DESC:FORM 2
THE PATENTS ACT, 1970
(39 of 1970)
&
THE PATENT RULES, 2003
COMPLETE SPECIFICATION
(See Section 10 and Rule 13)
Title of Invention:
A LOCKING MECHANISM FOR A VEHICLE
APPLICANT:
NUMEROS MOTORS PRIVATE LIMITED
An Indian Entity having address as:
58, Innovations, 15th Cross Road, 2nd Phase, JP Nagar,
Bengaluru, Karnataka 560078

The following specification particularly describes the subject matter and the manner in which it is to be performed.

CROSS-REFERENCE TO RELATED APPLICATIONS AND PRIORITY
The present application claims priority from an Indian patent Application No: 202241019420, filed on 31 March 2022, incorporated herein by a reference.
TECHNICAL FIELD
The present disclosure relates generally to a locking mechanism for a vehicle and more particularly to the locking mechanism for a vehicle with automated and manual locking configuration.
BACKGROUND
Now a days, due to lack of proper public transport, a two wheeler has become one of the prime elements in a day to day commuting. For applications such as last mile delivery, where multiple people use two wheelers for delivering goods and services. Last mile delivery refers to the delivery of goods or services from its transportation hub to the last destination. Last mile deliveries are done by organizations and not by individuals. A fleet of vehicles is provided by organizations. The vehicles are not own by the individuals. Since it is fleet of vehicle, it is difficult to identify which key belongs to which vehicle, when there are huge number of similar keys. Thus, the electronic lock is very essential, to solve the problem of identification of keys. In the case of electronic lock, if the battery gets discharged, there will be failure in electronic circuitry. Thus, starting a two wheeler becomes a tedious job. Therefore, the electronic lock in combination with a manual locking system is essential.
SUMMARY
Embodiments of the present disclosure present technological improvements as solutions to one or more of the above-mentioned technical problems.
Before the present subject matter relating to a locking mechanism for a vehicle, it is to be understood that this application is not limited to the particular system described, as there can be multiple possible embodiments which are not expressly illustrated in the present disclosure. It is also to be understood that the terminology used in the description is for the purpose of describing the implementations or versions or embodiments only and is not intended to limit the scope of the present subject matter.
Based on the problem cited in the prior art and the background section, there is need for automatic system for locking and unlocking of vehicles, which would ensure that the fleet of vehicles can be maintained without having the hassle of identifying the keys for a particular two wheeler. Therefore, there is need of a hybrid solution, that gives relief from hassle of handling multiple keys. However, that has a manual locking configuration, which can take care of the situation of, battery is not functioning properly and the automated locking and unlocking mechanism may not be rendered usefully in such situations. Therefore, there is a need of a manual locking configuration that works within the same framework that the automated locking system is working in.
In an embodiment of a present invention a locking mechanism for a vehicle is disclosed. The locking mechanism includes a DC motor, an Electronic Control Unit (ECU), a set of gears, a pair of limit switches and a plunger. In the present disclosure, the DC motor actuates the locking mechanism. The ECU is coupled to the DC motor. The ECU is configured to detect a state of lock of the vehicle. The set of gears is coupled to the DC motor. The set of gears includes a first gear, a second gear and a pin coupled to the set of gears. The pair of limit switches is coupled to the ECU. The pair of limit switches is configured to control motion of the DC motor during locking and unlocking operation. The plunger is coupled to the set of gears, thereby locking and unlocking a vehicle handle.
This summary is provided to introduce aspects related to a locking mechanism for a vehicle. This summary is not intended to identify essential features of the claimed subject matter nor is it intended for use in determining or limiting the scope of the present subject matter.
BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS
The foregoing detailed description of embodiments is better understood when read in conjunction with the appended drawings. For the purpose of illustrating the disclosure, there is shown in the present document example constructions of the disclosure; however, the disclosure is not limited to the specific system or method disclosed in the document and the drawings.
The present disclosure is described in detail with reference to the accompanying figures. In the figures, the left-most digit(s) of a reference number identifies the figure in which the reference number first appears. The same numbers are used throughout the drawings to refer various features of the present subject matter.
Figure 1 illustrates a perspective view of mounting of a locking mechanism with a vehicle chassis, in accordance with an embodiment of the present subject matter.
Figure 2 illustrates a general layout of a locking mechanism, in accordance with an embodiment of the present subject matter.
