Brake components for vehicles

Abstract

The present invention relates to a brake assembly for a vehicle (100), wherein the brake assembly (100) is configured as a proportional distribution device (204). The proportional distribution device (204) is substantially arranged in front of a seat assembly (111) and is located in an imaginary plane so that one end of the proportional distribution device (204) is functionally engaged with at least one end of a central brake line assembly (206), and the other end of the proportional distribution device (204) is functionally engaged with at least one end of a tandem master cylinder (211). The present subject matter avoids accidents due to leaks in the proportional distribution device (204) because it is visible from the outside to the operator due to its ergonomic position and within the operator's optimal cone of vision.

Description

Technical Field

[0001] The present subject matter relates to a multi-track vehicle. More particularly, the present invention relates to a brake assembly for a multi-track vehicle. Background Art

[0002] In the past few years, public transport has become the main tool, which includes light commercial multi-wheel multi-track vehicles. Such vehicles are one of the main modes of transportation, especially in developing countries. Typical public transportation runs on the road day and night, and the increasing number of vehicles on the road has led to many innovations. Improving the comfort and safety of vehicles and the safety of passengers in public transportation has always been a huge challenge for automobile manufacturers, because the increased safety features need to accommodate a large number of controls and instructions in a limited space. But these vehicles must withstand a wide range of temperatures and vibrations, different road conditions, vibration damage, and need to have a robust braking system for safe deceleration or reliable parking. BRIEF DESCRIPTION OF THE DRAWINGS

[0003] The detailed description is described with reference to embodiments of a brake assembly for a vehicle in conjunction with the accompanying drawings. In all drawings, the same numerals are used to refer to similar features and components.

[0004] Figure 1 A side view of a vehicle according to an embodiment of the present invention is shown.

[0005] Figure 2 A partial rear perspective view of a vehicle according to an embodiment of the present invention is shown, with some parts omitted.

[0006] 3( a ) and 3 ( b ) respectively show a top view and a rear side cross-sectional view through the ZZ axis of a vehicle according to an embodiment of the present invention, in which some parts are omitted.

[0007] 4(a) and 4(b) respectively show a side view and a top view of a vehicle according to an embodiment of the present invention, in which some parts are omitted.

[0008] 5( a ) and 5 ( b ) show a comparison of a conventional braking system and a proposed braking system through graphical representation according to an embodiment of the present invention. DETAILED DESCRIPTION

[0009] Here, various features and embodiments of the present invention will become apparent from the following further description thereof set forth below. It is contemplated that, within the spirit and scope of the present invention, the concepts of the present invention may be applied to any type of vehicle employing a similar configuration. In addition, the "front" and "rear" and "left" and "right" mentioned in the subsequent description of the illustrated embodiments refer to the front, rear, left and right directions when viewed from the rear portion of the vehicle and looking forward. In addition, the longitudinal axis refers to the front-to-rear axis relative to the vehicle unless otherwise specified, while the transverse axis generally refers to the left-to-right or left-to-right axis relative to the vehicle unless otherwise specified. A detailed explanation of the construction of parts other than the present subject matter constituting the essential parts is omitted where appropriate.

