VEHICLE CONTROL SYSTEM

Abstract

A vehicle control system for mounting to a vehicle is provided. The vehicle has an operable portion, at least two fixation portions and an operated device. The vehicle control system includes a center line, a first sleeve and an outmost sheath. Two ends of the center line are connected respectively to the operable portion and the operated device. The operated device is controllably operated by the operable portion via the center line. The first sleeve is disposed around the center line and extends continuously between the operable portion and the operated device, and is slidable relative to the center line. The sheath is disposed around the first sleeve, and located between the operable portion and one of the fixation portions and between the operated device and the other fixation portion.

Description

BACKGROUND OF THE INVENTION

Description of the Prior Art

Generally, a cable applied to a brake or derailleur of a vehicle such as bicycle or motorcycle is constructed of a plurality of wires, and an outmost sheath is disposed around substantially an entire length of the cable. The brake or derailleur can be controllably driven through the cable driven by a brake lever or shift lever.

The cable, generally, is made by wringing so that it has a twisted circumferential surface, and the cable is telescoped by the outmost sheath along the entire length thereof. As such, it can causes great frictional resistance between the cable and the inner surface of the outmost sheath so as to disadvantage the operation and control of the brake; as the cable and the outmost sheath which always contact each other are used for a long time, the cable and/or the outmost sheath can be abraded and should be replaced. Additionally, water and dust can come into the gap between the cable and the outmost sheath easily, so that the cable is damped and rusted easily, and is not durable.

Besides, in some conventional structures, the outmost sheath is disposed around the cable between the brake lever (or shift lever) and a fixation portion of a bicycle, and disposed around the cable between the brake (or derailleur) and a fixation portion; however, the middle portion of the cable is completely exposed. This conventional structure might be operated with frictional resistance which is not very great; however, it still has problems of water and dust coming into the gap between the cable and the outmost sheath to cause damping and rusting to the cable, and the completely-exposed portion of the cable cannot be effectively isolated from water and dust and is without any protective member therearound, so that the cable is damped and rusted more easily and has very poor durability.

U.S. Pat. No. 2,257,098 discloses a transmission mechanisms having a plurality of co-axially sleeved sleeves. U.S. Pat. No. 2,257,098 does not disclose, teach or suggest “an outmost sheath is entirely not disposed between the two fixation portions”. U.S. Pat. No. 2,257,098 discloses all the sleeves including the outmost sheath are helically wound wire coils, and most important, at least one of the helically wound wire coil is formed with neck portions 23 which are for engagement with or stops to or positioning for two helically wound wire coils adjacent thereto, so there will, absolutely and should, form no continuously hollow cylindrical gaps among the helically wound wire coils, and since the neck portions 23 should be engaged against other helically wound wire coils, the sleeve having the neck portions 23 should be helically wound to provide the expected function. Besides, none of the helically wound wire coils are made of polyethylene (PE), and none of self-lubricating layer is disposed at least on inner and outer circumferential surfaces of any helically wound wire coil, and not even mention to what material the helically wound wire coils are made of. Additionally, U.S. Pat. No. 2,257,098 discloses all the helically wound wire coils are disposed continuously between the two fixations 15 and 26, and no parts are disposed between the operable portion 40 and one of the fixation portions 15 and between the operated device 12 and the other fixation portion 26. In sum, the neck portions 23 are initially engaged with the adjacent wound wire coils and will be not easy to bend and fabricate.

U.S. Pat. No. 7,784,376 discloses a bicycle cable assembly mainly including an external protection tube composed of several hollow sleeves hooking together and disposed around a center line. U.S. Pat. No. 5,478,100 discloses a bicycle frame having thru the tube cable routing. Either of U.S. Pat. No. 7,784,376 and U.S. Pat. No. 5,478,100 does not disclose, teach or suggest “an outmost sheath is entirely not disposed between the two fixation portions”, “a second sleeve is made of polyethylene (PE)”, “a layer having self-lubricating property is disposed at least on inner and outer circumferential surfaces of a first sleeve, and the self-lubricating layer is made of polytetra fluoroetylene (PTFE, Teflon), phenol (PHENOL), ultra-high-molecular-weight polyethylene (UHMW-PE), polypropylene (PP), polyetherether ketone (PEEK), polyphenylene sulfide (PPS) or polychlorotrifluoroethene (PCTFE)”, “the first and second sleeves are tubes which have continuously solid cylindrical walls respectively”, “the first gap is continuously hollow cylindrical and extends around the center line and through an entire length of the first sleeve”, “the second gap is continuously hollow cylindrical and extends around the first sleeve and through an entire length of the second sleeve”, “outmost sheath, disposed around the first sleeve, disposed between the operable portion and one of the fixation portions, and disposed between the operated device and the other fixation portion” and “the outmost sheath is not disposed around a continuous section of the second sleeve between the two fixation portions”.

