DESC:LOCKING ASSEMBLY AND METHOD OF OPERATION THEREOF
CROSS REFERENCE TO RELATED APPLICATIONS
The present application claims priority from Indian Provisional Patent Application No. 202421053196 filed on 12/07/2024, the entirety of which is incorporated herein by a reference.
TECHNICAL FIELD
The present disclosure generally relates to a locking assembly. Particularly, the present disclosure relates to a locking assembly of a vehicle.
BACKGROUND
Recently, there has been a rapid development in the automotive technologies. The two-wheeler automobiles are particularly popular due to their affordability and lower cost of running. The two-wheeler automobiles provide economical and convenient commute option in the city traffic.
Generally, two-wheeler vehicles, whether powered by internal combustion engines (ICE) or electric powertrains, typically include components that require secure access control. In ICE-based two-wheelers, a fuel tank is a fundamental component, accessed through a fuel lid secured by a locking mechanism. This lock ensures safe and authorized access to the fuel tank, preventing fuel theft or tampering. In contrast, electric two-wheelers particularly electric motorcycles replace the conventional fuel tank with a storage compartment, as the EVs do not require onboard fuel storage. The storage compartment, often located at the same position as the fuel tank in ICE vehicles, is typically accessed through a lid that is also secured with a locking mechanism to prevent unauthorized access to stored items. Additionally, electric two-wheelers include a charging port for battery charging, which may also be secured by a separate locking mechanism to ensure electrical safety and security. As a result, electric two-wheelers often include at least two independent locking mechanisms: one for the storage compartment and another for the charging port. However, the use of multiple distinct locking systems in both ICE and electric vehicles introduces challenges. In ICE vehicles, issues such as wear and key failure can affect usability. In electric vehicles, the addition of another independent lock increases user inconvenience, adds to mechanical and electrical system complexity, and can complicate maintenance procedures.
Therefore, there exists a need for an improved locking arrangement for vehicle that overcomes the one or more problems associated as set forth above.
SUMMARY
An object of the present disclosure is to provide a locking assembly for a vehicle.
In accordance with an aspect of the present disclosure, there is provided a locking assembly for a vehicle. The locking assembly comprises a first locking hook, a second locking hook and an actuation mechanism. The actuation mechanism is configured to actuate the first locking hook and the second locking hook.
The present disclosure provides the locking assembly for the vehicle. The locking assembly as disclosed by present disclosure is advantageous for enhanced functional efficiency, user convenience, and structural integration in both electric and fuel-based vehicles. Beneficially, the locking assembly enables centralized control for securing multiple lids, such as the storage compartment lid and a charging port or fuel tank lid. Beneficially, the locking assembly reduces the need for separate locking mechanisms, thereby simplifying the overall vehicle architecture and reducing component count. Advantageously, the locking assembly allows for sequential or simultaneous actuation of multiple locking hooks, thereby enhances the operational flexibility. Additionally, the locking assembly improves the user ergonomics by minimizing the need for multiple keys or manual operations, while also reducing manufacturing complexity, space requirements, and maintenance challenges associated with multiple independent locking systems.
Additional aspects, advantages, features and objects of the present disclosure would be made apparent from the drawings and the detailed description of the illustrative embodiments constructed in conjunction with the appended claims that follow.
It will be appreciated that features of the present disclosure are susceptible to being combined in various combinations without departing from the scope of the present disclosure as defined by the appended claims.
BRIEF DESCRIPTION OF DRAWINGS
The summary above, as well as the following detailed description of illustrative embodiments, is better understood when read in conjunction with the appended drawings. For the purpose of illustrating the present disclosure, exemplary constructions of the disclosure are shown in the drawings. However, the present disclosure is not limited to specific methods and instrumentalities disclosed herein. Moreover, those in the art will understand that the drawings are not to scale. Wherever possible, like elements have been indicated by identical numbers.
Embodiments of the present disclosure will now be described, by way of example only, with reference to the following diagrams wherein:
FIG. 1 illustrates a perspective view of a locking assembly for a vehicle, in accordance with an aspect of the present disclosure.
