Vehicle including a device for locking a tilting mechanism

Abstract

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

Description

Description Title of the invention: Vehicle comprising a locking device of a tilting mechanism

[0001] — The disclosure relates to a vehicle, and more specifically a motorcycle three wheels.

[0002] = As shown in [Fig. 2] of US patent 7,264,251 B2 (reproduced in the [Fig. 13] of this application), a conventional vehicle which includes a structure quadrilateral, includes an anti-roll device 1 to prevent movements of roll of the quadrilateral structure. The vehicle's steering mechanism is based on an articulated quadrilateral kinematic movement, achieved by two horizontal crossbeams rigid zonal members 41, 42, and two tubes 36, 37 arranged on the sides of the horizontal crossbeams zontal 41, 42, with these four components forming the quadrilateral structure together. The anti-roll device 1l includes at least one integral stop element 2 with an element of the quadrilateral structure in its rolling motion, at least a locking element 3 to lock the position of the stop element 2 in order to to prevent rolling movements of the quadrilateral structure, and a group of parking 4 controlled by an electronic control unit to control the opening or closing of the locking element 3. The electronic control unit electronic control of an actuator 5 of the parking group 4 based on a vehicle travel speed and roll angle of the quadri- structure lateral.

[0003] — However, such a control system requires an angular position sensor additional for measuring the roll angle of the quadrilateral structure, increasing manufacturing and maintenance costs. Furthermore, the roll angle of the quadrilateral structure measured by an angular position sensor is quite imprecise, which can have undesirable effects on the vehicle's operation, to the use and safety of operation.

[0004] — Therefore, one object of the disclosure is to propose a vehicle that can reduce at least one of the disadvantages of the previous art.

[0005] According to the disclosure, the vehicle comprises an engine, a vehicle chassis, a tilting mechanism, a pair of front shock absorbers, a pair of front wheels, a a locking device, an engine speed sensor, and a control unit.

[0006] The tilting mechanism is mounted on the vehicle chassis and has two ends opposite sides.