[0010] In today's road traffic, it is important to improve the safety of vehicles and their occupants; therefore, efforts are being made to use systems that automatically intervene in the control of multi-wheeled vehicles or specific vehicle systems (such as braking systems) to assist operators in daily driving operations as well as operations in extraordinary situations. Therefore, it is important to improve the lateral stability of the vehicle in dynamically critical situations in all road conditions, especially in situations caused and affected by braking actions taken by the operator. During the braking process, typically, the pedal force acts through a mechanical hydraulic system to apply a deceleration torque to each wheel of the vehicle. The braking torque is offset by the inertia of the wheels and the friction between the tires and the road surface, which causes the vehicle to enter a deceleration mode. Therefore, when the braking force applied to the brake pedal is greater than the braking force required for wheel locking, this can lead to emergency braking or skidding situations. The control of vehicle deceleration by brake pedal force depends on the static and dynamic characteristics of the entire braking system. Road friction can further aggravate this situation, and if the road friction is low, it may cause the wheels to slip to the nominal slip value, especially in rural areas or hilly areas. This situation is particularly true when the friction coefficient of the road surface in rural areas is reduced due to the presence of sand or mud, etc. Emergency situations cause many ordinary operators to hesitate for a while before applying the brakes at the beginning. This hesitation has a great impact on stopping distance and safety because it occurs at the highest vehicle speeds. Such emergency braking under undesirable driving and / or adverse road friction conditions can destabilize the vehicle, leading to a wheel lock condition. While in a four-wheel vehicle, this results in the front or rear wheels skidding, depending on which brake device is applied or which wheel tends to lock, in a three-wheel vehicle (one front wheel), the situation becomes even more unstable when the front wheel tends to enter a wheel lock condition. Typically, three-wheel and four-wheel vehicles equipped with hydraulic braking systems have brake pressure / force distributed proportionally to the front and rear wheels, depending on various factors such as the calibration of the vehicle's tire characteristics, the vertical load distribution on each wheel, etc. A vehicle with a locked front wheel can have stable straight-line forward motion, but loses maneuverability due to the friction force when the tire contacts the road surface in the opposite direction of the sliding motion of the locked wheel. Conventionally, under normal driving conditions, the lateral / steering forces on the rolling wheel tend to return the vehicle to straight-line motion. In addition, a vehicle with a locked rear wheel can become unstable. The vehicle turns and ends up sliding because the lateral forces on the rolling front wheels tend to increase the unstable motion. A potential safety hazard arises, which can be fatal and can cause the vehicle to overturn.

[0011] Therefore, the braking force applied to each of the wheels must be proportional to the vertical load acting on the wheel. For example, in a three-wheeled multi-track vehicle with a rear-mounted powertrain or a high percentage load distribution on the rear wheels, during a predetermined high deceleration period, 2 / 3 of the total braking force is typically supplied or distributed to the front wheel brake assembly, while 1 / 3 of it is supplied to the rear wheel brake assembly. Due to the dynamic load transfer of the vehicle, that is, the high dynamic load transfer during braking, the vehicle braking load applied to the front wheel is greater than the vehicle braking load applied to the rear wheel. In addition, due to improper proportional distribution, poor calibration, emergency situations, undesirable road friction conditions, etc., due to the braking force, that is, based on the load or pressure acting on the wheel, the improper distribution of the braking force at each of the wheels is not fully balanced, and the wheels are always likely to be locked. Therefore, various proportional distribution devices are designed to prevent wheel locking. When the vehicle under consideration is a public transportation vehicle, such as a three-wheeled car or a four-wheeled taxi that needs to run day and night and has almost no repair and maintenance time, the above challenges become more severe.

[0012] Typically, as described above, the brake pressure is higher at the front end of the proportional distribution device, especially during high deceleration. Therefore, these front brake devices require frequent maintenance to prevent any leakage or damage. However, the arrangement position of these devices is difficult for operators to access, and jacks and external devices are required to access these proportional distribution devices. This increases the maintainability time and cost of maintenance operations due to increased worker hours. In addition, any loss of brake fluid may be caused by a small leak in one of the components of the brake assembly leading to the wheel brake assembly (such as a hose / tube bundle or a seal or a fitting or a proportional distribution device). Typically, low-viscosity fluids may be preferred to improve the response time of the brake system, that is, low fluid resistance, which contradicts the easy leakage. Low fluid viscosity leads to a high affinity for undesirable leaks that may occur. Since the hydraulic system relies on brake fluid, that is, a lightly viscous fluid, this brake fluid will leak through the seal, and the leak is usually very small and unnoticed until the brake fluid is completely exhausted or the brake function fails. Therefore, during a small clue, at each application of the brake pedal, the contents of the master cylinder are exhausted to a dangerous level, just like completely emptying the master cylinder in a short time. Under driving conditions, this can become a serious hazard if a leak is not noticed due to the difficulty in accessing or visually inspecting the proportioning device. These known designs are therefore much less efficient in providing a safe braking system and are not very effective as these vehicles require frequent roadside assistance including towing of the vehicle due to complete loss of brake fluid for several reasons. The ensuing safety hazards in the form of accidents or tipping if care is not taken or not noticed are further detrimental issues that need to be addressed. On the one hand, it is important that the braking system responds effectively in a short time to provide safe braking on demand, on the other hand, it is a considerable challenge to ensure that the system looks compact and neat while ensuring reliable braking, easy repair and maintenance, all with minimal cost impact.

