Description:

FIELD OF THE INVENTION

[1] The present disclosure relates to automobiles. More particularly, the present disclosure relates to a saddle-type vehicle and an actuation system having a hydraulic unit for actuating a multitude of different units of the saddle-type vehicle.

BACKGROUND

[2] Generally, saddle-type vehicles include a handlebar, a locking mechanism, a pair of wheels. The handlebar is adapted to be manually moved to align with a locking position in a parking condition. Further, the locking mechanism locks the handlebar while the handlebar moves to the locking position to restrict the movement of the handlebar.

[3] To lock the handlebar in the existing saddle-type vehicles, the rider manually adjusts the handlebar to the locking position to lock the handlebar. This requires considerable manual effort which takes time and substantially increases the rider’s fatigue. This would also cause inconvenience to the rider and therefore, the overall experience of the rider is ruined. Thus, manual adjustment of the handlebar is a cumbersome task for the rider.

[4] Further, in the existing saddle-type vehicles, the wheels are not locked along with the locking of the handlebar. The wheels are free to rotate even if the handlebar is locked. This may render the saddle-type vehicle vulnerable to unauthorized use, even if the handlebar is locked, which affects the overall safety of the existing saddle-type vehicle. Thus, the saddle-type vehicle can be used in the locked condition without informing the rider.

[5] Saddle-type electric vehicles include a charging port electrically connected to the power source. The charging port of the existing saddle-type vehicle includes a locking unit to lock a charging cable in the charging port while charging the saddle-type vehicle. However, the existing saddle-type vehicle includes a standalone actuation unit for activating and deactivating the locking unit of the charging port. The installation of standalone actuation unit requires more space and results in higher number of components in the saddle-type vehicle. This further increases the overall cost of the saddle-type vehicle.
[6] Therefore, in view of the above-mentioned problems, it is desirable to provide a saddle-type vehicle that can eliminate one or more above-mentioned problems associated with existing art.

SUMMARY

[7] This summary is provided to introduce a selection of concepts, in a simplified format, that is further described in the detailed description of the invention. This summary is neither intended to identify key or essential inventive concepts of the invention and nor is it intended for determining the scope of the invention.
[8] The present disclosure provides a saddle-type vehicle. The saddle-type vehicle includes a steering unit, a braking unit, a charging unit, a hydraulic unit, and a control unit. The braking unit is adapted to restrict the rotational movement of a front wheel and a rear wheel of the saddle-type vehicle. The hydraulic unit is fluidly coupled to the steering unit and the braking unit. The hydraulic unit includes a steering actuator, a brake actuator, and a charging actuator. The steering actuator is adapted to allow a flow of hydraulic fluid towards the steering unit for an operation. The brake actuator is adapted to allow a flow of the hydraulic fluid towards the braking unit to restrict the rotational movement of at least one of the front wheel and the rear wheel, respectively. The control unit is in communication with the hydraulic unit. The control unit is configured to receive an input indicative of a request to operate at least one of the steering unit, the charging unit, and the braking unit, and actuate, based on the received input, at least one of the steering actuator and the brake actuator.

[9] Further, an actuation system for a saddle-type vehicle is disclosed herein. The actuation system includes a hydraulic unit and a control unit. The hydraulic unit is fluidly coupled to the steering unit and the braking unit. The hydraulic unit includes a steering actuator and a brake actuator. The steering actuator is adapted to allow a flow of hydraulic fluid towards the steering unit for an operation. The brake actuator is adapted to allow a flow of the hydraulic fluid towards the braking unit, to restrict the rotational movement of at least one of a front wheel and a rear wheel, respectively. The control unit is in communication with the hydraulic unit. The control unit is configured to receive an input indicative of a request to operate at least one of the steering unit and the braking unit, and actuate, based on the received input, at least one of the steering actuator and the brake actuator.

[10] In the present disclosure, the hydraulic unit includes the steering actuator and the brake actuator to allow the flow of hydraulic fluid towards the steering unit and the braking unit, respectively. The flow of hydraulic fluid towards the steering unit, moves a steering arm between a locking position and an unlocking position. Thus, the steering arm can be automatically moved to the locking position without any manual effort. This reduces the rider’s effort and makes the operation more convenient. Further, the flow of hydraulic fluid towards the braking unit, restricts the rotational movement of the front wheel and the rear wheel of the saddle-type vehicle while the steering arm is locked. This brings more safety to the saddle-type vehicle as a single hydraulic unit is capable of automatically moving the steering arm to the locking position and restricting the rotational movement of the front wheel and the rear wheel.

[11] To further clarify the advantages and features of the present invention, a more particular description of the invention will be rendered by reference to specific embodiments thereof, which are illustrated in the appended drawings. It is appreciated that these drawings depict only typical embodiments of the invention and are therefore not to be considered limiting of its scope. The invention will be described and explained with additional specificity and detail with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

[12] These and other features, aspects, and advantages of the present invention will become better understood when the following detailed description is read with reference to the accompanying drawings in which like characters represent like parts throughout the drawings, wherein:
[13] Figure 1 illustrates a side view of a saddle-type vehicle, according to an embodiment of the present disclosure;
[14] Figure 2 illustrates a partial perspective view of the saddle-type vehicle, according to an embodiment of the present disclosure;
[15] Figure 3 illustrates a front view of the saddle-type vehicle, according to an embodiment of the present disclosure;
[16] Figure 4 illustrates a front view of a hydraulic unit of the saddle-type vehicle, according to an embodiment of the present disclosure;
[17] Figure 5 illustrates a rear view of the hydraulic unit of the saddle-type vehicle, according to an embodiment of the present disclosure;
[18] Figure 6 illustrates a front view of a steering unit and the hydraulic unit of the saddle-type vehicle, according to an embodiment of the present disclosure;
[19] Figure 7 illustrates a top view of the steering unit depicting an extreme left position of a steering arm of the steering unit, according to an embodiment of the present disclosure;
[20] Figure 8 illustrates a top view of the steering unit depicting an extreme right position of a steering arm of the steering unit, according to an embodiment of the present disclosure;
[21] Figure 9 illustrates a block diagram of the actuation system of the saddle-type vehicle, according to an embodiment of the present disclosure; and
[22] Figure 10 illustrates a block diagram of a control unit of the actuation system, according to an embodiment of the present disclosure.

