M340980 八、新型說明 【新型所屬之技術領域】 本創作係關於一種用來控制變速器及/或剎車器的自 行車用控制桿，特別是關於一種可同時滿足輕量化及高剛 性化的要求之耐久性良好的自行車用控制桿。 【先前技術】 自行車具有運輸上的低成本、操作簡易、節能無污染 、靈活行動力等優點，又節省道路使用與停車面積、節省 道路維修費用，同時具有其他交通工具所無法比擬的運動 功能，可說是最先進的都市交通工具之一，也是提供休閒 健身之最佳運動器材之一。 一般而言，自行車變速桿是經由變速線來操作變速器 ，而自行車剎車桿是經由剎車線來操作剎車器，這些都是 透過騎乘者的手指將操作力施加於控制桿，再轉換成操作 變速線或刹車線（連接於變速器或剎車器）的操作力。關於 變速器及刹車器的操作，最近開始採用氣動或電動方式。 關於變速器及剎車器的控制裝置，一般可分成：將變 速桿和刹車桿一體化之刹變雙用型，以及將變速桿和刹車 桿分開配置之分離型。特別是在具備下彎式把手之公路車 ’ 一般都是採用剎變雙用型的控制裝置。 自行車不論在搬運或載送的過程，重量當然是越輕越 好，又對於自行車競賽而言，減輕車體重量有助於騎乘速 度的提昇，因此不斷地謀求自行車之輕量化。一般自行車 -4- M340980 的輕量化設計，大都採用輕量化材質來減輕重量。但輕量 化材質本身往往有結構強度較差的問題。因此要求在輕量 化的同時，仍必須保持一定的結構強度（剛性）。爲符合此 要求，可將2種不同的材質加以組合以在材質重量及結構 強度上探求其平衡點。 習知之使用2種不同材質的自行車用剎車桿，係將冷 加工後之金屬板材施以剪切加工而形成由短桿及長桿構成 之L字形板，在該L字形板之長桿一側形成凹凸條並披覆 合成樹脂製的筒體，藉此以低成本獲得彎曲強度大且觸感 良好的自行車用剎車桿（專利文獻1、2)。 另外，爲了謀求輕量化，習知的自行車用刹車桿，是 用碳纖維補強材來構成截面U字形的剎車桿整體，又爲了 增強刹車桿強度而在其背面熔接塑膠片構成的矩形補強構 件（專利文獻3)。 〔專利文獻1〕日本實公昭1 973 -39799號公報 〔專利文獻2〕美國專利US 3 8 3 094 1號 〔專利文獻3〕美國專利US 6 1 703 56 B1 【新型內容】 在專利文獻1、2中，由於其剎車桿的大邰分是由實 心的金屬構成，如此會造成重量增加，因此其輕量化的效 果不彰。 又在專利文獻3中，由於刹車桿全體是由碳纖維補強 材構成，基於輕量化的觀點可說相當優異’但其剛性稍嫌 -5- M340980 不足。在專利文獻3，爲了增強剎車桿的剛性，雖在其背 面設有矩形補強構件，但仍無法達成剎車桿全體之高剛性 化。特別是，在如上述般採用一體化的控制桿來進行變速 和刹車操作之剎變雙用型的情形，在進行變速和剎車操作 時必須朝不同方向旋動，因此對其構造是要求，除能承受 「朝騎乘者方向按壓的力量」，也必須承受「朝騎乘者的 側方推撥的力量」。又不僅是刹變雙用型的情形，即使是 在自行車倒地的情形，也必須要求具備一定的剛性以避免 發生變形。 因此，本新型的目的，就是爲了提供一種可同時滿足 輕量化及高剛性化的要求之耐久性良好的自行車用控制桿 〇 爲了達成上述目的，本新型之第1創作所提供之自行 車用控制桿，其特徵在於：係包含碳纖維材料構成之第1 構件和金屬材料構成之第2構件； 第1構件和第2構件分別具有至少一個旋動軸插通孔 > 當第1構件和第2構件組合時，前述第1構件的旋動 軸插通孔和前述第2構件的旋動軸插通孔互相對準。 又本第1創作之自行車用控制桿較佳爲，前述第1構 件的旋動軸插通孔之中心軸和前述第2構件的旋動軸插通 孔之中心軸，是朝讓控制桿旋動以作動剎車裝置的方向延 伸。 又本第1創作之自行車用控制桿較佳爲，前述第1構 -6 - M340980 件的旋動軸插通孔之中心軸和前述第2構件的旋動軸插通 孔之中心軸，是朝讓控制桿旋動以作動變速裝置的方向延 伸。 、 再者，爲了達成上述目的，本新型之第2創作所提供 之自行車用控制桿，其特徵在於：係包含碳纖維材料構成 之第1構件和金屬材料構成之第2構件； 第1構件和第2構件中至少一方，具有至少一個旋動 軸插通孔； 該旋動軸插通孔的中心軸，是朝讓控制桿旋動以作動 變速裝置的方向延伸。 又本第2創作之自行車用控制桿較佳爲，前述第丨構 件和前述第2構件之另一方，也具有至少一個旋動軸插通 孔； 當第1構件和第2構件組合時，前述第1構件的旋動 軸插通孔和前述第2構件的旋動軸插通孔互相對準。 依據本第1創作的構造，由於是採用包含碳纖維材料 的第1構件和金屬材料的第2構件而構成之複合材料構造 的自行車用控制桿，因此可謀求輕量化，又因爲第1構件 的旋動軸插通孔與第2構件的旋動軸插通孔互相對準，受 到反覆進行旋動操作所產生之摩擦力等而處於嚴苛狀況下 之旋動軸插通孔，可藉由金屬材料的第2構件來補強，医[ 此可獲得輕量且高剛性化之耐久性良好的自行車用控制桿 〇 此外，依據本第1創作的構造，由於第1構件的旋動 -7- M340980 軸插通孔之中心軸和第2構件的旋動軸插通孔之中心軸， 是朝讓控制桿旋動以作動剎車裝置的方向延伸，即使爲了 作動刹車裝置而使控制桿反覆旋動，旋動軸插通孔透過金 屬材料的補強而能忍受該旋動所產生之摩擦力，因此可獲 得輕量且耐久性良好之自行車用控制桿。 此外，依據本第1創作的構造，由於第1構件的旋動 軸插通孔之中心軸和第2構件的旋動軸插通孔之中心軸， 是朝讓控制桿旋動以作動變速裝置的方向延伸，即使爲了 作動變速裝置而使控制桿反覆旋動，旋動軸插通孔透過金 屬材料的補強而能忍受該旋動所產生之摩擦力，因此可獲 得輕量且耐久性良好的自行車用控制桿。 又依據本第2創作的構造，由於是採用包含碳纖維材 料的第1構件和金屬材料的第2構件而構成之複合材料構 造的自行車用控制桿，因此可謀求輕量化；又藉由金屬材 料的第2構件來進行補強，可獲得同時滿足輕量化及高剛 ;丨生化的要求之耐久性良好的自行車用控制桿。 此外，依據本第2創作的構造，由於第1構件的旋動 軸插通孔與第2構件的旋動軸插通孔互相對準，即使爲了 $動變速裝置而使控制桿反覆旋動，旋動軸插通孔透過金 屬材料的補強而能忍受該旋動所產生之摩擦力，因此可獲 胃_久性良好的自行車用控制桿。 【實施方式】 以下，參照圖式來說明本創作之實施形態。 -8- M340980 第1圖係顯示在下彎式把手配置剎變雙用型控制裝置 之自行車的側視圖。第2圖係顯示第1圖所示的下彎式把 手之局部放大立體圖。第3圖係顯示左手控制裝置之第1 、第2控制桿處於靜止狀態之局部透視側視圖。第4圖係 顯示左手控制裝置之第1、第2控制桿處於靜止狀態之立 體圖。第5圖係顯示左手控制裝置之第1、第2控制桿進 行剎車操作之立體圖。第6圖係顯示左手控制裝置之第1 、第2控制桿進行升檔操作之立體圖。第7圖係顯示左手 控制裝置之第2控制桿進行降檔操作之立體圖。第8圖係 顯示左手控制裝置之控制桿單元與托架單元（內設變速控 制單元）之分解立體圖。第9圖係顯示控制桿單元之分解 立體圖。第1 〇圖係顯示將第1控制桿分解成第1構件及 第2構件之分解立體圖。第11圖係顯示將第圖之第1 構件和第2構件組合成第1控制桿之立體圖。 首先如第1、2圖所示，在自行車1〇之把手15上具 備一對控制裝置1 2、1 4。用右手操作之右手控制裝置1 2 ，是經由變速線2 0及剎車線2 2分別連接至後變速器1 6 及後刹車器1 7。用左手操作之左手控制裝置1 4，則是經 由變速線24及刹車線26分別連接至前變速器1 8及前剎 車器1 9。由於右手、左手控制裝置1 2、1 4的構造完全相 同，以下僅針對左手控制裝置1 4來作說明。 如第3圖至第6圖所示，左手控制裝置14主要是具 備：托架單元3 0、控制桿單元3 2以及設置在托架單元3 0 內之變速控制單元3 4。如第8圖所示，托架單元3 0和控 -9 - M340980 制桿單元3 2是兩個可互相組合的獨立單元。又托架單元 30是固定在把手15上。在托架單元30之與把手15相反 側的端部設有蓋體39，而控制桿單元32就是安裝在該蓋 體39下方。 如第8圖所示，控制桿單元32主要具備安裝構件40 、第1控制桿41及第2控制桿42。以將插銷44插入貫通 孔36的方式將安裝構件40組裝於蓋體39下方，藉此使 安裝構件40能繞刹車樞軸B A而相對於托架單元3 0進行 旋動。