TWM664315U - Component adjustment device for a driving vehicle - Google Patents

Abstract

A component adjustment device for a driving vehicle is disclosed, which includes a memory and a processor. The processor executes following steps: receiving movement information of a seat cushion of the driving vehicle in a detection period from the memory; determining whether the seat cushion of the driving vehicle moves upward or downward based on the movement information; when determining that the seat cushion of the driving vehicle moves upward, transmitting a first damping control signal to a controllable screw in a shock absorber on the driving vehicle to increase shock absorber strength of the shock absorber; and when determining that the seat cushion of the driving vehicle moves downward, transmitting a second damping control signal to the controllable screw in the shock absorber on the driving vehicle to decrease the shock absorber strength of the shock absorber.

Description

Component adjustment device for drive vehicles

The present disclosure relates to the technology of a driving vehicle, and more particularly to a component adjustment device for a driving vehicle.

Since modern human-powered bicycles must effectively cope with different levels of rugged road conditions, more and more human-powered bicycles have been equipped with dropper posts. When the human-powered bicycle is driven on a rugged road, the rider usually lowers the height of the dropper post to facilitate the adjustment of the center of gravity when riding. Conversely, when the human-powered bicycle is driven on a flat road, the rider will raise the height of the dropper post so that the body can better output power. In addition, when the rider rides a human-powered bicycle and adjusts the height of the dropper post, the rider needs to manually adjust the status of various components on the human-powered bicycle according to the rise and fall of the dropper post. However, since the rider needs to manually adjust the states of various components on the human-powered bicycle according to the rise or fall of the dropper tube, the states of various components on the human-powered bicycle cannot be adjusted in real time according to the road conditions. Therefore, how to automatically and instantly adjust the states of various components on the human-powered bicycle according to the rise or fall of the dropper tube is a problem that the skilled person in the art is eager to solve.

The main purpose of the present disclosure is to provide a component adjustment device for a human-powered vehicle, which can automatically and instantly adjust the status of various components on the human-powered vehicle according to the raising or lowering of the dropper seat tube.

In order to achieve the above-mentioned purpose, the present disclosure is directed to a component adjustment device for a motor vehicle, which is disposed on a motor vehicle having a shock absorber, wherein the component adjustment device includes:

a memory configured to store movement information of a seat cushion on a driving vehicle in a detection time period, wherein the movement information indicates whether the seat cushion of the driving vehicle moves upward or downward; and

A processor is connected to the memory and configured to execute the following steps:

Receiving the movement information of the cushion in the detection time period from the memory;

determining, according to the movement information, whether the seat cushion of the driving vehicle moves upward or downward;

When it is determined that the seat cushion of the driving vehicle moves upward, a first damping control signal is transmitted to a controllable screw in the shock absorber on the driving vehicle, wherein the first damping control signal instructs the controllable screw to reduce an aperture of a fluid valve in the shock absorber to increase the shock absorption strength of the shock absorber; and

When it is determined that the seat of the driving vehicle moves downward, a second damping control signal is transmitted to the controllable screw in the shock absorber on the driving vehicle, wherein the second damping control signal instructs the controllable screw to increase the aperture of the fluid valve in the shock absorber to reduce the shock absorption strength of the shock absorber.

Compared with the related art, the present invention adjusts the damping of the shock absorber in an automated manner according to the moving direction of the seat cushion, thereby achieving the effect of automatically and instantly adjusting the status of various components on the human-powered vehicle according to the raising or lowering of the dropper tube.

Referring to FIG. 1 and FIG. 2 , FIG. 1 is a block diagram of a processing device 100 for a motor vehicle in some embodiments of the present disclosure, and FIG. 2 is a schematic diagram of a dropper post 200 for a motor vehicle in some embodiments of the present disclosure, wherein the processing device 100 for a motor vehicle is applicable to a motor vehicle having an adjustable seat cushion (i.e., a seat cushion 210 disposed on the dropper post 200). As shown in FIG. 1 and FIG. 2 , the processing device 100 for a motor vehicle includes an acceleration sensor 110, a processor 120, and a valve controller 130. The processor 120 is connected to the acceleration sensor 110 and the valve controller 130.

In some embodiments, the driving vehicle may be any vehicle (e.g., a racing bicycle) having a dropper post 200. In some embodiments, the acceleration sensor 110, the processor 120, and the valve controller 130 are disposed on the dropper post 200. In other embodiments, the processor 120 may also be disposed on other components of the driving vehicle (e.g., a handlebar).

In some embodiments, the dropper post 200 includes a seat cushion 210, a seat post 220, a seat post 230, a valve seat 240, a valve post 250, a cam block 260, and a drive shaft 270, wherein the seat cushion 210 is disposed at one end of the seat post 220, and the seat post 220 is disposed inside the seat post 230 through the other end. The length of the seat post 220 exposed outside the seat post 230 is relative to the height of the seat cushion 210. The end of the valve rod 250 abuts against the cam block 260, and the lever structure is used to drive the seat tube valve in the valve seat 240 to be opened or not (that is, whether the oil circuit or the air circuit is opened or not), wherein the seat tube valve can be a hydraulic valve or a pneumatic valve. Furthermore, when the user wants to adjust the height of the seat cushion 210, the external start switch (not shown) is activated by the user, and the valve controller 130 is triggered to control the drive shaft 270 of the motor (not shown) or the pressure rod structure (not shown) to drive the cam block 260 to rotate a predetermined angle, thereby causing the cam block 260 to push the valve rod 250 upward, wherein the external start switch can be various types of switches such as a push switch, a knob switch, a touch switch or a pressure rod switch, and there is no special limitation.

Thus, the upwardly moving valve rod 250 drives the seat tube valve inside the valve seat 240 to be in an open state (i.e., the external start switch triggers the valve controller 130 to control the seat tube valve to open when it is activated), and the user can further adjust the height of the seat cushion 210 according to his/her needs through the linear displacement of the seat rod 220 relative to the seat tube 230. After the user adjusts the seat cushion 210 to a suitable height, as long as the start switch stops being activated by the user, the drive shaft 270 will drive the cam block 260 to release the thrust on the valve rod 250. At this time, the restoring elastic member disposed inside the valve seat 240 pushes the valve rod 250 downward to force the seat tube valve inside the valve seat 240 to be closed (i.e., the external start switch triggers the valve controller 130 to control the seat tube valve to be closed when the start is stopped), so as to complete the positioning of the seat tube 220. It is worth noting that although this type of dropper seat tube 200 is used as an embodiment, in other embodiments, the dropper seat tube 200 can also be a common dropper seat tube with a seat tube valve and other structures, and is not limited to this embodiment.