[0013] Secondly, public transport vehicles usually run intermittently for 12 to 14 hours a day to maximize the benefits for operators. In addition, due to the dusty and muddy terrain in most areas, and also because the roads connecting rural and urban areas are largely unpaved, many undesirable foreign objects, including dust, affect the durability and performance of the braking operation. Even due to vibration, various accessories may become loose and may cause various parts of the brake assembly, such as the proportional distribution device, to fall off during the movement of the vehicle. In some known technologies, the brake assembly includes multiple brackets for mounting various parts, such as the proportional distribution device, to the frame assembly. Due to the multiple brackets, the maintenance operation time is increased. In addition, any rupture or leakage in any pipeline will cause a pressure drop in other pipelines, resulting in failure of the entire system. Such failures are very common and often lead to serious accidents. Therefore, the performance of components such as brake lines, proportional distribution devices, etc. in the vehicle directly affects the safety and reliability of the vehicle.

[0014] It is therefore a challenge for designers to devise an effective braking system in which, in addition to meeting the front axle static load and the rear axle static load, the braking efficiency defined for the entire vehicle including high dynamic load transfer is met, while achieving safe, reliable and fast system performance without causing wheel locking, with minimal maintenance downtime, easy maintenance and regular inspection, thereby improving the safety of the vehicle and its occupants as a whole.

[0015] It is therefore an object of the present invention to provide a brake assembly having a pressure responsive arrangement for actuating the rear brakes to avoid wheel locking during high deceleration.

[0016] Another object of the present invention is to provide a brake assembly that is designed for ease of maintenance and improved appearance.

[0017] An object of the present invention is to provide a brake assembly designed to reduce the response time of a vehicle braking system by reducing fluid resistance.

[0018] An object of the present invention is to provide a brake assembly having a proportional distribution device arranged in an optimal position so that the operator can easily find any leaks even in driving conditions without the need for frequent inspections in the workshop.

[0019] Therefore, there is a need for an improved braking system for three-wheeled and four-wheeled vehicles, which eliminates the above-mentioned problems and other problems in the known technology. The present invention provides a brake assembly for a three-wheeled multi-track vehicle, the brake assembly includes a frame assembly, and the frame assembly includes at least one central rail. The central rail includes a channel, the channel has an interior defined by a vertical wall and a horizontal top wall and a bottom wall. The horizontal top and bottom extend from the top and bottom of the vertical wall to the top and bottom walls of the cross member, and the other end is connected to the main pipe part of the frame assembly. A proportional distribution device, wherein according to a preferred embodiment of the present invention, the proportional distribution device is substantially arranged in front of the seat assembly and is located between an imaginary plane C-C' and an imaginary plane BB'. The imaginary plane BB' is substantially parallel to the imaginary plane C-C', wherein the imaginary plane BB' has a predetermined distance (Dra) with the imaginary plane C-C', and the predetermined distance (Dra) ranges from 5 mm to 100 mm. According to an alternative embodiment, the proportional distribution device is arranged between the imaginary plane CC' and the imaginary plane AA', wherein the imaginary plane AA is substantially parallel to the imaginary plane CC'. The imaginary plane CC' passes through the center of the central rail in the longitudinal direction of the vehicle. One end of the proportional distribution device is functionally engaged with at least one end of the central brake line assembly, and the other end of the proportional distribution device is functionally engaged with at least one end of the tandem master cylinder. The central brake line assembly is enclosed in a channel provided in the central rail.

[0020] The above and other advantages of the present subject matter will be described in more detail in the following description of embodiments of a brake assembly for a three-wheeled vehicle in conjunction with the accompanying drawings.