[0007] — The pair of front shock absorbers are respectively connected to the lateral ends of the tilting mechanism. The front wheels are mounted on the front shock absorbers. The tilting mechanism is configured to allow vertical movement of the front wheels relative to the vehicle chassis. The locking device is configured to perform a switch between a locked state to lock the tilt mechanism and front shock absorbers to limit the vertical movement of the front wheels, and an unlocked state to unlock the tilt mechanism and front shock absorbers to allow the vertical movement of the front wheels. The motor speed sensor is configured to detect the motor speed of the motor and to transmit the motor speed. The control unit is electrically connected to the locking device and the motor speed sensor, and is configured to obtain the motor speed from the motor speed sensor, and to determine whether to control the locking device to switch from the unlocked state to the locked state according to the motor speed sensor. Other features and advantages of disclosure will become clearer in the following detailed description of embodiments with reference to the accompanying drawings, in which: [Fig.1] The [Fig.1] is a diagram illustrating a part of a vehicle according to one embodiment of disclosure; [Fig.2] The [Fig.2] is a schematic diagram illustrating an example of a vehicle locking system according to one disclosure embodiment; [Fig.3] The [Fig.3] is a diagram illustrating an example of a hydraulic drive unit of the blocking system according to one embodiment of disclosure; [Fig.4] The [Fig.4] is a cross-sectional view of the hydraulic drive unit according to one disclosure embodiment; [Fig.5] The [Fig.5] is a fragmented side view of the hydraulic drive unit according to one disclosure embodiment; [Fig.6] Figures 6 to 8 are side views illustrating different angular positions of a cam of the hydraulic drive unit according to one embodiment of disclosure; [Fig.7] Figures 6 to 8 are side views illustrating different angular positions of a cam of the hydraulic drive unit according to one embodiment of disclosure; [Fig.8] Figures 6 to 8 are side views illustrating different angular positions of a cam of the hydraulic drive unit according to one embodiment of disclosure; [Fig. 9] Fig. 9 is a flowchart illustrating an example of a system of command implemented by the blocking system according to a disclosure implementation method; [Fig.10] The [Fig.10] is a fragmented diagram illustrating another example of the hydraulic drive unit according to one embodiment of disclosure; [Fig.11] The [Fig.11] is a schematic diagram illustrating another example of the vehicle locking system according to one embodiment of disclosure; [Fig. 12] Fig. 12 is a schematic diagram illustrating another example of the vehicle locking system according to one disclosure embodiment; and [Fig.13] The [Fig.13] is a diagram of a classic vehicle, reproduced from US patent 7 264 251 B2. Before the disclosure is described in more detail, it should be noted that where deemed appropriate, reference numbers or terminal parts of reference numbers have been repeated among the figures to indicate corresponding or analogous items, 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 includes an engine 10, a continuously variable transmission (CVT) 11, a clutch 12, a vehicle chassis 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 tilting mechanism 27, an ignition switch 291, a locking switch 292, and a unlocking switch 293. The vehicle 2 further includes a locking system comprising a locking device 26 and a control member 28. The control unit 28 is electrically connected to the locking device 26, the engine speed sensor 22, the vehicle speed sensor 23, the ignition switch 291, the locking switch 292 and the unlocking switch 293. It should be noted that a conventional vehicle is generally supplied with the engine speed sensor 22 and the vehicle speed sensor 23. The ignition switch 291 can be switched to an on position and an off position, and is configured to transmit an operating signal to the control unit 28, enabling the control unit 28 to determine whether the ignition switch 291 is in the on or off position. When the ignition switch 291 is in the on position, current can flow from a battery (not shown) to a starter (not shown) to start the engine 10; the engine 10 stops immediately after the ignition switch 291 moves to the off position. It is worth noting that the control unit 28 remains powered and functional even when the switch is in the on position. when the ignition switch 291 is in the off position. The motor speed sensor 22 is connected to the motor 10 and is configured to detect the motor speed of the motor 10 and to transmit the motor speed directly to the control unit 28. The CVT 11 is configured to be coupled to the motor 10 via the clutch 12. A motor speed at which the motor 10 runs when the motor 10 is decoupled from the CVT 11 is designated as a decoupled speed. A motor speed at which the motor 10 runs when the motor 10 is coupled to the CVT 11 is designated as a coupled speed. In one embodiment (see [Fig. 12]), the vehicle 2 further comprises an engine control unit (ECU) 13 connected to the engine speed sensor 22. The ECU 13 includes a communication interface for communicating with the control unit 28. The ECU 13 is configured to receive the engine speed from the engine speed sensor 22 and to transmit the engine speed to the control unit 28 via the communication interface. The communication interface of the ECU 13 can be implemented to support CAN (Canal Electronic Information System) data bus standards, but is not limited to them. In this embodiment, the vehicle speed sensor 23 is configured to detect a vehicle speed of the vehicle 2, and to transmit the vehicle speed directly to the control unit 28. In one embodiment (see [Fig. 12]), the vehicle 2 further comprises an anti-lock braking system (ABS) 14 connected to the vehicle speed sensor 23. The ABS 14 includes a communication interface for communicating with the control unit 28 and is configured to receive the vehicle speed from the vehicle speed sensor 23 and to transmit the vehicle speed to the control unit 28 via the communication interface. The communication interface of the ABS 14 can be implemented to support CAN data bus standards, but is not limited to them. In this embodiment, the tilting mechanism 27 is mounted on the vehicle chassis 20 and has two opposing lateral ends 271. The pair of front shock absorbers (25L, 25R) are connected to the lateral ends 271 of the tilting mechanism 27, respectively. The pair of front wheels (21L, 21R) are mounted on the front shock absorbers (25L, 25R), respectively. The tilting mechanism 27 is configured to allow vertical movement of the front wheels (21L, 21R) relative to the vehicle chassis 20, so that the vehicle 2 is able to tilt. The locking device 26 is configured to switch between a locked and an unlocked state. In the locked state, the locking device 26 locks the tilting mechanism 27 and the front shock absorbers (25L, 25R) to limit the vertical movement of the front wheels (21R, 21L), thus preventing the vehicle 2 from 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 vertical movement of the front wheels (21R, 21L), thus allowing the tilting of the vehicle 2. The locking switch 292 is configured to be actuated (for example, by a driver of vehicle 2) to transmit a locking signal to the control unit 28, thereby switching the locking device 26 to the locked state. Similarly, the unlocking switch 293 is configured to be actuated to transmit an unlocking signal to the control unit 28, thereby switching the locking device 26 to the unlocked state. Specifically, the locking device 26 includes a tilt locking unit 262, a pair of shock absorber locking units 263 and a hydraulic drive unit 261. The tilt locking unit 262 is connected to the tilting mechanism 27, and is configured to be driven by the hydraulic drive unit 261 to lock and unlock the tilting mechanism 27. The pair of shock absorber locking units 263 is respectively connected to the front shock absorbers (25L, 25R) and is configured to be driven by the hydraulic drive unit 261 in order to lock and unlock the front shock absorbers (25L, 25R) respectively. For further details concerning the tilting mechanism 27, the tilting locking unit 262 and the pair of damper locking units 263, please refer to European patent publications EP3434570A1 and EP3321158A1. The hydraulic drive unit 261 is configured to be controlled by the control member 28 in order to