U.S. Pat. No. 3,177,901 discloses that a plurality of sleeves are contactly or integrally sleeved with each other. U.S. Pat. No. 3,177,901 at least does not disclose, teach or suggest “an outmost sheath is entirely not disposed between the two fixation portions”.

Additionally, any of U.S. Pat. No. 2,257,098, U.S. Pat. No. 7,784,376, U.S. Pat. No. 5,478,100 and U.S. Pat. No. 3,177,901 does not disclose, teach or suggest that two ends of a center line are connected to an operable portion (such as a brake lever, shift lever or fluid control operator) and an operated device (such as a brake, derailleur or fluid control device) respectively.

In U.S. Pat. No. 2,257,098, all the sleeves outside the central line including the outmost sheath are helically wound wire coils, and most important, the first sleeve which is a helically wound wire coil is formed with neck portions which are for engagement with or stops to or positioning for the deformed portions of the central line (as shown in FIG. 2), so there will, absolutely and should, form no continuously hollow cylindrical gap among the helically wound wire coil and the central line, and since the neck portions should be engaged against the deformed portions of the central line, the sleeve having the neck portions should be helically wound to provide the expected function. The neck portions are initially engaged with the deformed portions and will be not easy to bend and fabricate. The helically wound wire coil cannot provide good protection for the center line from being damped or/and corroded, for example. No sleeve disposed around the central line which is made of polytetra fluoroetylene (PTFE, Teflon) is exposed between two fixation portions, thus causing great frictional resistance between the central line and the helically wound wire coil and between the helically wound wire coil and an outside member (such as a tube) due to the highly non-smooth surface of the helically wound wire coil. Besides, the helically wound wire coil is not made of polytetra fluoroetylene (PTFE, Teflon), thus causing great frictional resistance and easily-worn-out defects.

U.S. Pat. No. 7,650,814 discloses that the outer cap 40 is mounted to each of outer anchoring part 11c of the brake bracket 11 (operable portion), and two ends of the inner sheath 32f(32r) each project outside and beyond the outer casing 30f(30r) and the outer cap 40. Additionally, the outer casing 30f(30r) at least abuts against or interferes with or runs into the anchoring part 11 c of the brake bracket 11. In other words, the inner sheath 32f(32r) must run into the anchoring part 11c of the brake bracket 11 since two ends of the inner sheath 32f(32r) each project outside and beyond the outer casing 30f(30r) and the outer cap 40. Therefore, the inner sheath 32f(32r) is easy to damage or abrade and is not durable. The present invention is, therefore, arisen to obviate or at least mitigate the above mentioned disadvantages.

SUMMARY OF THE INVENTION

An object of the present invention is to provide a vehicle control system, in which a center line of the vehicle control system can be prevented from being damped and rusted so that the center line can function well and the durability of the vehicle control system is enhanced, and the friction caused due to the axial movement of the vehicle control system can be reduced so that the operated device can be operated easily, smoothly and precisely.

To achieve the above and other objects, a vehicle control system is for mounting to a vehicle, the vehicle has an operable portion, at least two fixation portions for holding the vehicle control system and an operated device, and the vehicle control system includes a center line, a first sleeve and an outmost sheath.

Two ends of the center line are connected respectively to the operable portion and the operated device, and the operated device is controllably operated by the operable portion via the center line. The first sleeve is disposed around the center line, continuously extending between the operable portion and the operated device, and is slidable relative to the center line. The outmost sheath is disposed around the first sleeve, disposed between the operable portion and one of the fixation portions, and disposed between the operated device and the other fixation portion. Two ends of the center line are connected to the operable portion and the operated device respectively. The first sleeve is a tube which has a continuously solid cylindrical wall. The first sleeve and the center line form a first gap therebetween, and the first gap is continuously hollow cylindrical and extends around the center line and through an entire length of the first sleeve. The outmost sheath is entirely not disposed between the two fixation portions. Any portion of the vehicle control system within the outmost sheath is not naturally restrainedly abutted radially against at least one of the outmost sheath and the first sleeve.