In this embodiment, the valve controller 130 is disposed near the drive shaft 270 to control the state of the seat tube valve (i.e., open or closed). When the valve controller 130 controls the seat tube valve to open, the valve controller 130 generates a start signal according to the open state of the seat tube valve; when the valve controller 130 controls the seat tube valve to close, the valve controller 130 generates an end signal according to the closed state of the seat tube valve. In some embodiments, the valve controller 130 can be any type of control circuit for controlling the opening and closing of a valve (e.g., a combined logic controller or a microcontroller, etc.).

In this embodiment, the processor 120 is used to execute the steps of the processing method for the driving vehicle in the subsequent paragraphs. In some embodiments, the processor 120 can be implemented by a central processing unit (CPU), a micro control unit (MCU), a programmable logic controller (PLC), a system on chip (SoC) or a field programmable gate array (FPGA), etc., but is not limited thereto. In some embodiments, the processing device 100 further includes a memory 140, and the memory 140 is connected to the processor 120. The memory 140 is used to store the movement information of the seat 210 on the driving vehicle during the detection period, which is generated in real time by the processor 120 according to the technology in the subsequent paragraphs (i.e., as long as new movement information is generated, it will be stored in the memory 140). In some embodiments, the memory 140 can be implemented by a flash memory, a read-only memory, a hard disk, or any equivalent storage component, but is not limited thereto.

Referring to FIG. 3 , FIG. 3 is a flow chart of a processing method for a driving vehicle in some embodiments of the present disclosure. The processing method is applicable to the processing device 100 for a driving vehicle shown in FIG. 1 .

As shown in FIG3 , the processing method for a driving vehicle includes steps S310 to S360. First, in step S310, the processor 120 receives the acceleration information detected by the acceleration sensor 110 in the detection time period. In this embodiment, the detection time period is the time period between the time when the start signal is generated and the time when the end signal is generated. In other words, as long as the valve controller 130 controls the seat tube valve to open to generate the start signal, the processor 120 will start to receive the acceleration information from the acceleration sensor 110 when the start signal is detected for subsequent processing. On the contrary, as long as the valve controller 130 controls the seat tube valve to close to generate a closing signal, the processor 120 will stop receiving acceleration information from the acceleration sensor 110 when detecting the closing signal.

In step S320, the processor 120 obtains the maximum acceleration (e.g., 1.5 times the acceleration of gravity), the minimum acceleration (e.g., -2 times the acceleration of gravity), the first time when the acceleration sensor 110 detects the maximum acceleration, and the second time when the acceleration sensor 110 detects the minimum acceleration from the acceleration information. In some embodiments, the processor 120 obtains a plurality of vertical accelerations (i.e., accelerations in a direction perpendicular to the road surface on which the driving vehicle is traveling) detected at a plurality of sampling times in the detection time period from the acceleration information. Then, the processor 120 selects the maximum and the minimum from the plurality of vertical accelerations as the maximum acceleration and the minimum acceleration, respectively, and uses the sampling time when the maximum acceleration is detected and the sampling time when the minimum acceleration is detected as the first time and the second time, respectively.

In step S330, the processor 120 calculates a first acceleration difference between the maximum acceleration and the gravitational acceleration (i.e., 1 times the gravitational acceleration) and a second acceleration difference between the minimum acceleration and the gravitational acceleration. For example, assuming that the maximum acceleration and the minimum acceleration are 2.5 times the gravitational acceleration and -0.3 times the gravitational acceleration, respectively, the processor 120 can calculate the first acceleration difference to be 1.5 times the gravitational acceleration and the second acceleration difference to be -1.3 times the gravitational acceleration, respectively.

In step S340, the processor 120 determines whether the first acceleration difference, the second acceleration difference, the first time, and the second time meet the first judgment condition or the second judgment condition. In this embodiment, the first judgment condition indicates that the absolute value of the first acceleration difference and the absolute value of the second acceleration difference are both greater than the acceleration difference threshold (e.g., 1.1 times or 1.2 times the acceleration of gravity) and the first time point is before the second time point, and the second judgment condition indicates that the absolute value of the first acceleration difference and the absolute value of the second acceleration difference are both greater than the acceleration difference threshold and the first time point is after the second time point. When the first judgment condition is met, the processor 120 executes step S350. On the contrary, when the second judgment condition is met, the processor 120 executes step S360. In some embodiments, when the processor 120 determines that the first acceleration difference, the second acceleration difference, the first time, and the second time do not meet the first judgment condition and the second judgment condition, the processor 120 generates movement information indicating that the seat 210 of the driving vehicle does not move upward and downward.

In other words, once the processor 120 determines that the absolute value of the first acceleration difference and the absolute value of the second acceleration difference corresponding to the first time and the second time, respectively, are both greater than the acceleration difference threshold, the processor 120 will further determine the order of the first time when the maximum acceleration is detected and the second time when the minimum acceleration is detected. When the processor 120 determines that the first time point is before the second time point, the processor 120 can determine that the first acceleration difference, the second acceleration difference, the first time, and the second time meet the first determination condition. Conversely, when the processor 120 determines that the first time point is after the second time point, the processor 120 can determine that the first acceleration difference, the second acceleration difference, the first time, and the second time meet the second determination condition. In some embodiments, the acceleration difference threshold may be pre-set by the user, or the user may pre-test the accelerations of the seat cushion 210 moving upward and downward and set the accelerations according to the tested accelerations. For example, when the average values of the tested accelerations of moving upward and downward are 2.5 times and -1.2 times the acceleration of gravity, respectively, the processor 120 calculates the absolute value of the difference between the average value of the acceleration of moving upward and the acceleration of gravity as 1.5, and calculates the absolute value of the difference between the average value of the acceleration of moving downward and the acceleration of gravity as 0.2. Thus, the user may select the minimum absolute value and set the acceleration difference threshold to a value (e.g., 0.19) slightly smaller than the minimum absolute value (i.e., 0.2).

The following is an actual example to illustrate how to perform the above judgment. Referring to FIG. 4 , FIG. 4 is a schematic diagram showing the waveform of the vertical acceleration in the acceleration information of the seat cushion 210 in some embodiments of the present disclosure. As shown in FIG. 4 , the valve controller 130 controls the seat tube valve to open at multiple first times t1 and t3 and controls the seat tube valve to close at multiple second times t2 and t4. Therefore, the processor 120 can receive the acceleration information in multiple detection time periods s1-s2 from the acceleration sensor 110. Then, in the detection time period s1, the processor 120 selects the maximum acceleration h1 (i.e., 2.42 times the acceleration of gravity) and the minimum acceleration l1 (i.e., 0.02 times the acceleration of gravity) from the acceleration information, and calculates the first acceleration difference between the maximum acceleration h1 and the acceleration of gravity (i.e., 1.42 times the acceleration of gravity) and the second acceleration difference between the minimum acceleration l1 and the acceleration of gravity (i.e., -0.98 times the acceleration of gravity).