simultaneously drive the tilt locking unit 262 and the shock absorber locking units 263 in order to lock the tilt mechanism 27 and the front shock absorbers (25L, 25R) when the locking device 26 is in the locked state, and in order to unlock the tilt mechanism 27 and the front shock absorbers (25L, 25R) when the locking device 26 is in the unlocked state. The hydraulic drive unit 261 includes a first motor 2611, a cam 2612, a cam pusher 2613, a pump 2614, a connecting rod 2615 and an angular position sensor 2616. The control unit 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 the value of the electric current flowing through the first motor 2611, and to transmit the value of the electrical current 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. The cam 2612 is configured to be driven by the first motor 2611 to rotate in an eccentric manner. The cam pusher 2613 is in sliding contact with the cam 2612, and is configured to be driven by the cam 2612 in order to achieve linear movement. The connecting rod 2615 has a first end pivotally connected to the cam follower 2613, and a second end opposite the first. The connecting rod 2615 is driven by the cam follower 2613 to move linearly in synchronism with the cam follower 2613. The pump 2614 is connected to the second end of the connecting rod 2615. The pump 2614 is configured to be driven by the connecting rod 2615 to provide the hydraulic pressure to simultaneously drive the tilt locking unit 262 and the shock absorber locking units 263 to lock the tilt mechanism 27 and the front shock absorbers (25L, 25R) when the locking device 26 is in the locked state, and to release the hydraulic pressure to simultaneously drive the tilt locking unit 262 and the shock absorber locking units 263 to unlock the tilt mechanism 27 and the front shock absorbers (25L, 25R) when the locking device 26 is in the unlocked state. More specifically, the cam pusher 2613 is configured to perform linear movement between an initial position (see [Fig. 6]) in which the cam pusher 2613 is furthest from the pump 2614 and the pump 2614 is not supplying hydraulic pressure, and a terminal position (see [Fig. 8]) in which the cam pusher 2613 is closest to the pump 2614. The cam 2612 is configured to be driven by the first motor 2611 in order to rotate eccentrically in a first direction from an angular position of 0 degrees of the cam 2612 which corresponds to the initial position of the cam pusher 2613, to an angular position of 120 degrees of the cam 2612 which corresponds to the terminal position of the cam pusher 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 control unit 28. As shown in [Fig. 6], an angular position of 0 degrees of the cam 2612 corresponds to the initial position of the cam follower 2613. As shown in [Fig. 8], 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 current angular position of the cam 2612 is 60 degrees (see [Fig. 7]) and that the locking device 26 is in the locked state when the control member 28 determines that the current angular position of the cam 2612 is 120 degrees (see [Fig. 8]). It is worth noting that such relative angular positions for the locked and unlocked states can allow the locking device 26 to have a short switching time compared to the switching time between the locked and unlocked states. 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 stopped when 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 counterclockwise direction, as shown in Figures 6 to 8) and the first motor 2611 is also stopped when cam 2612 is in the angular position of 0 degrees.Specifically, when the cam 2612 is in the angular position of 120 degrees (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 that moment, the connecting rod 2615 cannot penetrate further into the pump 2614 due to the highest 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. With reference to figures 3 to 5, the hydraulic drive device 261 further includes a housing 2610 and a cover 2617. The housing 2610 accommodates the cam 2612, the cam pusher 2613 and the connecting rod 2615. The cover 2617 is mounted separately on the housing 2610. The cover 2617 includes a stop 2618 disposed on an internal surface of the cover 2617. The stop 2618 is configured to prevent the cam 2612 from continuing to rotate beyond 0 degrees in the second direction, when the cam 2612 is in the angular position of 0 degrees, thus the first motor 2611 is stopped, resulting in a increment of the electric current flowing through the first motor 2611. The control member 28 is configured to determine whether to command the locking device 26 to change from the unlocked state to the locked state based on the engine speed and the vehicle speed. The control member 28 is further configured to command the first motor 2611 to rotate in a forward direction in order to drive the cam 2612 to rotate from the angular position of 60 degrees to the angular position of 120 degrees when the control member 28 determines that the locking device 26 should be commanded to change from the unlocked state to the locked state, and to determine that the locking device 26 is currently in the locked state when the control member 28 determines that the value of the electrical 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 at rest immediately after the cam 2612 has rotated into the angular position of 120 degrees, and the first motor 2611 continues to supply torque (lock torque) when it is at rest and the electric current flowing through it is increased to be above the pre-determined current threshold. In a scenario in which the locking device 26 is in the unlocked state, the control member 28 is further configured to, following the determination that the ignition switch 291 has passed into the stop position, command the first motor 2611 to rotate in a reverse direction opposite to the forward position in order to drive the cam 2612 to rotate from the angular position of 60 degrees to the angular position of 0 degrees, to command the first motor 2611 to stop rotating in the reverse direction, when the control member 28 determines that the current angular position of the cam 2612 is less than 3 degrees.In some embodiments, the control member 28 is further configured to command the first motor 2611 to stop rotating in the opposite direction when the control member 28 determines that the value of the electrical current measured by the first current sensor 281 is greater than the predetermined current threshold. When the cam 2612 is in the angular position of 0 degrees, the cam pusher 2613 is in the initial position and thus the pump 2614 stops supplying hydraulic pressure, thereby facilitating the maintenance and replacement of the hydraulic drive unit 261. It is interesting to note that when the control member 28 determines that the locking device 26 is in the locked 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 locking device 26 in the locked state (i.e., to maintain the cam 2612 in the position current angular) regardless of whether the ignition switch 291 is in the off position or in the on position. In particular, furthermore with reference to [Fig.9], a control system adopted by the control organ 28 to control the locking device 26 is illustrated. First, in step 30, the control unit 28 determines, based on the operating signal produced by the ignition switch 291, whether the ignition switch 291 is in the on position or in the off position. Next, when the control unit 28 determines that the ignition switch 291 is in the "on" position, the control unit 28 obtains the engine speed and executes one of the three procedures defined below based on the engine speed. Specifically, the first of the three procedures comprises steps 311 to 314, the second of the three procedures comprises steps 321 to 326, and the third of the three procedures comprises steps 331 to 333. At step 310, when the control unit 28 determines that the engine speed is within a first predetermined range in which the engine 10 must still be started with successful ignition, the control unit 28 executes the first of three procedures. In this embodiment, the first predetermined range is less than 900 revolutions per minute. In step 311, in response to receiving the blocking signal, the control unit 28 determines whether the vehicle speed is below a predetermined first speed. In this embodiment, the first predetermined speed is 10 km / h. When the control unit 28 determines that the vehicle speed is below the first predetermined speed, the procedure flow continues to step 312. At step 312, the control unit 28 commands the