WO2018121687A1 - 油门刹车装置及代步工具 - Google Patents
油门刹车装置及代步工具 Download PDFInfo
- Publication number
- WO2018121687A1 WO2018121687A1 PCT/CN2017/119515 CN2017119515W WO2018121687A1 WO 2018121687 A1 WO2018121687 A1 WO 2018121687A1 CN 2017119515 W CN2017119515 W CN 2017119515W WO 2018121687 A1 WO2018121687 A1 WO 2018121687A1
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- WIPO (PCT)
- Prior art keywords
- throttle
- brake
- assembly
- control
- brake device
- Prior art date
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
- B62K11/00—Motorcycles, engine-assisted cycles or motor scooters with one or two wheels
- B62K11/14—Handlebar constructions, or arrangements of controls thereon, specially adapted thereto
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
- B62K23/00—Rider-operated controls specially adapted for cycles, i.e. means for initiating control operations, e.g. levers, grips
- B62K23/02—Rider-operated controls specially adapted for cycles, i.e. means for initiating control operations, e.g. levers, grips hand actuated
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
- B62K23/00—Rider-operated controls specially adapted for cycles, i.e. means for initiating control operations, e.g. levers, grips
- B62K23/02—Rider-operated controls specially adapted for cycles, i.e. means for initiating control operations, e.g. levers, grips hand actuated
- B62K23/04—Twist grips
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62L—BRAKES SPECIALLY ADAPTED FOR CYCLES
- B62L3/00—Brake-actuating mechanisms; Arrangements thereof
- B62L3/02—Brake-actuating mechanisms; Arrangements thereof for control by a hand lever
Definitions
- the invention relates to a throttle brake device and a travel tool.
- the addition and deceleration of the traditional electric mobility tool is mainly realized by the throttle and the brake mechanism, and the specific form of the throttle or the brake mechanism can be a buckle type, a rotary handle type and a foot type.
- the user's riding posture is limited to the direction in which the body is moving forward, and the playability of the walking tool is greatly reduced, reducing the fun that the user can enjoy while traveling.
- a throttle brake device is disposed on one side of a handlebar, and the throttle brake device is electrically connected to the power device, and includes:
- Throttle assembly for controlling acceleration
- a brake assembly coupled to or adjacent to the throttle assembly, the brake assembly for controlling braking
- control assembly including a first control member and a second control member, the first control member generating a first electrical signal associated with the throttle assembly and transmitting the first electrical signal to the power device
- the second control generates a second electrical signal associated with the brake assembly and transmits the second electrical signal to the power unit.
- a travel tool includes any of the above-described throttle brake devices, handlebars, and power units.
- Figure 1 is a partial schematic view of a stepping tool of the first embodiment
- FIG 2 is an exploded view of the first embodiment of the throttle brake device of the travel tool shown in Figure 1;
- Figure 3 is a partial schematic view of the stepping tool of the second embodiment
- Figure 4 is a partial schematic view of the stepping tool of the third embodiment
- FIG 5 is an exploded view of a second embodiment of the throttle brake device of the travel tool shown in Figure 1;
- FIG 6 is an exploded view of a third embodiment of the throttle brake device of the travel tool of Figure 1.
- installation shall be understood broadly, and may be, for example, a fixed connection, a detachable connection, or an integral connection, unless otherwise explicitly stated and defined; It can be directly connected or indirectly connected through an intermediate medium, which can be the internal communication of two elements or the interaction of two elements.
- intermediate medium which can be the internal communication of two elements or the interaction of two elements.
- the traveling tool 10 of an embodiment may be a scooter, an electric car or a booster bicycle.
- the travel tool 10 mainly includes a throttle brake device 20, a handlebar 30 and a power unit (not shown).
- the throttle brake device 20 is disposed at one side of the handlebar 30 and includes a throttle assembly 100 for controlling acceleration for control.
- the brake assembly 200 and the control assembly (not shown), the throttle assembly 100 and the brake assembly 200 are connected. In other embodiments, the throttle assembly 100 and the brake assembly 200 can also be adjacently disposed.
