Vehicle lock device, riding vehicle and method for detecting state of lock brake

Abstract

The embodiment of the invention provides a vehicle lock device, a riding vehicle and a method for detecting the state of a lock brake. The vehicle lock device comprises a lock brake, and the lock brake comprises a lock pin which is arranged to move between a locking position and an unlocking position; the lock brake motor is coupled to the lock pin to drive the lock pin to move; the current detector is coupled to the lock brake motor so as to detect a motor driving current value used for actuating the lock brake motor and send current information indicating the motor driving current value; and the lock brake controller is electrically connected with the lock brake motor and the current detector so as to control the lock brake motor to drive the lock pin to move, and state information of the lock brake motor is determined and sent to external equipment based on the current information. According to the embodiment of the invention, whether the lock brake motor is in a normal working state or a fault state can be easily determined, and convenience is provided for vehicle maintenance.

Description

Technical Field

[0001] Embodiments of this disclosure relate to a vehicle lock device, a bicycle, and a method for detecting the lock status. Background Technology

[0002] Shared bicycles, as a new mode of transportation, have brought great convenience to people's travel. However, the working environment of shared bicycles is relatively harsh. Due to their long-term operation on the road, the locks and brakes of the bicycles can malfunction due to water ingress, corrosion of metal parts, and other reasons. Faulty locks and brakes cannot perform normal locking and unlocking functions, resulting in the inability to lock or unlock the bicycle, thus reducing the success rate of transactions and the user experience. Therefore, there is an urgent need for a solution that can detect the status of the locks and brakes to facilitate timely repair of bicycles with faulty locks and brakes. Summary of the Invention

[0003] The purpose of this disclosure is to provide a vehicle locking device, a bicycle, and a method for detecting the lock status, so as to at least partially solve the above-mentioned problems.

[0004] In a first aspect of this disclosure, a vehicle lock device is provided, the vehicle lock device including a lock brake, the lock brake including: a lock pin arranged to move between a locked position and an unlocked position; a lock brake motor coupled to the lock pin to drive the lock pin to move; a current detector coupled to the lock brake motor to detect a motor drive current value for actuating the lock brake motor and to issue current information indicating the motor drive current value; and a lock brake controller electrically connected to the lock brake motor and the current detector to control the lock brake motor to drive the lock pin to move, and to determine and send status information of the lock brake motor to an external device based on the current information.

[0005] In some embodiments, the brake controller includes: a first receiving module electrically connected to the current detector, for receiving the current information; a first comparison module electrically connected to the first receiving module, for comparing the motor drive current value indicated by the current information with a current within a preset current range to determine and send first comparison information; and a first sending module electrically connected to the first comparison module, for sending brake motor fault information to the external device when the first comparison information indicates that the motor drive current value is outside the preset current range.

[0006] In some embodiments, the gate controller includes a gate motor drive chip, which is electrically connected to the gate motor via a drive circuit. The drive circuit includes a grounding circuit electrically connected to the gate motor drive chip, and the current detector includes a resistor connected in series in the grounding circuit. The current detector obtains the motor drive current value by acquiring the voltage drop across the resistor.

[0007] In some embodiments, the gate further includes: a trigger unit disposed on the locking pin; a locked position sensor electrically connected to the gate controller and arranged to be triggered by the trigger unit when the locking pin moves to the locked position, so as to send locked position information to the gate controller to stop the gate controller from driving; and an unlocked position sensor electrically connected to the gate controller and arranged to be triggered by the trigger unit when the locking pin moves to the unlocked position, so as to send unlocked position information to the gate controller to stop the gate controller from driving.

[0008] In some embodiments, the trigger portion includes a magnet, and the lock position sensor and the unlock position sensor each include a Hall element.

[0009] In some embodiments, the gate further includes a duration detector for detecting the driving duration of the gate motor when the locking pin moves between the locked position and the unlocked position, and issuing duration information. The gate controller is electrically connected to the duration detector and is used to determine the status information of the gate based on the duration information.

[0010] In some embodiments, the gate controller includes: a second receiving module electrically connected to the duration detector, the locking position sensor, and the unlocking position sensor, for receiving the duration information, the locking position information, and the unlocking position information; a second comparison module electrically connected to the second receiving module, for comparing the driving duration with the preset duration and determining and sending second comparison information; and a second sending module electrically connected to the second receiving module and the second comparison module, for sending gate fault information when the second comparison information indicates that the driving duration is greater than the preset duration and the second receiving module has not received the locking position information or the unlocking position information.

[0011] In some embodiments, the lock further includes a housing for accommodating the locking pin, the lock motor, the current detector, and the lock controller, and wherein the vehicle lock device further includes a vehicle lock controller disposed outside the housing, the vehicle lock controller being electrically connected to the lock controller, the vehicle lock controller being used to receive drive information from the external device and to send the status information of the lock to the external device.

[0012] In a second aspect of this disclosure, a cycling vehicle is provided, including a locking device according to a first aspect of this disclosure, the locking mechanism being used to lock the rotation of the wheels.

