A motorcycle

Abstract

The present application relates to the field of vehicle technology, and in particular to a motorcycle, including a shift mechanism, which includes a shift drum assembly, a gear position sensor, a shift assembly, an angle sensor, and an electronic control unit. The gear position sensor is installed in alignment with the shift drum assembly, the shift assembly is transmission-connected to the shift drum assembly, the angle sensor is installed on the shift assembly, and the electronic control unit is electrically connected to the gear position sensor and the angle sensor. The shift drum assembly is in contact with the engine, and the engine is electrically connected to the electronic control unit. The motorcycle of the present application can achieve fast shifting without operating the clutch, and the shifting is intelligent, and the operation is simple and convenient.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a motorcycle. Background Art

[0002] The power transmission path of a motorcycle engine generally follows the following sequence: crankshaft → clutch → mainshaft → output shaft → output sprocket. The output sprocket and output shaft are coaxial, and the clutch and mainshaft are coaxial. The clutch disengages or engages to control the disconnection and output of power. During vehicle operation, the corresponding gear on the mainshaft and the corresponding gear on the output shaft mesh. To ensure smooth gear changes, the clutch lever must be depressed to disengage the clutch from the mainshaft, disconnecting power transmission. The shift lever then rotates, driving the shift drum assembly. The drum assembly drives the shift fork, disengaging the currently engaged gear and engaging the gear to be shifted to the next gear. The clutch lever is then released, engaging the clutch and resuming power transmission. Shifting gears in existing motorcycle engines requires depressing the clutch lever in advance, thereby disconnecting power transmission. This makes synchronizing clutch lever operation with gear changes difficult for less skilled drivers, easily leading to engine stall. Summary of the Invention

[0003] The purpose of this application is to provide a motorcycle that is easy to shift gears.

[0004] To achieve the above technical objectives, the present application provides a motorcycle, comprising:

[0005] Frame; body covering, at least partially arranged on the frame; suspension assembly, at least partially connected to the frame; running assembly, connected to the frame through the suspension assembly; power assembly, for driving the running assembly; the motorcycle also includes: an engine, at least partially arranged on the frame; a shift mechanism, the shift mechanism includes a shift drum assembly, a gear position sensor, a shift assembly, an angle sensor and an electronic control unit, the gear position sensor is installed in alignment with the shift drum assembly, the shift assembly is transmission-connected to the shift drum assembly, the angle sensor is installed on the shift assembly, and the electronic control unit is electrically connected to the gear position sensor and the angle sensor; the engine is electrically connected to the electronic control unit; when the shift assembly rotates to a first angle, the angle sensor transmits a first angle signal to the electronic control unit, and the electronic control unit determines the shift intention; the shift assembly continues to rotate to a second angle, the angle sensor transmits a second angle signal to the electronic control unit, and the electronic control unit determines the shift gear; at the same time, the shift assembly drives the shift drum assembly to rotate to the shift position, and the gear position sensor senses that the shift is completed.

[0006] In a possible design, the second angle is greater than the first angle; the first angle is greater than or equal to 0.1° and less than or equal to 3°.

[0007] In a possible design, the first angle is greater than or equal to 0.3° and less than or equal to 2°.

[0008] In a possible design, the first angle is greater than or equal to 0.5° and less than or equal to 1°.

[0009] In one possible design, the engine includes: a main shaft, on which a first gear of different gears is mounted; an output shaft, on which a second gear of different gears is mounted; the first gear gear is meshed with the second gear gear; and the output shaft is in contact with the gear shift drum assembly.

[0010] In one possible design, the engine includes: a clutch mounted on one end of a main shaft; a hydraulic actuator connected to the clutch; and the hydraulic actuator is electrically connected to an electronic control unit.

[0011] In one possible design, the shift assembly includes: a shift shaft cover having a mounting hole formed on the shift shaft cover; a receiving space formed on the shift shaft cover; a gear position sensor mounted on the shift shaft cover via a first mounting seat; a shift shaft at least partially disposed within the receiving space; an angle sensor mounted on the shift shaft via a second mounting seat; a pedal rod connected to one end of the shift shaft; a shift dog connected to the end of the shift shaft facing away from the pedal rod; and the shift dog connected to the shift drum assembly.

[0012] In a possible design, it also includes: a first speed sensor installed on the main shaft; the first speed sensor is electrically connected to the electronic control unit; a main shaft speed signal tooth is installed on the main shaft; and the main shaft speed signal tooth is aligned with the first speed sensor.

