Control device

Abstract

Control device (10a, b) designed to be mounted on a handlebar (12) of a bicycle and designed to operate a brake device on the bicycle, wherein the control device (10a, b) comprises: a fastening element (30a, 30b, 132a) that can be attached to the handlebar (12); a brake operating element (32a, 32b, 130a) that is rotatably provided on the fastening element (30a, 30b, 132a) in order to be rotatable about a first axis (44a); and a wireless communication unit (42a, 42b, 242a) and / or a signaling unit (40a, 40b, 140a, 240a), wherein the wireless communication unit (42a, 42b, 242a) and / or the signaling unit (40a, 40b, 140a, 240a) is / are provided on the brake control element (32a, 32b, 130a); wherein, when the control device (10a, b) is attached to the handlebar (12), the wireless communication unit (42a, 42b, 242a) and / or the signaling unit (40a, 40b, 140a, 240a) is / are arranged in an area below the first axle (44a).

Description

Technical field The present invention relates to a control device designed to be mounted on a bicycle handlebar. State of the art Conventional bicycle control devices are known that are capable of controlling a braking device and a gear-shifting device. (See, for example, JP 2008-168 751 A1). These conventional control devices may include a mounting element capable of being attached to the handlebars and a brake control element that may be provided on the mounting element to move in a given operating direction in order to actuate the braking device. Furthermore, a gear-shifting control element may be provided on the brake control element. In the conventional control device, the gear-shifting control element enables the actuation of an electrically driven gear-shifting device; furthermore, the gear-shifting control element includes a switch that can control the output of an electrical signal. DE 20 2011 005 403 U1 discloses a bicycle steering device mounted on the handlebars of a bicycle. The steering device comprises a mounting element, a brake control element, and a control unit. The mounting element is attached to the handlebars, and the brake control element is rotatably arranged on the mounting element about an axis. The control unit is arranged on the mounting element such that when the brake control element is actuated, a trigger switch in the control unit causes a microcontroller in the control unit to send an electrical signal. US Patent 2011 / 0 320 093 A1 discloses a bicycle control device mounted on the handlebars of a bicycle. The control device comprises a mounting element, a brake control element, and a wireless communication unit. The mounting element is attached to the handlebars, and the brake control element is rotatably mounted on the mounting element about an axis. The wireless communication unit is located within the mounting element. Summary of the invention Problems to be solved by the invention It is desired to equip the control device with a wireless communication unit for communication with other operating equipment, or with a signaling unit that alerts the driver to specific information. However, integrating a wireless communication unit or a signaling unit into the mounting element will increase its size. Specifically, if the control device is designed so that the driver can grip the mounting element, the wireless communication unit or signaling unit can be integrated without increasing its size. The present invention addresses the problem of providing a control device that includes a wireless communication unit or a signaling unit without increasing the size of the fastening element. Means of solving the problems To solve the problem, a control device with the features of claim 1 is proposed. Therefore, in the control device, at least one wireless communication unit and one signaling unit are not provided on the mounting element, but rather the wireless communication unit and / or the signaling unit are provided on the brake control element. This makes it possible to provide a wireless communication unit and / or a signaling unit without increasing the size of the mounting element. The mounting element can have a grip area that a driver can grasp. This makes it possible to provide a wireless communication unit or a signaling unit without increasing the size of the mounting element, thus preventing a deterioration of the user experience for the driver. The control device may further include a gearshift control element configured to actuate (or operate) a gearshift device. This allows both the braking device and the gearshift device to be actuated by a single control device. The gearshift control can be located on the brake control. In this case, placing the gearshift control on the brake control allows easy access to both controls. The gearshift control can be designed to rotate (or pivot) about a second axis that differs from the first. In this case, the brake control rotates or pivots about a different axis than the gearshift control; therefore, it is possible to distinguish the feel of operating the brake device from that of operating the gearshift device. The gearshift control element can also include a first control element that causes the gearshift device to operate in a first gearshift direction, and a second control element that causes the gearshift device to operate in a second gearshift direction that differs from the first gearshift direction. In this case, it is possible to distinguish between shifting in a first gearshift direction (for example, one