Finger shifting device and vehicle

Abstract

The utility model provides a finger shifting device and a vehicle, and relates to the technical field of tools for riding instead of walk. The vehicle comprises an electric control assembly and a finger shifting part. The electric control assembly comprises a first electric control board and a second sensing element arranged on the first electric control board. The finger shifting part is provided with a second triggering part, the finger shifting part is rotationally connected to the electric control assembly, and the second triggering part is adjacent to the second sensing element; the finger shifting part, the second triggering part and the second sensing element are used for controlling an accelerator; wherein the second triggering piece is used for triggering the second sensing element to output a sensing signal; the first electric control board is used for forming an accelerator control signal according to a sensing signal of the second sensing element. The disassembly and assembly process of the finger shifting device can be simplified, and then the disassembly and assembly efficiency and convenience of the vehicle are improved.

Description

[0001] This application claims priority to Chinese Patent Application No. 202411909888.0, filed on December 23, 2024, entitled "Vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of personal transportation technology, and more particularly to a dial device and a vehicle. Background Technology

[0003] Electric scooters are becoming increasingly common in people's daily lives, and their agility and portability have made them popular among young consumers.

[0004] According to related technologies, a vehicle typically includes a handlebar assembly, a body, and a roof housing. The handlebar assembly is connected to the body via the roof housing. The handlebar assembly includes handlebars and shifters mounted on the handlebars. The shifters are used to control the throttle of the vehicle to adjust the vehicle's speed.

[0005] However, the current shifter has the drawback of being inconvenient to install and remove. Utility Model Content

[0006] In view of the above problems, this application provides a shifter device and a vehicle, which can simplify the disassembly and assembly process of the shifter device, thereby improving the efficiency and convenience of vehicle disassembly and assembly.

[0007] To achieve the above objectives, the embodiments of this application provide the following technical solutions:

[0008] In a first aspect, embodiments of this application provide a dialing device, including:

[0009] An electronic control assembly, the electronic control assembly including a first electronic control board and a second sensing element disposed on the first electronic control board;

[0010] A shifter having a second trigger element, the shifter being rotatably connected to the electronic control assembly, and the second trigger element being adjacent to the second sensing element; the shifter, the second trigger element, and the second sensing element are used to control the throttle;

[0011] The second trigger is used to trigger the second sensing element to output a sensing signal; the first electronic control board is used to generate a throttle control signal based on the sensing signal of the second sensing element.

[0012] In one possible implementation, the electronic control assembly further includes a connecting housing, in which the first electronic control board and the second sensing element are disposed;

[0013] The dial is rotatably connected to the connecting housing.

[0014] In one possible implementation, the dial is rotatably connected to the side of the connecting housing facing the ground.

[0015] In one possible implementation, a second rotating shaft is provided on the connecting housing, and the finger is rotatably connected to the second rotating shaft.

[0016] In one possible implementation, the connecting housing includes:

[0017] The housing has a mounting opening that communicates with the inner cavity of the housing; wherein the first electronic control board is disposed inside the housing.

[0018] A cover plate, which is sealed to the housing and covers the mounting opening.

[0019] In one possible implementation, the second trigger is a magnet and the second sensing element is a Hall effect device.

[0020] Secondly, embodiments of this application provide a vehicle including a front housing and the shifter device described in the first aspect, wherein the electronic control components of the shifter device are connected to the front housing.

[0021] In one possible implementation, the connecting housing of the finger dial device is detachably connected to the forehead housing and is located below the forehead housing.

[0022] In one possible implementation, the connecting housing includes at least two connecting protrusions, which are detachably connected to the forehead housing by a first screw.

[0023] In one possible implementation, the vehicle further includes a controller electrically connected to a first electronic control board of the paddle shifter.

[0024] In the shifter and vehicle provided in this application embodiment, the electronic control assembly includes a first electronic control board and a second sensing element, and the shifter has a second trigger. The second trigger can move toward or away from the second sensing element, and the shifter, the second trigger, and the second sensing element are used to control the throttle. When the second trigger moves toward the second sensing element, it can trigger the second sensing element to output a sensing signal, and the first electronic control board is used to generate a throttle control signal based on the sensing signal. In this way, the throttle control signal can be generated by the shifter, which can eliminate the physical friction and contact wear of mechanical micro-switch type shifters, thereby improving the service life of the shifter and preventing the shifter from failing, thus improving the safety performance of the vehicle.

[0025] Furthermore, there is no longer a need to connect the shifters to the vehicle's controller via a wiring harness. When the shifters need to be removed, only the shifters and electronic control components need to be removed separately, eliminating the need to open the front housing and disconnect the wiring harness connected to the controller. This simplifies the disassembly and assembly process and improves the efficiency and convenience of vehicle assembly and disassembly.

