Brake lever and vehicle

Abstract

The application provides a brake handle and a vehicle, and relates to the technical field of vehicle braking. The brake handle comprises a shell, a plunger assembly, a handle assembly and a detection assembly. The shell has a piston cavity and a first communication hole in communication with each other. The first communication hole is in communication with a brake oil cavity of the vehicle. The plunger of the plunger assembly is arranged in the piston cavity. The handle assembly comprises a push rod and a handle. The two ends of the push rod are movably connected with the plunger and the handle respectively, and the handle is rotationally connected with the shell. The detection assembly comprises a permanent magnet and a Hall detection piece. The permanent magnet is arranged on the plunger or the push rod, and the Hall detection piece is arranged on the shell. The permanent magnet moves with the plunger and the push rod. The Hall detection piece senses the position of the permanent magnet and outputs an electrical signal parameter to a controller of the vehicle, so as to adjust the output torque of the motor through the controller. Through such a design, the accuracy of the electrical signal parameter of the control motor is improved, the output torque of the motor is accurately controlled, and the reliability and safety of the vehicle braking are improved.

Description

Technical Field

[0001] This application relates to the field of vehicle braking technology, and in particular to a brake lever and a vehicle. Background Technology

[0002] During the driving process, a vehicle needs to be braked through its braking system.

[0003] In related technologies, vehicles, such as electric bicycles and scooters, typically employ hydraulic braking and electric motor braking. During braking, the electric motor responds to the electrical signals from the hydraulic brakes to improve braking reliability. However, a difference in signal sensitivity exists between hydraulic braking and electric motor braking, leading to a decrease in braking reliability and safety.

[0004] Therefore, there is an urgent need for a vehicle that improves braking reliability and safety. Utility Model Content

[0005] This application provides a brake lever and a vehicle that can at least solve the technical problem of poor sensitivity in signal interaction between hydraulic braking and electric braking, which leads to a decrease in the braking reliability and safety of the vehicle.

[0006] To achieve the above objectives, this application adopts the following technical solution:

[0007] Firstly, this application provides a brake lever, comprising:

[0008] The housing has a piston chamber and a first connecting hole, the piston chamber and the first connecting hole being connected; the first connecting hole is used to connect with the brake fluid chamber of the vehicle.

[0009] A plunger assembly, the plunger assembly including a plunger disposed within the piston chamber.

[0010] A handle assembly is located along the axial direction of the plunger on the side of the plunger opposite to the first communicating hole. The handle assembly includes a push rod and a handle. The two ends of the push rod are movably connected to the plunger and the handle, respectively. The handle is rotatably connected to the housing.

[0011] The detection assembly includes a permanent magnet and a Hall effect sensor, wherein the permanent magnet is disposed on the plunger or the push rod, and the Hall effect sensor is disposed on the housing.

[0012] When the handle rotates relative to the housing, the push rod moves accordingly, causing the plunger to reciprocate along the axial direction of the plunger relative to the first connecting hole. The permanent magnet moves with the corresponding plunger and the corresponding push rod. The Hall effect sensor is used to sense the position of the corresponding permanent magnet and to output electrical signal parameters to the vehicle controller so as to adjust the output torque of the vehicle's motor through the controller.

[0013] As an optional implementation, the housing has a mounting groove.

[0014] The Hall effect sensor includes a sensing element and an electrical connection wire. The sensing element and the electrical connection wire are connected and electrically conductive. The sensing element is used to sense the position of the corresponding permanent magnet and is disposed in the mounting groove.

[0015] The end of the electrical connection wire away from the sensing part extends to the outside of the mounting groove and is used to electrically connect with the controller to output the electrical signal parameters to the controller.

[0016] As an optional implementation, when the permanent magnet is disposed on the push rod, the mounting groove communicates with the piston chamber near the handle.

[0017] As an optional implementation, the housing has a mounting opening that corresponds to and communicates with the mounting groove.

[0018] The brake lever also includes a cover plate, which is connected to the housing to close the mounting opening.

[0019] As an optional implementation, the housing has an oil chamber and a second connecting hole, the second connecting hole connecting the oil chamber and the piston chamber to form a working oil passage; wherein, along the axial direction of the plunger, the second connecting hole is located on the side of the first connecting hole facing the push rod.

[0020] The plunger assembly reciprocates relative to the first connecting hole to change the connection state of the working oil circuit.

[0021] As an optional implementation, the plunger includes a first connecting section, a second connecting section, and a third connecting section; the first connecting section, the second connecting section, and the third connecting section are connected sequentially along the axial direction of the plunger, wherein the first connecting section is opposite to the first communicating hole, and the end of the third connecting section opposite to the second connecting section is movably connected to the push rod, and the radial dimensions of the first connecting section, the second connecting section, and the third connecting section increase sequentially.

[0022] The plunger assembly further includes a first seal and a second seal. The first seal is sleeved on the first connecting section and seals against the peripheral wall of the piston chamber. The second seal is sleeved on the third connecting section and seals against the peripheral wall of the piston chamber.

