The present invention relates to an improvement in a handlebar lock system for a motorcycle.
A motorcycle handlebar locking apparatus, which is in the form of a card so as to be carried by a rider of a motorcycle and has a transmitter for transmitting a personal identification code to achieve the locking/ unlocking of a handlebar of the motorcycle, a so-called “smart card key”, is known from, for example, Japanese Patent Application Laying Open Publication No. 03-021575 (JP 03-021575 A).
Unlocking of the handlebar of the motorcycle disclosed in JP 03-021575 requires the execution of three steps as follows:
In the handlebar locking apparatus disclosed in JP 03-021575, steps (1) to (3) above need to be executed to unlock the handlebar. Particularly, steps (1) and (3) require an operation by the rider. It is desirable that those steps be reduced for the sake of convenience. Consequently, there is a demand for a more conveniently designed motorcycle handlebar lock system.
According to the present invention, there is provided a motorcycle handlebar lock system comprising: a portable key designed to be carried by a motorcycle rider; transmission and reception sections for transmitting to and receiving from the portable key information required for driving a motorcycle; a locking mechanism for locking and unlocking at a predetermined position a handlebar provided for steering the motorcycle; and a control section adapted to transmit information to the transmission section, to execute, on the basis of information received from the reception section, an authentication process required for driving the motorcycle and, when the authentication process successfully ended, to cause the locking mechanism to unlock the handlebar, wherein a switch part for initiating the authentication process by the control section is provided on a grip of the handlebar.
With this arrangement, gripping of the grip by the rider causes the control section to execute the authentication process. When the authentication is successfully completed, the handlebar is unlocked by the locking mechanism. In other words, by just gripping the grip, the handlebar is unlocked.
Preferably, the switch part comprises a proximity sensor disposed inside the grip.
In a preferred form, the grip is a throttle grip.
Desirably, the system further comprises a vehicle velocity sensor for detecting a traveling state of the motorcycle, and the control section is designed to keep the handlebar unlocked when the grip is gripped or when the motorcycle is detected as being in the traveling state.
It is desirable that the control section be designed to keep the handlebar locked when no detection is made by the switch part and when authentication of the information communicated between the control section and the portable key fails.
A preferred embodiment of the present invention will be described in detail below, by way of example only, with reference to the accompanying drawings, in which:
Reference is made initially to the block diagram of
The control section 16 performs so-called smart communication with the portable key 11 and carries out process of verification or authentication to determine whether the key 11 is the one proper to the motorcycle. The control section 16 also transmits to an ECU (Engine Control Unit) 21 an identification signal SID for controlling the operations of ignition and fuel injection apparatuses (not shown) provided to an engine. 22, and receives information corresponding to a number of engine rotation Ne, a throttle opening degree θ th, intake air negative pressure Pin and a vehicle velocity Vs detected by a vehicle velocity sensor 23.
Turning now to
Designated by reference numeral 41 is a front cover. Reference numeral 42 denotes a leg shield; 43 a front fender; 44 a tandem seat; 46 a side cover; 47 a floor step; 48 a side stand; 51 a main stand; 52 a power unit; 53, 54 an engine and a continuously variable transmission (CVT) jointly forming the power unit 52; 57 a rear wheel; and 58 a rear fender.
The proximity sensor 12, transmission section 13, reception section 14, control section 16 and locking mechanism 17 that form the handlebar lock system 10 are disposed on various parts of the motorcycle body. The transmission section 13, control section 16 and the locking mechanism 17 are provided in the vicinity of the leg shield 42. The reception section 14 is provided downwardly of a front part of the tandem seat 44. The positioning of the proximity sensor 12 will be described later in relation to
Reference is now made to
As shown in
Turning now to
Denoted by reference numeral 86 is a main frame extending from the head pipe 81 obliquely rearwardly downwardly. The main frame 86 and the down tube 82 are parts that constitute the body frame 80.
Next, discussion will be made as to the details of the catch mechanism 73 with reference to
The locking pawl 104 is comprised of an upper pawl part 111, a lower pawl part 112 continuing from the upper pawl part 111, and a lower arm part 113 that jointly form a generally F-shape. The lower arm part 113 has a spring stop part 115 to which one end of the tension spring 107 is anchored.