of upshifting or downshifting) and shifting in a second gearshift direction (for example, the other of upshifting or downshifting). At least one of the first and second control elements can be designed to rotate (or pivot) about a second axis that differs from the first. In this case, it is possible to differentiate the feel of the brake operation from the feel of the gearshift operation. The first and second controls can each be designed to rotate (or pivot) around the second axis. In this case, it is possible to further clearly differentiate the feel of the brake operation from the feel of the gearshift operation. A wireless communication unit can be positioned facing inwards, backwards, or both directions on the brake control element when the control device is mounted on the handlebars. To initiate braking with the brake control element, the rider typically holds and pushes the forward-facing portion of the brake control, causing it to move backwards. The wireless communication unit can therefore be positioned in this normally unused area of ​​the brake control element, thus preventing the rider from touching it and experiencing discomfort. Furthermore, the performance of the wireless communication unit will not be affected, even when it is located on the brake control element. A sensing unit can be positioned facing inwards, backwards, or in both directions on the brake control element when the control device is mounted on the handlebars. To initiate braking with the brake control element, the rider typically holds and pushes the forward-facing portion of the brake control, causing it to move backwards. The sensing unit can therefore be positioned in this normally unused area of ​​the brake control to prevent the rider from touching it and experiencing discomfort. At least one wireless communication unit and one reporting unit can be positioned facing inwards, backwards, or both directions on the brake control element when the control device is mounted on the handlebars. To initiate braking with the brake control element, the rider typically holds and pushes the forward-facing portion of the brake control, causing it to move backwards. The wireless communication unit and reporting unit can therefore be positioned in this normally unused area of ​​the brake control element to prevent the rider from accidentally touching the wireless communication unit and experiencing discomfort. An additional component can be provided together with a signaling unit on the brake control element. This makes it less likely that the additional component will be operated during normal use of the brake control element, thus allowing the driver to use the additional component to intentionally perform a special operation separate from the brake and gearshift operation. A power supply housing may also be provided to accommodate a replaceable or rechargeable battery that powers the wireless communication unit. In this case, it is possible to power the wireless communication unit. The power supply housing can be integrated into the brake control unit. This allows the wireless communication unit and the power supply housing to be located on the same brake control unit, thus simplifying the wiring between the wireless communication unit and the power supply housing. The indicator unit preferably includes an indicator lamp, such as a light-emitting diode, which is capable of changing the type of light emission depending on the electrical state of the bicycle. This facilitates the visual detection of the bicycle's electrical state. The gearshift control unit can be connected to the wireless communication unit. The wireless communication unit outputs a signal that is used to control the gearshift device according to the input to the gearshift control unit. This eliminates the need for wiring between the gearshift control unit and the gearshift device and simplifies the electrical wiring. The wireless communication unit can be provided on the brake control element 32a in such a way that it is detachable. This allows for selective use of the wireless communication function. The signaling unit can be designed to be detachable from the brake control element. This allows for selective use of the signaling function. The wireless communication unit and the signaling unit can be integrated into the brake control element in such a way that they are each detachable. This allows for selective use of the wireless communication and signaling functions. The wireless communication unit can be adjustably mounted on the brake control element. This allows the wireless communication unit to be placed in a location that provides good reception for communication with other operating equipment and where the driver is less likely to touch the unit. The alarm unit can be adjustable and mounted on the brake control. This allows the alarm unit to be positioned where messages are easily visible and alarms are easily audible. Furthermore, the alarm unit can be placed where the driver is less likely to touch it. The wireless communication unit and the alarm unit can each be flexibly mounted on the brake control element. This allows the wireless communication unit to be positioned in a location that provides good reception for communication with other operating equipment. Furthermore, the alarm unit can be placed where messages are easily visible, or where alarms are easily audible. Finally, the wireless communication unit and the alarm unit can be positioned where the driver is less likely to