[0023] As an optional implementation, the plunger assembly further includes an elastic element disposed between the first seal and the first communication hole.

[0024] And / or, the plunger assembly further includes a plunger head, which is sleeved on the first connecting section and abuts against the end face of the first seal opposite to the second connecting section along the axial direction of the plunger.

[0025] When the plunger assembly includes the elastic element and the plunger head, the elastic element is partially sleeved on the outer periphery of the plunger head.

[0026] As an optional implementation, when the permanent magnet is disposed on the plunger, the permanent magnet is sleeved on the second connecting section, and along the axial direction of the plunger, the two ends of the permanent magnet abut against the end face of the first sealing member and the end of the third connecting section, respectively.

[0027] As an optional implementation, the brake lever further includes a connecting pipe, one end of which is connected to the housing and communicates with the first communicating hole, and the other end of which is used to communicate with the brake fluid chamber of the vehicle.

[0028] Secondly, this application provides a vehicle, comprising:

[0029] Brake lever, wherein the brake lever is any one of the brake levers described in the first aspect.

[0030] wheel.

[0031] A braking mechanism is disposed on the wheel, the braking mechanism having a brake fluid chamber, the brake fluid chamber being connected to a first connecting hole of the brake lever.

[0032] An electric motor, the output of which is connected to the wheel drive.

[0033] A controller electrically connected to the Hall effect sensor of the motor and the brake lever; the controller is used to adjust the output torque of the motor when the electrical signal parameter output by the Hall effect sensor is greater than or equal to a preset electrical signal parameter.

[0034] The battery is electrically connected to the motor.

[0035] The brake lever provided in this application includes: a housing, a plunger assembly, a handle, and a detection assembly. The housing has a piston chamber and a first connecting hole, which communicate with each other; the first connecting hole communicates with the vehicle's brake fluid chamber. The plunger assembly includes a plunger disposed within the piston chamber. Along the axial direction of the plunger, a handle assembly is located on the side of the plunger opposite to the first connecting hole. The handle assembly includes a push rod and a handle, with the two ends of the push rod movably connected to the plunger and the handle, respectively. The handle is rotatably connected to the housing. The detection assembly includes a permanent magnet and a Hall effect sensor. The permanent magnet is disposed on the plunger or the push rod, and the Hall effect sensor is disposed on the housing. When the handle rotates relative to the housing, the push rod follows and drives the plunger to reciprocate along the axial direction of the plunger relative to the first connecting hole. The permanent magnet moves with the corresponding plunger and the corresponding push rod. The Hall effect sensor senses the position of the corresponding permanent magnet and outputs electrical signal parameters to the vehicle's controller to adjust the output torque of the vehicle's motor. Thus, the movement of the plunger in the piston chamber adjusts the brake fluid in the piston chamber to brake the vehicle. Furthermore, the precise and specific output electrical signal parameters obtained through the interaction of the Hall effect sensor and the permanent magnet further control the output torque of the motor. This allows the motor to compensate for the vehicle's braking by the brake fluid, thereby improving the reliability and safety of the vehicle's braking.

[0036] In addition to the technical problems solved by this application, the technical features constituting the technical solutions, and the beneficial effects brought about by the technical features of these technical solutions as described above, other technical problems that the brake lever and vehicle provided by this application can solve, other technical features contained in the technical solutions, and the beneficial effects brought about by these technical features will be further explained in detail in the specific embodiments. Attached Figure Description

[0037] To more clearly illustrate the technical solutions in the embodiments or related technologies of this application, the accompanying drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the accompanying 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.

[0038] Figure 1 A schematic diagram of a brake lever provided in an embodiment of this application;

[0039] Figure 2 An exploded view of the brake lever structure provided in an embodiment of this application;

[0040] Figure 3 A cross-sectional view of a brake lever provided in an embodiment of this application;

[0041] Figure 4 for Figure 3 A magnified view of the local structure of the dashed box area;

[0042] Figure 5 A cross-sectional view of another brake lever provided in an embodiment of this application;

[0043] Figure 6 for Figure 5 A magnified view of the local structure of the dashed box area.

[0044] Explanation of reference numerals in the attached figures:

[0045] 100-brake lever;

[0046] 110 - Housing; 111 - Piston chamber; 112 - First connecting hole; 113 - Mounting groove; 1131 - Mounting opening;

[0047] 114-Oil cavity; 1141-Oil cup gasket; 1142-Oil cup cover; 1143-Oil filling hole; 1144-Oil filling screw;

[0048] 115 - Second connecting hole;

[0049] 116 - Connecting part;

[0050] 120 - Plunger Assembly;

[0051] 121-Plunger; 1211-First connecting section; 1212-Second connecting section; 1213-Third connecting section;

[0052] 122-First seal; 123-Second seal; 124-Elastic element; 125-Plug head; 126-Second gasket; 127-Snap ring;

[0053] 130 - Handle assembly; 131 - Push rod; 132 - Handle; 133 - Screw shaft; 134 - First washer; 135 - Support;

[0054] 140 - Detection component;

[0055] 141-Permanent magnet;

[0056] 142-Hall sensor; 1421-Sensing element; 1422-Electrical connection wire;

[0057] 150-cover plate;

[0058] 160 - Connecting pipe. Detailed Implementation

[0059] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, 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 some embodiments of this application, not all embodiments. Based on the embodiments of this application, other embodiments obtained by those skilled in the art without creative effort are all within the scope of protection of this application. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0060] In one aspect, this application provides a brake lever 100, including: a housing 110, a plunger assembly 120, a handle assembly 130, and a detection assembly 140.