FIG. 2 illustrates another perspective view of a locking assembly for a vehicle, in accordance with another embodiment of the present disclosure.
In the accompanying drawings, an underlined number is employed to represent an item over which the underlined number is positioned or an item to which the underlined number is adjacent. A non-underlined number relates to an item identified by a line linking the non-underlined number to the item. When a number is non-underlined and accompanied by an associated arrow, the non-underlined number is used to identify a general item at which the arrow is pointing.
DETAILED DESCRIPTION
The following detailed description illustrates embodiments of the present disclosure and ways in which they can be implemented. Although some modes of carrying out the present disclosure have been disclosed, those skilled in the art would recognise that other embodiments for carrying out or practising the present disclosure are also possible.
The description set forth below in connection with the appended drawings is intended as a description of certain embodiments of a locking assembly for a vehicle and is not intended to represent the only forms that may be developed or utilised. The description sets forth the various structures and/or functions in connection with the illustrated embodiments; however, it is to be understood that the disclosed embodiments are merely exemplary of the disclosure that may be embodied in various and alternative forms. The figures are not necessarily to scale; some features may be exaggerated or minimised to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention.
While the disclosure is susceptible to various modifications and alternative forms, specific embodiment thereof has been shown by way of example in the drawings and will be described in detail below. It should be understood, however, that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternatives falling within the scope of the disclosure.
The terms “comprise”, “comprises”, “comprising”, “include(s)”, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a setup, system that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or system. In other words, one or more elements in a system or apparatus preceded by “comprises... a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus.
In the following detailed description of the embodiments of the disclosure, reference is made to the accompanying drawings and which are shown by way of illustration specific embodiments in which the disclosure may be practiced. These embodiments are described in sufficient detail to enable those skilled in the art to practice the disclosure, and it is to be understood that other embodiments may be utilized and that changes may be made without departing from the scope of the present disclosure. The following description is, therefore, not to be taken in a limiting sense.
The present disclosure will be described herein below with reference to the accompanying drawings. In the following description, well known functions or constructions are not described in detail since they would obscure the description with unnecessary detail.
As used herein, the terms “vehicle” refers to any mobility platform configured for transportation of one or more passengers and/or cargo. The vehicle encompasses a broad range of vehicle types including, but not limited to, two-wheeled vehicles (e.g., motorcycles, scooters, mopeds, bicycles), three-wheeled vehicles, and four-wheeled vehicles (e.g., cars, quadricycles). The vehicle may be powered by various propulsion systems such as internal combustion engines (ICE), electric powertrains, hybrid systems, or other alternative energy sources. The vehicle may be intended for personal, commercial, or industrial use and may include conventional vehicles as well as smart, connected, or autonomous vehicles.
As used herein, the term “first locking hook” refers to a mechanical securing component that is configured to engage with a corresponding catch, latch, or receptacle to lock or secure a first closable element of the vehicle. The first locking hook is specifically designed to lock a first lid, which may include, but is not limited to, the storage compartment lid, the fuel tank lid (in internal combustion engine vehicles), or any other access panel provided on the vehicle body.
As used herein, the terms “second locking hook” refers to a mechanical locking element configured to engage with a corresponding latch, recess, or locking feature provided on a second lid or cover of a vehicle, in order to secure the lid in a closed position. The second locking hook is operatively connected to an actuation mechanism, which enables selective engagement or disengagement of the second locking hook with the corresponding locking feature, thereby allowing controlled access to the second lid. The second lid may include, but is not limited to, a charging port cover, utility compartment, or any secondary access panel of the vehicle.
As used herein, the term “actuation mechanism” refers to a mechanical, electromechanical, or electronically assisted assembly configured to produce controlled movement or force in order to activate or deactivate one or more functional components of a system. The actuation mechanism is configured to actuate a first locking hook and a second locking hook for locking or unlocking respective lids of a vehicle. The actuation mechanism may comprise one or more of the components such as a plunger configured to reciprocate or translate upon receiving an input, a cam connected to a shaft and configured to rotate or pivot to drive a locking component, a shaft configured to transfer motion between components, a flexible wire capable of transmitting tensile force and a wire guide for routing and constraining the path of the wire. The actuation mechanism may also include a controller or actuator configured to generate a mechanical or electrical signal to initiate movement of the plunger.
