TW202019751A - Control method for accessory of vehicle - Google Patents

Abstract

A control method for accessory of vehicle is used for controlling a accessory of vehicle and includes move a operator between a first position and a second position. Obtain a first path of the operator from the first position to the second position and a second path of the operator from the second position to the first position. When the operator passes the first path and the second path, produce a first controlling signal by a controller.

Description

Control method of vehicle accessories

The invention relates to a control method, in particular to a control method of vehicle accessories.

With the increasing popularity of sports, more and more people use bicycles to achieve sports and leisure purposes, thus creating a booming bicycle market. At present, bicycles are often equipped with a shifting system, so that users can move the chain to different gears according to different terrains when riding the bicycle, so as to facilitate stepping on the bicycle pedal.

Most common high-end bicycles are equipped with an electronic shift system. The electronic shift system uses a shift button and a shift control circuit to switch the gears between the front derailleur and the rear derailleur. Generally speaking, the front derailleur and the rear derailleur are each controlled by a set of forward and reverse gear buttons, and the near and reverse gear buttons of each group are arranged side by side. However, when the user presses one of the set of forward and backward gear buttons in the sprinting riding posture, the side-by-side near and backward gear buttons are likely to cause the user to accidentally touch. For example, in the state of the sprint riding posture, the user's hand is holding the grip, and the position of the finger is easy to touch the forward and backward gear buttons at the same time, allowing the user to operate the gear When the button is pressed, it is easy to accidentally touch the backshift button, or when the backshift button is operated, it is easy to accidentally touch the upshift button. Therefore, how to reduce the probability of accidental touch is one of the problems that R&D personnel still have to solve.

The present invention is to provide a control method for vehicle accessories, so as to solve the problem that it is easy to accidentally touch the push-in and out-shift buttons in the sprint riding posture in the prior art.

The control method of a vehicle accessory disclosed in an embodiment of the present invention is suitable for controlling a vehicle accessory, including operating an operating element to move between a first position and a second position. A first movement path through which the operating element moves from the first position to the second position and a second movement path from the second position to the first position are obtained through at least one sensor. When the operating element passes through the first motion path and the second motion path in sequence, a first control signal for controlling vehicle accessories is generated through a controller.

The control method of a vehicle accessory disclosed in another embodiment of the present invention is suitable for controlling a vehicle accessory, including an operating element that is biasedly positioned at a first position, and moves from the first position to a second position, Then recover from the second position to the first position. An initial trigger signal is generated when the operating element leaves the first position, and an final trigger signal is generated when the operating element returns to the first position. When receiving the initial trigger signal and the final trigger signal, a first control signal for controlling vehicle accessories is generated through a controller.

According to the control method of the vehicle accessory of the above embodiment, by detecting a change in the swing angle of the operating element, a change in the movement path of the operating element, a change in the movement direction of the operating element, a change in the amount of pressing of the switch, a change in the force of pushing the operating element The triggering of the switch changes to control the vehicle accessories, thereby reducing the probability of accidental touch. Taking the vehicle accessory as a transmission for example, the above control method allows the user to operate the two buttons side by side for shifting in and shifting out of the gear either in the sprint riding position or in the normal riding position. Reduce the probability of accidental touch.

The above description of the content of the present invention and the description of the following embodiments are used to demonstrate and explain the principles of the present invention, and provide a further explanation of the scope of the patent application of the present invention.

Please refer to FIG. 1 to FIG. 2. FIG. 1 is a schematic perspective view of the brake mechanism according to the first embodiment of the present invention mounted on a grip. FIG. 2 is a schematic cross-sectional view of FIG. 1.

The vehicle system of this embodiment takes a bicycle as an example, but it is not limited thereto. In other embodiments, it may also be a locomotive, a three-wheeled bicycle, or a four-wheeled bicycle. The bicycle has a grip 2 and a brake mechanism 1 mounted on the grip 2. Generally speaking, the bicycle has two braking mechanisms 1, and the two braking mechanisms 1 are located on the left and right sides of the grip 2 respectively. The following description is based on the brake mechanism 1 located on the right side of the bicycle.

The braking mechanism 1 includes a housing 10, a brake lever 20, a shifting component 30, a first pressing post 40, a second pressing post 50 and an antenna assembly 60.