[0026] In addition to the technical problems solved by the embodiments of this application, the technical features constituting the technical solutions, and the beneficial effects brought about by the technical features of these technical solutions described above, other technical problems that can be solved by the finger-shifting device and vehicle provided by the embodiments of this application, other technical features included in the technical solutions, and the beneficial effects brought about by these technical features will be further explained in detail in the specific implementation. Attached Figure Description

[0027] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0028] Figure 1 An explosion diagram of a vehicle provided in an embodiment of this application;

[0029] Figure 2 A perspective view of one side of the vehicle provided in an embodiment of this application;

[0030] Figure 3 A front view of the vehicle provided in an embodiment of this application;

[0031] Figure 4 A top view of the vehicle provided in an embodiment of this application;

[0032] Figure 5 A perspective view of the electronic control component provided in the embodiments of this application;

[0033] Figure 6 A top view of the electronic control component provided in the embodiments of this application;

[0034] Figure 7 An exploded view of the electronic control component provided in the embodiments of this application;

[0035] Figure 8 A perspective view of the forehead component provided in an embodiment of this application;

[0036] Figure 9 A top view of the forehead component provided in an embodiment of this application;

[0037] Figure 10 For along Figure 4 A cross-sectional view along the AA direction;

[0038] Figure 11 A perspective view of the vehicle from another angle, provided in an embodiment of this application;

[0039] Figure 12 for Figure 11 A magnified view of region B in the middle.

[0040] Explanation of reference numerals in the attached figures:

[0041] 1000: Vehicles;

[0042] 100: Forehead housing; 110: Clearance area; 120: Main body; 121: First main body; 122: Second main body; 123: First receiving cavity; 130: Protrusion; 131: Second receiving cavity; 140: Second electronic control board; 150: Electrical component;

[0043] 200: Electronic control components;

[0044] 210: Connecting housing; 211: Connecting protrusion; 212: First screw; 213: Housing; 214: Cover plate; 2141: Base plate; 2142: Side plate; 215: Instrument;

[0045] 220: First electronic control board; 2211: First sensing element; 2212: Second sensing element; 2213: Third sensing element;

[0046] 230: First rotating shaft; 240: Second rotating shaft; 250: Third rotating shaft;

[0047] 310: Brake lever assembly; 311: Brake lever; 312: Rotating component; 3121: First rotating hole; 313: Second screw;

[0048] 320: Dial lever;

[0049] 330: Toggle component;

[0050] 400: Turn signal;

[0051] 500: First horizontal assembly; 510: First horizontal assembly; 520: First grip; 530: Bell; 540: First end cap;

[0052] 600: Second crossarm assembly; 610: Second crossarm; 620: Second grip sleeve; 630: Second end cap;

[0053] 700: Ambient light; 710: Light-emitting element; 720: Transparent lampshade; 730: Light guide strip;

[0054] 800: Headlight; 810: Headlight housing. Detailed Implementation

[0055] As described in the background section, shifters are typically electrically connected to the vehicle's control module via wiring harnesses, and shifters are usually mechanical microswitches. This makes the shifters prone to wear, and the wiring harnesses all pass through the overhead assembly, resulting in a complex and messy arrangement of the wiring harnesses within the overhead assembly. When it is necessary to remove the shifter, the overhead assembly must be opened, the wiring harness connecting the shifter to the control module must be disconnected, and then the shifter can be removed. This makes the installation and removal of shifters complicated and reduces the efficiency of shifter installation and removal.

[0056] To address the aforementioned technical problems, this application provides a shifter and a vehicle in which the electronic control assembly includes a first electronic control board and a second sensing element, and the shifter has a second trigger. The second trigger can move toward or away from the second sensing element, and the shifter, the second trigger, and the second sensing element are used to control the throttle. When the second trigger moves toward the second sensing element, it can trigger the second sensing element to output a sensing signal, and the first electronic control board is used to generate a throttle control signal based on the sensing signal. In this way, the throttle control signal can be generated by the shifter, which can eliminate the physical friction and contact wear of mechanical micro-switch type shifters, thereby improving the service life of the shifter and preventing shifter failure, thus improving the vehicle's safety performance.

[0057] Furthermore, there is no longer a need to connect the shifters to the vehicle's controller via a wiring harness. When the shifters need to be removed, only the shifters or electronic control components need to be removed individually, eliminating the need to open the front housing and disconnect the wiring harness connected to the controller. This simplifies the disassembly and assembly process and improves the efficiency and convenience of vehicle assembly and disassembly.

[0058] To make the above-mentioned objectives, features, and advantages of the embodiments of this application more apparent and understandable, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0059] This application provides a vehicle, which can be a scooter, a balance bike, or an electric vehicle. The vehicle can also be a foldable vehicle for easy carrying. Specifically, the vehicle can be a foldable scooter, a foldable balance bike, a foldable bicycle, or a foldable electric vehicle.

