A motorcycle switch assembly

Abstract

The present application relates to the technical field of motorcycle switch, in particular to a motorcycle switch assembly, which comprises a motorcycle handlebar, a right handlebar is arranged on one end of the motorcycle handlebar away from a left handlebar and is used for controlling the size of the throttle, the left handlebar is provided with a left switch shell on one side close to the right handlebar, the right handlebar is provided with a right switch shell on one side close to the left handlebar, a display screen is installed on the outer surface of the left switch shell, a button switch for switching the display data on the display screen is installed on the outer surface of the right switch shell, a notch is formed on the side of the right switch shell facing the left switch shell, a plug-in part is inserted into the notch, the plug-in part is connected with the motorcycle handlebar through a limiting piece, and the button switch is arranged towards the oil return direction of the right handlebar under the cooperation of the plug-in part and the notch. The present application has the following beneficial effects: the driver will naturally drive the right handlebar to rotate towards the throttle closing direction when operating and pressing the switch, so that the vehicle speed is reduced synchronously, and the riding safety is improved.

Description

Technical Field

[0001] This invention relates to the field of motorcycle switch technology, specifically a motorcycle switch assembly. Background Technology

[0002] As a core component of motorcycle control, the switch assembly is widely equipped with commonly used functional components such as headlight control, start button, and hazard lights, making it an important structure for ensuring convenient operation while riding. Current common optimized designs often integrate a display screen on the left switch housing, while the right switch housing houses function buttons electrically connected to the display screen, allowing the rider to quickly switch between displayed information.

[0003] When riding normally, the rider must continuously hold the right handlebar with their right hand and control the throttle opening to maintain vehicle power output and speed. When the rider needs to press the button switch on the right switch housing to change the displayed information, the vehicle continues to move as before, the speed cannot be reduced in time, and the vehicle's handling stability decreases. At the same time, to check the screen display, the rider's gaze is forced to shift from the road ahead to the display screen on the switch assembly, creating a blind spot. Under these adverse conditions, the rider cannot observe changes in road conditions in time or respond to emergencies, which can easily lead to loss of control and other safety accidents, posing a serious threat to riding safety. Summary of the Invention

[0004] In view of the shortcomings of the existing technology, the purpose of this invention is to provide a motorcycle switch assembly to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, the present invention provides the following technical solution: a motorcycle switch assembly, comprising a motorcycle handlebar, a left handlebar fixedly connected to one end of the handlebar, and a right handlebar for controlling the throttle, rotatable around the handlebar, at the end of the handlebar away from the left handlebar. A left switch housing is located on the side of the left handlebar closest to the right handlebar, and a right switch housing is located on the side of the right handlebar closest to the left handlebar. Both the left and right switch housings are mounted on the motorcycle handlebar and connected to it by screws. A display screen is mounted on the upper part of the outer surface of the left switch housing, and a push-button switch for switching the data displayed on the display screen is mounted on the outer surface of the right switch housing. A notch is formed on the side of the right switch housing facing the left switch housing, and a connector is inserted into the notch. The connector is connected to the motorcycle handlebar via a limiting member. The push-button switch is arranged towards the right handlebar's reset direction under the action of the connector and the notch. By positioning the plug and the notch together, the button switch is positioned towards the right handlebar reset (throttle return) direction. When the rider presses the switch, it will naturally cause the throttle to return to its original position and the speed to decrease. From an operational logic perspective, this avoids the risks of one-handed operation and eye shift during high-speed riding, thus improving riding safety.

[0006] Specifically, the limiting component includes a first clamping sleeve. The right switch housing, near the left switch housing, has a first clamping sleeve and a second clamping sleeve. Both the first and second clamping sleeves are semi-circular structures. The first and second clamping sleeves are mounted on the motorcycle handlebars using fasteners formed by two sets of screws and nuts. The insertion part is connected and fixed to the first clamping sleeve. This clamp-type limiting structure, composed of the first and second clamping sleeves, can be stably fixed to the motorcycle handlebars while also allowing rotation around the handlebars to flexibly adjust the installation angle of the button switch, adapting to different hand shapes and operating habits, and offering strong versatility.