The stop member 106 has a peak part 116 with a slope part 116a, and a spring stop part 119 to which the other end of the tension spring 107 is attached. The slope part 116a provided to the peak part is adapted to abut against a lower projection 117 provided to the lower pawl part 112 of the locking pawl 104. The locking pawl 104 is rotated in a locking direction by pressing down the lower pawl part 112 of the locking pawl 104 with the locking pin 72 attached to the locking arm 71 (
When the catch mechanism 73 and the locking pin 72 are engaged with each other, as shown in
In this state, by actuating the actuator 74 to cause a rod 74a to retract into the actuator 74, the stop member 106 is rotated to thereby unlock the handlebar 31. The actuator 74 and the stop member 106 together form an unlocking mechanism 120.
As shown in
The sensor board 127 is electrically connected with the control section 16 via three conductive wires 135-137. Reference numeral 141 designates a through-hole formed in the pipe member 126 for letting the three conductive wires 135-137 out of the pipe member 126. 142 denotes a rubber grommet fitted in the through-hole 141.
The right grip 62 is made of rubber and accommodates a right proximity sensor 12R, as shown in
The right proximity sensor 12R is an inductance sensor and comprised of a sensor board 157, support members 158, 159, a coil 162, and two conductive wires 163, 164. The sensor board 157 is housed in an end part of the pipe member 126. For supporting opposite ends of the sensor board. 157, of the supporting members 158, 159, one is disposed within the pipe member 126 while the other is disposed between the pipe member 126 and the right grip 62. The coil 162 is embedded in a resinous tubular member 161 which is fitted in the end of the pipe member 126. The sensor board 157 is electrically connected with the control section 16 via three conductive wires 166-168.
As shown in
An operation of the described locking mechanism 17 will now be described with reference to
In
In this state, by turning the handlebar 31 the left maximally, as shown in
In
The stop member 106 stays at the position of
In this state, when the rider with the portable key walks a predetermined distance away from the motorcycle, communication between the key and the locking mechanism fails to make the key authentication void, whereby, as shown in
As the portable key authentication becomes void, the authentication in the authentication process performed between the control section and ECU also becomes void, whereby the ignition apparatus and the fuel injection apparatus of the engine 22 becomes inoperable.
Compared to the conventional handlebar locking system wherein the handlebar is turned to a predetermined position and then the main switch is turned to the locking position to establish the handlebar locking state, the handlebar locking system 10 according to the present invention requires fewer steps and is easy to operate.
Turning back to
As the control section 16 received the key transmission signal SPT, the personal identification code is compared with a reference number stored in the control section 16 (authentication process). When the personal identification code matches the reference number, the control section causes the locking mechanism 17 to unlock the handlebar 31.
The control section 16 also transmits a signal SID corresponding to a personal identification number to the engine control unit (ECU) 21, whereupon the ECU 21 transits to the control section 16 information such as the number of engine rotation Ne, the degree of throttle opening 0 th, intake negative pressure and the vehicle velocity detected by the vehicle velocity sensor 23. At the same time, the personal identification code signal is compared for verification with the reference signal during the operation of the ECU 21. When the personal identification code signal matches the reference signal, the ignition apparatus and the fuel injection apparatus of the engine are placed in an operable state.
Next, discussion will be made as to the handlebar unlocking operation of the locking mechanism 17 with reference to
From the handlebar locked state shown in
As the main switch is turned off to cut off the supply of power to the control section and the operation of the control section is stopped, pulling of the rod 74a of the actuator is terminated and the stop member 106 turns, as shown by arrow n, to a position where it abuts against the rising part 102b.
Referring now to the flowchart of
ST 01: A handlebar unlocking judgment is carried out. Details of this step will be described later with reference to
ST 02: A handlebar locking judgment is performed. Details of this process will be described later with reference to
ST 03: Judgment is made as to whether an authentication flag F is F=0 or F=1.When F=0, the process proceeds to ST 04. When F=1, the process proceeds to ST 05.
ST 04: The handlebar lock system is placed in a locking state.
ST 05: The handlebar lock system is placed in an unlocking state.
