Brake handle device and vehicle

Abstract

The utility model provides a brake handle device and a vehicle, and relates to the technical field of tools for riding instead of walk. The brake handle device comprises an electric control assembly and a brake handle assembly. The electric control assembly comprises a first electric control board and a first sensing element arranged on the first electric control board; the brake handle assembly comprises a rotating piece and a brake handle, and the rotating piece is rotationally connected to the electric control assembly and is adjacent to the first sensing element; a first triggering piece is arranged on the rotating piece; the brake handle is arranged on one side of the rotating piece and connected with the rotating piece. The brake handle is used for driving the rotating piece to rotate so that the first triggering piece can trigger the first sensing element. Physical abrasion to the brake handle device can be eliminated, the service life of the brake handle device is prolonged, brake failure of the vehicle is prevented, and the safety performance of the vehicle is 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 brake lever 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] Related technologies typically involve vehicles comprising a brake lever assembly and a chassis. The brake lever assembly is usually mounted on the handlebars of the chassis to achieve braking. However, current brake lever assemblies are subject to physical wear and even brake failure, reducing their lifespan and compromising vehicle safety. Utility Model Content

[0005] In view of the above problems, this application provides a brake lever device and a vehicle that can eliminate physical wear on the brake lever device, improve the service life of the brake lever device, prevent brake failure of the vehicle, and improve the safety performance of the vehicle.

[0006] To achieve the above objectives, the embodiments of this application provide the following technical solutions:

[0007] In a first aspect, embodiments of this application provide a brake lever device, comprising:

[0008] An electronic control assembly, the electronic control assembly including a first electronic control board and a first sensing element disposed on the first electronic control board;

[0009] Brake lever assembly, the brake lever assembly comprising:

[0010] A rotating component is rotatably connected to the electronic control assembly and adjacent to the first sensing element; wherein, a first trigger element is provided on the rotating component;

[0011] A brake lever is disposed on one side of the rotating member and connected to the rotating member; the brake lever is used to drive the rotating member to rotate so that the first triggering member can trigger the first sensing element.

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

[0013] The rotating component is also rotatably connected to the connecting housing.

[0014] In one possible implementation, the connecting housing is provided with a first rotating shaft, and the rotating component is provided with a first rotating hole;

[0015] The first rotating shaft is rotatably connected to the first rotating hole.

[0016] In one possible implementation, the rotating component further includes a second rotating hole communicating with the first rotating hole, the second rotating hole being located on the side of the first rotating hole away from the connecting housing, and the diameter of the second rotating hole being larger than the diameter of the first rotating hole;

[0017] The first rotating shaft includes a first part and a second part that are connected to each other. The first part is rotatably connected to the first rotating hole, and the second part is rotatably connected to the second rotating hole.

[0018] In one possible implementation, the portion of the rotating member facing the connecting housing is provided with a clearance groove, and the clearance groove communicates with the second rotating hole;

[0019] The clearance groove is used to allow movement of part of the connecting housing.

[0020] In one possible implementation, the connecting housing includes:

[0021] 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.

[0022] A cover plate, which is sealed to the housing and covers the mounting opening.

[0023] In one possible implementation, the rotating member has a second actuating protrusion, and the second actuating protrusion extends in a direction away from the center of the rotating member;

[0024] The brake lever has a first actuating protrusion, which abuts against a second actuating protrusion.

[0025] Secondly, embodiments of this application provide a vehicle including a front-end housing and the brake lever device described in the first aspect; the brake lever device is connected to the front-end housing.

[0026] In one possible implementation, the connecting housing of the electronic control component is detachably connected to the forehead housing and is located below the forehead housing;

[0027] The connecting housing includes at least two connecting protrusions, which are detachably connected to the forehead housing by a first screw.

[0028] In one possible implementation, the brake lever assembly further includes a brake cable with a connecting portion; the brake cable passes through the front housing and is connected to the front housing; the connecting portion is connected to the brake lever by a second screw;

[0029] Alternatively, the vehicle may also include a controller electrically connected to the electronic control components of the brake lever assembly.

