Motorcycle

Abstract

The application discloses a motorcycle, comprising: a walking system; an engine, comprising a driving mechanism, a gear shifting mechanism and a reverse gear mechanism; the driving mechanism comprises a starting device, the reverse gear mechanism comprises a driving assembly, an adjusting assembly and a transmission assembly, the starting device and the transmission assembly are kept in driving connection, the driving assembly controls the driving connection or separation between the transmission assembly and the gear shifting mechanism through the adjusting assembly; the transmission assembly comprises a transmission bearing, the transmission bearing comprises a first working state and a second working state; when the transmission bearing is in the first working state, if the transmission assembly and the gear shifting mechanism are in driving connection, the starting device transmits driving force to the gear shifting mechanism through the transmission assembly; when the transmission bearing is in the second working state, if the transmission assembly and the gear shifting mechanism are in driving connection, the power of the gear shifting mechanism cannot be reversely transmitted to the starting device through the transmission assembly. Through the above setting, the auxiliary reverse function of the motorcycle can be realized, and the reverse rotation of the starting device can be prevented.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a motorcycle. Background Technology

[0002] For large-displacement motorcycles, due to their size and weight, it is very difficult for users to push them backward, especially for users with less strength, who may easily lose their grip and fall, posing a safety hazard. Therefore, it is necessary to solve the problem of reversing motorcycles, especially large-displacement motorcycles, entirely by human effort.

[0003] Currently, there are two main types of reverse gear mechanisms for motorcycles on the market:

[0004] One option is an external reverse gear mechanism. This mechanism is located outside the gearbox housing, is more complex, requires more additional parts, and necessitates changes to the entire vehicle's transmission system; it also has limitations in terms of structure, manufacturing, cost, and overall vehicle design.

[0005] The second type is the built-in reverse gear mechanism. This type of mechanism generally uses an additional intermediate gear, and through effective layout, utilizes the existing transmission mechanism to achieve the reverse gear function. This method avoids increasing the overall size of the engine and does not require changes to the vehicle's main structure such as the frame. However, some built-in reverse gears cannot achieve complete independence of the reverse gear structure and are dragged by the transmission gears, increasing the risk of damage.

[0006] In addition, large-displacement motorcycles may roll backwards when reversing on a slope. If the reverse gear mechanism and the gearbox gears are still in a transmission connection, the gears in the gearbox will reverse, which can easily damage the gearbox. Summary of the Invention

[0007] In order to overcome the shortcomings of the prior art, the purpose of this invention is to provide a motorcycle that can assist in reversing and improve safety.

[0008] To achieve the above objectives, the present invention adopts the following technical solution:

[0009] A motorcycle includes: a frame; a running gear system including a first running wheel and a second running wheel; a suspension system, the first running wheel being connected to the frame via the suspension system, and the second running wheel being connected to the frame via the suspension system; a power system, the power system being driven through the running gear system, the power system including an engine; the engine including a drive mechanism and a transmission mechanism, the transmission mechanism being driven through the running gear system; the drive mechanism including a starting device, the engine further including a reverse gear mechanism, the reverse gear mechanism including a drive assembly, an adjustment assembly, and a transmission assembly, the starting device and the transmission assembly maintaining a drive connection, the drive assembly controlling the drive connection or disengagement between the transmission assembly and the transmission mechanism via the adjustment assembly; the transmission assembly including a transmission bearing, the transmission bearing having a first working state and a second working state; when the transmission bearing is in the first working state, if the transmission assembly and the transmission mechanism are driven through the transmission mechanism, the starting device transmits driving force to the transmission mechanism through the transmission assembly; when the transmission bearing is in the second working state, if the transmission assembly and the transmission mechanism are driven through the transmission mechanism, the power of the transmission mechanism cannot be transmitted in reverse through the transmission assembly to the starting device.

[0010] Furthermore, the transmission assembly includes a first transmission member and a second transmission member that can slide against each other and rotate synchronously. The starting device and the second transmission member are connected in transmission. The drive mechanism controls the transmission connection or disconnection between the first transmission member and the speed change mechanism through an adjustment assembly.

[0011] Furthermore, the transmission assembly also includes a third transmission component, which includes a first transmission gear and a second transmission gear. The first transmission gear and the second transmission component are connected in a transmission manner. The second transmission gear is connected in a transmission manner to the first transmission gear through a transmission bearing. The second transmission gear is also connected in a transmission manner to the starting device.

[0012] Furthermore, when the transmission bearing is in the first working state, the first transmission gear and the second transmission gear rotate synchronously; when the transmission bearing is in the second working state, the first transmission gear and the second transmission gear disconnect from each other.

[0013] Furthermore, the transmission bearing and the second transmission gear are fixedly connected, and the transmission bearing and the first transmission gear are in clearance fit.

[0014] Furthermore, the third transmission component also includes a transmission belt, and the first transmission gear and the second transmission component are connected by the transmission belt.

[0015] Furthermore, the transmission assembly also includes a fourth transmission component, which includes a third transmission gear and a fourth transmission gear that rotate synchronously. The third transmission gear and the second transmission gear are connected in a transmission connection, and the fourth transmission gear is connected in a transmission connection with the starting device.

[0016] Furthermore, the adjustment assembly includes an adjustment shaft and a toggle element, the adjustment shaft and the drive assembly are connected by a transmission, the adjustment shaft and the toggle element are driven by a screw, and the toggle element and the transmission assembly are engaged or fixedly connected.

[0017] Furthermore, the adjustment assembly includes an integrally formed or fixedly connected adjustment shaft and a toggle member, and the drive assembly includes a drive shaft. The rotation of the drive shaft causes the adjustment shaft to move axially along the adjustment shaft, so that the toggle member moves axially along the adjustment shaft.

