Brake and steering assemblies

Abstract

A brake assembly for a pedal cycle comprises a hollow base member (frame) 4, a calliper 6 and a brake line within the hollow base member. The calliper 6 is configured for mounting to the frame 4 via r

Description

The present invention relates to a brake assembly for a pedal-cycle and a method of assembling the same, a caliper for a pedal-cycle brake assembly, and a base member for a pedal-cycle brake assembly. Pedal-cycles, otherwise known as velocipedes, are a well-known category of land vehicle. Common types of pedal-cycles include unicycles, bicycles, tricycles, etc. In their most basic form, pedal-cycles comprise at least one wheel supported for rotation by a base member, such as for example a fork or a frame, the wheel being driven by a pedal assembly. In order to provide adequate control over the velocity of a pedal-cycle, it is known to equip such pedal-cycles with one more brake assemblies configured to decelerate rotation of the wheel and / or wheels. Many types of brake assembly are known in the art, such as for example rim brakes, drum brakes, and disc brakes. Disc brake assemblies typically comprise a disc and a caliper. The disc is rotationally fixed to a wheel of the pedal-cycle. The caliper comprises a pair of oppositely mounted pistons that can be actuated to selectively engage the disc therebetween. The pistons typically do not engage the disc directly, but instead engage the disc via intermediately positioned brake pads. Frictional engagement between the pads and the disc decelerates the disc and thereby controls the velocity of the pedal-cycle. In order to enable the user to actuate the pistons, such brake assemblies typically comprise a brake line extending from the caliper to a brake lever positioned at a convenient location, such as for example on a handlebar. The brake lever receives an input force from the user, which is then transmitted to the pistons via the brake line, resulting in deceleration of the wheel. A typical brake line may comprise a linearly displaceable cable contained within a coextensive sheath, or may comprise a hollow conduit containing an incompressible hydraulic fluid. In order to prevent interference between the brake line and the user during use, it is known to route the brake line through the interior of the base member of the pedalcycle. However, brake assembly calipers are typically mounted at a position that is rotationally displaced from the wheel. Therefore, the brake line must pass out of the interior of the base member in order to reach the caliper. Accordingly, this results in a portion of the brake line that is exposed to the outside environment. The exposed portion of the brake line is susceptible to the coalescence of dirt and other detritus. This may contain corrosive substances, such salts, which may enter into the interface between the brake line and the caliper causing corrosion. Moreover, the exposed portion of the brake line is also susceptible to impacts or knocks during use that may unseat or damage the connection between the brake line and the caliper. This may result in failure of the brake assembly, such as for example due to incorrect cable tension or leaked hydraulic fluid. It is an object of the present invention to provide a brake assembly for a pedal-cycle that mitigates against the problem of corrosion and / or provides improved impact resistance, in particular at the connection between a brake line and a caliper. It is a further object of the invention to mitigate or obviate one or more disadvantages of known pedal-cycle brake assemblies, whether described herein or elsewhere. The present invention also relates to a steering member for a steering assembly of a pedal cycle, a fork for a steering member of a pedal cycle, a steering assembly comprising such a steering member and / or fork, and a method of assembling a steering assembly for a pedal-cycle. Pedal-cycles typically comprise a steering assembly having a steering member, a frame, and a fork. The steering member is configured to receive a steering torque from the user. The steering member is typically provided with a stem extending radially away from a steering axis, and handlebars connected at the distal end of the stem. The fork typically comprises a pair of arms for supporting a wheel (e.g. a front wheel) of the pedal cycle therebetween. The arms are typically connected via a yoke. In order to transmit the steering torque from the steering member to the fork, the fork typically also comprises a transmission column, referred to in the art as a “steering tube” or “steerer”. The transmission column is passed upwardly through a head portion of the frame configured to support the transmission column for rotation therein. The transmission column typically comprises a first tensioning element. The first tensioning element may be, for example, an expandable nut positioned within an upper end of the transmission column and configured to grip and / or otherwise wedge against an inner wall of the transmission column. In order to couple the steering member to the transmission column, the input member typically comprises a bore configured to receive a second tensioning element. The second tensioning element may be, for example, a bolt configured to engage the expandable nut of the first tensioning element. However, in such arrangements the bore and the second tensioning element must be positioned on an upper surface of the input member that is visible to the user during use. Moreover, in high performance pedal-cycles, the disturbance to the upper surface of input member caused by the presence of the tensioning element can have an adverse effect on the aerodynamics of the steering member. It is therefore an object of the present invention to provide a steering assembly that provides a visually and aerodynamically obscured location for any tensioning members required to couple the steering member to the fork. It is a further object of the invention to mitigate or obviate one or more disadvantages of known pedal-cycle steering assemblies, whether described herein or elsewhere. According to a first aspect of the invention, there is provided a brake assembly for a pedal-cycle, the brake assembly comprising: a base member defining a first mounting portion; a caliper defining a second mounting portion configured for mounting to the first mounting portion; and a brake line passing through a hollow portion of the base member and being connected to the caliper; wherein when the first mounting portion is mounted to the second mounting portion the base member and the caliper substantially enclose a portion of the brake line therebetween. The term “base member” encompasses a rotationally stationary portion of the pedalcycle within which the brake assembly is incorporated. In particular, the base member may encompass the frame or the forks of the pedal-cycle. The term “caliper” encompasses a mechanical assembly configured to selectively engage a brake disc of the pedal-cycle so as decelerate or prevent rotation of an associated pedal-cycle wheel. The requirement that the base member and the caliper substantially enclose a portion of the brake line therebetween encompasses the mounting portion and the base member operating in combination to seal, shield or otherwise obscure the brake line from the outside environment. In particular, such an enclosure may be provided by only the base member and the caliper, and without the need to provide any tertiary components. In one example, the base member and the caliper may define a hollow therebetween through which the brake line passes to connect to the caliper. Because the brake line is enclosed, this prevents dirt and other detritus from coalescing upon the connection between the brake line and the caliper. Accordingly, corrosion of the brake line and its associated connectors is avoided. Moreover, by enclosing the brake line, the brake line is protected from impacts or knocks during use that could unseat or damage the connection between the brake line and the caliper. In particular, because it is the base member and the caliper that enclose the brake line themselves (and not any tertiary components), this provides a high-strength enclosure of the brake line that is better able to resist impacts and knocks. Additionally, this avoids the need to provide any additional shielding members or the like (i.e. additional members not forming part of either the base member or the caliper), and therefore reduces overall complexity and cost during manufacture and assembly. The base member and the caliper may define a substantially continuous exterior topology when the first mounting portion is mounted to the second mounting portion. The term “continuous exterior topology” encompasses a smooth, discreet, or otherwise unnoticeable transition between the exterior visible surfaces of the base member and the exterior visible surfaces of the caliper. Such a continuous exterior topology is akin to the integration of door and body panels within an automotive vehicle such as a car. Due to this continuous topology, the caliper has the appearance of being integrated into the base member with the absence of discontinuities. Accordingly, aerodynamic drag attributable to the mechanical connection between the caliper and the base member is minimised, thus improving the aerodynamic performance of a pedal-cycle within which the brake assembly is integrated. The base member may comprise a strut defining a socket at least partially defining the first mounting portion; and the caliper may comprise a flange at least partially defining the second mounting portion, the flange being correspondingly shaped to the socket of the strut for receipt therein. That is to say, the socket and the flange may define relatively concordant geometries. Because the geometries of the socket and the flange are correspondingly shaped, the interfaces between the socket and the flange are tightly matched, thus ensuring more accurate alignment between the two. The strut may be elongate such that it defines a longitudinal axis; and the socket may be elongate and extend parallel to the longitudinal axis. In such embodiments, because the socket is elongate, it is better able to distribute load from the caliper to the base member during braking. The flange may comprise a recess configured to accommodate a portion of the brake line. Accordingly, more space is available for enclosing the brake line. In particular, sufficient space is available for enclosing a connector of the brake line at the point at which it is attached to the caliper. The base member may comprise a cantilever portion extending from the strut, the cantilever portion at least partially defining the first mounting portion; and the caliper may comprise a body at least partially defining the second mounting portion, the body being correspondingly shaped to the cantilever portion for mounting