- one side of the handlebar 30 refers to the same side of the handlebar 30 with respect to the steering shaft.
- a scooter provided with a handle is connected to the vehicle body, and the handle is provided with a double handlebar. 30. Both sides are used for left-hand control and right-hand control respectively.
- One side of the handlebar 30 described above refers to the left hand controlled handlebar 30 portion or the right hand controlled handlebar 30 portion.
- the throttle assembly 100 and the brake assembly 200 are connected or disposed adjacent to each other, and the user does not need to move the position of the hand when using, that is, the throttle and the brake can be controlled by different fingers or different operation actions, so that the user does not have to be limited to the conventional one.
- the riding position allows for more ergonomic design in the later stages, while also greatly improving the playability and adding fun on the way.
- the throttle assembly 100 is a clasp control, a push button control or a rotary handle
- the brake assembly 200 is a clasp control, a push button control or a rotary handle.
- the clasp control device can refer to FIG. 1 and FIG. 2, and both of the figures show the clasp control structure.
- the button-type control member is a relatively common button form in the prior art, and the speed control is triggered by pressing a button.
- the rotary control can refer to the control mechanism of the motorcycle in the prior art.
- the above-mentioned throttle assembly 100 and the brake assembly 200 can respectively select different types of control member structures, and there is no problem of mutual influence between them, so the same type is not necessarily selected, but considering the compact structure, The shape of the two can be designed as a mating or close-fitting structure.
- both the throttle assembly 100 and the brake assembly 200 can be selected as the same type of control member. Since the same hand is used to complete the operation, the same operation mode can be used to make the operation smoother.
- the throttle assembly 100 is a buckle throttle assembly
- the brake assembly 200 is a rotary brake assembly, which are adjacent to each other and are disposed on the handlebar 30;
- the throttle assembly 100 can be a rotary throttle assembly
- the brake assembly 200 is a buckle brake assembly.
- the throttle assembly 100 is a buckle throttle assembly
- the brake assembly 200 is a push button brake assembly, which are connected to each other and are disposed on the handlebar 30; optionally, the throttle assembly
- the 100 can be a push button throttle assembly and the brake assembly 200 is a buckled brake assembly.
- the throttle assembly 100 and the brake assembly 200 may be disposed on the handlebar through the connecting member 300.
- the connecting member 300 is disposed on the handlebar 30, and includes an upper casing 310 and a lower casing 320.
- the upper casing 310 and the lower casing 320 are joined to form a cavity, a part of the structure of the throttle assembly 100 and the brake assembly 200.
- Part of the structure is disposed in the cavity to make the structure of the throttle assembly 100 and the brake assembly 200 more compact, but the control structures of the throttle assembly 100 and the brake assembly 200 are independent of each other and do not interfere with each other.
- the throttle assembly 100 includes a throttle operating member 110 and a throttle reset mechanism 130.
- the throttle operating member 110 is a rotatable member; and when the throttle assembly is a 100-position push button control member, the throttle operating member 110 is a movable member.
- the throttle operating member 110 is a component controlled by the user's hand, and the user achieves the purpose of acceleration by directly controlling the throttle operating member 110.
- the throttle reset mechanism 130 is for controlling the throttle actuator 110 after the displacement to return to the initial position or the equilibrium position.
- the first control member includes a throttle sensor 120 capable of sensing a change in position of the throttle operating member 110, and the throttle sensor 120 is coupled to the power unit.
- the throttle sensor 120 generates a first electrical signal by sensing the movement or rotation of the throttle operator 110 and transmits the first electrical signal to the power unit.
- the throttle assembly 100 further includes a throttle magnet 140.
- the throttle operating member 110 is of a buckle type, and includes a buckle housing 112 and a buckle handle 114.
- the buckle housing 112 has a hollow structure, and the throttle reset mechanism 130 is received in the buckle housing 112, and the buckle housing is
- the cover 112 is received in a cavity formed by the upper casing 310 and the lower casing 320, and the buckle handle 114 is coupled to the outer side wall of the buckle housing 112 and protrudes from the lower casing 320.
