Vehicle control assembly

Abstract

This utility model discloses a vehicle control assembly, including: a handlebar throttle, the handlebar having a first handlebar and a second handlebar spaced apart along the width direction of the vehicle, a first control area located near the first handlebar, and a second control area located near the second handlebar; a vehicle control switch group, each of the first and second control areas having control switches from the vehicle control switch group; and a multimedia control switch group, at least one of the first and second control areas having control switches from the multimedia control switch group; both the vehicle control switch group and the multimedia control switch group include multiple control switches, with the multiple control switches located in the first control area arranged circumferentially along the first handlebar, and the multiple control switches located in the second control area arranged circumferentially along the second handlebar. The solution disclosed in this utility model can solve the problem of low driving safety in existing electric vehicles.

Description

Technical Field

[0001] This utility model belongs to the technical field of vehicle control equipment, specifically relating to a vehicle control assembly. Background Technology

[0002] With the continuous development of technology, the types of transportation tools have gradually increased, and various simple and easy-to-drive electric vehicles have gradually entered daily life. Due to their ease of use and lightweight and convenient features, electric vehicles are favored by a wide range of users.

[0003] As consumers demand more and more functions from electric vehicles, manufacturers need to equip them with corresponding control switches to implement these functions. With the increase in the number of control switches, they are usually concentrated in one area. When using the vehicle, users may have to bypass one control switch to trigger another, which can easily lead to misoperation, accidents, and reduced driving safety. Utility Model Content

[0004] Therefore, the technical problem to be solved by this utility model is how to improve the driving safety of electric vehicles.

[0005] To solve the above-mentioned technical problems, this utility model provides a vehicle control assembly. The vehicle control assembly includes: a handlebar throttle, the handlebar having a first handlebar and a second handlebar spaced apart along the width direction of the vehicle, a first control area located near the first handlebar, and a second control area located near the second handlebar; a vehicle control switch group, each of the first and second control areas having a control switch of the vehicle control switch group; a multimedia control switch group, at least one of the first and second control areas having a control switch of the multimedia control switch group; both the vehicle control switch group and the multimedia control switch group include multiple control switches, the multiple control switches located in the first control area are arranged circumferentially along the first handlebar, and the multiple control switches located in the second control area are arranged circumferentially along the second handlebar.

[0006] Optionally, both the first control area 20 and the second control area 30 include a first arrangement area facing the driving area and a second arrangement area facing away from the driving area. Both the first and second arrangement areas have at least one control switch, and the number of control switches in the first arrangement area is greater than the number of control switches in the second arrangement area. Placing a majority of the control switches in the first arrangement area helps reduce the risk of misoperation during driving and improves driving safety.

[0007] Optionally, both the vehicle control switch group and the multimedia control switch group include multiple control switches, which may be at least one or a combination of multiple types of switches, such as roller switches, push-button switches, slide switches, plug-in switches, toggle switches, and segmented switches. By using specific types of switches for critical functions, the probability of misoperation can be reduced, ensuring that the driver can quickly and accurately control the vehicle in emergency situations.

[0008] Optionally, the roller switch includes: a roller assembly, at least partially exposed outside the throttle, the roller assembly having multiple magnetic elements arranged circumferentially along the roller, including N-pole and S-pole magnetic elements, with adjacent magnetic elements having different poles; and a detection control component disposed on one radial side of the roller assembly, used to detect the rotation direction of the roller assembly. This design avoids the signal inaccuracy or loss problems caused by wear or dirt in traditional mechanical switches.

[0009] Optionally, the throttle handlebar has an opening exposing a roller assembly, which includes: a support member with a support shaft; a rolling magnet with the support shaft passing through it and having multiple magnetic elements; and a roller button fitted over the outside of the rolling magnet, with a portion of the button protruding from the opening. Viewed from the vehicle's width, the maximum distance the roller button protrudes from the opening is greater than the maximum distance a push-button switch protrudes from the opening. This design provides the driver with an intuitive and easily accessible interface, allowing for quick identification and use of the roller functions.

[0010] Optionally, the vehicle control switch assembly includes a first control switch. The surface of the first control switch facing away from the throttle includes a first pressing surface and a second pressing surface sequentially connected along the width direction of the vehicle. The second pressing surface is located on the side of the first pressing surface closer to the throttle. Both the first and second pressing surfaces include curved surfaces, with the curvature of the curved surface of the first pressing surface being greater than that of the curved surface of the second pressing surface. The difference in position and shape between the first and second pressing surfaces helps to quickly distinguish different functions, allowing the driver to identify the operating status of the first control switch by touch alone, improving the convenience and safety of operation.