locking device 26 to switch from the unlocked state to the locked state. After which, in response to receiving the unlock signal in step 313, the control unit 28 commands the locking device 26 to change from the locked state to the unlocked state in step 314. At step 320, when the control unit determines that the engine speed is within a second predetermined range in which the engine 10 is idling, the control unit 28 executes the second of three procedures. In this embodiment, the second predetermined range is between 900 rpm and 3000 rpm. In step 321, in response to receiving the blocking signal, the control unit 28 further determines whether the engine speed is lower than the decoupled speed and whether the vehicle speed is lower than the first predetermined speed. In this embodiment, the decoupled speed is 2,000 rpm and the first speed The predetermined speed is 10 km / h. When the control unit 28 determines that the engine speed is less than the decoupled speed and that the vehicle speed is less than the first predetermined speed, the procedure flow continues to step 322. At step 322, the control unit 28 commands the locking device 26 to switch from the unlocking state to the locked state. Simultaneously, the control unit 28 continues to monitor the status of the locking device 26 and the engine speed. In response to receiving the unlock signal in step 323, the control unit 28 commands the locking device 26 to change from the locked state to the unlocked state in step 324. After step 322, which involves commanding the locking device 26 to switch from the unlocked state to the locked state, the control element 28 further determines whether the engine speed is greater than the coupled speed and whether the vehicle speed is greater than a second predetermined speed determined in step 325. In this embodiment, the coupled speed is 2200 rpm, and the second predetermined speed is 2 km / h. When the control element 28 determines that the engine speed is greater than the coupled speed and that the vehicle speed is greater than the second predetermined speed, the procedure flow continues to step 326. At step 326, the control unit 28 automatically commands the locking device 26 to switch from the locked state to the unlocked state. In step 330, when the control unit 28 determines that the engine speed is within a third predetermined range in which the engine 10 rotates when the vehicle 2 is in motion, the control unit 28 executes the third of three procedures. In this embodiment, the third predetermined range is greater than 3,000 revolutions per minute. In step 331, the control unit 28 determines whether the locking device 26 is in the locked or unlocked state. When the control unit 28 determines that the locking device 26 is in the unlocked state, the procedure flow continues to step 332. Conversely, when the control unit 28 determines that the locking device 26 is in the locked state, the procedure flow continues to step 333. In step 332, in response to receiving the blocking signal from the blocking switch 292, the control unit 28 ignores the blocking signal and maintains the blocking device 26 in the unlocked state. Therefore, in a scenario where the vehicle speed sensor 23 malfunctions, the control unit 28 does not command the blocking device 26 to switch to the locked state when the vehicle 2 is moving at high speed. At step 333, the control unit 28 automatically controls the device blocking 26 to go from the blocking state to the unlocking state. In some embodiments, when the ignition switch 291 moves to the "on" position while the locking device 26 is locked, the control member 28 does not command the first motor 2611 to rotate the cam 2612, thus keeping the locking device 26 locked. Conversely, when the ignition switch 291 moves to the "on" position while the locking device 26 is not locked, the control member 28 commands the first motor 2611 to rotate the cam 2612 to a 60-degree angle, thereby unlocking the locking device 26. In this way, the starting time required to start the vehicle 2 can be shortened. With reference to Figures 10 and 11, another embodiment of vehicle 2 according to the disclosure is illustrated. This embodiment is similar to the embodiment shown in Figures 1 and 2, and the difference from the embodiment shown in Figures 1 and 2 is described as follows. The tilt locking unit 262 includes a locking disc 24 and a bracket 2641. The locking disc 24 is fixed to the tilting mechanism 27. The bracket 2641 is configured to fix the locking disc 24 to lock the tilting mechanism 27 when the locking device 26 is in the locked state and to release the locking disc 24 to unlock the tilting mechanism 27 when the locking device 26 is in the unlocked state. The locking device 26 further includes a second motor 265. The second motor 265 is configured to be controlled by the control member 28 to drive the yoke 2641, and is at rest when the yoke 2641 clamps the locking disc 24. It should be noted that in this embodiment, the yoke 2641 is not driven by the first motor 2611, and the tilt-locking 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 so that the yoke 2641 clamps the locking disc 24. Since the method of driving the yoke 2641 is well known to those skilled in the art, a detailed explanation of this method is omitted here for the sake of brevity. Furthermore, the control unit 28 also 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 an electrical current value. flowing through the second motor 265, and to transmit the value of the electric current flowing 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 command the locking device 26 to change from the unlocked state to the locked state, the control member 28 is configured to command the second motor 265 to rotate in a forward direction to drive the caliper 2641 to secure the locking disc 24. The control member 28 determines that the locking device 26 is currently in the locked state and commands the second motor 265 to stop rotating when the control member 28 determines that the value of the electrical current measured by the second current sensor 283 is greater than a first predetermined current threshold (for example, 12 A). When the control member 28 determines that it must command the locking device 26 to change from the locked state to the unlocked state, the control member 28 is configured to command the second motor 265 to rotate in the opposite direction to the forward direction to drive the caliper 2641 so that it releases the locking disc 24. The control member 28 determines that the locking device 26 is currently in the unlocked state and commands the second motor 265 to stop rotating when the control member 28 determines that the value of the electrical current measured by the second current sensor 283 is less than a second predetermined current threshold (for example, 3 A) which is less than the first predetermined current threshold. In summary, the vehicle 2 of this disclosure uses the control unit 28 to determine, based on engine speed and vehicle speed, whether to activate the locking device 26 to switch from the unlocked to the locked state in order to limit the vertical movement of the front wheels (21R, 21L) of vehicle 2 as well as any tilting of vehicle 2. Since measuring engine speed and vehicle speed does not require additional equipment, manufacturing and maintenance costs can be reduced. Furthermore, by achieving relatively high accuracy and precision in measuring engine and vehicle speed, precise control of the locking device 26 can be achieved, thereby improving the convenience and safety of vehicle operation. In the description above, for explanatory purposes, many specific details have been presented to provide a thorough understanding of the embodiments. However, it will be clearer to those skilled in the art that one or more other embodiments can be implemented without some of these. specific details. It should also be noted that the reference throughout this specification to "an embodiment," "an embodiment," an embodiment with an ordinal number, and so on, means that a particular element, structure, or feature may be included in the disclosure. It should further be noted that in the description, different features are sometimes grouped into a single embodiment, figure, or its description to simplify disclosure and aid in understanding the various aspects of the invention, and that one or more specific features or details of one embodiment may be used in conjunction with one or more specific features or details of another embodiment, where appropriate, in the disclosure.