[0013] In a possible design, it also includes: a second speed sensor installed on the output shaft; the second speed sensor is electrically connected to the electronic control unit; an output shaft speed signal tooth is installed on the output shaft, and the output shaft speed signal tooth is aligned with the second speed sensor.

[0014] In one possible design, the shift drum assembly contacts the second gear through a shift fork.

[0015] Beneficial effects of this application:

[0016] The present application discloses a motorcycle which can realize fast gear shifting without operating a clutch, has intelligent gear shifting, and is easy and convenient to operate.

[0017] It should be understood that the foregoing general description and the following detailed description are merely illustrative and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 A schematic diagram of the three-dimensional structure of a motorcycle provided in this application;

[0019] Figure 2A schematic diagram of a partial structure of an engine provided in this application;

[0020] Figure 3 An exploded view of the clutch and main shaft of an engine provided by this application;

[0021] Figure 4 This is a structural diagram of the throttle valve in the closed state in the embodiment of the present application;

[0022] Figure 5 This is a structural diagram of the throttle valve in an embodiment of the present application when it is open;

[0023] Figure 6 This is a schematic diagram of the three-dimensional structure of a shift mechanism and an engine structure provided by the present application at a first angle;

[0024] Figure 7 This is a three-dimensional exploded view of the shift mechanism and engine structure provided by the present application;

[0025] Figure 8 A structural cross-sectional view of a shift mechanism and an engine structure provided by the present application;

[0026] Figure 9 This is a schematic diagram of the three-dimensional structure of a shift mechanism and an engine structure provided by the present application at a second angle;

[0027] Figure 10 This is a schematic diagram of the three-dimensional structure of a shift mechanism and an engine structure provided by the present application at a third angle;

[0028] Figure 11 This is a control principle diagram of the electronic control unit, the first speed sensor, the second speed sensor, the gear position sensor, the angle sensor and the hydraulic actuator in the embodiment of the present application.

[0029] Reference numerals:

[0030] 100-Motorcycle;

[0031] 1-body;

[0032] 2-wheels;

[0033] 3-Handlebars;

[0034] 4-Engine;

[0035] 41-spindle;

[0036] 410-Oil channel;

[0037] 411-spindle speed signal tooth;

[0038] 412-first gear;

[0039] 42-clutch;

[0040] 420-center hole;

[0041] 421- friction plate assembly;

[0042] 422-Steel sheet;

[0043] 423-center sleeve;

[0044] 424-compression spring;

[0045] 425-pressing mechanism;

[0046] 4251-pressure plate;

[0047] 4252-pressure plate;

[0048] 426-tie rod;

[0049] 427-housing assembly;

[0050] 4271-clutch transmission gear;

[0051] 43-throttle valve;

[0052] 431-valve seat;

[0053] 4310-channel;

[0054] 4310a-first channel;

[0055] 4310b-Second channel;

[0056] 4310c-step surface;

[0057] 432-plug;

[0058] 4320-through hole;

[0059] 433-first spring;

[0060] 434-First Steel Ball;

[0061] 435- oil inlet;

[0062] 436-oil outlet;

[0063] 44-Hydraulic actuator;

[0064] 441-Hydraulic pump;

[0065] 442-second spring;

[0066] 443-sleeve;

[0067] 444-second steel ball;

[0068] 45-output shaft;

[0069] 451-output shaft speed signal tooth;

[0070] 452-second gear;

[0071] 46-crankshaft;

[0072] 461-crankshaft drive gear;

[0073] 47-output sprocket;

[0074] 5-shift drum assembly;

[0075] 6-gear position sensor;

[0076] 7- Gear shift assembly;

[0077] 71-shift shaft;

[0078] 72-shift shaft cover;

[0079] 720-mounting hole;

[0080] 73-Foot pedal;

[0081] 74-first mounting seat;

[0082] 75-second mounting seat;

[0083] 76-shift paw;

[0084] 8-angle sensor;

[0085] 9- first speed sensor;

[0086] 10- Second speed sensor;

[0087] 11-Shift fork;

[0088] 12-Electronic control unit.

[0089] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application. DETAILED DESCRIPTION

[0090] In order to better understand the technical solution of the present application, the embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0091] It should be clear that the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0092] The terms used in the embodiments of the present application are for the purpose of describing specific embodiments only and are not intended to limit the present application. The singular forms "a", "an", "the" and "the" used in the embodiments of the present application and the appended claims are also intended to include plural forms unless the context clearly indicates otherwise.

[0093] It should be understood that the term "and / or" as used herein is merely a description of the relationship between associated objects, indicating that three possible relationships exist. For example, "A and / or B" can represent: A exists alone, A and B exist simultaneously, or B exists alone. Furthermore, the character " / " in this document generally indicates that the associated objects are in an "or" relationship.