As used herein, the term “first lid” refers to a movable cover element provided on a vehicle, which is configured to selectively enclose or seal an internal compartment or port. The first lid may be associated with the storage compartment positioned at a location conventionally occupied by the fuel tank in internal combustion engine vehicles. In electric vehicles, this compartment may be used for storing personal items, vehicle accessories, or portable components. The first lid may also be adapted to cover and protect a functional interface such as a charging port or refuelling inlet.
As used herein, the term “second lid” refers to a cover or closure member distinct from a primary or first lid, configured to selectively enclose or provide access to a specific compartment or functional interface of the vehicle. In an electric vehicle, the second lid may correspond to a charging port cover, which protects the electrical charging interface of the vehicle from dust, moisture, and unauthorized access. In an internal combustion engine (ICE) vehicle, the second lid may refer to a fuel tank lid or any other auxiliary compartment lid.
As used herein, the term “plunger” refers to a linear actuation component that is configured to move in a reciprocating manner along a defined path, typically within a housing or guide structure. The plunger is designed to transmit mechanical force or motion to one or more connected components, such as a shaft or a wire, to initiate or control a locking or unlocking action. The plunger may be actuated manually, mechanically, or through an electronic controller, and may include structural features such as a slot, groove, or engagement interface to facilitate connection with other elements of the locking assembly.
As used herein, the term “cam” refers to a mechanical component configured to convert linear or rotational motion into a prescribed, typically non-linear motion. The cam is operatively connected to a shaft and is configured to interact with a corresponding locking hook or actuator component. Upon movement of the shaft either linearly or rotationally, the cam imparts a guided motion to the locking hook to enable or disable a locking state. The cam may include a profiled surface or a cam track that defines the motion path of a follower or interacting element, thereby ensuring controlled and repeatable actuation of the associated locking mechanism. The cam may be of various geometries, such as cylindrical, disk-type, or barrel-type, depending on design requirements.
As used herein, the term “shaft” refers to an elongated, generally cylindrical mechanical member that is configured to transmit motion and/or force between components of the locking assembly. The shaft may be made of metal, composite, or any structurally suitable material and may have a uniform or varying cross-section along its length. The shaft is operatively coupled at a first end to a slot of a plunger and at a second end to a cam. Upon movement of the plunger, the shaft translates, thereby enabling actuation of one or more locking elements, such as a locking hook.
As used herein, the term “wire” refers to an elongated, flexible, and tensile mechanical element configured to transmit linear motion or pulling force from one component to another within the locking assembly. The wire may be composed of a single strand or multiple strands of metallic or non-metallic material, such as steel, stainless steel, or high-strength polymer, and may optionally include a protective sheath or coating to reduce friction, wear, or environmental degradation. The wire functions as a force-transmitting medium between the plunger and one or more locking elements, and is guided along a predefined path by means of a wire guide or conduit.
As used herein, the term “wire guide” refers to a structural component configured to support, direct, and constrain the movement of a wire along a predefined path between two or more components of the locking assembly. The wire guide ensures smooth, controlled, and low-friction movement of the wire during actuation, while preventing unwanted flexing, entanglement, or deviation from the intended routing. The wire guide may be formed as a tubular sheath, conduit, or channel, and may be made from metal, plastic, or composite materials, depending on design requirements such as flexibility, rigidity, thermal resistance, and mechanical durability. The wire guide may be fixed to the frame or body of the vehicle or to intermediate structural supports, and may include curved or angled sections to accommodate routing through complex geometries.
As used herein, the term “slot” refers to an elongated recess, groove, or channel formed in a structural element, such as a plunger, which is configured to receive or guide another mechanical component. The slot may be open at one or both ends or may be partially enclosed depending on the design requirement. The slot defines a path along which a component, such as a shaft or a wire end, may move or be positioned. The slot may comprise a proximal end and a distal end, which define the limits of motion or interaction of the inserted component. The slot is dimensioned to permit controlled linear or angular displacement and to maintain mechanical engagement with the mating element during operation of the system.