[0018] Furthermore, the adjustment component includes a first position and a second position, and the drive component drives the adjustment component to switch between the first position and the second position. When the adjustment component is in the first position, the adjustment component controls the transmission component and the speed change mechanism to be connected in transmission; when the adjustment component is in the second position, the adjustment component controls the transmission component and the speed change mechanism to be disconnected.

[0019] The motorcycle provided by this invention can be equipped with a transmission bearing, which can disconnect the connection between the first transmission gear and the second transmission gear when the motorcycle rolls back on a slope, thereby preventing the starting device from reversing and improving the safety and service life of the starting device. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the structure of the motorcycle of the present invention.

[0021] Figure 2 This is a schematic diagram of the structure of the motorcycle engine of the present invention.

[0022] Figure 3 This is a schematic diagram of the first internal structure of the motorcycle engine of the present invention.

[0023] Figure 4 This is a schematic diagram of the second internal structure of the motorcycle engine of the present invention.

[0024] Figure 5 This is a schematic diagram of the separate reverse gear mechanism and transmission mechanism of the motorcycle according to the present invention.

[0025] Figure 6 For the present invention Figure 5 A magnified view of a section at point B.

[0026] Figure 7 This is a schematic diagram of the transmission connection between the reverse gear mechanism and the transmission mechanism of the motorcycle according to the present invention.

[0027] Figure 8 For the present invention Figure 4 A magnified view of a portion of point A in the middle.

[0028] Figure 9 This is a cross-sectional view of the motorcycle reverse gear mechanism and transmission mechanism of the present invention when separated.

[0029] Figure 10 This is a cross-sectional view of the motorcycle reverse gear mechanism and transmission mechanism of the present invention when they are connected in transmission.

[0030] Figure 11 This is a partial structural diagram of the motorcycle reverse gear mechanism and transmission mechanism when separated according to the present invention.

[0031] Figure 12 For the present invention Figure 11 A magnified view of a section at point C.

[0032] Figure 13 This is a schematic diagram of the internal structure of the motorcycle reverse gear mechanism and transmission mechanism when they are separated.

[0033] Figure 14 For the present invention Figure 13 A magnified view of a section at point D. Detailed Implementation

[0034] To enable those skilled in the art to better understand the present invention, the technical solutions in specific embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings.

[0035] like Figure 1 As shown, a motorcycle 100 includes a frame 11, a body panel 12, a running gear 13, a suspension system 14, and a power system 15. The frame 11 forms the basic framework of the motorcycle 100, thereby supporting the body panel 12, the running gear 13, the suspension system 14, and the power system 15. The body panel 12 is at least partially disposed on the frame 11, for covering and protecting the internal components of the motorcycle 100. The running gear 13 includes a first running wheel 131 and a second running wheel 132. The first running wheel 131 is connected to the frame 11 via the suspension system 14, and the second running wheel 132 is also connected to the frame 11 via the suspension system 14. The power system 15 is at least partially disposed on the motorcycle, and the power system 15 includes an engine 200. The engine 200 is driveably connected to the running gear 13, thereby driving the movement of the running gear 13.

[0036] like Figures 2 to 4As shown, the engine 200 includes a housing 21, a drive mechanism 22, a clutch mechanism (not shown), and a transmission mechanism 24. The drive mechanism 22, clutch mechanism, and transmission mechanism 24 are all at least partially housed within the housing 21. The drive mechanism 22 is connected to the transmission mechanism 24 via the clutch mechanism, and the transmission mechanism 24 is connected to the travel system 13, thereby enabling the drive mechanism 22 to transmit driving force to the travel system 13 via the transmission mechanism 24. Specifically, the clutch mechanism includes a first state and a second state. When the clutch mechanism is in the first state, the drive mechanism 22 and the transmission mechanism 24 are connected via the clutch mechanism, thereby transmitting the driving force of the drive mechanism 22 to the transmission mechanism 24. When the clutch mechanism is in the second state, the drive mechanism 22 and the transmission mechanism 24 cannot be connected, and the driving force of the drive mechanism 22 cannot be transmitted to the transmission mechanism 24. More specifically, the transmission mechanism 24 includes a transmission main shaft 241 and a transmission secondary shaft 242. The transmission main shaft 241 can be driven through a clutch mechanism and a drive mechanism 22. The transmission secondary shaft 242 is driven through the transmission main shaft 241 and the transmission secondary shaft 242 is driven through the walking system 13. A first transmission gear set 243 is provided on the transmission main shaft 241, and a second transmission gear set 244 is provided on the transmission secondary shaft 242. The first transmission gear set 243 and the second transmission gear set 244 can be combined with each other to realize the transmission of the motorcycle 100.