[0011] Optionally, the throttle handlebar has a recessed area, and the first control switch is located in the recessed area. The first control switch is offset from other control switches in the height direction, reducing the probability of accidental activation of the control switches.

[0012] Optionally, the vehicle control switch assembly includes a toggle switch. The toggle switch includes a first toggle surface, a press operation surface, and a second toggle surface connected sequentially along the width of the vehicle. The second toggle surface is located on the side of the first toggle surface closer to the throttle handle, and the slope of the second toggle surface is greater than that of the first toggle surface. This arrangement is ergonomic, providing better force distribution when toggling to both sides and preventing slippage or incorrect operation.

[0013] Optionally, viewed from the vehicle's width direction, the radial distance from the top surface of the toggle switch to the throttle handlebar is L1, the radial distance from the top surface of the roller switch to the throttle handlebar is L2, and the radial distance from the top surface of the push-button switch to the throttle handlebar is L3, where L1 > L2 > L3. The higher top surface design makes the toggle switch more visually and tactilely prominent, allowing the driver to control it without excessive attention, effectively improving the intuitiveness and convenience of operation.

[0014] Optionally, the vehicle control switch assembly includes a third control switch. The surface of the third control switch facing the throttle is the first operating surface, and the surface of the third control switch away from the throttle is the second operating surface. Since this switch is located on the side away from the driving area, it is usually operated with the index finger during driving. The relatively opposite operating surfaces make it easier for the driver to operate the third control switch, reducing the difficulty of operation and thus helping to reduce safety hazards.

[0015] The technical solution provided by this utility model has the following advantages:

[0016] The vehicle control assembly provided by this utility model includes a throttle handlebar, a vehicle control switch group, and a multimedia control switch group. The throttle handlebar has a first handlebar and a second handlebar spaced apart along the width direction of the vehicle. A first control area is located near the first handlebar, and a second control area is located near the second handlebar. Both the first and second control areas have control switches from the vehicle control switch group. At least one of the first and second control areas has a control switch from the multimedia control switch group. Both the vehicle control switch group and the multimedia control switch group include multiple control switches. The multiple control switches located in the first control area are arranged circumferentially along the first handlebar, and the multiple control switches located in the second control area are arranged circumferentially along the second handlebar.

[0017] By setting up first and second control zones on the first and second handlebars respectively, the driver can operate the vehicle more intuitively and conveniently without frequently moving their hands, thus improving both ease of operation and safety. The integrated design of the vehicle control switch group and multimedia control switch group allows the driver to simultaneously control vehicle driving status (such as mode switching, light control, turn signals, etc.) and multimedia functions (such as volume control, track switching, return, etc.) within one area, while the different areas ensure clear distinction between functions and prevent accidental operation. The control switches are arranged circumferentially along the handlebars, effectively utilizing limited space and making the entire handlebar look cleaner and more aesthetically pleasing, enhancing the overall design of the vehicle. Furthermore, the circumferential spacing of the control switches helps to spatially isolate the various control switches, preventing accidental triggering of one control switch by crossing over another, effectively reducing the likelihood of accidental activation and significantly improving driving safety. Attached Figure Description

[0018] To more clearly illustrate the specific embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0019] Figure 1 A partial structural schematic diagram of a vehicle control assembly according to an optional embodiment of the present invention is shown;

[0020] Figure 2 It shows Figure 1 Another structural diagram of a portion of the vehicle control assembly;

[0021] Figure 3 It shows Figure 1 Another structural diagram of a portion of the vehicle control assembly;

[0022] Figure 4 It shows Figure 1 Another structural diagram of a portion of the vehicle control assembly;

[0023] Figure 5 It shows Figure 1 A schematic diagram of the CRRC roller switch at one angle;

[0024] Figure 6 It shows Figure 4 View from AA direction;

[0025] Figure 7This invention provides a schematic diagram of another part of the vehicle control assembly according to an alternative embodiment of the present invention.

[0026] Figure 8 It shows Figure 7 A structural schematic diagram of another part of the vehicle control assembly from another angle;

[0027] Figure 9 It shows Figure 7 A structural schematic diagram of another part of the vehicle control assembly from another angle.

[0028] Explanation of reference numerals in the attached figures:

[0029] 10. Second handle; 20. First control area; 30. Second control area; 40. Vehicle control switch assembly; 50. Multimedia control switch assembly; 61. First layout area; 62. Second layout area; 70. Roller switch; 71. Roller assembly; 711. Support; 712. Support shaft; 713. Rolling magnet; 714. Roller button; 72. Detection control assembly; 81. Opening; 82. Receiving recess; 83. Recessed platform; 90. First control switch; 91. The first... 92. Press surface; 100. Toggle switch; 101. First toggle surface; 102. Press operation surface; 103. Second toggle surface; 110. Third control switch; 111. First control surface; 112. Second control surface; 120. Push button switch; 130. Fifth control switch; 131. First push surface; 132. Connecting surface; 133. Second push surface; 140. Sixth control switch; 141. Touch surface; 150. Seventh control switch. Detailed Implementation

[0030] The technical solution of this utility model will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this utility model. The present utility model will be described in detail below with reference to the accompanying drawings and embodiments. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of this utility model can be combined with each other.