[0061] The housing 110 has a piston chamber 111 and a first communicating hole 112, which communicate with each other; the first communicating hole 112 is used to communicate with the brake fluid chamber of the vehicle. The plunger assembly 120 includes a plunger 121, which is disposed in the piston chamber 111. Along the axial direction of the plunger 121, the handle assembly 130 is located on the side of the plunger 121 opposite to the first communicating hole 112. The handle assembly 130 includes a push rod 131 and a handle 132. The two ends of the push rod 131 are movably connected to the plunger 121 and the handle 132, respectively, and the handle 132 is rotatably connected to the housing 110.

[0062] The detection assembly 140 includes a permanent magnet 141 and a Hall effect sensor 142. The permanent magnet 141 is disposed on the plunger 121 or the push rod 131, and the Hall effect sensor 142 is disposed on the housing 110. When the handle 132 rotates relative to the housing 110, the push rod 131 moves accordingly and drives the plunger 121 to reciprocate along the axial direction of the plunger 121 relative to the first connecting hole 112. The permanent magnet 141 moves with the corresponding plunger 121 and the corresponding push rod 131. The Hall effect sensor 142 is used to sense the position of the corresponding permanent magnet 141 and to output electrical signal parameters to the vehicle controller so that the controller can adjust the output torque of the vehicle's motor.

[0063] First, combine Figure 1 , Figure 2 , Figure 3 and Figure 4 Taking the permanent magnet 141 disposed on the plunger 121 as an example, the brake lever 100 in this application will be described.

[0064] Specifically, the housing 110 has a connecting part 116, through which the housing 110 is connected to the handlebars of the vehicle.

[0065] Optionally, the handle 132 and the housing 110 can be connected by a screw shaft 133 or an optical shaft to achieve rotation. For example, the screw shaft 133 is connected to the housing 110 by a nut, and a first washer 134 is provided between the housing 110 and the nut.

[0066] For example, the permanent magnet 141 can be welded to the plunger 121, or the permanent magnet 141 can be embedded in the plunger 121. The connection method between the permanent magnet 141 and the plunger 121 is not limited to the two examples mentioned above, and no specific requirements are made for this.

[0067] As an optional implementation, the support 135 is connected to the handle 132, and the push rod 131 is threadedly connected to the support 135. A second washer 126 and a retaining ring 127 are fitted onto the push rod 131.

[0068] As will be understood by those skilled in the art, the first connecting hole 112 connects the piston chamber 111 and the vehicle's brake fluid chamber, forming a flow path for the working fluid. The working fluid can flow from the brake fluid chamber side to the piston chamber 111, or from the piston chamber 111 to the brake fluid chamber.

[0069] Specifically, the vehicle has switchable braking and release states, combined with Figure 3 and Figure 4 When the vehicle switches from the released state to the braking state, the user squeezes the handle 132, which rotates relative to the housing 110. The handle 132 drives the push rod 131 to move. Under the drive of the push rod 131, the plunger 121 moves along the L direction toward the side where the first connecting hole 112 is located. The distance between the end face of the plunger 121 toward the side where the first connecting hole 112 is located and the first connecting hole 112 gradually decreases, and pushes the brake fluid between the end face of the plunger 121 and the first connecting hole 112 into the brake fluid chamber of the vehicle, thereby driving the vehicle's braking mechanism to achieve braking of the wheels.

[0070] When the vehicle switches from braking to release, the user releases the handle 132, which rotates relative to the housing 110. The handle 132 drives the push rod 131 to move. Driven by the push rod 131, the plunger 121 moves along the L direction toward the side away from the first connecting hole 112. As the plunger 121 moves toward the end face of the first connecting hole 112, the distance between the plunger 121 and the first connecting hole 112 gradually increases. Brake fluid flows from the brake fluid chamber to the piston chamber 111, and the wheel can then move.

[0071] During the process of switching the vehicle from the release state to the braking state, the permanent magnet 141 moves along the L direction with the plunger 121 toward the side where the first connecting hole 112 is located. The Hall sensor 142 senses the position of the permanent magnet 141. When the permanent magnet 141 approaches the Hall sensor 142, it causes the magnetic field parameter of the Hall sensor 142 to increase. The Hall sensor 142 can convert the magnetic field parameter into voltage parameter and / or current parameter in real time, and output the voltage parameter and / or current parameter to the vehicle controller. The controller adjusts the output torque of the vehicle's motor according to the voltage parameter and / or current parameter to brake the wheels.