[0030] The brake lever device and vehicle provided in this application embodiment include an electronic control component, a rotating component, and a brake lever assembly. The electronic control component includes a first electronic control board and a first sensing element. The rotating component is rotatably connected to the electronic control component, and the brake lever of the brake lever assembly is connected to the rotating component. When a force is applied to the brake lever, the brake lever drives the rotating component to rotate, so that the first triggering component can trigger the first sensing element. In this way, the first triggering component and the first sensing element have a non-contact engagement, which can eliminate the physical friction and contact wear of the mechanical micro-switch brake lever, thereby improving the service life of the brake lever assembly and preventing brake lever assembly failure, thus improving the safety performance of the vehicle.

[0031] 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 brake lever 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

[0032] 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.

[0033] Figure 1 An explosion diagram of a vehicle provided in an embodiment of this application;

[0034] Figure 2 A perspective view of one side of the vehicle provided in an embodiment of this application;

[0035] Figure 3 A front view of the vehicle provided in an embodiment of this application;

[0036] Figure 4 A top view of the vehicle provided in an embodiment of this application;

[0037] Figure 5 A perspective view of the electronic control component provided in the embodiments of this application;

[0038] Figure 6 A top view of the electronic control component provided in the embodiments of this application;

[0039] Figure 7 An exploded view of the electronic control component provided in the embodiments of this application;

[0040] Figure 8 A schematic diagram of the rotating component provided in an embodiment of this application;

[0041] Figure 9 For along Figure 4 A cross-sectional view along the AA direction;

[0042] Figure 10 A perspective view of the vehicle from another angle, provided in an embodiment of this application;

[0043] Figure 11 for Figure 10 Enlarged view of region B in the middle;

[0044] Figure 12 A perspective view of the forehead component provided in an embodiment of this application;

[0045] Figure 13 This is a top view of the forehead component provided in an embodiment of this application.

[0046] Explanation of reference numerals in the attached figures:

[0047] 1000: Vehicles;

[0048] 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;

[0049] 200: Electronic control components;

[0050] 210: Connecting housing; 211: Connecting protrusion; 212: First screw; 213: Housing; 214: Cover plate; 2141: Base plate; 2142: Side plate; 215: Instrument;

[0051] 220: First electronic control board; 2211: First sensing element; 2212: Second sensing element; 2213: Third sensing element;

[0052] 230: First rotating shaft; 231: First part; 232: Second part; 240: Second rotating shaft; 250: Third rotating shaft;

[0053] 310: Brake lever assembly; 311: Brake lever; 3111: First actuating protrusion; 312: Rotating component; 3121: First rotating hole; 3122: Second actuating protrusion; 3123: Second rotating hole; 3124: Clearance groove; 313: Second screw;

[0054] 320: Dial lever;

[0055] 330: Toggle component;

[0056] 400: Turn signal;

[0057] 500: First horizontal assembly; 510: First horizontal assembly; 520: First grip; 530: Bell; 540: First end cap;

[0058] 600: Second crossarm assembly; 610: Second crossarm; 620: Second grip sleeve; 630: Second end cap;

[0059] 700: Ambient light; 710: Light-emitting element; 720: Transparent lampshade; 730: Light guide strip;

[0060] 800: Headlight; 810: Headlight housing. Detailed Implementation

[0061] Brake lever assemblies in related technologies are typically mechanical microswitches. When the user squeezes the brake lever, the physical contact triggers the switch, sending a braking signal to the controller. However, after prolonged use, the mechanical contacts of the microswitch may experience poor contact or even failure due to friction, oxidation, or elastic fatigue. This reduces the lifespan of the brake lever assembly and also compromises vehicle safety.