又如第3圖所示，在安裝構件40，係將第1控制桿 41、第2控制桿42分別樞接成能繞第1、第2變速樞軸 PA1、PA2旋動。當控制桿單元32處於靜止狀態時，第1 、第2控制桿4 1、42是沿著剎車作動路徑排列。又如第5 圖所示，在進行剎車操作時，第1、第2控制桿41、42是 一起朝BP方向移動。 本創作之第1控制桿41，在朝BP方向繞剎車樞軸 BA旋動時可執行剎車功能（參照第5圖），在朝P方向繞 第1變速樞軸PA1旋動時可執行變速昇檔功能（參照第6 圖），因此該第1控制桿41是同時具備剎車及變速功能之 雙用型控制桿（相當於本創作之自行車用控制桿）。 如第6圖所示，在進行變速昇檔時，第1、第2控制 桿41、42是一起朝P方向而分別繞第1、第2變速樞軸 PA1、PA2旋動。又如第7圖所示，在進行變速降檔時， 係使第1控制桿41保持靜止，而將第2控制桿42單獨朝 P方向繞第2變速樞軸P A 2旋動。 -10- M340980 如第9圖所示，安裝構件40係具備用來連接剎車線 26之線固定構件46，又具備用來將第1控制桿41保持於 靜止狀態之定位機構47，藉由將定位機構47的球體47a 壓接於第1控制桿41上方之凹槽，而防止第1控制桿41 繞樞軸PA1旋動。又第1控制桿41係透過螺栓48來樞接 於安裝構件40，而在螺栓48上套設扭力彈簧49以將第1 控制桿4 1朝靜止位置（非變速位置）彈壓。 如前述般，當安裝構件40繞刹車樞軸BA而相對於托 架單元3 0進行旋動時，第1控制桿4 1係以和安裝構件40 結合成一體的方式進行旋動（參照第5圖）。又當撥推第1 控制桿41而使其繞樞軸PA1從靜止位置旋動至變速位置 時，該第1控制桿4 1會連動變速單元34而進行變速昇檔 動作。 如第1 〇圖及第1 1圖所示，本創作之第1控制桿41， 係包含碳纖維材料構成之第1構件4 1 0和金屬材料構成之 第2構件42 0，在本實施形態，第1構件410具有一個旋 動軸插通孔4 1 1，第2構件42 1具有兩個旋動軸插通孔 421、421。而當第1構件410和第2構件420組合成第1 控制桿41時，第1構件410的旋動軸插通孔41 1和第2 構件42 0的旋動軸插通孔421、421互相對準。又第1構 件4 1 0和第2構件420之組合方式，並沒有特別的限定， 例如最簡單的做法，是用黏著劑將兩者貼合在一起。 再者，第1構件41 0的旋動軸插通孔41 1之中心軸C 和第2構件420的旋動軸插通孔421之中心軸C，是朝讓 M340980 第1控制桿41旋動以進行變速動作的方向延伸。亦即， 該中心軸C的方向，是與第9圖所示之第1變速樞軸PA1 的方向平行。 另一方面，第1構件4 1 0的旋動軸插通孔4 1 1之中心 軸C和第2構件420的旋動軸插通孔421之中心軸C，也 能朝讓第1控制桿41旋動以進行剎車動作的方向延伸。 在這個情形，該中心軸C的方向，是與第3圖所示之剎車 樞軸BA的方向平行。 依據此構造，由於是採用包含碳纖維材料的第i構件 410和金屬材料的第2構件420而構成之複合材料構造的 第1控制桿41，因此可謀求輕量化，又因爲第丨構件4 i 〇 的旋動軸插通孔4 1 1與第2構件42 0的旋動軸插通孔42 1 互相對準，受到反覆進行旋動操作所產生之摩擦力等而處 於嚴苛狀況下之旋動軸插通孔42 0、421，可藉由金屬材料 的第2構件420來補強，因此可獲得輕量且高剛性化之耐 久性良好的自行車用控制桿。 此外，依據本創作的構造，由於第1構件41 0的旋動 軸插通孔4 1 1之中心軸C和第2構件4 2 0的旋動軸插通孔 42 1之中心軸C，是朝讓第1控制桿4 1旋動以進行變速動 作的方向延伸，即使爲了進行變速動作而使第1控制桿4 1 反覆旋動，旋動軸插通孔4 1 1、42 1透過金屬材料的補強 而能忍受該旋動所產生之摩擦力，因此可獲得輕量且耐久 性良好的自行車用控制桿。 又依據本創作的構造，在第1構件4 1 0的旋動軸插通 -12- M340980 孔4 1 1之中心軸C和第2構件4 2 0的旋動軸插通孔4 2丨之 中心軸C，能朝讓第1控制桿41旋動以進行剎車動作的 方向延伸的情形’即使爲了進行剎車動作而使第i控制桿 4 1反覆旋動，旋動軸插通孔4 1 1、4 2 1透過金屬材料的補 強而能忍受該旋動所產生之摩擦力，因此可獲得輕量且耐 久性良好之自行車用控制桿。 依據本創作之自行車用控制桿，除在剎車動作能承受 「朝騎乘者方向按壓的力量」，也能在變速動作時承受「 朝騎乘者的側方推撥的力量」，因此特別適用於在進行變 速和刹車操作時必須朝不同方向旋動之剎變雙用型控制裝 置的情形。 前述之「包含」及其衍生用語，係以開放式的記載方 式來界定所敘述的特徵、構件、元件、群組、數字及/或 步驟等，但並未排除其他尙未提及之特徵、構件、元件、 群組、數字及/或步驟等。此定義也適用到與其意義相同 的用語，例如「包括」、「具有」、「具備」等的用語。 ^ 以上雖是說明本創作的實施形態，但本創作並不限於 -此。本創作之自行車用控制桿當然也能適用於變速桿和剎 車桿分開配置之分離型的控制裝置。 【圖式簡單說明】 第1圖係顯示在下彎式把手配置刹變雙用型控制裝置 之自行車的側視圖。 第2圖係顯示第1圖所示的下彎式把手之局部放大立 -13- M340980 體圖。 第3圖係顯示左手控制裝置之第1、第2控制桿處於 靜止狀態之局部透視側視圖。 第4圖係顯示左手控制裝置之第1、第2控制桿處於 靜止狀態之立體圖。 第5圖係顯示左手控制裝置之第1、第2控制桿進行 剎車操作之立體圖。 第6圖係顯示左手控制裝置之第1、第2控制桿進行 升檔操作之立體圖。 第7圖係顯示左手控制裝置之第2控制桿進行降檔操 作之立體圖。 第8圖係顯示左手控制裝置之控制桿單元與托架單元 (內設變速控制單元）之分解立體圖。 第9圖係顯示控制桿單元之分解立體圖。 第10圖係顯示將第1控制桿分解成第1構件及第2 構件之分解立體圖。 第1 1圖係顯示將第1 〇圖之第1構件和第2構件組合 成第1控制桿之立體圖。 【圖式簡單說明】 1 〇 :自行車 1 2 :右手控制裝置 1 4 :左手控制裝置 1 5 :把手 -14- M340980 16 :後變速器 1 7 :後刹車器 1 8 :前變速器 1 9 :前刹車器 20、24 :變速線 2 2、2 6 :剎車線 3 0 :托架單元 3 2 :控制桿單元 3 4 :變速控制單元 3 6 :貫通孔 39 :蓋體 40 :安裝構件 41 :第1控制桿 42 :第2控制桿 4 4 ·插銷 4 6 :線固定構件 47 :定位機構 4 7 a :球體 4 8 :螺栓 49 :扭力彈簧 41 0 :第1構件 41 1、421 :旋動軸插通孔 420 :第2構件 B A :剎車樞軸 -15- M340980 B P :剎車作動方向 P :變速作動方向 PA1 :第1變速樞軸 PA2 :第2變速樞軸M340980 VIII. New Description [New Technical Field] This is a bicycle control lever for controlling transmissions and/or brakes, especially for durability that meets both lightweight and high rigidity requirements. Good bike control lever. [Prior Art] Bicycles have the advantages of low cost in transportation, easy operation, energy saving, no pollution, flexible mobility, saving road use and parking area, saving road maintenance costs, and having sports functions unmatched by other vehicles. It is one of the most advanced urban transport and one of the best sports equipment for leisure and fitness. In general, the bicycle shift lever