- the user controls the buckle handle 114 by a finger to rotate the entire throttle operating member 110 about the axis of the buckle housing 112.
- a throttle magnet 140 is provided in the buckle housing 112, and the throttle magnet 140 rotates in accordance with the rotation of the buckle housing 112.
- the throttle sensor 120 is a linear Hall sensor fixedly disposed on the lower casing 320 and spaced apart from the throttle magnet 140. When the throttle magnet 140 rotates with the throttle operating member 110, the distance between the throttle sensor 120 and the throttle magnet 140 changes. Therefore, the throttle sensor 120 can sense the change of the strength of the magnetic field, and the voltage thereof changes accordingly, generating a corresponding first electrical signal and transmitting it to the power device, so that the power device is started, accelerated, and the like.
- the throttle reset mechanism 130 is a torsion spring that is disposed in the throttle operating member 110 and coaxial with the buckle housing 112.
- One end of the torsion spring is connected to the throttle operating member 110 and can be rotated therewith, and the other end is fixedly coupled to the lower casing 320.
- the throttle operating member 110 rotates about an axis common to the throttle reset mechanism 130, the torsion spring is forced to generate torque.
- the throttle reset mechanism 130 pulls the throttle actuator 110 back to the initial position under the action of torque.
- the throttle assembly 100 further includes a throttle magnet 140.
- the throttle operating member 110 is of a push button type, and the push button operating member 110 is disposed outside the upper housing 310 and the lower housing 320.
- the throttle reset mechanism 130 is a spring that is received in a cavity formed by the upper housing 310 and the lower housing 320. One end of the spring is connected to the throttle operating member 110 adjacent to one end of the upper casing 310 and the lower casing 320, and the other end is fixedly coupled to the lower casing 320.
- the spring is deformed by the force.
- the throttle reset mechanism 130 causes the throttle operating member 110 to return to the initial position by the action of the spring.
- the throttle operating member 110 is coupled to the throttle magnet 140, and the throttle magnet 140 is displaceable along with the throttle operating member 110.
- the throttle sensor 120 is a linear Hall sensor that is fixedly disposed in the lower casing 320 and spaced apart from the throttle magnet 140. When the throttle magnet 140 is displaced with the throttle operating member 110, the distance between the throttle sensor 120 and the throttle magnet 140 changes. Therefore, the throttle sensor 120 can sense the change of the strength of the magnetic field, and the voltage thereof changes accordingly, generating a corresponding first electrical signal and transmitting it to the power device, so that the power device is started, accelerated, and the like.
- the throttle assembly 100 and the brake assembly 200 may have similar structures. Similar to the throttle assembly 100 of the two embodiments of FIGS. 5 and 6, the brake assembly 200 can include a brake operating member 210 and a brake reset mechanism 230.
- the brake operating member 210 is a rotatable member; when the brake assembly 200 is a push button control member, the brake operating member 210 is a movable member.
- the brake operating member 210 is a component controlled by the user's hand, and the user achieves the braking purpose by directly controlling the brake operating member 210.
- the brake reset mechanism 230 is used to control the brake operating member 210 after the displacement to return to the initial position or the equilibrium position.
- the second control member includes a brake sensor 220 for sensing a change in position of the brake operating member 210, and the brake sensor 220 is electrically coupled to the power unit.
- the brake sensor 220 is capable of generating a second electrical signal by sensing the movement or rotation of the brake operating member 210 and transmitting the second electrical signal to the power unit.
- the brake assembly 200 further includes a brake magnet 240.
- the brake operating member 210 is of a rotary lever type, and the brake operating member 210 includes a handle housing 212 and a handlebar 214.
- the brake housing 212 is a hollow structure, the brake reset mechanism 230 is received in the handle housing 212, and the rotary housing 212 is partially received in the cavity formed by the upper housing 310 and the lower housing 320, and the handle 214 is replaced. It is connected to the outer side wall of the handle housing 212 and protrudes from the lower housing 320.