Next, the processor 120 determines whether the absolute value of the first acceleration difference corresponding to the maximum acceleration h1 and the absolute value of the second acceleration difference corresponding to the minimum acceleration l1 are both greater than the acceleration difference threshold. Assuming that the acceleration difference threshold is 0.9 times the acceleration of gravity, the processor 120 can determine that the absolute value of the first acceleration difference and the absolute value of the second acceleration difference are both greater than the acceleration difference threshold. Next, the processor 120 can determine that the first time when the maximum acceleration h1 is detected is before the second time when the minimum acceleration l1 is detected. Therefore, the processor 120 can determine that the first acceleration difference, the second acceleration difference, the first time, and the second time within the detection time period s1 have met the first judgment condition.

In the detection time period s2, the processor 120 selects the maximum acceleration h2 (i.e., 2.5 times the acceleration due to gravity) and the minimum acceleration l2 (i.e., -0.25 times the acceleration due to gravity) from the acceleration information, and calculates the first acceleration difference between the maximum acceleration h2 and the acceleration due to gravity (i.e., 1.5 times the acceleration due to gravity) and the second acceleration difference between the minimum acceleration l2 and the acceleration due to gravity (i.e., -1.25 times the acceleration due to gravity).

Next, the processor 120 determines whether the absolute value of the first acceleration difference corresponding to the maximum acceleration h2 and the absolute value of the second acceleration difference corresponding to the minimum acceleration l2 are both greater than the acceleration difference threshold. Since the acceleration difference threshold is 0.9 times the acceleration of gravity, the processor 120 determines that the absolute values of the maximum acceleration h2 and the minimum acceleration l2 are both greater than the acceleration difference threshold. Next, the processor 120 can determine that the first time when the maximum acceleration h2 is detected is after the second time when the minimum acceleration l2 is detected. Therefore, the processor 120 can determine that the first acceleration difference, the second acceleration difference, the first time, and the second time within the detection time period s2 have met the second determination condition.

Returning to FIG. 3 , in step S350, the processor 120 generates movement information indicating that the seat 210 of the driving vehicle moves upward. And in step S360, the processor 120 generates movement information indicating that the seat 210 of the driving vehicle moves downward. In the present disclosure, when the processor 120 executes steps S310 to S360, it will continuously store all movement information in the detection time period in the memory 140 for determination in the subsequent paragraphs (described in detail later). In other words, once the processor 120 determines that the first acceleration difference, the second acceleration difference, the first time, and the second time meet the first determination condition, the processor 120 can determine that the seat 210 of the driving vehicle has moved upward. Conversely, once the processor 120 determines that the first acceleration difference, the second acceleration difference, the first time, and the second time meet the second determination condition, the processor 120 can determine that the seat 210 of the driving vehicle has moved downward.

For example, as shown in FIG3 , in the detection time period s1, the processor 120 determines that the first acceleration difference, the second acceleration difference, the first time, and the second time have met the first determination condition, and then generates movement information indicating that the seat 210 of the driving vehicle moves upward. In the detection time period s2, the processor 120 determines that the first acceleration difference, the second acceleration difference, the first time, and the second time have met the second determination condition, and then generates movement information indicating that the seat 210 of the driving vehicle moves downward.

In some embodiments, the processor 120 adjusts an adjustable component on the vehicle (e.g., adjusts a shock absorber or a transmission) based on the movement information. For example, when the movement information indicates that the seat 210 of the vehicle has moved upward, the processor 120 may increase the shock absorption strength of the shock absorber or increase the gear of the transmission. When the movement information indicates that the seat 210 of the vehicle has moved downward, the processor 120 may reduce the shock absorption strength of the shock absorber or reduce the gear of the transmission.

Through the above steps, the present disclosure can trigger the acquisition of acceleration information of the seat cushion 210 according to the opening of the seat tube valve, and automatically determine whether the seat cushion 210 moves upward or downward according to the highest acceleration, the lowest acceleration, the first time when the highest acceleration is detected, and the second time when the lowest acceleration is detected in the acceleration information. In this way, the present disclosure can adjust the status of various components on the vehicle according to the automatically determined moving direction of the seat cushion 210, so as to avoid human judgment of the moving direction of the seat cushion 210 and human adjustment of the status of various components on the vehicle. In addition, since the above steps only capture the maximum acceleration, the minimum acceleration, the first time when the maximum acceleration is detected, and the second time when the minimum acceleration is detected, the present disclosure adopts the above steps to greatly reduce the required computing resources (i.e., adopt a processor 120 with poor computing power and less power consumption (e.g., an edge computing processor)).

Referring to FIG. 5 , FIG. 5 is a flow chart showing steps S320′ to S340′ executed after step S310 in the processing method for a driving vehicle in FIG. 3 in other embodiments of the present disclosure. As shown in FIG. 5 , in the present embodiment, after the processor 120 executes step S310 in FIG. 3 , the processor 120 may also execute steps S320′ to S340′. In step S320′, the processor 120 obtains a plurality of accelerations in a plurality of sampling time segments from the acceleration information, and calculates the time length of each sampling time segment (for example, all are 2 milliseconds). In the present embodiment, a plurality of sampling time segments are included in the detection time segment. In some embodiments, the processor 120 obtains an average vertical acceleration in each sampling time period from the acceleration information (for example, integrating the vertical acceleration and then dividing it by the time length) as the acceleration in each sampling time period. In other embodiments, the processor 120 obtains the vertical acceleration of a sampling time in each sampling time period from the acceleration information as the acceleration in each sampling time period.

In step S330', the processor 120 calculates a plurality of speeds in a plurality of sampling time periods according to a plurality of accelerations and time lengths. In some embodiments, the processor 120 performs a subtraction operation on each acceleration and the acceleration of gravity to generate an acceleration difference in each sampling time period. Then, the processor 120 performs a multiplication operation on all acceleration differences in each sampling time period and all sampling time periods before each sampling time period and the time length to generate a plurality of product values, and uses the sum of the plurality of product values as the speed (i.e., the approximate speed) in each sampling time period.

The following is an actual example to illustrate how to calculate the speed in each sampling time period. Referring to FIG. 6 , FIG. 6 is a schematic diagram showing the waveform of the vertical acceleration in the acceleration information of the seat cushion 210 in other embodiments of the present disclosure. As shown in FIG. 6 , the valve controller 130 controls the seat tube valve to open at multiple first times t1 and t3 and controls the seat tube valve to close at multiple second times t2 and t4. Therefore, the processor 120 can receive the acceleration information in multiple detection time periods s1~s2 from the acceleration sensor 110. In the detection time period s1, the processor 120 obtains multiple accelerations in multiple sampling time periods ss1~ss6 from the acceleration information and calculates the time length of each sampling time period. In this embodiment, the sampling time periods ss1-ss6 have the same time length. Then, the processor 120 performs subtraction operations on each acceleration and the gravity acceleration (ie, subtracts the gravity acceleration from the accelerations in the sampling time periods ss1-ss6) to generate a plurality of acceleration differences in the sampling time periods ss1-ss6.