The housing 10 is for example mounted on the grip 2 and has a grip portion 11 for the rider to hold. In this way, the rider can choose not only to grip the grip 2 but also to grip the grip 11 to change the riding posture when fatigued. The brake lever 20 is pivotally disposed on the housing 10, and the brake lever 20 can move toward or away from the grip 2 movably. The brake lever 20 has an accommodating space 21, a first inner wall surface 22, a second inner wall surface 23, a first setting groove 24 and a second setting groove 25. The first inner wall surface 22 and the second inner wall surface 23 are respectively located on opposite sides of the accommodating space 21, and the first installation groove 24 and the second installation groove 25 are recessed in the first inner wall surface 22 and the second inner wall surface 23, respectively.

The transmission assembly 30 includes an operating element 31, a first switch 32, a second switch 33, a first biasing element 34, and a second biasing element 35.

The operating element 31 is, for example, a shift lever, and is pivotally arranged on the brake lever 20. Part of the operating element 31 is located in the accommodating space 21 of the brake lever 20. The operating element 31 has a first side surface 311 and a second side surface 312 opposite to each other, and the first side surface 311 and the second side surface 312 respectively face the first inner wall surface 22 and the second inner wall surface 23.

The first switch 32 and the second switch 33 are respectively disposed in the first installation groove 24 and the second installation groove 25 of the brake lever 20. The first pressing column 40 and the second pressing column 50 protrude from the first side surface 311 and the second side surface 312, respectively, and the first pressing column 40 and the second pressing column 50 correspond to the first switch 32 and the second二开关33。 Two switches 33.

The first biasing element 34 is, for example, a compression spring. The two opposite ends of the first biasing element 34 are respectively disposed on the first side surface 311 of the operating element 31 and the first setting groove 24 of the brake lever 20, and the first pressing post 40 passes through the first biasing element 34.

The second biasing element 35 is, for example, a compression spring. The two opposite ends of the second biasing element 35 are respectively disposed in the second side surface 312 of the operating element 31 and the second setting groove 25 of the brake lever 20, and the second pressing post 50 passes through the second biasing element 35.

The antenna assembly 60 is disposed inside the housing 10, and the antenna assembly 60 includes a circuit board 61, an antenna 62, and a battery 63. The antenna 62 is disposed on the circuit board 61, and the battery 63 is electrically connected to the circuit board 61, and the circuit board 61 is electrically connected to the first switch 32 and the second switch 33. The antenna 62 is used to send a signal to the bicycle's vehicle accessories. This vehicle accessory can be a bicycle, for example, a lamp, a lift seat, an ABS, a front derailleur, and a rear derailleur, but it is not limited to this, and can be extended to electric bicycles. , Locomotives and other vehicles related control. As an example of a front derailleur or a rear derailleur, the antenna 62 is used to send a shift signal to a bicycle vehicle accessory (not shown), so that the front derailleur or the rear derailleur moves the bicycle chain to a different chainring.

The sensor 70 is disposed in the accommodating space 21 of the brake lever 20 and between the first side 311 and the second side 312. In this embodiment, the distance from the sensor 70 to the first side 311 is equal to the distance from the sensor 70 to the second side 312, but it is not limited thereto. In other embodiments, the distance from the sensor to the first side may also be different from the distance from the sensor to the second side. In addition, the sensor 70 is, for example, a path recognition device for sensing the movement path of the operating element 31.

In this embodiment, the operating element 31 is pivotally connected to the brake lever 20, but it is not limited thereto. In other embodiments, the operating element may also be pivotally arranged outside the brake lever of the vehicle body, such as the housing or grip of the brake change mechanism.

The following will introduce the control method of vehicle accessories. First, please refer to Figures 2 to 4. 3 and 4 are schematic diagrams of the operation of the brake mechanism of FIG. 1.

As shown in FIGS. 2 and 3, first, the reverse of the direction D and the direction D causes the operating element 31 to move between a first position P1 and a second position P2. When the operating element 31 is in the first position P1, the operating element 31 is pressed against the first switch 32 through the first pressing post 40. When the operating element 31 is in the second position P2, the operating element 31 is interposed between the first switch 32 and the second switch 33. In other words, the operating element 31 does not press the first switch 32 nor the second switch 33.

Next, a first movement path S1 for the operating element 31 to move from the first position P1 to the second position P2 and a second movement path S2 for moving from the second position P2 to the first position P1 are obtained through the sensor 70. In this embodiment, the first motion path S1 is the same as the second motion path S2, but it is not limited thereto. In other embodiments, if the operating element is changed to pivotally connect to the brake lever through the universal joint, the first movement path may also be different from the second movement path.

Then, when the operating element 31 sequentially passes through the first motion path S1 and the second motion path S2, a controller (not shown) obtains the first motion path, the second motion path, and the operating element triggers the first switch 32 Generate the first control signal.

