FR3115499A1 - Vehicle comprising a device for locking a tilt mechanism - Google Patents

Abstract

A vehicle (2) includes a locking device (26), a controller (28) connected to the locking device (26) and an engine speed sensor (22), a tilt mechanism (27) mounted on a vehicle frame (20), a pair of front shock absorbers (25L, 25R) connected to the tilt mechanism (27) and a pair of front wheels (21L, 21R) mounted on the front shock absorbers (25L, 25R). The tilt mechanism (27) allows vertical movement of the front wheels (21L, 21R). The lock device (26) switches between a lock state to lock the tilt mechanism (27) and the front shock absorbers (25L, 25R) and an unlock state to unlock the tilt mechanism (27) and the front shock absorbers (25L, 25R). The controller (28) determines, based on an engine speed, whether to command the locking device (26) to change from the unlocked state to the locked state. Figure 2

Description

Vehicle comprising a device for locking a tilt mechanism

The disclosure relates to a vehicle, and more particularly to a three-wheeled motorcycle.

As shown on the of US Patent 7,264,251 B2 (reproduced on the of the present application), a conventional vehicle which comprises a quadrilateral structure, comprises an anti-roll device 1 to prevent the rolling movements of the quadrilateral structure. The steering mechanism of the vehicle is based on an articulated quadrilateral kinematic movement, carried out by two rigid horizontal crosspieces 41, 42, and two tubes 36, 37 arranged on the sides of the horizontal crosspieces 41, 42, with these four components forming the structure quadrilateral together. The anti-roll device 1 comprises at least one abutment element 2 integral with an element of the quadrilateral structure in its roll movement, at least one blocking element 3 for blocking the position of the abutment element 2 in order to prevent movements of the quadrilateral structure, and a parking group 4 controlled by an electronic control unit to control the opening or closing of the blocking element 3. The electronic control unit controls an actuator 5 of the parking group 4 based on a moving speed of the vehicle and a roll angle of the quadrilateral structure.

However, such a control system requires an additional angular position sensor to measure the roll angle of the quadrilateral structure, increasing manufacturing cost and maintenance expense. In addition, the roll angle of the quadrilateral structure measured by an angular position sensor is quite inaccurate, which may impose undesirable effects on the operation of the vehicle, the use and the safety of operation.

Accordingly, an object of the disclosure is to provide a vehicle which can reduce at least one of the disadvantages of the prior art.

According to the disclosure, the vehicle includes an engine, a vehicle frame, a tilt mechanism, a pair of front shock absorbers, a pair of front wheels, a locking device, an engine speed sensor and a controller .

The tilt mechanism is mounted on the vehicle frame, and has two opposite side ends.

The front pair of shock absorbers are respectively connected to the side ends of the tilt mechanism.

The front wheelset is respectively mounted on the front shock absorbers. The tilt mechanism is configured to allow vertical movement of the front wheels relative to the vehicle frame.

The locking device is configured to switch between a locking state to lock the tilt mechanism and the front shock absorbers to limit vertical movement of the front wheels, and an unlocking state to unlock the tilt mechanism and the front shock absorbers to allow vertical movement of the front wheels.

The engine speed sensor is configured to sense an engine speed of the engine and to transmit the engine speed.

The controller is electrically connected to the blocking device and the engine speed sensor, and is configured to obtain the engine speed from the engine speed sensor, and to determine whether to control the blocking device so that It changes from unlock state to block state according to the engine speed sensor.

Other features and advantages of the disclosure will emerge more clearly from the following detailed description of the embodiments with reference to the accompanying drawings, in which:

The is a diagram illustrating part of a vehicle according to one embodiment of the disclosure;

The is a block diagram illustrating an example of a vehicle locking system according to one embodiment of the disclosure;

The is a diagram illustrating an example of a hydraulic drive unit of the locking system according to one embodiment of the disclosure;

The is a sectional view of the hydraulic drive unit according to one embodiment of the disclosure;

The is a fragmentary side view of the hydraulic drive unit according to one embodiment of the disclosure;

Figures 6 to 8 are side views illustrating different angular positions of a cam of the hydraulic drive unit according to one embodiment of the disclosure;

Figures 6 to 8 are side views illustrating different angular positions of a cam of the hydraulic drive unit according to one embodiment of the disclosure;

Figures 6 to 8 are side views illustrating different angular positions of a cam of the hydraulic drive unit according to one embodiment of the disclosure;

The is a flowchart illustrating an example of a control system implemented by the blocking system according to one embodiment of the disclosure;

The is a fragmentary diagram illustrating another example of the hydraulic drive unit according to one embodiment of the disclosure;

The is a block diagram illustrating another example of the vehicle locking system according to one embodiment of the disclosure;

The is a block diagram illustrating another example of the vehicle locking system according to one embodiment of the disclosure; and

The is a diagram of a classic vehicle, reproduced from US Patent 7,264,251 B2.

Before the disclosure is described in further detail, it should be noted that where considered appropriate, reference numerals or terminal portions of reference numerals have been repeated throughout the figures to indicate corresponding or analogous elements. , which may optionally have similar characteristics.