operates the transmission via a shifting line, and the bicycle brake lever operates the brake via the brake line. These are applied to the control rod through the rider's finger and converted into an operating shift. The operating force of the line or brake line (connected to the transmission or brake). Regarding the operation of transmissions and brakes, pneumatic or electric methods have recently begun. The control devices for the transmission and the brake are generally divided into a brake-disable type in which the shift lever and the brake lever are integrated, and a separate type in which the shift lever and the brake lever are separately arranged. In particular, road vehicles with lower-bend handles are generally equipped with brake-type dual-purpose control devices. In the process of carrying or carrying the bicycle, the weight is of course as light as possible, and for the bicycle race, the weight reduction of the vehicle body contributes to the improvement of the riding speed, and therefore the bicycle is continuously lightened. General Bicycles -4- M340980's lightweight design, mostly lightweight materials to reduce weight. However, lightweight materials often have problems with poor structural strength. Therefore, it is required to maintain a certain structural strength (rigidity) while being lightweight. To meet this requirement, two different materials can be combined to explore the balance between material weight and structural strength. The brake lever for bicycles of two different materials is used to form a L-shaped plate composed of a short rod and a long rod by shearing the cold-worked metal sheet, and is formed on the long rod side of the L-shaped plate. The embossed strip is covered with a cylindrical body made of a synthetic resin, whereby a brake lever for bicycles having high bending strength and good touch is obtained at low cost (Patent Documents 1 and 2). In addition, in order to reduce the weight, the conventional brake lever for bicycle is a rectangular reinforcing member formed of a carbon fiber reinforcing material to form a U-shaped cross-section of the brake lever, and a plastic sheet is welded to the back surface thereof in order to enhance the strength of the brake lever (patent Document 3). [Patent Document 1] Japanese Patent Publication No. 1 973-39799 (Patent Document 2) US Patent No. 3 8 3 094 1 [Patent Document 3] US Patent US 6 1 703 56 B1 [New Content] Patent Document 1. In 2, since the large part of the brake lever is made of solid metal, the weight is increased, so the effect of weight reduction is not good. Further, in Patent Document 3, since the entire brake lever is made of a carbon fiber reinforced material, it can be said that it is quite excellent from the viewpoint of weight reduction, but its rigidity is slightly insufficient -5-M340980 is insufficient. In Patent Document 3, in order to enhance the rigidity of the brake lever, a rectangular reinforcing member is provided on the back surface thereof, but the rigidity of the entire brake lever cannot be achieved. In particular, in the case of the brake-discrete type in which the shift lever and the brake operation are performed using the integrated lever as described above, it is necessary to rotate in different directions during the shifting and braking operations, and therefore the configuration is required, except It can withstand the "power to press in the direction of the rider" and must also withstand the "pushing force toward the side of the rider." Not