thereto. The term “cantilever portion” encompasses a portion of the base member that protrudes from the remainder of the base member in a cantilever-like fashion. Because the cantilever portion is part of the base member (that is to say, the cantilever portion and the remainder of the base member may be integrally formed), the cantilever portion provides strong structural support to the caliper. This enables the cantilever to better react against the braking force applied by the caliper. Moreover, the cantilever portion provides good lateral stability, and is therefore better able to react against lateral vibrations for example cause by harmonic oscillation of the brake disc and caliper during braking. Finally, because the cantilever portion and the body are correspondingly shaped, this ensures a flush and aerodynamic finish when the caliper and the base member are mounted together. The base member may comprise an axle support defining a wheel axis, and the cantilever portion may extend in a direction generally normal to the wheel axis and the longitudinal axis of the strut. Accordingly, the cantilever portion may extend away from the longitudinal axis of the strut, such that the caliper is mounted away from the longitudinal axis of the strut. This enables the caliper to be positioned in line with the brake disc. The cantilever portion may be generally triangular and the body may be correspondingly triangular. It has been found that a triangular shape provides the optimum distribution of the reaction force exerted by the caliper on the base member during braking. The cantilever portion may comprise: a first arm extending from the strut; and a second arm extending from the strut at a position spaced apart from the first arm, and the first and second arms may be connected at an apex distal to the strut so as to define a generally triangular opening therebetween. The opening reduces the weight of the braking assembly, whilst the first and second arms provide a triangular shape that increases strength. The body of the caliper may comprise: a first arm extending from the flange; and a second arm extending from the flange at a position spaced apart from the first arm, and the first and second arms may be connected at an apex distal to the flange so as to define a generally triangular opening therebetween. Again, the opening reduces the weight of the braking assembly, whilst the first and second arms provide a triangular shape that increases strength. The caliper may comprise a boss defining a cylinder for a brake piston, the boss being received within a corresponding aperture defined by the cantilever portion. Because the boss is received within the aperture, this enables the profile of the caliper and the base member in the direction parallel to the wheel axis to be reduced, resulting in a smaller and more aerodynamic arrangement. The aperture may be defined by the first arm of the cantilever portion and the boss may be defined by the first arm of the caliper. The first arm may be aligned with the circumference of the brake disc. The caliper comprises two pairs of cylinders for receiving respective brake pistons, each pair of cylinders oppositely arranged relative to a channel for receiving a brake disc. That is to say, the caliper comprises two pairs of piston-cylinder arrangements. Because four piston-cylinder arrangements are used in total, this enables the creation of a higher braking force upon the brake disc. In such embodiments, it is beneficial for the cantilever portion and the caliper to define a triangular arrangement of arms, as this is the optimum shape for the distribution of the reaction force created during braking. The first mounting portion may be integrally formed with the base member. Moreover, it will be appreciated that the cantilever portion may be integrally formed with the base member. The second mounting portion may be integrally formed with the caliper. That is to say, the caliper may define a body and the second mounting portion may be integrally formed with the body. The caliper may be a monobloc caliper. That is to say, the caliper may comprise a single monolithically formed body. The caliper may comprise: a cylinder; a brake piston received within the cylinder; and a conduit for receiving a hydraulic fluid to actuate the brake piston, the conduit defining an inlet for connection with a brake line. That is to say, the caliper may be a hydraulic caliper, and the brake line may be a hydraulic brake line. However, in alternative embodiments, the caliper may be a cable-actuated caliper and the brake line maybe a cable contained within a fixed sheath. According to a second aspect of the invention there is provided a caliper for a pedalcycle brake assembly, wherein the caliper comprises: a mounting portion configured to mount the caliper to a base member; wherein the mounting portion is configured such that when the mounting portion is mounted to the base member the brake line is substantially enclosed. The mounting portion being configured such that when the mounting portion is mounted to the body the brake line is substantially enclosed encompasses the mounting portion substantially covering the brake line such that the brake line is not visible or accessible from the exterior of the caliper when the mounting portion is mounted to the base member. That is to say, this encompasses the mounting portion and the base member operating in combination to seal, shield or otherwise obscure the brake line from the outside environment. The base member encompasses any member of the pedal-cycle braking assembly to which the caliper may be coupled. This may include, for example, a pedal-cycle frame or fork. The caliper may comprise a flange at least partially defining the mounting portion, the flange being configured to be received in a correspondingly shaped socket of the base member. The flange may comprise a recess configured to accommodate a portion of the brake line. The caliper may comprise a body comprising: a first arm extending from the flange; and a second arm extending from the flange at a position spaced apart from the first arm, wherein the first and second arms are connected at an apex distal to the flange so as to define a generally triangular opening therebetween. The body may be generally triangular. The caliper may comprise a boss defining a cylinder for a brake piston. The boss may be defined by the first arm of the caliper. The caliper may comprise two pairs of cylinders for receiving respective brake pistons, each pair of cylinders oppositely arranged relative to a channel for receiving a brake disc. The mounting portion may be integrally formed with the caliper. That is to say, the caliper may define a body and the second mounting portion may be integrally formed with the body. The caliper may be a monobloc caliper. The caliper may comprise a cylinder; a brake piston received within the cylinder; a conduit for receiving a hydraulic fluid to actuate the brake piston, the conduit defining an inlet for connection with a brake line. According to a third aspect of the invention, there is provided a base member for a pedal-cycle brake assembly, the base member comprising: a hollow portion configured to receive a brake line therein; and a mounting portion configured to mount a caliper to the base member; wherein the mounting portion is configured such that when the caliper is mounted to the mounting portion the brake line is substantially enclosed. The mounting portion being configured such that when the caliper is mounted to the mounting portion the brake line is substantially enclosed encompasses base member substantially covering the brake line such that the brake line is not visible or accessible from the exterior of the base member when the caliper is mounted to the mounting portion. That is to say, this encompasses the mounting portion and the base member operating in combination to seal, shield or otherwise obscure the brake line from the outside environment. The base member encompasses any member of the pedal-cycle braking assembly to which the caliper may be coupled. This may include, for example, a pedal-cycle frame or fork. The base member may comprise a strut defining a socket at least partially defining the mounting portion. The socket may be correspondingly shaped to a flange of the caliper. The strut may be elongate such that it defines a longitudinal axis, and the socket may be elongate and extend parallel to the longitudinal axis. The base member may comprise a cantilever portion extending from the strut, the cantilever at least partially defining the mounting portion. The cantilever portion may be generally triangular. The cantilever portion may comprise: a first arm extending from the strut; and a second arm extending from the strut at a position spaced apart from the first arm, wherein the first and second arms are connected at an apex distal to the strut so as to define a generally triangular opening therebetween. The cantilever portion may define an aperture configured to receive a corresponding boss of the caliper. The aperture may be defined by the first arm of the cantilever portion. According to a fourth aspect of the invention, there is provided a pedal-cycle comprising the brake assembly of any of the first aspect of the invention, the caliper of the second aspect of the invention, and / or the base member of the third aspect of the invention. According to a fifth aspect of the invention there is provided the use of the brake assembly of the first aspect of the invention, the caliper of the second aspect of the invention, and / or the base member of the third aspect of the invention for braking a pedal-cycle such as the pedal cycle of the fourth aspect of the invention. According to a sixth aspect of the invention, there is provided a method of assembling a brake assembly for a pedal-cycle, the method comprising: providing a base member defining a first mounting portion; providing a caliper defining a second mounting portion; passing a brake line through a hollow portion of the base member; connecting the brake line to the caliper; and mounting the first mounting portion to the second mounting portion so as to substantially enclose a portion of the brake line between the base member and the caliper. According to a seventh aspect of the invention, there is provided a steering member for a steering assembly of a pedal-cycle, the steering member comprising: an input member configured to receive a steering input from a user; and a transmission column configured for receipt by a frame of the pedal-cycle and rotatable about a steering axis, the transmission column comprising an upper end fixedly connected to the input member and a lower end distal to the input member; wherein the transmission column further comprises a tensioning element, the tensioning element being accessible along the steering axis from the lower end of the transmission