[0072] It should be noted that the voltage and current parameters in this embodiment are electrical signal parameters output by the Hall sensor 142 to the controller, but the electrical signal parameters in this embodiment are not limited to the above example.

[0073] As those skilled in the art will understand, when a vehicle switches from a released state to a braking state, after the Hall sensor 142 senses the permanent magnet 141, it can output real-time, definite, and precise electrical signal parameters corresponding to the permanent magnet 141 at different positions. This allows the controller to precisely adjust the motor's output torque based on these real-time, definite, and precise electrical signal parameters, further precisely braking the wheels through the motor's output torque. This improves the accuracy of the motor's control signal, thereby enhancing the vehicle's braking reliability and safety. Furthermore, the motor provides braking compensation for hydraulic braking, giving the vehicle two different braking methods, further improving the vehicle's braking reliability and safety. Each electrical signal parameter can correspond to a range of motor output torque or a specific output torque.

[0074] During the process of the vehicle switching from the braking state to the release state, the permanent magnet 141 moves with the plunger 121 and gradually moves away from the Hall sensor 142. The magnetic field parameter of the Hall sensor 142 decreases. The Hall sensor 142 can convert the magnetic field parameter into voltage and / or current parameters in real time and output the voltage and / or current parameters to the vehicle controller. The controller adjusts the output torque of the vehicle's motor according to the voltage and / or current parameters so that the wheel switches to the release state and further drives the wheel to move.

[0075] It's easy to understand that the output torque of an electric motor is a vector. When the output torque of the motor is positive, the motor drives the wheels to rotate. When the output torque of the motor is negative, the output torque of the motor can reduce the speed of the wheels and achieve braking of the wheels. The motor can transform into a "generator" to generate electrical energy.

[0076] In some implementations, the motor and the vehicle's battery are electrically connected, allowing the battery to supply power to the motor. When the motor's output torque is negative, the electrical energy generated by the motor can be stored in the battery, thus achieving energy recovery for the vehicle. This can increase the vehicle's driving range and further enhance the user experience.

[0077] Combination Figure 1 , Figure 4 and Figure 5 In this embodiment, the permanent magnet 141 is disposed on the push rod 131.

[0078] For example, the permanent magnet 141 can be welded to the push rod 131, or the permanent magnet 141 can be embedded in the push rod 131, or the permanent magnet 141 and the push rod 131 can be connected by threads. The connection method between the permanent magnet 141 and the push rod 131 is not limited to the above examples, and no specific requirements are made therein.

[0079] When the permanent magnet 141 is mounted on the push rod 131, the Hall sensor 142 is mounted on the housing 110.

[0080] As an optional implementation, the Hall sensor 142 can be connected to the outer wall of the housing 110, or the Hall sensor 142 can be partially embedded in the shell wall of the housing 110, etc., and there are no specific requirements for this.

[0081] It should be noted that when the permanent magnet 141 is disposed on the push rod 131, the switching process and function between the vehicle's release state and braking state are the same as when the permanent magnet 141 is disposed on the plunger 121. Therefore, those skilled in the art can easily understand the content of this embodiment in conjunction with the foregoing embodiments, and will not elaborate further.

[0082] In conjunction with the foregoing embodiments, there are many ways to connect the Hall sensor 142 and the housing 110. As one optional embodiment, the housing 110 has a mounting groove 113. The Hall sensor 142 includes a sensing part 1421 and an electrical connection line 1422, which are connected and electrically conductive. The sensing part 1421 is used to sense the position of the corresponding permanent magnet 141, and is disposed in the mounting groove 113. One end of the electrical connection line 1422, away from the sensing part 1421, extends out of the mounting groove 113 and is used to electrically connect with the controller to output electrical signal parameters to the controller.

[0083] Combination Figure 2 , Figure 3 and Figure 4 , or, combined Figure 5 and Figure 6The mounting groove 113 is located on the outer peripheral wall of the housing 110. The outer peripheral wall of the housing 110 may be recessed inward toward the inner side of the housing 110 along the radial direction of the plunger 121, or the outer peripheral wall of the housing 110 may be provided with a protrusion and a groove structure is provided on the protrusion to form the mounting groove 113, which is not required.

[0084] For example, the sensing part 1421 and the inner wall of the mounting groove 113 can be connected by a snap-fit, or the sensing part 1421 and the inner wall of the mounting groove 113 can be connected by an embedded manner. This embodiment does not limit this.

[0085] Optionally, the mounting groove 113 has a through hole in its wall to allow the power supply connection cable 1422 to pass through and extend to the outside of the mounting groove 113, facilitating the wiring connection between the power connection cable 1422 and the vehicle's controller. Understandably, the sensing element 1421, as a crucial component of the Hall sensor 142 that senses the magnetic field of the permanent magnet 141, is mounted in the mounting groove 113. The mounting groove 113 provides a stable connection and support for the sensing element 1421, ensuring its stable position relative to the housing 110. This improves the accuracy of the electrical signal parameters output by the Hall sensor 142, further enabling precise control of the motor's output torque, thereby enhancing the vehicle's braking reliability and ease of installation.