The present invention will become more obvious from the following description when taken in connection with the accompanying drawings, which show, for purpose of illustrations only, the preferred embodiment(s) in accordance with the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a drawing showing a vehicle control system applied to a bicycle according to a preferred embodiment of the present invention;

FIG. 2 is a partial view of FIG. 1;

FIG. 3 is a drawing showing a vehicle control system according to a preferred embodiment of the present invention;

FIG. 4 is a partial cross-sectional view of a vehicle control system according to a preferred embodiment of the present invention;

FIG. 5 is a partial view of a vehicle control system according to an alternative embodiment of the present invention; and

FIG. 6 is a drawing showing a vehicle control system applied to a bicycle according to another embodiment of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

As shown in FIGS. 1 and 2 show a vehicle control system 100 according to a preferred embodiment of the present invention. The vehicle control system 100 is for mounting to a vehicle (such as, but is not limited to, bicycle, motorcycle or car). The vehicle has an operable portion 1, at least two fixation portions 2 for holding the vehicle control system 100 and an operated device 3. The operable portion 1 may be a brake lever, shift lever or fluid control operator, and the operated device 3 may be a brake, derailleur or fluid control device.

Referring further to FIGS. 3 and 4, in this embodiment, the vehicle control system 100 includes a center line 10, a first sleeve 20, a second sleeve 30, an outmost sheath 40 and a plurality of third sleeves 50.

Two ends of the center line 10 are connected to the operable portion 1 and the operated device 3 respectively. The operated device 3 is controllably operated by the operable portion 1 via the center line 10. For example, the center line 10 may be a brake wire, and a brake can be driven by the brake wire to make a brake through moving a brake lever to pull the brake wire. The center line 10 may be made of wires which are wrung and has a twisted circumferential surface, or the center line 10 may be made of a single wire and has a smooth circumferential surface.

The first sleeve 20 is disposed around the center line 10, continuously extends between the operable portion 1 and the operated device 3, and is slidable relative to the center line 10. Specifically, the center line 10 has a nipple 11 at a distal end thereof, and the nipple 11 is for being anchored to the operable portion 1. One end 21 of the first sleeve 20 approximate the operable portion 1 (relative the other end of the first sleeve 20 remote from the operable portion 1) is located between the operable portion 1 and one of the fixation portions 2, and the end 21 of the first sleeve 20 does not reach to the operable portion 1. That is the end 21 of the first sleeve 20 is located within an interval between the operable portion 1 and one of the fixation portions 2, and the end 21 of the first sleeve 20 does not interfere with the operable portion 1 and does not run into the operable portion 1 (outside of the operable portion 1). As a result, the first sleeve 20 is hard to damage or abrade and is durable. Preferably, a thin layer having self-lubricating property is disposed at least on inner and outer circumferential surfaces of the first sleeve 20. The thin layer may be made of polytetra fluoroetylene (PTFE, Teflon), phenol (PHENOL), ultra-high-molecular-weight polyethylene (UHMW-PE), polypropylene (PP), polyetherether ketone (PEEK), polyphenylene sulfide (PPS) or polychlorotrifluoroethene (PCTFE). The first sleeve 20 may be wholly made of one of the aforementioned self-lubricating materials, or just the inner and outer circumferential surfaces of the first sleeve 20 are provided with two of the aforementioned self-lubricating materials respectively. Preferably, the first sleeve 20 is continuously disposed around substantially an entire length of a section of the center line 10 between the operable portion 1 and the operated device 3, so that the frictional resistance between the center line 10 and the first sleeve 20 having self-lubricating property can be reduced so as to make a motion such as brake easily, smoothly and precisely.

The first sleeve 20 is a tube which has a continuously solid cylindrical wall, and a section of the first sleeve 20 between the two fixation portions 2 is non-sleeved and exposed. The first sleeve 20 and the center line 10 form a first gap therebetween, and the first gap is continuously hollow cylindrical and extends around the center line 10 and through an entire length of the first sleeve 20.