[0037] like Figure 3 and Figure 4As shown, in one implementation, the drive mechanism 22 includes a starting device 221 and a crankshaft (not shown). The starting device 221 and the crankshaft are driveably connected. The starting device 221 is used to drive the crankshaft to move when the engine 200 is started, thereby enabling the engine 200 to drive the walking system 13. In this embodiment, the engine 200 also includes a reverse gear mechanism 25, which is at least partially disposed in the housing 21. The reverse gear mechanism 25 is used to assist the motorcycle 100 in reversing, thereby making it easier for the user to push the motorcycle 100 in reverse and improving the reversing efficiency of the motorcycle 100. Specifically, the reverse gear mechanism 25 includes a drive assembly 251, an adjustment assembly 252, and a transmission assembly 253. The drive assembly 251 and the adjustment assembly 252 are driveably connected so that the drive assembly 251 can drive the adjustment assembly 252, thereby enabling the adjustment assembly 252 to control the transmission assembly 253 and the gear shift mechanism 24. The starting device 221 is also driveably connected to the transmission assembly 253, thereby enabling the starting device 221 to transmit driving force to the transmission assembly 253. More specifically, the starting device 221 maintains a transmission connection with the transmission assembly 253, thereby enabling the starting device 221 to drive the transmission assembly 253 to rotate. The adjusting assembly 252 includes a first position and a second position. The driving assembly 251 can drive the adjusting assembly 252 to switch between the first position and the second position. When the adjusting assembly 252 is in the first position, it controls the transmission assembly 253 to be transmissionally connected to the transmission mechanism 24, so that the driving force of the starting device 221 is transmitted to the transmission mechanism 24 through the transmission assembly 253, and then the transmission mechanism 24 transmits the driving force to the running system 13, thereby realizing the auxiliary reversing function of the reverse gear mechanism 25. When the adjusting assembly 252 is in the second position, it controls the transmission assembly 253 to be disengaged from the transmission mechanism 24, so that the driving force of the starting device 221 cannot be transmitted to the transmission mechanism 24 through the transmission assembly 253, thereby disengaging the auxiliary reversing function of the reverse gear mechanism 25, and allowing the motorcycle 100 to drive normally. With the above configuration, the starting device 221 can serve as the driving force source for the reverse gear mechanism 25, and the transmission connection between the transmission component 253 and the gear shift mechanism 24 can be controlled by the adjusting component 252, thereby enabling the starting device 221 to drive the gear shift mechanism 24 to control the walking system 13 to achieve the reversing function. Furthermore, by placing the reverse gear mechanism 25 inside the engine 200, there is no need to increase the layout space of the motorcycle 100, thus improving the structural compactness of the motorcycle 100. Moreover, with the above configuration, the reverse gear mechanism 25 uses the existing starting device 221 inside the engine 200 as the driving force source, simplifying the structure of the reverse gear mechanism 25, improving the transmission reliability of the reverse gear mechanism 25, and without changing the internal structure of the engine 200. This helps reduce the processing difficulty of the engine 200, which in turn facilitates the installation of the reverse gear mechanism 25, improves the internal structural compactness of the engine 200, and saves overall vehicle layout space for the engine 200.

[0038] like Figure 5 and Figure 6 As shown, in one implementation, the drive assembly 251 includes a drive motor 2511 and a drive shaft 2512. The adjustment assembly 252 includes an adjustment shaft 2521 and a toggle member 2522. The transmission assembly 253 includes a first transmission member 2531 and a second transmission member 2532 that can slide relative to each other but cannot rotate relative to each other, that is, the first transmission member 2531 and the second transmission member 2532 can rotate synchronously. One end of the drive shaft 2512 is connected to the drive motor 2511, so that the drive motor 2511 can drive the drive shaft 2512 to rotate. The other end of the drive shaft 2512 is drive-connected to the adjustment shaft 2521. Specifically, the drive shaft 2512 and the adjustment shaft 2521 are drive-connected, so that the drive shaft 2512 can drive the adjustment shaft 2521 to rotate. The toggle member 2522 includes a first end 2522a sleeved on the adjustment shaft 2521 and a second end 2522b at least partially sleeved on the first transmission member 2531. The first end 2522a is fitted onto the inner wall of the adjusting shaft 2521 and has an internal thread (not shown in the figure). The adjusting shaft 2521 has an external thread 2521a, and the first end 2522a and the adjusting shaft 2521 are threadedly connected. The second end 2522b is engaged with the first transmission component 2531. Wherein, as... Figure 7 As shown, the first transmission member 2531 is provided with an annular groove 2531d, which at least partially surrounds the outer surface of the first transmission member 2531. The second end 2522b can be configured as a C-shaped or U-shaped shift fork. When the second end 2522b and the first transmission member 2531 are engaged, the shift fork is at least partially disposed in the annular groove 2531d, thereby achieving a stable connection between the second end 2522b and the first transmission member 2531.

[0039] When the drive shaft 2512 drives the adjusting shaft 2521 to rotate, the adjusting shaft 2521 and the first end 2522a are threadedly connected, that is, the adjusting shaft 2521 and the actuating member 2522 are helically driven, so that the first end 2522a moves along the axial direction of the adjusting shaft 2521, thereby enabling the actuating member 2522 to move along the axial direction of the adjusting shaft 2521. At this time, since the actuating member 2522 moves along the axial direction of the adjusting shaft 2521, the second end 2522b can drive the first transmission member 2531 to move along the axial direction of the adjusting shaft 2521, thereby enabling the first transmission member 2531 to be connected or disconnected from the transmission mechanism 24. Specifically, when the adjustment component 252 is in the first position, the adjustment shaft 2521 controls the transmission component 253 to be connected to the gear shift mechanism 24 via the toggle element 2522, so that the driving force of the starting device 221 is transmitted to the gear shift mechanism 24 through the transmission component 253, and then the gear shift mechanism 24 transmits the driving force to the walking system 13, thereby realizing the auxiliary reversing function of the reverse gear mechanism 25. When the adjustment component 252 is in the second position, the adjustment shaft 2521 controls the transmission component 253 to be separated from the gear shift mechanism 24 via the toggle element 2522, so that the driving force of the starting device 221 cannot be transmitted to the gear shift mechanism 24 through the transmission component 253, thereby disengaging the auxiliary reversing function of the reverse gear mechanism 25, and allowing the motorcycle 100 to drive normally.

[0040] Furthermore, the starting device 221 is connected to the second transmission member 2532, and the starting device 221 can drive the second transmission member 2532 to rotate. Since the second transmission member 2532 and the first transmission member 2531 can slide relative to each other but cannot rotate relative to each other, the rotation of the second transmission member 2532 will drive the first transmission member 2531 to rotate. Thus, when the first transmission member 2531 is connected to the transmission mechanism 24, the first transmission member 2531 drives the transmission mechanism 24 to drive the walking system 13, thereby realizing the auxiliary reversing function of the motorcycle 100. Among them, the adjusting shaft 2521 can be a lead screw or other shaft-shaped parts with external threads 2521a. With the above configuration, the adjusting shaft 2521 can only rotate without moving along its axial direction, thus ensuring that both ends of the adjusting shaft 2521 are always rotatably connected to the housing 21, thereby improving the stability of the adjusting shaft 2521 rotating radially. In addition, only the actuating element 2522 moves along the axial direction of the adjusting shaft 2521 inside the housing 21, while other components rotate. Therefore, the housing 21 only needs to provide space for the actuating element 2522 to move, making the internal structure of the engine 200 more compact.