[0086] Furthermore, in this embodiment, the sensing part 1421 of the Hall sensor 142 is disposed in the mounting groove 113. There is a gap between the sensing part 1421 and the permanent magnet 141, and the groove wall of the mounting groove 113 forms an isolation effect between the sensing part 1421 and the permanent magnet 141, avoiding contact wear between the permanent magnet 141 and the sensing part 1421, and further extending the service life of the brake lever 100 and the vehicle.

[0087] It should be noted that, in this embodiment, although the wall of the mounting groove 113 between the permanent magnet 141 and the sensing part 1421 has a physical isolation function, the wall of the mounting groove 113 can still allow the magnetic field of the permanent magnet 141 to pass through and be sensed by the sensing part 1421. Those skilled in the art will understand that brake fluid flows in the piston chamber 111, and the complete separation and non-communication between the mounting groove 113 and the piston chamber 111 can prevent brake fluid leakage.

[0088] It is easy to understand that, along the L direction, the portion of the piston chamber 111 between the end face of the plunger 121 facing the first connecting hole 112 and the first connecting hole 112 flows with brake fluid, while the portion of the piston chamber 111 facing the push rod 131 does not contain brake fluid.

[0089] Therefore, combining Figure 5 and Figure 6As an optional implementation, when the permanent magnet 141 is disposed on the push rod 131, the mounting groove 113 communicates with the piston chamber 111 near the handle 132.

[0090] Thus, this embodiment, through this configuration, ensures that the magnetic field of the permanent magnet 141 can be accurately sensed by the sensing part 1421 of the Hall effect sensor 142 at the connection point between the mounting groove 113 and the piston chamber 111, forming accurate electrical signal parameters. This improves the accuracy of the motor's output torque, further enhancing the reliability and safety of the vehicle's braking. Furthermore, since there is no brake fluid in this section of the piston chamber 111, the brake lever 100 will not leak brake fluid, ensuring stable and reliable braking performance.

[0091] Optionally, through holes, through slots, or other structures may be provided on the wall of the mounting groove 113 to connect the mounting groove 113 and the piston chamber 111. In this embodiment, no requirements are made on the connection method between the mounting groove 113 and the piston chamber 111.

[0092] Combination Figure 2 , Figure 3 and Figure 4 , or, combined Figure 2 , Figure 5 and Figure 6 The housing 110 has a mounting opening 1131, which corresponds to and communicates with the mounting groove 113; the brake lever 100 also includes a cover plate 150, which is connected to the housing 110 to close the mounting opening 1131.

[0093] For example, the cover plate 150 and the housing 110 can be connected by a snap-fit, or the cover plate 150 and the housing 110 can be connected by a threaded connector. The connection method of the cover plate 150 and the housing 110 is not limited to the above example, and this embodiment does not require it.

[0094] According to the brake lever 100 in this embodiment, the mounting opening 1131 is closed by the connection between the cover plate 150 and the housing 110, which improves the sealing of the mounting groove 113, prevents external moisture, dust and other impurities from entering the mounting groove 113, reduces the adverse effects of external impurities on the operation of the sensing unit 1421, and further improves the reliability and safety of vehicle braking.

[0095] In combination with the foregoing implementation methods, and in conjunction with Figure 3 and Figure 4 , or, combined Figure 5 and Figure 6In this embodiment, the housing 110 has an oil chamber 114 and a second connecting hole 115. The second connecting hole 115 connects the oil chamber 114 and the piston chamber 111 and forms a working oil passage. The second connecting hole 115 is located on the side of the first connecting hole 112 facing the push rod 131 along the axial direction of the plunger 121. The plunger assembly 120 reciprocates relative to the first connecting hole 112 to change the connection state of the working oil passage.

[0096] It should be noted that, Figure 3 and Figure 4 The working oil circuit shown is related to... Figure 5 and Figure 6 The working oil circuits shown are the same, and this section uses... Figure 3 and Figure 4 The following explanation uses the working oil circuit shown as an example.

[0097] Specifically, the housing 110 has a groove with the groove opening facing the outside of the housing 110. The oil cup cover 1142 and the housing 110 are connected by a threaded connector to close the groove opening. The oil cup cover 1142 and the inner wall of the groove together form an oil cavity 114.

[0098] Furthermore, an oil cup gasket 1141 is provided at the groove opening of the groove. The oil cup gasket 1141 is partially connected between the oil cup cover 1142 and the housing 110 to improve the sealing of the oil cavity 114, prevent the brake fluid in the oil cavity 114 from leaking, and also prevent external impurities (water vapor, dust, air, etc.) from entering the oil cavity 114.

[0099] Optionally, the oil cup cover 1142 is provided with an oil filling hole 1143, which is connected to the oil cavity 114, so as to inject brake fluid into the oil cavity 114 through the oil filling hole 1143.