[0007] Specifically, the first clamp has a first lug at each end, and the second clamp has a second lug at each end. One side of the first lug has a first circular hole, and one side of the second lug has a second circular hole that mates with the first circular hole. One end of the screw passes through the first and second circular holes and is threaded onto a nut. There is a gap between the first and second lugs. The first and second lugs, together with the screw and nut, achieve clamping and fixation, providing uniform clamping force, simple installation, and resistance to deformation, ensuring the overall structural stability.

[0008] Specifically, the push-button switch has a protective ring concentrically arranged around its outer side. The end of the protective ring furthest from the right switch housing is flush with the end of the push-button switch furthest from the right switch housing. An arc-shaped plate is mounted on the outer surface of the protective ring, with lugs at both ends. These lugs are positioned between a first lug and a second lug. A compression spring, in a compressed state, is positioned between the lug and the first lug. The compression spring is fitted onto a screw. A third circular hole, aligned with the first and second circular holes, is opened on one side of each lug, through which the screw passes. The protective ring protects the push-button switch; the compression spring provides elastic preload. If the fasteners loosen, the protective ring automatically moves away from the right switch housing, obstructing operation and providing an immediate warning of loosening, preventing safety accidents caused by component detachment.

[0009] Specifically, the arc-shaped plate and the end ear are integrally formed. A connecting part is installed in the middle of the arc-shaped plate. The connecting part has an L-shaped structure, and the end of the connecting part away from the arc-shaped plate is connected and fixed to the protective ring. The arc-shaped plate and the end ear are integrally formed, and the connecting part fixes the protective ring, resulting in strong overall rigidity and resistance to breakage.

[0010] Specifically, the first lug and the first sleeve are integrally formed, and the second lug and the second sleeve are integrally formed. The integrally formed structure improves the mechanical strength of the structure.

[0011] Specifically, the first clip has a first rubber pad on its inner side, and the second clip has a second rubber pad on its inner side. Both the first and second rubber pads are semi-circular in structure, and the ring-shaped structure formed by the first and second rubber pads wraps around the motorcycle handlebars. The semi-circular first and second rubber pads are placed within the space formed by the first and second clips to increase the friction with the motorcycle handlebars, prevent the first and second clips from rotating or slipping, and make the installation more secure.

[0012] Specifically, multiple evenly arranged blind holes are provided on the inner sides of both the first and second jackets. Raised strips are integrally formed on the outer surfaces of both the first and second rubber pads. These raised strips are inserted into the blind holes and are interference-fitted with them. The interference fit between the raised strips and the blind holes ensures precise positioning, prevents movement, and prevents detachment. It maintains a stable anti-slip effect even under long-term vibration conditions, further improving installation reliability.

[0013] The beneficial effects of this invention are: When installing the right switch housing, insert the connector into the notch on the right switch housing. With the cooperation of the connector and the notch, the button switch is positioned in the direction of the throttle return of the right handlebar. This forces the rider's fingers to move away from the button switch when the throttle is pressed, causing the right handlebar to turn towards the throttle-off direction when the rider operates the switch. This reduces the vehicle speed and avoids the safety hazards caused by one-handed operation and shifting the rider's gaze at high speeds, thus improving riding safety.

[0014] When the first and second lugs are connected by fasteners formed by screws and nuts, a compression spring is fitted onto the screw, and the screw passes through the lug. At this time, under the support of the compression spring, the arc-shaped plate and the structure formed by the first and second clips maintain a fixed relative position. That is, the protective ring is fitted onto the push-button switch. When the screw and nut become loose, because the insertion part is inserted into the notch, the distance between the second lug and the first lug increases under the action of the spring force. At this time, the arc-shaped plate drives the protective ring to move away from the right switch housing, so that when the driver's finger moves to the push-button switch, it is blocked by the protective ring. This allows for timely detection of loose screws and nuts, facilitating timely handling and preventing major safety accidents caused by loose fasteners. Attached Figure Description