Figure 3 illustrates a back view of the locking mechanism depicting a locking condition, in accordance with an embodiment of the present subject matter.
Figure 4 illustrates a back view of the locking mechanism depicting an unlocking condition, in accordance with an embodiment of the present subject matter.
Figure 5 illustrates a back view of the locking mechanism, depicting actuation of plunger, in accordance with an embodiment of the present subject matter.
Figure 6 illustrates an electrical signal flowchart, depicting locking condition, in accordance with an embodiment of the present subject matter.
Figure 7 illustrates an electrical signal flowchart, depicting unlocking condition, in accordance with an embodiment of the present subject matter.
Figure 8 illustrates a front view depicting ON condition of the locking mechanism, in accordance with an embodiment of the present subject matter.
Figure 9 illustrates a front view depicting OFF condition, in accordance with an embodiment of the present subject matter.
Figure 10 illustrates a sectional view depicting converting automatic locking configuration to manual locking configuration, in accordance with an embodiment of the present subject matter.
In the above accompanying drawings, 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.
Further, the figures depict various embodiments of the present subject matter for purposes of illustration only. One skilled in the art will readily recognize from the following discussion that alternative embodiments of the structures and methods illustrated herein may be employed without departing from the principles of the present subject matter described herein.
DETAILED DESCRIPTION
Some embodiments of this disclosure, illustrating all its features, will now be discussed in detail. The words "comprising," "having," "containing," and "including," and other forms thereof, are intended to be equivalent in meaning and be open ended in that an item or items following any one of these words is not meant to be an exhaustive listing of such item or items, or meant to be limited to only the listed item or items. It must also be noted that as used herein and in the appended claims, the singular forms "a," "an," and "the" include plural references unless the context clearly dictates otherwise. Although a locking mechanism for a vehicle, similar or equivalent to those described herein can be used in the practice or testing of embodiments of the present disclosure, the exemplary, a locking mechanism for a vehicle is now described.
Various modifications to the embodiment will be readily apparent to those skilled in the art and the generic principles herein may be applied to other embodiments. For example, although the present disclosure will be described in the context of a locking mechanism for a vehicle, one of ordinary skill in the art will readily recognize that a system can be utilized in any situation, to avoid vehicle theft, or to avoid the hassle of identifying keys for a fleet of vehicles, the locking mechanism for a vehicle can be used. Thus, the present disclosure is not intended to be limited to the embodiments illustrated but is to be accorded the widest scope consistent with the principles and features described herein.
In an embodiment, a locking mechanism for a vehicle is disclosed. For last mile delivery a fleet of vehicles is provided by the organization. There are chances of misplacing keys. Therefore, the present disclosure provides, an automated locking mechanism to avoid such hassle. Also, if the battery of the vehicle is zero or there is failure in the electronic circuit, automated locking mechanism will not work. Therefore, the present disclosure discloses a manual locking configuration in the same case. The locking mechanism is a combination of automated locking configuration and a manual locking configuration. In automated locking configuration, an electronic lock is used.
The locking mechanism includes a DC motor, an Electronic Control Unit (ECU) or Vehicle Control Unit (VCU) or (Overhead Trip Computer) OTC, a set of gears, a pair of limit switches and a plunger. The ECU and the set of gears are coupled to the DC motor. The ECU detects the state of lock of the vehicle. The pair of limit switches are coupled to the ECU. The plunger is coupled to the set of gears. Set of gears includes a first gear and a second gear. A pin is coupled to the set of gears. The pair of limit switches include an upper limit switch and a lower limit switch. The upper limit switch is placed at upper side of the first gear and the lower limit switch is placed at the lower side of the first gear.
For unlocking the handle bar in automatic locking configuration, user press an unlocking button and scans QR code or enters registration number of user’s vehicle or through fleet mobile app. User receives a six digit One Time Pin (OTP) of the vehicle as SMS or in app. User presses # followed by a 6-digit OTP on the vehicle keypad. Once, OTP is entered, ECU receives input from mobile application and supplies a voltage to the DC motor to control the locking mechanism through the DC motor remotely. When the unlock button is pressed on the keypad, the information is given to ECU over CAN network and ECU enables motor for unlocking the vehicle. The DC motor actuates the set of gears and provides required torque to actuate the plunger. Once plunger is actuated, plunger releases from the lock and the vehicle handle is unlocked.