Next, the processor 120 multiplies the acceleration difference in the sampling time period ss1 by the time length to generate a first product value, and uses the first product value as the speed in the sampling time period ss1. The processor 120 multiplies the acceleration difference in the sampling time period ss2 by the time length to generate a second product value, and uses the sum of the first product value and the second product value as the speed in the sampling time period ss2. The processor 120 multiplies the acceleration difference in the sampling time period ss3 by the time length to generate a third product value, and uses the sum of the first product value, the second product value, and the third product value as the speed in the sampling time period ss3. By analogy, the processor 120 can calculate the speeds in the sampling time periods ss4-ss6 in the same manner.

In the detection time period s2, the processor 120 obtains multiple accelerations in multiple sampling time periods ss7 to ss12 from the acceleration information and calculates the time length of each sampling time period. In this embodiment, the sampling time periods ss7 to ss12 all have the same time length. Then, the processor 120 performs subtraction operations on each acceleration and the gravity acceleration (i.e., subtracts the gravity acceleration from the multiple accelerations in the sampling time periods ss7 to ss12) to generate multiple acceleration differences in the sampling time periods ss7 to ss12.

Next, the processor 120 multiplies the acceleration difference in the sampling time period ss7 by the time length to generate a seventh product value, and uses the seventh product value as the speed in the sampling time period ss7. The processor 120 multiplies the acceleration difference in the sampling time period ss8 by the time length to generate an eighth product value, and uses the sum of the seventh product value and the eighth product value as the speed in the sampling time period ss8. The processor 120 multiplies the acceleration difference in the sampling time period ss9 by the time length to generate a ninth product value, and uses the sum of the seventh product value, the eighth product value, and the ninth product value as the speed in the sampling time period ss9. By analogy, the processor 120 can calculate the speeds in the sampling time periods ss10-ss12 in the same manner.

Returning to FIG. 5 , in step S340′, the processor 120 obtains the maximum speed and the minimum speed from the plurality of speeds, and determines whether the maximum speed and the minimum speed meet the first judgment condition or the second judgment condition. In this embodiment, the first judgment condition indicates that the maximum speed is greater than zero and the absolute value of the maximum speed is greater than the speed threshold (e.g., 2 m/s), and the second judgment condition indicates that the minimum speed is less than zero and the absolute value of the minimum speed is greater than the speed threshold. When the first judgment condition is met, the processor 120 executes step S350. On the contrary, when the second judgment condition is met, the processor 120 executes step S360.

In other words, the processor 120 selects the maximum and the minimum from a plurality of speeds, and determines whether the maximum speed is greater than zero and its absolute value is greater than the speed threshold. Once the maximum speed is greater than zero and the absolute value of the maximum speed is greater than the speed threshold, the processor 120 can determine that the maximum speed and the minimum speed have met the first judgment condition. On the contrary, when the maximum speed is not greater than zero or the absolute value of the maximum speed is not greater than the speed threshold, the processor 120 further determines whether the minimum speed is less than zero and its absolute value is greater than the speed threshold. Once the minimum speed is less than zero and the absolute value of the minimum speed is greater than the speed threshold, the processor 120 can determine that the maximum speed and the minimum speed have met the second judgment condition.

For example, as shown in FIG6 , in the detection time period s1, the processor 120 can determine that the speed in the sampling time period ss3 is the maximum speed (because it has the highest sum of product values) and the speed in the sampling time period ss6 is the minimum speed (because it has the lowest sum of product values). Assuming that the processor 120 determines that the speed in the sampling time period ss3 is greater than zero and the absolute value of the speed in the sampling time period ss3 is greater than the speed threshold, the processor 120 can determine that the maximum speed and the minimum speed have met the first determination condition.

In the detection time period s2, the processor 120 can determine that the speed in the sampling time period ss12 is the maximum speed (because it has the highest sum of product values) and the speed in the sampling time period ss9 is the minimum speed (because it has the lowest sum of product values). Assuming that the processor 120 determines that the speed in the sampling time period ss9 is less than zero and the absolute value of the speed in the sampling time period ss9 is greater than the speed threshold, the processor 120 can determine that the maximum speed and the minimum speed have met the second determination condition.

In other embodiments, the second judgment condition may also indicate that the minimum speed is less than zero and the absolute value of the minimum speed is greater than another speed threshold (e.g., 1.5 m/s (because the absolute value of the maximum downward speed may sometimes be less than the absolute value of the maximum upward speed)). In some embodiments, the speed threshold may be preset by the user, or the user may pre-test the maximum speeds of the seat cushion 210 moving upward and downward and set the speeds based on the tested speeds (e.g., when the tested maximum speeds of moving upward and downward are 2 m/s and -1.5 m/s, respectively, the user may set the speed threshold to 1.4 m/s). In some embodiments, when the processor 120 determines that the maximum speed and the minimum speed do not meet the first determination condition and the second determination condition, the processor 120 generates movement information indicating that the seat 210 of the driving vehicle does not move upward and downward.

Through the above steps, the present disclosure can also trigger the capture of acceleration information of the seat cushion 210 according to the opening of the seat tube valve, and automatically determine whether the seat cushion 210 moves upward or downward according to the maximum speed and the minimum speed in the acceleration information. In this way, the present disclosure can also adjust the status of various components on the driving vehicle according to the automatically determined moving direction of the seat cushion 210, so as to avoid human judgment of the moving direction of the seat cushion 210 and human adjustment of the status of various components on the driving vehicle. In addition, since the above steps only need to use multiple accelerations captured in multiple sampling time periods to calculate the maximum speed and the minimum speed, the present disclosure does not require too high computing resources (i.e., a processor 120 with a simple architecture) by using the above steps.

Referring to FIG. 7 , FIG. 7 is a flow chart showing step S340” executed after step S330’ in the processing method for the driving vehicle in FIG. 5 in other embodiments of the present disclosure. As shown in FIG. 5 , in the present embodiment, after the processor 120 executes step S330’ in FIG. 5 , the processor 120 may also execute step S340”. In step S340", the processor 120 calculates the relative displacement in the detection time period (i.e., the vertical displacement relative to the position of the seat cushion 210 before the seat tube valve is opened) according to the speed in each sampling time period, and determines whether the relative displacement meets the first judgment condition or the second judgment condition. When the first judgment condition is met, the processor 120 executes step S350. On the contrary, when the second judgment condition is met, the processor 120 Execute step S360. In some embodiments, the processor 120 multiplies the speed and the time length in each sampling time period to generate multiple product values (i.e., instantaneous approximate displacement), and uses the sum of the multiple product values as the relative displacement in the detection time period (i.e., the approximate total displacement). In this embodiment, the first judgment condition indicates that the relative displacement is greater than zero, and the second judgment condition indicates that the relative displacement is less than zero.