[0041] More specifically, the axis of the drive shaft 2512 and the axis of the adjusting shaft 2521 are set basically perpendicularly, which helps to save the arrangement space of the reverse gear mechanism 25 inside the engine 200, thereby improving the structural compactness of the engine 200.

[0042] In this embodiment, the drive assembly 251 includes a first rotation direction and a second rotation direction, which are opposite to each other. When the drive assembly 251 rotates along the first rotation direction, it drives the adjusting shaft 2521 to rotate. Due to the helical transmission between the adjusting shaft 2521 and the actuating member 2522, the rotation of the adjusting shaft 2521 will cause the actuating member 2522 to move along the axial direction of the adjusting shaft 2521 to a position away from the drive assembly 251, so that the actuating member 2522 controls the transmission connection between the first transmission member 2531 and the gear shift mechanism 24. Thus, when the starting device 221 drives the second transmission member 2532 to rotate, the second transmission member 2532 can control the gear shift mechanism 24 to drive the walking system 13 through the first transmission member 2531, thereby realizing the auxiliary reversing function of the motorcycle 100.

[0043] When the drive rotates in the second rotation direction, the drive assembly 251 drives the adjustment shaft 2521 to rotate. Due to the helical transmission between the adjustment shaft 2521 and the actuating member 2522, the rotation of the adjustment shaft 2521 will drive the actuating member 2522 to move along the axial direction of the adjustment shaft 2521 to a position close to the drive assembly 251, so that the actuating member 2522 controls the first transmission member 2531 and the gear shift mechanism 24 to separate. Thus, when the starting device 221 drives the second transmission member 2532 to rotate, the second transmission member 2532 cannot control the gear shift mechanism 24 to drive the walking system 13 through the first transmission member 2531, thereby disengaging the auxiliary reversing function of the motorcycle 100.

[0044] like Figures 5 to 7As shown, in one implementation, the reverse gear mechanism 25 also includes an elastic ring 254. The drive assembly 251 and the adjusting shaft 2521 are connected by the elastic ring 254, that is, the drive shaft 2512 and the adjusting shaft 2521 are connected by the elastic ring 254. The elastic ring 254 can be a rubber ring or other elastic ring-shaped material. Specifically, since the axis of the drive shaft 2512 and the axis of the adjusting shaft 2521 are basically perpendicular, the elastic ring 254 is basically arranged in a figure-eight shape. More specifically, the end of the drive shaft 2512 away from the drive motor 2511 has a first annular groove 2512a, and the end of the adjusting shaft 2521 near the drive shaft 2512 has a second annular groove 2521b. The axes of the first annular groove 2512a and the second annular groove 2521b are basically perpendicular. The elastic ring 254 is at least partially disposed in the first annular groove 2512a, and at least partially disposed in the second annular groove 2521b. The drive shaft 2512 transmits driving force to the elastic ring 254 via friction, and the elastic ring 254 transmits its driving force to the adjusting shaft 2521 via friction, thereby connecting the drive shaft 2512 and the adjusting shaft 2521. This, in turn, causes the adjusting shaft 2521 to control the actuating member 2522 to move the first transmission member 2531, thereby connecting the first transmission member 2531 and the transmission mechanism 24. In this embodiment, the first transmission member 2531 and the transmission mechanism 24 are connected via gear transmission. Specifically, the first transmission member 2531 is provided with a first gear 2531c, and the transmission mechanism 24 is provided with a second gear 245. When the adjusting assembly 252 controls the first transmission member 2531 and the transmission mechanism 24 to be connected, the first gear 2531c and the second gear 245 mesh. The second gear 245 can be the first gear set 243 on the transmission spindle 241, which simplifies the structure of the transmission mechanism 24, improves its structural compactness, and consequently enhances the structural compactness and space utilization of the engine 200. It is understood that the second gear 245 can also be a gear added to the transmission spindle 241 and fixedly connected to or integrally formed with it.

[0045] In this embodiment, by connecting the drive assembly 251 and the adjusting shaft 2521 using an elastic ring 254, that is, by connecting the drive shaft 2512 and the adjusting shaft 2521 through the elastic ring 254, when the adjusting assembly 252 controls the transmission connection of the first transmission member 2531 and the transmission mechanism 24, if the first transmission member 2531 and the transmission mechanism 24 cannot connect smoothly due to tooth jamming, the elastic ring 254 can overcome the friction between the elastic ring 254 and the adjusting shaft 2521, allowing relative sliding between the elastic ring 254 and the adjusting shaft 2521. Therefore, when tooth jamming occurs, the elastic ring 254 can ensure that the drive shaft 2512 rotates while the adjusting shaft 2521 does not rotate, effectively preventing damage to the drive motor 2511 due to overcurrent. Through this configuration, when tooth jamming occurs between the first transmission member 2531 and the transmission mechanism 24, the service life of the drive assembly 251 and the adjusting assembly 252 can be increased, thereby increasing the service life of the reverse gear mechanism 25. Furthermore, with the above-described configuration, when the relative positions of the first transmission member 2531 and the transmission mechanism 24 change, thereby overcoming the tooth-jamming phenomenon, the drive shaft 2512 continues to rotate. Therefore, the drive shaft 2512 can transmit driving force to the adjusting shaft 2521 via the elastic ring 254. At this time, the elastic ring 254 and the adjusting shaft 2521 change from relative sliding to a transmission connection through friction. The reason for the change in the relative positions of the first transmission member 2531 and the transmission mechanism 24 could be due to displacement or vibration of the motorcycle 100, causing spatial movement of the motorcycle 100.