As used herein, the term “distal end” refers to the end of the slot that is positioned away from a designated reference point, typically the base, origin, or point of actuation. The distal end is the farthest point from the proximal end, which is closer to the origin of operation or user interaction. The distal end may serve as a point of mechanical engagement, a limit for movement, or a structural boundary for guiding or positioning a connected element.
As used herein, the term “proximal end” refers to the end of the slot in the plunger that is nearer to the origin of the plunger's movement or the actuation mechanism where the user applies force or where an actuator initiates motion, and is configured to interact with or receive a connecting element such as a wire for transmitting actuation force.
As used herein, the term “mechanical contact” refers to a physical interface or engagement between two or more components, wherein at least one component exerts a force or transfers motion to another component through direct or indirect contact. Such contact may result in transmission of mechanical energy, movement, or displacement, and may include, but is not limited to, contact through sliding, pressing, pushing, pulling, rotating, or pivoting interfaces. The mechanical contact may be facilitated through surfaces, edges, projections, grooves, or any structural feature configured to interact mechanically without relying on electrical or magnetic coupling.
As used herein, the term “first direction” refers to the direction of linear movement of the plunger from a rest or neutral position towards the proximal end of the slot formed in the plunger body. This movement is configured to transmit mechanical force to the shaft, resulting in the displacement of the shaft along the axis. The displacement of the shaft actuates the cam mechanism, which in turn enables locking or unlocking of the first locking hook. The first direction may be achieved manually, electrically, or electromechanically, depending on the actuation mechanism integrated with the locking assembly.
As used herein, the term “second direction” refers to the direction in which the plunger moves toward the distal end of the slot defined within the plunger body. This movement results in a pulling action on the wire connected to the proximal end of the slot, thereby transmitting the actuation force through the wire to engage or disengage the second locking hook. The second direction is generally opposite to the first direction, which corresponds to the plunger moving toward the proximal end of the slot for actuating the first locking hook through the shaft. The second direction is intended to include both linear and guided translational movements depending on the specific configuration of the actuation mechanism and its components.
As used herein, the term “controller” refers to an actuation unit that is configured to initiate and control the movement of mechanical components within the locking assembly. The controller comprises an actuator, such as a solenoid actuator, which converts electrical signals into mechanical motion. The controller may be electrically connected to a user interface, key switch, remote control system, or a vehicle control unit to receive activation signals. Upon receiving such a signal, the solenoid actuator generates a linear or rotary motion that drives the movement of a plunger within the locking assembly, thereby enabling actuation of one or more locking hooks.
Figure 1, in accordance with an embodiment describes a locking assembly 100 for a vehicle. The locking assembly 100 comprises a first locking hook 102, a second locking hook 104 and an actuation mechanism 106. The actuation mechanism 106 is configured to actuate the first locking hook 102 and the second locking hook 104.
In an embodiment, the first locking hook 102 is configured to lock a first lid. The first lid may correspond to the storage compartment or the fuel tank lid, depending on whether the vehicle is the electric or internal combustion engine (ICE) two-wheeler. The first locking hook 102 may be actuated through the actuation mechanism 106, which ensures reliable engagement and disengagement of the locking interface with the lid. Beneficially, the first locking hook 102 providing a secure and tamper-resistant closure for the first lid, thereby preventing the unauthorized access and protecting internal components or stored items. Furthermore, by integrating the first locking hook 102 into the actuation mechanism 106, the locking assembly 100 reduces the overall component count and enhances mechanical efficiency, contributing to ease of use, lower maintenance, and improved compactness.