[0031] It should be noted that the terms "first," "second," etc., in the specification, claims, and drawings of this utility model are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0032] In this utility model, unless otherwise stated, directional terms such as "upper," "lower," "top," and "bottom" are generally used in relation to the direction shown in the accompanying drawings, or in relation to the vertical, perpendicular, or gravitational direction of the component itself; similarly, for ease of understanding and description, "inner" and "outer" refer to the inner and outer contours of each component itself, but the above directional terms are not used to limit this utility model.

[0033] This invention solves the problem of low driving safety in electric vehicles due to misoperation in the prior art.

[0034] like Figures 1 to 9 As shown, the vehicle control assembly includes a throttle handlebar, a vehicle control switch group 40, and a multimedia control switch group 50. The throttle handlebar has a first handlebar and a second handlebar 10 spaced apart along the width direction of the vehicle. A first control area 20 is located near the first handlebar, and a second control area 30 is located near the second handlebar 10. Both the first control area 20 and the second control area 30 have control switches from the vehicle control switch group 40. At least one of the first control area 20 and the second control area 30 has a control switch from the multimedia control switch group 50. Both the vehicle control switch group 40 and the multimedia control switch group 50 include multiple control switches. The multiple control switches located in the first control area 20 are arranged circumferentially along the first handlebar, and the multiple control switches located in the second control area 30 are arranged circumferentially along the second handlebar 10.

[0035] By setting the first control area 20 and the second control area 30 on the first and second handlebars 10 respectively, the driver can operate the vehicle more intuitively and conveniently without frequently moving their hands, thus improving the convenience and safety of operation. The integrated design of the vehicle control switch group 40 and the multimedia control switch group 50 allows the driver to simultaneously control the vehicle's driving status (such as mode switching, light control, turn signals, etc.) and multimedia functions (such as volume control, track switching, return, etc.) within one area, while the different areas ensure the distinction of function operations and avoid misoperation. The control switches are arranged circumferentially along the handlebars, which not only effectively utilizes the limited space but also makes the entire handlebar look neater and more aesthetically pleasing, enhancing the overall design of the vehicle. In addition, the circumferential spacing of the control switches along the handlebars helps to spatially isolate the various control switches, preventing the triggering of one control switch by crossing over another, effectively reducing the occurrence of accidental triggering of control switches, and effectively improving driving safety.

[0036] In some alternative embodiments, please refer to Figure 1 and Figure 8Both the first control area 20 and the second control area 30 include a first arrangement area 61 facing the driver's area and a second arrangement area 62 facing away from the driver's area. Both the first arrangement area 61 and the second arrangement area 62 have at least one control switch, and the number of control switches in the first arrangement area 61 is greater than the number of control switches in the second arrangement area 62. Since the first arrangement area 61 directly faces the driver, increasing the number of control switches thereon means that the driver can complete more operations without significantly moving their hands, reducing the time their eyes are off the road, thereby increasing driving safety. By placing a majority of the control switches on the first arrangement area 61, the driver can see the control switch touched by their finger in their peripheral vision when touching it, which helps reduce the risk of accidental operation during driving and improves driving safety.

[0037] Furthermore, more control switches are placed in the first arrangement area 61, which is more easily accessible and visible to the driver. This is especially true for frequently used vehicle control functions (such as mode switching and light control), enabling quick response, reducing operational difficulty, and improving driver efficiency. The design of the first and second arrangement areas 61 and 62 takes ergonomics into account. In particular, the optimized layout of the first arrangement area 61 allows the driver to quickly locate and perform the required operations while riding. Because the second arrangement area 62 has fewer control switches, and these are typically used for less frequently used functions, this helps reduce erroneous operations caused by accidental hand touches during riding.

[0038] In some optional embodiments, both the vehicle control switch group 40 and the multimedia control switch group 50 include multiple control switches, which may be at least one or a combination of various types, such as a roller switch 70, a push-button switch, a slide switch, a plug-in switch, a toggle switch, and a segmented switch. By providing a variety of different types of switches and their combinations, the driver can trigger different functions through different operating methods, and develop the habit of using different operations for different functions, effectively reducing the risk of misoperation of the control switches. By using specific types of switches for key functions (such as steering and lighting control), the probability of misoperation can be reduced, ensuring that the driver can quickly and accurately control the vehicle in emergency situations. Different types of switch combinations can achieve more personalized and aesthetically pleasing designs, enhancing the overall visual appeal of the vehicle, and also making it easier for the driver to quickly identify the operating methods of different functions.