[0021] Figure 1A side view of an exemplary three-wheeled vehicle (100) (hereinafter referred to as "vehicle") according to one embodiment of the present invention is shown. The vehicle has a front cover (105) supporting a windshield (102). The lower portion of the front cover (105) is connected to the front wheels (104) by using a steering tube assembly (not shown), wherein the wheel housing (103) is disposed therebetween. A handlebar assembly (114) is located behind the front cover (105) for operating the vehicle (100). In this view, the steering tube assembly (not shown) is disposed along the steering axis of the vehicle (100). In addition, according to one embodiment, the vehicle (100) is divided into two compartments along line XX'; a driver / user compartment (D) having a seat assembly (111) and a passenger compartment (P) having at least one passenger seat assembly (113). The rear compartment (106) of the vehicle (100) is supported together with the passenger compartment (P) on a pair of rear wheels (107) located on both sides of the longitudinal axis (YY) of the vehicle (100). The vehicle (100) includes a chassis frame structure (not shown) extending from a front portion (F) to a rear portion (R) along a longitudinal axis (YY) of the vehicle. A floor (108) extends from a bottom portion of a front cover (105) in a rearward direction of the vehicle (100) and is supported by a frame assembly (F). A rear suspension includes a spring and a shock absorber unit (109) connected to the chassis frame structure. A hydraulic brake system is attached to the front wheel (104) and the pair of rear wheels (107). A protective cover (101) connects a top portion of the front cover (105) and a top portion of a body panel (110). Referring to one embodiment of the present invention, a pair of headlamp assemblies (112L), (112R) including a left headlamp assembly (112L) and a right headlamp assembly (112R) (not shown) are provided on at least a portion of a front cover (105) of the vehicle (100).

[0022] Figure 2A partial rear perspective view of a vehicle (100) is shown, with some parts omitted for clarity. The frame assembly of the vehicle (100) includes a head pipe (201) and a main pipe (210) extending rearward from the head pipe (201), and the head pipe is coaxially centered on the steering axis of the vehicle so that the steering axis is coaxially arranged along the longitudinal front wheel center plane Y-Y'. The front cover (105) is positioned in the front portion of the head pipe (201). The frame assembly (F) includes at least one central rail (208). According to the present subject matter, the vehicle (100) has a brake assembly, which includes a central brake line assembly (206), a front brake line assembly (203), a rear brake line assembly (202) and a proportional distribution device (204). The proportional distribution device (204) is functionally connected to the central brake line assembly (206) and the tandem master cylinder (211) using a brake line nut (301) (as shown in Figure 3). The central brake line assembly (206) is connected to the rear brake line assembly (202) at one end thereof. The central brake line assembly (206) is connected to the rear brake line assembly (202) using at least one T-shaped connector (205). The rear brake line assembly (202) includes a pair of rear wheels (107) (such as Figure 1 The invention relates to a vehicle comprising at least two brake lines (202a, 202b) of a rear brake circuit. The central brake line assembly (206) includes at least one central brake line (206a), wherein the central brake line (206a) is configured to have an S-shaped bend (207) disposed in a driver's compartment of the vehicle. The central brake line assembly (206) is enclosed in a channel of a central rail (208). The S-shaped bend (207) enables the central brake line (206a) to be connected to a proportional distribution device (204). The S-shaped bend (207) is partially enclosed in a channel space in the central rail (208). In addition, the central brake line (206a) follows a straight path, which avoids multiple bends, which results in less fluid resistance and less reaction time in the rear brake circuit compared to conventional brake circuits. In addition, since the length of the central brake line is shortened, the amount of fluid required is reduced, which further reduces the size of the main reservoir, thereby improving the response time and efficiency of the brake system. In addition, lighter weight and shorter length help save materials and reduce costs.

[0023] Fig. 3 (a) and Fig. 3 (b) respectively show a top view and a rear side cut view of a vehicle (100) through the Z-Z' axis according to a preferred embodiment of the vehicle (100), wherein several parts are omitted in the figure. As shown in Fig. 3 (b), the central rail (208) includes a channel member, the channel member having an interior defined by vertical side walls (208b) and by horizontal top walls (208a) and bottom walls (208c), the horizontal top walls and bottom walls extending from the top and bottom of the vertical walls (208b) to the top and bottom of the cross member (302), wherein the cross member (302) extends in the lateral direction (LL') of the vehicle (100) and is connected at the other end to a portion of the main pipe (210) of the frame assembly (F). In addition, as shown in Fig. 3 (a), the proportional distribution device (204) is arranged between the imaginary plane BB' and the imaginary plane CC'. The imaginary plane CC' passes through the center of the central rail (208) in the longitudinal direction (YY) of the vehicle (100). The imaginary plane BB' is substantially parallel to the imaginary plane CC', so that the imaginary plane BB' is separated from the imaginary plane CC' by a predetermined distance (Dra). The predetermined distance (Dla, Dra) ranges from 5 mm to 100 mm. One end of the proportional distribution device (204) is functionally engaged with at least one end of the central brake line assembly (206), and the other end of the proportional distribution device (204) is functionally engaged with at least one end of the tandem master cylinder (211) (e.g., Figure 2 As shown). According to a preferred embodiment, the proportional distribution device (204) is arranged near the brake pedal (209), that is, on the right-hand side of the vehicle (100) when viewed from the rear of the vehicle (100). According to an alternative embodiment, the proportional distribution device (204) is located between the plane A-A' and the imaginary plane C-C'. The imaginary plane A-A' is substantially parallel to the imaginary plane C-C'. The plane A-A' and the imaginary plane C-C' have a predetermined distance (Dla). The predetermined distance (Dla) ranges from 5 mm to 100 mm. According to one aspect of the present invention, the proportional distribution device (204) can at least partially overlap with any one of the three planes, namely A'A', BB' or C'C'.