With reference to Figures 1 and 2, an embodiment of a vehicle 2 according to the disclosure is illustrated. The vehicle 2 is, for example, a three-wheeled motorcycle, and comprises an engine 10, a continuously variable transmission (CVT) 11, a clutch 12, a vehicle frame 20, a pair of front wheels (21L, 21R), an engine speed sensor 22, a vehicle speed sensor 23, a pair of front shock absorbers (25L, 25R), a tilt mechanism 27, an ignition switch 291, an interlock switch 292 and a switch 293. The vehicle 2 further comprises a locking system comprising a locking device 26 and a control member 28.

Controller 28 is electrically connected to lockout device 26, engine speed sensor 22, vehicle speed sensor 23, ignition switch 291, lockout switch 292, and lockout switch 293. It should be noted that a conventional vehicle is generally delivered with the engine speed sensor 22 and the vehicle speed sensor 23.

Ignition switch 291 is switchable to an on position and an off position, and is configured to transmit to controller 28 an operating signal to enable controller 28 to determine whether the ignition switch 291 is in the on position or in the off position. When ignition switch 291 is in the on position, current can flow from a battery (not shown) to a starter (not shown) to start engine 10; engine 10 is stopped immediately after ignition switch 291 is turned off. It is interesting to note that the controller 28 is still powered and functional even when the ignition switch 291 is in the off position.

Engine speed sensor 22 is connected to engine 10 and is configured to sense engine speed of engine 10 and to transmit the engine speed directly to controller 28. CVT 11 is configured to be coupled to engine 10 via clutch 12. An engine speed at which engine 10 rotates when engine 10 is decoupled from CVT 11 is referred to as a decoupled speed. An engine speed at which engine 10 rotates when engine 10 is coupled to CVT 11 is referred to as a coupled speed.

In one embodiment (see ), the vehicle 2 further comprises an engine control unit (ECU) 13 connected to the engine speed sensor 22. The ECU 13 comprises a communication interface for communicating with the controller 28. The ECU 13 is configured to receive engine speed from engine speed sensor 22 and to transmit engine speed to controller 28 via the communication interface. The ECU communication interface 13 can be implemented to support CAN (Electronic Information System) data bus standards, but is not limited thereto.

In this embodiment, vehicle speed sensor 23 is configured to sense vehicle speed of vehicle 2, and to transmit the vehicle speed directly to controller 28.

In one embodiment (see ), the vehicle 2 further comprises an anti-lock braking system (ABS) 14 connected to the vehicle speed sensor 23. The ABS 14 comprises a communication interface for communicating with the controller 28 and is configured to receive the vehicle speed from the vehicle speed sensor 23 and to transmit the vehicle speed to the controller 28 through the communication interface. The ABS communication interface 14 can be implemented to support CAN data bus standards, but is not limited thereto.

In this embodiment, the tilt mechanism 27 is mounted on the vehicle frame 20 and has two opposite side ends 271. The pair of front shock absorbers (25L, 25R) are connected to the side ends 271 of the tilt mechanism 27, respectively. The pair of front wheels (21L, 21R) are respectively mounted on the front shock absorbers (25L, 25R). The tilt mechanism 27 is configured to allow vertical movement of the front wheels (21L, 21R) relative to the vehicle frame 20, so that the vehicle 2 is able to tilt.

Blocking device 26 is configured to switch between a blocking state and an unblocking state. In the locked state, the locking device 26 locks the tilt mechanism 27 and the front shock absorbers (25L, 25R) in order to limit the vertical movement of the front wheels (21R, 21L), thereby preventing the vehicle 2 from rolling. tilt. In the unlocked state, the locking device 26 unlocks the tilting mechanism 27 and the front shock absorbers (25L, 25R) in order to allow the vertical movement of the front wheels (21R, 21L), thereby allowing the tilting of the vehicle 2.

The blocking switch 292 is configured to be actuated (for example by a driver of vehicle 2) to transmit a blocking signal to the controller 28 to bring the blocking device 26 into the blocking state. Similarly, the unlock switch 293 is configured to be actuated to transmit an unlock signal to the controller 28 to change the lock device 26 to the unlock state.

Specifically, the lock device 26 includes a tilt lock unit 262, a pair of damper lock units 263, and a hydraulic drive unit 261.

The tilt lock unit 262 is connected to the tilt mechanism 27, and is configured to be driven by the hydraulic drive unit 261 to lock and unlock the tilt mechanism 27.

The pair of shock absorber lock units 263 are respectively connected to the front shock absorbers (25L, 25R) and are configured to be driven by the hydraulic drive unit 261 to lock and unlock the front shock absorbers (25L, 25R) respectively. ).

For full details of the tilt mechanism 27, the tilt lock unit 262 and the pair of damper lock units 263, please refer to European patent publications EP3434570A1 and EP3321158A1.

The hydraulic drive unit 261 is configured to be controlled by the controller 28 to simultaneously drive the tilt lock unit 262 and the damper lock units 263 to lock the tilt mechanism. tilt mechanism 27 and the front shock absorbers (25L, 25R) when the lock device 26 is in the lock state, and in order to unlock the tilt mechanism 27 and the front shock absorbers (25L, 25R) when the lock device 26 is in unlocked state.

The hydraulic drive unit 261 includes a first motor 2611, a cam 2612, a cam follower 2613, a pump 2614, a connecting rod 2615 and an angular position sensor 2616.