[0060] Please refer to the attached document. Figure 1The vehicle 1000 includes a front housing 100, which is used to install the handlebar assembly and the vehicle body to achieve the connection between the handlebar assembly and the vehicle body. The front housing 100 also serves as a passageway for the wiring harness; this allows the wiring harness to be housed within the front housing 100, preventing it from being exposed externally, improving the neatness of the wiring harness, and reducing the potential risk of failure due to external environmental factors (such as wear, corrosion, water immersion, etc.), thereby improving the safety and reliability of the wiring harness.

[0061] In this embodiment, the material of the forehead shell 100 includes, but is not limited to, aluminum alloy.

[0062] Please refer to the attached document. Figure 1 Appendix Figure 8 To be continued Figure 10 The vehicle 1000 also includes a paddle shifter, which is used to control the throttle opening of the vehicle 1000 to change the driving speed of the vehicle 1000.

[0063] The shifter can be connected to the forehead housing 100 to mount the shifter onto the vehicle 1000. In some embodiments, the shifter includes an electronic control assembly 200. The electronic control assembly 200 of the shifter is connected to the forehead housing 100 to enable the connection between the shifter and the forehead housing 100.

[0064] The electronic control assembly 200 includes a first electronic control board 220 and a second sensing element 2212. The second sensing element 2212 is disposed on the first electronic control board 220 and is electrically connected to the first electronic control board 220.

[0065] Please refer to the attached document. Figure 5 To be continued Figure 7 To facilitate the placement of the first electronic control board 220 and the second sensing element 2212, as well as the connection between the electronic control assembly 200 and the forehead housing 100, the electronic control assembly 200 provided in this embodiment further includes a connecting housing 210, wherein the first electronic control board 220 and the second sensing element 2212 are disposed within the connecting housing 210. This arrangement allows the connecting housing 210 to protect the first electronic control board 220 and the second sensing element 2212, providing a physical barrier that effectively isolates external contaminants such as dust, moisture, and oil, reducing the corrosive effects of environmental factors on electronic components and extending the assembly's lifespan. Simultaneously, the connecting housing 210 can also serve as a connecting component to achieve the connection between the electronic control assembly 200 and the forehead housing 100.

[0066] It should be noted that the connecting housing 210 and the forehead housing 100 can be either a non-detachable fixed connection or a detachable fixed connection. For example, the connecting housing 210 of the finger dial device is detachably connected to the forehead housing 100 and is located below the forehead housing 100.

[0067] In this embodiment, the connecting housing 210 is detachably connected to the front housing 100, so that when the electronic control component 200 malfunctions or needs maintenance, it can be easily removed from the front housing 100 for necessary repair or replacement. This greatly reduces the difficulty and time cost of maintenance and improves the maintenance efficiency of the vehicle.

[0068] Furthermore, the electronic control component 200 is located below the front housing 100, which can at least partially shield the electronic control component 200. This reduces the safety risks caused by accidental contact or impact. It also reduces the corrosion from external environmental factors such as rainwater, dust, and dirt, extending the service life of the electronic control component 200.

[0069] To facilitate the connection between the housing 210 and the forehead housing 100, please refer to the attached diagram in this embodiment. Figure 1 Appendix Figure 5 and attached Figure 6 The connecting housing 210 also includes at least two connecting protrusions 211, which are detachably connected to the front housing 100 by a first screw 212. This disperses the stress at the connection point, improves the stability and reliability of the connection, and helps ensure a secure connection between the connecting housing 210 and the front housing 100, preventing loosening or damage due to vibration or impact during driving.

[0070] At least two connecting protrusions 211 extend in a direction away from the vehicle, meaning that at least two connecting protrusions 211 can be located at the rear of the connecting housing 210. This helps to avoid spatial conflicts with other vehicle components and optimize the overall spatial layout.

[0071] Please continue to refer to the appendix. Figure 1 Appendix Figure 5 To be continued Figure 7 The shifter device provided in this application embodiment also includes a shifter 320, which has a second trigger (not shown in the figure).

[0072] The shifter 320 is rotatably connected to the electronic control assembly 200, and the second trigger is adjacent to the second sensing element 2212; the shifter 320, the second trigger, and the second sensing element 2212 are used to control the throttle. It should be understood that when the electronic control assembly 200 includes the connecting housing 210, the shifter 320 is rotatably connected to the connecting housing 210.

[0073] The second trigger is used to trigger the second sensing element 2212 to output a sensing signal; the first electronic control board 220 is used to generate a throttle control signal based on the sensing signal of the second sensing element 2212.

