Electronic clutch control mechanism for a motorcycle engine

Abstract

The application provides an electronic clutch control mechanism of a motorcycle engine and belongs to the technical field of motorcycle engines. The mechanism solves the problem of short service life of the existing clutch control device due to the lack of lubrication. The engine comprises a box body and a box cover fixed to the box body, the box body is provided with a clutch, the clutch comprises a pull rod axially arranged, the bottom of the box body is provided with an oil collecting cavity, the box cover is provided with an outwardly protruding mounting portion, the mounting portion is provided with a containing cavity, the containing cavity is communicated with the oil collecting cavity, the control mechanism comprises a driver fixed to the outside of the box cover, a driving shaft and a rotating rod which are axially positioned and circumferentially rotatable and arranged in the containing cavity, the rotating rod is connected with the pull rod, the driver drives the rotating rod to rotate through the driving shaft, the pull rod is pulled to extend along the axial direction of the clutch when the rotating rod rotates in the forward direction, and the pull rod is axially retracted under the action of a self-resetting spring of the clutch when the rotating rod rotates in the reverse direction. The electronic clutch control mechanism has the advantages of good lubrication effect and long service life.

Description

Technical Field

[0001] This invention belongs to the field of motorcycle engine technology and relates to an electronic clutch control mechanism for a motorcycle engine. Background Technology

[0002] Traditional motorcycle clutches are primarily manual clutches. Manual clutches involve pulling and releasing the clutch cable using a clutch operating lever located on the handlebars to engage and disengage the clutch. However, this method results in a relatively long cable that needs to be bent multiple times along a path adapted to the motorcycle's dimensions. This makes the cable prone to wear and breakage during operation, leading to incomplete clutch engagement or disengagement, and even clutch damage.

[0003] To address the aforementioned problems, various improvements have been made, and some have even been patented. For example, Chinese patent literature discloses a motorcycle clutch control device [Application No.: 200620030196.X; Authorization Announcement No.: CN2876427Y], which mainly consists of a reduction actuator motor and a cam assembly. The cam assembly consists of a camshaft, a cam fixed on the camshaft, and a cam push rod. The cam push rod is located at the corresponding position of the cam and contacts the cam. The cam push rod contacts the clutch push rod through the engine housing. A sensing element is provided on the cam push rod, and a displacement sensor is provided at the corresponding position of the sensing element. The displacement sensor, the reduction actuator motor, and the microelectronic control system are connected.

[0004] This type of control device, in conjunction with a microcomputer control system, achieves intelligent control of the motorcycle clutch. However, in this type of control device, the clutch is located inside the engine housing, while the camshaft, return spring, cam push rod, and cam are all located outside the engine housing. The lubricating oil in the engine housing cannot flow to these components, failing to lubricate them. This results in severe wear and tear on these components during use, making them prone to damage and reducing their service life. Summary of the Invention

[0005] The purpose of this invention is to address the aforementioned problems in the prior art by proposing an electronic clutch control mechanism for a motorcycle engine. The technical problem solved is how to improve the lubrication effect of the control mechanism and extend its service life.

[0006] The objective of this invention can be achieved through the following technical solution: an electronic clutch control mechanism for a motorcycle engine, the engine including a housing and a cover fixedly connected to the housing, the housing containing a clutch, the clutch including an axially extending pull rod, characterized in that the bottom of the housing has an oil collecting chamber, the cover has an outwardly protruding mounting portion, the mounting portion having a receiving cavity, the receiving cavity communicating with the oil collecting chamber, the control mechanism including a driver fixedly connected to the cover, a drive shaft axially positioned and circumferentially rotatable in the receiving cavity, and a rotating rod, the rotating rod being connected to the pull rod, the driver driving the rotating rod to rotate via the drive shaft, the rotating rod pulling the pull rod to extend axially along the clutch when rotating clockwise, the pull rod retracting axially under the action of the clutch's own return spring when rotating counterclockwise.

[0007] The cover is fixed to the housing, which has an oil collection chamber at the bottom. Located below the clutch, this chamber contains an oil pump and lubricating oil. During engine operation, the lubricating oil flows through the engine's oil passages with the pump, simultaneously generating oil mist in the internal cavity of the housing. The drive shaft and rotating rod are both mounted in a receiving cavity connected to the oil collection chamber. This allows lubricating oil and oil mist to enter the receiving cavity from the oil collection chamber, lubricating the drive shaft and rotating rod. The rotating rod is connected to a connecting rod, which is located above the oil collection chamber, ensuring that the connection between the rotating rod and the connecting rod is also lubricated. This improves the lubrication of the control mechanism and extends its service life. When shifting gears, the drive unit drives the rotating rod to rotate forward via the drive shaft. This forward rotation pulls the connecting rod along the clutch axis, shifting the gear. Conversely, the drive unit drives the rotating rod to rotate backward via the drive shaft. The clutch itself has a return spring, which retracts the connecting rod axially to its original position, completing the gear shift. The drive is automatically controlled by the control system, thereby realizing automatic gear shifting of the clutch and improving shifting efficiency. At the same time, the control mechanism is integrated into the cover, occupying little space.