[0039] In some alternative implementations, please refer to Figure 5The roller switch 70 includes a roller assembly 71 and a detection and control assembly 72. At least a portion of the roller assembly 71 is exposed outside the throttle handlebar. The roller assembly 71 has multiple magnetic elements arranged circumferentially along the roller, including N-pole and S-pole magnetic elements, with adjacent magnetic elements having different poles. The detection and control assembly 72 is located on one radial side of the roller assembly 71 and is used to detect the rotation direction of the roller assembly 71. By arranging multiple magnetic elements inside the roller assembly 71 along the rolling direction and ensuring the difference in poles between adjacent magnetic elements (alternating N and S poles), the detection and control assembly 72 can accurately distinguish between forward and reverse rotation of the roller when it rolls, thereby outputting a precise bidirectional control signal. This design avoids the problem of inaccurate or lost signals caused by wear or dirt in traditional mechanical switches. The magnetic detection principle of the roller switch 70 reduces physical contact, avoiding mechanical wear and poor contact caused by repeated operation, significantly improving the switch's service life and reliability. It can achieve more than 100,000 cycles, far exceeding the lifespan of traditional switches (less than 50,000 cycles). The contactless design of the magnetic component and the detection and control assembly 72, combined with a high protection rating (such as IP66), allows the roller switch 70 to operate normally even in environments with vibration, humidity, or severe pollution, unaffected by the environment, thus improving the overall environmental adaptability of the equipment.

[0040] By exposing a portion of the roller assembly 71 to the outside, users can control the scrolling of the roller assembly 71. At the same time, the real-time feedback from the detection control component 72 makes the operation intuitive and responsive, enhancing the user's operating experience and comfort.

[0041] In some alternative embodiments, the detection control component 72 includes a Hall element and a PCB assembly.

[0042] In some alternative embodiments, please refer to Figure 2 and Figure 6The throttle handlebar has an opening 81 exposing the roller assembly 71. The roller assembly 71 includes a support member 711, a rolling magnet 713, and a roller button 714. The support member 711 has a support shaft 712; the support shaft 712 passes through the rolling magnet 713, which has multiple magnetic elements. The roller button 714 is fitted onto the outside of the rolling magnet 713, with a portion of the roller button 714 protruding from the opening 81. The opening 81 allows a portion of the roller button 714 to directly protrude from the outside of the throttle handlebar, providing the rider with an intuitive and easily accessible operating interface for quick identification and use of the roller functions. The rolling magnet 713 is equipped with multiple magnetic elements, with N-pole and S-pole magnetic elements arranged alternately. When the roller button 714 is rotated, the changes in the magnetic field of these magnetic elements are captured by the detection and control component 72, and then converted into precise signal outputs to achieve different operations. This mechanism eliminates the instability and wear problems of traditional mechanical contacts, improving the accuracy and stability of signal transmission. The rolling magnet 713 and the roller button 714 are coaxially sleeved on the support shaft 712. When the driver rotates the roller button 714, it drives the rolling magnet 713 to rotate synchronously. At the same time, the support member 711 limits the rolling magnet 713 and the roller button 714 to prevent them from moving along the axial direction of the support shaft 712, which effectively improves the durability and long-term reliability of the roller assembly 71.

[0043] In some alternative embodiments, the rolling magnet 713 is a 12-pole radial neodymium iron boron magnet, comprising 6 N-pole magnetic elements and 6 S-pole magnetic elements.

[0044] In some alternative embodiments, please refer to Figure 1 The multimedia control switch group 50 includes a roller switch 70 and two push-button switches 120 disposed on one side of the roller switch 70. The push-button switches 120 are push-button switches. The two push-button switches 120 are disposed on the side of the roller switch 70 away from the driver, and the two push-button switches 120 control the instrument to perform left and right operations respectively. When the roller switch 70 is rotated, the detection control component 72 detects the rate of change of magnetic field strength in the roller assembly 71 and converts it into high and low level signals, a total of two phases PWM1 and PWM2, which are output to the instrument. The instrument calculates the rotation direction based on the phase difference between the high and low level signals. For example, if the PWM1 signal leads the PWM2 signal by 90°, it is recorded as clockwise rotation (viewed from the right side of the vehicle's forward direction), and the instrument performs the first operation. If the PWM2 signal leads the PWM1 signal by 90°, it is recorded as counterclockwise rotation, and the instrument performs the second operation. One of the first and second operations is an upward operation, and the other is a downward operation. Pressing the roller switch 70, the instrument performs a confirmation operation.