[0024] Thus, according to the present subject matter, the proportional distribution device (204) is located in an optimal position between the imaginary planes and in front of the seat assembly (111) so that it is within the operator's optimal cone and ergonomic field of view under driving conditions. In addition, if the proportional distribution device (204) is located outside of this predetermined range, the fluid resistance increases due to the presence of multiple bends, which further increases the length of the central brake line assembly (206). Although such a configuration provides design engineers with greater design and layout flexibility, the increase in brake line length disadvantageously increases the fluid volume required for braking operation. In addition, the increase in brake line length requires a complete redesign of the central rail (208), which typically includes increasing the length of the central rail (208) in the lateral direction (LL') of the vehicle (100). Therefore, all of the above factors increase the response time of the braking operation, which reduces the efficiency of the braking system of the vehicle (100), while additionally reducing the comfort, ergonomics and convenience of the braking system.

[0025] Figures 4(a) and 4(b) show a side view and a top view of the vehicle (100), respectively. It is critical for the designer to install and position the proportional distribution device so that it should be within the optimal cone of view without compromising braking efficiency. Since the operator frequently uses the brake pedal (209) under driving conditions, according to the present subject matter, it is ergonomically positioned within the cone of view for easy observation. The proportional distribution device (204) according to the present invention is arranged in close proximity to the brake pedal (209) so that any leakage can be easily identified, which is usually not obvious under driving conditions. As shown in Figure 4(a), the eye can be rotated to the maximum downward direction (M d ) and the vertical plane eye movement (cone of vision) in which the head does not move from the line of sight (Ls) is at an angle θa, i.e. 65 degrees downward. Therefore, the proportional distribution device (204) is arranged so that at least a portion of the proportional distribution device (204) falls between the line of sight (Ls) and the maximum downward direction (M d) without any significant head movement. When the user is driving the vehicle, this configuration avoids any undesirable head movement or distraction to change the cone of vision to observe or visually detect any signs of leakage. In addition, Figure 4(b) shows the binocular field of view in the horizontal direction, where the optimal cone of vision, i.e., acceptable eye rotation, is located within the imaginary plane A-A' and the imaginary plane B-B'. This acceptable eye rotation is generally 30 degrees from the line of sight (Ls) on the horizontal plane. Therefore, the proportional distribution device (204) is configured in an ergonomic cone-cum-binocular vision field without any head movement, without any damage to braking efficiency, and at the same time is compactly packaged and cost-effective. As a preferred embodiment, the optimal position between the imaginary planes B-B' and CC' avoids poor visibility conditions that cause stress to the operator under driving conditions and significantly increase the risk of accidents due to unnoticed leaks. Therefore, the present subject matter ensures that the operator can clearly see the slightest leak (if any) in the proportional distribution device and the high-pressure center line fittings, and can foresee and prepare to avoid any accidents.