The controller 28 includes a first current sensor 281, a first motor drive circuit 282, and a microcontroller (MCU) 280 which is electrically connected to the angular position sensor 2616, the first current sensor 281 and the first motor drive circuit 282.

The first current sensor 281 is configured to measure an electric current value flowing through the first motor 2611, and to transmit the electric current value to the MCU 280.

The first motor drive circuit 282 is electrically connected to the first motor 2611, and is configured to be controlled by the MCU 280 to command the first motor 2611 to rotate.

Cam 2612 is configured to be driven by first motor 2611 to rotate

eccentrically.

Cam follower 2613 is in sliding contact with cam 2612, and is configured to be driven by cam 2612 to achieve linear motion.

Connecting rod 2615 has a first end pivotally connected to cam follower 2613, and a second end opposite the first end. Connecting rod 2615 is driven by cam follower 2613 to move, linearly, in synchronization with cam follower 2613.

Pump 2614 is connected to the second end of link rod 2615. Pump 2614 is configured to be driven by link rod 2615 to provide hydraulic pressure to simultaneously drive tilt lock unit 262 and the shock absorber lock units 263 for locking the tilt mechanism 27 and the front shock absorbers (25L, 25R) when the lock device 26 is in the lock state, and releasing the hydraulic pressure to simultaneously drive the unit tilt lock units 262 and damper lock units 263 for unlocking the tilt mechanism 27 and the front shock absorbers (25L, 25R) when the lock device 26 is in the unlock state.

More specifically, cam follower 2613 is configured to perform linear motion between an initial position (see ) in which cam follower 2613 is furthest from pump 2614 and pump 2614 is not supplying hydraulic pressure, and an end position (see ) in which cam follower 2613 is closest to pump 2614. Cam 2612 is configured to be driven by first motor 2611 to eccentrically rotate in a first direction from an angular position of 0 degrees of the cam 2612 which corresponds to the initial position of the cam follower 2613, towards an angular position of 120 degrees of the cam 2612 which corresponds to the terminal position of the cam follower 2613.

The angular position sensor 2616 is configured to detect a current angular position of the cam 2612 and to transmit the current angular position to the MCU 280 of the controller 28. As shown in the , an angular position of 0 degrees of the cam 2612 corresponds to the initial position of the cam follower 2613. As shown in the , an angular position of 120 degrees of the cam 2612 corresponds to the terminal position of the cam follower 2613.

The control member 28 is further configured to obtain the current angular position of the angular position sensor 2616 and to determine that the locking device 26 is in the unlocked state when the control member 28 determines that the angular position current of the 2612 cam is 60 degrees (see the ) and that the locking device 26 is in the locked state when the controller 28 determines that the current angular position of the cam 2612 is 120 degrees (see the ). It is interesting to note that such relative angular positions for the blocking state and the unblocking state can allow the blocking device 26 to have a short switching time compared to the switching between the blocking state and the blocking state. the unlock state.

The cam 2612 is prevented from continuing to rotate beyond 120 degrees in the first direction, which is the clockwise direction, as shown in Figures 6 to 8, and the first motor 2611 is at stopping when the cam 2612 is in the angular position of 120 degrees, and it is prevented from continuing to rotate beyond 0 degrees in a second direction opposite to the first direction (the second direction is a direction in the direction anticlockwise, as shown in Figures 6 to 8) and the first motor 2611 is also stopped when the cam 2612 is in the angular position of 0 degrees. Specifically, when the cam 2612 is in the 120 degree angular position (i.e., the locked state), a segment of the connecting rod 2615 entering the pump 2614 is the longest, so that the pump 2614 provides the highest hydraulic pressure to simultaneously drive the tilt lock unit 262 and the shock absorber lock units 263 to lock the tilt mechanism 27 and the front shock absorbers (25L, 25R) . At this time, the connecting rod 2615 cannot penetrate deeper into the pump 2614 due to the higher hydraulic pressure, and thus the cam 2612 is prevented from continuing to rotate beyond 120 degrees in the first direction and the first motor 2611 is stopped, thus causing an increment of the electric current flowing through the first motor 2611.

Referring to Figures 3 to 5, the hydraulic drive device 261 further includes a housing 2610 and a cover 2617.

Housing 2610 houses cam 2612, cam follower 2613 and connecting rod 2615.

Cover 2617 is separately mounted to housing 2610. Cover 2617 includes a blocker 2618 disposed on an inner surface of cover 2617. Blocker 2618 is configured to prevent cam 2612 from continuing to rotate past 0 degrees within one second. direction, when the cam 2612 is in the 0 degree angular position, therefore the first motor 2611 is off to result in an increment of electric current flowing through the first motor 2611.

Controller 28 is configured to determine whether to command interlock 26 to transition from the unlocked state to the locked state based on engine speed and vehicle speed. Controller 28 is further configured to control first motor 2611 to rotate in a forward direction to cause cam 2612 to rotate from the 60 degree angular position to the 120 degree angular position. degrees when the control member 28 determines that the blocking device 26 must be controlled to change from the unblocking state to the blocking state, and to determine that the blocking device 26 is currently in the blocking when the control member 28 determines that the value of the electric current measured by the first current sensor 281 is greater than a predetermined current threshold (for example 10 A). Specifically, the first motor 2611 is stopped immediately after the cam 2612 has rotated through the 120 degree angular position, and the first motor 2611 continues to supply torque (stall torque) when it is turned off. shutdown and the electrical current flowing therethrough is increased to be greater than the predetermined current threshold.