column. That is to say, the tensioning element is accessible by following the steering axis in the direction from the lower end of the transmission column to the upper end. Because the tensioning element is accessible along the steering axis from the lower end, this enables the transmission column to form part of the steering member rather than the fork. Accordingly, the transmission column is received by the head portion of the frame in a downwards direction. As a result, this enables a corresponding tensioning element of a fork to which the steering member is coupled to be situated in a hidden position, for example on the underside of a yoke joining the fork arms. Accordingly, there is no need to provide a tensioning element that is accessed from the top of the transmission column. Therefore, the top of the input member may be made smooth, so as to have the appearance of being boltless. First, the ability to smooth the top of the input member improves the aerodynamics of the input member. Secondly, it will be appreciated that the top of the input member will be more readily seen by the user, and therefore the absence of visible tensioning elements in this region is more commercially desirable. The “input member” may be any structure configured to receive a steering input from the user and transmit this to the transmission column. Such a steering input will typically be in the form of a steering torque exerted by the user about a steering axis defined by the steering member. An example of an input member includes handlebars attached to a stem. The “transmission column” may be any component suitable for transmitting the steering torque input by the user from the input member to the fork. Such tensioning columns are often referred to in the art as “steering tubes” or “steerers”. The upper end of the transmission column being “fixedly connected” to the input member encompasses the two being in a spatially frozen relationship such that it is not possible for the upper end of the transmission column to move relative to the input member. Such a connection may include the input member and the transmission column being integrally formed with one another, being bonded for example using adhesive or welding (including ultrasonic welding). The “tensioning element” may be any component suitable for receiving, setting, and transmitting a tensioning force to the transmission column. Such tensioning elements may enable the tensioning force to be adjusted in order to provide a particular tensioning force. An example of a typical tensioning element includes a nut having a threaded bore within which a corresponding tensioning element in the form of a bolt is received. The tensioning element may be inaccessible along the steering axis from the upper end of the transmission column. That is to say, it is only possible to access the tensioning element by entering the transmission column from the lower end. The tensioning element may be positioned at the lower end of the transmission column. The tensioning element may be bonded to the transmission column. Alternatively, the tensioning element may be integrally formed with the transmission column. Bonding or integrally forming the tensioning element with the transmission column provides a high strength connection suitable for transmitting tensile loading. The tensioning element may comprise a nut having a threaded bore. The lower end of the transmission column may define a non-circular cross-section about the steering axis. For example, the lower end of the transmission column may be generally D-shaped. Because the cross-section of the transmission column about the steering axis is non-circular, this enables the transmission column to be coupled to a correspondingly shaped portion of the fork such that the two define a frozen rotational relationship. This avoids the need to provide additional rotationally fixing connection features such as keyways, dowels, fasteners etc. The transmission column may be bonded to the input member. For example, the transmission column may be bonded using an epoxy, such as for example of the kind used in the aerospace industry. It has been found that aerospace-grade epoxy is particularly well suited for bonding the transmission column to the input member, as it provides a join of comparable strength to alternative embodiments in which the transmission column and the input member are integrally formed. However, it will be appreciated that when the transmission column and input member are bonded, this enables the two to be manufactured separately thus saving costs. The input member may comprise a stem connected to the transmission column. The term “stem” encompasses a portion of the input member extending radially away from the steering axis so as to provide a lever for the transmission of the steering force by the user. The input member may further comprise handlebars connected to the stem. According to an eighth aspect of the invention, there is provided a steering assembly for a pedal-cycle, the steering assembly comprising: the steering member of the seventh aspect of the invention, in which the tensioning element is a first tensioning element; a frame having a head portion within which the transmission column is received, the head portion supporting the steering member for rotation about the steering axis; and a fork configured to support a wheel for rotation therebetween; wherein the fork is coupled to the transmission column via a second tensioning element engaged with the first tensioning element along the steering axis from the lower end of the transmission column. That is to say, in order to engage the first tensioning element, the second tensioning element passed in an upwards direction along the steering axis. This provides substantially the same advantages described above in relation to the seventh aspect of the invention. The fork may be a fork according to the eleventh aspect of the invention described below. The term “frame” encompasses a stator portion of the pedal-cycle, configured to carry the user. The term “head portion” encompasses a hollow portion of the frame positioned at a front end of the pedal cycle. Such head portions are commonly referred to in the art as “head tubes”. The term “fork” encompasses a bifurcated structure configured to hold a wheel of the pedal cycle for rotation, said fork transferring the steering torque from the steering member to the wheel so as to steer the pedal cycle during use. The fork may comprise a yoke having a recess configured to receive the second tensioning element. The recess may be positioned on an underside of the yoke facing away from the steering member during use. The recess engages the second tensioning element so as to provide a reaction against the force applied by the tensioning element so as to couple the fork to the steering member. The term “yoke” refers to the portion of the fork positioned between and connecting a pair of arms configured to support a wheel for rotation therebetween. Because the recess is positioned on the underside of the yoke, it is obscured and therefore visually unobtrusive. Moreover, the recess sits within an aerodynamic region positioned within an aerodynamic wake created by the wheel. Accordingly, positioning the recess on the underside of the yoke has a smaller effect on drag than locating the recess on the upper side of the input member. The second tensioning element may be or comprise a bolt. For example, the second tensioning element may be a hex-head bolt. In such embodiments, the first tensioning element may be a nut comprising a threaded bore configured to receive the bolt. The input member may define an inner bearing seat and the head portion may define an outer bearing seat, the steering assembly may further comprise a bearing arrangement positioned between the inner bearing seat and the outer bearing seat so as to support the steering member for rotation relative to the frame about the steering axis. The bearing arrangement may comprise any suitable bearing arrangement configured to support the steering member for rotation relative to the frame, including, for example, a rolling element bearing assembly or the like. Typically, the transmission column defines a narrower diameter than the part of the input member to which it is connected. Because the inner bearing seat is defined by the input member rather than the transmission column, this provides a larger diameter bearing arrangement. It is believed that a larger diameter bearing is better able to dissipate and / or dampen vibrations received from the road so as to reduce the vibrational load transferred to the parts of the steering member grasped by the user during use. Accordingly, a larger bearing arrangement contributes to a smoother ride for the user. The fork may comprise a coupling portion connected to the lower end of the transmission column, the coupling portion may define a correspondingly shaped crosssection about the steering axis to the lower end of the transmission column. This may ensure that the fork and the steering member are rotationally frozen relative to one another about the steering axis, and avoids the need to provide additional features such as keyways etc. According to a ninth aspect of the invention, there is provided a pedal cycle comprising the steering assembly of the eighth aspect of the invention. According to a tenth aspect of the invention, there is provide the use of the steering assembly of the eighth aspect of the invention for steering a pedal cycle, such as the pedal cycle of the ninth aspect of the invention. According to a eleventh aspect of the invention, there is provided a fork for a steering assembly of a pedal cycle, the fork comprising: a pair of arms configured to support a wheel for rotation therebetween; a yoke connecting the arms; and a coupling portion defining a steering axis and configured to connect the fork to a lower end of a transmission column of a corresponding steering member; wherein the yoke comprises an underside having a bore configured to receive a tensioning element for coupling the fork to the transmission column. The “underside” of the yoke comprises the portion of the yoke between the arms facing towards the wheel during use. Such portion of the yoke is visually obscured from the user, and therefore the user cannot see the tensioning element during use. The yoke may comprise a recess, and the bore may be positioned within the recess. The recess further obscures the tensioning element. Moreover, the bottom of the recess provides a reaction surface against which the tensioning element may bear in order to apply a tension to the transmission column. The coupling portion may define a non-circular cross-section about the steering axis. According to a twelfth aspect of the invention, there is provide a method of assembling a steering assembly for a pedal-cycle, the method comprising: providing a steering member