The second sleeve 30 is disposed around the first sleeve 20. In this embodiment, the second sleeve 30 is disposed around substantially an entire length of the first sleeve 20. However, according to various requirements, the second sleeve 30 may be longer or shorter than the first sleeve 20 in length. Preferably, the second sleeve 30 is made of plastic material such as polyurethane (PU) or polyethelyne (PE) (preferably) so that the second sleeve 30 is pretty stress-proof, vibration-proof, corrosion-proof, abrasion-proof, weather-proof, pliable, light-weight, tensile and bendable. However, the second sleeve 30 may be made of suitable metal or composite material. In this embodiment, the frictional resistance between the first sleeve 20 and the center line 10 is smaller than that between the second sleeve 30 and the first sleeve 20. As such, as the operable portion 1 drives the center line 10 moving axially, the second sleeve 30 is relatively uneasy to move relative to the first sleeve 20, while the center line 10 is relatively easy to move relative to the first sleeve 20, thus reducing the frictional resistance of the axially-moving center line 10 so that the operated device 3 can be operated easily, smoothly and precisely.

The outmost sheath 40 is entirely not disposed between the two fixation portions 2. The outmost sheath 40 is entirely not disposed around a continuous section of the second sleeve 30 which is located between the two fixation portions 2.

Any two portions of the vehicle control system within the outmost sheath 40 are not naturally restrainedly abutted radially against each other. Specifically, any portion of the vehicle control system within the outmost sheath 40 is not naturally restrainedly abutted radially against at least one of the outmost sheath 40 and the first sleeve 20. More specifically, the second sleeve 30 is selectively contactable with the first sleeve 20 and the outmost sheath 40, and the second sleeve 30 is not naturally restrainedly abutted radially against the first sleeve 20 and the outmost sheath 40 simultaneously.

It is noted that if the second sleeve 30 is not provided, the first sleeve 20 is selectively contactable with the center line 10 and the outmost sheath 40 simultaneously, and the first sleeve 20 is not naturally restrainedly abutted radially against the outmost sheath 40 and the center line 10.

Preferably, a lubrication matter 70 such as lubrication oil or the like is disposed between the first sleeve 20 and the center line 10, which can further reduce the frictional resistance between the center line 10 and the first sleeve 20. Additionally, the lubrication matter 70 may further encompass the center line 10 so as to prevent the center line 10 from damping and rusting and enhance the durability of the center line 10. Furthermore, the second sleeve 30 and the first sleeve 20 are slidable relative to each other, and the second sleeve 30 and the outmost sheath 40 are also slidable relative to each other. As a result, as the center line 10 moves axially to, probably, slight led the first sleeve 20, there will be little frictional resistances between the second sleeve 30 and the first sleeve 20 and between the second sleeve 30 and the outmost sheath 40, thus smoothing the movement of the center line 10 and facilitating the assembly of the center line 10, the first sleeve 20 and the second sleeve 30, and providing adequate and sufficient space for bend and deformation of all parts when they are fabricated so that the frictional resistances due to the contact among the center line 10, the first sleeve 20 and the second sleeve 30 are reduced as the vehicle control system is bent or deformed.

The outmost sheath 40 is separately disposed around the first sleeve 20 and the second sleeve 30, disposed between the operable portion 1 and one of the fixation portions 2, and disposed between the operated device 3 and the other fixation portion 2 (as shown in FIG. 1), which can provide sufficient support, fixation, protection, guidance to the center line 10. However, the outmost sheath 40 may be substantially continuously disposed around an entire length of the second sleeve 30, so as to protect the second sleeve 30 from being damaged by external objects or external forces. Preferably, the outmost sheath 40 is made of aluminum or stainless steel, so as to provide good protection to the center line 10, the first sleeve 20 and the second sleeve 30. In this embodiment, the outmost sheath 40 is made of an elongate member being continuously twisted and is shaped in a generally tubular form. However, in a preferred embodiment as shown FIG. 5, an outmost sheath 40′ may include a plurality of shell members 41 detachably sequentially connected along the outmost sheath 40′ axially.

Preferably, the third sleeves 50 are disposed respectively around two ends of the center line 10 near the operable portion 1 and the operated device 3, and disposed around portions the center line 10 near the fixation portions 2. It is noted that the third sleeves 50 may be selectively disposed respectively in any required positions.