[0026] Figure 5 shows a graphical representation comparing a conventional braking system and the proposed braking system. The x-axis represents the input load (Newtons) on the brake pedal (209) and the y-axis represents the output pressure (bar) on the wheel brake. Typically, the ideal braking force distribution curve (A) is a quadratic curve that results in maximum deceleration and minimum braking distance. It is developed based on the dynamic weight transfer between the front axle and the rear axle during deceleration of the vehicle (100). Figure 5(a) shows a graphical representation of the ideal braking performance (A) and the actual braking performance (B) of a conventional braking system, indicating the situation of wheel locking. The actual braking curve (B) is a linear curve passing through the origin. During higher decelerations, the two curves intersect at the front wheel (104) (e.g. Figure 1 as shown) and rear wheel (107) (as shown Figure 1 Furthermore, any increase in input load on the brake pedal (209) will cause the rear wheels (107) to lock before the front wheels (104) (due to the load transfer effect), which is dangerous if the driver loses control of the vehicle (100).

[0027] FIG5( b) shows a graphical representation of the ideal braking performance (A) and the actual braking performance (B') of the proposed braking system. In order to avoid or eliminate the locking of the rear wheel (107), the braking system is configured so that the proportional distribution device (204) is set in an optimal place or area (vertical cone and binocular lateral cone), which reduces the fluid resistance and adjusts the rear brake circuit pressure to avoid the locking of the rear wheel (107). Due to the configuration of the present invention of the braking system, the intersection point (I') between the no-load curve (A) and the actual braking curve (B') is shifted. This is because the rear wheel locking deceleration is first determined, and the proportional distribution device (204) is designed and configured in an area or place so that the pressure of the rear circuit is reduced to a ratio based on the ideal curve (A) just before the rear wheel (107) locks.

[0028] Therefore, according to the present subject matter, the central brake line connected to the respective brake lines (i.e., the front brake line and the rear brake line) is formed of a metal pipe disposed in the central rail, and the central brake line is disposed so as not to be seen from the outside. Therefore, the appearance is also improved. In addition, the central brake line assembly is designed to follow a straight longitudinal path, which reduces the fluid resistance and length of the brake line, because the path length of the central brake line formed of metal is reduced, which further reduces the cost and weight of the brake assembly.

[0029] Furthermore, since the proportional distribution device is disposed behind the head pipe and closer to the front wheel brake device, and the front brake line extends forward after passing through the hole in the chassis frame structure, the length of the front brake line extending to the front wheel brake device is reduced by reducing the length of the brake line connecting the proportional distribution device to the tandem master cylinder. Therefore, the path length of the front brake line (typically made of metal) is reduced, thereby suppressing adverse fluid loss caused by expansion of the line. This improves the response efficiency and reliability of the system.

[0030] Furthermore, according to a preferred embodiment, the central brake line is guided through the front side of the central member of the frame assembly to be connected with the proportional distribution device, which is arranged in an upward direction in front of the seat assembly and between the imaginary plane BB' and the plane CC' near the brake pedal. However, according to an alternative embodiment, the proportional distribution device is arranged in front of the seat assembly and between the imaginary planes A-A' and CC'. Therefore, the proportional distribution device can be easily repaired without a jack or an external device because the vehicle does not need to be lifted, thereby improving the serviceability and maintainability of the vehicle.

[0031] In addition, the proportional distribution device is connected to the central brake line and the front brake line through the tandem master cylinder, so that no external support is required to support the proportional distribution device. Therefore, multiple brackets required to support the proportional distribution device are eliminated, which reduces manufacturing costs, including assembly time, material costs, weight, etc. and the time required to assemble the proportional distribution device.

[0032] Furthermore, the subject matter avoids accidents due to leaks in the proportional distribution device because it is visible from the outside to the operator because it is located in an ergonomically predetermined place or area and adjacent to the brake pedal, within the operator's best cone of vision three-dimensional ergonomic field of view. Furthermore, according to an alternative embodiment, since the proportional distribution device is ergonomically located near the main pipe and within the driver's best cone of vision, the leak is easily visible from the outside. According to the braking system layout of the present invention, the above configuration provides a number of advantages, namely minimizing the brake line length, improving response time by minimizing the amount of brake fluid and line friction losses, avoiding brake lock by extending the lock load point, improving safety by easy leak detection while riding, minimizing the number of parts, reducing costs, improving maintenance ease, better braking efficiency and higher reliability, all of which are achieved together by the configuration outlined in the above paragraphs. Known technologies tend to provide solutions to a few of the above-mentioned problems while compromising some of the undesirable problems.

[0033] While the present invention has been shown and described with reference to the foregoing preferred embodiments, it will be apparent to those skilled in the art that changes in form, connection and detail may be made without departing from the spirit and scope of the invention.