comprising: an input member configured to receive a steering input from a user; and a transmission column rotatable about a steering axis, the transmission column comprising an upper end fixedly connected to the input member, a lower end distal to the input member, and a first tensioning element; receiving the transmission column within a head portion of a frame of the pedal-cycle; and coupling a fork to the lower end of the transmission column by passing a second tensioning element along the steering axis from the lower end of the transmission column and engaging the second tensioning element with the first tensioning element. The steering member may be a steering member according to the seventh aspect of the invention. The steering assembly may be a steering assembly according to the eighth aspect of the invention. The fork may be a fork according to the eleventh aspect of the invention. A detailed description of the invention is provided below with reference to the accompanying drawings, in which: Figure 1 shows a side perspective view of a pedal-cycle brake assembly according to a first embodiment of the present invention; Figure 2 shows an opposite side perspective view of the pedal-cycle brake assembly according to the first embodiment; Figure 3 shows an inside perspective view of the pedal-cycle brake assembly according to the first embodiment; Figure 4 shows an end view of the pedal-cycle brake assembly according to the first embodiment; Figure 5 shows an outside perspective view of a caliper of a brake assembly according to the first embodiment; Figure 6 shows an inside perspective view of the caliper of the brake assembly according to the first embodiment; Figure 7 shows a side perspective view of a base member of the brake assembly according to the first embodiment; Figure 8 shows an opposite side perspective view of a base member of a brake assembly according to the first embodiment; Figure 9 shows a side perspective view of a pedal-cycle brake assembly according to a second embodiment of the present invention; Figure 10 shows a side perspective view of a base member of the brake assembly according to the second embodiment; Figure 11 shows an opposite side perspective view of the brake assembly according to the second embodiment; Figure 12 shows an opposite side perspective view of the base member of the brake assembly according to the second embodiment; Figure 13 shows an exterior perspective view of a steering assembly according to the present invention; Figure 14 shows a schematic cross-sectional side view of the steering assembly of Figure 13; and Figure 15 shows a schematic cross-sectional perspective view of the steering assembly of Figure 13. Figures 1 to 4 show a first embodiment of a brake assembly 2 for a pedal-cycle. The pedal-cycle is, in particular, a bicycle. In the first embodiment, the brake assembly 2 is configured to control the velocity of a rear wheel (not shown) of the bicycle. The brake assembly 2 comprises a base member 4, a caliper 6, a brake line (not shown), and a wheel hub assembly 10. The base member 4 is, in particular, a frame of a bicycle. The wheel hub assembly 10 comprises an axle (not shown), a brake disc 8, a sprocket set 18 and a hub 20. The axle, brake disc 8, sprocket set 18 and hub 20 are of a conventional construction. In particular, the brake disc 8, sprocket set 18 and hub 20 are supported for rotation relative to the axle by bearings (not shown) and are rotationally fixed in relation to one another. The hub 20 receives spokes (not shown) that extend from a rim (not shown) of the wheel to the hub 20, the spokes supporting the wheel hub assembly 10 at the rotational centre of the wheel. The sprocket set 18 engages a drive chain (not shown) to receive a driving force from a user so as to cause rotation of the wheel. The caliper 6 comprises a body 22. Figures 3 and 4 show the caliper 6 mounted to the base member 4, whilst Figures 5 and 6 show the caliper body 22 in isolation. The body 22 comprises two pairs of cylinders 24 arranged on opposite sides of a channel 26 within which the brake disc 8 is positioned. The cylinders 24 receive pistons (not shown) that are coupled to a pair of brake pads 28 positioned either side of the channel 26. The body 22 comprises a conduit 30 defining an inlet 32. The inlet 32 is configured for connection to a brake line (not shown). The conduit 30 provides fluid communication between the brake line and each of the cylinders 24 so as to enable hydraulic pressure exerted by the user on a fluid contained in the brake line to be applied to the pistons. As a result of an increase in hydraulic pressure in the brake line, the pistons and brake pads 28 move inwardly towards the channel 26, thus frictionally engaging the brake disc 8 so as to decelerate the rear wheel of the bicycle. Whilst the above-described caliper uses hydraulics to apply a braking force to the brake disc 8, it will be appreciated that in alternative embodiments any suitable means may be used to apply the braking force, such as for example a cable or the like. The base member 4 defines the frame of the bicycle. With reference to Figures 1 and 2, the base member 4 comprises four elongate struts 34, 36, 38, 40. In particular, the base member 4 comprises a first horizontal strut 34 and a first diagonal strut 38 which come together at an apex comprising a first axle support 42. The base member 4 further comprises a second horizontal strut 36 and a second diagonal strut 40 which come together at an apex comprising a second axle support 44. The second horizontal strut 36 and the second diagonal strut 40 are arranged on an opposite side of the wheel to the first horizontal strut 34 and the first diagonal strut 38. The axle of the hub assembly 10 is supported at either end by the first axle support 42 and the second axle support 44 so as to define a wheel axis A. Figures 7 and 8 show the base member 4 in isolation. The first horizontal strut 34 defines a longitudinal axis B extending in a generally radial direction relative to the wheel axis A. However, the first horizontal strut is not perpendicular to the wheel axis A and is inclined at a small angle. The first horizontal strut 34 defines a first mounting portion 46 configured to receive and mount the caliper 6 thereon. The first mounting portion 46 is a mounting portion of the base member 4. The first mounting portion 46 is defined by a socket 48 and a cantilever portion 50 of the first horizontal strut 34. The socket 48 is a recessed portion of the first horizontal strut 34 that is shaped to receive a corresponding portion of the caliper 6 (discussed below). The socket 48 is generally elongate, having a long axis that extends parallel to the longitudinal axis B of the first horizontal strut 34. The socket 48 comprises threaded blind bores 49 for receiving fasteners 51 (see Figure 3) to mount the caliper 6 thereto. So as to prevent the fasteners 51 from being subjected to high shear loads, the socket 48 further comprises blind bores 53 positioned next to each threaded bore 49 for receiving a dowel (not shown) connecting the base member 4 and the caliper 6 (discussed below). The cantilever portion 50 extends in a direction generally orthogonal to the wheel axis A and the longitudinal axis B, which in the present case is upwardly in a generally vertical direction. Accordingly, the cantilever portion 50 extends from the side of the first horizontal strut 34 in a cantilever-like or protruding fashion. The cantilever portion 50 comprises a first arm 52 and a second arm 54. The first arm 52 is positioned generally in line with the circumference of the brake disc 8. The first arm 52 extends generally tangentially to the circumference of the brake disc 8. The first and second arms 52, 54 are connected to the first horizontal strut 34 at positions spaced apart from one another along the longitudinal axis B. The first and second arms 52, 54 are inclined at an angle to one another such that they meet at an apex 56. Accordingly, the cantilever portion 50 is generally triangular in shape. The apex 56 defines the most distal part of the cantilever portion 50 relative to the first horizontal strut 34. The first arm 52, second arm 54 and the first horizontal strut 34 co-operate to define a triangular opening 58 therebetween. The first arm 52 is wider than the second arm 54, and defines an aperture 60 for receiving a correspondingly shaped boss of the caliper 6 (described below). The aperture 60 is generally trapezoidal in shape, but may in alternative embodiments be any suitable shape. The first horizontal strut 34 comprises a hollow portion 62 that runs longitudinally along the length of the strut 34. Although not shown, the brake line is arranged within the hollow portion 62 of the first horizontal strut and is connected to the inlet 32 of the caliper 6. Referring back to Figures 5 and 6, the caliper 6 defines a second mounting portion 64 configured to mount the caliper 6 to the first mounting portion 46 of the base member 4. The second mounting portion 64 is a mounting portion of the caliper 6. The second mounting portion 64 is defined by a flange 66 and the body 22. The flange 66 is a plate-like structure extending from the body 22. The flange 66 is generally elongate and defines a longitudinal axis C. The flange 66 is correspondingly shaped to the socket 48 of the base member 4 so that the flange 66 is receivable therein. In particular, the flange 66 and the socket 48 define commonly shaped (i.e. concordant) perimeters so as to enable close nesting of the flange 66 within the socket 48. The flange 66 comprises a recess 68 positioned adjacent to the inlet 32 of the conduit 30. The recess 68 provides additional space to accommodate any necessary connectors (not shown) required for connecting the brake line to the inlet 32. Accordingly, the recess 68 is able to accommodate a portion of the brake line. The recess 68 is arranged on an interior side of the flange 66, such that it is not visible during use. The body 22 of the caliper 6 is correspondingly shaped to the cantilever portion 50 of the base member 4 so as to enable the body 22 to be mounted against the cantilever portion 50. In particular, the body 22 comprises a first arm 70 and a second arm 72. The first and second arms 70, 72 are connected to the flange 66 at positions spaced apart from one another along the longitudinal axis C. The first and second arms 70, 72 are inclined at an angle to one another such that they meet at an apex 74. Accordingly, the body 22 is generally triangular in shape. The apex 74 defines the most distal part of the body 22 relative to the flange 66. The first arm 70, second arm 72 and the flange 66 co-operate to define a triangular opening 76 therebetween. The first arm 70 defines the channel 26 for receiving the brake disc 8 and comprises the cylinders 24 for the brake pistons. In order to provide sufficient space for the cylinders 