[0015] Other features, objects, and advantages of the present invention will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings: Figure 1 This is a schematic diagram of the structure of a motorcycle switch assembly according to the present invention; Figure 2 This is another perspective view of a motorcycle switch assembly according to the present invention; Figure 3 for Figure 1 Enlarged view of point A in the middle; Figure 4 This is an assembly diagram of a push-button switch, a right handlebar, and a right switch housing in a motorcycle switch assembly according to the present invention. Figure 5 This is an assembly diagram of the plug-in portion, protective ring, first clip, and second clip in a motorcycle switch assembly according to the present invention. Figure 6 This is an exploded structural diagram of the plug-in portion, protective ring, first clip, and second clip in a motorcycle switch assembly according to the present invention. In the picture: 100. Motorcycle handlebars; 101. Left switch housing; 1011. Left handlebar; 102. Right switch housing; 1021. Right handlebar; 1022. Notch; 200. Display screen; 201. Push-button switch; 300. Protective ring; 301. Connecting part; 302. Arc plate; 3021. End lug; 3022. Third round hole; 303. Compression spring; 400. Insertion part; 500. First clip; 501. Second clip; 502. First support lug; 5021. First round hole; 503. Second support lug; 5031. Second round hole; 504. Screw; 5041. Nut; 505. First rubber pad; 506. Second rubber pad. Detailed Implementation

[0016] To make the technical means, creative features, objectives and effects of this invention easier to understand, the invention will be further described below in conjunction with specific embodiments.

[0017] Please see Figures 1 to 6 This invention provides a technical solution: a motorcycle switch assembly, including a motorcycle handlebar 100. A left handlebar 1011, fixedly connected to one end of the handlebar 100, is fitted onto one end of the handlebar 100. A right handlebar 1021, rotatable around the handlebar 100 for controlling the throttle, is fitted onto the other end of the handlebar 100 away from the left handlebar 1011. A left switch housing 101 is located on the side of the left handlebar 1011 closest to the right handlebar 1021, and a right switch housing 102 is located on the side of the right handlebar 1021 closest to the left handlebar 1011. Both the left and right switch housings 101 and 102 are fitted onto the motorcycle handlebar 100 and connected to it by screws. A display screen 200 is mounted on the upper part of the outer surface of the left switch housing 101, and a switch for cutting is mounted on the outer surface of the right switch housing 102. The button switch 201 that displays data on the display screen 200 has a notch 1022 on the side of the right switch housing 102 facing the left switch housing 101. A connector 400 is inserted into the notch 1022. When assembling the right switch housing 102, the connector 400 is inserted into the pre-set notch 1022. With the positioning and cooperation between the connector 400 and the notch 1022, the button switch 201 is stably arranged in the direction of the throttle reset and oil return of the right handle 1021, forming a safe structure that links the operating posture with the throttle control. This layout ensures that when the driver is holding the right handle 1021 normally and is in the accelerator driving state, his fingers are naturally away from the button switch 201 and cannot be directly touched to operate it. This structure prevents the behavior of arbitrarily switching the information on the display screen 200 while driving at high speed.

[0018] When the driver needs to press the button switch 201 to switch the displayed data, they must adjust their hand to apply force in the direction of throttle return. At the same time as pressing the switch, the right handlebar 1021 will naturally turn in the direction of throttle closing, so that the throttle returns synchronously and the vehicle speed decreases smoothly, allowing the vehicle to enter a safer low-speed state. Combined with a brief glance at the display screen 200, the driving risk is reduced. This design enforces a safe process of slowing down before operating, avoiding the safety hazards caused by single-handed operation, eyes off the road, and inability to reduce speed in time when using traditional switches at high speeds. It reduces the risk of accidents caused by distraction and unstable operation. The overall structure does not require additional electronic control and complex transmission. The pure mechanical layout can achieve safe operation constraints. It has high reliability and strong adaptability, improves the handling safety and driving stability of the motorcycle during operation, and provides more reliable safety protection for the rider.

[0019] The right switch housing 102, near the left switch housing 101, has a first sleeve 500 and a second sleeve 501. Both the first sleeve 500 and the second sleeve 501 are semi-circular structures. The insertion part 400 is connected and fixed to the first sleeve 500. Both ends of the first sleeve 500 are fitted with a first lug 502 integrally formed with the first sleeve 500. Both ends of the second sleeve 501 are fitted with a second lug 503 integrally formed with the second sleeve 501. One side of the first lug 502 has a first round hole 5021, and one side of the second lug 503 has a second round hole 5031 that mates with the first round hole 5021. There is a gap between the first lug 502 and the second lug 503, allowing one end of the screw 504 to pass through the first round hole 5021 and the second round hole 5031 in sequence. The second round hole 5031 is threaded with a nut 5041. The first sleeve 500 and the second sleeve 501 are installed on the motorcycle handlebar 100 by fasteners formed by two sets of screws 504 and nuts 5041, so that the plug part 400 is connected to the first sleeve 500. Then, the ring structure formed by the first sleeve 500 and the second sleeve 501 is installed on the motorcycle handlebar 100 by fasteners formed by screws 504 and nuts 5041, thus completing the assembly of the plug part 400 and the motorcycle handlebar 100. The structure formed by the first sleeve 500 and the second sleeve 501 rotates around the motorcycle handlebar 100, thereby adjusting the relative position of the plug part 400 and the motorcycle handlebar 100, and realizing the adjustment of the tilt angle of the button switch 201 as needed.

