Safety device and brake-variable integrated transmission and electric power-assisted bicycle using same

Abstract

The utility model discloses a safety device and a brake-change integrated transmission and an electric power-assisted bicycle using the same, the safety device is applied to the brake-change integrated transmission, and the brake-change integrated transmission comprises a brake-change integrated finger shifter and a brake rod. The brake rod comprises a first part extending into the brake-variable integrated finger stirring part and a second part not extending into the brake-variable integrated finger stirring part, and the safety device comprises an induction piece arranged on the first part; the sensor base is arranged on the brake-variable integrated finger shifter and corresponds to the position of the sensing piece in the non-brake state; the sensor is arranged on the sensor base; the sensor can sense the sensing piece to generate a first sensing signal in the non-braking state, and the brake rod drives the sensing piece to be away from the sensor in the braking state so that the sensor can generate a second sensing signal. The induction piece on the brake rod is detected through the sensor to generate a corresponding induction signal, so that the power of the motor is cut off in time, and the potential safety hazard of a rider is reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of bicycles, in particular to a safety device and a brake-shift integrated transmission and an electric power-assisted bicycle using the same. Background Art

[0002] Currently, electric power-assist mechanisms are increasingly used on bicycles, particularly in conjunction with integrated brake-shift transmissions. This design, due to its compact structure, effectively saves space. However, in existing technologies, because the electric power-assist control device is installed close to the brake mechanism, the electric power-assist controller cannot promptly cut off the motor power during braking. This can result in motor assistance continuing during braking. This poses a potential safety hazard and increases the risk to riders during emergency braking. Therefore, an improved solution that can quickly disconnect the electric power during braking is urgently needed to improve the overall safety of electric-powered bicycles. Utility Model Content

[0003] The purpose of the utility model is to provide a safety device and a brake-shift integrated transmission and an electric power-assisted bicycle using the same, aiming to solve the problem in the prior art that the electric power-assisted controller cannot cut off the motor power in time when the electric power-assisted bicycle is braked.

[0004] In order to solve the above technical problems, the purpose of the present utility model is achieved through the following technical solutions: providing a safety device applied to a brake-variable integrated transmission, the brake-variable integrated transmission comprising a brake-variable integrated shifter and a brake lever rotatably connected to the brake-variable integrated shifter, wherein in an unbraked state, the brake lever comprises a first portion extending into the brake-variable integrated shifter and a second portion not extending into the brake-variable integrated shifter, the safety device comprising:

[0005] a sensing element, disposed on the first portion;

[0006] A sensor base is provided on the brake-shift integrated shifter and corresponds to the position of the sensing element in the non-braking state;

[0007] A sensor is provided on the sensor base;

[0008] Wherein, in the non-braking state, the sensor can sense the sensing element to generate a first sensing signal, and in the braking state, the brake lever drives the sensing element away from the sensor, so that the sensor generates a second sensing signal.

[0009] Furthermore, the sensing element is arranged on the first portion at a position away from the rotation center of the brake lever.

[0010] Furthermore, a receiving groove is provided on the brake lever, and the sensing element is arranged in the receiving groove.

[0011] Furthermore, the sensor base is detachably connected to the brake-shift integrated shifter.

[0012] Furthermore, the brake-variable integrated finger lever is provided with a fixing hole, and the sensor base includes a base body and a buckle connected to the base body, and the buckle is detachably connected to the fixing hole.

[0013] Furthermore, a receiving cavity is provided inside the base body, and one end of the sensor is arranged in the receiving cavity.

[0014] Furthermore, the induction element is a magnetic element, and the sensor is a Hall effect sensor.

[0015] Furthermore, the sensor base is made of non-metallic material.

[0016] The utility model also provides a brake-shift integrated transmission, comprising a brake-shift integrated shifter, a brake lever and the safety device as described above.

[0017] The utility model also provides an electric power-assisted bicycle, comprising the above-mentioned integrated brake-shift transmission.