only is the brake-disabled dual-use type, even in the case of a bicycle falling to the ground, it must be required to have a certain rigidity to avoid deformation. Therefore, an object of the present invention is to provide a bicycle control lever which is excellent in durability and which is capable of satisfying both the requirements for weight reduction and high rigidity. In order to achieve the above object, the bicycle control lever provided by the first creation of the present invention is provided. A first member made of a carbon fiber material and a second member made of a metal material; the first member and the second member each having at least one rotating shaft insertion hole>; the first member and the second member; When combined, the rotation shaft insertion hole of the first member and the rotation shaft insertion hole of the second member are aligned with each other. Further, in the bicycle control lever according to the first aspect of the invention, preferably, the central axis of the rotary shaft insertion hole of the first member and the central axis of the rotary shaft insertion hole of the second member are rotated toward the control lever. Move in the direction of the brake device. Further, in the first bicycle control lever of the first aspect, the central axis of the rotary shaft insertion hole of the first configuration -6 - M340980 and the central axis of the rotary shaft insertion hole of the second member are preferably The direction of the shifting device is extended by rotating the lever. Further, in order to achieve the above object, a bicycle control lever according to a second aspect of the present invention includes a first member made of a carbon fiber material and a second member made of a metal material; the first member and the first member At least one of the two members has at least one rotary shaft insertion hole; the central axis of the rotary shaft insertion hole extends in a direction in which the control lever is rotated to actuate the shifting device. Further, in the bicycle control lever according to the second aspect of the invention, preferably, the other of the second member and the second member has at least one of the rotary shaft insertion holes; and when the first member and the second member are combined, the aforementioned The rotary shaft insertion hole of the first member and the rotary shaft insertion hole of the second member are aligned with each other. According to the structure of the first creation, since the bicycle control lever having the composite structure including the first member of the carbon fiber material and the second member of the metal material is used, it is possible to reduce the weight and the rotation of the first member. The rotating shaft insertion hole and the rotating shaft insertion hole of the second member are aligned with each other, and are subjected to a frictional force generated by a reverse rotation operation, and the rotating shaft insertion hole is in a severe condition, and can be made of metal. The second member of the material is reinforced, and the doctor can obtain a lightweight and highly rigid bicycle control lever. In addition, according to the structure of the first creation, the rotation of the first member -7- M340980 The central axis of the shaft insertion hole and the central axis of the rotation shaft insertion hole of the second member extend in a direction in which the control lever is rotated to actuate the brake device, and even if the control