[0013] In a third aspect of this disclosure, a method for detecting the state of a locking gate is provided, comprising: driving a locking pin of a locking gate to move between a locked position and an unlocked position based on driving information obtained from an external device; obtaining current information from a current detector, the current information indicating a motor drive current value for actuating the locking gate motor; determining state information of the locking gate motor based on the current information; and sending the state information to the external device.

[0014] In some embodiments, determining the status information of the locking motor based on the current information; and sending the status information to the external device includes: in response to comparing the motor drive current value indicated by the current information with a current within a preset current range, determining whether the locking motor is in a fault state; and in response to the locking motor being in a fault state, sending locking motor fault information to the external device.

[0015] In some embodiments, determining the status information of the locking motor includes: determining the status information based on a comparison between the motor drive current value indicated by the current information and a current within a preset current range; determining that the locking motor is damaged in response to the current comparison indicating that the motor drive current value is less than or equal to the minimum value of the preset current range; and determining that the locking motor is stalled in response to the current comparison indicating that the motor drive current value is greater than the maximum value of the preset current range.

[0016] In some embodiments, the method further includes: obtaining from a duration detector the driving duration of the gate motor when the locking pin moves between the locked position and the unlocked position, and determining the state information of the gate based on a duration comparison between the driving duration and a preset duration.

[0017] In some embodiments, determining the status information of the gate further includes: in response to the duration comparison indicating that the driving duration is greater than the preset duration, determining the triggering state of the locking position sensor or the unlocking position sensor; and in response to the triggering state indicating that the locking position sensor or the unlocking position sensor has not been triggered, determining that the gate is faulty.

[0018] In the embodiments according to this disclosure, the motor drive current value for actuating the brake motor is detected by a current detector. Based on the motor drive current value, it is easy to determine whether the brake motor is in a normal working state or a fault state. On the other hand, it is convenient for maintenance personnel to quickly identify whether the brake failure is caused by the brake motor, thereby providing convenience for maintenance personnel to repair the vehicle.

[0019] It should be understood that the content described in this section is not intended to limit the key or essential features of the embodiments of this disclosure, nor is it intended to restrict the scope of this disclosure. Other features of this disclosure will become readily apparent from the following description. Attached Figure Description

[0020] The above and other features, advantages, and aspects of the embodiments of this disclosure will become more apparent from the accompanying drawings and the following detailed description. In the drawings, the same or similar reference numerals denote the same or similar elements, wherein:

[0021] Figure 1 A frame diagram of a vehicle lock device according to some embodiments of the present disclosure is shown;

[0022] Figure 2 It shows Figure 1 A schematic diagram of the locking mechanism in the vehicle lock device shown;

[0023] Figure 3 It shows Figure 1 The circuit diagram shown is for detecting the motor drive current value used to actuate the brake motor in the vehicle lock device.

[0024] Figure 4 It shows Figure 1 A schematic diagram of the locking controller in the vehicle locking device shown;

[0025] Figure 5 It shows Figure 1 Another frame diagram of the locking controller in the vehicle locking device shown;

[0026] Figure 6 A flowchart illustrating a process for detecting a gate lock status according to some embodiments of the present disclosure is shown; and

[0027] Figure 7 It shows Figure 1 The diagram shows the workflow of the vehicle lock device. Detailed Implementation

[0028] Preferred embodiments of the present disclosure will now be described in more detail with reference to the accompanying drawings. While preferred embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that the present disclosure will be thorough and complete, and will fully convey the scope of the present disclosure to those skilled in the art.

[0029] The term "comprising" and its variations as used herein signify open inclusion, i.e., "including but not limited to". Unless otherwise stated, the term "or" means "and / or". The term "based on" means "at least partially based on". The terms "one example embodiment" and "one embodiment" mean "at least one example embodiment". The term "another embodiment" means "at least one additional embodiment". The terms "first", "second", etc., may refer to different or the same objects.

[0030] As described above, shared bicycles, due to their long-term operation on the road, may experience malfunctions in their locks due to water ingress, corrosion of metal components, etc. How to detect lock malfunctions is a technical problem that urgently needs to be solved in this field. The embodiments of this disclosure provide a bicycle lock device, a bicycle, and a method for detecting lock status, which can detect lock malfunctions, facilitating timely repairs by maintenance personnel for bicycles with faulty locks. In the following sections, [further details will be provided]. Figures 1 to 7 The principles of this disclosure are described.

[0031] Figure 1 A frame diagram of a vehicle lock device 100 according to some embodiments of the present disclosure is shown.

[0032] Figure 2 It shows Figure 1 The diagram shows the structure of the locking gate 100A in the vehicle locking device 100.

[0033] Figure 3 It shows Figure 1 The circuit diagram shown in the vehicle lock device 100 detects the motor drive current value used to actuate the lock brake motor. Figure 4 It shows Figure 1 A frame diagram of the locking controller 40 in the vehicle locking device 100 shown. Figure 5 It shows Figure 1 Another frame diagram of the locking controller 40 in the vehicle locking device 100 shown. Figure 6 A flowchart is shown for a process for detecting the gate lock status according to some embodiments of the present disclosure. Figure 7 It shows Figure 1 The diagram shows the operation flow of the vehicle lock device 100.