[0046] like Figure 4 and Figure 8As shown, in one implementation, the adjusting shaft 2521 and the actuating member 2522 can also be integrally formed or fixedly connected. Specifically, the adjusting shaft 2521 and the drive shaft 2512 are connected in a transmission manner, so that the drive shaft 2512 transmits driving force to the adjusting shaft 2521 and the actuating member 2522, thereby causing the actuating member 2522 to control the first transmission member 2531 and the speed change mechanism 24 in a transmission manner. More specifically, an output gear 2512b is provided at one end of the drive shaft 2512 near the adjusting shaft 2521, and a rack (not shown in the figure) is provided at one end of the adjusting shaft 2521 near the drive shaft 2512, so that the rotation of the drive shaft 2512 drives the adjusting shaft 2521 to move along the axial direction of the adjusting shaft 2521, thereby causing the adjusting shaft 2521 to drive the actuating member 2522 to move along the axial direction of the adjusting shaft 2521. It is understood that the transmission connection between the adjusting shaft 2521 and the drive shaft 2512 is not limited to the transmission between gears and racks. That is, the transmission connection between the adjusting shaft 2521 and the drive shaft 2512 only needs to meet the following condition: the rotation of the drive shaft 2512 can drive the adjusting shaft 2521 to move along the axial direction of the adjusting shaft 2521. In this embodiment, the connection method between the actuating member 2522 and the first transmission member 2531 has been described in the above implementation and will not be repeated here.

[0047] like Figure 9 and Figure 10 As shown, in one implementation, the outer casing 21 and the first transmission member 2531 are rotatably connected, and the outer casing 21 and the second transmission member 2532 are rotatably connected. Specifically, the outer casing 21 is provided with a first bearing seat 211 and a second bearing seat 212. The first bearing seat 211 is rotatably connected to the end of the first transmission member 2531 away from the second transmission member 2532, and the second bearing seat 212 is rotatably connected to the end of the second transmission member 2532 away from the first transmission member 2531. Through the above arrangement, the first transmission member 2531 and the second transmission member 2532 can be stably disposed in the outer casing 21. In this embodiment, the first transmission member 2531 and the second transmission member 2532 can be connected by a spline, and the end of the first transmission member 2531 closer to the first transmission member 2531 is sleeved on the second transmission member 2532, so that when the first transmission member 2531 and the second transmission member 2532 slide relative to each other, synchronous rotation of the first transmission member 2531 and the second transmission member 2532 can be achieved. More specifically, the spline can be configured as a first limiting portion 2532a located on the second transmission member 2532 (see reference). Figure 7The first limiting portion 2532a extends substantially along the axial direction of the adjusting shaft 2521. A through hole 2531a is provided at one end of the first transmission member 2531 near the second transmission member 2532. The second transmission member 2532 is at least partially disposed within the through hole 2531a of the first transmission member 2531. A first groove 2531b is provided on the inner wall of the through hole 2531a of the first transmission member 2531, and the first groove 2531b also extends substantially along the axial direction of the adjusting shaft 2521. The first limiting portion 2532a can be slidably connected to the first groove 2531b. The inner contour of the first groove 2531b is substantially the same as the outer contour of the first limiting portion 2532a. Furthermore, the first limiting part 2532a can be arranged around the end of the first transmission member 2531 near the second transmission member 2532, and the first groove 2531b can be arranged around the inner wall of the through hole 2531a of the first transmission member 2531, thereby improving the synchronous rotation efficiency of the first transmission member 2531 and the second transmission member 2532, which is beneficial to improving the transmission efficiency between the first transmission member 2531 and the second transmission member 2532. It is understood that the spline can also be set as a second limiting part on the inner wall of the through hole 2531a of the first transmission member 2531, and a second groove is provided on the end of the second transmission member 2532 near the first transmission member 2531. The connection form between the first limiting part 2532a and the first groove 2531b is a first connection form, and the connection form between the second limiting part and the second groove is a second connection form; the first connection form and the second connection form are essentially the same.

[0048] like Figure 9 and Figure 10As shown, in this embodiment, a groove 213 is provided inside the outer casing 21, and the first transmission member 2531 can slide in the groove 213. Specifically, the groove 213 extends substantially along the axial direction of the adjusting shaft 2521, and the inner contour of the groove 213 is substantially consistent with the outer contour of the first transmission member 2531. Therefore, when the first transmission member 2531 and the second transmission member 2532 slide relative to each other, the sliding direction of the first transmission member 2531 can be restricted by the groove 213, thereby making the transmission connection between the first transmission member 2531 and the transmission mechanism 24 more precise. That is, the groove 213 can also serve as a positioning groove for the first transmission member 2531, so that the first transmission member 2531 slides along the extension direction of the groove 213. In this embodiment, the first transmission member 2531 includes a first sliding position and a second sliding position. When the adjusting component 252 is in the first position, the first transmission member 2531 is in the first sliding position, and the first transmission member 2531 is connected to the transmission mechanism 24. At this time, the distance between the first transmission member 2531 and the first shaft seat 211 in the axial direction of the adjusting shaft 2521 is the first distance L1. When the adjusting component 252 is in the second position, the first transmission member 2531 is in the second sliding position, and the first transmission member 2531 is separated from the transmission mechanism 24. At this time, the distance between the first transmission member 2531 and the first shaft seat 211 in the axial direction of the adjusting shaft 2521 is the second distance L2. The distance between the first shaft seat 211 in the axial direction of the adjusting shaft 2521 is the third distance L3. Wherein, the first distance L1 refers to the distance between the end face of the first transmission member 2531 near the first bearing 211 and the end face of the first bearing 211 away from the first transmission member 2531 when the first transmission member 2531 is in the first sliding position; the second distance L2 refers to the distance between the end face of the first transmission member 2531 near the first bearing 211 and the end face of the first bearing 211 away from the first transmission member 2531 when the first transmission member 2531 is in the second sliding position. More specifically, the first distance L1 can be set to 0, that is, when the first transmission member 2531 is in the first sliding position, the end face of the first transmission member 2531 near the first bearing 211 can abut against the first bearing 211; the second distance L2 is less than the third distance L3. Through the above settings, the first transmission member 2531 can be prevented from disengaging from the first bearing 211 during movement, thereby improving the rotational stability of the first transmission member 2531 and the first bearing 211. Furthermore, through the above-mentioned arrangement, the displacement of the first transmission member 2531 in the direction deviating from the axial direction of the adjusting shaft 2521 can be limited by the first bearing 211, thereby enabling the first transmission member 2531 to achieve a more precise transmission connection with the speed change mechanism 24.