Claims

Demands

1. Vehicle (2) comprising: an engine (10); a vehicle chassis (20); a tilting mechanism (27) mounted on said vehicle chassis (20) and having two opposite lateral extremities (271); a pair of front shock absorbers (25L, 25R) connected to said ends lateral (271) of said tilting mechanism (27), respectively; a pair of front wheels (21L, 21R) mounted respectively on the said front shock absorbers (25L, 25R), said tilting mechanism (27) being configured to allow vertical movement of said front wheels (21L, 21R) in relation to said vehicle chassis (20); a blocking device (26) configured to perform a switching between a blocking state to block said tilting mechanism (27) and the aforementioned front shock absorbers (25L, 25R) in order to limit the movement vertical of said front wheels (21R, 21L) and a state of unlocking for unlock said tilting mechanism (27) and said shock absorbers front (25L, 25R) to allow vertical movement of said wheels before (21R, 21L); and a motor speed sensor (22) configured to detect a speed of the engine of said engine (10) and to transmit the engine speed; the vehicle (2) being characterized by an electronic control unit (28) trically connected to said blocking device (26) and said sensor of motor speed (22), and configured for: obtain the motor speed of said motor speed sensor (22), and determine whether it is necessary to order the said locking device (26) for switching from the unlocked state to the locked state based on speed engine.

2. Vehicle (2) according to claim 1, further characterized by a sensor vehicle speed (23) configured to detect a speed of vehicle of said vehicle (2) and to transmit the vehicle speed audit control unit (28), a blocking switch (292) configured to be activated in order to transmit a blocking signal said control unit (28) to switch said device to blocking (26) in the blocked state, and a release switch (293) configured to be activated in order to transmit an unlocking signal said control unit (28) to switch said device to blocking (26) in the unlocked state, when said control member (28) determines that the speed of engine is within a predetermined range, in which said engine (10) has not yet been started with successful ignition, said organ of command (28) is configured for: in response to receiving the blocking signal, determine if the speed if the vehicle's speed is below a predetermined level, to control said locking device (26) to switch from the state of unlocking in the locked state when said control member (28) determines that the vehicle speed is lower than the predetermined speed finished, and in response to receiving the unlock signal, command said blocking device (26) for switching from the blocked state to the state of unlocking.