- the user controls the transfer handle 214 by a finger to rotate the entire brake operating member 210 about the central axis of the handle housing 212.
- the center shaft coincides with the handlebar 30.
- a brake magnet 240 is disposed in the handle 214, and the brake magnet 240 rotates in accordance with the rotation of the handle housing 212.
- the brake sensor 220 is a linear Hall sensor that is fixedly disposed on the lower casing 320 and spaced apart from the brake magnet 240. When the brake magnet 240 rotates with the brake operating member 210, the distance between the brake sensor 220 and the brake magnet 240 changes. Therefore, the brake sensor 220 can sense the change of the strength of the magnetic field, and the voltage thereof changes accordingly, generating a corresponding second electrical signal and transmitting it to the power device, so that the power device is started, accelerated, and the like.
- the brake reset mechanism 230 is a torsion spring disposed in the brake operating member 210 and coaxial with the brake housing 212. One end of the torsion spring is connected to the brake operating member 210 and can rotate therewith, and the other end is fixedly coupled to the lower casing 320. When the brake operating member 210 rotates about the shaft common to the brake reset mechanism 230, the torsion spring is forced to generate torque. When the user no longer controls the handle 214, the brake reset mechanism 230 pulls the brake lever 210 back to the initial position under the action of torque.
- the structure of the brake assembly 200 is a buckle type, which is similar to the structure of the throttle assembly 100 in FIG. 5, and the working principle is also the same, and details are not described herein again.
- the brake reset mechanism 230 can include at least one of a spring, a shrapnel rubber, a magnet, an electromagnet, an air bag, and a gas spring.
- the throttle reset mechanism 130 includes at least one of a spring rubber, a magnet, an electromagnet, an air bag, and a gas spring.