[0100] In some embodiments, the oil filling hole 1143 can be a threaded hole, and the oil filling screw 1144 and the oil cup cover 1142 are connected by threads through the oil filling hole 1143 to seal the oil filling hole 1143. It should be noted that when it is necessary to add or replace brake fluid to the oil chamber 114, it is only necessary to remove the oil filling screw 1144 from the oil cup cover 1142.

[0101] It is easy to understand that the second connecting hole 115 connects the piston chamber 111 and the oil chamber 114. Thus, the working oil circuit in this embodiment is: oil chamber 114 - second connecting hole 115 - piston chamber 111 - first connecting hole 112 - vehicle brake oil chamber. When the user squeezes the handle 132, the handle 132 rotates relative to the housing 110. The handle 132 drives the push rod 131 to move along the L direction toward the plunger 121. The plunger assembly 120 moves along the L direction toward the side where the first connecting hole 112 is located under the push of the push rod 131. When the end of the plunger assembly 120 toward the first connecting hole 112 moves to between the first connecting hole 112 and the second connecting hole 115, the second connecting hole 115 is blocked by the plunger assembly 120. The portion of the piston chamber 111 between the end face of the plunger 121 toward the first connecting hole 112 and the first connecting hole 112 is not connected to the oil chamber 114; therefore, oil does not flow between them. When the plunger assembly 120 moves toward the side where the push rod 131 is located, the second connecting hole 115 communicates with the portion of the piston chamber 111 between the end face of the plunger 121 toward the side where the first connecting hole 112 is located and the first connecting hole 112, and oil flows in this path.

[0102] See Figures 2 to 6 In this embodiment, the plunger 121 includes a first connecting section 1211, a second connecting section 1212, and a third connecting section 1213. Along the axial direction of the plunger 121, the first connecting section 1211, the second connecting section 1212, and the third connecting section 1213 are connected in sequence. The first connecting section 1211 is opposite to the first connecting hole 112, and the end of the third connecting section 1213 facing away from the second connecting section 1212 is movably connected to the push rod 131. The radial dimensions of the first connecting section 1211, the second connecting section 1212, and the third connecting section 1213 increase sequentially.

[0103] The plunger assembly 120 also includes a first seal 122 and a second seal 123. The first seal 122 is sleeved on the first connecting section 1211 and seals against the peripheral wall of the piston chamber 111. The second seal 123 is sleeved on the third connecting section 1213 and seals against the peripheral wall of the piston chamber 111.

[0104] According to the brake lever 100 provided in this embodiment, the stress distribution of the plunger 121 can be dispersed and the strength of the plunger 121 can be improved by the first connecting section 1211, the second connecting section 1212, and the third connecting section 1213 with different diameters. Furthermore, the first sealing member 122 is sleeved on the first connecting section 1211, and the second sealing member 123 is sleeved on the third connecting section 1213, forming a double sealing structure to improve the sealing performance of the working oil circuit and prevent leakage of brake fluid in the piston chamber 111.

[0105] See Figures 2 to 6Optionally, the plunger assembly 120 may further include an elastic element 124 disposed between the first seal 122 and the first connecting hole 112.

[0106] Understandably, in this embodiment, one end of the elastic member 124 along the L direction is connected to the cavity wall of the piston chamber 111 on the side where the first connecting hole 112 is located, and the other end is connected to the first seal member 122. When the plunger 121 moves along the L direction toward the side where the first connecting hole 112 is located, the first seal member 122 moves with the plunger 121 and compresses the elastic member 124. The elastic member 124 generates elastic force, which acts on the first seal member 122 to buffer the movement of the first seal member 122 toward the side where the first connecting hole 112 is located. The brake fluid on this side is stably introduced into the brake fluid chamber, making the vehicle braking process stable and smooth, and improving the user experience.

[0107] When the user releases the handle 132, the elastic element 124 gradually stretches and releases its elastic force, which acts on the first seal 122, thereby pushing the plunger 121 toward the side where the push rod 131 is located.

[0108] As an optional implementation, the plunger assembly 120 further includes a plunger head 125, which is sleeved on the first connecting section 1211 and abuts against the end face of the first seal 122 opposite to the second connecting section 1212. In this way, the plunger head 125 protects the end face of the first connecting section 1211, reducing collision wear between the first connecting section 1211 and the piston chamber 111 at the first connecting hole 112, thus extending the service life of the brake lever 100 and the vehicle. Furthermore, the first seal 122 abuts against the plunger head 125 against the end face of the first connecting section 1212, thereby preventing the plunger head 125 from moving and improving the structural stability of the brake lever 100.

[0109] Optionally, when the plunger assembly 120 includes an elastic element 124 and a plunger head 125, the elastic element 124 is partially sleeved on the outer periphery of the plunger head 125.

[0110] For example, the elastic element 124 in this embodiment can be a spring, an elastic telescopic element, etc., and there are no requirements for it.