[0074] In this way, the throttle control signal can be generated by the shift mechanism, which can eliminate the physical friction and contact wear of mechanical micro-switches, thereby increasing the service life of the shift mechanism, preventing the shift mechanism from failing, and improving the vehicle's safety performance.

[0075] Furthermore, there is no longer a need to connect the shifters and the vehicle's controller via a wiring harness. When the shifters 320 need to be removed, only the shifters or electronic control components need to be removed individually, eliminating the need to open the front housing and disconnect the wiring harness connected to the controller. This simplifies the disassembly and assembly process and improves the efficiency and convenience of vehicle disassembly and assembly.

[0076] It should be noted that in this embodiment, the second trigger is disposed on the dial element 320, which can be understood as the second trigger being disposed on the surface of the dial element 320 facing the second sensing element 2212; it can also be understood as the second trigger being disposed in the inner cavity of the dial element 320 when the dial element 320 includes an inner cavity, and adjacent to the second sensing element 2212.

[0077] It should also be noted that the shifter 320 can be rotatably connected to the side of the connecting housing 210, or to the top surface of the connecting housing 210, or even to other positions.

[0078] In one possible implementation, the shifter 320 is rotatably connected to the ground-facing side of the connecting housing 210. (See attached...) Figure 5 Taking the indicated orientation as an example, the shifter 320 is rotatably connected to the bottom surface of the connecting housing 210. In this way, when the user is riding, the shifter 320 is approximately at the same level as the user's hand, allowing for easy access without significant adjustments to the wrist or arm angle, thus reducing fatigue from prolonged operation.

[0079] It should be noted that the rotatable connection between the shifter 320 and the connecting housing 210 can take various forms. For an example, please refer to the appendix. Figure 1The connecting housing 210 is provided with a second rotating shaft 240, and the shifter 320 is rotatably connected to the second rotating shaft 240. For example, the shifter 320 has a rotating hole, and the second rotating shaft 240 is inserted into the rotating hole to achieve a rotatable connection between the shifter 320 and the connecting housing 210. It should be noted that the second rotating shaft 240 and the connecting housing 210 can be integrally formed or can be separate structures. When the second rotating shaft 240 and the connecting housing 210 are integrally formed, they can be manufactured by injection molding, which can improve the structural strength of the second rotating shaft 240 and the connecting housing 210.

[0080] When the shifter 320 is damaged, it can be directly removed from the second rotating shaft 240, which improves the efficiency of disassembly and assembly of the shifter 320.

[0081] As one possible implementation of the connecting housing 210, please refer to the appendix. Figure 7 The connecting housing 210 includes:

[0082] The housing 213 has a mounting opening located on the side of the housing 213 opposite to the front housing 100 and communicating with the inner cavity of the housing; in other words, the mounting opening is located on the lower surface of the housing 213. The first electronic control board 220 is disposed within the housing 213.

[0083] Cover plate 214 is sealed to housing 213 and covers the installation opening. The sealing connection between cover plate 214 and housing 213 can be achieved by a sealing ring or by potting adhesive.

[0084] It should be understood that the cover plate 214 may simply cover the installation opening, meaning the shape of the cover plate 214 matches the shape of the installation opening, or it may have other structures. For example, the cover plate 214 may include a base plate 2141 and a side plate 2142, with the side plate 2142 disposed on the base plate 2141 and forming a cavity with the base plate 2141. When connected to the housing 213, the side plate 2142 can be inserted into the inner cavity of the housing 213. This increases the contact area between the cover plate 214 and the housing 213, thereby improving the structural strength of the connection to the housing 210.

[0085] In one possible implementation, the second trigger can be a magnet, and the second sensing element 2212 can be a Hall effect device. Thus, the throttle switch is controlled by induction, which, compared to the mechanical drive method in related technologies, avoids the contact problems or failures caused by long-term wear of traditional mechanical switches, thereby significantly improving the reliability and durability of the switch and extending its service life. It should be noted that the working principles of the Hall effect device and the magnet are related technologies, and will not be elaborated further in this embodiment.

[0086] Furthermore, when the shifter 320 is made of magnet steel, the second trigger can also be a part of the shifter 320. In this way, the shifter 320 itself constitutes a magnet, which simplifies the manufacturing process of the shifter device.

[0087] In one possible implementation, the vehicle also includes a controller, which is electrically connected to the first electronic control board 220 of the shifter. It should be noted that the controller can have multiple functions; for example, it can also control the throttle signal of the motor. In this case, the shifter 320 is connected to the electronic control assembly 200 via induction, and then the electronic control assembly 200 is connected to the controller via a wiring harness. This reduces the number of wiring harnesses, significantly simplifies the wiring harness layout inside the front housing 100, making it neater and more orderly, and reducing the potential risk of failure due to messy wiring harnesses. Furthermore, reducing the number of wiring harnesses reduces material input and lowers material costs. For example, the controller also controls the connection between the first electronic control board 220 and the battery to provide power to the first electronic control board 220 and ensure its normal operation.