For example, the third sleeves 50 may be disposed around the two ends of the center line 10 near the operable portion 1 and the operated device 3. The third sleeves 50 are preferably axially-deformable and preferably made of plastic material or rubber. Generally, a distal end of the center line 10 near the operated device 3 is connected to the operated device 3 and exposed in the atmosphere, so that water and dust can come into the vehicle control system (the sleeves and sheath) to corrode and jam the vehicle control system, and this can degrade the operation and control performance of the vehicle control system; however, the third sleeves 50 can prevent the entering of water and dust into the vehicle control system 100, so that the center line 10 can be prevented from being damped and rusted and the center line 10 can function well.

Since the third sleeves 50 are axially-deformable so that they are suitable to dispose in various spaces. It is noted that the center line 10 may be arranged with only one third sleeve 50 disposed around one end thereof.

It is noted that the structure of the vehicle control system 100 may be suitably modified. For example, the first sleeve 20 is disposed around the center line 10, and no second sleeve is disposed around the first sleeve 20; or a portion between the two fixation portions 2 of the center line 10 is sequentially telescoped with the first sleeve 20 and the second sleeve 30, or sequentially telescoped with the first sleeve 20, the second sleeve 30 and an outmost sheath (may be the aforementioned outmost sheath or an additional outmost sheath). Since the portion between the two fixation portions 2 of the center line 10 is sequentially telescoped with at least the first sleeve 20, the center line 10 can be prevented from being damped and rusted sufficiently and the center line 10 can function well. However, the disposal of the third sleeves 50 can be omitted.

As shown in FIG. 6, in an alternative embodiment, the vehicle has a tube portion 60, wherein the tube portion 60 may be a single tube body or constructed of plural tube bodies. In this embodiment, the tube portion 60 is the top tube of a bicycle, and the tube portion 60 is formed with an inner space 61 and has two fixation portions 62, 63. The two fixation portions 62, 63, in this embodiment, are two openings communicating with the inner space. The telescoped first sleeve and the center line come into the inner space 61 via one of the openings and extend outside the tube portion 60 via the other opening. As such, the effects of preventing the first sleeve and the center line from damping and rusting are further enhanced.

Given the above, through the vehicle control system of the present invention, the center line can be prevented from being damped and rusted so that the center line can function well and the durability of the vehicle control system is enhanced, and the friction caused due to the axial movement of the vehicle control system can be reduced so that the operated device can be operated easily, smoothly and precisely.

Although particular embodiments of the invention have been described in detail for purposes of illustration, various modifications and enhancements may be made without departing from the spirit and scope of the invention. Accordingly, the invention is not to be limited except as by the appended claims.

Claims

1. A vehicle control system, for mounting to a vehicle, the vehicle having an operable portion, a tube portion, two fixation portions formed on the tube portion for holding the vehicle control system and an operated device, the vehicle control system including: a center line, two ends thereof being connected respectively to the operable portion and the operated device, the operated device being controllably operated by the operable portion via the center line;a first sleeve, disposed around the center line, continuously extending between the operable portion and the operated device, and being slidable relative to the center line; andtwo outmost sheaths, disposed around the first sleeve and separated from each other, one of the two outmost sheaths disposed between the operable portion and one of the fixation portions, and the other of the two outmost sheaths disposed between the operated device and the other fixation portion;wherein the first sleeve is a tube which has a continuously solid cylindrical wall and is made of polytetra fluoroetylene (PTFE, Teflon), and a section of the first sleeve between the two fixation portions is non-sleeved and exposed;wherein the first sleeve and the center line form a first gap therebetween, and the first gap is continuously hollow cylindrical and extends around the center line and through an entire length of the first sleeve;wherein one end of the first sleeve approximate the operable portion is located between the operable portion and one of the fixation portions, the end of the first sleeve does not reach to the operable portion, and the end of the first sleeve does not interfere with the operable portion and does not run into the operable portion.

2. The vehicle control system of claim 1, wherein a lubrication matter is disposed between the first sleeve and the center line.

3. The vehicle control system of claim 1, wherein the outmost sheath is made of an elongate member being continuously twisted.

4. The vehicle control system of claim 1, wherein the outmost sheath is made of a plurality of shell members detachably sequentially connected along the outmost sheath axially.

5. The vehicle control system of claim 1, wherein the tube portion is formed with an inner space, the two fixation portions are two openings communicating with the inner space, the first sleeve and the center line come into the inner space via one of the openings and extend outside the tube portion via the other opening.