24, the first arm 70 is wider than the second arm 72. The first arm 70 comprises a boss 80 protruding from an interior side thereof, the boss 80 defining an adjacent pair of cylinders 24. During use, the boss 80 is received within the aperture 60 of the first arm 52 of the cantilever portion 50. The boss 80 defines a generally concordant geometry to the aperture 60, so as to ensure the boss 80 and aperture 60 are well-nested. The caliper 6 further comprises through holes 82 for receiving the fasteners 51, and blind bores 84 for receiving the dowels. During use, the first mounting portion 46 and the second mounting portion 64 are mounted against one another as shown in Figures 1 to 4. In particular, the flange 66 of the second mounting portion 64 of the caliper 6 is received within the correspondingly shaped socket 48 of the first mounting portion 46 of the base member 4. Simultaneously, the body 22 of the caliper 6 engages the cantilever portion 50. In particular, the first arm 70 of the caliper 6 engages the first arm 52 of the caliper portion 50 such that the boss 80 is seated within the corresponding aperture 60. Likewise, the second arm 72 of the caliper 6 engages the second arm 54 of the caliper portion 50. The fasteners 51 pass through the through holes 82 of the caliper 6 and into the threaded bores 49 of the base member 4 to thereby fix the caliper 6 to the base member 4. The dowels are received by corresponding pairs of blind bores 53, 83 such that the dowels are positioned between the caliper 6 and base member 4 to enable shearing forces to be transferred therebetween. When the caliper 6 has been mounted to the base member 4 as described above, the brake line passes from the inlet 32 of the caliper and into the hollow portion 62 of the base member 4. However, due to the manner in which the first mounting portion 46 and the second mounting portion 64 are arranged, the caliper 6 and the base member 4 substantially enclose the brake line therebetween. Accordingly, the portion of the brake line that connects to the caliper 6 is not visible or accessible from the exterior of the pedal-cycle. That is to say, the caliper 6 and the base member 4 co-operate to protect the brake line from the external environment. Because the brake line is connected, this prevents dirt or other detritus from agglomerating upon the connection between the brake line and the inlet 32 of the caliper 6, thus mitigating against the detrimental effects of corrosive substances contained in such dirt and detritus. Moreover, the caliper 6 and the base member 4 provide protection against impacts and knocks that might otherwise damage the brake line. The use of two mutually co-operating mounting portions 46, 64 formed on the caliper 6 and the base member 4 enables the enclosure, and therefore the protection, of the brake line to be achieved using only two components, namely the caliper 6 and the base member 4 themselves. Not only does this ensure a reliable and strong connection, but the need for additional componentry, such as for example traditional type adjustment brackets, is avoided. With the above in mind, it will be appreciated that the first mounting portion 46 in the present embodiment, as defined by the socket 46 and the caliper portion 5, is integrally formed with the base member 4. Likewise, the second mounting portion 64 in the present embodiment, as defined by the flange 66 and the body 22, is integrally formed with the caliper 6. In particular, the caliper 6 may be a so-called monobloc caliper. Due to such an arrangement, the caliper 6 and the base member 4 co-operate such that they effectively act as a single anchor for transmitting the reaction to the braking force applied by the brakes. Such co-operation helps to reduce vibration and brake squeal, as well as improving the power, feel and responsiveness of the pedal-cycle. Moreover, because the need for additional componentry is avoided, the overcall complexity of the assembly is reduced and the chance of failure is lower (as there are fewer parts to fail). As is best shown in Figures 2 to 4, when the caliper 6 is mounted to the base member 4, the caliper 6 and the base member 4 define a substantially continuous exterior topology. That is to say, the interface between the caliper 6 and the base member 4 as viewed from the exterior of the pedal cycle is substantially smooth and free of discontinuities, akin to the bodywork of a vehicle. Because the caliper 6 and base member 4 define a continuous exterior topology, this ensures that airflow over the interface is relatively undisturbed. Accordingly, the aerodynamic drag produced by the brake assembly is reduced, thus improving performance of the pedal cycle. As described above, the body 22 of the caliper 6 and the cantilever portion 50 of the base member 4 comprise a generally triangular arrangement of arms. A triangular shape is optimum for distributing the reaction load caused by the engagement of the brake pads 28 with the brake disc 8. However, it will be appreciated that in alternative embodiments the arms may be arranged differently, such as for example in semicircular or rectangular arrangements. Although not shown, the brake line is routed through the hollow portion 62 of the base member 4 to a lever assembly positioned on a handle bar of the bicycle. Accordingly, the brake line is not visible from the exterior of the bicycle. This improves the aerodynamics of the bicycle. As described above, the caliper 6 comprises a conduit 30 for supplying hydraulic fluid to the cylinders 24. Accordingly, the brake line is a hydraulic brake line. However, it will be appreciated that in alternative embodiments the brake line may comprise a movable cable contained within a fixed sheath, the cable connected to the caliper 6 so as to move the brake pads 28. It will be appreciated that it is desirable to align the channel 26 of the caliper 6 so that it is perfectly centred relative to the brake disc 8. In a conventional brake assembly comprising an adjustment bracket, the user must manually adjust the position of the adjustment bracket to set the position of the channel of the caliper relative to the brake disc. However, such adjustment brackets are typically movable in multiple degrees of freedom, and are therefore difficult to set. Moreover, adjustment brackets are typically held by fasteners, which have a tendency to loosen over time during use and / or as a result of impacts or road vibration. By contrast, in the present invention, because the body 22 of the caliper 6 is mounted directly onto the base member 4 (by bringing the first mounting portion 46 and the second mounting portion 64 into contact with one another), the position of the channel 26 relative to the base member 4 is fixed. Therefore, the channel 26 is guaranteed to always be assembled in the correct position relative to the base member 4. As a result, should further adjustment be required, it is only necessary to adjust the position of the brake disc 8 itself. Although not shown, this can be achieved, for example, by providing one or more shims between the brake disc 8 and the hub 20 to axially position the brake disc 8 with respect to the channel 26. Such an adjustment is effectively restricted to a single degree of freedom, and is therefore easier and more straightforward to achieve than the adjustment of a prior art type adjustment bracket. Moreover, because correct alignment between the brake disc 8 and the channel 26 is more easily achievable, this helps to reduce relative vibration between the brake disc 8 and the brake pads 28 and therefore reduce undesirable brake squeal. It will be appreciated that the body 22 of the caliper 6 is relatively large. Due to the large size of the body 22, this helps to ensure that the caliper 6 is highly fatigue resistant, as well as providing improved heat dissipation away from the heat generated by frictional contact between the brake pads 28 and the disc 8. By dissipating heat more effectively, this helps to mitigate against overheating, which may otherwise lead to so called “brake fade”, in which braking performance decreases. Figures 9 to 12 show a second embodiment of a brake assembly 2 for a pedal-cycle. As with the first embodiment, the pedal-cycle is, in particular, a bicycle. The second embodiment is substantially identical to the first embodiment, aside from the fact that the brake assembly 2 is used to control the velocity of a front wheel (not shown) of the bicycle. Accordingly, base member 4 is, in particular, a fork of a bicycle. The base member 4 comprises a first vertical strut 34’ and a second vertical strut 36’. The first vertical strut 34’ defines the first axle support 42 at a terminal end thereof, and the second vertical strut 36’ defines the second axle support 44 at a terminal end thereof. However, in all other respects, the construction of the second embodiment is identical to that of the first embodiment. Accordingly, it will be appreciated that the brake assembly 2 may be incorporated into substantially any suitable base member 4 of a pedal-cycle. Figure 13 shows a steering assembly 100 for a pedal-cycle. The steering assembly 100 comprises a steering member 102, a frame 104 (shown in part), and a fork 106. Figure 14 shows a cross-sectional schematic view of the steering assembly 100. The fork 106 comprises a pair of downwardly depending arms 108 connected at their upper ends by a yoke 110. The frame 104 comprises an upper tube 112 running generally horizontally and a down tube 114 offset diagonally in relation to the upper tube 112. The frame 104 further comprises a head portion 116 at which the upper tube 112 and the down tube 114 come together. The head portion 116 comprises a generally upright hollow conduit 118 defining a steering axis 120. Although the hollow conduit 118 and steering axis 120 are described as being generally upright, it will be appreciated that the hollow conduit 118 may be oriented so that the steering axis 120 is angled with respect to a vertical direction, for example up to around 20 ° or similar. The steering member 102 comprises an input member 122 configured to receive a steering torque from the user. The input member 122 comprises a stem 124 extending radially away from the steering axis 120, and handlebars 126 positioned at the distal end of the stem 124 in relation to the steering axis 120. The steering member 102 further comprises a transmission column 128. The transmission column 128 defines a rotational axis that, during use, is aligned with the steering axis 120, such that the two axes are functionally the same and may both be referred to as the steering axis 120. The transmission column 128 defines an upper end 130 and a lower end 132. The upper end 130 is received by a downwardly depending collar 134 of the stem 124 of the input member 122. The collar 134 and the upper end 130 of the transmission column 128 define an interface 136 therebetween