[0111] Combination Figure 3 and Figure 4 When the permanent magnet 141 is disposed on the plunger 121, the permanent magnet 141 is sleeved on the second connecting section 1212. Along the axial direction of the plunger 121, the two ends of the permanent magnet 141 abut against the end face of the first seal 122 and the end of the third connecting section 1213, respectively.

[0112] In this way, the end face of the first seal 122 and the end face of the third connecting section 1213 form a limiting effect on the permanent magnet 141, preventing the permanent magnet 141 from moving relative to the second connecting section 1212, ensuring the stability of the permanent magnet 141, thereby improving the stability and accuracy of the electrical signal parameters output by the Hall detection element 142, and further improving the braking reliability and safety of the vehicle.

[0113] See Figure 1 -、 Figure 2 , Figure 3 and Figure 5 Optionally, the brake lever 100 in this embodiment also includes a connecting pipe 160. One end of the connecting pipe 160 is connected to the housing 110 and communicates with the first communicating hole 112. The other end of the connecting pipe 160 is used to communicate with the brake fluid chamber of the vehicle.

[0114] For example, in this embodiment, the connecting pipe 160 can be a flexible hose, a corrugated pipe, etc., to facilitate the pipe layout of the connecting pipe 160. In some embodiments, the connecting pipe 160 and the housing 110 can be connected by a quick-connect structure, and the connecting pipe 160 and the brake oil chamber can be connected by a quick-connect mechanism.

[0115] Secondly, embodiments of this application provide a vehicle, including: a brake lever 100, wheels, a braking mechanism, a motor, and a controller. The brake lever 100 is the same as the brake lever 100 in any embodiment of the first aspect.

[0116] The braking mechanism is located on the wheel and has a brake oil chamber. The brake oil chamber is connected to the first connecting hole 112 of the brake lever 100. The output end of the motor is connected to the wheel drive.

[0117] The controller is electrically connected to the Hall sensor 142 of the motor and the brake lever 100; the controller is used to adjust the output torque of the motor when the electrical signal parameter output by the Hall sensor 142 is greater than or equal to the preset electrical signal parameter.

[0118] The vehicle in this embodiment can be an electric bicycle, electric motorcycle, electric scooter, etc., and there are no restrictions on which one it is. The braking mechanism in this embodiment is a brake caliper.

[0119] The vehicle in this embodiment includes the brake lever 100 mentioned in the first aspect, which improves the braking reliability and safety of the vehicle.

[0120] It should be noted that the preset electrical signal parameter in this embodiment can be a preset voltage parameter. For example, the preset voltage parameter can be greater than or equal to 3V and less than or equal to 5V.

[0121] Understandably, the preset voltage parameters can be 3V, 3.5V, 4V, 4.6V, 5V, etc.

[0122] For example, when the preset voltage parameter is 3V, if the voltage parameter output by the Hall sensor 142 is equal to or greater than 3V, the controller adjusts the output torque of the motor to brake the wheels. During braking, when the output torque of the motor is negative, the motor transforms into a "generator" and generates electrical energy. This electrical energy can be stored in the vehicle's battery to increase the vehicle's driving range and improve the user experience.

[0123] It should be noted that the embodiments referred to in the specification, such as "one embodiment," "embodiment," "exemplary embodiment," and "some embodiments," may include specific features, structures, or characteristics, but not all embodiments necessarily include that specific feature, structure, or characteristic. Furthermore, such phrases do not necessarily refer to the same embodiment. Moreover, when describing a specific feature, structure, or characteristic in conjunction with embodiments, 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.

[0124] Generally speaking, terms should be understood at least in part by their use in context. For example, at least in part by context, the term "one or more" as used in the text can be used to describe any feature, structure, or characteristic of the singular meaning, or a combination of features, structures, or characteristics of the plural meaning. Similarly, at least in part by context, terms such as "one" can be understood to convey either singular or plural usage.

[0125] It should be readily understood that the terms “on,” “above,” and “on top of” in this application should be interpreted in the broadest possible sense, such that “on” means not only “directly on something” but also “on something” with an intermediate feature or layer therebetween, and that “above” or “on top of” means not only “on something” but also “on something” without an intermediate feature or layer therebetween (i.e., directly on something).

[0126] Furthermore, for ease of explanation, spatially relative terms such as "below," "below," "under," "above," and "above" may be used to describe the relationship of one element or feature relative to other elements or features as shown in the figures. Spatially relative terms are intended to encompass different orientations of the device in use or operation other than those shown in the figures. The device may have other orientations (rotated 90° or in other orientations), and the spatially relative descriptive terms used herein may be interpreted accordingly.