For example, as shown in FIG6 , in the detection time period s1, the processor 120 may perform multiplication operations on the sampling time periods ss1-ss6 respectively with the time length to generate a plurality of product values, and use the sum of the plurality of product values as the relative displacement in the detection time period s1. Assuming that the processor 120 determines that the relative displacement in the detection time period s1 is greater than zero (i.e., a positive displacement), the processor 120 may determine that the relative displacement has met the first determination condition.

In the detection time segment s2, the processor 120 may perform multiplication operations on the sampling time segments ss7-ss12 and the time length respectively to generate a plurality of product values, and use the sum of the plurality of product values as the relative displacement in the detection time segment s2. Assuming that the processor 120 determines that the relative displacement in the detection time segment s2 is less than zero (i.e., a negative displacement), the processor 120 may determine that the relative displacement has met the second determination condition.

Through the above steps, the present disclosure can also trigger the acquisition of acceleration information of the seat cushion 210 according to the opening of the seat tube valve, and automatically determine whether the seat cushion 210 moves upward or downward according to the relative displacement from the acceleration information. In this way, the present disclosure can also adjust the status of various components on the vehicle according to the automatically determined moving direction of the seat cushion 210, so as to avoid human judgment of the moving direction of the seat cushion 210 and human adjustment of the status of various components on the vehicle. In addition, the present disclosure adopts the above steps to further improve the accuracy of determining whether the seat cushion 210 moves upward or downward.

Referring to FIG. 8 , FIG. 8 is a flow chart of a component adjustment method for a motor vehicle in some embodiments of the present disclosure, and the component adjustment method is applicable to the processing device 100 for a motor vehicle shown in FIG. 1 , wherein the motor vehicle further has a shock absorber. In some embodiments, the shock absorber can be any type of shock absorber (e.g., a pneumatic or hydraulic shock absorber) disposed on a tire of the motor vehicle or under a seat 210. In some embodiments, the shock absorber can be a front wheel shock absorber disposed on a front wheel of the motor vehicle or a rear wheel shock absorber disposed on a rear wheel of the motor vehicle.

As shown in FIG8 , the component adjustment method for the driving vehicle includes steps S810 to S840. In step S810, the processor 120 receives movement information of the seat cushion 210 during the detection time period from the memory 140. In step S820, the processor 120 determines whether the seat cushion 210 of the driving vehicle moves upward or downward according to the movement information (i.e., determines whether the movement information indicates that the seat cushion 210 of the driving vehicle moves upward or downward). When it is determined that the seat cushion 210 of the driving vehicle moves upward, the process proceeds to step S830. On the contrary, when it is determined that the seat cushion 210 of the driving vehicle moves downward, the process proceeds to step S840.

In step S830, the processor 120 transmits a first damping control signal to a controllable screw in a shock absorber on the driving vehicle, wherein the first damping control signal instructs the controllable screw to reduce the aperture of a fluid valve in the shock absorber to increase the shock absorption strength of the shock absorber (i.e., the damping of the shock absorber increases and the shock absorber becomes harder). In other words, once the processor 120 determines that the movement information indicates that the seat 210 of the driving vehicle moves upward, the processor 120 generates a first damping control signal for controlling the controllable screw to reduce the aperture of the fluid valve and transmits it to the controllable screw. Thereby, the processor 120 can control the controllable screw to reduce the aperture of the fluid valve to increase the shock absorption strength of the shock absorber (i.e., using the first damping control signal to trigger the reduction of the fluid valve). In some embodiments, the controllable screw can be a screw with a controllable motor. In some embodiments, the processor 120 can connect the controllable screw in a wired manner (e.g., connected using a connection line) or a wireless method (e.g., connected using Bluetooth or Wi-Fi) to control the controllable motor in the controllable screw. In some embodiments, the controllable screw is used to adjust the aperture of the fluid valve, wherein the aperture is inversely proportional to the shock absorption strength of the shock absorber.

It is worth noting that when the user finds that the road surface is flat, the user usually moves the seat 210 of the driving vehicle upward. At this time, the processor 120 can instantly control the controllable screw to increase the shock absorption strength of the shock absorber according to the movement information of the seat 210 of the driving vehicle. In this way, such a method will not require the user to further manually increase the shock absorption strength of the shock absorber, and it is not necessary for the processor 120 to further increase the shock absorption strength of the shock absorber according to the detected relatively mild shaking of the driving vehicle.

The following is an actual example to illustrate how to reduce the aperture 921. Referring to FIG. 9 , FIG. 9 is a schematic diagram of a shock absorber 900 in some embodiments of the present disclosure. As shown in FIG. 9 , the shock absorber 900 includes a controllable screw 910, a fluid valve 920, and a fluid chamber 930. The controllable screw 910 includes a controllable motor 911, and the controllable motor 911 is used to adjust the aperture 921 of the fluid valve 920. The fluid chamber 930 is used to store gas or shock absorber oil. The fluid valve 920 is disposed at the end of the screw 912 in the controllable screw 910 and is used to adjust the aperture 921.

When the processor 120 determines that the movement information indicates that the seat 210 of the driving vehicle moves upward, the processor 120 first generates a first damping control signal to control the controllable screw 910. Then, the processor 120 uses the first damping control signal to control the controllable motor in the controllable screw 910, for example, to make the controllable motor 911 rotate clockwise or counterclockwise to push the screw 912 in the controllable screw 910 to drive the piston reed 922 on the fluid valve 920 to reduce the aperture 921. In this way, since the aperture 921 has been reduced, the flow speed of the gas or shock absorber oil in the fluid chamber 930 will decrease, which will increase the damping of the shock absorber 900 (that is, increase the shock absorption strength of the shock absorber 900). At this time, such adjustment will be more conducive to the user riding the driving vehicle for sprinting (because it is less likely to shake up and down and it is better to step on the pedal of the driving vehicle).