lever is repeatedly rotated in order to actuate the brake device, Since the rotary shaft insertion hole is reinforced by the metal material and can withstand the frictional force generated by the rotation, a bicycle control lever that is lightweight and durable can be obtained. Further, according to the structure of the first creation, the central axis of the rotary shaft insertion hole of the first member and the central axis of the rotary shaft insertion hole of the second member are rotated toward the control lever to actuate the shifting device. In the direction of extension, even if the control lever is repeatedly rotated in order to actuate the shifting device, the rotating shaft insertion hole can withstand the frictional force generated by the rotation by the reinforcing of the metal material, so that lightweight and durable can be obtained. Bicycle control lever. Further, according to the structure of the second creation, since the bicycle control lever having the composite structure including the first member of the carbon fiber material and the second member of the metal material is used, the weight can be reduced, and the metal material can be used. The second member is reinforced, and a bicycle control lever that satisfies both the requirements of weight reduction and high-rigidity and the biochemical requirements can be obtained. Further, according to the second creation structure, since the rotation shaft insertion hole of the first member and the rotation shaft insertion hole of the second member are aligned with each other, even if the control lever is repeatedly rotated for the movement device, The rotation shaft insertion hole can withstand the friction generated by the rotation by the reinforcement of the metal material, and thus the bicycle control lever having a good stomach_longness can be obtained. [Embodiment] Hereinafter, embodiments of the present creation will be described with reference to the drawings. -8- M340980 Figure 1 shows a side view of a bicycle with a brake-operated dual-purpose control unit in a down-bend handle. Fig. 2 is a partially enlarged perspective view showing the lower curved handle shown in Fig. 1. Fig. 3 is a partial perspective side view showing the first and second levers of the left-hand control device in a stationary state. Fig. 4 is a perspective view showing the first and second levers of the left-hand control device in a stationary state. Fig. 5 is a perspective view showing the braking operation of the first and second levers of the left-hand control device. Fig. 6 is a perspective view showing the upshift operation of the first and second levers of the left-hand control device. Fig. 7 is a perspective view showing the downshifting operation of the second lever of the left-hand control device. Fig. 8 is an exploded perspective view showing the lever unit and the cradle unit (with the shift control unit) of the left-hand control device. Figure 9 is an exploded perspective view showing the joystick unit. The first drawing shows an exploded perspective view in which the first lever is decomposed into the first member and the second member. Fig. 11 is a perspective view showing the combination of the first member and the second member of the drawing into the first lever. First, as shown in Figs. 1 and 2, a pair of control devices 1 2, 14 are provided on the handle 15 of the bicycle. The right-handed right-hand control device 1 2 is connected to the rear derailleur 16 and the rear brake 17 via a shift line 