[23] Further, skilled artisans will appreciate that elements in the drawings are illustrated for simplicity and may not have necessarily been drawn to scale. For example, the flow charts illustrate the method in terms of the most prominent steps involved to help to improve understanding of aspects of the present invention. Furthermore, in terms of the construction of the device, one or more components of the device may have been represented in the drawings by conventional symbols, and the drawings may show only those specific details that are pertinent to understanding the embodiments of the present invention so as not to obscure the drawings with details that will be readily apparent to those of ordinary skill in the art having the benefit of the description herein.

DETAILED DESCRIPTION OF FIGURES

[24] For the purpose of promoting an understanding of the principles of the present disclosure, reference will now be made to the various embodiments and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the present disclosure is thereby intended, such alterations and further modifications in the illustrated system, and such further applications of the principles of the present disclosure as illustrated therein being contemplated as would normally occur to one skilled in the art to which the present disclosure relates.
[25] It will be understood by those skilled in the art that the foregoing general description and the following detailed description are explanatory of the present disclosure and are not intended to be restrictive thereof.
[26] Whether or not a certain feature or element was limited to being used only once, it may still be referred to as “one or more features” or “one or more elements” or “at least one feature” or “at least one element.” Furthermore, the use of the terms “one or more” or “at least one” feature or element do not preclude there being none of that feature or element, unless otherwise specified by limiting language including, but not limited to, “there needs to be one or more…” or “one or more elements is required.”
[27] Reference is made herein to some “embodiments.” It should be understood that an embodiment is an example of a possible implementation of any features and/or elements of the present disclosure. Some embodiments have been described for the purpose of explaining one or more of the potential ways in which the specific features and/or elements of the proposed disclosure fulfil the requirements of uniqueness, utility, and non-obviousness.
[28] Use of the phrases and/or terms including, but not limited to, “a first embodiment,” “a further embodiment,” “an alternate embodiment,” “one embodiment,” “an embodiment,” “multiple embodiments,” “some embodiments,” “other embodiments,” “further embodiment”, “furthermore embodiment”, “additional embodiment” or other variants thereof do not necessarily refer to the same embodiments. Unless otherwise specified, one or more particular features and/or elements described in connection with one or more embodiments may be found in one embodiment, or may be found in more than one embodiment, or may be found in all embodiments, or may be found in no embodiments. Although one or more features and/or elements may be described herein in the context of only a single embodiment, or in the context of more than one embodiment, or in the context of all embodiments, the features and/or elements may instead be provided separately or in any appropriate combination or not at all. Conversely, any features and/or elements described in the context of separate embodiments may alternatively be realized as existing together in the context of a single embodiment.
[29] Any particular and all details set forth herein are used in the context of some embodiments and therefore should not necessarily be taken as limiting factors to the proposed disclosure.
[30] The terms “comprises”, “comprising”, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a process or method that comprises a list of steps does not include only those steps but may include other steps not expressly listed or inherent to such process or method. Similarly, one or more devices or sub-systems or elements or structures or components proceeded by “comprises... a” does not, without more constraints, preclude the existence of other devices or other sub-systems or other elements or other structures or other components or additional devices or additional sub-systems or additional elements or additional structures or additional components.
[31] Embodiments of the present disclosure will be described below in detail with reference to the accompanying drawings.
[32] Figure 1 illustrates a side view of a saddle-type vehicle 100. The saddle-type vehicle 100 is one of a two-wheeled vehicle, a three-wheeled, and a four-wheeled vehicle. In the illustrated embodiment, the saddle-type vehicle 100 is embodied as the two-wheeled vehicle and therefore, the saddle-type vehicle 100 is interchangeably be referred to as the two-wheeled vehicle 100, without departing from the scope of the present disclosure. The two-wheeled vehicle 100 includes a hydraulic unit 102, a handlebar 104, a frame 106, a battery 108, a traction motor 110, a front wheel 112, a rear wheel 114, a dashboard 116, a transmission system 118, a charging infrastructure 120, and an on-board charger 125. The on-board charger 125 is interchangeably be referred to as a charging unit 125. Herein, the two-wheeled vehicle 100 is provided to automatically move the handlebar 104 to a locking position and restrict the rotational movement of the front wheel 112 and the rear wheel 114. This reduces the manual effort and improves the overall safety of the two-wheeled vehicle 100. The two-wheeled vehicle 100 is an electric vehicle 100, without departing from the scope of the present disclosure. In the subsequent paragraphs, the two-wheeled vehicle 100 is interchangeably referred to as the electric vehicle 100 or the vehicle 100, without departing from the scope of the present disclosure.
[33] The Electric Vehicle (EV) or a battery-powered vehicle 100 including, but is not limited to, two-wheelers such as scooters, mopeds, and motorbikes/motorcycles primarily work on the principle of driving an electric motor 110 using the power from the batteries provided in the EV. In the subsequent paragraphs, the electric motor 110 is interchangeably referred as to the traction motor 110, without departing from the scope of the present disclosure. Furthermore, the electric vehicle (EV) 100 includes at least one wheel 112, 114 which is electrically powered to traverse such a vehicle 100. The at least one wheel 112, 114 includes the front wheel 112 and the rear wheel 114. The term ‘wheel’ may refer to any ground-engaging member which allows traversal of the electric vehicle over a path. The types of EVs include Battery Electric Vehicles (BEVs), Hybrid Electric Vehicles (HEVs) and Range Extended Electric Vehicles. However, the subsequent paragraphs pertain to the different elements of a Battery Electric Vehicle (BEV).
[34] In construction, the EV 100 typically comprises the battery 108 or battery pack enclosed within a battery casing and includes a Battery Management System (BMS), the charging unit 125, a Motor Controller Unit (MCU), the electric motor 110 and the electric transmission system 118. The primary function of the above-mentioned elements is detailed in the subsequent paragraphs: The battery of an EV (10) (also known as Electric Vehicle Battery (EVB) or traction battery) is re-chargeable in nature and is the primary source of energy required for the operation of the EV, wherein the battery 108 is typically charged using the electric current taken from the grid through the charging infrastructure 120. The battery is charged using Alternating Current (AC) or Direct Current (DC), wherein in case of AC input, the charging unit 125converts the AC signal to the DC signal after which the DC signal is transmitted to the battery via the BMS. However, in the case of DC charging, the charging unit 125is bypassed, and the current is transmitted directly to the battery via the BMS.