3. Vehicle (2) according to claim 2, characterized in that the pre- determined is less than 900 revolutions per minute, and the predetermined speed- The maximum speed is 10 km / h.

4. Vehicle (2) according to claim 1, further characterized by: a continuously variable transmission (CVT) (11) configured to be coupled to said motor (10); a vehicle speed sensor (23) configured to detect a vehicle speed of said vehicle (2) and to transmit the speed of vehicle said control unit (28); and a blocking switch (292) configured to be actuated in order to transmit a blocking signal to said control unit (28) for to switch said blocking device (26) to the blocking state, when said control member (28) determines that the speed of engine is within a predetermined range, in which said engine (10) is in idle mode, said control unit (28) is configured to: in response to receiving the blocking signal, determine if the speed the motor speed is less than a decoupled speed, at which said motor (10) runs when said engine (10) is decoupled from said CVT (11), and if the vehicle speed is lower than a first predetermined speed finished, and to control said locking device (26) to switch from the state of blocking in the unlocked state when said control element (28) determines that the engine speed is lower than the decoupled speed and that the vehicle speed is lower than a first predetermined speed Done.

5. Vehicle (2) according to claim 4, characterized in that, when said control unit (28) determines that the motor speed is within the predetermined region, said control unit (28) is further configured for: when said locking device (26) is in the locked state, de- to terminate if the motor speed is greater than a coupled speed, at which said motor (10) rotates, when said motor (10) is coupled to said CVT (11), and if the vehicle speed is greater than one second predetermined speed; and to control said locking device (26) to switch from the state of blocking in the unlocked state when said control element (28) determines that the motor speed is greater than the coupled speed and that the vehicle speed is greater than the second predetermined speed Done.

6. Vehicle (2) according to claim 5, characterized in that the pre- determined is between 900 revolutions per minute and 3,000 revolutions per minute per minute, the decoupled speed is 2,000 revolutions per minute, the speed 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.

7. Vehicle (2) according to claim 4, characterized in that the pre- determined is between 900 revolutions per minute and 3,000 revolutions per minute At one minute, the decoupled speed is 2,000 revolutions per minute, and the The first predetermined speed is 10 km / h.

8. Vehicle (2) according to claim 1, further characterized by a com- blocking mutator (292) configured to be actuated in order to transmit a blocking signal to said control unit (28) for to switch said blocking device (26) to the blocking state, when said control member (28) determines that the speed of engine is within a predetermined range, in which said engine (10) rotates, when said vehicle (2) is in motion, said component of command (28) is configured for: when said locking device (26) is in the locked state, to control said locking device (26) to switch from the state of blocking in the unlocking state, and when said locking device (26) is in the unlocked state, ignore the blocking signal and maintain said blocking device (26) in the state unlocking in response to receiving the blocking signal of said com- blocking mutator (292).

9. Vehicle (2) according to claim 8, characterized in that the pre- determined is greater than 3,000 revolutions per minute.

10. Vehicle (2) according to claim 1, characterized in that said blocking device (26) comprises: a tilt-locking unit (262) connected to said mechanism tilt (27) and configured to be driven in order to block and unlock said tilting mechanism (27); a pair of shock absorber locking units (263) connected respec- tively to the aforementioned front shock absorbers (25L, 25R) and configured to be trained to respectively block and unblock said amor- front weavers (25L, 25R); and a hydraulic drive unit (261) configured to be controlled by said control unit (28) in order to drive simultaneously tanément said tilt-locking unit (262) and said units of shock absorber lock (263) to lock said tilting mechanism (27) and said front shock absorbers (25L, 25R) when said device of blockage (26) is in a blocked state, and to unblock said mechanism of inclination (27) and said front shock absorbers (25L, 25R), when said the locking device (26) is in the unlocked state.

11. Vehicle (2) according to claim 10, characterized in that said unit hydraulic drive (261) includes: a motor (2611) configured to be controlled by said organ of command (28) to make it turn; a cam (2612) configured to be driven by said motor (2611) so that it rotates eccentrically; a cam pusher (2613) in sliding contact with said cam (2612) and configured to be driven by said cam (2612) for to perform a linear movement; a connecting rod (2615) having a first end connected to pivoting manner said cam pusher (2613) and a second opposite end to said first end, and being driven by said cam pusher (2613) to move, linearly, in synchronization with said cam pusher (2613); and a pump (2614) connected to said second end of said connecting rod of connection (2615) and configured to be driven by said connecting rod of connection (2615) for: to provide the hydraulic pressure to simultaneously drive said unit tilt locking unit (262) and said locking units shock absorber (263) in order to block said tilting mechanism (27) and said front shock absorbers (25L, 25R) when said device of blockage (26) is in a blocked state, and release the hydraulic pressure to simultaneously drive said unit tilt locking unit (262) and said locking units shock absorber (263) to unlock said tilting mechanism (27) and said front shock absorbers (25L, 25R) when said device of blockage (26) is in the unblocking state.