20 and a brake line 2 2, respectively. The left-handed left hand control unit 14 is connected to the front derailleur 18 and the front brake unit 19 via a shift line 24 and a brake line 26, respectively. Since the configurations of the right-handed and left-handed control devices 1 2, 14 are completely the same, the following description will be made only for the left-hand control device 14. As shown in Figs. 3 to 6, the left hand control unit 14 mainly includes a carriage unit 30, a lever unit 3 2, and a shift control unit 34 provided in the carriage unit 30. As shown in Fig. 8, the carriage unit 30 and the control -9 - M340980 lever unit 32 are two independent units that can be combined with each other. Further, the carriage unit 30 is fixed to the handle 15. A cover 39 is provided at an end of the bracket unit 30 opposite to the handle 15, and the lever unit 32 is mounted below the cover 39. As shown in FIG. 8, the lever unit 32 mainly includes a mounting member 40, a first lever 41, and a second lever 42. The mounting member 40 is assembled under the cover 39 so that the latch 44 is inserted into the through hole 36, whereby the mounting member 40 can be rotated relative to the bracket unit 30 about the brake pivot BA. Further, as shown in Fig. 3, in the attachment member 40, the first lever 41 and the second lever 42 are pivotally connected to each other so as to be rotatable around the first and second shifting pivots PA1 and PA2. When the lever unit 32 is in a stationary state, the first and second levers 4, 42 are arranged along the brake actuating path. Further, as shown in Fig. 5, when the brake operation is performed, the first and second control levers 41, 42 are moved together in the BP direction. The first control lever 41 of the present invention can perform a brake function when it is rotated about the brake pivot BA in the BP direction (refer to FIG. 5), and can perform a shift rise when rotating in the P direction around the first shift pivot PA1. Since the first control lever 41 is a dual-purpose control lever (corresponding to the bicycle control lever of the present invention) having both the brake and the shifting function. As shown in Fig. 6, when the shift upshift is performed, the first and second control levers 41, 42 are rotated together around the first and second shifting pivots PA1, PA2 in the P direction. Further, as shown in Fig. 7, when the shift downshift is performed, the first lever 41 is held stationary, and the second lever 42 is individually rotated about the second shift pivot P A 2 in the P direction. -10- M340980 As shown in Fig. 9, the mounting member 40 is provided with a wire fixing member 46 for connecting the brake wire 26, and a positioning mechanism 47 for holding the first lever 41 in a stationary state, by The ball 47a of the positioning mechanism 47 is pressed against the groove above the first lever 41 to prevent the first lever 41 from being rotated about the pivot PA1. Further, the first lever 41 is pivotally connected to the attachment member 40 via the bolt 48, and a torsion spring 49 is fitted over the bolt 48 to bias the first lever 4 1 toward the rest position (non-shift position). As described above, when the mounting member 40 is rotated about the brake pivot BA with respect to the bracket unit 30, the first lever 4 1 is rotated integrally with the mounting member 40 (refer to the fifth). Figure). When the first control lever 41 is pushed and rotated about the pivot axis PA1 from the rest position