[35] The battery 108 is made up of a plurality of cells which are grouped into a plurality of modules in a manner in which the temperature difference between the cells does not exceed 5 degrees Celsius. The terms “battery”, “cell”, and “battery cell” is used interchangeably and refer to any of a variety of different rechargeable cell compositions and configurations including, but not limited to, lithium-ion (e.g., lithium iron phosphate, lithium cobalt oxide, other lithium metal oxides, etc.), lithium-ion polymer, nickel metal hydride, nickel cadmium, nickel hydrogen, nickel-zinc, silver zinc, or other battery type/configuration. The term “battery pack” as used herein is referred to multiple individual batteries enclosed within a single structure or multi-piece structure. The individual batteries is electrically interconnected to achieve a desired voltage and capacity for a desired application. The Battery Management System (BMS) is an electronic system whose primary function is to ensure that the battery 108 is operating safely and efficiently. The BMS continuously monitors different parameters of the battery such as temperature, voltage, current and so on, and communicates these parameters to the Electronic Control Unit (ECU) and the Motor Controller Unit (MCU) in the EV using a plurality of protocols including and not limited to Controller Area Network (CAN) bus protocol which facilitates the communication between the ECU/MCU and other peripheral elements of the EV 100 without the requirement of a host computer.
[36] The MCU primarily controls/regulates the operation of the electric motor based on the signal transmitted from the vehicle battery, wherein the primary functions of the MCU include starting the electric motor 110, stopping the electric motor 110, controlling the speed of the electric motor 110, enabling the vehicle to move in the reverse direction and protect the electric motor 110 from premature wear and tear. The primary function of the electric motor 110 is to convert electrical energy into mechanical energy, wherein the converted mechanical energy is subsequently transferred to the transmission system 118 of the EV to facilitate the movement of the EV. Additionally, the electric motor 110 also acts as a generator during regenerative braking (i.e., kinetic energy generated during vehicle braking/deceleration is converted into potential energy and stored in the battery of the EV). The types of motors generally employed in EVs include, but are not limited to DC series motor, Brushless DC motor (also known as BLDC motors), Permanent Magnet Synchronous Motor (PMSM), Three Phase AC Induction Motors and Switched Reluctance Motors (SRM).
[37] The transmission system 118 of the EV 100 facilitates the transfer of the generated mechanical energy by the electric motor 110 to the wheels 112, 114 of the EV 100. Generally, the transmission systems 118 used in EVs include a single speed transmission system and a multi-speed (i.e., two-speed) transmission system, wherein the single speed transmission system comprises a single gear pair whereby the EV is maintained at a constant speed. However, the multi-speed/two-speed transmission system comprises a compound planetary gear system with a double pinion planetary gear set and a single pinion planetary gear set thereby resulting in two different gear ratios which facilitate higher torque and vehicle speed.
[38] In one embodiment, all data pertaining to the EV 100 and/or charging infrastructure 120 are collected and processed using a remote server (known as cloud), wherein the processed data is indicated to the rider/driver of the EV 100 through a display unit present in the dashboard 116 of the EV 100. In an embodiment, the display unit is an interactive display unit. In another embodiment, the display unit is a non-interactive display unit.
[39] In addition to the hardware components/elements, the EV 100 is supported with software modules comprising intelligent features including, but not limited to navigation assistance, hill assistance, cloud connectivity, Over-The-Air (OTA) updates, adaptive display techniques and so on. The firmware of the EV also comprises Artificial Intelligence (AI) & Machine Learning (ML) driven modules which enable the prediction of a plurality of parameters such as and not limited to driver/rider behaviour, road condition, charging infrastructures 120/charging grids 120 in the vicinity and so on. The data pertaining to the intelligent features is displayed through a display unit present in the dashboard 116 of the electric vehicle 100. In one embodiment, the display unit may contain a Liquid Crystal Display (LCD) screen of a predefined dimension. In another embodiment, the display unit contains a Light-Emitting Diode (LED) screen of a predefined dimension. The display unit is a water-resistant display supporting one or more User-Interface (UI) designs. The EV may support multiple frequency bands such as 2G, 3G, 4G, 5G and so on. Additionally, the EV may also be equipped with wireless infrastructure such as, but not limited to Bluetooth, Wi-Fi and so on to facilitate wireless communication with other EVs or the cloud.
[40] Figure 2 illustrates a partial perspective view of the two-wheeled vehicle 100 while Figure 3 illustrates a front view of the two-wheeled vehicle 100, according to an embodiment of the present disclosure. Referring to Figures 1, 2 and 3, the two-wheeled vehicle 100 includes a steering unit 124, the charging unit 125, a braking unit 126, and an actuation system 127 having the hydraulic unit 102, and a control unit 128 (shown in Figures 9 and 10). The braking unit 126 is adapted to restrict the rotational movement of the front wheel 112 and the rear wheel 114 of the two-wheeled vehicle 100. In an embodiment, a primary braking system of the two-wheeled vehicle 100 may not fail, even if the actuation system 127 may fail. The hydraulic unit 102 is fluidly coupled to the steering unit 124 and the braking unit 126.
[41] The hydraulic unit 102 includes a plurality of actuators 130, 164, 132. In the illustrated embodiment, the hydraulic unit 102 includes, but is not limited to, a steering actuator 130, a charging actuator 164, and a brake actuator 132. In another embodiment, the hydraulic unit 102 includes, but is not limited to, a seat lock actuator, a footrest actuator, and a seat height adjustment actuator. The steering actuator 130 is adapted to allow a flow of hydraulic fluid toward the steering unit 124 for an automatic operation of the steering unit 124. Herein, the steering unit 124 is automatically operated to move a steering arm 134 between a plurality of positions. The brake actuator 132 is adapted to allow a flow of the hydraulic fluid towards the braking unit 126, to restrict the rotational movement of at least one of the front wheel 112 and the rear wheel 114, respectively. Further, the charging unit 125 is fluidly coupled with the hydraulic unit 102 and in communication with the control unit 128.
[42] In an embodiment, each of the steering actuator 130, the brake actuator 132, and the charging actuator 164 is embodied as a solenoid valve. In another embodiment, each of the steering actuator 130, the brake actuator 132, and the charging actuator 164 is embodied as one of a solenoid valve and a one-way valve.
[43] Figure 4 illustrates a front view of the hydraulic unit 102 of the two-wheeled vehicle 100 while Figure 5 illustrates a rear view of the hydraulic unit 102 of the two-wheeled vehicle 100. Referring to Figures 2, 4 and 5, the hydraulic unit 102 includes a fluid reservoir 140, a chamber 142, and a pump 144. The fluid reservoir 140 is adapted to store the hydraulic fluid. The chamber 142 is fluidly connected with the fluid reservoir 140 to receive the hydraulic fluid.
[44] The chamber 142 includes a plurality of ports adapted to supply the hydraulic fluid to different actuators, such as the steering actuator 130, the brake actuator 132, the charging actuator 164, the seat lock actuator, the footrest actuator, and the seat height adjustment actuator. In the illustrated embodiment, the chamber 142 includes a first port 142-1, a second port 142-2, and a third port 142-3 to supply the hydraulic fluid to one of the steering actuator 130, the brake actuator 132 and the charging actuator 164. The steering actuator 130 is fluidly coupled with the first port 142-1, the brake actuator 132 is fluidly coupled with the second port 142-2, and the charging actuator 164 is fluidly coupled with the third port 142-3. The pump 144 is fluidly coupled with the chamber 142.