[0034] List of reference numerals:

[0035] Longitudinal axis (YY')

[0036] Transverse axis (LL')

[0037] Up direction

[0038] Downward direction (Dw)

[0039] Frame assembly (F)

[0040] Ideal braking curve (A)

[0041] Actual braking curve of conventional braking system (B)

[0042] Intersection point of conventional braking curve (I)

[0043] Actual braking curve (B') of the proposed braking system

[0044] Intersection point (I') of the proposed braking system

[0045] Imaginary plane (A-A')

[0046] Imaginary plane (B-B')

[0047] Imaginary plane (C-C')

[0048] Reference axis (Z-Z')

[0049] Predetermined distance (Dla, Dra)

[0050] Angle (θa)

[0051] Vehicles(100)

[0052] Divided into two compartments along the line (X-X')

[0053] Driver / user compartment (D)

[0054] Passenger compartment (P)

[0055] Front part (F)

[0056] Rear part (R)

[0057] Line of sight (Ls)

[0058] Maximum downward direction (M d )

[0059] Protective cover(101)

[0060] Windshield(102)

[0061] Wheel cover(103)

[0062] Front wheel(104)

[0063] Front cover(105)

[0064] Rear compartment(106)

[0065] A pair of rear wheels (107)

[0066] Flooring(108)

[0067] Shock absorber unit(109)

[0068] Main body panel(110)

[0069] Seat Components(111)

[0070] A pair of headlamp assemblies (112L), (112R)

[0071] Passenger Seat Assembly(113)

[0072] Handlebar Assemblies(114)

[0073] Head pipe (201)

[0074] Rear brake line assembly(202)

[0075] Left rear brake line (202b)

[0076] Right rear brake line (202a)

[0077] Front brake line assembly(203)

[0078] Proportional distribution device (204)

[0079] T-Connector(205)

[0080] Central brake line assembly(206)

[0081] Central brake line (206a)

[0082] S-bend(207)

[0083] Central Track(208)

[0084] Brake pedal(209)

[0085] Supervisor(210)

[0086] Tandem Master Cylinder(211)

[0087] Brake line nut(301)

[0088] Cross member (302)

Claims

1. A brake assembly for a vehicle (100), the vehicle (100) comprising: a frame assembly (F), the frame assembly (F) comprising at least one central rail (208), the at least one central rail (208) having an imaginary plane CC' extending in the longitudinal direction (YY') of the vehicle (100); A seat assembly (111) for seating the driver; and A proportional distribution device (204), wherein the proportional distribution device (204) is configured to be substantially arranged in front of the seat assembly (111) and located within the imaginary plane C-C' and an imaginary plane BB' that is a predetermined distance (Dra) from the imaginary plane C-C', wherein one end of the proportional distribution device (204) is functionally engaged with at least one end of a central brake line assembly (206), and the other end of the proportional distribution device (204) is functionally engaged with at least one end of a tandem master cylinder (211), wherein the imaginary plane BB' is substantially parallel to the imaginary plane CC', such that the imaginary plane BB' has a predetermined distance (Dra) from the imaginary plane CC' in a lateral direction (LL') of the vehicle (100); wherein the predetermined distance (Dra) ranges from 5 mm to 100 mm; and The proportional distribution device (204) is configured in an ergonomic cone-cum-binocular vision field without requiring any head movement.

2. The brake assembly for a vehicle (100) of claim 1, wherein the at least one center rail (208) comprises a channel having an interior defined by a pair of vertical walls (208b), a horizontal top wall (208a), and a bottom wall (208c), wherein The horizontal top wall (208a) connects the top end of a first vertical wall in the pair of vertical walls (208b) to the top end of a second vertical wall in the pair of vertical walls (208b), The bottom wall (208c) connects the bottom end of the first vertical wall of the pair of vertical walls (208b) to the bottom end of the second vertical wall of the pair of vertical walls (208b), and The first end of the horizontal top wall (208a) and the first end of the bottom wall (208c) are fixedly connected to the top wall and the bottom wall of the cross member (302) along the longitudinal direction (YY''), and the second end of the horizontal top wall (208a) and the second end of the bottom wall (208c) are fixedly connected to the main pipe (210) of the frame assembly (F) along the longitudinal direction (YY').