touch them. Effects of the invention The present invention is able to provide a control device comprising a wireless communication unit or a signaling unit without increasing the size of the fastening element. Brief description of the drawings Fig. 1 is a front view of an embodiment of the present invention in which the control device is mounted on the handlebar; Fig. 2 is a view of the left side of the control device mounted on the handlebar; Fig. 3 is a view of the right side of the control device mounted on the handlebar; Fig. 4 is a front view of the control device; Fig. 5 is a front view showing two gearshift controls; Fig. 6 is a left-side view, similar to Fig. 2, showing another embodiment of the control device; Fig. 7 is a front view, similar to Fig. 4, showing the gearshift control in yet another embodiment; Preferred embodiments of the invention Embodiments of the present invention are described below with reference to the drawings. Referring first to Fig. 1, a pair of control devices 10a, 10b of the first embodiment can be mounted on the handlebars 12 of a bicycle. If the handlebars 12 are what is called drop handlebars, the control devices 10a, 10b can be mounted at each of the two ends of the handlebars 12 on the pair of curved sections that curve forward and then downward, as shown in Figs. 1 and 2. Here, “up,” “down,” “left,” and “right” mean up, down, left, and right when a rider (a person operating the bicycle) is seated in the saddle (not shown) facing the handlebars 12 with the control devices 10a, 10b mounted thereon. Furthermore, “inward” is a direction from each end of the handlebars 12 toward a central plane C (see Fig. 1) extending vertically through the center of the handlebars.The control devices 10a and 10b are capable of controlling the braking device (not shown) and an electrically driven gearshift device (not shown) on the bicycle. The gearshift device is capable of operating in a plurality of control modes, including an adjustment mode. If the gearshift device is an external gearshift device that includes a chain guide, the adjustment mode allows the chain guide to be adjusted to a plurality of positions determined by a plurality of gears (a plurality of rear sprockets or front chainrings). Assuming that the control devices 10a and 10b are mirror images of each other, the following explanation focuses mainly on the control device 10a, which is located on the right side of the handlebar 12. The parts in the control device 10b are shown in Fig. 1, where 'a' is replaced by 'b' for the parts in the control device 10a. As shown in Fig. 2, the control device 10a is provided with a fastening element 30a, a brake control element 32a, and a gear shift control element 33a. The gear shift control element 33a comprises a first control element 34a and a second control element 36a. Additionally, as shown in Figs. 3 and 4, the control device 10a is further provided with an auxiliary component 38, a signaling unit 40a that indicates the electrical status of the bicycle, a wireless communication unit 42a that communicates with components on the bicycle capable of wireless communication, and a power supply housing 43a. As shown in Fig. 1, a bicycle computer 70 is an example of an electrical component capable of wireless communication with the wireless communication unit 42a.Furthermore, the electrical components capable of wireless communication are not limited to the bicycle computer 70 and can include a pulse sensor placed on the rider, a gear shift sensor provided in the control device 10a that detects the selected gear, or a speed or cadence sensor that detects the revolutions of the crank arm and is provided on the bicycle. The electrical components also include, for example, an electrically driven gear shifting device (for example, a front or rear derailleur or derailleur). The fastening element can be mounted to a curved section 12a of the handlebar 12 by means of a strap 31a. There are many ways in which the strap 31a can be used to position the fastening element 30a on the handlebar 12, and therefore such descriptions are omitted here. Between the front and rear ends of the fastening element 30a is a gripping area 41a which the rider can grasp. The fastening element 30a is provided with a first shaft 44a that ultimately extends from left to right along the front end section of the fastening element 30a. The first shaft 44a is an example of a first axle. The brake control element 32a can be mounted on the first shaft 44a to be able to rotate (or pivot) freely and thus operate the brake device. The brake control element 32a can be designed to rotate or pivot about the first shaft 44a. The brake control element 32a is a brake lever that rotates or pivots about the first shaft 44a. The brake control element 32a is connected to one end of a Bowden cable (not shown). The other end of the cable is connected to a brake device. A preload element, such as a spring (not shown), preloads the brake control element 32a towards the front (counterclockwise with respect to the first shaft 44a, shown in Fig. 2), so that the brake control element 32a is in a first initial position, shown in Fig. 2.Thus, the brake control element can be designed such that pressing the forward-facing surface of the brake control element 32a backwards activates the brake device, thereby reducing the speed of the bicycle. In other words, pressing the forward-facing surface of the brake control element 32a backwards activates the brake. As shown in Figures 3 and 