[0034] See Figure 1The vehicle lock device 100 provided in this disclosure is particularly suitable for bicycles (including but not limited to shared bicycles and shared electric bicycles), motorcycles, and other riding vehicles. The vehicle lock device 100 is described using a split lock as an example, where the lock controller (also referred to as the split lock central controller) 100B and the locking gate 100A are independently configured. Specifically, the lock controller 100B, for example, sends a control command to the locking gate 100A based on drive information obtained from an external device. Based on the received control command, the locking gate 100A drives its locking pin 20 to perform unlocking or locking operations. The external device may include, but is not limited to, a server 200. During normal locking and unlocking, the locking gate 100A unlocks the vehicle's wheels after performing an unlocking operation and locks the vehicle's wheels after performing a locking operation. Of course, in practical applications, the vehicle lock device 100 of this disclosure is not limited to split locks.

[0035] See Figure 2 The structure of the locking brake 100A shown includes a housing 80, a locking brake motor 10, a transmission mechanism 50, a locking pin 20, a locking brake controller 40, etc., installed in the housing 80. The vehicle lock controller 100B is located outside the housing 80.

[0036] The housing 80 can be mounted on a vehicle frame, for example. A brake motor 10 is coupled to a locking pin 20 to drive its movement. The locking pin 20 can move between an unlocked position and a locked position. Specifically, the brake motor 10 can rotate forward or reverse to move the locking pin 20 via a transmission mechanism 50 arranged between the brake motor 10 and the locking pin 20. In some embodiments, when the brake motor 10 rotates forward, it drives the locking pin 20 to extend relative to the housing 80 in direction F2 via the transmission mechanism 50, causing the locking pin 20 to move towards the locked position. In the locked position, the locking pin 20 is inserted into the locking slot 91, locking the rotation of the wheel. When the brake motor 10 rotates in reverse, it can drive the locking pin 20 via the transmission mechanism 50 and / or allow the locking pin 20 to exit from the locking slot 91 in direction F1 under the push of the reset member 22, causing the locking pin 20 to move towards the unlocked position. In the unlocked position, the locking pin 20 retracts into the housing 80, unlocking the wheel.

[0037] The locking element 90 can be mounted on the wheel. When the locking pin 20 moves to the locked position, the rotation of the wheel is locked, and the wheel cannot rotate. When the locking pin 20 moves to the unlocked position, the wheel is unlocked, and the locking element 90 can rotate with the wheel. Of course, in some alternative embodiments, the positions of the locking brake 100A and the locking element 90 on the frame and wheel can be interchanged.

[0038] In some embodiments, the transmission mechanism 50 may include a worm gear mechanism and a push rod 51. As the locking brake motor 10 rotates forward or reverse, the push rod 51 can move along direction F1 or direction F2. When the push rod 51 moves along direction F2, it pushes the locking pin 20 to move towards the locked position along direction F2. When the push rod 51 moves along direction F1, the locking pin 20 can move towards the unlocked position along direction F1 under the action of the reset member 22.

[0039] See Figure 1 and Figure 3 The gate controller (also known as the gate master controller) 40 is electrically connected to the gate motor 10. The gate controller 40 is used to supply power to the gate motor 10, control the forward and reverse rotation of the gate motor 10, and thus control the gate motor 10 to drive the locking pin 20 to move.

[0040] Specifically, the brake controller 40 may include a brake motor driver chip 401. The brake motor driver chip 401 is electrically connected to the brake's power supply (e.g., a vehicle battery) via a power supply circuit 405, and is electrically connected to the brake motor 10 via a drive circuit 402. The brake motor driver chip 401 can receive control signals from the vehicle lock controller 100B and control the brake motor 10 to rotate forward or backward via the drive circuit 402, thereby causing the locking pin 20 to move between the unlocked and locked positions. The drive circuit 402 includes a grounding circuit 4021 electrically connected to the brake motor driver chip 401, and the current of the drive circuit 402 (i.e., the motor drive current value of the brake motor 10) returns through the grounding circuit 4021.

[0041] Figure 1 The locking pin 20 is shown in solid and dashed lines respectively. The solid line indicates the unlocked position, and the dashed line indicates the locked position. As can be seen from the above, the locking pin 20 can be moved to the unlocked position along direction F1 and to the locked position along direction F2.

[0042] See also Figure 1 The locking gate 100A also includes a current detector 30, which is coupled to the locking gate motor 10. The current detector 30 detects the motor drive current value of the locking gate motor 10 when the driving locking pin 20 moves between the locked and unlocked positions, and sends current information indicating this motor drive current value. When the locking gate motor 10 is normally opening and closing the lock, the motor drive current value of the locking gate motor 10 is within a preset current range. This preset current range can be the current range set by the minimum motor drive current value (also called the minimum value) and the maximum motor drive current value (also called the maximum value) of the locking gate motor 100A when it is normally opening and closing the lock.