In a scenario where the lockout device 26 is in the unlocked state, the controller 28 is further configured to, upon determining that the ignition switch 291 has gone to the off position, controlling the first motor 2611 to rotate in a reverse direction opposite to the forward position to cause the cam 2612 to rotate from the 60 degree angular position to the 0 degree angular position, to control the first motor 2611 so that it stops rotating in the reverse direction, when the controller 28 determines that the current angular position of the cam 2612 is less than 3 degrees. In some embodiments, the controller 28 is further configured to control the first motor 2611 to stop rotating in the reverse direction, when the controller 28 determines that the value of the electric current measured by the first current sensor 281 is greater than the predetermined current threshold. When the cam 2612 is in the 0 degree angular position, the cam follower 2613 is in the initial position and so the pump 2614 stops supplying hydraulic pressure, thus facilitating maintenance and replacement of the drive unit hydraulics 261.

It is interesting to note that when the controller 28 determines that the locking device 26 is in the locking state (i.e. the current angular position of the cam 2612 has reached 120 degrees), the control member 28 is further configured to stop the first motor 2611 in order to maintain the blocking device 26 in the blocking state (that is to say to maintain the cam 2612 in the current angular position) independently of the whether the ignition switch 291 is in the off position or in the on position.

In particular, further with reference to the , there is illustrated a control system adopted by the control member 28 to control the locking device 26.

First, at step 30, controller 28 determines, based on the operating signal produced by ignition switch 291, whether ignition switch 291 is in the on or off position. the stop position.

Then, when the controller 28 determines that the ignition switch 291 is in the on position, the controller 28 obtains the engine speed, and executes one of the three procedures defined below on the based on engine speed. Specifically, a first of the three procedures includes steps 311 through 314, a second of the three procedures includes steps 321 through 326, and a third of the three procedures includes steps 331 through 333.

At step 310, when controller 28 determines that the engine speed is within a first predetermined range in which engine 10 is yet to be started with successful ignition, controller 28 performs the first of three procedures. In this embodiment, the first predetermined range is less than 900 revolutions per minute.

At step 311, in response to receiving the stall signal, controller 28 determines if the vehicle speed is below a first predetermined speed. In this embodiment, the first predetermined speed is 10 km/h. When the controller 28 determines that the vehicle speed is below the first predetermined speed, the flow of procedure continues at step 312.

At step 312, the control member 28 controls the locking device 26 to switch from the unlocking state to the locking state.

Thereafter, in response to receiving the unblock signal at step 313, controller 28 controls blocking device 26 to change from the blocking state to the unblocking state at step 314.

At step 320, when controller determines that the engine speed is within a second predetermined range in which engine 10 is idling, controller 28 performs the second of three procedures. In this embodiment, the second predetermined range is between 900 revolutions per minute and 3000 revolutions per minute.

At step 321, in response to receiving the stall signal, controller 28 further determines if the engine speed is below the decoupled speed and if the vehicle speed is below the first predetermined speed. In this embodiment, the decoupled speed is 2000 revolutions per minute and the first predetermined speed is 10 km/h. When the controller 28 determines that the engine speed is lower than the decoupled speed and the vehicle speed is lower than the first predetermined speed, the flow of procedure continues at step 322.

At step 322, the control member 28 controls the blocking device 26 to pass from the unblocking step to the blocking state. At the same time, the controller 28 continues to check the status of the blocking device 26 and the engine speed.

In response to receiving the unblock signal at step 323, controller 28 controls blocking device 26 to change from the blocking state to the unblocking state at step 324.

After the step 322 consisting in controlling the blocking device 26 to change from the unblocking state to the blocking state, the controller 28 further determines if the motor speed is greater than the coupled speed and if the vehicle speed is greater than a second predetermined speed at step 325. In this embodiment, the coupled speed is 2200 rpm, and the second predetermined speed is 2 km/h. When the controller 28 determines that the engine speed is greater than the coupled speed and the vehicle speed is greater than the second predetermined speed, the flow of procedure continues at step 326.

At step 326, the control member 28 automatically controls the blocking device 26 to switch from the blocking state to the unblocking state.

At step 330, when controller 28 determines that the engine speed is within a third predetermined range in which engine 10 is running when vehicle 2 is in motion, controller 28 executes the third of three procedures. In this embodiment, the third predetermined range is greater than 3000 rpm. In step 331, the controller 28 determines whether the blocking device 26 is in the blocking state or in the unblocking state. When the controller 28 determines that the blocking device 26 is in the unlocked state, the flow of procedure continues at step 332. On the other hand, when the controller 28 determines that the blocking 26 is in the blocking state, the flow of procedure continues at step 333.

At step 332, in response to receiving the blocking signal from blocking switch 292, controller 28 ignores the blocking signal and maintains blocking device 26 in the unblocked state. In this way, in a scenario in which the vehicle speed sensor 23 malfunctions, the controller 28 does not control the blocking device 26 to enter the blocking state when the vehicle 2 is traveling at speed. high.

At step 333, the control member 28 automatically controls the blocking device 26 to pass from the blocking state to the unblocking state.