ECU detects the state of the lock that is locked or unlocked from the limit switches. During automated unlocking operation, position of the pin on the first gear touches with the upper limit switch and controls the motion of the DC motor. Once the DC motor rotates and reaches at the unlock position, the upper limit switch is pressed by the pin present on the first gear. As upper limit switch is pressed, the ECU receives the feedback that the vehicle is unlocked and ECU cut off the supply.
During, automated locking operation, user has to turn the handle to the extreme end and keep the vehicle in off condition. User has to press # followed by the OTP and followed by # and vehicle lock button on the vehicle keypad. Once OTP is entered, the ECU receives input from mobile application, thereby supplies a voltage to the DC motor to control the locking mechanism through the DC motor remotely. When the lock button is pressed on the keypad, the information is given to the ECU over a CAN network and ECU enables the DC motor for locking the vehicle. The DC motor actuates the set of gears and provides required torque to actuate the plunger. Once the plunger is actuated, the plunger releases from the locking mechanism and the vehicle handle is locked. During automated locking operation, position of the pin on the first gear touches with the lower limit switch and controls the motion of the DC motor. Once the motor rotates and reaches at the lock position, the lower limit switch is pressed by the pin present on the first gear. As lower limit switch is pressed, the ECU receives the feedback that the vehicle is locked and ECU cut off the supply.
In case of low battery or failure in electronic circuit, automatic locking configuration is converted into manual locking configuration. User has to press the key inside the keyhole by 6 mm which engages a lock engager with a lock slot, which in turn actuates the plunger to move linearly outward. This converts the locking mechanism from an automated locking configuration to a manual locking configuration. For manual locking the vehicle, user has to press the key when the keyhole is in vertical position and rotate anticlockwise by 35 degrees which in turn actuates the plunger to move linearly outward. The plunger locks the movement of the handlebar of the vehicle. For unlocking the vehicle, user has to insert the key in the keyhole, press the key and rotate the key clockwise by 35 degrees. In this case, plunger remains inside the locking mechanism.
It should be noted that the above advantages and other advantages will be better evident in the subsequent description. Further, in the subsequent section the present subject is better explained with reference to the figures.
Referring now to the drawings, particularly by their reference numbers, figure 1 illustrates a perspective view of mounting of a locking mechanism 100 with vehicle chassis 108, in accordance with an embodiment of the present subject matter. The locking mechanism 100 is mounted with the vehicle chassis 108 through a bracket 110. Mounting holes 302 are provided to fasten the locking mechanism 100 and the vehicle chassis 108. Bracket 110 is engaged with a plunger 306 to enable the handle lock.
Figure 2 illustrates a general layout of the locking mechanism 100. The locking mechanism 100 includes a set of gears, a DC motor 310, a plunger 306. The locking mechanism 100 is connected to a seat lock cable. The seat lock cable is connected to a seat lock mechanism which is connected to a seat lock actuator. Seat lock actuator is connected to external interface and external interface is connected to the locking mechanism 100. In the locking mechanism 100, the set of gears is connected to the key hole 604, a DC motor 310, limit switches and a plunger 306. The DC motor 310 controls the locking mechanism 100. The plunger 306 is coupled to the set of gears. The set of gears includes a first gear 308 and a second gear 314. The set of gears is coupled with a pair of limit switches. The pair of limit switches include an upper limit switch 302 and a lower limit switch 304.
Figure 3 illustrates a back view of the locking mechanism 100 depicting the locking condition, in accordance with an embodiment of the present subject matter. The locking mechanism 100 includes a set of gears, a pair of limit switches, a plunger 306 and a DC motor 310. A set of gears include a first gear 308 and a second gear 314. A pin 316 is coupled to the set of gears. The pair of limit switches include an upper limit switch 302 and a lower limit switch 304. The upper limit switch 302 is connected to the first gear 308 at upper side and lower limit switch 304 is connected to the first gear 308 at lower side. The DC motor 310 is connected to the first gear 308 through the second gear 314. In one embodiment, for unlocking the handle bar in an automatic locking configuration, user press an unlocking button and scans QR code or enters registration number of user’s vehicle or through fleet mobile app. User receives a six digit One Time Pin (OTP) of the vehicle as SMS or in app. User presses # followed by a 6-digit OTP on the vehicle keypad. Once, OTP is entered, ECU 602 receives input from mobile application and supplies a voltage to the DC motor 310 to control the locking mechanism 100 through the DC motor 310 remotely. When the unlock button is pressed on the keypad, the information is given to ECU 602 over a CAN network and ECU 602 enables the DC motor 310 for unlocking the vehicle. The DC motor 310 actuates the set of gears i.e., first gear 308 and a second gear 314, and provides required torque to actuate the plunger 306. At the locking condition, position of pin 316 on first gear 308 touches with the lower limit switch 304 and stops the rotation of the DC motor 310.