[45] The pump 144 is adapted to pressurize or depressurize the hydraulic fluid to circulate the hydraulic fluid from the chamber 142 to one of the steering alignment mechanism, the front braking element 136, and the rear braking element 138 through the steering actuator 130 and the brake actuator 132, respectively. The pump 144 pressurizes the hydraulic fluid to lock the handlebar 104 and restrict the rotational movement of the wheels 112, 114. Further, the pump 144 depressurizes the hydraulic fluid to unlock the handlebar 104 and allow the rotational movement of the wheels 112, 114. The hydraulic unit 102 includes a first fluid splitter 146 and a second fluid splitter 148, such that the first fluid splitter 146 is fluidly coupled with the chamber 142, the front braking element 136, and a master cylinder 150 of the braking unit 126.
[46] The first fluid splitter 146 is adapted to split the flow of the hydraulic fluid between the front braking element 136 and the master cylinder 150. The second fluid splitter 148 is fluidly connected to the first fluid splitter 146 within the chamber 142. The second fluid splitter 148 is coupled with the brake actuator 132 and the rear braking element 138. The second fluid splitter 148 is adapted to split the flow of the hydraulic fluid between the rear braking element 138 and an inlet of the brake actuator 132.
[47] The first fluid splitter 146 and the second fluid splitter 148 is internally connected to each other within the chamber 142, such that the front braking element 136 and the rear braking element 138 are interoperable and not independent of each other. In an embodiment, each of the first fluid splitter 146 and the second fluid splitter 148 is embodied as a banjo bolt, without departing from the scope of the present disclosure.
[48] The master cylinder 150 is fluidly coupled with the first fluid splitter 146 of the hydraulic unit 102 through a master brake line 152. The front braking element 136 is fluidly coupled with the first fluid splitter 146 of the hydraulic unit 102 through the front brake line 154. The rear braking element 138 is fluidly coupled with the second fluid splitter 148 of the hydraulic unit 102 through the rear brake line 155.
[49] Referring to Figures 2 and 4, the braking unit 126 includes a front braking element 136 and a rear braking element 138. The front braking element 136 is adapted to restrict the rotational movement of the front wheel 112 and the rear braking element 138 is adapted to restrict the rotational movement of the rear wheel 114 of the two-wheeled vehicle 100. Further, the brake actuator 132 is adapted to allow the flow of the hydraulic fluid to at least one of the front braking element 136 and the rear braking element 138 to restrict the rotational movement of at least one of the front wheel 112 and the rear wheel 114, respectively.
[50] The front braking element 136 is fluidly connected with the brake actuator 132 of the hydraulic unit 102 through a front brake line 154. The front braking element 136 is adapted to receive the flow of hydraulic fluid from the chamber 142 through the brake actuator 132 to restrict the rotational movement of the front wheel 112. The rear braking element 138 is fluidly connected with the brake actuator 132 of the hydraulic unit 102 through a rear brake line 155. The rear braking element 138 is adapted to receive the flow of hydraulic fluid from the chamber 142 through the brake actuator 132 to restrict the rotational movement of the rear wheel. In an embodiment, the front braking element 136 is embodied as a front caliper and the rear braking element 138 is embodied as a rear caliper.
[51] Figure 6 illustrates a front view of the steering unit 124 and the hydraulic unit 102 of the saddle-type vehicle 100. Referring to Figure 6, the charging unit 125 includes a charging port 160 and a locking mechanism. The charging port 160 is adapted to receive a charging plug to charge the battery 108 of the two-wheeled vehicle 100. The locking mechanism is coupled with the charging port 160 and adapted to lock the charging plug within the charging port 160. In operation, the control unit 128 is configured to actuate the charging actuator 164 for actuating the locking mechanism to lock the charging plug within the charging port 160, based on the input received from the interactive interface, wherein the input is indicative of the request to operate the locking mechanism.
[52] The locking mechanism includes a second hydraulic cylinder 162, a second plunger 166, a locking pin 168, and a spring 170. In an embodiment, the locking mechanism is referred to as a spring-loaded mechanism. The second hydraulic cylinder 162 includes a second inlet port 162-1 and a second outlet port 162-2. The second inlet port 162-1 is adapted to receive the flow of hydraulic fluid from the chamber 142 through the charging actuator 164 and the second outlet port 162-1 is adapted to egress the hydraulic fluid from the second hydraulic cylinder 162 to the fluid reservoir 140.
[53] The second plunger 166 is slidably positioned within the second hydraulic cylinder 162 and adapted to slide within the second hydraulic cylinder 162 based on the flow of the hydraulic fluid in the second hydraulic cylinder 162. The locking pin 168 is slidably positioned in the charging port 160 and coupled to the second plunger 166 with a cable. The locking pin 168 is adapted to slide into the charging port 160 to lock the charging plug within the charging port 160, based on the sliding movement of the second plunger 166.
[54] Referring to Figure 6, when the charging actuator 164 allows the flow of the hydraulic fluid to the second inlet port 162-1, the plunger 166 moves away from the second hydraulic cylinder 162 to release the cable. Herein, the spring 170 is pressed and the locking pin 168 slides downwardly in the charging port 160 to lock the charging plug in the charging port 160. To unlock the charging plug from the charging port 160, the charging actuator 164 restricts the flow of the hydraulic fluid to the second inlet port 162-1, the plunger 166 moves towards the second hydraulic cylinder 162 to retract the cable. Herein, the spring 170 is released and the locking pin 168 slides upwardly in the charging port 160 to unlock the charging plug from the charging port 160.
[55] Figure 7 illustrates a top view of the steering unit 124 depicting an extreme left position A of the steering arm 134 of the steering unit 124 while Figure 8 illustrates a top view of the steering unit 124 depicting an extreme right position B of the steering arm 134 of the steering unit 124. Referring to Figures 6, 7, and 8, the steering arm 134 includes the handlebar 104, such that the locking of the steering arm 134 may cause the locking of the handlebar 104. The steering unit 124 includes the steering arm 134 and a steering alignment mechanism. The steering arm 134 is movable between the plurality of positions and the steering alignment mechanism is coupled to the steering arm 134 to move the steering arm 134 through the plurality of positions.
[56] The steering actuator 130 is adapted to allow the flow of hydraulic fluid to the steering alignment mechanism to move the steering arm 134 to a position from among the plurality of positions. The steering alignment mechanism includes a first hydraulic cylinder 156 and a first plunger 158. The first hydraulic cylinder 156 includes a first inlet port 156-1 and a first outlet port 156-2, such that the first inlet port 156-1 receives the flow of hydraulic fluid from the chamber 142 of the hydraulic unit 102 through the steering actuator 130. Further, the first outlet port 156-2 egresses the hydraulic fluid from the first hydraulic cylinder 156 to the hydraulic fluid reservoir 140.