Returning to FIG. 8 , in step S840 , the processor 120 transmits a second damping control signal to the controllable screw 910 in the shock absorber 900 on the driving vehicle, wherein the second damping control signal instructs the controllable screw 910 to increase the aperture 921 of the fluid valve 920 in the shock absorber 900 to reduce the shock absorption strength of the shock absorber 900 (i.e., the damping of the shock absorber is reduced and the shock absorber becomes softer). In other words, once the processor 120 determines that the movement information indicates that the seat 210 of the driving vehicle moves downward, the processor 120 generates a second damping control signal to control the controllable screw 910 to increase the aperture 921 of the fluid valve 920 and transmits it to the controllable screw 910. Thereby, the processor 120 can control the controllable screw 910 to increase the aperture 921 of the fluid valve 920 to reduce the shock absorption strength of the shock absorber 900 (ie, using the first damping control signal to trigger the increase of the fluid valve).

It is worth noting that when the user finds the road surface is rough, the user usually moves the seat 210 of the driving vehicle downward. At this time, the processor 120 can control the controllable screw to reduce the shock absorption strength of the shock absorber in real time according to the movement information of the seat 210 of the driving vehicle. In this way, such a method will not require the user to further manually reduce the shock absorption strength of the shock absorber, and the processor 120 will not further reduce the shock absorption strength of the shock absorber according to the detected severe shaking of the driving vehicle.

The following is an actual example to illustrate how to increase the aperture 921. As shown in FIG9 , when the processor 120 determines that the movement information indicates that the seat 210 of the driving vehicle moves downward, the processor 120 first generates a second damping control signal to control the controllable screw 910. Then, the processor 120 uses the second damping control signal to control the controllable motor 911 of the controllable screw 910, for example, to make the controllable motor 911 rotate clockwise or counterclockwise to pull the screw 912 in the controllable screw 910 to drive the piston reed 922 on the fluid valve 920 to increase the aperture 921. In this way, since the hole diameter 921 has been enlarged, the flow rate of the gas or shock absorber oil in the fluid chamber 930 will increase, which will reduce the damping of the shock absorber 900 (that is, reduce the shock absorption strength of the shock absorber 900). At this time, such an adjustment will be more conducive to the user riding the driving vehicle on a rugged road (because it is less likely to shake up and down and it is easier to step on the pedals of the driving vehicle).

In some embodiments, the motor vehicle further includes a speed change structure, which includes a front gear set, a rear gear set, a controllable front speed changer for adjusting the front gear position of the front gear set, and a controllable rear speed changer for adjusting the rear gear position of the rear gear set. In some embodiments, the front gear set and the rear gear set are connected by a transmission chain. In some embodiments, the speed change structure can be any type of speed change structure on the motor vehicle for speed change. In some embodiments, the processor 120 controls the controllable front speed changer and the controllable rear speed changer according to the movement information to adjust the front gear position of the front gear set and the rear gear position of the rear gear set. In other words, in addition to controlling the controllable screw 910 in the shock absorber 900 according to the movement information, the processor 120 also controls the controllable front transmission and the controllable rear transmission in the transmission structure according to the movement information to adjust the front gear position of the front gear set and the rear gear position of the rear gear set respectively. This will be explained in the following paragraphs and will not be further elaborated here.

It is worth noting that although the above steps are implemented by adjusting a single shock absorber, in actual application, the above steps can be applied to multiple shock absorbers (for example, front wheel shock absorbers and rear wheel shock absorbers) at the same time.

Through the above steps, the present disclosure further automatically adjusts the damping of the shock absorber 900 according to the moving direction after determining that the seat 210 of the driving vehicle moves upward or downward. Thereby, the present disclosure will achieve the effect of automatically and instantly adjusting the status of various components on the human-powered vehicle according to the rise or fall of the dropper tube.

Referring to FIG. 10 , FIG. 10 is a flow chart of steps S830′ to S840′ executed after step S820 in the component adjustment method for the driving vehicle of FIG. 8 in other embodiments of the present disclosure. As shown in FIG. 10 , in this embodiment, after the processor 120 executes step S820 of FIG. 8 , the processor 120 may also execute step S830′ when determining that the seat cushion 210 of the driving vehicle moves upward, and may execute step S840′ when determining that the seat cushion 210 of the driving vehicle moves downward. In step S830', the processor 120 transmits a first front gear control signal and a first rear gear control signal to the controllable front transmission and the controllable rear transmission respectively, wherein the first front gear control signal instructs the controllable front transmission to increase the front gear of the front gear set on the drive vehicle (i.e., adjust the position of the drive chain to the largest gear in the front gear set), and the first rear gear control signal instructs the controllable rear transmission to increase the rear gear of the rear gear set (i.e., adjust the position of the drive chain to the smallest gear in the front gear set). In other words, once the processor 120 determines that the movement information indicates that the seat 210 of the driving vehicle moves upward, the processor 120 generates a first front gear control signal for controlling the controllable front transmission to increase the front gear of the front gear set, and simultaneously generates a first rear gear control signal for controlling the controllable rear transmission to increase the rear gear of the rear gear set, and transmits it to the controllable rear transmission. In this way, the processor 120 can control the controllable front transmission to increase the front gear of the front gear set and control the controllable rear transmission to increase the rear gear of the rear gear set to adjust the gear of the transmission structure to a high gear (i.e., the first front gear control signal and the first rear gear control signal are used to trigger the increase of the front gear and the rear gear, respectively). In some embodiments, the controllable front transmission and the controllable rear transmission may be gear transmissions with controllable motors. In some embodiments, the processor 120 may connect the controllable front transmission and the controllable rear transmission in a wired manner (e.g., connected by a connection line) or a wireless method (e.g., connected by Bluetooth or Wi-Fi) to control the controllable motors in the controllable front transmission and the controllable rear transmission.

It is worth noting that when the user finds that the road surface is flat, the user usually moves the seat 210 of the driving vehicle upward. At this time, the processor 120 can control the controllable front transmission and the controllable rear transmission to adjust the gear of the transmission structure to a high gear in real time according to the movement information of the seat 210 of the driving vehicle. In this way, the user does not need to further manually increase the gear of the transmission structure, and the processor 120 does not need to further increase the gear of the transmission structure according to the detected slight vibration of the driving vehicle.

The following is an example of how to increase the front gear of the front gear set and the rear gear of the rear gear set. Referring to FIG. 11A , FIG. 11A is a schematic diagram of a speed change structure 1100 in some embodiments of the present disclosure. As shown in FIG. 11A , the shifting structure 1100 includes a front gear set 1110, a rear gear set 1120, a controllable front transmission 1130 for adjusting the front gear position of the front gear set 1110, and a controllable rear transmission 1140 for adjusting the rear gear position of the rear gear set 1120, wherein the front gear set 1110 is connected to the rear gear set 1120 via a transmission chain 1150 to drive the rear gear set 1120 to rotate, the front gear set 1110 is driven to rotate by the rotating shaft of the pedal of the driving vehicle, and the transmission chain 1150 is driven by the front gear set 1110 to drive the rear gear set 1120 to rotate.