[0020] The inner side of the first sleeve 500 is provided with a first rubber pad 505, and the inner side of the second sleeve 501 is provided with a second rubber pad 506. Both the first rubber pad 505 and the second rubber pad 506 are semi-circular structures. The ring structure formed by the first rubber pad 505 and the second rubber pad 506 wraps around the motorcycle handlebar 100. The inner sides of the first sleeve 500 and the second sleeve 501 are provided with multiple evenly arranged blind holes. The outer surfaces of the first rubber pad 505 and the second rubber pad 506 are integrally formed with raised strips, which are inserted into the blind holes and connected to the blind holes. The holes are interference-fitted, and the protrusions and blind holes are interference-fitted, ensuring precise positioning, preventing movement, and preventing detachment. The first rubber pad 505 and the second rubber pad 506 with semi-circular structures are set in the installation space formed by the first sleeve 500 and the second sleeve 501. The rubber material itself has a high coefficient of friction, which increases the contact friction between the first sleeve 500, the second sleeve 501 and the motorcycle handlebar 100, and restricts the first sleeve 500 and the second sleeve 501 from circumferentially rotating, axially sliding or loosening on the handlebar 100, so as to keep the overall assembly structure stable.

[0021] A protective ring 300 is provided on the outer side of the push-button switch 201, concentrically arranged with the push-button switch 201. The end of the protective ring 300 away from the right switch housing 102 is flush with the end of the push-button switch 201 away from the right switch housing 102. A connecting part 301 is installed in the middle of the arc-shaped plate 302. The connecting part 301 has an L-shaped structure, so that the end of the connecting part 301 away from the arc-shaped plate 302 is connected and fixed to the protective ring 300. Finally, the arc-shaped plate 302 is installed on the outer surface of the protective ring 300. Both ends of the arc-shaped plate 302 are provided with end ears 3021 integrally formed with the arc-shaped plate 302. The end ears 3021 are located between the first ear 502 and the second ear 503. A compression spring 30 is provided between the end ears 3021 and the first ear 502 in a compressed state. 3. The compression spring 303 is sleeved on the screw 504. One side of the end ear 3021 has a third round hole 3022 that is aligned with the first round hole 5021 and the second round hole 5031. The screw 504 passes through the third round hole 3022. During the process of using the screw 504 and nut 5041 to fasten the first support ear 502 and the second support ear 503, the compression spring 303 is sleeved on the screw 504, and the screw 504 passes smoothly through the corresponding hole on the end ear 3021. With the pre-tightening support force of the compression spring 303, the clamping structure composed of the arc plate 302, the first clamp 500, and the second clamp 501 is kept in a fixed relative position. At this time, the protective ring 300 is stably sleeved on the outside of the push button switch 201, which provides normal protection.

[0022] When the vehicle vibrates during long-term driving, causing the fastening connection between the screw 504 and the nut 5041 to loosen, the compression spring 303 will automatically extend due to its stored elasticity, since the plug part 400 is always inserted in the notch 1022 of the right switch housing 102 to form a position constraint. This pushes the gap between the first lug 502 and the second lug 503 to increase. Under this action, the arc plate 302 simultaneously drives the guard ring 300 to move outward in a direction away from the right switch housing 102, so that the guard ring 300 is higher than the surface of the push button switch 201.

[0023] If the driver attempts to touch the button switch 201 at this time, their finger will be directly blocked by the raised guard ring 300, preventing normal pressing operation. This provides an intuitive and immediate warning of looseness, allowing the driver to notice the abnormality of the fasteners as soon as possible, stop the vehicle in time for inspection and tightening, avoid potential hazards such as button switch 201 displacement or malfunction due to loose clamping structure, prevent serious safety accidents caused by component detachment or control failure, and improve the safety and reliability of the switch assembly operation.