5, the brake control element 32a has a bearing element 46a that rotatably (or pivotably) supports the first and second control elements 34a and 36a. The bearing element 46a is fixed to the rear surface of the brake control element 32a. The bearing element 46a is provided with a second shaft 48a that extends from its front to its rear. The second shaft 48a is an example of a second axis. Furthermore, the bearing element 46a is provided with a sensor unit 54a, which has a first switch 50a and a second switch 52a. The first and second switches 50a and 52a can, for example, be normally open pushbuttons. The sensor unit 54a outputs a first signal or a second signal according to the output of the first switch 50a and the second switch 52a.Furthermore, the first and second switches 50a, 52 can be normally closed switches; or one switch can be a normally open switch while the other is a normally closed switch. Furthermore, the bearing element 46 can be omitted, while the second shaft 48a and the sensor unit 54a are provided directly on the brake control element 32a. The first and second operating elements 34a and 36a are each designed to electrically operate the gearshift device. Both the first and second operating elements 34a and 36a are capable of rotating or pivoting about the second shaft 48a. The second operating element 36a is positioned further forward than the first operating element 34a and is designed to rotate or pivot freely about the second shaft 48a of the bearing element 46a. The first operating element 34a extends further downward than the second operating element 36a. As shown in Fig. 5, the first and second operating elements 34a and 36a can rotate inwards about the second shaft 48a from a second initial position by the amount indicated by arrow α. When the second control element 36a is operated, the second control element 36a presses on the first control element 34a, and the first control element also rotates or swivels.However, when the first control element 34a is operated, only the first control element 34a rotates or pivots. Preload elements 56a, 58a (see Fig. 5) force the first and second control elements 34a, 36a respectively towards their second initial position (see Fig. 5), which is located away from the central plane (clockwise with respect to the second shaft 48a shown in Fig. 5). The preload elements 56a, 58a are two coil springs with different spring diameters and serve to improve the tactile feedback when pressing the first switch 50a and the second switch 52a. Furthermore, the first and second control elements 34a, 36a return to their second initial position after operation. Pressing the outer surface of the first and second operating elements 34a, 36a inwards (counterclockwise with respect to the second shaft 48a in Fig.5) Pressing the first and second operating elements 34a, 36a inwards towards the middle level C activates the gearshift mechanism. Specifically, pressing them inwards towards the middle level C causes the gears to shift. Pressing the first control element 34a, for example, activates the first switch 50a, which is located at the lower end of the bearing element 46a, and the sensor unit 54a outputs a first signal. Pressing the second control element 36a causes the first control element 34a to also rotate or pivot, thus activating both the first and second switches 50a and 52a, and the sensor unit outputs a second signal. One of the first and second signals is sent to the gearshift device and used, for example, as the upshift signal. The other of the first and second signals is sent to the gearshift device and used, for example, as the downshift signal. In other words, the first and second control elements 34a and 36a are designed to electrically operate the electrically driven gearshift device. An additional component may be provided to control an operation different from the braking operation actuated by the brake control element 32a and the gearshift operation actuated by the first and second control elements 34a, 36a. As shown in Fig. 4, when the control device 10a is mounted on the handlebar 12, the additional component 38a may be located on the inside of the brake control element 32a. Thus, the additional component 38a is actuated by the inner surface 60a (the inward-facing surface) of the brake control element 32a. The additional component 38a may, for example, comprise a push button. The actuating part of the additional component 38a, which is pressed, protrudes slightly from the inner surface 60a of the brake control element 32a. The additional component 38a can be used to switch between multiple control modes of the gearshifting device. For example, pressing the additional component 38a for longer than a predetermined time can switch the control mode. Furthermore, pressing the additional component 38a for less than a predetermined time can allow switching the control state within the control modes. For example, pressing the additional component 38a for less than a predetermined time during the adjustment mode can allow a change in the adjustment amount from the standard position of the chain guide for each gear. The signaling unit 40a can, for example, be an indicator lamp, such as a light-emitting diode, capable of changing the type of light emission depending on the electrical state of the bicycle. The signaling unit 40a can be designed to indicate the electrical state of the gear shifting device for a control mode. The signaling unit 40a causes a variation in the way light is emitted, for