[0018] An embodiment of the present invention provides a safety device for use on a brake-variable transmission, the brake-variable transmission comprising a brake-variable shifter and a brake lever rotatably connected to the brake-variable shifter. In an unbraked state, the brake lever comprises a first portion extending into the brake-variable shifter and a second portion not extending into the brake-variable shifter. The safety device comprises: a sensing member disposed on the first portion; a sensor base disposed on the brake-variable shifter and corresponding to the position of the sensing member in the unbraked state; and a sensor disposed on the sensor base. In the unbraked state, the sensor senses the sensing member to generate a first sensing signal, and in the braking state, the brake lever drives the sensing member away from the sensor, causing the sensor to generate a second sensing signal. The present invention uses a sensor to detect the sensing member on the brake lever to generate a corresponding sensing signal, thereby promptly cutting off motor power and reducing safety hazards for the rider. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0020] Figure 1A schematic diagram of the structure of a brake-shift integrated transmission provided by the embodiment of the utility model Figure 1 ;

[0021] Figure 2 A schematic diagram of the structure of a brake-shift integrated transmission provided by the embodiment of the utility model Figure 2 ;

[0022] Figure 3 A schematic diagram of the structure of a brake-shift integrated transmission provided by the embodiment of the utility model Figure 3 ;

[0023] Figure 4 This is an exploded view of a brake-shift integrated transmission provided in an embodiment of the present utility model.

[0024] Description of the symbols in the figure:

[0025] 100. Brake and shifter integrated; 101. Fixing hole;

[0026] 200, brake lever; 201, first part; 202, second part; 203, receiving groove;

[0027] 10. Induction parts;

[0028] 20. Sensor base; 21. Base body; 211. Accommodating cavity; 22. Buckle;

[0029] 30. Sensor. DETAILED DESCRIPTION

[0030] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the embodiments described are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0031] It will be understood that when used in this specification and the appended claims, the terms “comprises” and “comprising” indicate the presence of described features, integers, steps, operations, elements and / or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components and / or groups thereof.

[0032] It should also be understood that the terms used in this utility model specification are only for the purpose of describing specific embodiments and are not intended to limit the utility model. As used in this utility model specification and the appended claims, the singular forms "a", "an" and "the" are intended to include plural forms unless the context clearly indicates otherwise.

[0033] It should be further understood that the term “and / or” used in the present specification and the appended claims refers to any and all possible combinations of one or more of the associated listed items, and includes these combinations.

[0034] Combine Figure 1 and Figure 2 As shown, an embodiment of the present invention provides a safety device applied to a brake-shift integrated transmission, the brake-shift integrated transmission comprising a brake-shift integrated shifter 100 and a brake lever 200 rotatably connected to the brake-shift integrated shifter 100. In an unbraked state, the brake lever 200 comprises a first portion 201 extending into the brake-shift integrated shifter 100 and a second portion 202 not extending into the brake-shift integrated shifter 100. The safety device comprises:

[0035] The sensing element 10 is disposed on the first portion 201;

[0036] The sensor base 20 is provided on the brake-shift integrated shifter 100 and corresponds to the position of the sensing element 10 when the brake is not applied.

[0037] The sensor 30 is provided on the sensor base 20;

[0038] In the non-braking state, the sensor 30 can sense the sensing element 10 to generate a first sensing signal. In the braking state, the brake lever 200 drives the sensing element 10 away from the sensor 30, so that the sensor 30 generates a second sensing signal.