[0062] To address the aforementioned technical problems, this application provides a brake lever device and a vehicle. The brake lever device includes an electronic control component, a rotating component, and a brake lever assembly. The electronic control component includes a first electronic control board and a first sensing element. The rotating component is rotatably connected to the electronic control component, and the brake lever of the brake lever assembly is connected to the rotating component. When a force is applied to the brake lever, the brake lever drives the rotating component to rotate, so that a first trigger can trigger the first sensing element. In this way, the first trigger and the first sensing element have a non-contact engagement, which can eliminate the physical friction and contact wear of mechanical micro-switch brake levers, thereby improving the service life of the brake lever assembly and preventing brake lever assembly failure, thus improving the vehicle's safety performance.

[0063] 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.

[0064] 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.

[0065] Please refer to the attached document. Figure 1 The vehicle 1000 includes a front housing 100, which is used to connect the cross assembly and the vehicle body. The front housing 100 also provides a space for wiring harnesses to pass through; this allows the wiring harnesses to be housed within the front housing 100, preventing them from being exposed externally, improving the neatness of the wiring harnesses, and reducing the potential risk of failure due to external environmental factors (such as wear, corrosion, water immersion, etc.), thus improving the safety and reliability of the wiring harnesses. In this embodiment, the material of the front housing 100 includes, but is not limited to, aluminum alloy.

[0066] Please refer to the attached document. Figure 2 Appendix Figure 5 To be continued Figure 7 The vehicle 1000 also includes a brake lever assembly connected to the front headstock housing 100. The brake lever assembly includes an electronic control component 200 connected to the front headstock housing 100. Exemplarily, the electronic control component 200 includes a connecting housing 210 detachably connected to the front headstock housing 100 and located below the front headstock 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] Please refer to the attached document. Figure 4 Furthermore, the electronic control component 200 is located below the front housing 100, which can at least partially shield the electronic control component 200. On the one hand, this reduces the safety risks caused by accidental contact or impact. On the other hand, it reduces the corrosion from external environmental factors such as rainwater, dust, and dirt, thus 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 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 distributes the stress at the connection point, improving the stability and reliability of the connection and helping to 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, which helps to avoid spatial conflicts with other vehicle components and optimize the overall spatial layout.

[0071] Please continue to refer to the appendix. Figure 6 The connecting housing 210 includes:

[0072] The housing 213 has a mounting opening located on the side of the housing 213 opposite to the forehead housing 100 and communicating with the inner cavity of the housing 213; 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.

[0073] 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.

[0074] 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.

[0075] Please continue to refer to Appendix 5. Figure 8 The electronic control assembly 200 includes a first electronic control board 220 and a first sensing element 2211, with the first sensing element 2211 disposed on the first electronic control board 220. For example, the first sensing element 2211 is directly inserted into the first electronic control board 220 to facilitate the assembly of the electronic control assembly 200.

[0076] It should be noted that when the electronic control assembly 200 also includes a connecting housing 210, both the first electronic control board 220 and the first sensing element 2211 are disposed within the connecting housing 210. In this way, the connecting housing 210 can provide protection for the first electronic control board 220 and the first sensing element 2211, preventing moisture or dust from wetting them, thereby extending the service life of the electronic control assembly 200.

[0077] Please continue to refer to the appendix. Figure 1 Appendix Figure 5 To be continued Figure 8 The vehicle also includes a brake lever assembly 310, wherein the brake lever assembly 310 includes a brake lever 311 and a rotating member 312.

[0078] The rotating component 312 is rotatably connected to the electronic control assembly 200 and is adjacent to the first sensing element 2211; a first trigger element is provided on the rotating component 312. It should be noted that when the electronic control assembly 200 includes a connecting housing 210, the rotating component 312 can be rotatably connected to the connecting housing 210. In this way, no additional bracket or fixing seat is needed; the connecting housing 210 can be directly used as a rotational support structure, reducing the number of parts.

[0079] The brake lever 311 is disposed on one side of the rotating member 312 and connected to the rotating member 312, for driving the rotating member 312 to rotate, so that the first trigger member can trigger the first sensing element 2211. For example, please refer to the appendix. Figure 1 The brake lever 311 has a first actuating protrusion 3111. Please refer to the attached document for details. Figure 5 The rotating member 312 has a second actuating protrusion 3122, which extends in a direction away from the rotating member 312. The first actuating protrusion abuts against the second actuating protrusion.