[0049] like Figure 9 and Figure 10As shown, in one implementation, a third limiting part 212a is provided on the second shaft seat 212, and a fourth limiting part 214 is also provided inside the outer casing 21. The fourth limiting part 214 is located between the second shaft seat 212 and the first shaft seat 211. The second transmission member 2532 is at least partially disposed between the third limiting part 212a and the fourth limiting part 214, and the second transmission member 2532 at least partially abuts against the third limiting part 212a and at least partially abuts against the fourth limiting part 214. Thus, the position of the second transmission member 2532 is limited by the third limiting part 212a and the fourth limiting part 214. Therefore, when the first transmission member 2531 and the second transmission member 2532 slide relative to each other, the second transmission member 2532 will not be displaced, thereby improving the connection accuracy between the first transmission member 2531 and the transmission mechanism 24.

[0050] like Figure 11 and Figure 12 As shown, in one implementation, the transmission mechanism 24 also includes a shift hub 246. The shift hub 246 is disposed inside the housing 21 and rotatably connected to the housing 21. The shift hub 246 is used to control the combination of the first transmission gear set 243 and the second transmission gear set 244, thereby realizing the transmission of the motorcycle 100. Specifically, the axes of the shift hub 246, the main transmission shaft 241, the secondary transmission shaft 242, and the adjusting shaft 2521 all extend in the same straight line direction, and are basically parallel. A limit structure 2461 is provided at one end of the shift hub 246 near the reverse gear mechanism 25. The limit structure 2461 and the shift hub 246 are fixedly connected or integrally formed. The limit structure 2461 is provided with a limit groove 2461a for limiting the toggle member 2522. In this embodiment, an extension 2522d is provided on the first end 2522a of the actuating member 2522. The extension 2522d extends towards the shift hub 246, and a locking part 2522e is provided at the end of the extension 2522d near the shift hub 246. That is, the first end 2522a extends towards the shift hub 246 and is provided with the locking part 2522e. The locking part 2522e and the extension 2522d are integrally formed or fixedly connected; the outer contour of the locking part 2522e is basically the same as the inner contour of the limiting groove 2461a. More specifically, the outer contour of the snap-fit ​​part 2522e is basically square, that is, the snap-fit ​​part 2522e is basically square block, and the inner contour of the limiting groove 2461a is basically square, that is, the limiting groove 2461a is basically square groove. So when there is an assembly error between the snap-fit ​​part 2522e and the limiting groove 2461a, the snap-fit ​​part 2522e can be smoothly placed in the limiting groove 2461a, thereby improving the assemblability of the snap-fit ​​part 2522e and the limiting groove 2461a.

[0051] Specifically, the shift hub 246 includes a first rotational position in neutral and a second rotational position in gear engagement. The limiting groove 2461a includes a first limiting position that can engage with the engaging part 2522e and a second limiting position that cannot engage with the engaging part 2522e. "Neutral" means the motorcycle 100 is in neutral, and "gear engaged" means the motorcycle 100 is in gear engagement. When the shift hub 246 is in the first rotational position, the limiting groove 2461a is in the first limiting position. At this time, if the adjusting component 252 is in the first position, that is, if the actuating member 2522 controls the first transmission member 2531 and the transmission mechanism 24 to be connected, the engaging part 2522e is at least partially disposed in the limiting groove 2461a. Through the above arrangement, the auxiliary reversing function of the motorcycle 100 can only be realized when the motorcycle 100 is in neutral, thereby improving the safety of the motorcycle 100. Furthermore, through the above-mentioned arrangement, when the first transmission member 2531 and the transmission mechanism 24 are connected in transmission, since the locking part 2522e is at least partially disposed in the limiting groove 2461a, the locking part 2522e will restrict the rotation position of the shift hub 246. That is, the locking part 2522e will restrict the position of the shift hub 246 to the first rotation position. Thus, when the first transmission member 2531 and the transmission mechanism 24 are connected in transmission, the safety hazards caused by shifting gears in the motorcycle 100 can be avoided, thereby improving the safety of the motorcycle 100.

[0052] When the shift hub 246 is in the second rotational position, the limiting groove 2461a is in the second restricted position. At this time, the locking part 2522e cannot enter the limiting groove 2461a, thereby preventing the actuating member 2522 from moving along the axial direction of the adjusting shaft 2521. Consequently, the adjusting assembly 252 cannot control the transmission connection between the first transmission member 2531 and the shift mechanism 24. Through the above settings, the transmission connection between the first transmission member 2531 and the shift mechanism 24 can be effectively prevented when the motorcycle 100 is in normal operation, thereby improving the safety of the motorcycle 100.

[0053] In this embodiment, when the adjusting component 252 is in the second position, the distance between the first transmission member 2531 and the transmission mechanism 24 along the axial direction of the adjusting shaft 2521 is a first distance, and the distance between the locking part 2522e and the limiting groove 2461a along the axial direction of the adjusting shaft 2521 is a second distance, with the first distance being greater than the second distance. Through this arrangement, contact between the first transmission member 2531 and the transmission mechanism 24 can be avoided when the locking part 2522e is not engaged in the limiting groove 2461a. This prevents transmission between the first transmission member 2531 and the transmission mechanism 24 when the motorcycle 100 is in gear, thereby improving the safety and service life of the reverse gear mechanism 25.