As shown in FIGS. 2 and 4, first, the reverse of the direction D and the direction D causes the operating element 31 to move between a first position P1 and a third position P3. When the operating element 31 is in the first position P1, the operating element 31 is pressed against the first switch 32 through the first pressing post 40. When the operating element 31 is in the third position P3, the operating element 31 presses the second switch 33 through the second pressing post 50.

Next, a third movement path S3 for the operating element 31 to move from the first position P1 to the third position P3 and a fourth movement path S4 for moving from the third position P3 to the first position P1 are obtained through the sensor 70. In this embodiment, the length of the third motion path S3 is longer than the length of the first motion path S1, and the length of the fourth motion path S4 is longer than the length of the second motion path S2, but it is not limited thereto. In other embodiments, if the operating element is changed to be pivotally connected to the brake lever through the universal joint, the third movement path may also be the same as the first movement path, and the fourth movement path may also be the same as the second movement path. That is, the third motion path does not overlap with the first motion path, and the fourth motion path does not overlap with the second motion path.

Then, when the operating element 31 sequentially passes through the third motion path S3 and the fourth motion path S4, the controller (not shown) obtains the first motion path, the second motion path, the third motion path, and the fourth motion path The AND control element 31 triggers the first switch 32 and the second switch 33 to generate a second control signal that triggers and controls the vehicle accessories.

The method of generating the second control signal by the operating element of the above-mentioned braking mechanism is only an example, and is not limited thereto.

As shown in FIGS. 2 to 4, first, the operating element 31 is moved in the direction D from the first position P1 to the second position P2, and then from the second position P2 to a third position P3, the third position is different from the third position. A position P1 and a second position P2. When the operating element 31 is in the first position P1, the operating element 31 is pressed against the first switch 32 through the first pressing post 40. When the operating element 31 is in the second position P2, the operating element 31 is interposed between the first switch 32 and the second switch 33. When the operating element 31 is in the third position P3, the operating element 31 presses the second switch 33 through the second pressing post 50.

Next, a first movement path S1 for the operating element 31 to move from the first position P1 to the second position P2 and a fifth movement path S5 for moving from the second position P2 to the third position P3 are obtained through the sensor 70.

Then, when the operating element 31 sequentially passes through the first motion path S1 and the fifth motion path S5, a second control signal that controls the vehicle accessories is triggered by a controller (not shown).

In this embodiment, both the first control signal and the second control signal are a variable speed signal. For example, one of the first control signal and the second control signal is a gear shift signal, the first control signal and the second The other of the control signals is the unshift signal, but it is not limited to this. In other embodiments, one of the first control signal and the second control signal may be a backshift signal, and the other of the first control signal and the second control signal may be a forward signal. Furthermore, in other embodiments, one of the first control signal and the second control signal may be a variable speed signal. Or, the first control signal and the second control signal are not variable speed signals, but light adjustment signals.

In this embodiment, both the first control signal and the second control signal are sent to the vehicle accessory through wireless transmission, but not limited to this. In other embodiments, one of the first control signal and the second control signal may be sent by wireless transmission, and the other of the first control signal and the second control signal may be sent by wired transmission. .

In this embodiment, the operating element 31 is biased to be positioned at the first position P1 through a predetermined force (elastic force) generated by the first biasing element 34 and the second biasing element 35, and the operating element 31 is reset from the second position P2 or the third position P3 to the first position P1, but not limited to this. In other embodiments, the magnet can be used to bias the operating element to the first position and to reset the operating element from the second or third position to the first position.

In this embodiment, the operating element 31 is rotatably provided on the brake lever 20, but it is not limited thereto. In other embodiments, the operating element may also be movably arranged on the brake lever or the housing.

The control method of this embodiment is accomplished by triggering the first switch 32 at the first position P1 and triggering the second switch 33 at the third position P3 in addition to the sensor 70 of the sensing path, but it does not This is the limit. In other embodiments, the control method may be implemented only through the sensor of the sensing path without passing through the first switch and the second switch. The above embodiment determines whether to generate the control signal through the path identification device, but it is not limited to this. Please refer to Figures 5-7. 5 to 7 are schematic diagrams of the operation of the braking mechanism according to the second embodiment.