[0094] It should be noted that the directional words such as "upper", "lower", "left", and "right" described in the embodiments of the present application are described based on the angles shown in the accompanying drawings and should not be understood as limiting the embodiments of the present application. In addition, in the context, it should be understood that when it is mentioned that an element is connected to another element "on" or "under", it can not only be directly connected to the other element "on" or "under", but also be indirectly connected to the other element "on" or "under" through an intermediate element.

[0095] The embodiment of the present application provides a motorcycle, such as Figure 1 As shown, the motorcycle 100 includes a frame 1, a body panel, a suspension assembly, a running assembly, an engine 4, and a shift mechanism. The body panel is at least partially mounted on the frame 1, the suspension assembly is at least partially connected to the frame, the running assembly is connected to the frame via the suspension assembly, and the power assembly is used to drive the running assembly. The engine 4 is at least partially mounted on the frame 1 and provides the power source for the motorcycle. The shift mechanism, connected to the engine 4, is a key component of the motorcycle's power transmission, enabling the motorcycle to switch between different gears and ensuring the motorcycle can start, shift, and stop.

[0096] The present application provides an engine 4 for use in vehicles such as motorcycles and electric vehicles. This engine 4 effectively controls the amount of oil supplied by the main shaft to the clutch, thereby preventing incomplete clutch disengagement and improving the vehicle's drivability. A motorcycle using this engine 4 does not require a clutch lever; instead, gear changes can be achieved by simply shifting the shift lever of the shift mechanism. This allows users to achieve fast and smooth gear changes with a single foot movement, making operation simple.

[0097] like Figure 2 and Figure 3 As shown, the engine 4 includes a main shaft 41, a clutch 42 and a throttle valve 43. The main shaft 41 is provided with an oil passage 410 passing through the main shaft 41. The clutch 42 is mounted at one end of the main shaft 41. The throttle valve 43 is mounted in the oil passage 410.

[0098] The main shaft 41 is a shaft through which the engine 4 receives power and transmits the power to other parts.

[0099] The throttle valve 43 is a valve that controls the flow of fluid by changing the throttle section or throttle length.

[0100] By arranging a throttle valve 43 in the oil channel of the main shaft 41, on the one hand, the purpose of cooling and lubricating the clutch 42 is achieved, and on the other hand, the amount of oil entering the clutch 42 from the oil channel 410 can be effectively controlled, thereby preventing the problem of incomplete separation of the clutch 42 due to excessive amount of oil entering the clutch 42, avoiding the problem of residual torque, and thus improving the driving performance of the vehicle.

[0101] As an implementation method, the throttle valve 43 and the inner wall of the oil passage 410 are interference fit.

[0102] Interference fit uses the elasticity of the material to expand and deform the hole so that it can be put on the shaft. When the hole is restored, it generates a tightening force on the shaft, connecting the two parts.

[0103] By connecting the throttle valve 43 to the inner wall of the oil passage 410 by interference fit, the throttle valve 43 can be more stably installed in the oil passage 410, thereby ensuring the normal use of the throttle valve 43.

[0104] As a way to implement Figure 1 As shown, the throttle valve 43 is arranged at one end of the oil passage close to the clutch 42.

[0105] By arranging the throttle valve 43 at one end of the oil passage close to the clutch 42, the distance traveled by the oil into the clutch 42 is shortened while ensuring that the amount of oil flowing into the clutch 42 is controllable, so that the oil can enter the clutch 42 in the shortest time, thereby achieving the purpose of cooling the clutch 42 without affecting the separation of the clutch 42.

[0106] As a possible implementation, Figure 4 and Figure 5As shown, the throttle valve 43 includes a valve seat 431, a plug 432, a first spring 433, and a first steel ball 434. A channel 4310 is provided in the valve seat 431. One end of the channel 4310 is provided with an oil inlet 435, and the other end is provided with an oil outlet 436. The plug 432 is installed in the channel 4310. A through hole 4320 is provided inside the plug 432 and communicates with the channel 4310. One end of the first spring 433 is fixedly installed in the channel 4310. The first steel ball 434 is connected to the end of the first spring 433 near the plug 432. The first steel ball 434 can move along the axis of the channel 4310 and cooperate with the plug 432 to realize the opening and closing of the throttle valve 43 and the adjustment of the flow rate.