In an embodiment, the second locking hook 104 is configured to lock a second lid. The second lid may include but is not limited to a charging port lid in the electric vehicle or the storage compartment lid in the internal combustion engine vehicle. The second locking hook 104 operates in coordination with the actuation mechanism 106 which allows simultaneous or selective locking and unlocking of multiple access points within the vehicle structure. Beneficially, the second locking hook 104 configuration enables efficient use of space and components by integrating control of multiple locking functions into a single system. The use of second locking hook 104 reduces the need for separate locking mechanisms, thereby minimizing component redundancy, improving overall vehicle design simplicity, and enhancing user convenience.
In an embodiment, the actuation mechanism 106 comprises a plunger 108, a cam 110, a shaft 112, a wire 114 and a wire guide 116. The plunger 108 may be configured to receive actuation input, either manually or through an electrically operated actuator such as a solenoid. Upon activation, the plunger 108 initiates mechanical movement that may be transmitted through the shaft 112 and the cam 110 to operate the first locking hook 102. Simultaneously or subsequently, the plunger also pulls the wire 114, which may be guided through the wire guide 116 to transmit motion to the second locking hook 104. The arrangement allows for coordinated movement of both the first locking hook 102 and the second locking hook 104 using the single actuation source. Beneficially, the locking assembly 100 by enabling two distinct locking operations through reduces the need for multiple independent actuators or user interactions, thereby lowering component count and improving the locking reliability. Additionally, by integrating the wire 114 and the wire guide 116, the actuation mechanism 106 supports flexible routing within space-constrained vehicle architectures, making the locking assembly 100 highly suitable for compact vehicle designs.
In an embodiment, the plunger 108 comprises a slot 118. The slot 118 comprises a distal end 120 and a proximal end 122. The slot 118 may be designed to guide and limit the movement of connected components, such as the shaft 112 or the wire 114, based on the direction of movement of the plunger 108. The distal end 120 of the slot 118 provides a contact point for the shaft 112 which facilitates the mechanical actuation of the first locking hook 102 when the plunger 108 moves in one direction. Conversely, the proximal end 122 of the slot 118 serves as a engagement point for the wire 114 that connects to the second locking hook 104, enables the actuation for the second locking hook 104 when the plunger 108 moves in the opposite direction. Beneficially, the plunger 108 provides the controlled bidirectional functionality achieved within the compact design of the plunger 108. Additionally, by structuring the slot 118 with two distinct ends, the locking assembly allows for the sequential or directional activation of two separate locking elements using the single actuation mechanism 106. The use of single actuation mechanism 106 reduces the need for separate independent locking actuation mechanism, thereby minimizing the space consumption, simplifying the mechanical layout, and enhancing the overall reliability of the locking assembly 100.
In an embodiment, the slot 118 is configured to receive a first end of the shaft 112 through the slot 118 such that shaft 112 is in mechanical contact with the distal end 120 of the slot 118. The mechanical contact with the distal end 120 of the slot 118 allows for the controlled transfer of motion between the plunger 108 and the shaft 112 during operation of the locking mechanism. Specifically, when the plunger 108 is actuated, the linear motion of the plunger 108 towards the distal end 120 of the slot 118 results in the direct push on the shaft 112. Due to the push on the shaft 112 causes the shaft 112 to move correspondingly which enables the mechanical actuation of the cam 110 that in turn operates the first locking hook 102. The actuation of the first locking hook 102 significantly ensures the efficient force transmission with minimal loss of motion between the plunger 108 and the shaft 112. Moreover, the mechanical contact at the distal end 120 of the slot 118 allows for precise and repeatable displacement of the shaft 112, which contributes to reliable actuation of the first locking hook 102.
In an embodiment, a second end of the shaft 112 is connected to the cam 110. The cam 110 is configured to actuate the first locking hook 102 upon movement of the shaft 112. When the shaft 112 may be linearly displaced such as by the movement of the plunger 108, the motion is transferred to the cam 110, which in turn pivots or rotates to engage or disengage the first locking hook 102. The actuation mechanism 106 as a mechanical linkage ensures a reliable and direct transmission of actuation force from the plunger 108 to the first locking hook 102 through the cam mechanism. The efficient conversion of linear motion into rotary or pivoting action via the cam 110, enables the precise and controlled engagement of the first locking hook 102. Beneficially, the use of the second end of the shaft 112 connected to the cam 110 enhances the reliability of the locking function while minimizing the number of intermediary components. Moreover, the arrangement allows for compact integration of the actuation mechanism 106 within the constrained vehicle body spaces, which is particularly beneficial in two-wheeler applications where space optimization is critical.