[0088] It should be noted that the controller is electrically connected to the first control board 220, which can be understood as a direct connection or an indirect connection. In one example, the controller can be directly plugged into the first control board 220. In another example, the controller and the first control board 220 are separate units, and the controller and the first control board 220 are connected via a wiring harness.

[0089] It should be noted that the vehicle 1000 provided in this embodiment may also include other structures.

[0090] In one possible implementation, the vehicle 1000 includes a brake lever assembly 310, a first trigger and a first sensing element 2211; the first sensing element 2211 is disposed on the first electronic control board 220 and spaced apart from the second sensing element 2212.

[0091] Please continue to refer to the appendix. Figure 1 The brake lever assembly 310 includes:

[0092] A rotating member 312 is rotatably connected to the electronic control assembly 200 and is adjacent to the first sensing element 2211; a first trigger member is disposed on the rotating member 312. Exemplarily, the connecting housing 210 is provided with a first rotating shaft 230, and the rotating member 312 is provided with a first rotating hole 3121. The first rotating shaft 230 is rotatably connected to the first rotating hole 3121 to achieve a rotatable connection between the first rotating shaft 230 and the connecting housing 210.

[0093] A brake lever 311 is rotatably connected to the forehead housing 100. The brake lever 311 is also connected to a rotating member 312 to drive the rotating member 312 to rotate, so that the first trigger member can trigger the first sensing element 2211. The brake lever 311 has a first actuating protrusion, and correspondingly, the rotating member 312 has a second actuating protrusion, with the first actuating protrusion abutting against the second actuating protrusion.

[0094] When the operator pulls the brake lever 311, the brake lever 311 rotates, which in turn drives the rotating component 312 to rotate, thereby causing the first trigger element to displace. The first sensing element 2211 can generate a sensing signal based on the displacement of the first trigger element. The operation of controlling the battery power-off based on the sensing signal can be performed by the first electronic control board 220 itself or by the controller. For example, the controller controls the battery power-off based on the sensing signal, thereby switching the power output of the vehicle 1000 to achieve the braking function.

[0095] It should be noted that a first elastic reset member (not shown in the figure) is provided between the brake lever 311 and the rotating member 312. The first elastic reset member is used to drive the brake lever 311 back to its initial state. The first elastic reset member can be a tension spring. When the operator pulls the brake lever 311, the first elastic reset member changes from an extended state to a compressed state; when the operator releases the brake lever 311, the elastic restoring force of the first elastic reset member drives the brake lever 311 back to its initial state.

[0096] The brake lever assembly 310 also includes a brake cable (not shown) with a connecting portion, which passes through and is connected to the front housing 100. The connecting portion is connected to the brake lever 311 by a second screw 313. It should be noted that there are usually two brake levers 311, and correspondingly, there are also two rotating parts 312 and two first sensing elements 2211.

[0097] When the brake lever 311 malfunctions and needs replacement, the pivot between the brake lever 311 and the front housing 100 can be removed. This exposes the brake cable and the connecting part. Then, the second screw 313 can be removed to detach the brake lever 311. This eliminates the need to open the front housing 100 to separate the brake lever 311 from the connecting part, as is done in existing technologies, thus improving the ease of installation and removal of the brake lever 311.

[0098] In one possible implementation, please refer to the appendix. Figure 1 To be continued Figure 7 The vehicle 1000 also includes a toggle switch 330, a third trigger, and a third sensing element 2213. The third sensing element 2213 is disposed on the first electronic control board 220, and the toggle switch 330, the third trigger, and the third sensing element 2213 constitute a turn signal switch.

[0099] The actuating member 330 is rotatably connected to the connecting housing 210, and the third trigger member is disposed on the actuating member 330 and adjacent to the third sensing element 2213. Exemplarily, the connecting housing 210 is provided with a third rotating shaft 250, and the actuating member 330 is rotatably connected to the third rotating shaft 250.

[0100] When the actuating element 330 is rotated, changing the displacement of the third trigger element, the third sensing element 2213 can detect the third trigger element and generate a sensing signal. It should be noted that the operation of controlling the turn signal to turn on or off based on the sensing signal from the third sensing element 2213 can be performed by the first electronic control board 220 or by the controller. For example, the controller can receive the sensing signal from the third sensing element 2213 and control the turn signal to turn on based on the sensing signal.

[0101] It should be noted that the power source for the turn signals can be directly controlled by the controller, or other options are available.

[0102] For example, the vehicle 1000 also includes a turn signal 400, which is disposed below the connecting housing 210 and electrically connected to the first electronic control board 220; for example, the turn signal 400 is disposed on the cover plate 214. The controller controls the first electronic control board 220 to supply power to the turn signal 400 based on the sensing signal of the third sensing element.