[0043] The brake controller 40 is electrically connected to the current detector 30 and is used to receive current information emitted by the current detector 30, and to determine the status information of the brake motor based on the current information. For example, by comparing the motor drive current value indicated by the current information with a preset current range, the status information of the brake motor 10 can be determined, thus indicating whether the brake motor 10 is in a normal working state or a fault state. The brake controller 40 is also used to send the status information of the brake motor to external devices.

[0044] Specifically, when the motor drive current value detected by the current detector 30 is less than or equal to the minimum value corresponding to the preset current range, or greater than the maximum value corresponding to the preset current range, the gate controller 40 can easily determine that the gate 100A is in a fault state, and can accurately determine that the gate motor 10 of the gate 100A has failed, thus providing convenience for maintenance personnel to perform targeted repairs on the gate motor 10. Of course, when the motor drive current value detected by the current detector 30 is within the preset current range, the gate controller 40 can determine that the gate motor 10 is in a normal working state.

[0045] Return to continue reading Figure 3 In some embodiments, the current detector 30 includes a resistor 301 connected in series with the grounding circuit 4021. Since the motor drive current value of the brake motor 10 flows back through the grounding circuit 4021, the current detector 30 can obtain the motor drive current value of the brake motor 10 by acquiring the voltage drop of the resistor 301, for example, through an ADC (analog-to-digital converter).

[0046] See Figure 4 In some embodiments, the gate controller 40 includes a first receiving module 41, a first comparison module 42, and a first transmitting module 43. The first receiving module 41 is electrically connected to the current detector 30 and is used to receive current information. The first comparison module 42 is electrically connected to the first receiving module 41 and is used to compare the motor drive current value indicated by the current information with a current within a preset current range to determine and send first comparison information. The first transmitting module 43 is electrically connected to the first comparison module 42 and is used to send gate motor fault information when the first comparison information indicates that the motor drive current value is outside the preset current range.

[0047] In some embodiments, based on a specific comparison between the detected motor drive current value and a preset current range, the brake motor fault information can indicate the specific fault type of the brake motor.

[0048] Specifically, when the first comparison information indicates that the motor drive current value is less than or equal to the minimum value of the preset current range, the brake motor fault information indicates that the brake motor is damaged. In practical applications, if the collected brake motor current is too low or even continuously zero, it can be determined that the brake motor is damaged. Maintenance personnel can then repair the 100A brake system based on the brake motor damage.

[0049] When the first comparison information indicates that the motor drive current value is greater than the maximum value of the preset current range, the lock motor fault information indicates that the lock motor is stalled. Maintenance personnel can repair the lock 100A by addressing the lock motor stall.

[0050] It should be noted that the current of the brake motor is not direct current, but a pulsed current. In some embodiments, the current detector 30 may detect the voltage across the resistor 301 and determine the current through the conversion relationship between voltage and resistance. If no current flows through the resistor 301 (i.e., the collected brake motor current is continuously 0) or the current flowing through the resistor 301 is too low, it can be determined that the brake motor is damaged. Similarly, if the current detector 30 detects that the current flowing through the resistor 301 is too high, it can be determined that the brake motor is stalled. Of course, in some embodiments, the brake controller 40 may also directly make the above judgment based on the voltage information across the resistor 301 obtained by the current detector 30.

[0051] See you again Figure 1 and Figure 2 In some embodiments, the locking gate 100A further includes a trigger unit 21, a locked position sensor 61, and an unlocked position sensor 62. The trigger unit 21 is fixedly mounted on the locking pin 20 and moves with the locking pin 20. The locked position sensor 61 is electrically connected to the locking gate controller 40, and the unlocked position sensor 62 is electrically connected to the locking gate controller 40. The locked position sensor 61 and the unlocked position sensor 62 can be arranged in any suitable location within the housing 80.

[0052] When the locking gate 100A performs a locking operation, when the locking pin 20 moves to the locked position, the trigger unit 21 triggers the locking position sensor 61, which sends a locking position information to the locking gate controller 40. When the locking gate 100A performs an unlocking operation, when the locking pin 20 moves to the unlocked position, the trigger unit 21 triggers the unlocking position sensor 62, which sends an unlocking position information to the locking gate controller 40. Upon receiving either the locking or unlocking position information, the locking gate controller 40 stops driving the locking gate motor 10.

[0053] Existing gate locks typically use microswitches to detect their lock / unlock status. The microswitch is housed within the gate's housing and is mechanically triggered. Specifically, when the gate's locking pin moves to the locked position, a triggering component that moves with the pin mechanically presses the microswitch, causing it to send a locking signal. When the locking pin moves from the locked to the unlocked position, the triggering component disengages from the microswitch, and the microswitch sends an unlocking signal. Using a microswitch to detect the gate's lock / unlock status only provides information on whether the locking pin has moved to the locked position, but not whether it has moved to the unlocked position.