- reset mechanisms may be used for different types of throttle assemblies 100 or brake assemblies 200, different types of movements of the operating members, and different types of rotation of the operating members.
- the type of the reset mechanism is not limited to the above. Seven kinds.
- the first sensor includes at least one of a potentiometer, a slider resistor, a mechanical travel switch, and a photoelectric switch.
- the second sensor includes at least one of a potentiometer, a slider resistor, a mechanical travel switch, and a photoelectric switch.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Steering Devices For Bicycles And Motorcycles (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
Abstract
一种油门刹车装置（20），设置于车把（30）的一侧且与动力装置电连接，包括用于控制加速的油门组件（100）、用于控制制动的刹车组件（200）以及控制组件，油门组件（100）和刹车组件（200）连接或相邻。控制组件包括第一控制件和第二控制件，第一控制件产生与油门组件相关的第一电信号，并将第一电信号发送至动力装置，第二控制件产生与刹车组件相关的第二电信号，并将第二电信号发送至动力装置。一种代步工具（10），包括该油门刹车装置（20）、车把（30）以及动力装置。通过将油门及刹车集成在车把的一侧，提高了安全性、可玩性并且节省了代步工具车把上的空间。
Description
本发明涉及一种油门刹车装置及代步工具。
目前，传统电动代步工具的加、减速主要是通过油门与刹车机构来实现，油门或刹车机构的具体形式可以是扣手式，转把式和脚踩式等。
然而，手控(扣手式及转把式)形式的油门及刹车往往需要通过双手进行操作，导致用户在使用该类代步工具时，往往双手都被占用，而在这种情况下，会致使以下几方面的问题：
首先，操控代步工具的便捷性被大大降低，在一些特殊场合，例如，雨天需要撑伞或夜晚需要手电进行照明时，用户的双手被占用，则需要借助额外的转接工具才能使用雨伞或手电，造成使用的不便捷。
第二，遇到突发情况时，用户需要判断处理制动的手是左手还是右手，往往难以做出快速反应，用户的人身安全无法得到较好保证。
第三，使用者的骑乘姿势被限定为身体正对于前进的方向，代步工具的可玩性被大大降低，减少了出行途中用户能获得的乐趣。
综上所述，如何提供一种方便控制的油门刹车装置及代步工具，是目前本领域技术人员亟待解决的问题。
发明内容
基于此，有必要提供一种便于控制，能够避免操作的复杂性的油门刹车装置及代步工具。
一种油门刹车装置，用于设置在车把的一侧，所述油门刹车装置与动力装置电连接，包括：
油门组件，用于控制加速；
刹车组件，与所述油门组件连接或相邻设置，所述刹车组件用于控制制动；和
控制组件，包括第一控制件和第二控制件，所述第一控制件产生与所述油门组件的相关的第一电信号，并将所述第一电信号发送至所述动力装置，所述第二控制件产生与所述刹车组件相关的第二电信号，并将所述第二电信号发送至所述动力装置。
一种代步工具，包括上述的任一种油门刹车装置、车把以及动力装置。
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他实施例的附图。
图1为第一实施例的代步工具的局部示意图；
图2为图1所示的代步工具中的油门刹车装置的第一实施例的爆炸图；
图3为第二实施例的代步工具的局部示意图；
图4为第三实施例的代步工具的局部示意图；
图5为图1所示的代步工具中油门刹车装置的第二实施例的爆炸图；
图6为图1所示的代步工具中油门刹车装置的第三实施例的爆炸图。