[0103] In related technologies, the turn signal 400 is typically positioned at the left and right ends of the handlebars, which increases the distance between the turn signal 400 and the battery, and consequently increases the length of the wiring harness connecting the battery and the turn signal 400. This embodiment, by directly mounting the turn signal 400 on the connecting housing 210 and electrically connecting it to the first electronic control board 220, avoids connecting the turn signal 400 to the first electronic control board 220 via a wiring harness, thus simplifying the vehicle's wiring structure and resulting in a more compact and neat overall layout.

[0104] It should be noted that the connection between the turn signal 400 and the first electronic control board 220 can be achieved by providing conductive terminals on the first electronic control board 220, which can extend to the outside of the connecting housing 210; the turn signal 400 can be directly connected to the conductive terminals.

[0105] When the turn signal 400 is damaged, the connection between the turn signal 400 and the conductive terminal can be directly disconnected. Unlike related technologies, it is not necessary to remove the front housing and expose the connection between the turn signal 400 and the wiring harness, which improves the replacement efficiency of the turn signal 400.

[0106] In this embodiment, the third trigger can be a magnet, and the third sensing element 2213 can be a Hall effect device. Thus, the turn signal switch is also controlled by induction. Compared to the mechanical drive method in related technologies, this avoids the contact problems or failures caused by long-term wear of traditional mechanical switches, thereby significantly improving the reliability and durability of the switch and extending its service life. It should be noted that the working principles of the Hall effect device and the magnet are related technologies and will not be elaborated further in this embodiment.

[0107] In this embodiment, the actuating member 330 is connected to the connecting housing 210 via a third rotating shaft 250; a second elastic reset member (not shown in the figure) is provided between the third rotating shaft 250 and the connecting housing 210, and the elastic reset member is used to drive the actuating member 330 to reset. The second elastic reset member can be a torsion spring, a tension spring, or other elastic element.

[0108] Please continue to refer to the appendix. Figure 4 In this embodiment, the electronic control component 200 has a first end and a second end that are arranged opposite to each other along the direction of travel perpendicular to the vehicle. Either the first end and the second end have a preset distance from the rotation point of the brake lever 311 and the front housing 100. The preset distance can be freely set according to the installation requirements of the brake lever 311.

[0109] In this way, the connection points of the brake lever 311, the shifter 320, and the toggle 330 are all located on the electronic control assembly 200, eliminating the need for the brake lever 311, the shifter 320, and the toggle 330 to be connected to the electronic control assembly 200 via connecting wire harnesses. This reduces the number of connecting wire harnesses and significantly simplifies the wiring harness layout inside the front housing 100.

[0110] It should be noted that the preset distance in this embodiment is within the allowable range and can be slightly larger. The brake lever 311 can drive the corresponding trigger to rotate through a simple connecting mechanism. In this embodiment, the preset distance can also be slightly smaller, so that the brake lever 311 can directly drive the corresponding trigger to rotate.

[0111] Among them, the direction of vehicle travel is attached. Figure 4 The N-direction, perpendicular to the vehicle's direction of travel, is the auxiliary direction. Figure 4 In the M direction.

[0112] Please continue to refer to the appendix. Figure 3 and attached Figure 4 In one possible implementation, the vehicle 1000 further includes a first crossbar assembly 500 and a second crossbar assembly 600, which are disposed opposite to each other on both sides of the front housing 100 and are detachably connected to the front housing 100.

[0113] The first handle assembly 500 includes a first handle 510, a first handle sleeve 520, a bell 530, and a first end cap 540. The bell 530, the first handle sleeve 520, and the first end cap 540 are sequentially fitted onto the first handle 510, and the first end cap 540 is used to seal the end of the first handle sleeve 520 that is away from the bell 530.

[0114] The second handle assembly 600 includes a second handle 610, a second handle sleeve 620, and a second end cap 630. The second handle sleeve 620 and the second end cap 630 are sequentially fitted onto the second handle 610, and the second end cap 630 is used to seal the end of the second handle sleeve 620 that is away from the forehead housing 100.

[0115] Both the first horizontal bar 510 and the second horizontal bar 610 are connected to the forehead housing 100 via clamps, which facilitates their disassembly and installation.

[0116] When the first handle 520 or bell 530 of the first crossarm assembly is damaged, the first crossarm assembly 500 can be directly removed from the front housing 100. Then, the first handle 520 or bell 530 can be removed from both sides of the first crossarm 510, which facilitates the replacement or repair of the first crossarm assembly 500.

[0117] In one possible implementation, please refer to the appendix. Figure 2 Appendix Figure 8 and attached Figure 9 The forehead housing 100 includes at least one clearance area 110. The at least one clearance area 110 is located on the rear side of the forehead housing 100.