The structure of this embodiment is substantially similar to the structure of the above-mentioned embodiment, the only difference is that the sensor 70a (relay switch) of this embodiment is, for example, a trigger switch. The sensor 70a is, for example, a key switch, a photo interrupter, an ultrasonic detector, or the like. That is, if the operating element 31 passes the sensor 70a, the sensor 70a is used to generate a trigger signal. In addition, in this embodiment, the operating element 31 is not provided with a sensing element matched with the sensor 70a, but in other embodiments, if the sensor needs to be matched with the sensing element, a sensing element may be added.

The following will introduce the control method of vehicle accessories.

As shown in FIGS. 5 and 6, first, the operating element 31 biased at a first position P1 in the direction D is moved from the first position P1 to a second position P2. Then, in the reverse direction D, the operating element 31 is restored from the second position P2 to the first position P1. When the operating element 31 is in the first position P1, the operating element 31 is pressed against the first switch 32 through the first pressing post 40. When the operating element 31 is in the second position P2, the operating element 31 is interposed between the first switch 32 and the second switch 33 and triggers the sensor 70a.

Then, when the operating element 31 leaves the first position P1, the first switch 32 generates an initial trigger signal. When the operating element 31 is in the second position P2, the operating element 31 is between the first switch 32 and the second switch 33, and triggers the sensor 70a to generate a first relay trigger signal. When the operating element 31 returns to the first position P1, the first switch 32 generates a final trigger signal.

Then, when receiving the initial trigger signal, the first relay trigger signal and the final trigger signal, a first control signal for controlling the vehicle accessories is generated through a controller (not shown).

In this embodiment, the controller only generates the first control signal for controlling the vehicle accessories when it receives the initial trigger signal, a first relay trigger signal, and the final trigger signal. In other words, when the controller receives the initial trigger signal and the final trigger signal, it still does not generate the first control signal for controlling the vehicle accessories, but it is not limited to this. In other embodiments, the controller may also be designed to generate the first control signal when it receives the initial trigger signal and the final trigger signal.

Next, as shown in FIGS. 5 and 7, the operating element 31 biased at a first position P1 along the direction D is moved from the first position P1 to a second position P2. Then, the operating element 31 is moved from the second position P2 to the third position P3 in the direction D. The third position P3 is different from the first position P1 and the second position P2. In the reverse direction D, the operating element 31 is restored from the third position P3 to the first position P1. When the operating element 31 is in the first position P1, the operating element 31 is pressed against the first switch 32 through the first pressing post 40. When the operating element 31 is in the second position P2, the operating element 31 is interposed between the first switch 32 and the second switch 33 and triggers the sensor 70a. When the operating element 31 is in the second position P2, the operating element 31 is pressed against the second switch 33 through the second pressing column 50.

Then, when the operating element 31 leaves the first position P1, the first switch 32 generates an initial trigger signal. When the operating element 31 is in the second position P2, the operating element 31 is between the first switch 32 and the second switch 33, and triggers the sensor 70a to generate a first relay trigger number. When the operating element 31 is in the third position P3, the second switch 33 generates an initial trigger signal. When the operating element 31 returns to the first position P1, the first switch 32 generates a final trigger signal.

Then, when receiving the initial trigger signal, the first relay trigger signal, the second relay trigger signal, and the last trigger signal, a second control signal for controlling the vehicle accessories is generated through a controller (not shown).

In this embodiment, the controller only generates the first control signal for controlling the vehicle accessories when it receives the initial trigger signal, a first relay trigger signal, a second relay trigger signal, and the last trigger signal, but it does not This is the limit. In other embodiments, the controller may also be designed to generate the second control signal when it receives the initial trigger signal, a second relay trigger signal, and the final trigger signal.

In this embodiment, the third position P3 is farther from the first position P1 than the second position P2, but it is not limited to this. In other embodiments, the second position may be changed further away from the first position than the third position. If the operating element is pivotally connected to the brake lever through the universal joint, the operating element may change from the first position to the second position. The path does not overlap with the path from the first position to the third position, and the relationship between the first position, the second position, and the third position can be changed to the second position farther from the first position than the third position.

When the operating element 31 is in the second position P2, a first relay trigger signal is triggered by the sensor 70a, and the controller receives the initial trigger signal, the first relay trigger signal, and the second relay trigger signal. When the last trigger signal is generated, a second control signal for controlling vehicle accessories is generated, but it is not limited to this. In other embodiments, the sensor 70a may not be provided. That is, the method of generating the second control signal is changed to the following two, for example.