[57] The first plunger 158 is slidably positioned within the first hydraulic cylinder 156 and coupled to the steering arm 134. Further, the first plunger 158 slides within the first hydraulic cylinder 156 based on the flow of the hydraulic fluid in the first hydraulic cylinder 156, to move the steering arm 134 to the position from among the plurality of positions, as shown in Figures 7 and 8. In an embodiment, the plurality of positions includes an extreme left position A and an extreme right position B. Each of the extreme left position A and the extreme right position B is referred to as the locking position. When the steering mechanism automatically moves the steering arm 134 to one of the extreme left position A and the extreme right position B, the steering arm 134 is locked. All positions between the extreme left position and the extreme right position is referred to as the unlocking positions.
[58] In an embodiment, the two-wheeled vehicle 100 includes an interactive interface in communication with the control unit 128. The interactive interface is adapted to receive a command by a rider to operate at least one of the steering alignment mechanism, the rear braking element 138, the front braking element 136, and the locking mechanism of the charging port 160 and generate the input for the control unit 128. The input is an indicative of the request to operate at least one of the steering alignment mechanism, the rear braking element 138, the front braking element 136, and the locking mechanism of the charging port 160. In an embodiment, the interactive interface is the dashboard 116. In another embodiment, the interactive interface is a mobile application. The details of the actuation system 127 and the control unit 128 are explained with reference to Figures 9 and 10.
[59] Figure 9 illustrates a block diagram of the actuation system 127 having a control unit 128 of the two-wheeled vehicle 100 while Figure 10 illustrates a block diagram of the control unit 128 of the actuation system 127. In an embodiment, the control unit 128 is in communication with the hydraulic unit 102, the steering unit 124 and the braking unit 126. The control unit 128 is configured to receive an input indicative of a request to operate at least one of the steering unit 124, the charging actuator 164, and the braking unit 126, and actuate, based on the received input, at least one of the steering actuator 130, the brake actuator 132, and the charging actuator 164. The control unit 128 is configured to activate and deactivate one of the steering actuator 130 and the brake actuator 132 based on the input received from the interactive interface. Herein, the actuation of the control unit 128 is referred to as activation of the control unit 128.
[60] In an embodiment, the control unit 128 may actuate the hydraulic unit 102 to operate one of the steering unit 124, the charging unit 125 and the braking unit 126, independently. In another embodiment, the control unit 128 may actuate the hydraulic unit 102 to operate the steering unit 124, the charging unit 125, and the braking unit 126 together. In this way, the control unit 128 restricts the rotational movement of the front wheel 112 and the rear wheel 114 and locks the charging plug in the charging port 160, upon locking of the steering arm 134 of the steering unit 124.
[61] In an embodiment, the control unit 128 includes, but is not limited to, a processor 128-1, memory 128-2, module(s), and database 128-5. The module(s) and the memory 128-2 is coupled to the processor 128-1. The processor 128-1 is a single processing unit or a number of units, all of which could include multiple computing units. In the subsequent paragraphs, the control unit is interchangeably referred to as an Electronic Control Unit (ECU), without departing from the scope of the present disclosure.
[62] The ECU of the two-wheeled vehicle 100 is responsible for managing all the operations of the two-wheeled vehicle 100, wherein the key elements of the ECU typically include (i) a microcontroller core (or processor); (ii) a memory unit ; (iii) a plurality of input and output modules and (iv) communication protocols including, but not limited to CAN protocol, Serial Communication Interface (SCI) protocol and so on. The sequence of programmed instructions and data associated therewith can be stored in a non-transitory computer-readable medium such as a memory unit or storage device which may be any suitable memory apparatus such as, but not limited to read-only memory (ROM), programmable read-only memory (PROM), electrically erasable programmable read-only memory (EEPROM), random-access memory (RAM), flash memory, disk drive and the like. In one or more embodiments of the disclosed subject matter, non-transitory computer-readable storage media can be embodied with a sequence of programmed instructions for monitoring and controlling the operation of different components of the two-wheeled vehicle 100.
[63] The processor includes any computing system which includes, but is not limited to, Central Processing Unit (CPU), an Application Processor (AP), a Graphics Processing Unit (GPU), a Visual Processing Unit (VPU), and/or an AI-dedicated processor such as a Neural Processing Unit (NPU). In an embodiment, the processor can be a single processing unit or several units, all of which could include multiple computing units. The processor is implemented as one or more microprocessors, microcomputers, microcontrollers, digital signal processors, central processing units, state machines, logic circuitries, and/or any devices that manipulate signals based on operational instructions. Among other capabilities, the processor is configured to fetch and execute computer-readable instructions and data stored in the memory. The instructions can be compiled from source code instructions provided in accordance with a programming language such as Java, C++, C#.net or the like. The instructions can also comprise code and data objects provided in accordance with, for example, the Visual Basic™ language, LabVIEW, or another structured or object-oriented programming language. The one or a plurality of processors control the processing of the input data in accordance with a predefined operating rule or artificial intelligence (AI) model stored in the non-volatile memory and the volatile memory. The predefined operating rule or artificial intelligence model is provided through training or learning algorithms which include, but are not limited to, supervised learning, unsupervised learning, semi-supervised learning, or reinforcement learning.
[64] Furthermore, the modules, processes, systems, and devices can be implemented as a single processor or as a distributed processor. Also, the processes, modules, and sub-modules described in the various figures of and for embodiments herein is distributed across multiple computers or systems or is co-located in a single processor or system. Further, the modules can be implemented in hardware, instructions executed by a processing unit, or by a combination thereof. The processing unit can comprise a computer, a processor, such as the processor, a state machine, a logic array, or any other suitable devices capable of processing instructions. The processing unit can be a general-purpose processor which executes instructions to cause the general-purpose processor to perform the required tasks or, the processing unit can be dedicated to performing the required functions. In another embodiment of the present disclosure, the modules is machine-readable instructions (software) which, when executed by a processor/processing unit, perform any of the described functionalities. In an embodiment, the modules include a receiving module, a generating module, a comparing module, a pairing module, and a transmitting module. The receiving module, the generating module, the comparing module, the pairing module, and the transmitting module is in communication with each other. The data serves, amongst other things, as a repository for storing data processed, received, and generated by one or more of the modules. Exemplary structural embodiment alternatives suitable for implementing the modules, sections, systems, means, or processes described herein are provided below.
[65] In an implementation, the module(s) includes a receiving module 128-3, and an actuating module 128-4. The receiving module 128-3 and the actuating module 128-4 are in communication with each other. The database 128-5 serves, amongst other things, as a repository for storing data processed, received, and generated by one or more of the modules.