为了便于理解本发明，下面将参照相关附图进行更全面的描述。附图中给出了一些实施例。但是，本发明可以以许多不同的形式来实现，并不限于说明书中所描述的实施例。相反地，提供这些实施例的目的是使对本发明的公开内容更加透彻全面。
除非另有定义，说明书所使用的所有的技术和科学术语与属于本发明的技术领域的技术人员通常理解的含义相同。本发明中在说明书中所使用的术语只是为了描述具体的实施例的目的，不是旨在于限制本发明。本发明所使用的术语“及/或”包括一个或多个相关的所列项目的任意的和所有的组合。
需要说明的是，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体地连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本公开中的具体含义。
请参考图1和图2，一实施方式的代步工具10可以为滑板车、电动车或助力自行车等。代步工具10主要包括油门刹车装置20、车把30和动力装置(图未示)，油门刹车装置20设置于车把30的一侧，且包括用于控制加速的油门组件100、用于控制制动的刹车组件200和控制组件(图未示)，油门组件100和刹车组件200连接设置。在其它实施方式中，油门组件100和刹车组件200也可以是相邻设置。
需要说明的是，车把30的一侧指的是车把30相对于转向轴而言的同侧， 以设有手柄的滑板车为例，手柄连接于车身，手柄上设置有双侧车把30，双侧分别用于左手控制和右手控制。上述车把30的一侧指的是左手控制的车把30部分或者右手控制的车把30部分。将油门组件100和刹车组件200均设置在车把30的同一侧，可以方便使用者以单手控制车辆的加速和减速，从而使用户在特殊场景诸如雨天或黑夜能够更方便地使用其它工具，而由于操控代步工具只需要占用一只手，用户在遇到突发状况时，能更快速地做出反应，提高了安全性。而且，油门组件100和刹车组件200连接或相邻设置，使用者在使用时不需要移动手的位置，即可以用不同的手指或不同的操作动作控制油门和刹车，使用户不必局限于传统的骑乘姿势，以便后期进行更多符合人体工程学的设计，同时也大大提高了可玩性，增添了出行途中的乐趣。通过将油门及刹车集成在车把30的一侧，大大节省了代步工具车把30上的空间，便于在设计产品时，预留更多空间以便进行更多的人性化设计，同时也为代步工具进一步便携化提供了可能。
在一些实施方式中，油门组件100为扣手式控制件、按钮式控制件或转把式控制件，刹车组件200为扣手式控制件、按钮式控制件或转把式控制件。
需要说明的是，扣手式控制件可以参考图1和图2，两幅图中均表示了扣手式的控制结构。按钮式的控制件即为现有技术中较为常见的按键形式，通过按下按钮触发速度的控制。转把式控制件可以参考现有技术中摩托车的控制机构。需要说明的是，上述油门组件100和刹车组件200可以分别选用不同种类的控制件结构，二者之间不具有相互影响的问题，所以不一定选择为同种类型，但是考虑到结构的紧凑，可以将二者的外形设计为相配合或相紧贴的结构。
在一些实施方式中，可将油门组件100和刹车组件200均选为相同种类 的控制件，由于使用同一只手完成操作，选用相同操作方式，可以使操作更加顺畅。
请参考图3，在一个实施方式中，油门组件100为扣手式油门组件，且刹车组件200为转把式刹车组件，二者相邻，且均穿设在车把30上；可选的，油门组件100可以为转把式油门组件，且刹车组件200为扣手式刹车组件。
请参考图4，在一个实施方式中，油门组件100为扣手式油门组件，刹车组件200为按钮式刹车组件，二者相连，且均穿设在车把30上；可选的，油门组件100可以为按钮式油门组件，刹车组件200为扣手式刹车组件。
请参考图2、图5及图6，油门组件100和刹车组件200可以通过连接件300设置于车把上。具体地，连接件300穿设于车把30上，包括上壳体310和下壳体320，上壳体310和下壳体320接合并形成空腔，油门组件100的部分结构和刹车组件200的部分结构均设置在空腔中，使油门组件100和刹车组件200的结构更加紧凑，但是，油门组件100和刹车组件200的控制结构相互独立，互不干扰。
油门组件100包括油门操纵件110和油门复位机构130。油门组件100为扣手式控制件或转把式控制件时，油门操纵件110为可转动的部件；当油门组件100位按钮式控制件时，油门操纵件110为可移动的部件。且油门操纵件110为用户手部控制的部件，用户通过直接控制油门操纵件110实现加速目的。油门复位机构130用于控制发生位移后的油门操纵件110，使其回到初始位置或平衡位置。第一控制件包括油门传感器120，油门传感器120能够感应油门操纵件110的位置变化，且油门传感器120与动力装置连接。油门传感器120通过感应油门操纵件110的移动或转动并据此产生第一电信号并将第一电信号发送至动力装置中。