In some embodiments, when the ignition switch 291 is turned to the on position in a condition in which the blocking device 26 is in the blocking state, the controller 28 does not control the first motor 2611 to drive the cam 2612 to rotate, to maintain the locking device 26 in the locked state. On the other hand, when the ignition switch 291 is turned to the on position in another condition in which the lock device 26 is not in the lock state, the controller 28 controls the first engine. 2611 to drive the cam 2612 so that it rotates in the angular position of 60 degrees, so that the locking device 26 goes into the unlocking state. In this way, a starting time required to start the vehicle 2 can be short.

With reference to Figures 10 and 11, another embodiment of the vehicle 2 according to the disclosure is illustrated. This embodiment is similar to the embodiment of Figs. 1 and 2, and the difference from the embodiment of Figs. 1 and 2 is described as follows.

The tilt lock unit 262 includes a lock disc 24 and a yoke 2641. The lock disc 24 is fixed to the tilt mechanism 27. The yoke 2641 is configured to fix the lock disc 24 to lock the tilt mechanism 27 when the lock device 26 is in the lock state and to release the lock disc 24 to unlock the tilt mechanism 27 when the lock device 26 is in the unlock state.

The locking device 26 further comprises a second motor 265. The second motor 265 is configured to be controlled by the control member 28 in order to drive the caliper 2641, and is stopped when the caliper 2641 fixed the locking disc 24 with clamping. Note that in this embodiment, the yoke 2641 is not driven by the first motor 2611, and the tilt lock unit 262 further includes a gear train and a drive component ( not shown). For example, the gear train is driven by the second motor 265 and then drives the drive component for the caliper 2641 to fix the locking disc 24. Since the way of driving the caliper 2641 is well known to those skilled in the relevant art, the detailed explanation thereof is omitted here for the sake of brevity.

Additionally, controller 28 further includes a second current sensor 283 and a second motor drive circuit 284 which are electrically connected to the MCU 280. The second motor drive circuit 284 is configured to be controlled by the MCU 280 to drive the second motor 265. The second current sensor 283 is configured to measure a value of the electric current flowing through the second motor 265, and to transmit the value of the electric current flowing to through the second motor 265. The MCU 280 is configured to obtain the value of the electric current flowing through the second motor 265 as transmitted by the second current sensor 283.

When the control member 28 determines that the control member 28 must control the blocking device 26 so that it changes from the unlocking state to the blocking state, the control member 28 is configured to control second motor 265 to rotate in a forward direction to drive yoke 2641 to secure lock disk 24. Controller 28 determines that lock 26 is currently in use. blocked state and controls the second motor 265 so that it stops rotating when the control member 28 determines that the value of the electric current measured by the second current sensor 283 is greater than a first predetermined current threshold (for example , 12A).

When the control member 28 determines that the control member 28 must control the blocking device 26 to go from the blocking state to the unlocking state, the control member 28 is configured to control the second motor 265 to rotate in a reverse direction, opposite to the forward direction to drive yoke 2641 to release locking disc 24. Controller 28 determines that locking device 26 is currently in the unlocked state and controls the second motor 265 so that it stops rotating when the controller 28 determines that the value of the electric current measured by the second current sensor 283 is lower than a second current threshold predetermined (for example, 3 A) which is less than the first predetermined current threshold.

In summary, vehicle 2 of the present disclosure uses controller 28 to determine, based on engine speed and vehicle speed, whether to command lockout 26 to operate. changes from the unlocked state to the locked state to limit the vertical movement of the front wheels (21R, 21L) of the vehicle 2 as well as an inclination of the vehicle 2. Since the measurement of the engine speed and of vehicle speed does not require additional hardware, manufacturing costs and maintenance costs can be reduced. In addition, by enjoying relatively high accuracy and accuracy of measurement of engine speed and vehicle speed, precise control of the locking device 26 can be achieved, and thus the convenience and safety of vehicle use can be improved.

In the above description, for purposes of explanation, many specific details have been set forth in order to provide a thorough understanding of the embodiments. However, it will be more apparent to those skilled in the art that one or more other embodiments can be practiced without some of these specific details. It should also be noted that reference throughout this specification to "an embodiment", "an embodiment", an embodiment with an indication of an ordinal number and so on, means that a particular element, a particular structure or a particular characteristic may be included in the practice of disclosure. It should further be noted that in the description, different features are sometimes grouped together in a single embodiment, a single figure or its description in order to simplify the disclosure and to help in understanding the different aspects of the invention, and that one or more specific features or details of one embodiment may be practiced in conjunction with one or more specific features or details of another embodiment, where appropriate, in the practice of the disclosure.