[0118] Please refer to the attached document. Figure 2 A portion of the connecting housing 210 of the electronic control component 200 is exposed in the clearance area 110; this exposed portion is equipped with an instrument 215, which can display battery level, driving speed, or other data.

[0119] In related technologies, the instrument panel is positioned on the top surface of the front housing 100, which is closer to the driver's eye level, thus improving readability and ease of use. Furthermore, the instrument panel can draw power directly from the first electronic control board 220, reducing the distance between the instrument panel and the first electronic control board 220 and avoiding the need for complex wiring harnesses.

[0120] As one possible implementation of the forehead shell 100, please refer to the appendix. Figure 8 and attached Figure 9The front housing 100 includes a main body 120, which includes a first main body 121 and two second main body parts 122 connected to the first main body 121. The two second main body parts 122 are located on both sides of the first main body 121. That is, along the direction perpendicular to the vehicle's travel, the two second main body parts 122 are located on both sides of the first main body 121.

[0121] The second main body 122 and the first main body 121 have an angle between them; wherein the second main body 122 and the first main body 121 enclose a clearance area 110.

[0122] The first main body 121 and the second main body 122 are connected by a rounded transition, which, while forming a clearance zone 110, also reduces air resistance during driving, improving the aerodynamic performance of the vehicle 1000. Furthermore, the rounded transition reduces stress concentration points, making the front shell 100 more resistant to deformation and damage when subjected to external forces, thus improving safety and service life.

[0123] In this embodiment, the first horizontal bar 510 is detachably connected to one of the second main body parts 122 by a clamp, and the second horizontal bar 610 is detachably connected to the other second main body part 122 by a clamp. At this time, the first horizontal bar 510, the second horizontal bar 610 and the front shell 100 form a bent shape, which is particularly suitable for scenarios that need to withstand large lateral forces or torsional forces, thus improving the durability and safety of the vehicle 1000.

[0124] As another possible implementation of the front cover 100, the extension direction of the front cover 100 is relatively perpendicular to the vehicle's direction of travel; and / or, the extension directions of the first crossbar 510 and the second crossbar 610 are both relatively perpendicular to the vehicle's direction of travel, so that the front cover 100, the first crossbar assembly 500 and the second crossbar assembly 600 form a straight shape, which facilitates the manufacture of the vehicle 1000 and reduces the production cost of the vehicle 1000.

[0125] Please continue to refer to the appendix. Figure 8 and attached Figure 9 In one possible implementation, the front housing 100 further includes a protrusion 130 connected to the main body 120 and extending in a direction opposite to the vehicle's travel direction; wherein, the vehicle's travel direction can be... Figure 9 Middle N direction.

[0126] In other words, in the usage state, the protrusion 130 extends toward the user. The protrusion 130 has a second receiving cavity 131, which communicates with the first receiving cavity 123 of the main body 120.

[0127] Please refer to the attached document. Figure 10 For example, a second control board 140 and an electrical component 150 electrically connected to the second control board 140 are disposed in the second receiving cavity 131; the second control board 140 is electrically connected to the first control board 220. For example, the second control board 140 and the first control board 220 are electrically connected via a connecting wire harness.

[0128] Thus, the second electronic control board 140 and electrical components 150 can draw power from the first electronic control board 220. Since the wiring harnesses of the vehicle 1000 do not need to pass through the inner cavity of the front housing, the space within the second receiving cavity 131 is utilized more fully. This allows for the integration of more electronic components and functions within a limited space, improving the overall electrical system integration of the vehicle.

[0129] Among them, electrical component 150 can be an NFC, GPS receiver or other AI interaction module.

[0130] Please refer to the attached document. Figure 11 and attached Figure 12 In one possible implementation, the vehicle 1000 also includes an ambient light 700, which is disposed on the front housing 100 and adjacent to the electronic control assembly 200; the ambient light 700 is electrically connected to the first electronic control board 220.

[0131] The ambient light 700 is positioned adjacent to the electronic control component 200, which shortens the distance between the ambient light 700 and the first electronic control board 220, allowing the ambient light 700 to draw power directly from the first electronic control board 220. This reduces the need for additional power harnesses, thereby simplifying the electrical wiring inside the vehicle. Furthermore, as part of the interior decoration, the ambient light 700's proximity to the electronic control component 200 facilitates easier integration with other vehicle electronic systems, such as synchronizing light color and brightness with the audio system to create a more comfortable and personalized vehicle atmosphere.

