuated condition, as shown in Fig. 2 (a), the piston 232 of the second actuator member 145, which is preloaded by a spring or the like, retains the intermediate lever 210 in an unactuated condition. Similarly, the synchronous brake lever 175 is also in an unactuated condition as no force is exerted on the synchronous brake lever 175.

[00040] As shown in Fig. 2 (b), when the synchronous brake lever 175 is actuated by the rider, an input force Fl applied by the rider is enhanced by a lever ratio of the synchronized lever 175. The enhanced force FA1 is applied to the additional transmission member 125 through the first connection portion 204. The enhanced force FA1 is applied to the inner cable 2251 of the additional transmission member 125. Due to the force exerted on the additional transmission member 125, a reaction force FR1 is produced by the additional transmission member 125. The reaction force FR1 from the additional transmission member 125 is exerted by the outer cable 2250 thereof on the first end 212 of the intermediate lever 210. The intermediate lever 210, which is fixedly pivoted, receives the reaction force FR1 exerted at the first end 212, and the intermediate lever 210 is rotated in an anticlockwise direction (in plan view). In one implementation, the reaction force FR1 is equal to the enhanced force/ action force FA1. The action-reaction forces (FA- FR) create a balance in the system. Due to rotation of the intermediate lever 210, the second end 216 of the intermediate lever 210 exerts an adjusted reaction force FR2 on the piston 232 of the second actuator member 145. The adjusted reaction force FR2 is obtained due to the lever ratio of the intermediate lever 210. Simultaneously, the piston 232 of the second actuating member 145 exerts a reaction force acting on the second end 216 of the intermediate lever 210, which is acting on the outer cable 2250 of the additional transmission member 125 thereby creating a pulling effect on the inner cable 2251. In one implementation, the outer cable 2250 comprises an abutment member 226 provided at end of the outer cable 2250. The abutment member 226 is configured to abut the first end 212 of the intermediate lever 210. The reaction force FR1 as well as the adjusted reaction force FR2 are governed by the ratio of distance between the central portion 214 of intermediate lever 210 and the first end 212 to the distance between the central portion 214 and second end 216. Various ratio values may be configured to obtain various desired results in terms of braking performance as well as feel.

[00041] Fig. 2 (c) illustrates a schematic view of a portion of the synchronized braking system in a further actuated condition, in accordance with an embodiment of the present subject matter. When the user exerts an input force F2 (greater than Fl), accordingly, the action force FA2, the reaction force FR11 and the adjusted reaction force FR21 are also higher. Thus, the intermediate lever 210 undergo a greater degree of rotation in the anti-clock wise direction. In one implementation, the actuation of the front wheel brake 105 and the rear wheel brake 110 synchronously means that the first actuating member 135 and the second actuating member 145 start operating simultaneously. In another implementation, the actuation of the front wheel brake 105 and the rear wheel brake 110 synchronously means that one of the wheel brake(s) starts operating first and the other wheel brake starts operating subsequently, which is achieved by adjusting the said preloads.

[00042] Thus, application of the synchronous brake lever 175 synchronously actuates the front wheel brake 105 and the rear wheel brake 110. The synchronous brake lever 175 pulls the additional transmission member 125, especially the inner cable of 2251 of the additional transmission member 125. The additional transmission member 125 actuates the first actuation member 135 (shown in Fig. 1) whereby the front wheel brake 105 is actuated. The additional transmission member 125 exerts force on the intermediate lever 210 that actuates the piston 232 of the second actuating member 145. The second actuating member 145 actuates the rear wheel brake 110. Thus, from effort/ input force Fl, F2 exerted by the user, the braking system 170 enhances the force exerted to enhanced force/ action force FA1, FA2 to actuate one wheel brake/ front wheel brake 105. Synchronously, a reaction force FR1, FR11 is generated to actuate the other wheel brake/ rear wheel brake 110.

[00043] Further, Fig. 2 (d) illustrates a portion of a synchronized braking system, in accordance with an embodiment of the present subject matter. The synchronous brake lever 175 is actuated by the rider by providing an input force Fl. The input force Fl is considered to act at a point on the synchronous brake lever 175 at a first distance LI from the first connection portion 204. Considering that the input force Fl does not act at a single point on the synchronous brake lever 175, the mean force acting point may be considered to determine the first distance LI. A first torque FlxLl is generated by the product of the input force Fl and the first distance LI.

[00044] Further, the enhanced force/action force FA1 is acting on the inner cable 2251 due to the leverage of synchronous brake lever 175 and the input force FL The synchronous brake lever 175 is pivoted at the first pivot mounting 206 and pulling of the inner cable 2251 happens through the first connection portion 204. A second distance L2 is provided between the first connection portion 204 and the first pivot mounting 206. Hence, a second torque FAlxL2 is generated by the product of enhanced force FA1 and the second distance L2. The first torque FlxLl and the second torque FAlxL2 are at equilibrium thereby creating a torque equilibrium.

[00045] Due to the force exerted on the inner cable 2251 of the additional transmission member 125, a reaction force FR1 is produced by the outer cable 2250 of the additional transmission member 125. The reaction force FR1 is exerted by the outer cable 2250 on the first end 212 of the intermediate lever 210. The intermediate lever 210, which is fixedly pivoted, receives the reaction force FR1 exerted at the first end 212, and the intermediate lever 210 is rotated in an anticlockwise direction (in plan view). In one implementation, the reaction force FR1 is equal to the enhanced force/ action force FA1. The action-reaction forces (FA & FR) create a balance/equilibrium in the system. Due to rotation of the intermediate lever 210, the second end 216 of the intermediate lever 210 exerts an adjusted reaction force FR2 on the piston 232 of the second actuator member 145. The adjusted reaction force FR2 is obtained due to the lever ratio of the intermediate lever 210.

[00046] The intermediate lever 210 is fixedly pivoted through the central portion 214, which is a pivot point in one embodiment. The first end 212 is disposed at a third distance L3 from the central portion 214 and the second end 216 is disposed at a fourth distance L4 form the central portion 214. Further, a third torque FRlxL3, which is the product of the reaction force FR1 and the third distance L3, is at equilibrium with a fourth torque FR2xL4, which is the product of the adjusted reaction force FR2 and the fourth distance L4. The present subject matter, is governed by the force equilibrium and the torque equilibrium thereby providing variable free-play between the front and rear brake systems. It does not require excessive force application of both brakes as the reaction from one brake is used to actuate other brake at the same time by maintaining force and torque equilibrium. Although the subject matter has been described in considerable detail with reference to certain embodiments thereof, other embodiments are possible. It is to be understood that the appended claims are not necessarily limited to the features described herein. Rather, the features are disclosed as embodiments of the braking system of the present subject matter.

List of reference signs:

105 front wheel brake 215 first support

110 rear wheel brake 216 second end

115 independent brake lever 220 second support

120 handlebar assembly 2251 inner cable

125 additional transmission 25 2250 outer cable member 226 abutment member

130/132 switch assembly 232 piston

135 first actuating member 234 cylinder section

140 first transmission member 236 fluid output

145 second actuating member 30 F1/F2 input force

150 second transmission member FA1/FA2 enhanced force/

170 synchronized braking system action force

175 synchronous brake lever FR 1 /FR 11 reaction force

202 holding portion FR2/FR21 adjusted reaction

204 first connection portion 35 force

206 first pivot mounting LI first distance

210 intermediate lever L2 second distance

212 first end L3 third distance

214 central portion L4 fourth distance