[0008] In the aforementioned electronic clutch control mechanism for a motorcycle engine, the cover and the mounting part are an integral structure, formed by casting. The cover is relatively small in size and has a simple structure. Integrating the mounting part and the cover into one piece only requires minor modifications to the casting mold of the cover, making the cover and the mounting part easy to manufacture.

[0009] In the aforementioned electronic clutch control mechanism for a motorcycle engine, the receiving cavity penetrates the inner wall of the cover, connecting the receiving cavity to the oil collecting cavity. This structure maximizes the area of ​​communication between the receiving cavity and the oil collecting cavity, allowing lubricating oil in the oil collecting cavity to better enter the receiving cavity, further improving the lubrication effect of the control mechanism and extending its service life.

[0010] In the aforementioned electronic clutch control mechanism for a motorcycle engine, the drive shaft is connected to a rotating rod via a gear transmission structure, which is located vertically at the bottom of the receiving cavity. This structure allows for better lubrication of the gear transmission structure, thereby extending the service life of the control mechanism.

[0011] In the aforementioned electronic clutch control mechanism for a motorcycle engine, the rotating rod is arranged radially along the clutch and obliquely upwards. The rotating rod is perpendicular to the pull rod and parallel to the drive shaft. This structure makes efficient use of space, resulting in the most rational arrangement of the rotating rod, drive shaft, and pull rod.

[0012] In the aforementioned electronic clutch control mechanism for a motorcycle engine, the outer end of the pull rod has a protruding snap-fit ​​connector, and the rotating rod has a recessed snap-fit ​​groove. When the cover is fixed to the housing, the snap-fit ​​connector is embedded in the snap-fit ​​groove, connecting the rotating rod and the pull rod. During installation, the snap-fit ​​connector is inserted into the snap-fit ​​groove, at which point the cover is against the housing and in the designated installation position. This structure allows for one-step connection between the pull rod and the rotating rod, as well as between the cover and the housing, making installation convenient.

[0013] In the aforementioned electronic clutch control mechanism for a motorcycle engine, the outer end of the pull rod has an annular recessed clearance groove, and the outer end of the pull rod naturally forms a protruding locking connector relative to the clearance groove. This structure ensures that the outer diameter of the locking connector matches the outer diameter of the pull rod, making the locking connector relatively small and not occupying too much space. This allows for better connection between the pull rod and the rotating rod, enabling the rotating rod to better drive the pull rod to move, and preventing contact with other components during movement.

[0014] In the aforementioned electronic clutch control mechanism for a motorcycle engine, the engagement slot includes a first engagement slot arranged axially along the rotating rod and a second engagement slot arranged radially along the rotating rod. One end of the second engagement slot is connected to the middle of the second engagement slot, and the other end of the second engagement slot passes through the rotating rod. The engagement connector is embedded in the first engagement slot, and the side walls of the second engagement slot are embedded in the clearance slot. This structure improves the connection between the engagement connector and the engagement slot, resulting in a tighter fit between the pull rod and the rotating rod.

[0015] In the aforementioned electronic clutch control mechanism for a motorcycle engine, a position sensor is mounted on the rotating rod, located outside the cover. The position sensor can directly detect the rotation angle of the rotating rod, improving detection accuracy and thus control precision.

[0016] In the aforementioned electronic clutch control mechanism for a motorcycle engine, the motorcycle includes a frame, with the housing and cover fixedly connected to the bottom of the frame. A brake pedal is also provided at the bottom of the frame. An observation port is provided on the housing, and the mounting portion is located between the brake pedal and the observation port. This structure makes efficient use of space, ensuring that the protruding mounting portion does not interfere with the driver's operation and does not affect the installation of other motorcycle components.

[0017] Compared with the prior art, the electronic clutch control mechanism for a motorcycle engine provided by the present invention has the following advantages:

[0018] 1. The drive shaft, rotating rod, and gear transmission structure of this control mechanism are all installed in the receiving cavity. The lubricating oil in the oil collecting cavity can enter the receiving cavity to lubricate the drive shaft, rotating rod, and gear transmission structure, thereby improving the lubrication effect of the control mechanism and extending its service life.

[0019] 2. The driver, drive shaft and rotating rod of this control mechanism are integrated on the cover first. The pull rod and rotating rod are connected by a convex-concave interlocking structure. The connection of the pull rod and rotating rod and the connection of the cover and the box body are completed in one step, which is convenient for installation. Attached Figure Description

[0020] Figure 1 This is a diagram showing the location of the engine and frame of this motorcycle.