The first is to move the operating element biased to the first position from the first position to the second position, then to a third position, and then from the third position to the first position, the third position Different from the first position and the second position. An initial trigger signal is generated when the operating element leaves the first position, and a relay trigger signal is obtained when the operating element is in the third position, and an final trigger signal is generated when the operating element returns to the first position. When receiving the initial trigger signal, the relay trigger signal and the final trigger signal, the second control signal for controlling the vehicle accessories is generated by the controller.

The second method is to move an operating element biased at the first position from the first position to the second position and then to a third position. The third position is different from the first position and the second position. An initial trigger signal is generated when the operating element leaves the first position, and a relay trigger signal is obtained when the operating element is in the third position. When receiving the initial trigger signal and the relay trigger signal, the controller generates a second control signal for controlling the vehicle accessories.

The following will introduce another control method for vehicle accessories. First, please refer to Figures 8 to 10. 8 to 10 are schematic diagrams of the operation of the brake mechanism according to the third embodiment.

The structure of this embodiment is substantially similar to the structure of the above-mentioned embodiment, the only difference is that the sensor 70b of this embodiment is, for example, an angle sensor, and is used to sense the swing angle of the operating element 31.

As shown in FIGS. 8 and 9, first, the reverse of the direction D and the direction D causes the operating element 31 to move between a first position P1 and a second position P2. When the operating element 31 is in the first position P1, the operating element 31 is pressed against the first switch 32 through the first pressing post 40. When the operating element 31 is in the second position P2, the operating element 31 is interposed between the first switch 32 and the second switch 33. In other words, the operating element 31 does not press the first switch 32 nor the second switch 33.

Next, a first angle value θ1 of the operation element 31 rotating between the first position P1 and the second position P2 is obtained through the sensor 70b.

Then, if the first angle value θ1 is between a first preset angle value θs (not shown) and a second preset angle value θt (not shown), the controller (not shown) generates control A first control signal for vehicle accessories. The first preset angle value θs and the second preset angle value θt are design values selected by the manufacturer according to actual needs, and the second preset angle value θt is greater than the first preset angle value θs.

As shown in FIGS. 8 and 10, first, the reverse of the direction D and the direction D causes the operating element 31 to move between a first position P1 and a third position P3. When the operating element 31 is in the first position P1, the operating element 31 is pressed against the first switch 32 through the first pressing post 40. When the operating element 31 is in the third position P3, the operating element 31 presses the second switch 33 through the second pressing post 50.

Next, a second angle value θ2 of the operating element 31 rotating between the first position P1 and the third position P3 is obtained through the sensor 70b.

Then, if the second angle value θ2 is greater than the second predetermined angle value θt, the controller (not shown) generates a second control signal for controlling the vehicle accessories.

The control method of this embodiment is implemented by the first switch 32 and the second switch 33 in addition to the angle sensor 70b, but it is not limited to this. In other embodiments, the control method may be implemented only through the sensor that senses the angle without passing through the first switch and the second switch.

The following will introduce another control method for vehicle accessories. First, please refer to FIGS. 11 to 13. 11 to 13 are schematic diagrams of the operation of the brake mechanism according to the fourth embodiment.

The structure of this embodiment is similar to the structure of the above-mentioned embodiment. The difference is that the sensor function of this embodiment is integrated into the key switch to sense the amount of pressing of the operating element 31 through the key switch. In addition, the first switch 32 is changed to the second installation slot 25 of the brake lever 20.

As shown in FIGS. 11 and 12, first, an operating element 31 is operated to press a first switch 32 a first pressing amount T1. If the first pressing amount T1 is between a first preset pressing amount Ts (not shown) and a second preset pressing amount Tt (not shown), the controller (not shown) generates a first control signal . The first preset pressing amount Ts and the second preset pressing amount Tt are design values selected by the manufacturer according to actual needs, and the second preset pressing amount Tt is greater than the first preset pressing amount Ts.

As shown in FIGS. 11 and 13, the operating element 31 presses the first switch 32 a second pressing amount T2, and the second pressing amount T2 is greater than the first pressing amount T1. If the second pressing amount T2 is greater than a second preset pressing amount Tt, the controller generates a second control signal.

In this embodiment, a single push switch is used as an example, but not limited to this. In other embodiments, two-button switches with different amounts of depression can also be used. When the operating element presses the key switch with a large pressing amount and does not press the key switch with a small pressing amount, the controller generates a first control signal. When the operating element simultaneously presses the key switch with a large amount of pressing and the key switch with a small amount of pressing, the controller generates a second control signal.

The following will introduce another control method for vehicle accessories. First, please refer to FIGS. 14 to 16. 14 to 16 are schematic diagrams of the operation of the braking mechanism according to the fifth embodiment.