[0080] Thus, when the operator pulls the brake lever 311, the first actuating protrusion 3111 of the brake lever 311 applies a force to the second actuating protrusion 3122, thereby driving the rotating member 312 to rotate through the first actuating protrusion 311, thereby causing the first trigger member to be displaced, and the first sensing element 2211 can generate a sensing signal according to the displacement of the first trigger member.

[0081] In this way, the first trigger and the first sensing element 2211 are in a non-contact cooperation, which can eliminate the physical friction and contact wear of the mechanical micro switch brake lever, thereby improving the service life of the brake lever assembly 310 and reducing the risk of brake lever assembly 310 failure, thus improving the safety performance of the vehicle.

[0082] It should be understood that the vehicle provided in this embodiment also includes a controller (not shown in the figure), which is electrically connected to the electronic control assembly 200 of the brake lever device. For example, the controller is electrically connected to the first sensing element 2211 of the electronic control assembly 200. When the first sensing element 2211 generates a sensing signal, the first electronic control board 220 can transmit this sensing signal to the controller, and the controller generates a corresponding action command based on the sensing signal. For example, the controller can control the battery to disconnect based on the sensing signal, thereby switching the power output of the vehicle 1000 to achieve the braking function.

[0083] In this embodiment, the controller is electrically connected to the first electronic 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 electronic control board 220. In another example, the controller and the first electronic control board 220 are separate units, and the controller and the first electronic control board 220 are connected via a wiring harness.

[0084] It should also 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.

[0085] Please continue to refer to this. Figure 1 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.

[0086] When the brake lever 311 malfunctions and needs replacement, the pivot between the brake lever 311 and the front housing 100 can be removed, exposing 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.

[0087] In one possible implementation, the connecting housing 210 is provided with a first rotating shaft 230, and the rotating component 312 is provided with a first rotating hole 3121. The first rotating shaft 230 is rotatably connected to the first rotating hole 3121 to realize the rotatable connection between the first rotating shaft 230 and the connecting housing 210.

[0088] In this way, the fit between the first rotating shaft 230 and the first rotating hole 3121 ensures smooth rotation between the rotating component 312 and the connecting housing 210, reducing friction and wobbling, and improving motion accuracy. Furthermore, the shaft-hole fit eliminates the need for additional complex mechanisms, reducing manufacturing costs while improving assembly convenience and structural reliability. It should be noted that the first rotating shaft 230 can be completely housed within the first rotating hole 3121, or it can be configured in other ways.

[0089] For example, please refer to the appendix. Figure 8 The rotating component 312 also includes a second rotating hole 3123, which communicates with the first rotating hole 3121 and is located on the side of the first rotating hole 3121 away from the connecting housing 210. Figure 8 Taking the orientation shown as an example, the second rotating hole 3123 is disposed above the first rotating hole 3121. The diameter of the second rotating hole 3123 is larger than the diameter of the first rotating hole 3121, so that the first rotating hole 3121 and the second rotating hole 3123 form a convex structure similar to the given shape.

[0090] Accordingly, please refer to the appendix. Figure 7 The first rotating shaft 230 includes a first part 231 and a second part 232 that are connected to each other. The first part 231 is rotatably connected to the first rotating hole 3121, and the second part 232 is rotatably connected to the second rotating hole 3123.

[0091] In this way, a stepped surface is formed between the first rotating hole 3121 and the second rotating hole 3123. The second part 232 is disposed on the stepped surface, which can form an axial limit to prevent the first rotating shaft 230 from dislodging from the rotating part 312 due to vibration or impact, thereby improving reliability. In addition, the second rotating hole 3123 has a larger diameter, forming a "stepped hole" structure, which allows the second part 232 of the first rotating shaft 230 to be easily inserted and aligned, simplifying the assembly and maintenance process.

[0092] Please continue to refer to the appendix. Figure 8 The rotating part 312 is provided with a relief groove 3124 facing the connecting housing 210, and the relief groove 3124 is connected to the second rotating hole 3123; wherein, the relief groove 3124 is used to allow part of the connecting housing 210 to move.