12. Vehicle (2) according to claim 11, characterized in that: said cam pusher (2613) is configured to perform the movement linear between an initial position in which said cam pusher (2613) is furthest from said pump (2614) and said pump (2614) does not provide hydraulic pressure, and a terminal position in which said cam tapper (2613) is closest to said pump (2614); said hydraulic drive unit (261) further comprises a angular position sensor (2616) which is configured to detect an current angular position of said cam (2612) and to transmit the current angular position, said cam (2612) being configured for be driven by said motor (2611) so that it rotates in an ex- centric in a first position from an angular position of 00 degree of said cam (2612) which corresponds to the initial position of said cam pusher (2613) to an angular position of 120 degrees said cam (2612) which corresponds to the terminal position of said pusher of camel (2613); and said control unit (28) is further configured to obtain the current angular position of said angular position sensor (2616) and to determine that said blocking device (26) is in the state of unlocking when the current angular position of said cam (2612) is 60 degrees, and that said locking device (26) is in the state of blocking when the current angular position of said cam (2612) is of 120 degrees.

13. Vehicle (2) according to claim 12, characterized in that: said control unit (28) includes a current sensor (281) which is configured to measure a value of the electric current which flows through said motor (2611), and to transmit the value of the electric current; and said cam (2612) is prevented from continuing to rotate beyond 120 degrees in the first direction and said engine (2611) is stopped when said cam (2612) is in the angular position of 120 degrees; said control unit (28) is further configured to control said motor (2611) so that it rotates in a forward direction in order to drive said cam (2612) so that it rotates from the position angular position of 60 degrees to the angular position of 120 degrees when said control unit (28) determines that said unit of control (28) must control said locking device (26) to that it transitions from the unlocked state to the blocked state, and to determine that the said blocking device (26) is currently in a blocked state when said control unit (28) determines that the value of electric current measured by said current sensor (281) is su- above a predetermined current threshold.

14. Vehicle (2) according to claim 13, further characterized by: an ignition switch (291) electrically connected to said organ control (28), and can be switched to a stop position; said hydraulic drive unit (261) further comprises: a housing (2610) which houses said cam (2612), said cam pusher {2613) and said connecting rod (2615), and a cover (2617) which is mounted separably on said housing (2610) which includes a blocker (2618) disposed on an internal surface said cover (2617) to prevent said cam (2612) from continuing to turn beyond 0 degrees in a second direction opposite to the first direction when said cam (2612) is in the position angular of 00 degrees, so that said motor (2611) is stopped for translates into an increment of the electric current flowing through said motor (2611) immediately after said cam (2612) has rotated in the second direction relative to the angular position of 0 degree; and when said locking device (26) is in the unlocked state, said control unit (28) is further configured to, following the determination- mination that said ignition switch (291) has passed into the stop position, to command said motor (2611) to rotate in a direction reverse, opposite to the forward direction, in order to drive said cam (2612) so that it rotates from the angular position of 60 degrees to the angular position of 0 degrees, command said motor (2611) to stop it from rotating in the reverse direction when said control member (28) determines that the current angular position of said cam (2612) is less than 3 degrees, and command said motor (2611) to stop it from rotating in the reverse direction when said control member (28) determines that the value of the electric current measured by said current sensor (281) is greater than the predetermined current threshold.

15. Vehicle (2) according to claim 14, characterized in that: said ignition switch (291) may further pass into a walking position; and when said control unit (28) determines that said device of blockage (26) is in the blocked state, said control member (28) is further configured to stop said motor (2611) in order to maintain said locking device (26) in the locked state independently of the the fact that said ignition switch (291) is in the off position or in the walking position.

16. Vehicle (2) according to claim 1, further characterized by: an engine control unit (ECU) (13) which includes a communication interface for communicating with said body command (28), and which is configured to receive the motor speed said motor speed sensor (22) and to transmit the speed of motor, said control unit (28) via said interface communication.

17. 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 speed of vehicle said control unit (28); and an anti-lock braking system (ABS) (14) comprising a communication interface for communicating with said body command (28), and configured to receive the vehicle speed of said vehicle speed sensor (23) and to transmit the speed of vehicle said control unit (28) via said interface communication said control unit (28) being configured to determine whether it is necessary to control said locking device (26) to switch from the state of unlocking in the locked state based further on vehicle speed.