[0045] In some alternative embodiments, please refer to Figure 1The multimedia control switch group 50 includes a seventh control switch 150. The seventh control switch 150 is located on the side of the push-button switch 120 away from the roller switch 70. When the seventh control switch 150 is moved in the direction away from the driver, the corresponding operation can be triggered.

[0046] In some alternative embodiments, viewed from the vehicle width direction, the maximum distance the roller switch 70 protrudes relative to the opening 81 is greater than the maximum distance the push-button switch 120 protrudes relative to the opening 81. This can also be understood as the maximum distance the roller button 714 protrudes relative to the opening 81 being greater than the maximum distance the push-button switch 120 protrudes relative to the opening 81. This arrangement facilitates quick differentiation between the roller switch 70 and the push-button switch 120, reducing the risk of accidental activation.

[0047] In some alternative embodiments, the multimedia control switch group 50 includes a multimedia return switch, which may be a seventh control switch 150. When the seventh control switch 150 is toggled in the direction away from the driver, the multimedia return circuit is activated, and the instrument panel performs a return operation.

[0048] In some alternative embodiments, please refer to Figure 2 , Figure 4 and Figure 7 The vehicle control switch assembly 40 includes a first control switch 90. The surface of the first control switch 90 opposite the throttle includes a first pressing surface 91 and a second pressing surface 92 sequentially connected along the width direction of the vehicle. The second pressing surface 92 is located on the side of the first pressing surface 91 closest to the center of the throttle. Both the first pressing surface 91 and the second pressing surface 92 include curved surfaces, with the curvature of the first pressing surface 91 being greater than that of the second pressing surface 92. By setting the first pressing surface 91 and the second pressing surface 92, multiple functions can be switched on the same switch, increasing the flexibility of the system design. The curved surface design of the first pressing surface 91 and the second pressing surface 92, combined with different curvature settings, better adapts to the natural curvature of the fingers, making operation more comfortable for the driver. At the same time, the different curvatures of the pressing surfaces provide clear operating guidance, enhancing the intuitiveness and accuracy of operation. The difference in position and shape between the first pressing surface 91 and the second pressing surface 92 helps to quickly distinguish different functions. The driver can identify the operating status of the first control switch 90 by touch alone, without the need for visual assistance, which improves the convenience and safety of operation.

[0049] Specifically, the larger curvature of the first pressing surface 91 is more suitable for outward operation (such as pressing from the inside out), while the smaller curvature of the second pressing surface 92 is more suitable for inward operation (such as pressing from the outside in). This design conforms to the natural movement pattern of the human hand, reducing fatigue during operation. Due to the difference in position and shape between the first pressing surface 91 and the second pressing surface 92, even in rapid or blind operation, it can effectively prevent accidental activation of other functions, improving safety during driving.

[0050] Furthermore, the curved surface design of the first pressing surface 91 and the second pressing surface 92, as well as their positional arrangement in the vehicle control switch group 40, makes the entire control panel look more streamlined and modern, enhancing the overall visual aesthetics of the vehicle.

[0051] In some alternative embodiments, please refer to Figure 1 and Figure 2 The handlebar has a recessed section 82, and a first control switch 90 is located within the recessed section 82. By providing the recessed section 82 and placing the first control switch 90 within it, the first control switch 90 is offset from other control switches in the height direction. This prevents the driver from accidentally touching other control switches while operating the first control switch 90, and also prevents the driver from accidentally touching the first control switch 90 while operating other control switches. This effectively prevents accidental operation during driving and increases driving safety.

[0052] In addition, the design of the recess 82 takes into account the driver's natural hand position and operating habits, making the first control switch 90 easier to reach without requiring the driver to move their hands significantly, thus providing greater comfort and efficiency during operation.

[0053] In some alternative embodiments, please refer to Figure 1 The vehicle control switch group 40 includes a horn / cruise switch, which can be selected from the first control switch 90. For example, pressing the first pressing surface 91 can activate the horn circuit, causing the vehicle to sound its horn to warn pedestrians or other vehicles. Pressing the second pressing surface 92 activates the cruise control signal circuit, allowing the vehicle to proceed at the current speed. Pressing the second pressing surface 92 again can deactivate the cruise control function.

[0054] It should be noted that when pressing the first pressing surface 91 to activate the horn circuit, the circuit can either automatically spring back after being released, or the horn circuit can be deactivated by pressing either the first pressing surface 91 or the second pressing surface 92. There are no specific limitations here. Of course, the operation methods for activating the horn circuit and activating the cruise control circuit can be interchanged; there are no specific limitations here either. In other words, pressing the first pressing surface 91 activates one of the horn circuit and the cruise control signal circuit, and pressing the second pressing surface 92 activates the other of the horn circuit and the cruise control signal circuit.