Referring to the flowchart of
ST 11: Judgment is made as to whether a grip of the handlebar is gripped. When the grip is gripped (YES), the process proceeds to ST 12. When the grip is not gripped (NO), the process proceeds to ST 16.
ST 12: The timer is turned on. Elapsed time t is et to start from 0.
ST 13: For authentication, smart communication is made between the portable key and the control section.
ST 14: Judgment is made as to whether the personal identification code was authenticated. When the personal identification code authentication fails (NO), the process proceeds to ST 15. When the PIN was authenticated (YES), the process proceeds to ST 17.
ST 15: Judgment is made as to whether the elapsed time t is 20 sec. or over. When the elapsed time t is less than 20 seconds, that is, t<20 seconds (NO), the process proceeds to ST 13. When the elapsed time t is 20 seconds or over, that is, t≧20 seconds (YES), the process proceeds to ST 16.
ST 16: 0 is given for authentication flag F.
ST 17: 1 is given for authentication flag F.
Handlebar locking judgment will now be described with reference to the flowchart of
ST 21: Judgment is made as to whether the authentication flag F is F=0 or F=1. When F=0, the process is finished. When F=1, the process proceeds to ST 22.
ST 22: Judgment is made as to whether the handlebar grip is gripped. When the grip is gripped (YES), the process proceeds to ST 23. When the grip is not gripped (NO), the process proceeds to ST 24.
ST 23: Judgment is made as to whether the motorcycle is traveling. When the motorcycle is not traveling (NO), the process proceeds to ST 24. As the motorcycle is traveling (YES), the process proceeds to ST 29.
ST 24: The timer is turned ON; the elapsed time t starts from 0 (zero).
ST 25: For achieving the authentication process, the portable key and the control section communicate with each other (smart communication).
ST 26: Judgment is made as to whether the personal identification code is authenticated. When the authentication failed (NO), the process proceeds to
ST 27. When the key is authenticated (YES), the process proceeds to ST 29.
ST 27: Judgment is made as to whether the elapsed time t is 20 seconds or longer. When the elapsed time t is less than 10 seconds, that is, t<10 seconds (NO), the process proceeds to ST 25. When the elapsed time t is 10 seconds or longer, that is, t≧10 seconds (YES), the process proceeds to ST 28.
ST 28: The authentication flag F is given 0.
ST 29: The authentication flag F is given 1.
As can be readily appreciated from
By virtue of the left and right proximity sensors 12L, 12R being provided on the left and right grips 61, 62 that are surely gripped by a rider before the motorcycle is started, the handlebar unlocking action is simplified, thus saving trouble experienced before starting a motorcycle.
In an additional aspect of the present invention, as shown in
In a further aspect of the present invention, as shown in
In a still further aspect of the present invention, the handlebar lock system further includes a vehicle velocity sensor 23 for detecting the traveling state of the motorcycle 30, wherein the control section 16 keeps the handlebar 31 unlocked when at least one of the left and right grips 61, 62 is gripped or when the motorcycle 30 is traveling. With this arrangement, it becomes possible to prevent the handlebar 31 from being locked unexpectedly where steering is required.
In a still further aspect of the present invention, the handlebar 31 is kept in the locked state when no detection is made by the left and/or right proximity sensors 12L, 12R and when authentication of the information communicated between the control section 16 and the portable key 11 fails. As a result, it becomes possible to keep the handlebar 31 locked when the motorcycle rider carrying the key 11 leaves the motorcycle 30.
Although the invention has been described in relation to the embodiment wherein the handlebar is unlocked when at least one of the left and right grips 61, 62 is gripped, the invention should not be construed as being limited to that embodiment. The arrangement may be altered such that the handlebar 31 is unlocked when only one of the left and right grips 61, 62 is gripped.
In this instance, in
Although the switch part was formed by the proximity sensors 12L, 12R, a touch sensor or similar sensors may be employed in their stead.
The handlebar lock system according to this invention is particularly useful for motorcycles.
Number | Date | Country | Kind |
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2006-348450 | Dec 2006 | JP | national |
Filing Document | Filing Date | Country | Kind | 371c Date |
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PCT/JP2007/075365 | 12/25/2007 | WO | 00 | 1/29/2009 |