to the shift position, the first lever 4 1 interlocks the shifting unit 34 to perform the shift upshift operation. As shown in Fig. 1 and Fig. 1, the first control lever 41 of the present invention includes a first member 401 made of a carbon fiber material and a second member 42 0 made of a metal material. The first member 410 has a rotary shaft insertion hole 4 1 1 , and the second member 42 1 has two rotary shaft insertion holes 421 and 421. When the first member 410 and the second member 420 are combined into the first control lever 41, the rotary shaft insertion hole 41 1 of the first member 410 and the rotary shaft insertion holes 421 and 421 of the second member 42 0 are mutually connected. alignment. Further, the combination of the first member 401 and the second member 420 is not particularly limited. For example, the simplest method is to bond the two together with an adhesive. Further, the central axis C of the rotary shaft insertion hole 41 1 of the first member 41 0 and the central axis C of the rotary shaft insertion hole 421 of the second member 420 are rotated toward the first lever 41 of the M340980. Extends in the direction in which the shifting operation is performed. That is, the direction of the center axis C is parallel to the direction of the first shifting pivot PA1 shown in FIG. On the other hand, the central axis C of the rotary shaft insertion hole 4 1 1 of the first member 4 10 and the central axis C of the rotary shaft insertion hole 421 of the second member 420 can also be used to make the first control lever 41 is rotated to extend the direction of the braking action. In this case, the direction of the center axis C is parallel to the direction of the brake pivot BA shown in Fig. 3. According to this configuration, since the first control lever 41 having the composite structure of the i-th member 410 including the carbon fiber material and the second member 420 of the metal material is used, the weight can be reduced, and the third member 4 i 〇 The rotary shaft insertion hole 4 1 1 and the rotary shaft insertion hole 42 1 of the second member 42 0 are aligned with each other, and are subjected to a frictional force generated by a reverse rotation operation, etc., and are rotated under severe conditions. Since the shaft insertion holes 42 0 and 421 can be reinforced by the second member 420 made of a metal material, a bicycle control lever having high durability and high rigidity can be obtained. Further, according to the configuration of the present invention, the central axis C of the rotary shaft insertion hole 4 1 1 of the first member 41 0 and the central axis C of the rotary shaft insertion hole 42 1 of the second member 4 2 0 are When the first lever 4 1 is rotated to extend the direction of the shifting operation, even if the first lever 4 1 is repeatedly rotated for the shifting operation, the rotary shaft insertion holes 4 1 1 and 42 1 are transmitted through the metal material. The reinforcing force can withstand the friction generated by the rotation, so that a lightweight and durable bicycle control lever can be obtained. According to the configuration of the present invention, the rotation axis of the first member 4 10 is inserted through the central axis C of the -12-M340980 hole 4 1 1 and the rotary shaft insertion hole 4 of the second member 4 2 0 The central axis C can be extended in the direction in which the first control lever 41 is rotated to perform the braking operation. Even if the i-th control lever 4 1 is repeatedly rotated for the braking operation, the shaft insertion hole 4 1 1 is rotated. 