[0055] In some alternative embodiments, the horn / cruise switch is located on the first handlebar, for example, the first handlebar is the left handlebar.

[0056] In some optional embodiments, the vehicle control switch group 40 includes a P gear / seat compartment / hazard warning switch, which can be a first control switch 90. For example, pressing the first pressing surface 91 once disengages the P gear, and pressing the first pressing surface 91 twice in succession opens the seat compartment; pressing the second pressing surface 92 once activates the left and right turn signals as a hazard warning signal to alert other pedestrians and vehicles.

[0057] In some alternative embodiments, the P-gear / toilet seat / hazard warning switch is located on the second handle, for example, the right-hand handle.

[0058] In some alternative embodiments, please refer to Figures 1 to 4 The vehicle control switch assembly 40 includes a toggle switch 100. The toggle switch 100 includes a first toggle surface 101, a pressing operation surface 102, and a second toggle surface 103, sequentially connected along the width direction of the vehicle. The second toggle surface 103 is located on the side of the first toggle surface 101 closest to the throttle, and the slope of the second toggle surface 103 is greater than that of the first toggle surface 101. By configuring the first toggle surface 101, the pressing operation surface 102, and the second toggle surface 103, the toggle switch 100 can achieve multiple function controls. For example, operating the first toggle surface 101 can trigger one function, operating the pressing operation surface 102 can trigger another function, and operating the second toggle surface 103 can trigger yet another function. Different operating methods of the first toggle surface 101, the pressing operation surface 102, and the second toggle surface 103 can trigger different functions.

[0059] Furthermore, the first actuation surface 101, the pressing operation surface 102, and the second actuation surface 103, connected sequentially along the width of the vehicle, are designed with the driver's natural range of motion and force distribution in mind. The different slopes of the first actuation surface 101 and the second actuation surface 103 guide the driver to operate in the most natural and comfortable way, reducing hand fatigue and operational errors. The slope of the second actuation surface 103 is designed to be greater than that of the first actuation surface 101. This difference in physical characteristics provides clear operational feedback, helping the driver distinguish different operating modes by touch without relying entirely on vision, thereby reducing distraction while driving and improving operational safety. The different operating positions and the difference in slope between the first actuation surface 101 and the second actuation surface 103 effectively prevent misoperation in rapidly changing or emergency situations, ensuring that the driver can accurately control vehicle functions when needed.

[0060] In some alternative embodiments, the throttle handlebar has at least one recess 83, and a toggle switch 100 is disposed within the recess 83. The sidewall of the recess 83 can also act as a stop and limit for the toggle switch 100.

[0061] In some alternative embodiments, please refer to Figure 3 The height of the top surface of the toggle switch 100 from the throttle handlebar is greater than that of the top surface of the adjacent control switch. This higher top surface design makes the toggle switch 100 more prominent visually and tactilely, allowing the driver to quickly locate it intuitively and by touch without having to search carefully. This height difference significantly improves the intuitiveness and convenience of operation, especially when operating the switch while wearing gloves while riding.

[0062] Because the toggle switch 100 is higher than the adjacent control switch, the driver can more easily avoid accidentally touching other switches when operating it, especially in emergency situations or low light conditions. This design can significantly reduce misoperation and improve driving safety.

[0063] In some alternative embodiments, please refer to Figure 3From the perspective of vehicle width, the radial distance from the top surface of the toggle switch 100 to the throttle handlebars is L1, the radial distance from the top surface of the roller switch 70 to the throttle handlebars is L2, and the radial distance from the top surface of the push-button switch 120 to the throttle handlebars is L3, where L1 > L2 > L3. Setting different switches at different heights helps the driver quickly locate the corresponding switch and more easily avoids accidentally touching other switches, especially in emergency situations or low-light conditions. This design significantly reduces misoperation and improves driving safety. The toggle switch 100, roller switch 70, and push-button switch 120 gradually decrease in protrusion. This design prevents accidental operation of the roller switch 70 when operating the toggle switch 100, and prevents accidental activation of the push-button switch 120 when operating the roller switch 70, effectively reducing the risk of misoperation. Even when the user is wearing riding gloves, it still prevents accidental operation, effectively improving driving safety.

[0064] In some optional embodiments, the vehicle control switch group 40 includes left and right turn signal switches. These switches can be toggle switches 100. For example, toggling the first toggle surface 101 turns on the first turn signal and releasing it resets the position. Toggling the second toggle surface 103 turns on the second turn signal and releasing it resets the position. Pressing the pressing operation surface 102 turns off the turn signal. One of the first and second turn signals is the left turn signal, and the other is the right turn signal.