example, switching on, off, or varying how the light flashes, to indicate whether the gear shifting device is in adjustment mode or not. The signaling unit can be mounted on the same circuit board 62a that houses the auxiliary component 38a and the wireless communication unit 42a. Therefore, the signaling unit 40a, together with the auxiliary component 38a and the wireless communication unit 42a, can be integrally integrated into the brake control element 32a. The wireless communication unit 42a has a communication-capable integrated semiconductor circuit and wirelessly transmits data about the gear selected by the gearshift control element 33a to the bicycle computer 70. The wireless communication unit wirelessly transmits the first and second signals from the sensor unit 54a to the electrically driven gearshift device. A power supply housing 43a includes a battery housing 66a capable of accommodating a replaceable battery, such as a button cell battery 64a. The battery housing 66a is covered with a removable lid 68a, which makes the housing liquid-tight. The additional component 38a, the signaling unit 40a, the wireless communication unit 42a, the circuit board 62a, and the power supply housing 43a can be stored in a removable housing element 72a on the inwardly facing section of the brake control element 32a. The housing element 72a can be fastened to the brake control element 32a on its inner part by a plurality (for example, two) of screws 74a. For a control device designed in this way, the wireless communication unit 42a and the signaling unit 40a can be provided on the brake control element 32a in order to avoid increasing the size of the fastening element 30a. Furthermore, the provision of the first and second control elements 34a, 36a of the gearshift control element 33a such that they rotate (or pivot) around the second shaft 48a, which is different from the first shaft 44 for the brake control element 32a, clearly distinguishes the feeling of operating the brake device from that of operating the gearshift device. Furthermore, the additional component 38a can be provided on the inside of the brake control element 32a. This makes it more difficult for the driver to operate the additional component 38a during normal use of the control device, thus reducing the driver's tendency to confuse the operation of the additional component 38a with the operation of other controls. Furthermore, the additional component 38a, the signaling unit 40a, and the wireless communication unit 42a can be provided on the inside of the brake control element 32a. The additional component 38a, the wireless communication unit 42a, and the signaling unit 40a can thus be provided on a normally unused area of ​​the brake control element 32a, which reduces the driver's tendency to touch the additional component 38a, the wireless communication unit 42a, or the signaling unit 40a and therefore experience discomfort. <Andere Ausführungsformen> This concludes the description of one embodiment of the present invention. However, the present invention is not limited to the embodiment described above and can be modified in various ways, provided that the modifications remain within the spirit and scope of the invention. More precisely, the embodiments and examples of modification described in this document can be combined as necessary. (a) The embodiment above describes the gear-shifting device as a derailleur or shifter, which is an external gear-shifting device. However, the present invention can also be adapted for a control device that controls the shifting via an electrically controlled internal hub device.(b) In the aforementioned embodiment, the first and second control elements 34a, 36a are connected to the brake control element 32a such that they rotate (or pivot) freely about the same shaft 48a. However, the present invention is not limited to this configuration. One of either the first control element 34a or the second control element 36a can be connected to the brake control element 32a such that it rotates or pivots freely about the shaft 48a, while the other control element can be connected such that it rotates or pivots about a shaft that is different from both the first shaft 44a and the second shaft 48a. (c) In the aforementioned embodiment, the gearshift control element 33a is arranged on the brake control element 32a; however, the gearshift control element 33a can be arranged on the mounting element 18.(c) In the aforementioned embodiment, the gearshift control element 33a comprises the first and second control elements 34a, 36a; however, the gearshift control element can be a single gearshift control element. In that case, the gearshift direction can be changed by operating the gearshift control element inwards and outwards. Alternatively, the gearshift direction can be changed by the rotation / pivot angle of the gearshift control element. (e) In the aforementioned embodiment, to improve the feel of the overtravel, the first and second switches 50a, 52 are switched on and off via the preload elements 56a, 58a. However, the two switches can be configured to be switched on and off directly by the first and second control elements 34a, 36a.