4 1 1 can withstand the friction generated by the rotation by the reinforcement of the metal material, so that the bicycle control lever with light weight and excellent durability can be obtained. According to the bicycle control lever of the present invention, in addition to being able to withstand the "force that is pressed toward the rider in the braking action", it is also possible to withstand the "pushing force toward the side of the rider" during the shifting operation, which is particularly suitable. In the case of shifting and braking operations, it is necessary to rotate the brakes in different directions to change the dual-purpose control device. The above-mentioned "including" and its derivatives are used to define the features, components, components, groups, numbers and/or steps, etc. described in an open manner, but do not exclude other features not mentioned, Components, components, groups, numbers, and/or steps, etc. This definition also applies to terms that have the same meaning, such as "include", "have", "have" and so on. ^ Although the above is an explanation of the implementation of this creation, this creation is not limited to - this. The bicycle control lever of the present invention can of course be applied to a separate control device in which the shift lever and the brake lever are separately arranged. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a side view showing a bicycle in which a brake-type dual-purpose control device is disposed in a lower-bend handle. Fig. 2 is a partial enlarged view of the down-bend handle shown in Fig. 1 -13-M340980. Fig. 3 is a partial perspective side view showing the first and second levers of the left-hand control device in a stationary state. Fig. 4 is a perspective view showing the first and second levers of the left-hand control device in a stationary state. Fig. 5 is a perspective view showing the braking operation of the first and second levers of the left-hand control device. Fig. 6 is a perspective view showing the upshift operation of the first and second levers of the left-hand control device. Fig. 7 is a perspective view showing the downshift operation of the second lever of the left-hand control device. Fig. 8 is an exploded perspective view showing the lever unit and the cradle unit (with the shift control unit) of the left-hand control device. Figure 9 is an exploded perspective view showing the joystick unit. Fig. 10 is an exploded perspective view showing the first lever being split into the first member and the second member. Fig. 1 is a perspective view showing the combination of the first member and the second member of the first drawing into the first lever. [Simple diagram] 1 〇: Bicycle 1 2 : Right hand control unit 1 4 : Left hand control unit 1 5 : Handle - 14 - M340980 16 : Rear derailleur 1 7 : Rear brake 1 8 : Front derailleur 1 9 : Front brake 20, 24: shifting line 2 2, 2 6 : brake line 3 0 : bracket unit 3 2 : lever unit 3 4 : shift control unit 3 6 : through hole 39 : cover 40 : mounting member 41 : first Control lever 42: second control lever 4 4 · latch 4 6 : wire fixing member 47 : positioning mechanism 4 7 a : ball 4 8 : bolt 49 : torsion spring 41 0 : first member 41 1 , 421 : rotary shaft insertion Through hole 420: second member BA: brake pivot -15- M340980 BP: brake actuation direction P: shifting operation direction PA1: first shifting pivot PA2: second shifting pivot