The structure of this embodiment is similar to the structure of the above-mentioned embodiment. The difference is that the first switch and the second switch are not provided in this embodiment, and only the sensor 70d for sensing the force value is provided to sense the application of the operating element. The force value on the sensor 70d.

First, as shown in FIGS. 14 and 15, a first external force F1 is applied to push the operating element 31, and a first force value for pushing the operating element 31 is obtained through the sensor 70d. If the first force value is between a first preset force value and a second preset force value, the controller (not shown) generates a first control signal for controlling the vehicle accessories. When the first external force F1 is released, the operating element 31 is driven by the first biasing element 32 and the second biasing element 33 to be reset.

Next, as shown in FIGS. 14 and 16, a second external force F2 is applied to push the operating element 31, and a second force value for pushing the operating element 31 is obtained through the sensor 70d. If the first force value is greater than the second preset force value, the controller generates a second control signal that controls the vehicle accessory.

The following will introduce another control method for vehicle accessories. First, please refer to FIGS. 17-19. 17 to 19 are schematic diagrams of the operation of the braking mechanism according to the sixth embodiment.

The structure of this embodiment is substantially similar to the structure of the above-mentioned embodiment, the only difference is that the first switch and the second switch are not provided in this embodiment, and only the sensor 70e for sensing acceleration or gravity is provided for sensing the operating element The direction of movement.

First, as shown in FIGS. 17 and 18, an operating element 31 is operated to move between a first position P1 and a second position P2. That is, the operating element 31 moves from a first position P1 to a second position P2 along the direction D1. Then, the operating element 31 is moved back from the second position P2 to the first position P1 in the direction D2.

Obtaining a first movement direction value of the operating element 31 from the first position P1 to the second position P2 and a second movement direction value of the second position P2 to the first position P1 through at least one sensor 70e, The second movement direction value is opposite to the first movement direction value. When the controller (not shown) obtains the first movement direction value and the second movement direction value, a first control signal for controlling vehicle accessories is generated.

Next, as shown in FIGS. 17 and 19, the operation operating element 31 moves between a first position P1 and a second position P3. That is, the operating element 31 is moved from a first position P1 to a second position P3 along the direction D3. Then, the operating element 31 is moved back from the second position P3 to the first position P1 in the direction D4.

Through the sensor 70e, a third movement direction value of the operating element 31 moving from the first position P1 to the second position P3, and a fourth movement direction value moving from the third position P3 to the first position P1, the fourth The movement direction value is opposite to the third movement direction value, and the third movement direction value is opposite to the direction of the first movement direction value. When the controller (not shown) obtains the first movement direction value and the second movement direction value, a second control signal for controlling vehicle accessories is generated.

In this embodiment, the direction D3 is opposite to the direction D1, but not limited to this. In other embodiments, if the operating element is changed to be pivotally connected to the brake lever through the universal joint, the direction D3 may also be changed to be different from the direction D1.

According to the control method of the vehicle accessory of the above embodiment, by detecting a change in the swing angle of the operating element, a change in the movement path of the operating element, a change in the movement direction of the operating element, a change in the amount of pressing of the switch, a change in the force of pushing the operating element The triggering of the switch changes to control the vehicle accessories, thereby reducing the probability of accidental touch. Taking the vehicle accessory as a transmission for example, the above control method allows the user to operate the two buttons side by side for shifting in and shifting out of the gear either in the sprint riding position or in the normal riding position. Reduce the probability of accidental touch.

Although the embodiments of the present invention are disclosed as above, it is not intended to limit the present invention. Any person familiar with similar arts can make some changes and modifications without departing from the spirit and scope of the present invention. The scope of patent protection shall be subject to the definition of the scope of patent application attached to this specification.

1: brake mechanism 2: grip 10: housing 20: brake lever 21: accommodating space 22: first inner wall surface 23: second inner wall surface 24: first setting groove 25: second setting groove 30: shifting assembly 31: Lever 311: First side 312: Second side 32: First switch 33: Second switch 34: First biasing element 35: Second biasing element 40: First pressing post 50: Second pressing Pressure column 60: antenna assembly 61: circuit board 62: antenna 63: battery 70, 70a, 70b, 70d, 70e: sensor D, D1, D2, D3, D4: direction S1: first movement path S2: second Motion path S3: Third motion path S4: Fourth motion path S5: Fifth motion path P1: First position P2: Second position P3: Third position θ1: First angle value θ2: Second angle value T1: No. First compression amount T2: Second compression amount F1: First external force F2: Second external force