Figure 4 illustrates a back view of the locking mechanism 100 depicting an unlocking condition, in accordance with an embodiment of the present subject matter. ECU 602 detects the state of the lock that is locked or unlocked from the limit switches. During automated unlocking operation, position of the pin 316 on the first gear 308 touches with the upper limit switch 302 and controls the motion of the DC motor 310. Once the DC motor 310 rotates and reaches at the unlock position, the upper limit switch 302 is pressed by the pin 316 present on the first gear 308. As upper limit switch 302 is pressed, the ECU 602 receives the feedback that the vehicle is unlocked and ECU 602 cut off the supply. If the vehicle is already unlocked, ECU 602 sends a signal for indication to the DC motor 310. At the unlocking condition, position of the pin 316 present on first gear 308 touches with the upper limit switch 302 and stops the rotation of the DC motor 310.
Figure 5 illustrates a back view of locking mechanism 100, depicting actuation of plunger 306, in accordance with an embodiment of the present subject matter. In one embodiment, during, automated locking operation, user has to turn the handle to the extreme end and keep the vehicle in off condition. User has to press # followed by the OTP and followed by # and vehicle lock button on the vehicle keypad. Once OTP is entered, the ECU 602 receives input from mobile application and thereby supplies a voltage to the DC motor 310 to control the locking mechanism 100 through the DC motor 310 remotely. When the lock button is pressed on the keypad, the information is given to ECU 602 over CAN network and ECU 602 enables the DC motor 310 for locking the vehicle. The DC motor 310 actuates the set of gears and provides required torque to actuate the plunger 306. Once plunger 306 is actuated, plunger 306 releases from the lock and the vehicle handle is locked. During automated locking operation, position of the pin 316 on the first gear 308 touches with the lower limit switch 304 and controls the motion of the DC motor 310. Once the DC motor 310 rotates and reaches at the lock position, the lower limit switch 304 is pressed by the pin 316 present on the first gear 308. As lower limit switch 304 is pressed, the ECU 602 receives the feedback that the vehicle is locked and ECU 602 cut off the supply.
Figure 6 illustrates an electrical signal flowchart, depicting locking condition, in accordance with an embodiment of the present subject matter. First gear 308 is connected to the pair of limit switches. Upper limit switch 302 is connected to the upper side of the first gear 308 and lower limit switch 304 is connected to lower side of the first gear 308. Plunger 306 is connected to the first gear 308 through a lock slot 1002. ECU 602 is connected to the DC motor 310. DC motor 310 is connected to the first gear 308 through the second gear 314. For locking the handlebar, when the lock button is pressed on the key pad the information is given to the ECU 602 over the CAN network and ECU 602 enables the DC motor 310 for locking the handlebar of the vehicle. Once the DC motor 310 rotates and reach the lock position, the lower limit switch 304 is pressed and ECU 602 receives the feedback and cut off the supply.
Figure 7 illustrates an electrical signal flowchart, depicting unlocking condition, in accordance with an embodiment of the present subject matter. For unlocking the handlebar when the unlock button is pressed on the keypad, the information is given to the ECU 602 over CAN network. ECU 602 enables the DC motor 310 for unlocking purpose. Once the DC motor 310 rotates and reaches at unlock position, the upper limit switch 302 is pressed and ECU 602 receives the feedback and cut off the supply.
Figure 8 illustrates a front view depicting ON condition of the locking mechanism 100, in accordance with an embodiment of the present subject matter. For manual locking handlebar with a key, the key is rotated by 35 degrees in clockwise direction. In ON condition key hole 604 is in vertical position. Plunger 306 is placed inside the locking assembly.
Figure 9 illustrates a front view depicting OFF condition, in accordance with an embodiment of the present subject matter. For manual unlocking handlebar with key, key is rotated by 35 degrees in anticlockwise direction. Plunger 306 is placed inside the locking assembly.