请参考图5，在本实施方式中，油门组件100还包括油门磁铁140。油门操纵件110的结构为扣手式，包括扣手壳体112和扣手把114，扣手壳体112为中空结构，油门复位机构130容置于扣手壳体112内，扣手壳体112容置于上壳体310与下壳体320形成的空腔内，扣手把114连接于扣手壳体112的外侧壁上，并凸出于下壳体320。用户通过手指控制扣手把114，可以使得整个油门操纵件110围绕扣手壳体112的轴旋转。扣手壳体112内设置油门磁铁140，油门磁铁140随着扣手壳体112的旋转而旋转。油门传感器120为线性霍尔传感器，其固定设置在下壳体320上，且与油门磁铁140间隔设置，在油门磁铁140随油门操纵件110发生转动时，油门传感器120与油门磁铁140的距离发生变化，从而油门传感器120可以感知到磁场的强弱变化，其电压随之发生变化，产生相应的第一电信号，并将其传递至动力装置，使得动力装置的启动、加速等。油门复位机构130为扭簧，设置于油门操纵件110内且与扣手壳体112共轴。扭簧的一端与油门操纵件110相连并可随之发生旋转，另一端固定连接于下壳体320上。当油门操纵件110绕着与油门复位机构130共同的轴发生转动时，扭簧受力产生扭矩。当用户不再控制扣手把114时，油门复位机构130在扭矩的作用下将油门操纵件110拉回初始位置。
在图6所示的实施例中，油门组件100还包括油门磁铁140。油门操纵件110的结构为按钮式，按钮式的油门操纵件110设置于上壳体310与下壳体320的外侧。油门复位机构130为弹簧，容置于上壳体310与下壳体320形成的空腔内。弹簧的一端与油门操纵件110靠近上壳体310与下壳体320的一端相连，另一端与下壳体320固定连接。当用户按下油门操纵件110时，弹簧受力发生形变。当用户不再按住油门操纵件110时，油门复位机构130 在弹簧的作用下使得油门操纵件110回到初始位置。油门操纵件110与油门磁铁140相连，油门磁铁140能随着油门操纵件110一起发生位移。油门传感器120为线性霍尔传感器，其固定设置在下壳体320内，且与油门磁铁140间隔设置，在油门磁铁140随油门操纵件110发生位移时，油门传感器120与油门磁铁140的距离发生变化，从而油门传感器120可以感知到磁场的强弱变化，其电压随之发生变化，产生相应的第一电信号，并将其传递至动力装置，使得动力装置的启动、加速等。
需要说明的是，油门组件100和刹车组件200可以具有相类似的结构。与图5及图6的两个实施例中的油门组件100相类似地，刹车组件200可以包括：刹车操纵件210和刹车复位机构230。刹车组件200为扣手式控制件或转把式控制件时，刹车操纵件210为可转动的部件；当刹车组件200位按钮式控制件时，刹车操纵件210为可移动的部件。且刹车操纵件210为用户手部控制的部件，用户通过直接控制刹车操纵件210实现刹车目的。刹车复位机构230用于发生位移后的控制刹车操纵件210，使其回到初始位置或平衡位置。第二控制件包括刹车传感器220，刹车传感器220用于感应刹车操纵件210的位置变化，且刹车传感器220与动力装置电连接。刹车传感器220通过感应刹车操纵件210的移动或转动即能够产生第二电信号，并将第二电信号发送至动力装置中。
具体在图5所示的实施方式中，刹车组件200还包括刹车磁铁240。刹车操纵件210的结构为转把式，刹车操纵件210包括转把壳体212和转手把214。转把壳体212为中空结构，刹车复位机构230容置于转把壳体212内，转把壳体212部分容置于上壳体310与下壳体320形成的空腔内，转手把214连接于转把壳体212的外侧壁上，并凸出于下壳体320。用户通过手指控制 转手把214，可以使得整个刹车操纵件210围绕转把壳体212的中轴旋转，在本实施方式中，此中轴与车把30重合。转手把214内设置刹车磁铁240，刹车磁铁240随着转把壳体212的旋转而旋转。刹车传感器220为线性霍尔传感器，其固定设置在下壳体320上，且与刹车磁铁240间隔设置，在刹车磁铁240随刹车操纵件210发生转动时，刹车传感器220与刹车磁铁240的距离发生变化，从而刹车传感器220可以感知到磁场的强弱变化，其电压随之发生变化，产生相应的第二电信号，并将其传递至动力装置，使得动力装置的启动、加速等。刹车复位机构230为扭簧，设置于刹车操纵件210内且与刹车壳体212共轴。扭簧的一端与刹车操纵件210相连并可随之发生旋转，另一端固定连接于下壳体320上。当刹车操纵件210绕着与刹车复位机构230共同的轴发生转动时，扭簧受力产生扭矩。当用户不再控制转手把214时，刹车复位机构230在扭矩的作用下将刹车操纵件210拉回初始位置。