[66] In an embodiment, the module(s) is implemented as part of the processor 128-1. In another embodiment of the present disclosure, the module(s) is external to the processor 128-1. In yet another embodiment of the present disclosure, the module(s) is part of the memory 128-2. In another embodiment of the present disclosure, the module(s) is part of the hardware, separate from the processor 128-1.
[67] The control unit 128 is configured to receive an input indicative of the request to operate at least one of the steering unit 124, the charging actuator 164, and the braking unit 126 from the interactive interface. The control unit 128 receives the input indicative of the request to operate at least one of the steering alignment mechanism, the rear braking element 138, the front braking element 136 and the locking mechanism of the charging unit 125. In an embodiment, the receiving module 128-3 is configured to the request, from the interactive interface, to operate at least one of the steering unit 124, the charging actuator 164, and the braking unit 126.
[68] The control unit 128 is configured to actuate, based on the received input, at least one of the steering actuator 130, the brake actuator 132, and the charging actuator 164. In an embodiment, the actuating module 128-4 is configured to actuate at least one of the steering actuator 130, the brake actuator 132, and the charging actuator 164 based on the received input from the receiving module 128-3.
[69] The control unit 128 may activate and deactivate one of the steering actuator 130, the charging actuator 164, and the brake actuator 132 based on the input received from the interactive interface. Thus, the control unit 128 activates the steering actuator 130, based on the received input, to allow the flow of the hydraulic fluid from the chamber 142 to the steering alignment mechanism to move the steering arm 134 to the position from among the plurality of positions. The steering actuator 130 is adapted to allow the flow of the hydraulic fluid from the chamber 142 to the first hydraulic cylinder 156 of the steering alignment mechanism when the steering actuator 130 is activated. When the steering actuator 130 is deactivated, the steering actuator 130 restricts the flow of the hydraulic fluid from the chamber 142 to the first hydraulic cylinder 156 of the steering alignment mechanism.
[70] The control unit 128 activates the brake actuator 132, based on the received input, to allow the flow of hydraulic fluid from the chamber 142 to at least one of the front braking element 136 and the rear braking element 138 to restrict the rotational movement of at least one of the front wheel 112 and the rear wheel 114. When the brake actuator 132 is activated, the brake actuator 132 allows the flow of the hydraulic fluid from the chamber 142 to at least one of the front braking element 136 and the rear braking element 138.
[71] Further, the brake actuator 132 restricts the flow of the hydraulic fluid from the chamber 142 to at least one of the front braking element 136 and the rear braking element 138, when the brake actuator 132 is deactivated. The restriction of the flow of the hydraulic fluid from the chamber 142 to the front braking element 136 and the rear braking element 138, restricts the rotational movement of the wheels 112, 114.
[72] The control unit 128 activates the charging actuator 164, based on the received input, to allow the flow of the hydraulic fluid from the chamber 142 to the second hydraulic cylinder 162, such that the second plunger 166 moves away from the second hydraulic cylinder 162 to release the cable. Herein, the locking pin 168 slides downwardly in the charging port 160 to lock the charging plug in the charging port 160. Further, to unlock the charging plug from the charging port 160, control unit 128 deactivates the charging actuator 164 to restrict the flow of the hydraulic fluid to the second hydraulic cylinder 162, such that the plunger 166 moves towards the second hydraulic cylinder 162 to retract the cable. Herein, the locking pin 168 slides upwardly in the charging port 160 to unlock the charging plug from the charging port 160.
[73] The hydraulic unit 102 of the present disclosure includes the steering actuator 130, the charging actuator 164, and the brake actuator 132 to allow the flow of hydraulic fluid towards the steering unit 124, the charging unit 125, and the braking unit 126, respectively. The flow of hydraulic fluid towards the steering unit 124, moves a steering arm 134 between a locking position and an unlocking position. Thus, the steering arm 134 can be automatically moved to the locking position without any manual effort. This reduces the rider’s effort and makes the operation more convenient.
[74] Further, the flow of hydraulic fluid towards the braking unit 126, restricts the rotational movement of the front wheel 112 and the rear wheel 114 while the steering arm 134 is locked. This improved the safety in the two-wheeled vehicle 100. Moreover, the flow of hydraulic fluid towards the charging unit 134, locks the charging plug in the charging port 164, which prevents the unauthorized use of the two-wheeled vehicle 100 when the two-wheeled vehicle 100 is in the charging state.
[75] In the present disclosure, a single hydraulic unit 102 is capable of automatically moving the steering arm 134 to the locking position, locking the charging plug in the charging port 164, and restricting the rotational movement of the front wheel 112 and the rear wheel 114. Therefore, the implementation of the hydraulic unit 102, results in the convenient and easy operation the two-wheeled vehicle 100.
[76] It will be appreciated that the modules, processes, systems, and devices described above can be implemented in hardware, hardware programmed by software, software instruction stored on a non-transitory computer-readable medium or a combination of the above. Embodiments of the methods, processes, modules, devices, and systems (or their sub-components or modules), may be implemented on a general-purpose computer, a special-purpose computer, a programmed microprocessor or microcontroller and peripheral integrated circuit element, an ASIC or other integrated circuit, a digital signal processor, a hardwired electronic or logic circuit such as a discrete element circuit, a programmed logic circuit such as a programmable logic device (PLD), programmable logic array (PLA), field-programmable gate array (FPGA), programmable array logic (PAL) device, or the like. In general, any process capable of implementing the functions or steps described herein can be used to implement embodiments of the methods, systems, or computer program products (software program stored on a non-transitory computer-readable medium).
[77] Furthermore, embodiments of the disclosed devices and systems may be readily implemented, fully or partially, in software using, for example, object or object-oriented software development environments that provide portable source code that can be used on a variety of computer platforms. Alternatively, embodiments of the disclosed methods, processes, modules, devices, systems, and computer program product can be implemented partially or fully in hardware using, for example, standard logic circuits or a very-large-scale integration (VLSI) design. Other hardware or software can be used to implement embodiments depending on the speed and/or efficiency requirements of the systems, the particular function, and/or particular software or hardware system, microprocessor, or microcomputer being utilized.
[78] In this application, unless specifically stated otherwise, the use of the singular includes the plural and the use of “or” means “and/or.” Furthermore, use of the terms “including” or “having” is not limiting. Any range described herein will be understood to include the endpoints and all values between the endpoints. Features of the disclosed embodiments may be combined, rearranged, omitted, etc., within the scope of the invention to produce additional embodiments. Furthermore, certain features may sometimes be used to advantage without a corresponding use of other features.
, Claims:We Claim:

1. A saddle-type vehicle (100), comprising:
a steering unit (124):
a braking unit (126) adapted to restrict a rotational movement of a front wheel and a rear wheel of the saddle-type vehicle (100);
a hydraulic unit (102) fluidly coupled to the steering unit (124) and the braking unit (126), the hydraulic unit (102) comprising:
a steering actuator (130) adapted to allow a flow of hydraulic fluid towards the steering unit (124) for an operation; and
a brake actuator (132) adapted to allow a flow of the hydraulic fluid towards the braking unit (126), to restrict the rotational movement of at least one of the front wheel (112) and the rear wheel (114), respectively; and
a control unit (128) in communication with the hydraulic unit (102), and configured to:
receive an input indicative of a request to operate at least one of the steering unit (124) and the braking unit; and
actuate, based on the received input, at least one of the steering actuator (130) and the brake actuator (132).

2. The saddle-type vehicle (100) as claimed in claim 1, wherein the steering unit (124) comprises:
a steering arm (134) movable between a plurality of positions; and
a steering alignment mechanism coupled to the steering arm (134) and adapted to move the steering arm (134) between the plurality of positions.

3. The saddle-type vehicle (100) as claimed in claim 1, wherein the braking unit (126) comprises:
a front braking element (136) adapted to restrict the rotational movement of the front wheel (112) of the saddle-type vehicle (100); and
a rear braking element (138) adapted to restrict the rotational movement of the rear wheel (114) of the saddle-type vehicle (100).

4. The saddle-type vehicle (100) as claimed in claims 2 or 3, wherein:
the steering actuator (130) is adapted to allow the flow of hydraulic fluid to the steering alignment mechanism to move the steering arm (134) to a position from among the plurality of positions; and
the brake actuator (132) is adapted to allow the flow of the hydraulic fluid to at least one of the front braking element (136) and the rear braking element (138) to restrict the rotational movement of at least one of the front wheel (112) and the rear wheel (114), respectively.

5. The saddle-type vehicle (100) as claimed in claim 2, wherein the steering alignment mechanism comprises:
a first hydraulic cylinder (156) having a first inlet port (156-1) adapted to receive the flow of hydraulic fluid from the chamber (142) of the hydraulic unit (102) through the steering actuator (130), and a first outlet port (156-2), adapted to egress the hydraulic fluid from the first hydraulic cylinder (156) to the hydraulic fluid reservoir (140); and
a first plunger (158) slidably positioned within the first hydraulic cylinder (156) and coupled to the steering arm (134),
wherein the first plunger (158) slides within the first hydraulic cylinder (156) based on the flow of the hydraulic fluid in the first hydraulic cylinder (156), to move the steering arm (134) to the position from among the plurality of positions.

6. The saddle-type vehicle (100) as claimed in claim 3, wherein:
the front braking element (136) is fluidly connected with the brake actuator (132) of the hydraulic unit (102) and is adapted to receive the flow of hydraulic fluid from the chamber (142) through the brake actuator (132) to restrict the rotational movement of the front wheel (112); and
the rear braking element (138) is fluidly connected with the brake actuator (132) of the hydraulic unit (102) and is adapted to receive the flow of hydraulic fluid from the chamber (142) through the brake actuator (132) to restrict the rotational movement of the rear wheel (114).

7. The saddle-type vehicle (100) as claimed in claim 1, wherein the hydraulic unit (102) comprises:
a fluid reservoir (140) adapted to store the hydraulic fluid;
a chamber (142) fluidly connected with the fluid reservoir (140) to receive the hydraulic fluid, the chamber (142) includes a first port (142-1), a second port (142-2), and a third port (142-3) to supply the hydraulic fluid to one of the steering actuator (130) and the brake actuator (132), wherein the steering actuator (130) is fluidly coupled with the first port (142-1) and the brake actuator (132) is fluidly coupled with the second port (142-2); and
a pump (144) fluidly coupled with the chamber (142) and adapted to one of pressurize or depressurize the hydraulic fluid to circulate the hydraulic fluid from the chamber (142) to one of the steering alignment mechanism, the front braking element (136), and the rear braking element (138) through the steering actuator (130) and the brake actuator (132), respectively.

8. The saddle-type vehicle (100) as claimed in claim 7, wherein the hydraulic unit (102) comprises:
a first fluid splitter (146) fluidly coupled with the chamber (142), the front braking element (136), and a master cylinder (150) of the brake unit and adapted to split the flow of the hydraulic fluid between the front braking element (136) and the master cylinder (150); and
a second fluid splitter (148) fluidly connected to the first fluid splitter (146) within the chamber (142), wherein the second fluid splitter (148) is coupled with the brake actuator (132) and the rear braking element (138) and is adapted to split the flow of the hydraulic fluid between the rear braking element (138) and an inlet of the brake actuator (132).