[0093] This design provides the clearance groove 3124 with movement space for the local structure connecting the housing 210, preventing it from rigidly colliding with or getting stuck on the rotating component 312 during rotation, thus ensuring smoother rotation. Furthermore, this local clearance design satisfies the rotation requirements without increasing the overall structural volume, maintaining the device's lightweight and compact design.

[0094] It should be noted that the clearance groove 3124 does not penetrate the bottom surface of the rotating component 312 corresponding to the bottom of the first rotating hole 3121 in the axial direction of the rotating hole. This can improve the structural strength of the rotating component 312.

[0095] It should also be noted that the vehicle 1000 may include not only the brake lever device, but also other structures. In this case, the first electronic control board 220 may not only be provided with the first sensing element 2211, but may also be provided with other sensing elements, such as the second sensing element 2212 and the third sensing element 2213.

[0096] In one possible implementation, the vehicle 1000 further includes a shifter 320 rotatably connected to the connecting housing 210, and a second trigger is disposed on the shifter 320 and adjacent to the second sensing element 2212. The controller can control the transmission operation based on the sensing signal to adjust the gears of the vehicle 1000 to meet different driving needs.

[0097] In one possible implementation where the shifter 320 is rotatably connected to the connecting housing 210, the connecting housing 210 is provided with a second rotating shaft 240, and the shifter 320 is rotatably connected to the second rotating shaft 240. Thus, when the shifter 320 is damaged, it can be directly removed from the second rotating shaft 240, improving the efficiency of disassembly and assembly of the shifter 320.

[0098] The vehicle 1000 also includes a toggle switch 330, which is rotatably connected to the connecting housing 210. A third trigger is disposed on the toggle switch 330 and adjacent to the third sensing element 2213. The toggle switch 330, the third trigger, and the third sensing element 2213 constitute a turn signal switch. Thus, the controller can activate the turn signal based on the sensing signal to alert other vehicles and pedestrians to the vehicle's turning intention.

[0099] In one possible implementation where the toggle member 330 is rotatably connected to the connecting housing 210, the connecting housing 210 is provided with a third rotating shaft 250, and the toggle member 330 is rotatably connected to the third rotating shaft 250.

[0100] When the toggle switch 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. The controller can then control the turn signals to turn on based on the sensing signal.

[0101] In this embodiment, when the vehicle 1000 includes a brake lever 311, a shifter 320, and a toggle switch 330, each of these components is connected to the electronic control assembly 200 via induction. The electronic control assembly 200 is then connected to the controller via a single wiring harness. Unlike related technologies, where each component requires a separate wiring harness to connect to the controller, this reduces the number of wiring harnesses, significantly simplifies the wiring harness layout inside the front housing 100, making it neater and more organized, and reducing the potential risk of malfunctions due to messy wiring harnesses. Furthermore, reducing the number of wiring harnesses reduces material input and lowers material costs.

[0102] Meanwhile, when disassembling any one of the brake lever 311, shifter 320, and shifter 330, it is only necessary to separate the part to be disassembled from the electronic control assembly 200, without having to open the front housing 100 and disconnect the wiring harness connected to the controller, thereby simplifying the disassembly and assembly process and improving the disassembly and assembly efficiency and convenience of the vehicle 1000.

[0103] It should be noted that the power source for the turn signals can be directly controlled by the controller, or other options are available.

[0104] For example, please refer to the appendix. Figure 3 Appendix Figure 4 and attached Figure 7 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; exemplarily, the turn signal 400 is disposed on the cover plate 214.

[0105] 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 2213.

[0106] 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.

[0107] 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.

[0108] 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.

[0109] The trigger element can be a magnet, and the sensing element 221 can be a Hall effect device. Thus, the turn signal switch is also controlled by induction. Compared with 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.

[0110] It should be noted that the working principle of Hall effect devices and magnets is a related technology, and will not be described in detail here.

[0111] 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.

[0112] 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.

[0113] 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.

[0114] It should be noted that in this embodiment, the preset distance 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.