In an embodiment, the plunger 108 moves in a first direction towards the proximal end 122 of the slot 118 enabling movement of the shaft 112 to actuate the first locking hook 102. The movement of the plunger 108 enables a corresponding motion of the shaft 112, which is positioned such that the first end engages with the distal end 120 of the slot 118. As the plunger 108 shifts toward the proximal end 122, the mechanical engagement causes the shaft 112 to move, thereby actuating the first locking hook 102. The configuration ensures that the single linear movement of the plunger 108 may efficiently be translated into the rotational or linear movement of the shaft 112 for locking or unlocking the component, such as the lid. Beneficially, the precise and efficient mechanical linkage between the plunger 108 and the first locking hook 102 through the shaft 112, allows for reliable actuation without requiring separate actuation mechanisms. Furthermore, by reducing the number of independent components of the locking assembly 100 enhances the response time and alignment accuracy.
In an embodiment, the wire 114 is connected to the proximal end 122 of the slot 118 at one end and connected to the second locking hook 104 at the other end. Specifically, the one end of the wire 114 may be secured to the proximal end 122 of the slot 118, while the other end may be mechanically linked to the second locking hook 104. The actuation for second locking hook 104 enables the wire 114 to transmit a pulling force generated by the movement of the plunger 108 in a first direction (toward the distal end 120 of the slot 118), thereby actuating the second locking hook 104. The wire 114 may be further guided through the wire guide 114 to ensure smooth linear motion and to prevent entanglement or deviation during operation. The actuation arrangement allows the plunger 108 to actuate the second locking hook 104 remotely through the flexible transmission of motion via the wire 114, eliminating the need for direct mechanical contact between the actuating means and the second locking hook 104. Beneficially, the actuation arrangement also enables the compact and modular design that may be adapted to various spatial constraints within the vehicle body.
In an embodiment, the wire 114 is guided through the wire guide 116 between the first end and the second end. The wire 114, which may be connected at one end to the proximal end 122 of the plunger 108 and at the other end to the second locking hook 104, is routed through the wire 114 guide to ensure controlled and directed motion during actuation. The wire guide 116 serves as a physical conduit or support structure that maintains the alignment of the wire 114 and prevents the wire 114 from flexing, tangling, or deviating from the intended path during the operation. Beneficially, by guiding the wire 114 precisely along a defined path, the wire guide 116 minimizes energy losses due to friction or misalignment, and reduces the wear on the wire 114 over time. Moreover, the wire guide 116 enhances the durability and mechanical responsiveness of the locking assembly 100, leads to smoother actuation and reduced maintenance requirements.
In an embodiment, the plunger 108 moves in a second direction towards the distal end 120 of the slot 118 enabling movement of the wire 114 to actuate the second locking hook 104. The movement enables the actuation of a second locking hook 104 via the wire 114 connected to the plunger 108. The wire 114, which may be guided through the wire guide 116, transmits the motion induced by the plunger 108 to the second locking hook 104, thereby enables the locking or unlocking of the second lid. The slot 118 in the plunger 108 may be designed to guide and convert the linear movement of the plunger 108 into the controlled pulling action on the wire 114. The dual-function actuation using the single plunger mechanism advantageously enables the wire 114 to be actuated through controlled movement of the plunger 108 in the specific direction. Additionally, due to controlled movement of the actuation mechanism 106, the locking assembly 100 avoids the need for the separate actuator or motor for each of the locking hook. Beneficially, the actuation mechanism 106 simplifies the design and also reduces the system weight, part count, and manufacturing cost. Furthermore, the locking assembly 100 enhances operational efficiency by enabling synchronized or sequential locking and unlocking of multiple lids from a centralized mechanism, thereby improving user convenience and system reliability.