(f) In the aforementioned embodiment, an indicator lamp is used as the signaling unit; however, a sound-emitting device, such as a buzzer or the like, can also be used as the signaling unit. (g) In the aforementioned embodiment, the additional component 38a, the signaling unit 40a, and the wireless communication unit 42a are provided facing inwards on the brake control element 32a. However, the present invention is not limited to this configuration. For example, the additional component 38a, the signaling unit 40a, and the wireless communication unit 42a can be provided facing rearwards on the brake control element or the gearshift control element. Furthermore, the additional component can be provided on the brake control element or the gearshift control element at an inward and rearward angle.Finally, either the wireless communication unit or the signaling unit can be provided on the brake control element.(h) In the aforementioned embodiment, the brake control element 32a is used to initiate braking, and the gearshift control element, which is used to initiate gearshifting, can be provided. However, the present invention is not limited to this configuration. The control device can be configured in the same way as the control device 110a shown in Fig. 6. The control device 110a comprises a fastening element 130a, a brake control element 132a, an additional component 138a, and a signaling unit 140a. The fastening element 130a comprises a first and a second element 143a, 145a. The first element 143a has a first shaft 144a; the second element 145a has a second shaft 148a. The brake control element 132a can be provided on the first element 143a such that it is rotatable or pivotable about the first shaft 144a. The first element 143a can be provided on the front end of the second element 145a such that it is rotatable or pivotable about the second shaft 148a. The first shaft 144a extends essentially from left to right. The second element 143a can be mounted on the curved section 12a of the handlebar 12 by means of a strap 131a. Between the front and rear ends of the second element 143a is a grip area 141a which the rider can grasp. The second wave 148a basically extends from front to back. The fastening element 130a has a first and a second shaft 144a, 148a, and thus the brake control element 132a can be provided on the fastening element 130a such that it is rotatable or pivotable about the first and the second shaft 144a, 148a. The brake control element can therefore be designed such that pushing the forward-facing surface of the brake control element 132a backward actuates the braking device, thereby reducing the speed of the bicycle. That is, pushing the forward-facing surface of the brake control element 132a backward activates the brake. Furthermore, the brake control element can be configured such that operating the outwardly facing surface of the brake control element 132a inwards causes the gearshift device to shift up (or down). Additionally, the brake control element can be configured such that operating the outwardly facing surface of the brake control element 132a at, for example, a second angle that differs from a first angle, causes the gearshift device to shift up (or down). In other words, in the control device 110a, the brake control element 132a also functions as a gearshift control element to initiate gear changes.Finally, the second element 145a can be equipped with an angle detection unit, such as a rotary encoder and the like, which detects the rotation / swivel angle around the second shaft 148a of the first element 143a, or an angle discrimination unit that is able to distinguish between a first angle and a second angle. The brake control element 132a can be provided with the additional component 138a, and the display unit 140a on its inwardly facing surface. The additional component 138a and the signaling unit 140a are configured in the same way as the additional component 38a and the signaling unit 40a in the embodiment mentioned above. The same type of operational effects as in the embodiment above can be achieved with the configuration for the control device 110a. (i) The aforementioned embodiment uses the replaceable main battery 64a as the power supply; however, the present invention is not limited to this configuration. A rechargeable secondary battery or a capacitor element can be used as the power supply. Furthermore, the power supply can be replaceable or fixed. (j) As shown in Fig.As shown in Figure 7, an additional component 238a, a signaling unit 240a, and a wireless communication unit 242a can be adjustable on the brake control element 32a. The additional component 238a, the signaling unit 240a, and the wireless communication unit 242a can be provided in a housing element 272a, and the housing can be attached to the inner surface 60a of the brake control element 32a in such a way that it is detachable and adjustable. The housing element 272a is provided with a plurality of elongated holes 276a (for example, two) for receiving the screws 74a. These can be designed to extend in the direction in which the brake control element 32a extends. This allows the housing element 272a to be adjustable along the direction of extension of the brake control element 32a.Thus, the position of the additional component 238a, the signaling unit 240a, and the wireless communication unit 242a, which are mounted on the inside of the housing element 272a, can also be adjusted. Furthermore, the housing element 272a can be designed to be adjustable on the rearward-facing surface of the brake control element 32a. Finally, the additional component, the signaling unit, and the wireless communication unit can be mounted on the brake control element 32a without being mounted in the housing element, so that they can be individually detached and adjusted.