[0054] In the embodiments of this disclosure, by setting a lock position sensor 61 and an unlock position sensor 62, and by triggering the lock position sensor 61 and the unlock position sensor 62 by the triggering part 21 that moves together with the lock pin 10, it is possible to obtain not only information on whether the lock pin 20 has moved to the locked position, but also information on whether the lock pin 20 has moved to the unlock position.

[0055] See also Figure 1 and Figure 2 In some embodiments, the trigger unit 21 includes a magnet, the lock position sensor 61 includes a lock Hall element, and the unlock position sensor 62 includes an unlock Hall element. When a locking operation is performed and the lock pin 20 moves to the locked position, the magnet of the trigger unit 21 triggers the lock Hall element, causing the lock position sensor 61 to send a lock position information. Similarly, when an unlocking operation is performed and the lock pin 20 moves to the unlocked position, the magnet of the trigger unit 21 triggers the unlock Hall element, causing the unlock position sensor 62 to send an unlock position information.

[0056] Existing technology uses microswitches to detect the on / off status of the gate. However, due to the limited lifespan of the internal mechanical components of the microswitch, mechanical failures can occur after prolonged use. Consequently, the microswitch not only fails to detect the gate's on / off status and other relevant information (such as the gate's Hall effect IC detecting vehicle wheel movement and speed), but the microswitch itself also becomes a factor affecting the gate's failure rate.

[0057] The embodiments disclosed herein include a magnet triggering part 21 that does not require mechanical contact to trigger the locking Hall element or unlocking Hall element, thus avoiding the adverse effects caused by mechanical lifespan issues when using mechanically triggered switches such as microswitches, and helping to reduce the failure rate of the lock gate 100A.

[0058] Of course, in some alternative embodiments, the implementation of the trigger unit 21, the lock position sensor 61 and the unlock position sensor 62 is not limited to the magnet and Hall element described above, and any other device that can be triggered by non-mechanical contact can also be used.

[0059] See Figure 5 In some embodiments, the locking gate 100A further includes a duration detector 70, which detects the driving duration of the locking gate motor 10 when the locking pin 20 moves between the locked and unlocked positions and issues duration information. The locking gate controller 40 is electrically connected to the duration detector 70 and determines the status information of the locking gate 100A based on the driving duration indicated by the duration information. For example, by comparing the driving duration indicated by the duration information with a preset duration, the status information of the locking gate 100A can be determined, thereby indicating whether the locking gate 100A is in a normal working state or a fault state.

[0060] As described above, the locking motor 10 stops driving when the locking pin 20 is in the locked or unlocked position. The driving time of the locking motor 10 corresponding to the normal one-way movement of the locking pin 20 from the locked position to the unlocked position corresponds to the unlocking preset time. Similarly, the driving time of the locking motor 10 corresponding to the normal one-way movement of the locking pin 20 from the unlocked position to the locked position corresponds to the locking preset time. The locking preset time and the unlocking preset time can be collectively referred to as the preset time.

[0061] When the locking gate 100A performs the locking and unlocking operation, the duration detector 70 receives a control signal from the locking gate motor driver chip 401 from the vehicle lock controller 100B to control the locking gate motor 10 to rotate forward or backward, and starts timing to obtain the actual driving duration of the locking gate motor 10. When the locking gate controller 40 receives the locking or unlocking information, the locking gate motor 10 stops rotating, and the timing stops.

[0062] If the actual driving time of the locking pin 20 of the locking motor 10 exceeds the preset time, and the locking controller 40 still does not receive the corresponding locking or unlocking information, it can be determined that the locking gate 100A is in a fault state. In this case, the fault of the locking gate 100A may or may not be caused by a fault in the locking motor 10. Maintenance personnel can perform targeted repairs on the locking gate 100A upon receiving the fault status information.

[0063] See also Figure 4In some embodiments, the gate controller 40 includes a second receiving module 46, a second comparison module 47, and a second sending module 48. The second receiving module 46 is electrically connected to the duration detector 70, the locking position sensor 61, and the unlocking position sensor 62, and is used to receive duration information, locking position information, and unlocking position information. The second comparison module 47 is electrically connected to the second receiving module 46 and is used to compare the driving duration indicated by the duration information with a preset duration and determine and send second comparison information. The second sending module 48 is electrically connected to the second receiving module 46 and the second comparison module 47, and is used to send gate fault information when the second comparison information indicates that the driving duration is greater than the preset duration and the second receiving module 46 has not received locking position information or unlocking position information.

[0064] Thus, when the locking gate 100A performs the opening and closing operation, the locking gate controller 40 can also determine whether the locking pin 20 is locked or unlocked within a preset time, thereby determining whether the locking gate 100A is faulty. Therefore, even if the current detector 30 fails unexpectedly and cannot determine whether the locking gate 100A is faulty by detecting the motor drive current value of the locking gate motor 10, the faultiness of the locking gate 100A can still be determined by comparing the actual drive time of the locking gate motor 10 with the preset time.