In an embodiment, the locking assembly 100 comprises a controller 124 configured to control the movement of the plunger 108 in the first direction and the second direction. The controller may be implemented as a solenoid actuator that responds to electrical signals to produce linear displacement of the plunger 108. When activated, the controller 124 enables precise and directed movement of the plunger 108 either toward the proximal end 122 or the distal end 120 of the slot 118 formed therein. Beneficially, the controller 124 controls the bi-directional movement of the actuation mechanism 106 which allows the actuation of two separate locking hooks, one through the shaft 112 and the cam 110 mechanism and the other through the wire 114. The controller 124 may be integrated with the vehicle electronic access system, allowing control through a key switch, remote control, or other input device. The controller 124 simplifies the locking operation by centralizing control of multiple locking elements into a single electrically operated unit. Moreover, the use of controller 124 reduces the need for manual intervention or multiple mechanical linkages, thereby enhancing user convenience, reducing actuation time, and increasing the reliability and responsiveness of the locking assembly 100.
The present disclosure provides the locking assembly 100 for the vehicle. The locking assembly 100 as disclosed by present disclosure is advantageous for enhanced functional efficiency, user convenience, and structural integration in both electric and fuel-based vehicles. Beneficially, by integrating both the first locking hook 102 and the second locking hook 104 into the single locking assembly 100 actuated by the actuation mechanism 106, the locking assembly 100 enables the centralized control for securing two separate components, such as the storage compartment lid and a charging port or fuel tank lid. Moreover, the centralize control of two separate components eliminates the need for multiple independent locking mechanisms, thereby reduces the component redundancy and simplifying the vehicle’s overall architecture. Furthermore, the combination of mechanical elements, including the plunger 108 with the slot 118, the shaft 112, the cam 110, the wire 114, and the wire guide 116, enables directionally controlled movement to actuate different locking hooks. Subsequently, the dual-end configuration of the slot 118 allows the plunger 108 to transmit motion in two distinct directions towards the proximal end 122 and the distal end 120 to independently operate the shaft-driven cam 110 and the wire-based actuation. The dual-action capability from the single actuation mechanism 106 forms a compact and space-efficient design that minimizes the footprint of the locking assembly 100, which is particularly valuable in constrained environments such as two-wheeler frames. Moreover, the integration of the controller 124, such as the solenoid actuator, to manage the movement of the plunger 108 in both directions introduces electronic control capabilities. Moreover, the use of solenoid actuator as the controller 124 allows the seamless integration with vehicle electronics, thereby enables the features like keyless operation, remote access, and enhanced security protocols. Additionally, the controller-based actuation also reduces wear associated with manual mechanical locks, improving reliability and reducing maintenance frequency.
Figure 2, describes the locking assembly 100 comprises the first locking hook 102, the second locking hook 104 and the actuation mechanism 106. The actuation mechanism 106 is configured to actuate the first locking hook 102 and the second locking hook 104. Furthermore, the first locking hook 102 is configured to lock the first lid. Furthermore, the second locking hook 104 is configured to lock the second lid. Furthermore, the actuation mechanism 106 comprises the plunger 108, the cam 110, the shaft 112, the wire 114 and the wire guide 116. Furthermore, the plunger 108 comprises the slot 118. The slot 118 comprises the distal end 120 and the proximal end 122. Furthermore, the slot 118 is configured to receive the first end of the shaft 112 through the slot 118 such that shaft 112 is in mechanical contact with the distal end 120 of the slot 118. Furthermore, the second end of the shaft 112 is connected to the cam 110. The cam 110 is configured to actuate the first locking hook 102 upon movement of the shaft 112. Furthermore, the plunger 108 moves in the first direction towards the proximal end 122 of the slot 118 enabling movement of the shaft 112 to actuate the first locking hook 102. Furthermore, the wire 114 is connected to the proximal end 122 of the slot 118 at one end and connected to the second locking hook 104 at the other end. Furthermore, the wire 114 is guided through the wire guide 116 between the first end and the second end. Furthermore, the plunger 108 moves in the second direction towards the distal end 120 of the slot 118 enabling movement of the wire 114 to actuate the second locking hook 104. Furthermore, the locking assembly 100 comprises the controller 124 configured to control the movement of the plunger 108 in the first direction and the second direction.