at which the two are fixedly connected such that the transmission column 128 is inseparable from and behaves as if it were formed integrally with the stem 124. Because the transmission column 128 is inseparable from the stem 124, it may be considered to form part of the steering member 120 (rather than part of the fork 106). Preferably, such fixed connection is achieved using bonding, and in particular by the use of an ultra-high strength adhesive such as an epoxy, for example of the kind commonly used in the aerospace industry. By using an ultra-high strength adhesive, the interface 136 provides a sufficiently high strength bond such that the transmission column 128 and the stem 124 are for all practical purposes inseparable. It will be appreciated that in alternative embodiments, the transmission column 128 and the stem 124 may be connected using other means of fixed connection such as welding (including ultrasonic welding), or may indeed be integrally (i.e. monolithically) formed as one component, such as for example by casting, machining or additive manufacturing. The collar 134 of the stem 124 defines an upper inner bearing seat 138 on a radially outer part thereof. The conduit 118 of the head portion 116 defines an oppositely positioned upper outer bearing seat 140 on an inner surface thereof. An upper bearing arrangement 142 is positioned between the upper inner bearing seat 138 and the upper outer bearing seat 140 so as to support the steering member 102 for rotation relative to the frame 104. The upper bearing arrangement 142 is, in particular, a rolling element bearing arrangement such as a radial roller bearing. However, in alternative embodiments, substantially any suitable bearing arrangement may be used in the alternative. Because the upper inner bearing seat 138 is defined by the stem 124 (rather than the transmission column 128) the upper inner bearing seat 138 has a larger circumference, thus permitting the use of a larger bearing arrangement 142. It is believed that larger bearing arrangements are better able to dissipate / dampen vibration, and therefore the present arrangement provides a more comfortable ride for the user. The lower end 132 of the transmission column 128 extends longitudinally downwards through the hollow conduit 118 of the head portion 116. The lower end 132 of the transmission column 128 comprises a first tensioning element 144 received within an interior portion thereof. The first tensioning element 144 is in the form of a nut comprising a threaded bore. The first tensioning element 144 is fixedly connected to the transmission tube 128 in the same manner as described above in relation to the interface 136 between the upper end 130 of the transmission tube 128 and the collar 134 of the stem 124 (e.g. by bonding), and may alternatively be fixedly connected in the same way or by any of the alternatives stated in this regard (e.g. integrally formed, welded, etc.). The lower end 132 of the transmission column 128 is received within an upwardly extending collar 146 of the yoke 110 of the fork 106. The collar 146 of the yoke 110 may alternatively bee referred to as a coupling portion of the fork 106. Preferably, the lower end 132 of the transmission column 128 and the collar 146 define a so-called “clearance fit” therebetween, enabling their assembly and subsequent separation. The collar 146 of the yoke 110 defines a lower inner bearing seat 148 on a radially outer part thereof. The conduit 118 of the head portion 116 defines an oppositely positioned lower outer bearing seat 150 on an inner surface thereof. A lower bearing arrangement 152 is positioned between the lower inner bearing seat 148 and the lower outer bearing seat 150 so as to support the fork 106 for rotation relative to the frame 104. The lower bearing arrangement 152 is, in particular, a rolling element bearing arrangement. Preferably, the lower bearing arrangement 152 is a thrust bearing, such as a rolling element thrust bearing. However, in alternative embodiments, substantially any suitable bearing arrangement may be used. The yoke 110 comprises a through-bore 154 within which a second tensioning element 156 is received. The second tensioning element 156 is in the form of a bolt, and in particular a hex-head bolt. The bore 154 is located within a countersunk recess 158 positioned on an underside 160 of the yoke 110. The underside 160 of the yoke 110 generally faces towards the wheels of the pedal-cycle and / or the ground during use. During assembly, the second tensioning element 156 is passed into the bore 154 on the underside 160 of the yoke 110 in an upwards direction along the steering axis 120. In particular, the second tensioning element 156 passes upwardly through the bore 154 and subsequently into the threaded bore of the first tensioning element 144. The second tensioning element 156 is tightened, so as to exert a tensile force upon the transmission column 128. The tensile force is reacted by an upper surface of the recess 158. As a result of the application of the tensile force by the first and second tensioning elements 144, 156, the fork 106 is axially coupled to the steering member 102 along the steering axis. Additionally, the tensile force axially loads the upper and lower bearing arrangements 142, 152 so as to provide secure rotational support for the steering member 102 and fork 106 about the steering axis 120. When maintenance is required, the fork 106 and the steering member 102 can be de-coupled by disengaging the second tensioning element 156 from the first tensioning element 144. Because the transmission column 128 forms part of the steering member 102 this enables the second tensioning element 156 to be situated in a hidden position on the underside 160 of the yoke 110, such that it cannot be seen by the user during use. Accordingly, there is no need to provide any tensioning elements that are accessed from the upper end 130 of the transmission column 128. Therefore, an upper surface 164 of the stem 124 may be made smooth, as shown in Figure 13, so as to have the appearance of being “boltless” with respect to the viewing perspective of the user. Not only does this provide improved aerodynamics, but this is also more commercially desirable due to the absence of visible tensioning elements in this region. Because the transmission column 128 is fixedly coupled to the stem 124, and because the upper surface 164 of the stem covers the upper end 130 of the transmission column, the first tensioning element 144 is therefore inaccessible along the steering axis 120 from the upper end 130 of the transmission column 128. Although the first and second tensioning elements 144, 156 described above are provided in the form of a nut and a bolt respectively, it will be appreciated that in alternative embodiments substantially any tensioning elements may be used provided that these are accessible along the steering axis 122 from below the yoke 110. For example, the first tensioning element may comprise a cap fixedly connected to the transmission column 128, the cap having a downwardly depending threaded rod (akin to a bolt) and the second tensioning element may comprise a nut having a countersunk socket for receipt of a corresponding tool (e.g. a nut having a countersunk hexagonal recess for receiving a hexagonal fastening tool). Figure 15 shows a cross-sectional perspective view through the steering assembly 100. As shown in the figure, the upper end 130 of the transmission column 128 defines a non-circular cross-sectional shape. In particular, the upper end 130 of the transmission column 128 is substantially D-shaped, however in alternative embodiments any non-circular shape may be provided. The collar 134 of the stem 124 comprises a correspondingly shaped socket 170 configured to receive and matingly engage the upper end 130 of the transmission column 128. Because the upper end 130 of the transmission column 128 and the socket 170 of the collar 134 of the stem 124 are correspondingly non-circular, this ensures that the transmission column 128 and the stem 124 are rotationally frozen in relation to one another. Accordingly, transmission of the steering torque from the input member 122 through the transmission column 128 is ensured. Likewise, the lower end 132 of the transmission column 128 and the collar 146 of the yoke 110 define a correspondingly non-circular coupling so as to prevent relative rotation therebetween. In particular, the lower end 132 is substantially D-shaped (although alternative shapes may be used), and is received by a correspondingly D-shaped coupling 172 of the collar 146 of the yoke 110. Additionally, it can be seen that the first tensioning element 144 also comprises a correspondingly D-shaped cross-section, so as to rotationally freeze the first tensioning element 144 with respect to the lower end 132 of the transmission column 128. With reference to Figure 13, it can be seen that the transmission column 128 defines a hollow conduit 166, and the yoke 110 also comprises a hollow portion 162. Although not shown, the first tensioning element 144 comprises a through bore extending between the hollow conduit 166 of the transmission column 128 and the hollow portion 162 of the yoke 110. It will be appreciated that such an arrangement permits control cabling, such as a brake line, to pass from the handlebars 126 to a brake assembly of the fork 106 (such as the brake assembly 2 described above in relation to Figures 1 to 12). Not only is it commercially desirable to hide the control cabling from the user (due to improved aesthetics), but this also prevents any such cabling from being damaged by knocks, bumps or being caught on foreign objects. Internally routed cabling such as that described above often requires the components within which the cables are routed to comprise relatively large cross-sectional areas. However, in the present invention, preferably the transmission column 128 is sized so that it has a relatively small cross-sectional dimension. In particular, the width of the transmission column 128 is preferably no more than around 25 mm. Because the transmission column 128 is relatively narrow, this enables the head portion 116 of the frame 104 (i.e. the head tube) to be reduced in dimension as well. Preferably, the width of the head portion 116 of the frame 104 is no more than around 45 mm, and is therefore narrower, more aerodynamic, and more aesthetically pleasing. In particular, this is more in keeping with the dimensions that would be expected of a head tube of a non-internally routed pedal cycle. As shown in Figure 14, the stem 124 is mounted directly to the head portion 116 of the frame 104 without the need to provide any spacers therebetween. Accordingly, the overall height of the steering assembly 100 can be reduced, leading to improved aerodynamics, fewer parts (thereby improving reliability), and a system that is more aesthetically pleasing.