[0065] See you again Figure 1 In some embodiments, the locking gate 100A further includes a central control interface 40a, through which the vehicle lock controller 100B can be electrically connected to the locking gate controller 40 (the electrical connection between the two is also referred to as serial communication). After receiving drive information from an external device, the vehicle lock controller 100B sends a central control command to the locking gate controller 40. Furthermore, upon receiving locking status information from the locking gate controller 40, the vehicle lock controller 100B sends the locking status information to the external device. The locking gate controller 40 is used to receive central control commands from the vehicle controller 100B and to send the locking status information to the vehicle lock controller 100B. In some embodiments, the vehicle lock controller 100B can send the locking status information to the server 200 via a networking module (e.g., but not limited to, a 4G network). It is understood that the locking status information includes the status information of the locking gate motor.

[0066] Specifically, when a fault is detected in the brake 100A (including a brake motor fault), the brake controller 40 sends the brake fault information (including brake motor fault information) to the vehicle lock controller 100B via the central control interface 10a. The vehicle lock controller 100B can then send the brake fault information to the server 200 via the network module. Upon receiving the brake fault information, the server 200 can immediately set the vehicle to a no-ride mode, thereby preventing potential user riding safety risks and vehicle order losses, and ensuring user safety. Additionally, the server 200 can generate a maintenance work order and send it to the maintenance system (also known as the maintenance APP) 300 via the network module, notifying maintenance personnel to go to the site to locate and repair the brake 100A of the vehicle, thus improving vehicle operation efficiency.

[0067] In some alternative embodiments, the vehicle lock controller 100B may also send lock fault information directly to the maintenance system 300, for example, via Bluetooth.

[0068] In some embodiments, the vehicle lock controller 100B can send a self-test command to the brake controller 40. Upon receiving the self-test command, the brake controller 40 controls the brake motor 10 to rotate, causing the locking pin 20 to move between the unlocked and locked positions, thereby obtaining the status information of the brake 100A. As mentioned above, the status information of the brake 100A includes a normal state (no fault) and a fault state (including brake motor fault and other brake faults). When the brake 100A is in a fault state, the brake controller 40 can send the brake fault information to the server 200 through the vehicle lock controller 100B. The server 200 sets the vehicle to a no-ride mode and generates a maintenance work order, which is sent to the maintenance system 300.

[0069] The embodiments of this disclosure can detect whether the locking brake 100A is faulty when opening and closing the lock as needed, or can detect whether the locking brake 100A is faulty through self-test as needed. This can effectively avoid riding safety accidents caused by the user suddenly locking the lock during riding due to the lock malfunction. At the same time, it can detect and intervene in faulty locking brakes in time, which is conducive to improving the vehicle order completion rate and thus improving vehicle operation efficiency.

[0070] According to embodiments of the present disclosure, a bicycle is also provided, which includes a locking device 100 according to embodiments of the present disclosure, wherein a locking gate 100A of the locking device 100 is used to lock the rotation of the wheel.

[0071] Example process

[0072] Figure 6A flowchart of a process 600 for detecting a gate lock status according to some embodiments of the present disclosure is shown. The gate lock 100A can be referred to the gate lock of the above embodiments of the present disclosure. Figure 6 The processes shown in the flowchart can be executed by the vehicle lock controller 100B and the brake controller 40 mentioned above. See below for reference. Figure 6 Describe the process 600.

[0073] In block 610, the locking pin 20 of the gate 100A is driven to move between the locked and unlocked positions based on drive information obtained from an external device. For example, in some embodiments, the vehicle lock controller 100B can obtain drive information from an external device (e.g., server 200), generate a drive signal based on the drive information, and transmit the drive signal to the gate controller 40. The gate controller 40 drives the locking pin 20 of the gate 100A to move between the locked and unlocked positions according to the drive signal.

[0074] In box 620, the brake controller 40 obtains current information from the current detector 30. The current information indicates the motor drive current value used to actuate the brake motor 10.

[0075] Next, in block 630, based on the current information, the brake controller 40 determines the status information of the brake motor 10. Of course, in some embodiments, this determination process can also be performed by the vehicle lock controller 100B.

[0076] In block 640, status information is sent to an external device. In some embodiments, status information may be sent to an external device only if predetermined conditions are met. Predetermined conditions may include, but are not limited to: status information indicating a gate malfunction; a predetermined time interval; or a response to an information retrieval request from an external device. For example, in some embodiments, when status information indicates a gate malfunction, the gate controller 40 may send status information to the server 200 via the vehicle lock controller 100B.

[0077] In some embodiments, determining the status information of the locking motor 10 based on current information and sending the status information to an external device includes: determining whether the locking motor is in a fault state in response to comparing the motor drive current value indicated by the current information with the current within a preset current range; and sending locking motor fault information to an external device in response to the locking motor being in a fault state.