[0107] The throttle valve 43 can be installed in the oil passage 410 by connecting the valve seat 431 with the inner wall of the oil passage 410. The valve seat 431 is provided with a channel 4310 for oil circulation. The oil from the oil passage 410 enters the throttle valve 43 through the oil inlet 435 and flows out of the throttle valve 43 through the oil outlet 436. When the engine 4 rotates slowly (the speed is less than 1300 r / min), the oil pressure of the engine 4 is less than 0.1 MPa. The oil enters the oil inlet 435 of the throttle valve 43 through the oil passage 410 of the main shaft 41. Under the elastic force of the first spring 433, the oil pressure is insufficient to push the first steel ball 434 open. Figure 4 As shown, the first steel ball 434 abuts against the plug 432, the through hole 4320 of the plug 432 is blocked, the throttle valve 43 is in a closed state, and oil cannot enter the clutch 42. When the engine 4 rotates rapidly (the speed is greater than or equal to 1300r / min), the oil pressure of the engine 4 is greater than 0.1MPa, and the oil enters the oil inlet 435 of the throttle valve through the oil channel 410 of the main shaft 41. The oil pressure is sufficient to push the first steel ball 434 away, so that the first steel ball 434 is separated from the plug 432. Figure 5 As shown, the through hole 4320 of the plug 432 is opened, and oil flows along the through hole 4320 into the channel 4310, and finally enters the clutch 42 through the oil outlet 436. As the speed of the engine 4 increases, the oil pressure also increases, thereby increasing the force pushing the first steel ball 434. At this time, the elastic force of the first steel ball 434 pushing the first spring 433 and compressing the first spring 433 also increases (as shown in Table 1). The larger the through hole 4320 of the plug 432 is opened, the greater the flow rate through the throttle valve 43, and the greater the flow rate entering the clutch 42. When the speed of the engine 4 slowly decreases, the first steel ball 434 returns to its original position under the action of the elastic force of the first spring 433, abutting the plug 432, blocking the through hole 4320 of the plug 432, and closing the throttle valve 43.

[0108] Table 1 Relationship between engine speed, oil pressure and spring elastic force

[0109] Serial number Engine speed (r / min) Oil pressure (MPa) Spring force (N) 1 1300 0.1 0.80384 2 2500 0.13 1.044992 3 3500 0.18 1.446912 4 4500 0.25 2.0096 5 5500 0.3 2.41152 6 6500 0.42 3.376128 7 7000 0.51 4.099584 8 8500 0.58 4.662272

[0110] As a possible implementation, Figure 4 and Figure 5 As shown, the channel 4310 includes a first channel 4310a and a second channel 4310b that are connected, and the inner diameter of the first channel 4310a is smaller than the inner diameter of the second channel 4310b; an oil outlet 436 is provided at one end of the first channel 4310a; an oil inlet 435 is provided at the end of the second channel 4310b that faces away from the first channel 3103; the plug 432 is installed in the second channel 4310b; a step surface 4310c is formed between the first channel 4310a and the second channel 4310b, and one end of the first spring 433 abuts against the step surface 4310c.

[0111] Channel 4310 includes a first channel 4310a and a second channel 4310b. The inner diameter of first channel 4310a is smaller than that of second channel 4310b. The oil inlet 435 is located at one end of second channel 4310b to ensure that throttle valve 43 can withstand the impact of large oil pressures. This also facilitates the arrangement of plug 432 and first steel ball 434, which regulate the opening and closing of throttle valve 43 and the flow rate, thereby improving the structural utilization. By locating oil outlet 436 at the end of first channel 4310a (with a smaller inner diameter), the oil in throttle valve 43 can enter clutch 42 at a faster rate, rapidly cooling clutch 42.

[0112] As a possible implementation, Figure 2 and Figure 3 As shown, the clutch 42 includes a friction plate assembly 421, a steel plate 422, a center sleeve 423, a compression spring 424, a clamping mechanism 425 and a pull rod 426. The center sleeve 423 is keyed to the main shaft 41, and the clamping mechanism 425 is arranged on one side of the center sleeve 423. The friction plate assembly 421 and the steel plate 422 are interlaced and overlapped in sequence and clamped between the center sleeve 423 and the clamping mechanism 425. A compression spring 424 is installed in the clamping mechanism 425. A center hole 420 is provided in the clutch 42, and the main shaft 41 is installed in the center hole 420. One end of the pull rod 426 passes through the center hole 420 and is installed in the oil channel 410.

[0113] Specifically, the clamping mechanism 425 includes a pressure plate 4251 and a pressure plate 4252. The pressure plate 4251 is covered on one side of the pressure plate 4252. The friction plate assembly 421 and the steel plate 422 are interlaced and overlapped in sequence between the center sleeve 423 and the pressure plate 4252. The compression spring 424 is installed between the pressure plate 4252 and the pressure plate 4251.