[0065] Specifically, the left turn signal can be activated by moving the first toggle surface 101 and reset upon release; the right turn signal can be activated by moving the second toggle surface 103 and reset upon release; and the turn signal can be deactivated by pressing the operating surface 102. Alternatively, the right turn signal can be activated by moving the first toggle surface 101 and reset upon release; the left turn signal can be activated by moving the second toggle surface 103 and reset upon release; and the turn signal can be deactivated by pressing the operating surface 102. There are no specific limitations here; the design can be based on the location of the left and right turn signal switches and the driver's usual operating habits.

[0066] In some alternative embodiments, please refer to Figures 1 to 4 as well as Figure 8 The vehicle control switch assembly 40 includes a third control switch 110. The surface of the third control switch 110 facing the throttle is the first operating surface 111, and the surface of the third control switch 110 away from the throttle is the second operating surface 112. By spacing a portion of the third control switch 110 from the throttle, and designating the surface facing the throttle as the first operating surface 111 and the surface away from the throttle as the second operating surface 112, it is easier to operate the third control switch 110, reducing the difficulty of operation and thus helping to reduce safety hazards.

[0067] In some alternative embodiments, the third control switch 110 is located on a second arrangement area 62 away from the driver. Since the third control switch 110 is located in the second arrangement area 62 away from the driver, it is usually operated by the index finger during driving. The relatively arranged operating surface makes it easier for the driver to operate the third control switch 110, reducing the difficulty of operation and thus helping to reduce safety hazards.

[0068] In some optional embodiments, the vehicle control switch group 40 includes a high beam / overtaking light button. The high beam / overtaking light button can be a third control switch 110. For example, when the second control surface 112 is touched inward, the button rebounds after being released. Repeatedly touching the second control surface 112 will cause the high beam to alternately light up and off according to the frequency of button touches, which will be the overtaking light effect on the whole vehicle. When the first control surface 111 is pushed outward, the button will lock and not rebound, and the high beam will be on for a long time.

[0069] Of course, the operation methods of the first control surface 111 and the second control surface 112 can be interchanged, and the triggered functions can also be interchanged; no specific restrictions are imposed here.

[0070] In some alternative embodiments, the high beam / overtaking light button is located on the first handlebar, for example, the first handlebar is the left handlebar.

[0071] In some alternative embodiments, the vehicle control switch group 40 also includes a heating adjustment button, which may be a third control switch 110. For example, the heating level of the handle or seat may be adjusted according to the number of times the second control surface 112 or the first control surface 111 is pressed, or other functions may be integrated. No specific limitation is made here.

[0072] In some alternative embodiments, the heating adjustment button is located on the second handle, for example, the right-hand handle. Of course, the heating adjustment button can be located on one handle or on two handles; there is no specific limitation here.

[0073] In some alternative embodiments, please refer to Figures 7 to 9 The vehicle control switch assembly 40 also includes a fifth control switch 130, which includes a first push surface 131, a connecting surface 132, and a second push surface 133 connected sequentially along the width direction of the vehicle. The second push surface 133 is closer to the center of the throttle handlebars than the first push surface 131.

[0074] In some alternative embodiments, the throttle has at least one recess 83, and the fifth control switch 130 is disposed within the recess 83. The side wall of the recess 83 can also act as a stop and limit for the fifth control switch 130.

[0075] In some optional embodiments, the vehicle control switch group 40 includes a headlight / automatic headlight switch, which is a fifth control switch 130. For example, when the first push surface 131 is pushed to the position closest to the center of the throttle, the vehicle automatically turns the headlights on / off according to changes in ambient light. When the second push surface 133 is pushed to the position furthest from the center of the throttle, the vehicle's headlights are turned off. When the headlight / automatic headlight switch is pushed to the middle position, the headlights are turned on and remain on.

[0076] It should be noted that the functions triggered by the headlight / automatic headlight switch in different positions can be interchanged, and can be designed according to the needs of the vehicle; no specific restrictions are imposed here.

[0077] In some alternative embodiments, please refer to Figures 7 to 9 The vehicle control switch group 40 also includes a sixth control switch 140, which includes a touch surface 141 extending circumferentially along the handle. Pressing one end of the touch surface 141 triggers one function, and pressing the other end of the touch surface 141 triggers another function.

[0078] In some alternative embodiments, the vehicle control switch group 40 also includes a mode switching switch, which may be the sixth control switch 140. For example, pressing one end of the touch surface 141 switches the vehicle riding mode, accelerates during cruise control, and pressing the other end of the touch surface 141 decelerates during cruise control, or integrates other functions, without specific limitations here.