[0078] In some embodiments, determining the status information of the locking motor includes: comparing the motor drive current value indicated by the current information with the current within a preset current range to determine the status information; determining that the locking motor is damaged in response to the current comparison indicating that the motor drive current value is less than or equal to the minimum value of the preset current range; and determining that the locking motor is stalled in response to the current comparison indicating that the motor drive current value is greater than the maximum value of the preset current range.

[0079] In some embodiments, the driving duration of the gate motor 10 when the locking pin 20 moves between the locked position and the unlocked position is obtained from the duration detection module 70, and the gate status information is determined based on the duration comparison between the driving duration and the preset duration.

[0080] In some embodiments, determining the status information of the gate further includes: in response to a duration comparison indicating that the drive duration is greater than a preset duration, determining the triggering state of the lock-in sensor or the unlock-in sensor; and in response to a triggering state indicating that the lock-in sensor or the unlock-in sensor has not been triggered, determining a gate malfunction.

[0081] According to the embodiments of this disclosure, when detecting the brake lock status, the motor drive current value of the brake lock motor is detected. Furthermore, the detection of whether the locking pin moves into position within a preset time period can also be combined with the detection of whether the brake lock 100A is faulty. It can also accurately detect whether the fault lies with the brake lock motor 10. When a fault is detected in the brake lock 100A, the fault information can be sent to the server 200. The server 200 can promptly disable the vehicle and notify maintenance personnel for repair, thereby mitigating user riding safety risks and vehicle order losses, improving vehicle operating efficiency, and ensuring user safety.

[0082] The following is combined with Figure 7 This document describes an exemplary workflow of a vehicle lock device 100 provided according to an embodiment of the present disclosure.

[0083] Based on the drive information obtained from the external device, the vehicle lock controller 100B powers on the lock gate 100A. After the lock gate 100A is started, the vehicle lock controller 100B sends an unlock / lock command to the lock gate 100A.

[0084] After receiving the unlocking / locking command, the gate 100A controller 40 drives the gate motor 10 to rotate in reverse / forward. The gate motor, through the transmission mechanism 50, drives the locking pin 20 to retract / extend, moving the locking pin 20 to the unlocked / locked position. The magnet of the trigger 21 moves with the locking pin 20 to position S1 / position S2 (see...). Figure 1 )move.

[0085] The current detector 30 collects the motor drive current value used to actuate the locking brake motor in real time. When the motor drive current value is outside the preset current range (i.e., the motor drive current exceeds the limit), it is considered that the locking brake is faulty, or more specifically, that the locking brake motor is faulty (damaged or stalled).

[0086] If the motor drive current value is normal, the gate controller 40 continuously determines whether the unlocking Hall element / locking Hall element is triggered (i.e., whether the magnet of the trigger 21 moves to position S1 / position S2), and continuously determines whether the driving time of the gate motor 10 exceeds the time limit, i.e. whether the driving time of the gate motor 10 exceeds the preset time.

[0087] If the unlocking Hall element / locking Hall element is not triggered within the preset time period, the gate controller 40 will continue to drive the gate motor 10 to rotate until the unlocking Hall element / locking Hall element is triggered, and the gate 100A will successfully unlock / lock. The gate motor will then stop rotating.

[0088] If the unlocking Hall element / locking Hall element is not triggered after a preset time, the gate is considered to be faulty.

[0089] The gate controller 40 continuously monitors the current status of the gate 100A (successful gate unlocking / locking, gate motor malfunction, etc.), integrates the gate information, and sends the gate status information to the vehicle lock controller 100B in real time. When a gate malfunction is detected, the vehicle lock controller 100B sends the gate malfunction information to the server 200, for example, via a network module such as a 4G network.

[0090] Server 200 sets the vehicle to a no-ride mode to avoid potential safety risks for users.

[0091] Server 200 sends vehicle information and gate malfunction label to maintenance system 300, generates maintenance work order, and then notifies maintenance personnel to go to the site to find and repair the vehicle according to the maintenance work order.

[0092] The various embodiments of this disclosure have been described above. These descriptions are exemplary and not exhaustive, and are not limited to the disclosed embodiments. Many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the described embodiments. The terminology used herein is chosen to best explain the principles, practical application, or technical improvements to the embodiments in the market, or to enable others skilled in the art to understand the embodiments disclosed herein.

Claims

1. A vehicle lock device, characterized in that, Includes a locking gate (100A), said locking gate (100A) comprising: The locking pin (20) is arranged to move between the locked position and the unlocked position; A locking motor (10) is coupled to the locking pin (20) to drive the locking pin (20) to move; A current detector (30), coupled to the locking brake motor (10), detects the motor drive current value used to actuate the locking brake motor (10) and issues current information indicating the motor drive current value; and The locking controller (40) is electrically connected to the locking motor (10) and the current detector (30) to control the locking motor (10) to drive the locking pin (20) to move, and to determine and send the status information of the locking motor (10) to external devices based on the current information.