[0054] like Figure 6 and Figure 12As shown, as one implementation method, the external thread 2521a on the adjusting shaft 2521 can be set as a trapezoidal thread, that is, the adjusting shaft 2521 can be set as a lead screw with a trapezoidal thread, so that the self-locking ability of the adjusting shaft 2521 is stronger, and thus when the motorcycle 100 is driving normally, it can effectively prevent the first transmission component 2531 and the transmission mechanism 24 from being connected, thereby improving the safety of the motorcycle 100.

[0055] Understandably, in this embodiment, by providing a limiting groove 2461a on the shift hub 246 and / or setting the external thread 2521a on the adjusting shaft 2521 as a trapezoidal thread, the first transmission member 2531 and the transmission mechanism 24 can be effectively prevented from being connected during normal operation of the motorcycle 100.

[0056] like Figure 13 As shown, in one implementation, the transmission assembly 253 further includes a third transmission member 2533 and a fourth transmission member 2534. The third transmission member 2533 and the fourth transmission member 2534 are connected in a transmission manner. The third transmission member 2533 is also connected in a transmission manner to the second transmission member 2532. The fourth transmission member 2534 is also connected in a transmission manner to the starting device 221, thereby transmitting the driving force of the starting device 221 to the third transmission member 2533 through the fourth transmission member 2534. This allows the third transmission member 2533 to transmit the driving force to the second transmission member 2532, thereby causing the second transmission member 2532 to drive the first transmission member 2531 to rotate. The third transmission member 2533 can be a transmission structure formed by combining gears and chains, or it can be a transmission structure formed by combining gears. The fourth transmission member 2534 can also be a transmission structure formed by combining gears. It is understandable that it is sufficient to satisfy the requirement that the fourth transmission component 2534 and the third transmission component 2533, the third transmission component 2533 and the second transmission component 2532, and the fourth transmission component 2534 and the starting device 221 form a transmission connection, without limiting the specific form of the above transmission connection.

[0057] In this embodiment, the third transmission member 2533 includes a transmission belt 2533a, a first transmission gear 2533b and a second transmission gear 2533c coaxially arranged, the first transmission gear 2533b being able to rotate synchronously with the second transmission gear 2533c. The fourth transmission member 2534 includes a third transmission gear 2534a and a fourth transmission gear 2534b coaxially arranged, the third transmission gear 2534a and the fourth transmission gear 2534b rotating synchronously. Specifically, the first transmission gear 2533b is connected to the second transmission member 2532 via the transmission belt 2533a; the second transmission gear 2533c is connected to the starting device 221, specifically, the second transmission gear 2533c is connected to the third transmission gear 2534a, and the fourth transmission gear 2534b is connected to the starting device 221, thereby transmitting the driving force of the starting device 221 to the second transmission member 2532. The transmission belt 2533a can be a chain. Understandably, the first transmission gear 2533b can also be a pulley, in which case the transmission belt 2533a can be a belt.

[0058] like Figure 13 As shown, more specifically, the starting device 221 includes a starter motor 2211, a transmission gear set 2212, and a starting gear 2213. The starter motor 2211 is drive-connected to the transmission gear set 2212, the transmission gear set 2212 is drive-connected to the starting gear 2213, and the starting gear 2213 is also drive-connected to the fourth transmission gear 2534b and the starting gear 2213, thereby transmitting the driving force of the starter motor 2211 to the fourth transmission component 2534. The starting gear 2213 is coaxially arranged with the crankshaft, and can drive the crankshaft to rotate when the engine 200 is started, thus enabling the engine 200 to operate normally. Specifically, the starting gear 2213 and the crankshaft are configured for unidirectional transmission, so that when the crankshaft speed is lower than the starting gear 2213 speed, the starting gear 2213 can drive the crankshaft to rotate; when the crankshaft speed is higher than the starting gear 2213 speed, the starting gear 2213 will not affect the crankshaft rotation. In this embodiment, the rotation direction of the crankshaft driven by the starter gear 2213 is set to forward rotation. When the motorcycle 100 activates the reverse assist function, the starter motor 2211 drives the starter gear 2213 to rotate. At this time, the rotation direction of the starter gear 2213 is reverse rotation. Therefore, when the motorcycle 100 activates the reverse assist function, the starter gear 2213 can prevent the crankshaft from rotating, thereby allowing the driving force of the starter motor 2211 to be basically transmitted to the transmission assembly 253.