[0114] In this embodiment, the center sleeve 423 and the pressing mechanism 425 maintain contact between the friction plate assembly 421 and the steel plate 422 under the action of the compression spring 424, so that the friction plate assembly 421 drives the steel plate 422 to rotate, which in turn drives the center sleeve 423 and the pressing mechanism 425 to rotate. The center sleeve 423 then transmits torque to the main shaft 41 through the spline, causing the main shaft 41 to rotate. By overcoming the elastic force of the compression spring 424, the center sleeve 423 and the pressing mechanism 425 move away from each other, thereby achieving separation between the friction plate assembly 421 and the steel plate 422.

[0115] Specifically, the clutch 42 further includes an outer cover component 427 , which is disposed on a side of the center sleeve 423 facing away from the pressing mechanism 425 . The outer cover component 427 can protect the center sleeve 423 .

[0116] As a way to implement Figure 6 As shown, the engine 4 further includes a hydraulic actuator 44 , which is connected to the clutch 42 .

[0117] The hydraulic actuator 44 can control the separation and connection between the friction plate assembly 421 and the steel plate 422 of the clutch 42.

[0118] like Figure 7 As shown, specifically, the hydraulic actuator 44 includes a hydraulic pump 441, a second spring 442, a sleeve 443 and a second steel ball 444. The hydraulic pump 441 is connected to the hydraulic power source through a pipeline. A accommodating chamber is provided in the hydraulic pump 441. The second spring 442 and the second steel ball 444 are provided in the accommodating chamber. One end of the second spring 442 abuts against the second steel ball 444, and the other end abuts against the inner wall of the accommodating chamber. The upper cover of the hydraulic pump 441 is provided with a sleeve 443. A guide hole is provided on the sleeve 443. The other end of the second spring 442 is aligned with the guide hole. The end of the pull rod 426 of the clutch 42 that is away from the center hole 420 passes through the guide hole and abuts against the second spring 442. The hydraulic actuator 44 can drive the pull rod 426 to move axially to achieve the purpose of separating or combining the friction plate assembly 421 and the steel plate 422. Specifically, Figure 8With the orientation of as a reference, when the hydraulic actuator 44 drives the pull rod 426 to move axially to the left, the center sleeve 423 and the pressing mechanism 425 move away from each other under the action of the compression spring 424, causing the friction plate assembly 421 and the steel plate 422 to separate, the clutch is in the disengaged state, and power transmission is interrupted. When the hydraulic actuator 44 drives the pull rod 426 to move axially to the right, the center sleeve 423 and the pressing mechanism 425 approach each other. The friction plate assembly 421 and the steel plate 422 maintain an abutment state under the action of the compression spring 424, causing the friction plate assembly 421 to rotate and the steel plate 422 to rotate. The steel plate 422 then drives the center sleeve 423 and the pressing mechanism 425 to rotate, causing the center sleeve 423 to transmit torque to the main shaft 41 through the spline, causing the main shaft 41 to rotate and the clutch to be in the engaged state.

[0119] As a way to implement Figure 6 As shown, the engine 4 also includes an output shaft 45, a crankshaft 46 and an output sprocket 47. A first gear gear 412 with different gears is installed on the main shaft 41, and a second gear gear 452 with different gears is installed on the output shaft 45. The first gear gear 412 is meshed with the second gear gear 452. A crankshaft drive gear 461 is installed on the crankshaft 46. The outer cover assembly 427 of the clutch 42 has a clutch drive gear 4271. The crankshaft drive gear 461 is meshed with the clutch drive gear 4271. The output sprocket 47 is installed on the output shaft 45.

[0120] Different gear requirements can be met by installing first gear gears 412 of different gears on the main shaft 41 and cooperating with second gear gears 452 of different gears installed on the output shaft 45 .

[0121] Crankshaft 46 is the most important component of engine 4. It receives the force from the connecting rod and converts it into torque, which is output through crankshaft 46 and drives clutch 42. Output sprocket 47 is mounted on output shaft 45 and rotates as output shaft 45 rotates. It also drives the driven sprocket coaxial with the rear wheel of the motorcycle through a chain, causing the motorcycle to move forward.

[0122] The embodiment of the present application also provides a shift mechanism, such as Figure 6-10 As shown, the shift mechanism includes a shift drum assembly 5, a gear position sensor 6, a shift assembly 7, an angle sensor 8, and an electronic control unit 12. The shift drum assembly 5 shifts the second gear gear 452 on the output shaft 45 through the shift fork 11. The gear position sensor 6 is at least partially mounted on the shift drum assembly 5 and aligned with the initial position of the shift drum assembly 5. The shift assembly 7 is in transmission connection with the shift drum assembly 5. The angle sensor 8 is mounted on the shift assembly 7. Figure 11 As shown, the electronic control unit 12 is electrically connected to the gear position sensor 6 , the angle sensor 8 and the hydraulic actuator 44 of the engine 4 .