[0115] 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.

[0116] 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.

[0117] 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.

[0118] 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.

[0119] 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.

[0120] 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.

[0121] In one possible implementation, please refer to the appendix. Figure 4 and attached Figure 12 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.

[0122] Please refer to the attached document. Figure 4 A portion of the connection 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.

[0123] 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.

[0124] As one possible implementation of the forehead shell 100, please refer to the appendix. Figure 12 and attached Figure 13 The 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, the two second main body parts 122 are respectively disposed on both sides of the first main body 121 along a direction perpendicular to the travel direction of the vehicle 1000. The direction perpendicular to the travel direction of the vehicle 1000 is referred to as the auxiliary direction. Figure 13 In the M direction.

[0125] 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.

[0126] 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.

[0127] 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.

[0128] 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.

[0129] 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 13 Middle N direction.

[0130] 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.

[0131] Please refer to the attached document. Figure 9 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.

[0132] 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.

[0133] Among them, electrical component 150 can be an NFC, GPS receiver or other AI interaction module.

[0134] 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.

[0135] 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.

[0136] Please refer to the attached document. Figure 1 Appendix Figure 10 and attached Figure 11 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.

[0137] 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.

[0138] 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.

[0139] 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.

[0140] 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.

[0141] 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.

[0142] 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.

[0143] The headlight 800 can be switched using a conventional mechanical button or controlled via an app on the application terminal.

[0144] 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.

[0145] 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.

[0146] 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 brake handle device characterized by, include: An electronic control assembly, the electronic control assembly including a first electronic control board and a first sensing element disposed on the first electronic control board; Brake lever assembly, the brake lever assembly comprising: A rotating component is rotatably connected to the electronic control assembly and adjacent to the first sensing element; wherein, a first trigger element is provided on the rotating component; A brake lever is disposed on one side of the rotating member and connected to the rotating member; the brake lever is used to drive the rotating member to rotate so that the first triggering member can trigger the first sensing element.

2. The handlebar device of claim 1, wherein, The electronic control assembly includes a connecting housing, and the first electronic control board and the first sensing element are both disposed within the connecting housing; The rotating component is also rotatably connected to the connecting housing.

3. The handlebar device of claim 2, wherein, The connecting housing is provided with a first rotating shaft, and the rotating component is provided with a first rotating hole; The first rotating shaft is rotatably connected to the first rotating hole.

4. The handlebar device of claim 3, wherein, The rotating component further includes a second rotating hole that communicates with the first rotating hole. The second rotating hole is located on the side of the first rotating hole away from the connecting housing, and the diameter of the second rotating hole is larger than the diameter of the first rotating hole. The first rotating shaft includes a first part and a second part that are connected to each other. The first part is rotatably connected to the first rotating hole, and the second part is rotatably connected to the second rotating hole.

5. The handlebar device of claim 4, wherein, The portion of the rotating component facing the connecting housing is provided with a clearance groove, which communicates with the second rotating hole; The clearance groove is used to allow movement of part of the connecting housing.

6. The brake lever device according to any one of claims 2-5, characterized 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.

7. The handlebar device according to any one of claims 1-5, characterized in that The rotating member has a second actuating protrusion, and the second actuating protrusion extends in a direction away from the center of the rotating member; The brake lever has a first actuating protrusion, which abuts against a second actuating protrusion.

8. A vehicle characterized by comprising: It includes a front housing and a brake lever device as described in any one of claims 1-7; the brake lever device is connected to the front housing.

9. The vehicle of claim 8, wherein, The connecting housing of the electronic control component is detachably connected to the forehead housing and is located below the forehead housing; The connecting housing includes at least two connecting protrusions, which are detachably connected to the forehead housing by a first screw.

10. The vehicle of claim 9, wherein, The brake lever assembly also includes a brake cable with a connecting portion; the brake cable passes through the front housing and is connected to the front housing; the connecting portion is connected to the brake lever by a second screw; Alternatively, the vehicle may also include a controller electrically connected to the electronic control components of the brake lever assembly.

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