[0059] like Figure 14As shown, in one implementation, the transmission assembly 253 also includes a transmission bearing 2535. The first transmission gear 2533b and the second transmission gear 2533c can rotate synchronously or disconnect transmission via the transmission bearing 2535. The transmission bearing 2535 can only transmit driving force in one direction; that is, the transmission bearing 2535 can be a one-way bearing, an overrunning clutch, etc. Specifically, the transmission bearing 2535 and the second transmission gear 2533c are fixedly connected, and the transmission bearing 2535 and the first transmission gear 2533b are in clearance fit. The transmission bearing 2535 includes a first working state engaged with the first transmission gear 2533b and a second working state disconnected from the first transmission gear 2533b. Further, when the rotation direction of the second transmission gear 2533c is the same as the rotation direction of the first transmission gear 2533b, the transmission bearing 2535 is in the first working state; when the rotation direction of the second transmission gear 2533c is opposite to the rotation direction of the first transmission gear 2533b, the transmission bearing 2535 is in the second working state. The reason why the steering direction of the second transmission gear 2533c is opposite to that of the first transmission gear 2533b can be that when the motorcycle 100 is reversing on a slope and rolls back, the running system 13 drives the transmission mechanism 24 to reverse, thereby causing the first transmission gear 2533b to reverse as well. At this time, the transmission mechanism 24 has a reverse force opposite to the driving force of the starting device 221. Through the above arrangement, the transmission bearing 2535 can achieve a one-way transmission function. This prevents the second transmission gear 2533c from driving the starting device 221 to reverse due to the reverse force of the transmission mechanism 24 when the steering direction of the second transmission gear 2533c is opposite to that of the first transmission gear 2533b, thus improving the safety and service life of the starting device 221. More specifically, when the transmission bearing 2535 is in the first working state, the transmission bearing 2535 and the first transmission gear 2533b are engaged, so that the first transmission gear 2533b can rotate synchronously with the second transmission gear 2533c through the transmission bearing 2535. At this time, if the transmission assembly 253 and the transmission mechanism 24 are connected, that is, if the first transmission component 2531 and the transmission mechanism 24 are connected, the starting device 221 can transmit the driving force to the transmission mechanism 24 through the transmission assembly 253, so that the transmission mechanism 24 can drive the walking system 13 to control the motorcycle 100 to reverse.When the transmission bearing 2535 is in the second working state, the transmission bearing 2535 and the first transmission gear 2533b are disconnected, so that the first transmission gear 2533b and the second transmission gear 2533c cannot rotate synchronously. At this time, if the transmission assembly 253 and the gear shift mechanism 24 are connected, that is, if the first transmission member 2531 and the gear shift mechanism 24 are connected, when the walking system 13 drives the gear shift mechanism 24 to reverse, the power of the gear shift mechanism 24 cannot be transmitted to the starting device 221 through the transmission assembly 253. Therefore, when the motorcycle 100 rolls back on a slope, that is, when the gear shift mechanism 24 drives the first transmission member 2531 and the second transmission member 2532 to reverse, the transmission bearing 2535 can disconnect the transmission connection between the first transmission gear 2533b and the second transmission gear 2533c of the third transmission member 2533, thereby preventing the starting device 221 from reversing and improving the safety and service life of the starting device 221.

[0060] It should be understood that those skilled in the art can make improvements or modifications based on the above description, and all such improvements and modifications should fall within the protection scope of the appended claims.

Claims

1. A motorcycle, comprising: Frame; The walking system includes a first walking wheel and a second walking wheel; A suspension system, wherein the first traveling wheel is connected to the vehicle frame via the suspension system, and the second traveling wheel is connected to the vehicle frame via the suspension system; A power system, which is connected to the walking system, includes an engine; The engine includes a drive mechanism and a transmission mechanism, and the transmission mechanism is connected to the walking system in a transmission connection. Its features are, The drive mechanism includes a starting device, and the engine further includes a reverse gear mechanism. The reverse gear mechanism includes a drive assembly, an adjustment assembly, and a transmission assembly. The starting device and the transmission assembly maintain a transmission connection. The drive assembly controls the transmission connection or disconnection between the transmission assembly and the transmission mechanism through the adjustment assembly. The transmission assembly includes a transmission bearing, which has a first working state and a second working state. When the transmission bearing is in the first working state, if the transmission assembly and the transmission mechanism are connected, the starting device transmits driving force to the transmission mechanism through the transmission assembly. When the transmission bearing is in the second working state, if the transmission assembly and the transmission mechanism are connected, the power of the transmission mechanism cannot be transmitted back to the starting device through the transmission assembly. The transmission assembly includes a first transmission component and a second transmission component that can slide against each other and rotate synchronously. The starting device and the second transmission component are connected in transmission. The drive mechanism controls the transmission connection or disconnection between the first transmission component and the speed change mechanism through the adjustment component.

2. The motorcycle according to claim 1, characterized in that, The transmission assembly further includes a third transmission component, which includes a first transmission gear and a second transmission gear. The first transmission gear and the second transmission component are connected in a transmission manner. The second transmission gear is connected in a transmission manner to the first transmission gear through the transmission bearing. The second transmission gear is also connected in a transmission manner to the starting device.

3. The motorcycle according to claim 2, characterized in that, When the transmission bearing is in the first working state, the first transmission gear and the second transmission gear rotate synchronously; when the transmission bearing is in the second working state, the first transmission gear and the second transmission gear disconnect from each other.

4. The motorcycle according to claim 2, characterized in that, The transmission bearing and the second transmission gear are fixedly connected, and the transmission bearing and the first transmission gear are clearance-fitted.

5. The motorcycle according to claim 2, characterized in that, The third transmission component also includes a transmission belt, and the first transmission gear and the second transmission component are connected by the transmission belt.

6. The motorcycle according to claim 2, characterized in that, The transmission assembly further includes a fourth transmission component, which includes a third transmission gear and a fourth transmission gear that rotate synchronously. The third transmission gear is connected to the second transmission gear, and the fourth transmission gear is connected to the starting device.

7. The motorcycle according to claim 1, characterized in that, The adjustment assembly includes an adjustment shaft and a toggle element. The adjustment shaft and the drive assembly are connected by a transmission, and the adjustment shaft and the toggle element are driven by a screw. The toggle element and the transmission assembly are engaged or fixedly connected.

8. The motorcycle according to claim 1, characterized in that, The adjustment assembly includes an integrally formed or fixedly connected adjustment shaft and a toggle member. The drive assembly includes a drive shaft. The rotation of the drive shaft causes the adjustment shaft to move along the axial direction of the adjustment shaft, so that the toggle member moves along the axial direction of the adjustment shaft.

9. The motorcycle according to claim 7 or 8, characterized in that, The adjustment component includes a first position and a second position. The drive component drives the adjustment component to switch between the first position and the second position. When the adjustment component is in the first position, the adjustment component controls the transmission component and the speed change mechanism to be connected in transmission. When the adjustment component is in the second position, the adjustment component controls the transmission component and the speed change mechanism to be disconnected.

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