[0039] In this embodiment, the brake lever 200 includes two parts, namely a first part 201 and a second part 202. The first part 201 is located inside the integrated brake-variable shifter 100, while the second part 202 is located outside the integrated brake-variable shifter 100 (i.e., exposed to the outside). The safety device includes a sensing member 10, a sensor base 20 and a sensor 30. The sensing member 10 is mounted on the first part 201 so that it is inside the integrated brake-variable shifter 100 in an unbraked state. The sensor base 20 is provided on the integrated brake-variable shifter 100 and is located at a position corresponding to the position of the sensing member 10 in an unbraked state. The sensor 30 is fixed on the sensor base 20 for receiving the signal of the sensing member 10. In an unbraked state (such as Figure 1 As shown), the sensor 30 can detect the presence of the sensing element 10, thereby generating a first sensing signal, which can convey a signal that the current electric power assist system is in an activated state. Figure 2As shown in the figure, brake lever 200 rotates, moving sensing element 10 away from sensor 30. At this point, sensor 30 cannot detect the presence of sensing element 10, generating a second sensing signal. This second sensing signal indicates that the electric power steering system is inactive, thereby controlling the system to disconnect in a timely manner, thus achieving a safety protection function. This structural design allows braking operations to be linked to controlling the activation and deactivation of the electric power steering system, ensuring safety during braking.

[0040] In one embodiment, the sensing element 10 is disposed on the first portion 201 at a position away from the rotation center of the brake lever 200 .

[0041] In this embodiment, by positioning the sensing element 10 away from the center of rotation, the sensing element 10 can undergo a significant displacement when the brake lever 200 rotates. This displacement allows the sensing element 10 to move away from the sensor 30, ensuring that the sensor 30 promptly transmits a signal indicating the absence of the sensing element 10 during braking, thereby generating a second sensing signal and effectively controlling the electric power steering system.

[0042] Combine Figure 3 and Figure 4 As shown, in one embodiment, a receiving groove 203 is defined on the brake lever 200 , and the sensing element 10 is disposed in the receiving groove 203 .

[0043] In this embodiment, by providing a receiving groove 203 in the brake lever 200, the sensor 10 is securely embedded in the groove 203. This ensures that the sensor 10 moves with the brake lever 200 when the brake lever 200 rotates, effectively preventing the sensor 10 from falling out and ensuring the stability of the safety device. Furthermore, when the brake lever 200 rotates due to a braking operation, the sensor 10 in the receiving groove 203 moves away from the sensor 30, triggering the sensor 30 to generate a second sensing signal, thereby controlling the disconnection of the electric power steering system and achieving a safety protection function.

[0044] In one embodiment, the sensor base 20 is detachably connected to the brake-shift integrated shifter 100 .

[0045] In this embodiment, the sensor base 20 and the integrated brake-shift shifter 100 are detachably connected using screws or snaps, allowing for easy user access during safety device maintenance or component replacement. This detachable connection allows for quick adjustment or replacement of the sensor base 20 and sensor 30 when necessary.

[0046] In one embodiment, the integrated brake and shifter 100 is provided with a fixing hole 101 , and the sensor base 20 includes a base body 21 and a buckle 22 connected to the base body 21 , and the buckle 22 is detachably connected to the fixing hole 101 .

[0047] In this embodiment, the clip 22 is designed to be inserted into the fixing hole 101. Once inserted, the sensor base 20 is stably mounted on the integrated brake-shifter 100. The removable connection between the clip 22 and the fixing hole 101 allows for quick removal of the sensor base 20 when necessary, facilitating maintenance.

[0048] In one embodiment, a receiving cavity 211 is defined inside the base body 21 , and one end of the sensor 30 is disposed in the receiving cavity 211 .

[0049] In this embodiment, the housing cavity 211 provides a protective space, and the sensor 30 is fixed within the base body 21, preventing damage to the sensor 30 due to external impact or vibration. When the safety device is operating, the sensor 30 within the housing cavity 211 can sense the position changes of the sensing element 10 and promptly generate a corresponding sensing signal to achieve safe control of the electric power steering system.

[0050] In one embodiment, the sensing element 10 is a magnetic element, and the sensor 30 is a Hall effect sensor.