[0123] When the shift assembly 7 rotates by a first angle, the angle sensor 8 transmits a first angle signal to the electronic control unit 12, and the electronic control unit 12 determines the shift intention;

[0124] The shift assembly 7 continues to rotate to a second angle, and the angle sensor 8 transmits the second angle signal to the electronic control unit 12, which determines the shift position. Simultaneously, the shift assembly 7 drives the shift drum assembly 5 to the shift position, and the gear position sensor 6 indicates that the shift is complete. The second angle is greater than the first angle; the first angle is greater than or equal to 0.1° and less than or equal to 3°. In some embodiments, the first angle is greater than or equal to 0.3° and less than or equal to 2°. Furthermore, the first angle can be greater than or equal to 0.5° and less than or equal to 1°, and even more preferably, the first angle can be greater than or equal to 0.6° and less than or equal to 0.8°.

[0125] Specifically, the shift drum assembly 5 is connected to the shift fork 11, and the shift fork 11 contacts the second gear 452 of the output shaft 45. The shift fork 11 moves the second gear 452 to engage with the first gear 412 of the corresponding gear to complete the shift.

[0126] The electronic control unit 12, also known as the "on-board computer," consists of a microcontroller (MCU), memory (ROM, RAM), input / output (I / O) interfaces, an analog-to-digital converter (A / D), and large-scale integrated circuits such as those for shaping and driving. A hydraulic actuator 44 is electrically connected to the electronic control unit 12. Based on instructions from the electronic control unit 12, the hydraulic actuator 44 controls the disengagement or engagement of the clutch 42.

[0127] By installing an angle sensor 8 on the shift assembly 7 and electrically connecting it to the electronic control unit 12, the angle sensor 8 can accurately detect the rotation angle of the shift assembly 7. When the shift assembly 7 rotates to a first angle, it drives the shift drum assembly 5 to rotate synchronously. At this point, the shift mechanism has not yet started shifting. The angle sensor 8 transmits a rotation angle signal to the electronic control unit 12, confirming the shift intention. When the shift assembly 7 rotates to a second angle, it drives the shift drum assembly 5 to rotate synchronously. That is, when the rotation angle of the shift drum assembly 5 exceeds the first angle, the gear position sensor 6 senses the rotation angle of the shift drum assembly 5 and feeds the gear position information back to the electronic control unit 12, which determines the shift position. After receiving the signal from the angle sensor 8, the electronic control unit 12 controls the disengagement of the clutch 42 of the engine 4 via the hydraulic actuator 44, preparing to initiate the shift. The shift assembly 7 continues to rotate, driving the shift drum assembly 5 to the shift position. The gear position sensor 6 indicates that the new gear position has been selected, and the shift is complete.

[0128] As a way to implement Figure 7 、 Figure 8 and Figure 10 As shown, the shift assembly 7 includes a shift shaft 71, a shift shaft cover 72, a shift dog 76, and a pedal lever 73. The shift shaft cover 72 defines a mounting hole 720, through which one end of the shift shaft 71 is connected to the pedal lever 73. The end of the shift shaft 71 facing away from the pedal lever 73 is connected to the shift dog 76, which is then connected to the shift drum assembly 5. The shift position sensor 6 is mounted on the shift shaft cover 72 via a first mounting bracket 74. The pedal lever 73 is mounted on the shift shaft cover 72. An angle sensor 8 is mounted on the shift shaft 71 via a second mounting bracket 75.

[0129] The shift assembly 7 includes a shift shaft 71, a shift shaft cover 72, a shift dog 76, and a pedal lever 73. The pedal lever 73 is the most directly operated component. Rotating the pedal lever 73 drives the shift shaft 71, which in turn drives the shift dog 76, which in turn drives the shift drum assembly 5. An angle sensor 8 is at least partially disposed on the shift shaft 71. The angle sensor 8 accurately detects the rotation angle of the pedal lever 73. The shift shaft cover 72 defines a receiving space within which the shift shaft 71 and the shift dog 76 are at least partially disposed. As will be appreciated, the shift shaft cover 72 protects the shift shaft 71 and provides a suitable mounting location for the gear position sensor 6, thereby improving space utilization.

[0130] As an implementation, the shift mechanism further includes a first rotational speed sensor 9 , which is electrically connected to the electronic control unit 12 and is used to monitor the rotational speed of the main shaft 41 .