Claims

1. A brake assembly (2) for a pedal-cycle, the brake assembly (2) comprising:a base member (4) defining a first mounting portion (46);a caliper (6) defining a second mounting portion (64) configured for mounting to the first mounting portion (46); anda brake line passing through a hollow portion (62) of the base member (4) and being connected to the caliper (6);wherein when the first mounting portion (46) is mounted to the second mounting portion (64) the base member (4) and the caliper (6) substantially enclose a portion of the brake line therebetween.

2. A brake assembly (2) according to claim 1, wherein the base member (4) and the caliper (6) define a substantially continuous exterior topology when the first mounting portion (46) is mounted to the second mounting portion (64).

3. A brake assembly (2) according to any preceding claim, wherein:the base member (4) comprises a strut (34) defining a socket (48) at least partially defining the first mounting portion (46); andthe caliper (6) comprises a flange (66) at least partially defining the second mounting portion (64), the flange (66) being correspondingly shaped to the socket (48) of the strut (34) for receipt therein.

4. A brake assembly (2) according to claim 3, wherein:the strut (34) is elongate such that it defines a longitudinal axis (B); andthe socket is elongate and extends parallel to the longitudinal axis (B).

5. A brake assembly (2) according to claim 3 or 4, wherein the flange (66) comprises a recess (68) configured to accommodate a portion of the brake line.

6. A brake assembly (2) according to any preceding claim, wherein:the base member (4) comprises a cantilever portion (50) extending from the strut, the cantilever portion (50) at least partially defining the first mounting portion (46); andthe caliper (6) comprises a body (22) at least partially defining the second mounting portion (64), the body (22) being correspondingly shaped to the cantilever portion (50) for mounting thereto.

7. A brake assembly (2) according to claim 6, wherein the base member (4) comprises an axle support (42) defining a wheel axis (A), and the cantilever portion (50) extends in a direction generally normal to the wheel axis (A) and the longitudinal axis (B) of the strut.

8. A brake assembly (2) according to claim 6 or 7, wherein the cantilever portion (50) is generally triangular and the body (22) is correspondingly triangular.

9. A brake assembly (2) according to any of claims 6 to 8, wherein the cantilever portion (50) comprises:a first arm (52) extending from the strut (34); anda second arm (54) extending from the strut (34) at a position spaced apart from the first arm (52),wherein the first and second arms (52, 54) are connected at an apex (56) distal to the strut (56) so as to define a generally triangular opening (58) therebetween.