[0021] Figure 2 This is a schematic diagram of the overall structure of the electronic clutch control mechanism.

[0022] Figure 3 This is a schematic diagram of the integrated electronic clutch control mechanism and the case cover.

[0023] Figure 4 This is a schematic diagram showing the connection between the pull rod and the rotating rod of the electronic clutch control mechanism.

[0024] In the diagram, 1. Housing; 2. Cover; 3. Clutch; 31. Pull rod; 311. Snap-fit ​​connector; 312. Clearance groove; 4. Oil collection chamber; 5. Mounting part; 6. Receiving cavity; 7. Driver; 8. Drive shaft; 9. Rotating rod; 91. Snap-fit ​​groove; 911. First snap-fit ​​groove; 912. Second snap-fit ​​groove; 10. Gear transmission structure; 11. Position sensor; 12. Frame; 13. Brake pedal; 14. Observation port. Detailed Implementation

[0025] The following are specific embodiments of the present invention, which are described in conjunction with the accompanying drawings. However, the present invention is not limited to these embodiments.

[0026] like Figure 1 , Figure 2 , Figure 3 As shown, the motorcycle includes a frame 12, an engine, a brake pedal 13, a control mechanism, and a clutch 3. The engine includes a housing 1 and a cover 2 fixed to the housing 1. The control mechanism includes a driver 7, a drive shaft 8, a rotating rod 9, a gear transmission structure 10, and a position sensor 11. The control mechanism is integrated with the cover 2.

[0027] The engine and brake pedal 13 are both located at the bottom of the frame 12. The outer side wall of the box cover 2 has an outwardly protruding mounting part 5. The box cover 2 and the mounting part 5 are an integral structure. The box cover 2 and the mounting part 5 are integrally formed by casting. The box body 1 has an observation port 14. The mounting part 5 is located between the brake pedal 13 and the observation port 14.

[0028] The clutch 3 is installed in the housing 1. The bottom of the housing 1 has an oil collecting chamber 4. The clutch 3 is located above the oil collecting chamber 4. The clutch 3 includes an axially extending pull rod 31. The mounting part 5 has a receiving cavity 6. The receiving cavity 6 penetrates the inner wall of the housing cover 2 so that the receiving cavity 6 is connected to the oil collecting chamber 4.

[0029] The driver 7 is fixed to the outside of the cover 2. The drive shaft 8 and the rotating rod 9 are axially positioned and circumferentially rotatable in the receiving cavity 6. Bearings are provided between the drive shaft 8 and the rotating rod 9 and the cover 2. The drive shaft 8 is connected to the rotating rod 9 through the gear transmission structure 10. The rotating rod 9 is connected to the pull rod 31. The rotating rod 9 is arranged radially along the clutch 3 and is obliquely upward. The rotating rod 9 and the pull rod 31 are perpendicular to each other. The rotating rod 9 and the drive shaft 8 are arranged parallel to each other.

[0030] Specifically, the gear transmission structure 10 is located vertically at the bottom of the receiving cavity 6. The gear transmission structure 10 includes a circular gear fixed to the drive shaft 8 and a sector gear fixed to the rotating rod 9, and the circular gear and the sector gear mesh with each other. Figure 4 As shown, the outer end of the pull rod 31 has an annular recessed clearance groove 312, and the outer end of the pull rod 31 naturally forms a protruding snap-fit ​​connector 311 relative to the clearance groove 312. The rotating rod 9 has a recessed snap-fit ​​groove 91, which includes a first snap-fit ​​groove 911 arranged along the axial direction of the rotating rod 9 and a second snap-fit ​​groove 912 arranged radially along the rotating rod 9. One end of the second snap-fit ​​groove 912 is connected to the middle of the second snap-fit ​​groove 912, and the other end of the second snap-fit ​​groove 912 passes through the rotating rod 9. The snap-fit ​​connector 311 is embedded in the first snap-fit ​​groove 911, and the groove walls on both sides of the second snap-fit ​​groove 912 are embedded in the clearance groove 312. When the box cover 2 is fixed to the box body 1, the snap-fit ​​connector 311 is embedded in the snap-fit ​​groove 91 to connect the rotating rod 9 and the pull rod 31. The position sensor 11 is fixed to the rotating rod 9 and is located outside the box cover 2.

[0031] When a gear shift is required, the driver 7 drives the rotating rod 9 to rotate forward through the drive shaft 8 and the gear transmission structure 10. The forward rotation of the rotating rod 9 pulls the lever 31 to extend along the axial direction of the clutch 3, and the motorcycle shifts gears. The driver 7 drives the rotating rod 9 to rotate in the reverse direction through the drive shaft 8. Under the action of its own return spring, the lever 31 retracts axially to return to its original position, completing the gear shift.