[0131] By providing a first speed sensor 9 and electrically connecting it to the electronic control unit 12, the speed of the main shaft 41 can be constantly monitored and a speed signal transmitted to the electronic control unit 12. When the clutch 42 is disengaged, the speed of the main shaft 41 is not synchronized with the speed of the crankshaft 46 of the engine 4. After receiving the differential speed signal between the main shaft 41 and the crankshaft 46, the electronic control unit 12 determines that the clutch 42 is disengaged, thereby instructing the shift assembly 3 to shift gears.

[0132] As an implementation, the shift mechanism further includes a second rotation speed sensor 10 . The output shaft second rotation speed sensor 10 is electrically connected to the electronic control unit 12 and is used to monitor the rotation speed of the output shaft 45 .

[0133] By providing a second speed sensor 10 and electrically connecting it to the electronic control unit 12, the speed of the output shaft 45 can be constantly monitored and a speed signal transmitted to the electronic control unit 12. During a gear shift, the shift drum assembly 5 rotates, driving the shift fork to shift the second gear 452, causing it to mesh with the first gear 412 of the corresponding gear. During the shift, the second gear 452 of the previous gear disengages from the first gear 412, and the second gear 452 of the new gear reengages with the first gear 412. This gear disengagement cuts off power transmission between the main shaft 41 and the output shaft 45, causing the speeds of the main shaft 41 and the output shaft 45 to become asynchronous. Specifically, when the main shaft 41 and the output shaft 45 are meshed, they rotate synchronously at the fixed speed ratio of the meshed gear. After the gears disengage, the main shaft 41 loses load and accelerates due to inertia, while the output shaft 45 loses power and is dragged by the wheels, causing it to decelerate, resulting in a speed difference. When the new gear is engaged, power transmission is restored and the speed is synchronized. At this time, the speed signals measured by the first speed sensor 9 on the main shaft 41 and the second speed sensor 10 on the output shaft change twice. The electronic control unit 12 receives the signal, determines that the gear shift is successful, and realizes closed-loop control.

[0134] As an implementation method, a spindle speed signal tooth 411 is installed on the spindle 41, and the spindle speed signal tooth 411 is aligned with the first speed sensor 9 of the shift mechanism.

[0135] Spindle speed signal tooth 411 is a gear made of a magnetic material (such as iron or steel). By mounting spindle speed signal tooth 411 on spindle 41 and aligning it with the first speed sensor 9 of the shift mechanism, the rotational speed of spindle 41 can be accurately recorded.

[0136] As an implementation method, an output shaft speed signal tooth 451 is installed on the output shaft 45, and the output shaft speed signal tooth 451 is aligned with the second speed sensor 10 of the shift mechanism.

[0137] Output shaft speed signal tooth 451 is a gear made of a magnetically conductive material (such as iron or steel). By mounting output shaft speed signal tooth 451 on output shaft 45 and aligning it with the second speed sensor 10 of the shift mechanism, the rotational speed of output shaft 45 can be accurately recorded.

[0138] The shifting principle of the shifting mechanism of a motorcycle in the embodiment of the present application is as follows:

[0139] When it is necessary to shift gears, the pedal lever 73 is directly pressed. When the pedal lever 73 rotates 0.5-1° but does not start shifting gears, the angle sensor 8 provides a signal to the electronic control unit 12 to determine the shifting intention.

[0140] After receiving the signal from the angle sensor 8, the electronic control unit 12 controls the hydraulic actuator 44 to push open the pull rod 426 of the clutch 42, so that the clutch 42 is disengaged and the power output is disconnected. At this time, after the clutch 42 is disengaged, the speed of the main shaft 41 is not synchronized with the speed of the crankshaft 46 (when the crankshaft 46 gear and the clutch 42 gear are engaged, they rotate synchronously at a fixed speed ratio, and after disengagement, they rotate separately. After receiving the signal from the angle sensor 8, the electronic control unit 12 controls the throttle to keep the speed of the crankshaft 46 unchanged, and the speed of the main shaft 41 decreases due to the reverse drag of the wheel, thereby generating a speed difference).

[0141] The electronic control unit 12 determines whether the clutch 42 is disengaged after comparing the speed signal difference between the crankshaft 46 and the main shaft 41, thereby realizing closed-loop control.