[0079] As can be seen from the above description, the embodiments of this utility model achieve the following technical effects:

[0080] 1. By arranging the control switches, the driver can operate the equipment more intuitively and conveniently without having to frequently move their hands, thus improving the convenience and safety of operation.

[0081] 2. By redesigning the structure of some control switches, the risk of misoperation during driving can be reduced, thereby improving driving safety.

[0082] Obviously, the embodiments described above are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this utility model, those skilled in the art can make other variations or modifications without creative effort, and all such variations or modifications should fall within the protection scope of this utility model.

Claims

1. A vehicle control assembly, characterized by, include: The handlebar has a first handlebar and a second handlebar (10) spaced apart along the width of the vehicle, a first control area (20) located near the first handlebar, and a second control area (30) located near the second handlebar (10). Vehicle control switch group (40), the first control area (20) and the second control area (30) each have the control switch of the vehicle control switch group (40); A multimedia control switch group (50), at least one of the first control area (20) and the second control area (30) having a control switch of the multimedia control switch group (50); Both the vehicle control switch group (40) and the multimedia control switch group (50) include multiple control switches. The multiple control switches located in the first control area (20) are arranged at intervals along the circumference of the first handle, and the multiple control switches located in the second control area (30) are arranged at intervals along the circumference of the second handle (10).

2. The vehicle control assembly of claim 1, wherein, Both the first control area (20) and the second control area (30) include a first arrangement area (61) facing the driving area and a second arrangement area (62) facing away from the driving area. Both the first arrangement area (61) and the second arrangement area (62) have at least one of the control switches, and the number of control switches in the first arrangement area (61) is greater than the number of control switches in the second arrangement area (62).

3. The vehicle control assembly of claim 1, wherein, Both the vehicle control switch group (40) and the multimedia control switch group (50) include multiple control switches. The plurality of control switches include at least one or a combination of multiple of the following: roller switch (70), push button switch (120), slide switch, plug-in switch, toggle switch (100), segment switch.

4. The vehicle control assembly of claim 3, wherein, The roller switch (70) includes: A roller assembly (71) is at least partially exposed outside the throttle handlebar. The roller assembly (71) has a plurality of magnetic elements arranged circumferentially along the roller. The plurality of magnetic elements includes N-pole magnetic elements and S-pole magnetic elements. The magnetic poles of two adjacent magnetic elements are different. A detection control component (72) is disposed on one radial side of the roller assembly (71) and is used to detect the rotation direction of the roller assembly (71).

5. The vehicle control assembly of claim 4, wherein, The throttle has an opening (81) exposing the roller assembly (71), which includes: A support member (711) having a support shaft (712); A rolling magnet (713), wherein the support shaft (712) passes through the rolling magnet (713), and the rolling magnet (713) has a plurality of the magnetic elements; A scroll button (714) is sleeved on the outside of the scroll magnet (713). A portion of the scroll button (714) protrudes from the opening (81). Viewed from the vehicle width direction, the maximum distance the scroll button (714) protrudes from the opening (81) is greater than the maximum distance the push-button switch (120) protrudes from the opening (81).

6. The vehicle control assembly of claim 3, wherein, The vehicle control switch group (40) includes a first control switch (90). The surface of the first control switch (90) away from the throttle includes a first pressing surface (91) and a second pressing surface (92) connected sequentially along the width direction of the vehicle. The second pressing surface (92) is located on the side of the first pressing surface (91) near the throttle. Both the first pressing surface (91) and the second pressing surface (92) include arc-shaped surfaces. The arc of the arc of the first pressing surface (91) is greater than the arc of the arc of the second pressing surface (92).

7. The vehicle control assembly of claim 6, wherein, The throttle has a receiving recess (82), and the first control switch (90) is located in the receiving recess (82).

8. The vehicle control assembly of claim 3, wherein, The toggle switch (100) includes a first toggle surface (101), a press operation surface (102), and a second toggle surface (103) connected sequentially along the width direction of the vehicle. The second toggle surface (103) is located on the side of the first toggle surface (101) near the throttle handle. The slope of the second toggle surface (103) is greater than the slope of the first toggle surface (101).

9. The vehicle control assembly of claim 3, wherein, Viewed from the width direction of the vehicle, the radial distance from the top surface of the toggle switch (100) to the throttle handle is L1, the radial distance from the top surface of the roller switch (70) to the throttle handle is L2, and the radial distance from the top surface of the push-button switch (120) to the throttle handle is L3, where L1 > L2 > L3.

10. The vehicle control assembly of claim 3, wherein, The vehicle control switch group (40) includes a third control switch (110), the surface of the third control switch (110) facing the throttle is a first operating surface (111), and the surface of the third control switch (110) away from the throttle is a second operating surface (112).

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