When the processor 120 determines that the movement information indicates that the seat 210 of the driving vehicle moves upward, the processor 120 first generates a first front gear control signal for controlling the controllable front transmission 1130 to increase the front gear of the front gear set 1110, and then simultaneously generates a first rear gear control signal for controlling the controllable rear transmission 1140 to increase the rear gear of the rear gear set 1120. Next, the processor 120 uses the first front gear control signal to control the controllable motor of the controllable front transmission 1130 to push the transmission drive chain 1150 in the controllable front transmission 1130 to move to the largest gear 1111 in the front gear set 1110, and then uses the first rear gear control signal to control the controllable motor of the controllable rear transmission 1140 to push the transmission drive chain 1150 in the controllable rear transmission 1140 to move to the smallest gear 1121 in the rear gear set 1120. In this way, when the user steps on the pedal, the rotating shaft of the pedal will drive the largest gear 1111 in the front gear set 1110 to rotate, and the transmission chain 1150 will be driven by the front gear set 1110 to drive the smallest gear 1121 in the rear gear set 1120 to rotate, which will increase the gear of the gear change structure (i.e., adjust it to a high gear). At this time, such an adjustment will be more conducive to the user to sprint on the flat road section so that the user can step on the pedal more comfortably.

Returning to FIG. 10 , in step S840′, the processor 120 transmits a second front gear control signal and a second rear gear control signal to the controllable front transmission 1130 and the controllable rear transmission 1140, respectively, wherein the second front gear control signal instructs the controllable front transmission 1130 to lower the front gear of the front gear set (i.e., adjust the position of the drive chain 1150 to the smallest gear in the front gear set 1110), and the second rear gear control signal instructs the controllable rear transmission 1140 to lower the rear gear of the rear gear set 1120 (i.e., adjust the position of the drive chain 1150 to the largest gear in the front gear set 1110). In other words, once the processor 120 determines that the movement information indicates that the seat 210 of the driving vehicle moves downward, the processor 120 will generate a second front gear control signal for controlling the controllable front transmission 1130 to lower the front gear of the front gear set and transmit it to the controllable front transmission 1130, and at the same time generate a second rear gear control signal for controlling the controllable rear transmission 1140 to lower the rear gear of the rear gear set and transmit it to the controllable rear transmission 1140. Thereby, the processor 120 can control the controllable front transmission 1130 to lower the front gear of the front gear set 1110 and control the controllable rear transmission 1140 to lower the rear gear of the rear gear set 1120 to adjust the gear of the transmission structure to a low gear (i.e., using the second front gear control signal and the second rear gear control signal to trigger the reduction of the front gear and the rear gear respectively).

It is worth noting that when the user finds the road surface is rough, the user usually moves the seat 210 of the driving vehicle downward. At this time, the processor 120 can control the controllable front transmission and the controllable rear transmission to adjust the gear of the transmission structure to a low gear in real time according to the movement information of the seat 210 of the driving vehicle. In this way, the user does not need to further manually lower the gear of the transmission structure, and the processor 120 does not need to further lower the gear of the transmission structure according to the detected severe vibration of the driving vehicle.

The following is an actual example to illustrate how to reduce the front gear of the front gear set 1110 and the rear gear of the rear gear set 1120. Referring to FIG. 11B , FIG. 11B shows a schematic diagram of a speed change structure 1100 in other embodiments of the present disclosure. As shown in FIG. 11B , the speed change structure 1100 also has the same structure as the speed change structure 1100 in FIG. 11A . The difference between the two is that the speed change gear of the speed change structure 1100 in FIG. 11A is a high speed gear, while the speed change gear of the speed change structure 1100 in FIG. 11B is a low speed gear, so the rest of the same parts will not be further described.

When the processor 120 determines that the movement information indicates that the seat 210 of the driving vehicle moves downward, the processor 120 first generates a second front gear control signal for controlling the controllable front transmission 1130 to lower the front gear of the front gear set 1110, and then simultaneously generates a second rear gear control signal for controlling the controllable rear transmission 1140 to lower the rear gear of the rear gear set 1120. Next, the processor 120 uses the second front gear control signal to control the controllable motor of the controllable front transmission 1130 to push the transmission drive chain 1150 in the controllable front transmission 1130 to move to the smallest gear 1112 in the front gear set 1110, and then uses the second rear gear control signal to control the controllable motor of the controllable rear transmission 1140 to push the transmission drive chain 1150 in the controllable rear transmission 1140 to move to the largest gear 1122 in the rear gear set 1120. In this way, when the user steps on the pedal, the rotating shaft of the pedal will drive the smallest gear 1112 in the front gear set 1110 to rotate, and the transmission chain 1150 will be driven by the front gear set 1110 to drive the largest gear 1122 in the rear gear set 1120 to rotate, which will lower the gear position of the gear shifting structure (i.e., adjust to a low gear). At this time, such an adjustment will be more conducive to the user riding the motor vehicle on a rugged road to pedal more comfortably.

In some embodiments, the processor 120 further controls a controllable motor in a controllable handlebar on the driving vehicle according to the movement information to adjust the vertical height of the controllable handlebar. In some embodiments, the controllable handlebar is a handlebar of any type of driving vehicle with a controllable motor (e.g., a racing bicycle handlebar). In some embodiments, when the processor 120 determines that the movement information indicates that the seat 210 of the driving vehicle moves upward, the processor 120 controls the controllable motor to drive the controllable handlebar downward to increase the vertical height of the controllable handlebar. Thus, such adjustment will be more conducive to the user riding the driving vehicle for sprinting on a flat road. On the contrary, when the processor 120 determines that the movement information indicates that the seat 210 of the driving vehicle moves downward, the processor 120 controls the controllable motor to drive the controllable handlebar to move upward to increase the vertical height of the controllable handlebar. Thus, such adjustment will be more conducive to the user to adopt a more comfortable posture when riding the driving vehicle on a rugged road section.

Through the above steps, the present disclosure further automatically adjusts the front gear position of the front gear set 1110 and the rear gear position of the rear gear set 1120 according to the moving direction after determining that the seat cushion 210 of the driving vehicle moves upward or downward. Thereby, the present disclosure will also achieve the effect of automatically and instantly adjusting the status of various components on the human-powered vehicle according to the rise or fall of the dropper tube.