In accordance with another aspect, there is described a method of operation of a locking assembly 100 (as described above), wherein the method comprises actuating an actuation mechanism 106 in a first direction to actuate a first locking hook 102 and actuating the actuation mechanism 106 in a second direction to actuate a second locking hook 104.
In the description of the present invention, it is also to be noted that, unless otherwise explicitly specified or limited, the terms “disposed,” “mounted,” and “connected” are to be construed broadly, and may for example be fixedly connected, detachably connected, or integrally connected, either mechanically or electrically. They may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Modifications to embodiments and combination of different embodiments of the present disclosure described in the foregoing are possible without departing from the scope of the present disclosure as defined by the accompanying claims. Expressions such as “including”, “comprising”, “incorporating”, “have”, “is” used to describe and claim the present disclosure are intended to be construed in a non- exclusive manner, namely allowing for items, components or elements not explicitly described also to be present. Reference to the singular is also to be construed to relate to the plural where appropriate.
Although embodiments have been described with reference to a number of illustrative embodiments thereof, it should be understood that numerous other modifications and embodiments can be devised by those skilled in the art that will fall within the spirit and scope of the principles of this disclosure. More particularly, various variations and modifications are possible in the component parts and/or arrangements of the subject combination arrangement within the scope of the present disclosure, the drawings and the appended claims. In addition to variations and modifications in the component parts and/or arrangements, alternative uses will also be apparent to those skilled in the art.
,CLAIMS:WE CLAIM:
1. A locking assembly (100) for a vehicle, wherein the locking assembly (100) comprises:
- a first locking hook (102);
- a second locking hook (104); and
- an actuation mechanism (106), wherein the actuation mechanism (106) is configured to actuate the first locking hook (102) and the second locking hook (104).
2. The locking assembly (100) as claimed in claim 1, wherein the first locking hook (102) is configured to lock a first lid.
3. The locking assembly (100) as claimed in claim 1, wherein the second locking hook (104) is configured to lock a second lid.
4. The locking assembly (100) as claimed in claim 1, wherein the actuation mechanism (106) comprises a plunger (108), a cam (110), a shaft (112), a wire (114) and a wire guide (116).
5. The locking assembly (100) as claimed in claim 4, wherein the plunger (108) comprises a slot (118), and wherein the slot (118) comprises a distal end (120) and a proximal end (122).
6. The locking assembly (100) as claimed in claim 4, wherein the slot (118) is configured to receive a first end of the shaft (112) through the slot (118) such that shaft (112) is in mechanical contact with the distal end (120) of the slot (118).
7. The locking assembly (100) as claimed in claim 4, wherein a second end of the shaft (112) is connected to the cam (110), and wherein the cam (110) is configured to actuate the first locking hook (102) upon movement of the shaft (112).
8. The locking assembly (100) as claimed in claim 4, wherein the plunger (108) moves in a first direction towards the proximal end (122) of the slot (118) enabling movement of the shaft (112) to actuate the first locking hook (102).
9. The locking assembly (100) as claimed in claim 4, wherein the wire (114) is connected to the proximal end (122) of the slot (118) at one end and connected to the second locking hook (104) at the other end.
10. The locking assembly (100) as claimed in claim 4, wherein the wire (114) is guided through the wire guide (116) between the first end and the second end.
11. The locking assembly (100) as claimed in claim 4, wherein the plunger (108) moves in a second direction towards the distal end (120) of the slot (118) enabling movement of the wire (114) to actuate the second locking hook (104).
12. The locking assembly (100) as claimed in claim 1, wherein the locking assembly (100) comprises a controller (124) configured to control the movement of the plunger (108) in the first direction and the second direction.
13. A method of operation of a locking assembly (100) as claimed in claim 1, wherein the method comprises actuating an actuation mechanism (106) in a first direction to actuate a first locking hook (102) and actuating the actuation mechanism (106) in a second direction to actuate a second locking hook (104).