[0132] Please refer to the attached document. Figure 1 Appendix Figure 11 and attached Figure 12 An ambient light 700 surrounds the forehead housing 100. The ambient light 700 includes a light-emitting element 710, a transparent lampshade 720, and a light guide strip 730. The light-emitting element 710 is disposed on the first electronic control board 220 and protrudes from the connecting housing 210. The transparent lampshade 720 is disposed on the light-emitting element 710, and the light guide strip 730 is connected to the transparent lampshade 720.

[0133] The light-emitting element 710 is typically a component composed of LEDs or other high-efficiency light sources. It begins to emit light after receiving electrical energy from the first electronic control board 220. Subsequently, the light guide strip 730 conducts and diffuses the light emitted by the light-emitting element 710, ultimately forming ambient lighting around the forehead housing 100 or other target areas. The light guide strip 730 typically has a special structure or coating that guides light to distribute evenly along its length, thereby achieving the overall lighting effect of the ambient light.

[0134] In this embodiment, the transparent lampshade 720 covers the light-emitting element 710, which can be used to protect the light-emitting element 710 from damage by the external environment and allow light to pass through.

[0135] It should be noted that in this embodiment, the ambient light is in a constantly on state, and its on / off state can be directly controlled by the controller. The ambient light can also function as an indicator light; when a component of the vehicle malfunctions, the controller can change the color of the ambient light to alert the user.

[0136] In one possible implementation, the vehicle 1000 also includes a functional component (not shown) disposed on the top of the forehead housing 100; the functional component includes at least a mobile phone holder.

[0137] By mounting the instrument cluster on the electronic control unit 200, rather than directly on top of the overhead housing 100, space at the top of the overhead housing 100 is effectively saved. This space optimization allows for the installation of additional functional components, such as a phone holder, thereby enhancing the vehicle's functionality and practicality.

[0138] In this embodiment, the forehead housing 100 is also provided with a headlight mounting port, so that the headlight 800 can be mounted in the headlight mounting port. It should be noted that the headlight 800 can be directly mounted in the headlight mounting port, or other options are also possible. For example, the headlight 800 is mounted in the headlight mounting port through the headlight housing 810.

[0139] The headlight 800 can be switched using a conventional mechanical button or controlled via an app on the application terminal.

[0140] The various embodiments or implementation methods described in this specification are presented in a progressive manner. Each embodiment focuses on the differences from other embodiments, and the same or similar parts between the embodiments can be referred to each other.

[0141] It should be noted that the terms "one embodiment," "embodiment," "exemplary embodiment," "some embodiments," etc., mentioned in the specification indicate that the described embodiment may include a specific feature, structure, or characteristic, but not every embodiment necessarily includes that specific feature, structure, or characteristic. Furthermore, such phrases do not necessarily refer to the same embodiment. Moreover, when a specific feature, structure, or characteristic is described in connection with an embodiment, implementing such a feature, structure, or characteristic in conjunction with other embodiments, whether explicitly described or not, is within the knowledge scope of those skilled in the art.

[0142] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A finger pointing device, characterized by include: An electronic control assembly, the electronic control assembly including a first electronic control board and a second sensing element disposed on the first electronic control board; A shifter having a second trigger is rotatably connected to the electronic control assembly, and the second trigger is adjacent to the second sensing element; the shifter, the second trigger, and the second sensing element are used to control the throttle. The second trigger is used to trigger the second sensing element to output a sensing signal; the first electronic control board is used to generate a throttle control signal based on the sensing signal of the second sensing element.

2. The pointing device of claim 1, wherein, The electronic control assembly further includes a connecting housing, in which the first electronic control board and the second sensing element are disposed; The dial is rotatably connected to the connecting housing.

3. The pointing device of claim 2, wherein, The dial is rotatably connected to the side of the connecting housing facing the ground.

4. A dialling device according to claim 2 or 3, characterised in that The connecting housing is provided with a second rotating shaft, and the finger is rotatably connected to the second rotating shaft.

5. A dialling device according to claim 2 or 3, characterised in that The connecting housing includes: The housing has a mounting opening that communicates with the inner cavity of the housing; wherein the first electronic control board is disposed inside the housing. A cover plate, which is sealed to the housing and covers the mounting opening.

6. The dialling device according to any of claims 1-3, characterised in that The second trigger is a magnet, and the second sensing element is a Hall effect device.

7. A vehicle characterized by comprising: It includes a forehead housing and a finger shifter as described in any one of claims 1-6, wherein the electronic control components of the finger shifter are connected to the forehead housing.

8. The vehicle of claim 7, wherein, The connecting housing of the finger-operated device is detachably connected to the forehead housing and is located below the forehead housing.

9. The vehicle of claim 8, wherein, The connecting housing includes at least two connecting protrusions, which are detachably connected to the forehead housing by a first screw.

10. The vehicle according to claim 8 or 9, characterized by The vehicle also includes a controller, which is electrically connected to the first electronic control board of the paddle shifter.

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