FIG. 1 is a schematic perspective view of a brake mechanism mounted on a grip according to the first embodiment of the present invention. FIG. 2 is a schematic cross-sectional view of FIG. 1. 3 and 4 are schematic diagrams of the operation of the brake mechanism of FIG. 1. 5 to 7 are schematic diagrams of the operation of the braking mechanism according to the second embodiment. 8 to 10 are schematic diagrams of the operation of the brake mechanism according to the third embodiment. 11 to 13 are schematic diagrams of the operation of the brake mechanism according to the fourth embodiment. 14 to 16 are schematic diagrams of the operation of the braking mechanism according to the fifth embodiment. 17 to 19 are schematic diagrams of the operation of the braking mechanism according to the sixth embodiment.

20: Brake lever

21: accommodating space

22: The first inner wall surface

23: Second inner wall surface

24: first setting slot

25: second setting slot

30: Variable speed components

31: Lever

311: first side

312: Second side

32: The first switch

33: Second switch

34: First biasing element

35: Second biasing element

40: The first pressure column

50: second pressure column

70: Sensor

Claims (33)

A control method of a vehicle accessory, suitable for controlling a vehicle accessory, includes: operating an operating element to move between a first position and a second position; obtaining the operating element to move from the first position to at least one sensor A first motion path at the second position, and a second motion path moving from the second position to the first position; and when the operating element sequentially passes the first motion path and the second motion path , A first control signal to control the vehicle accessory is generated by a controller. The method for controlling a vehicle accessory as described in item 1 of the patent scope, wherein the first movement path is the same as the second path. The method for controlling a vehicle accessory as described in item 1 of the patent scope further includes: operating the operating element to move between the first position and a third position, the third position being different from the first position and the second Position; a third movement path through which the operating element moves from the first position to the third position, and a fourth movement path from the third position to the first position are obtained through the at least one sensor; And when the operating element sequentially passes through the third motion path and the fourth motion path, a second control signal for controlling the vehicle accessory is generated through the controller. The control method of a vehicle accessory as described in item 3 of the patent scope, wherein the third movement path and the fourth movement path are longer than the first movement path and the second movement path. The control method of a vehicle accessory as described in item 3 of the patent scope, wherein the third movement path and the fourth movement path are the same as the first movement path and the second movement path, but the third movement path and the The first motion path does not overlap, and the fourth motion path does not overlap the second motion path. The control method for vehicle parts as described in item 1 of the patent application scope further includes: operating the operating element to move from the first position to the second position, and then from the second position to a third position, the first Three positions are different from the first position and the second position; the first movement path through which the operating element moves from the first position to the second position and the second position are obtained through the at least one sensor A fifth movement path to the third position; and when the operating element sequentially passes the first movement path and the fifth movement path, a second control signal for controlling the vehicle accessory is generated through the controller. The control method of a vehicle accessory as described in item 3 or item 6 of the patent application scope, wherein one of the first control signal and the second control signal includes at least a variable speed signal. The control method of a vehicle accessory as described in item 7 of the patent scope, wherein one of the first control signal and the second control signal is a gear shift signal, and the other of the first control signal and the second control signal The first one is the backshift signal. The method for controlling a vehicle accessory as described in item 3 or 6 of the patent application scope, wherein one of the first control signal and the second control signal is sent by wireless transmission. The control method of vehicle accessories as described in item 9 of the patent application scope, wherein both the first control signal and the second control signal are sent by wireless transmission. The control method of a vehicle accessory as described in item 1 of the patent application scope, wherein the operating element is pivotally connected to a vehicle body. The control method of a vehicle accessory as described in item 3 or item 6 of the patent scope, wherein the vehicle body has a first switch to trigger the first movement path, the second movement path and the operating element to trigger the After the first switch, the first control signal for controlling the vehicle accessory is generated. The control method of a vehicle accessory as described in item 12 of the patent application scope, wherein the vehicle body further has a second switch to obtain the first movement path, the second movement path, the third movement path, the first The four motion paths and the operating element trigger the first switch and the second switch to generate the second control signal for controlling the vehicle accessory. The control method of a vehicle accessory as described in item 3 or item 6 of the patent application scope, wherein the vehicle body further has a first switch and a second switch so that the first switch is located at the first position on the operating element Is triggered and the second switch is triggered when the operating element is in the third position. The method for controlling a vehicle accessory as described in item 1 of the patent scope, wherein the at least one sensor is a path recognition device. A control method for vehicle accessories, suitable for controlling a vehicle accessory, comprising: an operating element positioned biased at a first position, moving from the first position to a second position, and then recovering from the second position To the first position; an initial trigger signal is generated when the operating element leaves the first position, and