2. The vehicle lock device according to claim 1, characterized in that, The gate controller (40) includes: The first receiving module (41) is electrically connected to the current detector (30) and is used to receive the current information; The first comparison module (42), electrically connected to the first receiving module (41), is used to compare the motor drive current value indicated by the current information with the current within a preset current range to determine and send out first comparison information; and The first sending module (43) is electrically connected to the first comparison module (42) and is used to send a brake motor fault information to the external device when the first comparison information indicates that the motor drive current value is outside the preset current range.

3. The vehicle lock device according to claim 1, characterized in that, The gate controller (40) includes a gate motor drive chip (401), which is electrically connected to the gate motor (10) via a drive circuit (402). The drive circuit (402) includes a grounding circuit (4021) electrically connected to the gate motor drive chip (401). The current detector (30) includes a resistor (301) connected in series with the grounding circuit (4021), and the current detector (30) obtains the motor drive current value by collecting the voltage drop of the resistor (301).

4. The vehicle lock device according to claim 1, characterized in that, The locking gate (100A) also includes: The trigger part (21) is arranged on the locking pin (20); A locking position sensor (61), electrically connected to the gate controller (40), is arranged to be triggered by the trigger unit (21) when the locking pin (20) moves to the locked position, so as to send locking position information to the gate controller (40) to stop the gate controller (40) from operating; and The unlocking position sensor (62) is electrically connected to the gate controller (40) and is arranged to be triggered by the trigger unit (21) when the locking pin (20) moves to the unlocking position, so as to send unlocking position information to the gate controller (40) to stop the gate controller (40) from driving.

5. The vehicle lock device according to claim 4, characterized in that, The trigger unit (21) includes a magnet, and the lock position sensor (61) and the unlock position sensor (62) each include a Hall element.

6. The vehicle lock device according to claim 4, characterized in that, The locking gate (100A) also includes a duration detector (70) for detecting the driving duration of the locking gate motor (10) when the locking pin (20) moves between the locked position and the unlocked position, and for issuing duration information. The gate controller (40) is electrically connected to the duration detector (70) and is used to determine the status information of the gate (100A) based on the duration information.

7. The vehicle lock device according to claim 6, characterized in that, The gate controller (40) includes: The second receiving module (46) is electrically connected to the duration detector (70), the lock position sensor (61), and the unlock position sensor (62), and is used to receive the duration information, the lock position information, and the unlock position information; The second comparison module (47), electrically connected to the second receiving module (46), is used to compare the driving duration with the preset duration and determine and send second comparison information; and The second sending module (48) is electrically connected to the second receiving module (46) and the second comparison module (47), and is used to send a lock fault information when the second comparison information indicates that the driving time is greater than the preset time and the second receiving module (46) has not received the lock-in information or the lock-out information.

8. The vehicle lock device according to claim 1, characterized in that, The locking gate (100A) also includes a housing (80) for accommodating the locking pin (20), the locking gate motor (10), the current detector (30), and the locking gate controller (40), and The vehicle lock device (100) further includes a vehicle lock controller (100B) disposed outside the housing (80), the vehicle lock controller (100B) being electrically connected to the gate controller (40), the vehicle lock controller (100B) being used to receive drive information from the external device and to send status information of the gate (100A) to the external device.

9. A cycling vehicle, characterized in that, The vehicle lock device (100) includes any one of claims 1 to 8, wherein the lock gate (100A) of the vehicle lock device (100) is used to lock the rotation of the wheel.

10. A method for detecting a gate locking status, characterized in that, include: The locking pin (20) of the lock gate (100A) is driven to move between the locked position and the unlocked position based on the driving information obtained from the external device; Current information is obtained from the current detector (30), which indicates the motor drive current value used to actuate the locking motor (10); Based on the current information, the status information of the locking motor (10) is determined; as well as The status information is sent to the external device.

11. The method according to claim 10, characterized in that, Based on the current information, the status information of the locking motor (10) is determined; Sending the status information to the external device includes: In response to the comparison between the motor drive current value indicated by the current information and the current within a preset current range, it is determined whether the brake motor is in a fault state. as well as In response to the brake motor being in a fault state, a brake motor fault information is sent to the external device.

12. The method according to claim 10, characterized in that, Determining the status information of the brake motor includes: The status information is determined by comparing the motor drive current value indicated by the current information with the current within the preset current range. In response to the current comparison indicating that the motor drive current value is less than or equal to the minimum value of the preset current range, it is determined that the brake-locking motor is damaged; and In response to the current comparison indicating that the motor drive current value is greater than the maximum value of the preset current range, the locking motor is determined to be stalled.

13. The method according to claim 10, characterized in that, Also includes: The duration of the drive of the locking motor (10) when the locking pin (20) moves between the locked position and the unlocked position is obtained from the duration detector (70), and The status information of the gate is determined by comparing the driving duration with the preset duration.

14. The method according to claim 13, characterized in that, Determining the status information of the gate lock also includes: In response to the duration comparison indicating that the driving duration is greater than the preset duration, the trigger state of the lock-in sensor or the unlock-in sensor is determined; and In response to the trigger state indicating that the locking position sensor or the unlocking position sensor has not been triggered, a lock malfunction is determined.

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