Claims (22)

Vehicle (2) comprising:
a motor (10);
a vehicle frame (20);
a tilt mechanism (27) mounted on said vehicle frame (20) and having two opposite side ends (271);
a pair of front shock absorbers (25L, 25R) connected to said side ends (271) of said tilt mechanism (27), respectively;
a pair of front wheels (21L, 21R) respectively mounted on said front shock absorbers (25L, 25R), said tilting mechanism (27) being configured to allow vertical movement of said front wheels (21L, 21R) with respect to said vehicle (20);
a lock device (26) configured to switch between a lock state to lock said tilt mechanism (27) and said front shock absorbers (25L, 25R) to limit vertical movement of said front wheels (21R, 21L) and an unlock state for unlocking said tilt mechanism (27) and said front shock absorbers (25L, 25R) to allow vertical movement of said front wheels (21R, 21L); and
an engine speed sensor (22) configured to sense an engine speed of said engine (10) and to transmit the engine speed;
the vehicle (2) being characterized by a controller (28) electrically connected to said blocking device (26) and to said engine speed sensor (22), and configured to:
obtaining the engine speed from said engine speed sensor (22), and
determining whether to command said blocking device (26) to change from the unblocking state to the blocking state based on the motor speed. A vehicle (2) according to claim 1, further characterized by a vehicle speed sensor (23) configured to sense a vehicle speed of said vehicle (2) and to transmit the vehicle speed to said controller (28), a blocking switch (292) configured to be actuated to transmit a blocking signal to said controller (28) to cause said blocking device (26) to enter a blocking state, and an unblocking switch (293) configured to be actuated in order to transmit an unblocking signal to said control member (28) to cause said blocking device (26) to pass into the unblocking state,
when said controller (28) determines that the engine speed is within a predetermined range, in which said engine (10) has not yet been started with successful ignition, said controller (28) is configured to :
in response to receiving the blocking signal, determining if the vehicle speed is below a predetermined speed,
controlling said locking device (26) to change from the unlocking state to the locking state when said controller (28) determines that the vehicle speed is lower than the predetermined speed, and
in response to receiving the unblock signal, controlling said blocking device (26) to change from the blocking state to the unblocking state. Vehicle (2) according to claim 2, characterized in that the predetermined range is less than 900 revolutions per minute, and the predetermined speed is 10 km/h. Vehicle (2) according to claim 1, further characterized by:
a continuously variable transmission (CVT) (11) configured to be coupled to said engine (10);
a vehicle speed sensor (23) configured to detect a vehicle speed of said vehicle (2) and to transmit the vehicle speed to said controller (28); and
a blocking switch (292) configured to be actuated to transmit a blocking signal to said controller (28) to place said blocking device (26) in the blocking state,
when said controller (28) determines that the engine speed is within a predetermined range, wherein said engine (10) is idling, said controller (28) is configured to:
in response to receiving the stall signal, determining whether the engine speed is less than a decoupled speed, at which said engine (10) rotates when said engine (10) is decoupled from said CVT (11), and whether the speed vehicle speed is below a first predetermined speed, and
controlling said blocking device (26) to change from the blocking state to the unblocking state when said controller (28) determines that the engine speed is lower than the decoupled speed and the vehicle speed is lower at a first predetermined speed. A vehicle (2) according to claim 4, characterized in that when said controller (28) determines that the engine speed is within the predetermined region, said controller (28) is further configured to:
when said blocking device (26) is in the blocking state, determining whether the engine speed is greater than a coupled speed, at which said engine (10) rotates, when said engine (10) is coupled to said CVT ( 11), and if the vehicle speed is greater than a second predetermined speed; and
controlling said blocking device (26) to change from the blocking state to the unblocking state when said controller (28) determines that the engine speed is higher than the coupled speed and the vehicle speed is higher at the second predetermined speed. Vehicle (2) according to Claim 5, characterized in that the predetermined range is between 900 revolutions per minute and 3000 revolutions per minute, the decoupled speed is 2000 revolutions per minute, the coupled speed is 2200 revolutions per minute, the first predetermined speed is 10 km/h, and the second predetermined speed is 2 km/h. Vehicle (2) according to claim 4, characterized in that the predetermined range is between 900 revolutions per minute and 3000 revolutions per minute, the decoupled speed is 2000 revolutions per minute, and the first predetermined speed is 10 km /h. A vehicle (2) according to claim 1, further characterized by a blocking switch (292) configured to be actuated to transmit a blocking signal to said controller (28) to switch said blocking device (26) to the blocking state,
when said controller (28) determines that the engine speed is within a predetermined range, in which said engine (10) is rotating, when said vehicle (2) is in motion, said controller (28) is configured to:
when said blocking device (26) is in the blocking state, controlling said blocking device (26) to change from the blocking state to the unblocking state, and
when said blocking device (26) is in the unblocking state, ignoring the blocking signal and maintaining said blocking device (26) in the unblocking state in response to receiving the blocking signal from said blocking switch ( 292). Vehicle (2) according to Claim 8, characterized in that the predetermined range is greater than 3000 revolutions per minute. Vehicle (2) according to claim 1, characterized in that said blocking device (26) comprises:
a tilt lock unit (262) connected to said tilt mechanism (27) and configured to be driven to lock and unlock said tilt mechanism (27);
a pair of shock absorber lock units (263) respectively connected to said front shock absorbers (25L, 25R) and configured to be driven to respectively lock and unlock said front shock absorbers (25L, 25R); and
a hydraulic drive unit (261) configured to be controlled by said controller (28) to simultaneously drive said tilt lock unit (262) and said damper lock units (263) to lock said tilt mechanism (27) and said front shock absorbers (25L, 25R) when said lock device (26) is in the lock state, and to unlock said tilt mechanism (27) and said front shock absorbers (25L, 25R), when said locking device (26) is in the unlocking state. Vehicle (2) according to claim 10, characterized in that said hydraulic drive unit (261) comprises:
a motor (2611) configured to be controlled by said controller (28) to rotate;
a cam (2612) configured to be driven by said motor (2611) to rotate eccentrically;
a cam follower (2613) in sliding contact with said cam (2612) and configured to be driven by said cam (2612) to effect linear motion;
a link rod (2615) having a first end pivotally connected to said cam follower (2613) and a second end opposite said first end, and being driven by said cam follower (2613) to move, linearly , in synchronization with said cam follower (2613); and
a pump (2614) connected to said second end of said connecting rod (2615) and configured to be driven by said connecting rod (2615) for:
supplying hydraulic pressure to simultaneously drive said tilt lock unit (262) and said shock absorber lock units (263) to lock said tilt mechanism (27) and said front shock absorbers (25L, 25R) when said blocking device (26) is in the blocking state, and
releasing hydraulic pressure to simultaneously drive said tilt lock unit (262) and said shock absorber lock units (263) to unlock said tilt mechanism (27) and said front shock absorbers (25L, 25R) when said device lock (26) is in the unlocked state. Vehicle (2) according to Claim 11, characterized in that:
said cam follower (2613) is configured to perform linear movement between an initial position in which said cam follower (2613) is furthest from said pump (2614) and said pump (2614) is not supplying hydraulic pressure, and a terminal position in which said cam follower (2613) is closest to said pump (2614);
said hydraulic drive unit (261) further comprises an angular position sensor (2616) which is configured to sense a current angular position of said cam (2612) and to transmit the current angular position, said cam (2612) being configured to be driven by said motor (2611) to eccentrically rotate to a first position from a 0 degree angular position of said cam (2612) which corresponds to the initial position of said cam follower (2613) to an angular position of 120 degrees of said cam (2612) which corresponds to the terminal position of said cam follower (2613); and
said control member (28) is further configured to obtain the current angular position of said angular position sensor (2616) and to determine that said locking device (26) is in the unlocked state when the current angular position of said cam (2612) is 60 degrees, and that said blocking device (26) is in the blocking state when the current angular position of said cam (2612) is 120 degrees. Vehicle (2) according to Claim 12, characterized in that:
said controller (28) includes a current sensor (281) which is configured to measure a value of electric current flowing through said motor (2611), and to transmit the value of electric current; and
said cam (2612) is prevented from continuing to rotate beyond 120 degrees in the first direction and said motor (2611) is stopped when said cam (2612) is in the angular position of 120 degrees;
said controller (28) is further configured to control said motor (2611) to rotate in a forward direction to drive said cam (2612) to rotate from the angular position of 60 degrees to the angular position of 120 degrees when said control member (28) determines that said control member (28) must control said blocking device (26) so that it passes from the unlocking state to the blocking, and to determine that said blocking device (26) is currently in the blocking state when said controller (28) determines that the value of the electric current measured by said current sensor (281) is greater than a threshold of predetermined current. Vehicle (2) according to claim 13, further characterized by:
an ignition switch (291) electrically connected to said controller (28), and switchable to an off position;
said hydraulic drive unit (261) further comprises:
a housing (2610) which houses said cam (2612), said cam follower (2613) and said link rod (2615), and
a cover (2617) which is separably mounted on said housing (2610) which includes a stopper (2618) provided on an inner surface of said cover (2617) to prevent said cam (2612) from continuing to rotate beyond 0 degree in a second direction opposite to the first direction when said cam (2612) is in the 0 degree angular position, whereby said motor (2611) is stopped to result in an increment of electric current flowing through said motor (2611) immediately after said cam (2612) has rotated in the second direction relative to the 0 degree angular position; and
when said locking device (26) is in the unlocked state, said controller (28) is further configured to, upon determining that said ignition switch (291) has turned off ,
controlling said motor (2611) to rotate in a reverse direction opposite to the forward direction to drive said cam (2612) to rotate from the angular position of 60 degrees to the angular position of 0 degree,
controlling said motor (2611) to stop rotating in the reverse direction when said controller (28) determines that the current angular position of said cam (2612) is less than 3 degrees, and
controlling said motor (2611) to stop rotating in the reverse direction when said controller (28) determines that the value of the electric current measured by said current sensor (281) is greater than the predetermined current threshold. Vehicle (2) according to Claim 14, characterized in that:
said ignition switch (291) can further switch to an on position; and
when said controller (28) determines that said blocking device (26) is in a blocking state, said controller (28) is further configured to stop said motor (2611) to maintain said blocking device (26) in the off state regardless of whether said ignition switch (291) is in the off position or in the on position. Vehicle (2) according to claim 1, further characterized by:
an engine control unit (ECU) (13) which includes a communication interface for communicating with said controller (28), and which is configured to receive engine speed from said engine speed sensor (22) and to transmitting engine speed to said controller (28) via said communication interface. Vehicle (2) according to claim 1, further characterized by:
a vehicle speed sensor (23) configured to detect a vehicle speed of said vehicle (2) and to transmit the vehicle speed to said controller (28); and
an anti-lock braking system (ABS) (14) comprising a communication interface for communicating with said controller (28), and configured to receive vehicle speed from said vehicle speed sensor (23) and to transmit vehicle speed vehicle to said control unit (28) via said communication interface,