an final trigger signal is generated when the operating element returns to the first position; and upon receiving the initial trigger signal and the final trigger When the signal is generated, a first control signal for controlling the vehicle accessory is generated through a controller. The control method for vehicle accessories as described in item 16 of the patent application scope further includes: an operating element positioned biased at the first position, and then moved to a second position from the first position to the second position The third position, and then move back from the third position to the first position, the third position is different from the first position and the second position; an initial trigger signal is generated when the operating element leaves the first position, and A first relay trigger signal is obtained when the operating element is in the second position, a second relay trigger signal is obtained when the operating element is in the third position, and a signal is generated when the operating element returns to the first position Last trigger signal; upon receiving the initial trigger signal, the first relay trigger signal, the second relay trigger signal and the final trigger signal, a second control signal for controlling the vehicle accessory is generated through the controller. The control method for vehicle parts as described in item 16 of the patent application scope further includes: an operating element positioned biased at the first position, and then moved to a second position from the first position to the second position The third position, and then move back from the third position to the first position, the third position is different from the first position and the second position; an initial trigger signal is generated when the operating element leaves the first position, and A relay trigger signal is obtained when the operating element is in the third position, and an end trigger signal is generated when the operating element returns to the first position; upon receiving the initial trigger signal, the relay trigger signal, and the final trigger signal At this time, a second control signal for controlling the vehicle accessory is generated through the controller. The control method for vehicle accessories as described in item 16 of the patent application scope further includes: an operating element positioned biased at the first position, and then moved to a second position from the first position to the second position A third position, the third position is different from the first position and the second position; an initial trigger signal is generated when the operating element leaves the first position, and a medium is obtained when the operating element is at the third position Following the trigger signal; upon receiving the initial trigger signal and the relay trigger signal, a second control signal for controlling the vehicle accessory is generated through the controller. The control method of a vehicle accessory as described in item 16 of the patent application range, wherein the operating element is pivotally connected to a housing equipped with a brake lever. The control method for vehicle accessories as described in item 20 of the patent application scope, wherein the housing of the brake mechanism has a grip portion. The control method of a vehicle accessory as described in item 16 of the patent application range, wherein the operating element is pivotally connected to a housing provided with a brake lever, and the operating element is pivotally connected to the brake lever. The control method of a vehicle accessory as described in item 16 of the patent application scope further includes a first switch, the operating element is pivotally connected to a housing provided with a brake lever, the first switch is disposed on the housing and The first position should be such that when the operating element is positioned at the first position, the first switch is pressed to generate the initial trigger signal, and when the operating element moves to the second position, the first switch is released from the pressure. The end trigger signal is generated. The control method of the vehicle accessories as described in item 23 of the patent application scope further includes a relay switch and a second switch, the relay switch is disposed in the housing and corresponds to the second position, so that the operating element is positioned When the second position is triggered, the second switch is triggered to generate the first relay trigger signal. The second switch is disposed in the housing and corresponds to the third position, so that the operating element resists when positioned at the third position Press the second switch to generate the second relay trigger signal. The control method of vehicle accessories as described in item 24 of the patent application scope, wherein the first switch, the relay switch and the second open relationship are selected from the group consisting of a key switch, a photo interrupter and an ultrasonic detector One of them. The control method of a vehicle accessory as described in item 16 of the patent scope, wherein the operating element is positioned at the first position by a predetermined force. The method for controlling a vehicle accessory as described in item 26 of the patent application scope, wherein the predetermined force may be an elastic force or a magnetic force. The control method of a vehicle accessory according to any one of the patent application items 17 to 19, wherein one of the first control signal and the second control signal includes at least a variable speed signal. The control method of a vehicle accessory as described in item 28 of the patent scope, wherein one of the first control signal and the second control signal is a gear shift signal, the other of the first control signal and the second control signal The first one is the backshift signal. The control method of a vehicle accessory according to any one of claims 17 to 19, wherein one of the first control signal and the second control signal is sent by wireless transmission. The method for controlling a vehicle accessory as described in item 30 of the patent application scope, wherein both the first control signal and the second control signal are sent via wireless transmission. The method for controlling a vehicle accessory according to any one of claims 17 to 19, wherein the third position is farther from the first position than the second position. The control method of a vehicle accessory as described in any one of claims 17 to 19, wherein the second position is farther from the first position than the third position.

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