Claims

Control device (10a, b) designed to be mounted on a handlebar (12) of a bicycle and designed to operate a brake device on the bicycle, wherein the control device (10a, b) comprises: a fastening element (30a, 30b, 132a) that can be attached to the handlebar (12); a brake operating element (32a, 32b, 130a) that is rotatably provided on the fastening element (30a, 30b, 132a) in order to be rotatable about a first axis (44a); and a wireless communication unit (42a, 42b, 242a) and / or a signaling unit (40a, 40b, 140a, 240a), wherein the wireless communication unit (42a, 42b, 242a) and / or the signaling unit (40a, 40b, 140a, 240a) is / are provided on the brake control element (32a, 32b, 130a); wherein, when the control device (10a, b) is attached to the handlebar (12), the wireless communication unit (42a, 42b, 242a) and / or the signaling unit (40a, 40b, 140a, 240a) is / are arranged in an area below the first axle (44a). Control device according to claim 1, wherein the fastening element (30a, 30b, 132a) has a grip area (41a, 141a) which a driver can grasp. Control device according to claim 1 or 2, further comprising: a gearshift control element (33a) configured to actuate a gearshift device on the bicycle. Control device according to claim 3, wherein the gearshift control element (33a) is provided on the brake control element (32a, 32b, 130a). Control device according to claim 3 or 4, wherein the gearshift control element (33a) is provided such that it is rotatable about a second axis (48a) which differs from the first axis (44a). Control device according to claim 3 or 4, wherein the gearshift control element (33a) comprises a first control element (34a) that causes the gearshift device to operate in a first gearshift direction, and a second control element (36a) that causes the gearshift device to operate in a second gearshift direction that differs from the first gearshift direction. Control device according to claim 6, wherein at least one of the first and second operating elements (34a, 36a) is provided such that it is rotatable about a second axis (48a) which differs from the first axis (44a). Control device according to claim 7, wherein the first and second operating elements (34a, 36a) are each provided such that they are rotatable about the second axis (48a), which differs from the first axis (44a). Control device according to one of claims 1 to 8, wherein, when the control device (10a, b) is attached to the handlebar (12), the wireless communication unit (42a, 42b, 242a) is provided in at least one direction from inwards and to the rear on the brake control element (32a, 32b, 130a). Control device according to one of claims 1 to 8, wherein, when the control device (10a, b) is attached to the handlebar (12), the signaling unit (40a, 40b, 140a, 240a) is provided in at least one direction from inwards and rearwards on the brake control element (32a, 32b, 130a). Control device according to one of claims 1 to 8, wherein, when the control device (10a, b) is attached to the handlebar (12), the wireless communication unit (42a, 42b, 242a) and the signaling unit (40a, 40b, 140a, 240a) are provided in at least one direction from inwards and rearwards on the brake control element (32a, 32b, 130a). Control device according to one of claims 1 to 11, further comprising: an additional component (38a, 38b, 138a, 238a) which is provided together with the signaling unit (40a, 40b, 140a, 240a) on the brake control element (32a, 32b, 130a). Control device according to one of claims 1 to 12, further comprising: a power supply housing (43a) to accommodate a replaceable or rechargeable battery (64a) that supplies power to the wireless communication unit (42a, 42b, 242a). Control device according to claim 13, wherein the power supply housing (43a) is provided on the brake control element (32a, 32b, 130a). Control device according to one of claims 1 to 14, wherein the signaling unit (40a, 40b, 140a, 240a) comprises an indicator lamp which is able to change the type of light emission depending on the electrical state of the bicycle. Control device according to any one of claims 3 to 15, wherein the gearshift control element (33a) is connected to the wireless communication unit (42a, 42b, 242a); and the wireless communication unit (42a, 42b, 242a) outputs a signal which is used to control the gearshift device according to the input to the gearshift control element (33a). Control device according to one of claims 1 to 16, wherein the wireless communication unit (42a, 42b, 242a) provided on the brake control element (32a, 32b, 130a) is detachable or wherein the signaling unit (40a, 40b, 140a, 240a) provided on the brake control element (32a, 32b, 130a) is detachable or wherein the wireless communication unit (42a, 42b, 242a) and the signaling unit (40a, 40b, 140a, 240a) provided on the brake control element (32a, 32b, 130a) are each detachable. Control device according to one of claims 1 to 17, wherein the wireless communication unit (42a, 42b, 242a) is adjustable on the brake control element (32a, 32b, 130a) or wherein the signaling unit (40a, 40b, 140a, 240a) is adjustable on the brake control element (32a, 32b, 130a) or wherein the wireless communication unit (42a, 42b, 242a) and the signaling unit (40a, 40b, 140a, 240a) are each adjustable on the brake control element (32a, 32b, 130a).

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