10. A brake assembly (2) according to any of claims 6 to 9, wherein the body (22) of the caliper (6) comprises:a first arm (70) extending from the flange (66); anda second arm (72) extending from the flange (66) at a position spaced apart from the first arm (70),wherein the first and second arms (70, 72) are connected at an apex (74) distal to the flange (66) so as to define a generally triangular opening (76) therebetween.

11. A brake assembly (2) according to any of claims 6 to 10, wherein the caliper (6) comprises a boss (80) defining a cylinder (24) for a brake piston, the boss (80) being received within a corresponding aperture (60) defined by the cantilever portion (50).

12. A brake assembly (2) according to claim 11, wherein the aperture (60) is defined by the first arm (52) of the cantilever portion (50) and the boss (80) is defined by the first arm (70) of the caliper (6).

13. A brake assembly (2) according to any preceding claim, wherein the caliper (6) comprises two pairs of cylinders (24) for receiving respective brake pistons, each pair of cylinders oppositely arranged relative to a channel (26) for receiving a brake disc (8).

14. A brake assembly (2) according to any preceding claim, wherein the first mounting portion (46) is integrally formed with the base member (4).

15. A brake assembly (2) according to any preceding claim, wherein the second mounting portion (64) is integrally formed with the caliper (6).

16. A brake assembly (2) according to any preceding claim, wherein the caliper (6) is a monobloc caliper.

17. A brake assembly (2) according to any preceding claim, wherein the caliper comprises:a cylinder (24);a brake piston received within the cylinder (24); anda conduit (30) for receiving a hydraulic fluid to actuate the brake piston, the conduit defining an inlet (32) for connection with a brake line.

18. A caliper (6) for a pedal-cycle brake assembly (2), wherein the caliper (6) comprises:a mounting portion (64) configured to mount the caliper (6) to a base member (4);wherein the mounting portion (64) is configured such that when the mounting portion (64) is mounted to the base member (4) the brake line is substantially enclosed.

19. A base member (4) for a pedal-cycle brake assembly (2), the base member (4) comprising:a hollow portion (62) configured to receive a brake line therein; anda mounting portion (46) configured to mount a caliper (6) to the base member (4);wherein the mounting portion (46) is configured such that when the caliper (6) is mounted to the mounting portion (46) the brake line is substantially enclosed.

20. A pedal-cycle comprising the brake assembly (2) of any of claims 1 to 17, the caliper (6) of claim 18, or the base member (4) of claim 19.

21. Use of the brake assembly (2) of any of claims 1 to 17, the caliper of claim 18, or the base member of claim 19 for braking a pedal-cycle.

22. A method of assembling a brake assembly (2) for a pedal-cycle, the method comprising:providing a base member (4) defining a first mounting portion (46);providing a caliper (6) defining a second mounting portion (64);passing a brake line through a hollow portion (62) of the base member (4);connecting the brake line to the caliper (6); andmounting the first mounting portion (46) to the second mounting portion (64) so as to substantially enclose a portion of the brake line between the base member (4) and the caliper (6).

23. A steering member (102) for a steering assembly (100) of a pedal-cycle, the steering member (102) comprising:an input member (122) configured to receive a steering input from a user; anda transmission column (128) configured for receipt by a frame (104) of the pedal-cycle and rotatable about a steering axis (120), the transmission column (128) comprising an upper end (13) fixedly connected to the input member (122) and a lower end (132) distal to the input member (122);wherein the transmission column (128) further comprises a tensioning element (144), the tensioning element (144) being accessible along the steering axis (120) from the lower end (130) of the transmission column (128).

24. A steering member (102) according to claim 23, wherein the tensioning element (144) is inaccessible along the steering axis (120) from the upper end (130) of the transmission column (128).

25. A steering member (102) according to claim 23 or 24, wherein the tensioning element (144) is positioned at the lower end (132) of the transmission column (128).

26. A steering member (102) according to any of claims 23 to 25, wherein the tensioning element (144) is bonded to the transmission column (128).

27. A steering member (102) according to any of claims 23 to 26, wherein the tensioning element (144) comprises a nut having a threaded bore.

28. A steering member (102) according to any of claims 23 to 27, wherein the lower end (132) of the transmission column (128) defines a non-circular cross-section about the steering axis (120).

29. A steering member (102) according to any of claims 23 to 28, wherein the transmission column (128) is bonded to the input member (122).

30. A steering member (102) according to any of claims 23 to 29, wherein the input member (122) comprises a stem (124) connected to the transmission column (128).31 A steering member (102) according to claim 30, wherein the input member (122) further comprises handlebars (126) connected to the stem (124).

32. A steering assembly (100) for a pedal-cycle, the steering assembly (100) comprising:the steering member (102) of any of claims 23 to 31, in which the tensioning element (144) is a first tensioning element;a frame (104) having a head portion (116) within which the transmission column (128) is received, the head portion (116) supporting the steering member (102) for rotation about the steering axis (120); anda fork (106) configured to support a wheel for rotation therebetween;wherein the fork (106) is coupled to the transmission column (128) via a second tensioning element (156) engaged with the first tensioning element (144) along the steering axis (120) from the lower end (132) of the transmission column (128).

33. A steering assembly (100) according to claim 32, wherein the fork (106) comprises a yoke (110) having a recess (158) configured to receive the second tensioning element (156), the recess (158) being positioned on an underside (160) of the yoke (110) facing away from the steering member (102) during use.

34. A steering assembly (100) according to claim 32 or 33, wherein the second tensioning element (156) is a bolt.

35. A steering assembly (100) according to any of claims 32 to 34, wherein the input member (122) defines an inner bearing seat (138) and the head portion (116) defines an outer bearing seat (140), the steering assembly (100) further comprising a bearing arrangement (142) positioned between the inner bearing seat (138) and the outer bearing seat (140) so as to support the steering member (102) for rotation relative to the frame (104) about the steering axis (120).

36. A steering assembly (100) according to any of claims 32 to 35, wherein the fork (106) comprises a coupling portion (146) connected to the lower end (132) of the transmission column (128), the coupling portion (146) defining a correspondingly shaped cross-section about the steering axis (120) to the lower end (132) of the transmission column (128).

37. A pedal cycle comprising the steering assembly (100) of any of claims 32 to 36.

38. Use of the steering assembly (100) of any of claims 32 to 36 for steering apedal cycle.

39. A fork (106) for a steering assembly (100) of a pedal cycle, the fork (106) comprising:a pair of arms (108) configured to support a wheel for rotation therebetween;a yoke (110) connecting the arms; anda coupling portion (146) defining a steering axis (120) and configured to connect the fork (106) to a lower end (132) of a transmission column (128) of a corresponding steering member (102);wherein the yoke (110) comprises an underside (160) having a bore (154) configured to receive a tensioning element (156) for coupling the fork (106) to the transmission column (128).

40. A fork (106) according to claim 39, wherein the yoke (110) comprises a recess (158), and the bore (154) is positioned within the recess (158).

41. A fork (106) according to claim 39 or 40, wherein the coupling portion (146) defines a non-circular cross-section about the steering axis (120).5 42. A method of assembling a steering assembly (100) for a pedal-cycle, themethod comprising:providing a steering member (102) comprising: an input member (122) configured to receive a steering input from a user; and a transmission column (128) rotatable about a steering axis (120), the transmission column (128) comprising an 10 upper end (130) fixedly connected to the input member (122), a lower end (132) distal to the input member (122), and a first tensioning element (144);receiving the transmission column (128) within a head portion (116) of a frame (104) of the pedal-cycle; andcoupling a fork (106) to the lower end of the transmission column (128) by 15 passing a second tensioning element (156) along the steering axis (120) from the lower end (132) of the transmission column and engaging the second tensioning element (156) with the first tensioning element (144).37

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