具体在图6所示的实施方式中，刹车组件200的结构为扣手式，与图5中的油门组件100的结构类似，工作原理亦相同，在此不再赘述。
在其他实施方式中，刹车复位机构230可以包括弹簧、弹片橡胶、磁铁、电磁铁、气囊和气弹簧中的至少一个。油门复位机构130包括弹片橡胶、磁铁、电磁铁、气囊和气弹簧中的至少一个。
需要说明的是，针对不同种类的油门组件100或刹车组件200、不同的操纵件的移动类型、不同的操纵件的转动类型，可以使用不同的复位机构，复位机构的种类也不局限于上述的七种。
在其他实施方式中，第一传感器包括电位器、滑片电阻器、机械行程开关和光电开关中的至少一个。第二传感器包括电位器、滑片电阻器、机械行程开关和光电开关中的至少一个。
除了上述各个实施例所提供的代步工具的主要结构和连接关系，该代步工具的其他各部分的结构请参考现有技术，本文不再赘述。
以上所述实施例的各技术特征可以进行任意的组合，为使描述简洁，未对上述实施例中的各个技术特征所有可能的组合都进行描述，然而，只要这些技术特征的组合不存在矛盾，都应当认为是本说明书记载的范围。
以上所述实施例仅表达了本发明的几种实施方式，其描述较为具体和详细，但并不能因此而理解为对发明专利范围的限制。应当指出的是，对于本领域的普通技术人员来说，在不脱离本发明构思的前提下，还可以做出若干变形和改进，这些都属于本发明的保护范围。因此，本发明专利的保护范围应以所附权利要求为准。
Claims (13)
- 一种油门刹车装置，用于设置在车把的一侧，所述油门刹车装置与动力装置电连接，包括：油门组件，用于控制加速；刹车组件，与所述油门组件连接或相邻设置，所述刹车组件用于控制制动；和控制组件，包括第一控制件和第二控制件，所述第一控制件产生与所述油门组件的相关的第一电信号，并将所述第一电信号发送至所述动力装置，所述第二控制件产生与所述刹车组件相关的第二电信号，并将所述第二电信号发送至所述动力装置。
- 根据权利要求1所述的油门刹车装置，其特征在于，所述油门组件为扣手式控制件、按钮式控制件或转把式控制件，所述刹车组件为扣手式控制件、按钮式控制件或转把式控制件。
- 根据权利要求2所述的油门刹车装置，其特征在于，所述油门组件为扣手式油门组件，且所述刹车组件为转把式刹车组件；或所述油门组件为转把式油门组件，且所述刹车组件为扣手式刹车组件。
- 根据权利要求2所述的油门刹车装置，其特征在于，所述油门组件为扣手式油门组件，所述刹车组件为按钮式刹车组件；或所述油门组件为按钮式油门组件，所述刹车组件为扣手式刹车组件。
- 根据权利要求1至4任意一项所述的油门刹车装置，其特征在于，所述油门刹车装置还包括连接件，所述油门刹车装置通过所述连接件与所述车把相连；所述油门组件包括设置于所述连接件上的油门操纵件和油门复位机构， 所述油门复位机构与所述油门操纵件连接，所述油门复位机构能够控制所述油门操纵件回位；所述第一控制件包括设置于所述连接件上的油门传感器，所述油门传感器能够感应所述油门操纵件的位置变化，产生所述第一电信号，并将所述第一电信号发送至所述动力装置。
- 根据权利要求5所述的油门刹车装置，其特征在于，所述刹车组件包括设置于所述连接件上的刹车操纵件和刹车复位机构，所述刹车复位机构与所述刹车操纵件连接，所述刹车复位机构能够控制所述刹车操纵件回位；所述第二控制件包括设置于所述连接件上的刹车传感器，所述刹车传感器能够感应所述刹车操纵件的位置变化，产生所述第二电信号，并将所述第二电信号发送至所述动力装置。
- 根据权利要求5所述的油门刹车装置，其特征在于，所述连接件包括上壳体和下壳体，所述上壳体和所述下壳体接合并形成空腔，所述控制组件容置于所述空腔中，所述油门组件的部分结构设置于所述空腔中，所述刹车组件的部分结构设置于所述空腔中。
- 根据权利要求5所述的油门刹车装置，其特征在于，所述油门复位机构包括弹簧、扭簧、弹片橡胶、磁铁、电磁铁、气囊和气弹簧中的至少一个。
- 根据权利要求6所述的油门刹车装置，其特征在于，所述刹车复位机构包括弹簧、扭簧、弹片橡胶、磁铁、电磁铁、气囊和气弹簧中的至少一个。
- 根据权利要求1所述的油门刹车装置，其特征在于，所述第一控制件包括电位器、滑片电阻器、线性霍尔传感器、机械行程开关和光电开关中的至少一个。
- 根据权利要求1所述的油门刹车装置，其特征在于，所述第二控制 件包括电位器、滑片电阻器、线性霍尔传感器、机械行程开关和光电开关中的至少一个。
- 一种代步工具，包括如权利要求1-11任一项所述的油门刹车装置、车把以及动力装置。
- 根据权利要求12所述的代步工具，其特征在于，所述代步工具为滑板车、电动车或助力自行车。
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