18. Vehicle (2) according to claim 1, characterized in that said blocking device (26) comprises: a tilt-locking unit (262) comprising a disc of a locking mechanism (24) fixed to said tilting mechanism (27), and a stirrup (2641) configured to fix said blocking disk (24) to block said tilting mechanism (27) when said locking device (26) is in a blocked state and to release said blocking disk (24) to unlock said tilting mechanism (27) when said the locking device (26) is in the unlocked state; a pair of shock absorber locking units (263) respectively connected to the aforementioned front shock absorbers (25L, 25R) and configured to be driven in order to respectively block the said front shock absorbers (25L, 25R) when said locking device (26) is in the locked state and to unlock the aforementioned front shock absorbers (25L, 25R) respectively when said locking device (26) is in the unlocked state; and a hydraulic drive unit (261) configured to be controlled by said control unit (28) in order to drive said shock absorber locking units (263) for locking said shock absorbers before (25L, 25R) when said locking device (26) is in the state of blockage, and to unblock said front shock absorbers (25L, 25R) when said locking device (26) is in the unlocked state.

19. Vehicle (2) according to claim 18, characterized in that said unit hydraulic drive (261) includes: a motor (2611) configured to be controlled by said organ of command (28) to make it turn; a cam (2612) configured to be driven by said motor (2611) so that it rotates eccentrically; a cam pusher (2613) in sliding contact with said cam (2612) and configured to be driven by said cam (2612) for to perform a linear movement; a connecting rod (2615) having a first connected end, of pivoting manner, audit cam pusher (2613) and a second opposite end to said first end, and being driven by said cam pusher (2613) to move, linearly, in synchronization with said cam pusher (2613); and a pump (2614) connected to said second end of said connecting rod of connection (2615) and configured to be driven by said connecting rod of connection (2615) for: to provide the hydraulic pressure in order to simultaneously drive the said tilt-locking unit (262) and said locking units shock absorber (263) in order to block said tilting mechanism (27) and said front shock absorbers (25L, 25R) when said device of blockage (26) is in a blocked state, and release the hydraulic pressure to simultaneously drive said unit tilt locking unit (262) and said locking units shock absorber (263) to unlock said tilting mechanism (27) and said front shock absorbers (25L, 25R) when said device of blockage (26) is in the unblocking state.

20. Vehicle (2) according to claim 19, characterized in that: said cam pusher (2613) is configured to perform the movement linear between an initial position in which said cam pusher (2613) is furthest from said pump (2614) and said pump (2614) does not provide hydraulic pressure, and a terminal position in which said cam tapper (2613) is closest to said pump (2614); said hydraulic drive unit (261) further comprises a angular position sensor (2616) which is configured to detect an current angular position of said cam (2612) and to transmit the current angular position, said cam (2612) being configured for be driven by said motor (2611) to rotate, in an ex- centric, in a first direction from an angular position of Ô degree of said cam (2612) which corresponds to the initial position of said cam pusher (2613) to an angular position of 120 degrees said cam (2612) which corresponds to the terminal position of said pusher of camel (2613); and said control unit (28) is further configured to obtain the current angular position of said angular position sensor (2616) and to determine that said blocking device (26) is in the state of unlocking when said control member (28) determines that the The current angular position of said cam (2612) is 60 degrees, and that said blocking device (26) is in the blocked state when said control element (28) determines the current angular position of said cam (2612) is 120 degrees.

21. Vehicle (2) according to claim 20, characterized in that: said control unit (28) includes a current sensor (281) which is configured to measure a value of the electric current flowing through said motor (2611) and to transmit the value of the electric current; and said cam (2612) is prevented from continuing to rotate beyond 120 degrees in the first direction and said engine (2611) is stopped when said cam (2612) is in the angular position of 120 degrees; said control unit (28) is further configured to control said motor (2611) so that it rotates in a forward direction to drive said cam (2612) so that it rotates from the position angular position of 60 degrees to the angular position of 120 degrees when said control unit (28) determines that said unit of control (28) must control said locking device (26) in order to to transition from the unlocked state to the blocked state, and to determine that said blocking device (26) is currently in a blocked state when said control unit (28) determines, on the basis of the value of the electric current, that the electric current measured by the said current sensor (281) is above a pre-specified current threshold determined.

22. 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 unit (28) to drive said stirrup (2641) and which is at rest when said stirrup (2641) fixes said locking disc (24); and said control unit (28) includes a current sensor (283) which is configured to measure an electric current value flowing through said motor (265), and to transmit the value of the electric current, and is further configured to: to obtain the value of the electric current of said current sensor (283), when said control unit (28) determines that said unit of control (28) must control said locking device (26) in order to to switch from the unlocked state to the locked state, to command said motor (265) so that it rotates in a forward direction to drive said caliper (2641) to secure said locking disc (24), and determine that said blocking device (26) is currently in the state of blocking and command 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 threshold of predetermined current, and when said control unit (28) determines that said unit of control (28) must control said locking device (26) to to change from the locked state to the unlocked state, command said motor (265) to rotate in the opposite direction to the forward direction to drive said caliper (2641) in order to release said locking disc (24) and determine that said locking device (26) is currently in the unlocked state and command said motor (265) to stop rotating, following the determination that the value of the electric current measured by said current sensor (283) is less than a second predetermined current threshold which is less than the first predetermined current threshold.