9. The saddle-type vehicle (100) as claimed in claim 8, wherein:
the master cylinder (150) is fluidly coupled with the first fluid splitter (146) of the hydraulic unit (102) through a master brake line (152);
the front braking element (136) is fluidly coupled with the first fluid splitter (146) of the hydraulic unit (102) through a front brake line (154); and
the rear braking element (138) is fluidly coupled with the second fluid splitter (148) of the hydraulic unit (102) through a rear brake line (155).

10. The saddle-type vehicle (100) as claimed in claim 1, comprising an interactive interface in communication with the control unit (128) and adapted to receive a command by a rider to operate at least one of the steering alignment mechanism, the rear braking element (138), and the front braking element (136), and generate the input for the control unit (128), wherein the input is an indicative of the request to operate at least one of the steering alignment mechanism, the rear braking element (138), and the front braking element (136).

11. The saddle-type vehicle (100) as claimed in claim 10, wherein the control unit (128) is configured to activate and deactivate one of the steering actuator (130) and the brake actuator (132) based on the input received from the interactive interface.

12. The saddle-type vehicle (100) as claimed in claim 11, wherein the steering actuator (130) is adapted to:
restrict the flow of the hydraulic fluid from the chamber (142) to the first hydraulic cylinder (156) of the steering alignment mechanism when the steering actuator (130) is deactivated; and
allow the flow of the hydraulic fluid from the chamber (142) to the first hydraulic cylinder (156) of the steering alignment mechanism when the steering actuator (130) is activated.

13. The saddle-type vehicle (100) as claimed in claim 11, wherein the brake actuator (132) is adapted to:
restrict the flow of the hydraulic fluid from the chamber (142) to at least one of the front braking element (136) and the rear braking element (138), when the brake actuator (132) is deactivated; and
allow the flow of the hydraulic fluid from the chamber (142) to at least one of the front braking element (136) and the rear braking element (138), when the brake actuator (132) is activated.

14. The saddle-type vehicle (100) as claimed in claim 10, wherein the control unit (128) is configured to at least one of:
receive, from the interactive interface, the input indicative of the request to operate at least one of the steering alignment mechanism, the rear braking element (138), and the front braking element (136);
activate the steering actuator (130), based on the received input, to allow the flow of the hydraulic fluid from the chamber (142) to the steering alignment mechanism to move the steering arm (134) to the position from among the plurality of positions; and
activate the brake actuator (132), based on the received input, to allow the flow of hydraulic fluid from the chamber (142) to at least one of the front braking element (136) and the rear braking element (138) to restrict the rotational movement of at least one of the front wheel (112) and the rear wheel (114).

15. The saddle-type vehicle (100) as claimed in claim 10, comprising a charging unit (125) fluidly coupled with the hydraulic unit (102) having a charging actuator (164) and in communication with the control unit (128), the charging unit (125) comprising:
a charging port (160) adapted to receive a charging plug to charge a battery (108) of the saddle-type vehicle (100); and
a locking mechanism coupled with the charging port (160) and adapted to lock the charging plug within the charging port (160),
wherein the control unit (128) is configured to actuate the charging actuator (164) for actuating the locking mechanism to lock the charging plug within the charging port (160), based on the input received from the interactive interface, wherein the input is indicative of the request to operate the locking mechanism.

16. The saddle-type vehicle (100) as claimed in claim 15, wherein the locking mechanism comprises:
a second hydraulic cylinder (162) having a second inlet port (162-1) and a second outlet port (162-2), wherein the second inlet port (162-1) is adapted to receive the flow of hydraulic fluid from the chamber (142) through the charging actuator (164) and the second outlet port (162-2) is adapted to egress the hydraulic fluid from the second hydraulic cylinder (162) to the fluid reservoir (140);
a second plunger (166) slidably positioned within the second hydraulic cylinder (162) and adapted to slide within the second hydraulic cylinder (162) based on the flow of the hydraulic fluid in the second hydraulic cylinder (162); and
a locking pin (168) slidably positioned in the charging port (160) and coupled to the second plunger (166) with a cable,
wherein the locking pin (168) is adapted to slide into the charging port (160) to lock the charging plug within the charging port (160), based on the sliding movement of the second plunger (166).

17. The saddle-type vehicle (100) as claimed in claims 1 or 15, wherein each of the steering actuator (130), the brake actuator (132), and the charging actuator (164) is embodied as one of a solenoid valve and a one-way valve.

18. An actuation system (127) for a saddle-type vehicle (100), comprising:
a hydraulic unit (102) fluidly coupled to a steering unit (124) and a braking unit (126), the hydraulic unit (102) comprising:
a steering actuator (130) adapted to allow a flow of hydraulic fluid to a steering alignment mechanism of the steering unit (124) to move a steering arm (134) to one of a plurality of positions; and
a brake actuator (132) adapted to allow a flow of hydraulic fluid to at least one of a front braking element (136) and a rear braking element (138) of the braking unit (126) to restrict the rotational movement of at least one of a front wheel (112) and a rear wheel (114), respectively; and
a control unit (128) in communication with the hydraulic unit (102), and configured to:
receive an input indicative of a request to operate at least one of the steering alignment mechanism, the rear braking element (138), and the front braking element (136); and
actuate, based on the received input, at least one of the steering actuator (130) and the brake actuator (132).

19. The actuation system as claimed in claim 18, wherein the hydraulic unit (102) comprises:
a fluid reservoir (140) adapted to store the hydraulic fluid;
a chamber (142) fluidly connected with the fluid reservoir (140) to receive the hydraulic fluid, wherein the chamber (142) includes a first port (120-1), a second port (120-2), and a third port (120-3) to supply the hydraulic fluid to one of the steering actuator (130) and the brake actuator (132), and wherein the steering actuator (130) is fluidly coupled with the first port (120-1) and the brake actuator (132) is fluidly coupled with the second port (120-2); and
a pump (144) fluidly coupled with the chamber (142) and adapted to pressurize the hydraulic fluid to circulate from the chamber (142) to one of the steering alignment mechanism, the front braking element (136), and the rear braking element (138) through the steering actuator (130) and the brake actuator (132), respectively.