[0127] 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 lever, characterized in that, include: The housing (110) has a piston chamber (111) and a first communicating hole (112), the piston chamber (111) and the first communicating hole (112) being connected; the first communicating hole (112) is used to communicate with the brake fluid chamber of the vehicle; A plunger assembly (120) including a plunger (121) disposed within the piston chamber (111); A handle assembly (130) is located along the axial direction of the plunger (121) on the side of the plunger (121) away from the first communicating hole (112). The handle assembly (130) includes a push rod (131) and a handle (132). The two ends of the push rod (131) are movably connected to the plunger (121) and the handle (132), respectively. The handle (132) is rotatably connected to the housing (110). The detection component (140) includes a permanent magnet (141) and a Hall effect sensor (142). The permanent magnet (141) is disposed on the plunger (121) or the push rod (131), and the Hall effect sensor (142) is disposed on the housing (110). When the handle (132) rotates relative to the housing (110), the push rod (131) moves accordingly and drives the plunger (121) to reciprocate along the axial direction of the plunger (121) relative to the first connecting hole (112). The permanent magnet (141) moves with the corresponding plunger (121) and the corresponding push rod (131). The Hall effect sensor (142) is used to sense the position of the corresponding permanent magnet (141) and to output electrical signal parameters to the vehicle controller so as to adjust the output torque of the vehicle's motor through the controller.

2. The brake lever according to claim 1, characterized in that, The housing (110) has a mounting groove (113); The Hall effect sensor (142) includes a sensing part (1421) and an electrical connection line (1422), the sensing part (1421) and the electrical connection line (1422) are connected and electrically conductive; the sensing part (1421) is used to sense the position of the corresponding permanent magnet (141), and the sensing part (1421) is disposed in the mounting groove (113); The end of the electrical connection line (1422) away from the sensing part (1421) extends to the outside of the mounting groove (113) and is used to electrically connect with the controller to output the electrical signal parameters to the controller.

3. The brake lever according to claim 2, characterized in that, When the permanent magnet (141) is disposed on the push rod (131), the mounting groove (113) communicates with the piston chamber (111) near the handle (132).

4. The brake lever according to claim 2 or 3, characterized in that, The housing (110) has a mounting opening (1131), and the mounting opening (1131) and the mounting groove (113) correspond to and communicate with each other; The brake lever (100) also includes a cover plate (150) connected to the housing (110) to close the mounting opening (1131).

5. The brake lever according to any one of claims 1-3, characterized in that, The housing (110) has an oil chamber (114) and a second connecting hole (115), the second connecting hole (115) connecting the oil chamber (114) and the piston chamber (111) and forming a working oil passage; wherein, along the axial direction of the plunger (121), the second connecting hole (115) is located on the side of the first connecting hole (112) facing the push rod (131); The plunger assembly (120) reciprocates relative to the first connecting hole (112) to change the connection state of the working oil circuit.

6. The brake lever according to any one of claims 1-3, characterized in that, The plunger (121) includes a first connecting section (1211), a second connecting section (1212), and a third connecting section (1213). Along the axial direction of the plunger (121), the first connecting section (1211), the second connecting section (1212), and the third connecting section (1213) are connected in sequence. The first connecting section (1211) is opposite to the first communicating hole (112), and the end of the third connecting section (1213) away from the second connecting section (1212) is movably connected to the push rod (131). The radial dimensions of the first connecting section (1211), the second connecting section (1212), and the third connecting section (1213) increase sequentially. The plunger assembly (120) further includes a first seal (122) and a second seal (123). The first seal (122) is sleeved on the first connecting section (1211) and seals against the peripheral wall of the piston chamber (111). The second seal (123) is sleeved on the third connecting section (1213) and seals against the peripheral wall of the piston chamber (111).

7. The brake lever according to claim 6, characterized in that, The plunger assembly (120) further includes an elastic element (124) disposed between the first seal (122) and the first connecting hole (112); And / or, the plunger assembly (120) further includes a plunger head (125) sleeved on the first connecting section (1211) and abutting against the end face of the first seal (122) away from the second connecting section (1212) along the axial direction of the plunger (121); When the plunger assembly (120) includes the elastic element (124) and the plunger head (125), the elastic element (124) is partially sleeved on the outer periphery of the plunger head (125).

8. The brake lever according to claim 6, characterized in that, When the permanent magnet (141) is disposed on the plunger (121), the permanent magnet (141) is sleeved on the second connecting section (1212). Along the axial direction of the plunger (121), the two ends of the permanent magnet (141) abut against the end face of the first sealing member (122) and the end of the third connecting section (1213), respectively.

9. The brake lever according to any one of claims 1-3, characterized in that, The brake lever (100) also includes a connecting pipe (160), one end of which is connected to the housing (110) and communicates with the first communicating hole (112), and the other end of which is used to communicate with the brake fluid chamber of the vehicle.

10. A vehicle, characterized in that, include: Brake lever (100), wherein the brake lever (100) is the brake lever (100) as described in any one of claims 1-9; wheel; A braking mechanism is provided on the wheel, the braking mechanism has a brake oil chamber, and the brake oil chamber is connected to the first connecting hole (112) of the brake lever (100); An electric motor, the output of which is connected to the wheel drive; The controller is electrically connected to the Hall sensor (142) of the motor and the brake lever (100); the controller is used to adjust the output torque of the motor when the electrical signal parameter output by the Hall sensor (142) is greater than or equal to a preset electrical signal parameter. The battery is electrically connected to the motor.

Images