[0051] In this embodiment, the sensing element 10 generates a magnetic field change during the rotation of the brake lever 200, which is sensitively detected by the Hall effect sensor 30. When the brakes are not applied, the sensing element 10 is positioned close to the sensor 30, which senses the magnetic field and generates a first sensing signal. When the brakes are applied, the brake lever 200 pulls the sensing element 10 away from the sensor 30, weakening the magnetic field and causing the Hall effect sensor 30 to generate a second sensing signal.

[0052] In one embodiment, the sensor base 20 is made of a non-metallic material.

[0053] In this embodiment, the use of a non-metallic material as the base material effectively prevents interference with the magnetic field of the sensing element 10, ensuring that the sensor 30 can accurately detect changes in the magnetic field signal of the sensing element 10. Furthermore, non-metallic materials generally have good corrosion resistance and are lightweight, which helps improve the durability of the sensor base 20 and the portability of the entire device.

[0054] The present invention further provides a brake-shifting integrated transmission, comprising a brake-shifting integrated shifter 100, a brake lever 200 and the safety device as described above.

[0055] In this embodiment, the integrated brake-shift shifter 100 is rotatably connected to the brake lever 200. The brake lever 200 maintains its initial position when the brakes are not applied. When the brakes are applied, the brake lever 200 triggers a change in the relative position between the safety device's sensing element 10 and the sensor 30, causing the sensor 30 to generate different sensing signals. The first sensing signal is used for motor control in normal operation, while the second sensing signal is used to disconnect the power assist system when the brakes are applied.

[0056] The utility model also provides an electric power-assisted bicycle, comprising the above-mentioned integrated brake-shift transmission.

[0057] In this embodiment, the electric-assisted bicycle is interconnected with the brake-variator transmission and the electric-assisted power system. When the rider brakes, a safety device in the brake-variator transmission automatically cuts off power to the electric-assisted power system, ensuring that the electric-assisted power system does not continue to provide power during braking, thereby avoiding safety hazards caused by continued electric-assisted power.

[0058] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and such modifications or substitutions are intended to be within the scope of protection of the present invention. Therefore, the scope of protection of the present invention shall be subject to the scope of protection of the claims.

Claims

1. A safety device, applied to a brake-variator transmission, the brake-variator transmission comprising a brake-variator shifter and a brake lever rotatably connected to the brake-variator shifter, wherein in an unbraked state, the brake lever comprises a first portion extending into the brake-variator shifter and a second portion not extending into the brake-variator shifter, characterized in that: The safety device comprises: a sensing element, disposed on the first portion; A sensor base is provided on the brake-shift integrated shifter and corresponds to the position of the sensing element in the non-braking state; A sensor is provided on the sensor base; Wherein, in the non-braking state, the sensor can sense the sensing element to generate a first sensing signal, and in the braking state, the brake lever drives the sensing element away from the sensor, so that the sensor generates a second sensing signal.

2. The safety device according to claim 1, characterized in that The sensing element is arranged on the first portion at a position away from the rotation center of the brake lever.

3. The safety device according to claim 1, characterized in that The brake lever is provided with a receiving groove, and the sensing element is arranged in the receiving groove.

4. The safety device according to claim 1, characterized in that The sensor base is detachably connected to the brake-shift integrated shifter.

5. The safety device according to claim 4, characterized in that The brake-variable integrated finger lever is provided with a fixing hole, and the sensor base includes a base body and a buckle connected to the base body, and the buckle is detachably connected to the fixing hole.

6. The safety device according to claim 5, characterized in that An accommodating cavity is provided inside the base body, and one end of the sensor is arranged in the accommodating cavity.

7. The safety device according to claim 1, characterized in that The induction element is a magnetic element, and the sensor is a Hall effect sensor.

8. The safety device according to claim 7, characterized in that The sensor base is made of non-metallic material.

9. A brake-shift integrated transmission, characterized in that: The invention comprises a brake-shift integrated shifter, a brake lever and a safety device according to any one of claims 1 to 8.

10. An electric power-assisted bicycle, characterized in that: Including the integrated brake-shift transmission as described in claim 9.

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