3. The brake assembly for a vehicle (100) of claim 2, wherein the central brake line assembly (206) is enclosed within the channel provided in the at least one central rail (208).

4. The brake assembly for a vehicle (100) according to claim 1, wherein the central brake line assembly (206) includes at least one central brake line (206a), and wherein the at least one central brake line (206a) is configured to have an S-shaped bend (207) disposed in a driver's compartment or area.

5. The brake assembly for a vehicle (100) according to claim 4, wherein the S-shaped bend (207) enables the at least one central brake line (206a) to be connected to the proportional distribution device (204).

6. The brake assembly for a vehicle (100) according to claim 4, wherein the S-shaped bend (207) is partially enclosed within a channel of the at least one central rail (208).

7. The brake assembly for a vehicle (100) according to claim 1, wherein the central brake line assembly (206) is connected to the rear brake line assembly (202) at one end thereof using at least one T-joint (205).

8. The brake assembly for a vehicle (100) according to claim 7, wherein the rear brake line assembly (202) comprises at least two brake lines (202a, 202b) respectively functionally connected to a plurality of rear wheels (107).

9. A brake assembly for a vehicle (100), the vehicle (100) comprising: a frame assembly (F), the frame assembly (F) comprising at least one central rail (208), the at least one central rail (208) having an imaginary plane CC' extending in the longitudinal direction (YY') of the vehicle (100); Seat assembly (111); and A proportional distribution device (204), wherein the proportional distribution device (204) is configured to be substantially arranged in front of the seat assembly (111) and located within the imaginary plane C-C' and an imaginary plane A-A' which is a predetermined distance (Dla) from the imaginary plane C-C', wherein one end of the proportional distribution device (204) is functionally engaged with at least one end of a central brake line assembly (206), and the other end of the proportional distribution device (204) is functionally engaged with at least one end of a tandem master cylinder (211), wherein the imaginary plane AA' is substantially parallel to the imaginary plane CC', such that the imaginary plane AA' has a predetermined distance (Dla) from the imaginary plane CC' in a lateral direction (LL') of the vehicle (100), wherein the predetermined distance (Dla) ranges from 5 mm to 100 mm; and The proportional distribution device (204) is configured in an ergonomic cone-cum-binocular vision field without requiring any head movement.

10. The brake assembly for a vehicle (100) of claim 9, wherein the at least one center rail (208) includes a channel having an interior defined by a pair of vertical walls (208b), a horizontal top wall (208a), and a bottom wall (208c), wherein The horizontal top wall (208a) connects the top end of a first vertical wall in the pair of vertical walls (208b) to the top end of a second vertical wall in the pair of vertical walls (208b), The bottom wall (208c) connects the bottom end of the first vertical wall of the pair of vertical walls (208b) to the bottom end of the second vertical wall of the pair of vertical walls (208b), and The first end of the horizontal top wall (208a) and the first end of the bottom wall (208c) are fixedly connected to the top wall and the bottom wall of the cross member (302) along the longitudinal direction (YY'), and the second end of the horizontal top wall (208a) and the second end of the bottom wall (208c) are fixedly connected to the main pipe (210) of the frame assembly (F) along the longitudinal direction (YY').

11. The brake assembly for a vehicle (100) of claim 10, wherein the central brake line assembly (206) is enclosed within the channel provided in the at least one central rail (208).

12. The brake assembly for a vehicle (100) of claim 9, wherein the central brake line assembly (206) includes at least one central brake line (206a), and wherein the at least one central brake line (206a) is configured to have an S-shaped bend (207) disposed in a driver's compartment or area.

13. The brake assembly for a vehicle (100) according to claim 12, wherein the S-shaped bend (207) enables the at least one central brake line (206a) to be connected to the proportional distribution device (204).

14. The brake assembly for a vehicle (100) according to claim 12, wherein the S-shaped bend (207) is partially enclosed within a channel of the at least one center rail (208).

15. The brake assembly for a vehicle (100) according to claim 9, wherein the central brake line assembly (206) is connected to the rear brake line assembly (202) at one end thereof using at least one T-joint (205).

16. The brake assembly for a vehicle (100) according to claim 15, wherein the rear brake line assembly (202) comprises at least two brake lines (202a, 202b) respectively functionally connected to a plurality of rear wheels (107).

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