said controller (28) being configured to determine whether to command said blocking device (26) to transition from the unlocked state to the blocked state further based on vehicle speed. Vehicle (2) according to claim 1, characterized in that said blocking device (26) comprises:
a tilt lock unit (262) comprising a lock disk (24) fixed to said tilt mechanism (27), and a yoke (2641) configured to fix said lock disk (24) to lock said tilt mechanism (27) when said locking device (26) is in a locked state and for releasing said locking disc (24) to unlock said tilt mechanism (27) when said locking device (26) is in unlock status;
a pair of shock absorber lock units (263) respectively connected to said front shock absorbers (25L, 25R) and configured to be driven to respectively lock said front shock absorbers (25L, 25R) when said lock device (26) is the locking state and for unlocking said front shock absorbers (25L, 25R) respectively when said locking device (26) is in the unlocking state; and
a hydraulic drive unit (261) configured to be controlled by said controller (28) to drive said shock absorber lock units (263) to lock said front shock absorbers (25L, 25R) when said lock (26) is in the locking state, and to unlock said front shock absorbers (25L, 25R) when said locking device (26) is in the unlocking state. Vehicle (2) according to claim 18, characterized in that said hydraulic drive unit (261) comprises:
a motor (2611) configured to be controlled by said controller (28) to rotate;
a cam (2612) configured to be driven by said motor (2611) to rotate eccentrically;
a cam follower (2613) in sliding contact with said cam (2612) and configured to be driven by said cam (2612) to effect linear motion;
a link rod (2615) having a first end pivotally connected to said cam follower (2613) and a second end opposite said first end, and being driven by said cam follower (2613) to move, linearly, in synchronization with said cam follower (2613); and
a pump (2614) connected to said second end of said connecting rod (2615) and configured to be driven by said connecting rod (2615) for:
supplying hydraulic pressure to simultaneously drive said tilt lock unit (262) and said shock absorber lock units (263) to lock said tilt mechanism (27) and said front shock absorbers (25L, 25R) when said blocking device (26) is in the blocking state, and
releasing hydraulic pressure to simultaneously drive said tilt lock unit (262) and said shock absorber lock units (263) to unlock said tilt mechanism (27) and said front shock absorbers (25L, 25R) when said device lock (26) is in the unlocked state. Vehicle (2) according to Claim 19, characterized in that:
said cam follower (2613) is configured to perform linear movement between an initial position in which said cam follower (2613) is furthest from said pump (2614) and said pump (2614) is not supplying hydraulic pressure, and a terminal position in which said cam follower (2613) is closest to said pump (2614);
said hydraulic drive unit (261) further comprises an angular position sensor (2616) which is configured to sense a current angular position of said cam (2612) and to transmit the current angular position, said cam (2612) being configured to be driven by said motor (2611) to rotate, eccentrically, in a first direction from a 0 degree angular position of said cam (2612) which corresponds to the initial position of said cam follower (2613) to a position angular 120 degrees of said cam (2612) which corresponds to the terminal position of said cam follower (2613); and
said controller (28) is further configured to obtain the current angular position of said angular position sensor (2616) and to determine that said locking device (26) is in the unlocked state when said controller (28 ) determines that the current angular position of said cam (2612) is 60 degrees, and that said blocking device (26) is in the blocking state when said control member (28) determines that the current angular position of said cam (2612) is 120 degrees. Vehicle (2) according to Claim 20, characterized in that:
said controller (28) includes a current sensor (281) which is configured to measure a value of electric current flowing through said motor (2611) and to transmit the value of electric current; and
said cam (2612) is prevented from continuing to rotate beyond 120 degrees in the first direction and said motor (2611) is stopped when said cam (2612) is in the angular position of 120 degrees;
said controller (28) is further configured to control said motor (2611) to rotate in a forward direction to drive said cam (2612) to rotate from the 60 degree angular position to the angular position of 120 degrees when said control member (28) determines that said control member (28) must control said locking device (26) in order to pass from the unlocking state to the locking state, and to determining that said blocking device (26) is currently in the blocking state when said controller (28) determines, based on the value of electric current, that the electric current measured by said current sensor (281) is greater than a predetermined current threshold. Vehicle (2) according to Claim 18, characterized in that:
said locking device (26) further comprises a motor (265) which is configured to be controlled by said control member (28) to drive said yoke (2641) and which is stopped when said yoke (2641) is fixed said locking disc (24); and
said controller (28) includes a current sensor (283) which is configured to measure an electric current value flowing through said motor (265), and to transmit the electric current value, and is further configured to :
obtaining the value of the electric current from said current sensor (283),
when said control member (28) determines that said control member (28) must control said blocking device (26) in order to pass from the unlocking state to the blocking state, controlling said motor (265) so that it rotates in a forward direction to drive said yoke (2641) to fix said lock disc (24), and determine that said lock device (26) is currently in the lock state and control said motor ( 265) to stop rotating following the determination that the value of the electric current measured by said current sensor (283) is greater than a first predetermined current threshold, and
when said control member (28) determines that said control member (28) should control said blocking device (26) to change from the blocking state to the unblocking state, controlling said motor (265) so that it rotates in a reverse direction, opposite to the forward direction to drive said yoke (2641) to release said lock disc (24) and determine that said lock device (26) is currently in the unlock state and controlling said motor (265) to stop rotating, following the determination that the value of the electric current measured by said current sensor (283) is lower than a second predetermined current threshold which is lower than the first threshold of predetermined current.