[0032] The specific embodiments described herein are merely illustrative of the spirit of the invention. Those skilled in the art to which this invention pertains may make various modifications or additions to the described specific embodiments or use similar methods to substitute them, without departing from the spirit of the invention or exceeding the scope defined by the appended claims.

[0033] Although this document frequently uses terms such as housing 1, housing cover 2, clutch 3, pull rod 31, snap-fit ​​connector 311, clearance groove 312, oil collection chamber 4, mounting part 5, receiving cavity 6, driver 7, drive shaft 8, rotating rod 9, snap-fit ​​groove 91, first snap-fit ​​groove 911, second snap-fit ​​groove 912, gear transmission structure 10, position sensor 11, frame 12, brake pedal 13, and observation port 14, the possibility of using other terms is not excluded. The use of these terms is merely for the convenience of describing and explaining the essence of the invention; interpreting them as any additional limitation would contradict the spirit of the invention.

Claims

1. An electronic clutch control mechanism for a motorcycle engine, the engine comprising a housing (1) and a cover (2) fixedly connected to the housing (1), wherein a clutch (3) is provided in the housing (1), the clutch (3) comprising an axially extending pull rod (31), characterized in that, The bottom of the housing (1) has an oil collection chamber (4), and the housing cover (2) has an outwardly protruding mounting part (5). The mounting part (5) has a receiving cavity (6), which is connected to the oil collection chamber (4). The control mechanism includes a driver (7) fixed to the outside of the housing cover (2), a drive shaft (8) axially positioned and circumferentially rotatable in the receiving cavity (6), and a rotating rod (9). The rotating rod (9) is connected to a pull rod (31). The driver (7) drives the rotating rod (9) to rotate through the drive shaft (8). When the rotating rod (9) rotates clockwise, it pulls the pull rod (31). 1) Extends along the axial direction of the clutch (3). When the rotating rod (9) reverses, the pull rod (31) retracts axially under the action of the clutch (3)'s own return spring. The drive shaft (8) is connected to the rotating rod (9) through a gear transmission structure (10). The gear transmission structure (10) is located at the bottom of the receiving cavity (6) in the vertical direction. The rotating rod (9) is arranged radially along the clutch (3) and is arranged obliquely upward. The rotating rod (9) and the pull rod (31) are perpendicular to each other. The rotating rod (9) and the drive shaft (8) are arranged parallel to each other. The driver (7) is a drive motor.

2. The electronic clutch control mechanism for a motorcycle engine according to claim 1, characterized in that, The box cover (2) and the mounting part (5) are an integral structure, and the box cover (2) and the mounting part (5) are integrally formed by casting.

3. The electronic clutch control mechanism for a motorcycle engine according to claim 1, characterized in that, The receiving cavity (6) penetrates the inner wall of the box cover (2) so that the receiving cavity (6) is connected to the oil collecting cavity (4).

4. An electronic clutch control mechanism for a motorcycle engine according to claim 1, 2, or 3, characterized in that, The outer end of the pull rod (31) has a protruding snap connector (311), and the rotating rod (9) has a recessed snap groove (91). When the box cover (2) is fixed to the box body (1), the snap connector (311) is embedded in the snap groove (91) to connect the rotating rod (9) and the pull rod (31).

5. The electronic clutch control mechanism for a motorcycle engine according to claim 4, characterized in that, The outer end of the pull rod (31) has an annular recessed relief groove (312), and the outer end of the pull rod (31) naturally forms a protruding snap joint (311) relative to the relief groove (312).

6. The electronic clutch control mechanism for a motorcycle engine according to claim 5, characterized in that, The snap-fit ​​groove (91) includes a first snap-fit ​​groove (911) arranged axially along the rotating rod (9) and a second snap-fit ​​groove (912) arranged radially along the rotating rod (9). One end of the second snap-fit ​​groove (912) is connected to the middle of the second snap-fit ​​groove (912), and the other end of the second snap-fit ​​groove (912) passes through the rotating rod (9). The snap-fit ​​connector (311) is embedded in the first snap-fit ​​groove (911), and the groove walls on both sides of the second snap-fit ​​groove (912) are embedded in the clearance groove (312).

7. An electronic clutch control mechanism for a motorcycle engine according to claim 1, 2, or 3, characterized in that, The rotating rod (9) is equipped with a position sensor (11), which is located outside the box cover (2).

8. An electronic clutch control mechanism for a motorcycle engine according to claim 1, 2, or 3, characterized in that, The motorcycle includes a frame (12), the box (1) and the box cover (2) are fixed to the bottom of the frame (12), the bottom of the frame (12) is also provided with a brake pedal (13), the box (1) has an observation port (14), and the mounting part (5) is located between the brake pedal (13) and the observation port (14).

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