[0024] Although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole. The technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A motorcycle switch assembly, comprising a motorcycle handlebar (100), characterized in that: The motorcycle handlebar (100) has a left handlebar (1011) fixed to one end and connected to it. The motorcycle handlebar (100) away from the left handlebar (1011) has a right handlebar (1021) that rotates around the handlebar (100) to control the throttle. A left switch housing (101) is located on the side of the left handlebar (1011) closest to the right handlebar (1021), and a right switch housing (102) is located on the side of the right handlebar (1021) closest to the left handlebar (1011). Both the left and right switch housings are mounted on the motorcycle handlebar (100) and connected to it with screws. A display screen (200) is mounted on the upper part of the outer surface of the left switch housing (101), and the right switch housing (102)... The outer surface of the device is equipped with a button switch (201) for switching the data displayed on the display screen (200). The right switch housing (102) has a notch (1022) on the side facing the left switch housing (101). A plug part (400) is inserted into the notch (1022). The plug part (400) is connected to the motorcycle handlebar (100) through a limiting member. The button switch (201) is arranged in the direction of the right handlebar (1021) for throttle return under the action of the plug part (400) and the notch (1022). Under the mutual cooperation of the plug part (400) and the notch (1022), the driver's hand is in the throttle position and his fingers are away from the button switch (201). When the driver operates the button switch (201), he will naturally drive the right handlebar (1021) to turn in the throttle-off direction. The limiting component includes a first sleeve (500). The right switch housing (102) is provided with a first sleeve (500) and a second sleeve (501) on the side near the left switch housing (101). The first sleeve (500) and the second sleeve (501) are both semi-circular structures. The first sleeve (500) and the second sleeve (501) are installed on the motorcycle handlebars (100) by fasteners formed by two sets of screws (504) and nuts (5041). The plug-in part (400) is connected and fixed to the first sleeve (500). The first sleeve (500) has a first lug (502) installed at both ends, and the second sleeve (501) has a second lug (503) installed at both ends. The first lug (502) has a first round hole (5021) on one side, and the second lug (503) has a second round hole (5031) on one side that mates with the first round hole (5021). One end of the screw (504) passes through the first round hole (5021) and the second round hole (5031) in sequence and is threaded to a nut (5041). There is a gap between the first lug (502) and the second lug (503). The push-button switch (201) has a protective ring (300) arranged concentrically with the push-button switch (201) on its outer side. The end of the protective ring (300) away from the right switch housing (102) is flush with the end of the push-button switch (201) away from the right switch housing (102). An arc-shaped plate (302) is installed on the outer surface of the protective ring (300). Both ends of the arc-shaped plate (302) are equipped with end ears (3021). The end ears (3021) are located on the first end ear. Between (502) and the second lug (503), a compression spring (303) in a compressed state is provided between the end lug (3021) and the first lug (502). The compression spring (303) is sleeved on the screw (504). One side of the end lug (3021) is provided with a third round hole (3022) that is aligned with the first round hole (5021) and the second round hole (5031). The screw (504) passes through the third round hole (3022).

2. The motorcycle switch assembly according to claim 1, characterized in that: The arc plate (302) and the end ear (3021) are integrally formed. A connecting part (301) is installed in the middle of the arc plate (302). The connecting part (301) is an L-shaped structure. The end of the connecting part (301) away from the arc plate (302) is connected and fixed to the guard ring (300).

3. A motorcycle switch assembly according to claim 1, characterized in that: The first ear (502) and the first sleeve (500) are integrally formed, and the second ear (503) and the second sleeve (501) are integrally formed.

4. A motorcycle switch assembly according to claim 3, characterized in that: The inner side of the first sleeve (500) is provided with a first rubber pad (505), and the inner side of the second sleeve (501) is provided with a second rubber pad (506). The first rubber pad (505) and the second rubber pad (506) are both semi-circular structures. The ring structure formed by the first rubber pad (505) and the second rubber pad (506) wraps around the motorcycle handlebar (100).

5. A motorcycle switch assembly according to claim 4, characterized in that: The inner side of the first jacket (500) and the inner side of the second jacket (501) are provided with a plurality of evenly arranged blind holes. The outer surface of the first rubber pad (505) and the outer surface of the second rubber pad (506) are integrally formed with convex strips, which are inserted into the blind holes and are interference-fitted with the blind holes.

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