In summary, the component adjustment device for a motor vehicle proposed in the present disclosure automatically and instantly adjusts the damping of the shock absorber according to the moving direction of the seat. Thereby, the component adjustment device for a motor vehicle proposed in the present disclosure allows the user to ride the motor vehicle comfortably without feeling discomfort (for example, excessive vibration) in the face of different road conditions. In addition, the component adjustment device for a motor vehicle proposed in the present disclosure further adjusts the gear position of the transmission structure according to the moving direction of the seat. Thereby, the component adjustment device for a motor vehicle proposed in the present disclosure allows the user to step on the pedal more comfortably in the face of different road conditions. On the other hand, the component adjustment device for a motor vehicle proposed in the present disclosure also adjusts the height of the handlebar according to the moving direction of the seat. Thus, the component adjustment device for a human-powered vehicle disclosed in the present invention further allows the user to adopt a more comfortable posture when facing different road conditions. In this way, the status of various components on the human-powered vehicle can be automatically and instantly adjusted according to the raising or lowering of the dropper tube, without the need for human judgment and manual adjustment.

The above description is only a preferred specific example of the present disclosure, and does not limit the patent scope of the present disclosure. Therefore, all equivalent changes made by applying the contents of the present disclosure are also included in the scope of the present disclosure and are hereby stated.

100: Processing device for driving vehicle 110: Acceleration sensor 120: Processor 130: Valve controller 200: Lifting seat post 210: Seat cushion 220: Seat post 230: Seat post 240: Valve seat 250: Valve stem 260: Cam block 270: Drive shaft S310~S360, S320’~S340’, S340”, S810~S840, S830’~S840’: Steps s1~s2: Detection time period h1~h2: Maximum acceleration l1~l2: Minimum acceleration t1, t3: First time t2, t4: Second time ss1~ss12: sampling time period 900: shock absorber 910: controllable screw 911: controllable motor 912: screw 920: fluid valve 921: aperture 930: fluid chamber 1100: speed change structure 1110: front gear set 1111, 1122: largest gear 1112, 1121: smallest gear 1120: rear gear set 1130: front transmission 1140: rear transmission 1150: transmission chain

FIG. 1 is a block diagram of a processing device for a driving vehicle according to some embodiments of the present disclosure.

FIG. 2 is a schematic diagram of a dropper seat post of a driving vehicle according to some embodiments of the present disclosure.

FIG. 3 is a flow chart of a processing method for a driving vehicle in some embodiments of the present disclosure.

FIG. 4 is a schematic diagram showing a waveform of vertical acceleration in acceleration information of a seat cushion in some embodiments of the present disclosure.

FIG. 5 is a flow chart showing further steps included in the processing method for a driving vehicle in some other embodiments of the present disclosure.

FIG. 6 is a schematic diagram showing the waveform of the vertical acceleration in the acceleration information of the seat cushion in some other embodiments of the present disclosure.

FIG. 7 is a flow chart showing further steps included in the processing method for a driving vehicle in some other embodiments of the present disclosure.

FIG. 8 is a flow chart of a component adjustment method for a driving vehicle according to some embodiments of the present disclosure.

FIG. 9 is a schematic diagram of a shock absorber in some embodiments of the present disclosure.

FIG. 10 is a flow chart showing further steps included in a component adjustment method for a driving vehicle in some other embodiments of the present disclosure.

FIG. 11A is a schematic diagram of a speed change structure in some embodiments of the present disclosure.

FIG. 11B is a schematic diagram of a speed-changing structure in some other embodiments of the present disclosure.

S810~S840: Steps

Claims (5)

A component adjustment device for a driving vehicle is provided on a driving vehicle having a shock absorber, wherein the component adjustment device comprises: A memory configured to store movement information of a seat cushion on a driving vehicle in a detection time period, wherein the movement information indicates that the seat cushion of the driving vehicle moves upward or downward; and A processor connected to the memory and configured to perform the following steps: Receiving the movement information of the seat cushion in the detection time period from the memory; Determining whether the seat cushion of the driving vehicle moves upward or downward according to the movement information; When it is determined that the seat of the driving vehicle moves upward, a first damping control signal is transmitted to a controllable screw in the shock absorber on the driving vehicle, wherein the first damping control signal indicates that the controllable screw is controlled to reduce an aperture of a fluid valve in the shock absorber to increase the shock absorption strength of the shock absorber; and When it is determined that the seat of the driving vehicle moves downward, a second damping control signal is transmitted to the controllable screw in the shock absorber on the driving vehicle, wherein the second damping control signal indicates that the controllable screw is controlled to increase the aperture of the fluid valve in the shock absorber to reduce the shock absorption strength of the shock absorber. A component adjustment device for a motor vehicle as described in claim 1, wherein the motor vehicle further includes a transmission structure, the transmission structure including a front gear set, a rear gear set, a controllable front transmission for adjusting a front gear position of the front gear set, and a controllable rear transmission for adjusting a rear gear position of the rear gear set, wherein the processor is further configured to perform the following steps: Control the controllable front transmission and the controllable rear transmission according to the movement information to adjust the front gear position of the front gear set and the rear gear position of the rear gear set. As described in claim 2, the component adjustment device for a driving vehicle, wherein in the step of controlling the controllable front transmission and the controllable rear transmission according to the movement information to adjust the front gear of the front gear set and the rear gear of the rear gear set, the processor is configured to perform the following steps: When it is determined that the seat of the driving vehicle moves upward, a first front gear control signal and a first rear gear control signal are respectively transmitted to the controllable front transmission and the controllable rear transmission, wherein the first front gear control signal indicates that the controllable front transmission is controlled to increase the front gear of the front gear set on the driving vehicle, and the first rear gear control signal indicates that the controllable rear transmission is controlled to increase the rear gear of the rear gear set; and When it is determined that the seat of the driving vehicle moves downward, a second front gear control signal and a second rear gear control signal are transmitted to the controllable front transmission and the controllable rear transmission respectively, wherein the second front gear control signal indicates that the controllable front transmission is controlled to lower the front gear of the front gear set, and the second rear gear control signal indicates that the controllable rear transmission is controlled to lower the rear gear of the rear gear set. As described in claim 1, the component adjustment device for a driving vehicle further includes a controllable faucet, and the processor is further configured to perform the following steps: Control the controllable faucet on the driving vehicle according to the movement information to adjust a vertical height of the controllable faucet. As described in claim 1, a component adjustment device for a driving vehicle, wherein a piston reed is arranged on the fluid valve, wherein the fluid valve is arranged on the end of a screw in the controllable screw and is used to adjust the aperture, wherein the controllable screw includes a controllable motor and a screw, wherein in the step of transmitting the first damping control signal to the controllable screw in the shock absorber on the driving vehicle, the processor is configured to perform the following steps: using the first damping control signal to control the controllable motor in the controllable screw so that the controllable motor rotates to push the screw in the controllable screw to drive the piston reed on the fluid valve to reduce the aperture, In the step of transmitting the second damping control signal to the controllable screw in the shock absorber on the driving vehicle, the processor is configured to perform the following steps: Using the second damping control signal to control the controllable motor in the controllable screw to rotate the controllable motor to pull the screw in the controllable screw to drive the piston reed on the fluid valve to increase the aperture.

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