[0142] The pedal rod 73 continues to rotate, driving the shift drum assembly 5 to rotate, and the shift drum assembly 5 drives the shift fork to separate the currently engaged second gear gear 452 from the first gear gear 412, and the corresponding gear to be shifted to is engaged. The separation of the second gear gear 452 from the first gear gear 412 cuts off the power transmission between the main shaft 41 and the output shaft 45, and the speed is not synchronized (when the first gear gear 412 of the main shaft 41 and the second gear gear 452 of the output shaft 45 are engaged, the main shaft 41 and the output shaft 45 rotate synchronously at a fixed speed ratio of the engaged gear. If the speed of the engine 4 fluctuates, the speed of the shaft will also fluctuate synchronously, and no speed difference will be generated. After the gears are separated, the main shaft 41 loses the load and will accelerate by inertia, and the output shaft 45 loses power and is dragged back by the wheels and will decelerate, thereby generating a speed difference).

[0143] After the second gear gear 452 of the new gear engages with the first gear gear 412, power transmission is restored and the speed is restored to synchronization. At this time, the speed signals measured by the first speed sensor 9 and the second speed sensor 10 change twice. The electronic control unit 12 receives the signal, determines that the gear shift is successful, and realizes closed-loop control.

[0144] The shift drum assembly 5 rotates into position, the gear position sensor 6 indicates that a new gear position has been shifted, and the shift is completed.

[0145] The above description is merely a preferred embodiment of the present application and is not intended to limit the present application. Various modifications and variations are possible for those skilled in the art. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present application shall be included within the scope of protection of the present application.

Claims

1. A motorcycle comprising: Frame; a body covering, at least partially disposed on the vehicle frame; a suspension assembly at least partially connected to the frame; a traveling assembly connected to the vehicle frame via the suspension assembly; A power assembly, used to drive the travel assembly; Characterized in that, the motorcycle further comprises: an engine, at least partially disposed on the frame; a shift mechanism comprising a shift drum assembly, a gear position sensor, a shift assembly, an angle sensor, and an electronic control unit, wherein the gear position sensor is mounted in alignment with the shift drum assembly, the shift assembly is in transmission connection with the shift drum assembly, the angle sensor is mounted on the shift assembly, and the electronic control unit is electrically connected to both the gear position sensor and the angle sensor; and the engine is electrically connected to the electronic control unit; When the shift assembly rotates to a first angle, the angle sensor transmits the first angle signal to the electronic control unit, and the electronic control unit determines a shift intention; The shift assembly continues to rotate to a second angle, and the angle sensor transmits the second angle signal to the electronic control unit, which determines the shift position; at the same time, the shift assembly drives the shift drum assembly to rotate to the shift position, and the gear position sensor senses that the shift is completed.

2. The motorcycle according to claim 1, wherein: The second angle is greater than the first angle; the first angle is greater than or equal to 0.1° and less than or equal to 3°.

3. The motorcycle according to claim 2, wherein: The first angle is greater than or equal to 0.3° and less than or equal to 2°.

4. The motorcycle according to claim 3, wherein: The first angle is greater than or equal to 0.5° and less than or equal to 1°.

5. The motorcycle according to claim 1, wherein: The engine comprises: a main shaft, on which first gear gears of different gears are mounted; An output shaft is mounted with a second gear gear of a different gear; the first gear gear is meshed with the second gear gear; and the output shaft is in contact with the gear shift drum assembly.

6. The motorcycle according to claim 5, wherein: The engine comprises: a clutch mounted on one end of the main shaft; A hydraulic actuator is connected to the clutch; the hydraulic actuator is electrically connected to the electronic control unit.

7. The motorcycle according to claim 1, wherein: The shift assembly comprises: A shift shaft cover, wherein a mounting hole is formed on the shift shaft cover; a receiving space is formed on the shift shaft cover; the shift position sensor is mounted on the shift shaft cover via a first mounting seat; A shift shaft is at least partially disposed in the accommodation space; the angle sensor is mounted on the shift shaft via a second mounting seat; a pedal rod connected to one end of the shift shaft; The shift dog is connected to the end of the shift shaft away from the pedal rod; the shift dog is connected to the shift drum assembly.

8. The motorcycle according to claim 5, wherein: Also includes: a first speed sensor mounted on the main shaft; the first speed sensor is electrically connected to the electronic control unit; A spindle speed signal tooth is installed on the spindle; the spindle speed signal tooth is aligned with the first speed sensor.

9. The motorcycle according to claim 5, wherein: Also includes: a second speed sensor mounted on the output shaft; the second speed sensor is electrically connected to the electronic control unit; An output shaft speed signal tooth is installed on the output shaft, and the output shaft speed signal tooth is aligned with the second speed sensor.

10. The motorcycle according to claim 5, wherein: The shift drum assembly contacts the second gear through a shift fork.

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