Figure 10 illustrates a sectional view depicting converting automatic locking mechanism 100 to manual locking mechanism 100, in accordance with an embodiment of the present subject matter. In case of low battery or failure in electronic circuit, automatic locking configuration is converted into manual locking configuration. User has to press the key inside the keyhole by 6mm which engages a lock engager with a lock slot 1002, which in turn actuates the plunger 306 to move linearly outward. This converts the locking mechanism 100 from an automated locking configuration to a manual locking configuration. For manual locking the vehicle, user has to press the key when the keyhole is in vertical position and rotate anticlockwise by 35 degrees which in turn actuates the plunger 306 to move linearly outward. The plunger 306 locks the movement of the handlebar of the vehicle. For unlocking the vehicle, user has to insert the key in the keyhole 604, press the key and rotate the key clockwise by 35 degrees. In this case, plunger 306 remains inside the locking mechanism 100.
Exemplary embodiments discussed above may provide certain advantages. Though not required to practice aspects of the disclosure, these following advantages may include.
Some embodiments of the locking mechanism provide a locking mechanism for avoiding vehicle’s theft.
Some embodiments of locking mechanism provide manual locking configuration along with automatic locking configuration to avoid trouble that may cause in case of battery failure.
Some embodiments of the locking mechanism provide password based locking mechanism to avoid the situation such as keys are misplaced or get stolen.
Although the description provides implementations of a locking mechanism for a vehicle, it is to be understood that the above descriptions are not necessarily limited to the specific features or methods of systems. Rather, the specific features and methods are disclosed as examples of implementations for the locking mechanism for the vehicle.
,CLAIMS:We claim:
1. A locking mechanism (100) for a vehicle comprising:
a DC motor (310), wherein the DC motor (310) actuates the locking mechanism;
an Electronic Control Unit (ECU) (602), wherein the ECU (602) is coupled to the DC motor (310), wherein the ECU (602) is configured to detect a state of a lock of the vehicle;
a set of gears, wherein the set of gears is coupled to the DC motor (310), wherein the set of gears comprises a first gear (308), a second gear (314) and a pin (316) coupled to the set of gears;
a pair of limit switches, wherein the pair of limit switches is coupled to the ECU (602), wherein the pair of limit switches is configured to control motion of the DC motor (310) during locking and unlocking operation; and
a plunger (306), wherein the plunger (306) is coupled to the set of gears wherein the plunger (306) is actuated by torque provided by the set of gears, thereby locking and unlocking a vehicle handle.
2. The locking mechanism (100) as claimed in claim 1, wherein an upper limit switch (302) is configured to control the motion of the DC motor (310) during the unlocking operation, and a lower limit switch (304) is configured to control the motion of the DC motor (310) during the locking operation.
3. The locking mechanism (100) as claimed in claim 2, wherein during the automated locking operation, the position of the pin (316) on the first gear (308) touches the lower limit switch (304) thereby controlling the motion of the DC motor (310), and during the automated unlocking operation, position of the pin (316) on the first gear (308) touches with the upper limit switch (302) thereby controlling the motion of the DC motor (310).
4. The locking mechanism (100) as claimed in claim 1, such that when a key is rotated anticlockwise, the plunger (306) is actuated to move linearly outward, thereby converting the locking mechanism from an automated locking configuration to a manual locking configuration.
5. The locking mechanism (100) as claimed in claim 1, wherein the upper limit switch (302) is placed at upper side of the first gear (308) and the lower limit switch (304) is placed at lower side of the first gear (308).
6. The locking mechanism (100) as claimed in claim 1, wherein the handle is locked by the actuated plunger (306) when the plunger (306) releases from the lock.
7. The locking mechanism (100) as claimed in claim 1, wherein the rotating DC motor (310) reaches a lock position pressing the limit switch, thereby providing feedback to the ECU (602) to cut off the supply and control the motion of the DC motor (310).
8. The locking mechanism (100) as claimed in claim 1, wherein the ECU (602) receives input from mobile application and thereby supplies a voltage to the DC motor (310) to control the locking mechanism through the DC motor (310) remotely.
9. The locking mechanism (100) as claimed in claim 1, wherein the ECU (602) sends a signal indicating the current locking condition of the vehicle.
Dated this 31st Day of March 2022

Priyank Gupta
Agent for the Applicant
IN/PA-1454