Control device and motorcycle

Abstract

The present application relates to a kind of control device and motorcycle, involve motorcycle field.The present application proposes a kind of control device, including three-stage gear shaft, joystick and reduction gear set;Three-stage gear shaft is equipped with at least one flat key, three-stage gear shaft is equipped with three-stage driven gear and four-stage driving gear, four-stage driving gear is equipped with at least one keyway, to make flat key sliding limit in keyway;Joystick is engaged with four-stage driving gear, and joystick is used to drive clutch.The mechanical structure of the joystick proposed in the present application is simpler, without multiple bearings for positioning, thereby reducing the difficulty of shell manufacturing and the machining precision requirement of control device, while reducing the number of bearings for connecting joystick and shell, without cumbersome tooling during control device installation process, to improve the production and assembly efficiency of mechanism.At the same time, the transmission between keyway and flat key is set to realize the electric control function of control device, and the processing angle of keyway and flat key is simpler in production process control.

Description

Technical Field

[0001] This invention relates to the field of motorcycles, and more specifically, to a control device and a motorcycle. Background Technology

[0002] Currently, the main technical paths for realizing automatic transmission functions in motorcycles are AT, AMT, CVT, and DCT. None of the above technical solutions can achieve the coexistence of mechanical manual control and electronic control of the clutch. Due to the entertainment attributes of motorcycles, automatic clutch and traditional manual control functions must be satisfied at the same time.

[0003] The inventors discovered that current automatic clutch technology, if it is required to achieve coexistence of electric and manual modes, has the following problems due to the coaxial design of the manual and automatic control modules at the clutch control lever: the coaxial design of the control mechanism uses multi-bearing axial positioning, which requires high machining accuracy of the clutch control mechanism housing, and the bearing positioning and pressing during installation are quite difficult. Summary of the Invention

[0004] The present invention aims to provide, for example, a control device and a motorcycle that can realize both electric and manual control functions for the motorcycle clutch, while the installation process of the control device does not require cumbersome tooling, thereby improving production and assembly efficiency.

[0005] The embodiments of the present invention can be implemented as follows:

[0006] In a first aspect, the present invention proposes a control device comprising a three-stage gear shaft, a control lever, and a reduction gear set; the three-stage gear shaft is provided with at least one flat key, and a three-stage driven gear and a four-stage driving gear are sleeved on the three-stage gear shaft; the four-stage driving gear is provided with at least one keyway so that the flat key is slidably limited within the keyway; the control lever is engaged with the four-stage driving gear and is used to drive a clutch; the reduction gear set is engaged with the three-stage driven gear and is used to drive the three-stage driven gear to rotate.

[0007] Optionally, the keyway includes a groove body and a first keyway end face and a second keyway end face respectively disposed at both ends of the groove body, and the flat key includes a guide body and a first flat key end face and a second flat key end face respectively disposed at both ends of the guide body.

[0008] The guide body slides within the groove body so that the first keyway end face abuts against the first flat key end face or the second keyway end face abuts against the second flat key end face.

[0009] Optionally, at least two keyways are provided, and at least two keyways are provided at equal angles along the center of the fourth-stage drive gear;

[0010] At least two flat keys are provided, and at least two flat keys are provided at equal angles along the center of the third-stage gear shaft;

[0011] At least two of the flat keys are respectively slidably located within at least two of the keyways.

[0012] Optionally, both the fourth-stage driving gear and the third-stage driven gear are sector gears;

[0013] The keyway is located on one side of the fourth-stage driving gear, and the third-stage driven gear is located on the side away from the flat key;

[0014] The control lever is equipped with four driven gears, which are sector gears and mesh with the four driving gears for transmission.

[0015] Optionally, one end of the joystick is connected to a control arm;

[0016] A return spring is provided between one end of the control arm and the control lever, and a cable is connected to the other end of the control arm through a cable lug for limiting the cable. The cable is used to control the rotation of the control lever.

[0017] Optionally, the cable is provided with a first limiting plug, which is limited and connected inside the cable lug, and the first limiting plug is connected to the cable lug through an anti-detachment component.

[0018] Optionally, the cable is provided with a first limiting plug and a second limiting plug, the first limiting plug and the second limiting plug are spaced apart, the first limiting plug is limited and connected inside the cable lug, and the second limiting plug is provided outside the cable lug.

[0019] Optionally, the other end of the control lever is provided with a first gear portion, which engages with the lever of the clutch for transmission.

[0020] The pull rod is provided with a second shaft tooth, and the first shaft tooth and the second shaft tooth are meshed and connected to drive the clutch.

[0021] Optionally, the reduction gear set includes at least one driving member, a primary gear set, and a secondary gear set, wherein the output end of the driving member is connected to the primary gear set, and the primary gear set and the secondary gear set are connected to each other.

[0022] The secondary gear set is connected to the tertiary driven gear set for transmission.

[0023] Secondly, the present invention also provides a motorcycle including the control device and clutch described in any of the above claims; the clutch is used to transmit or disconnect power transmission between the engine and the gearbox, and the clutch is driven by the control device or by manually operating the lever to engage or disconnect power transmission between the engine and the gearbox.

[0024] The beneficial effects of the embodiments of the present invention include, for example:

[0025] The motorcycle proposed in this invention, by setting up a control device, allows the rider to operate the control lever manually or through the control device. The rotation of the control lever drives the clutch to engage or disengage the power transmission between the engine and the gearbox, thereby realizing both electric and manual control functions of the motorcycle clutch. This retains the inherent entertainment attributes of the motorcycle while increasing the convenience of electric control.

[0026] The control device proposed in this invention integrates the joystick into a single rod. Compared to existing joystick assemblies with multiple coaxial components, the integrated joystick has a simpler mechanical structure, eliminating the need for multiple bearings for positioning. This reduces the difficulty of manufacturing the control device's housing and the precision requirements. Furthermore, by reducing the number of bearings connecting the joystick to the housing, the control device installation process eliminates the need for cumbersome tooling, improving the efficiency of production and assembly. Simultaneously, a three-stage gear shaft with a flat key and a three-stage driven gear, and a four-stage driving gear with a keyway, replace the multiple coaxial joysticks used in the prior art. The electric control function of the control device is achieved through transmission between the keyway and the flat key. The machining angle control of the keyway and flat key is simpler during production compared to the flat key assembly of the prior art, and subsequent installation of the mechanism also eliminates the need for cumbersome tooling to determine the installation angle of the flat key. Attached Figure Description

[0027] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0028] Figure 1 This is a schematic diagram of the engine and clutch in an embodiment of the present invention;

[0029] Figure 2 This is a schematic diagram of the control device in an embodiment of the present invention;

[0030] Figure 3 This is a partial cross-sectional schematic diagram of the control device in an embodiment of the present invention;

[0031] Figure 4 This is a top view of the control device in an embodiment of the present invention;

[0032] Figure 5 This is a schematic diagram of the connection of the control device in the waiting mode in an embodiment of the present invention;

[0033] Figure 6 This is a schematic diagram of the structure of the three-stage gear shaft in an embodiment of the present invention;

[0034] Figure 7 This is a first schematic diagram of the cable lug and cable in an embodiment of the present invention;

[0035] Figure 8 This is a second schematic diagram of the cable lug and cable in an embodiment of the present invention;

[0036] Figure 9 This is a schematic diagram of the transmission of the control device in the electric control mode in an embodiment of the present invention;

[0037] Figure 10 This is a schematic diagram of the transmission of the control device in manual control mode in an embodiment of the present invention;

[0038] Figure 11 This is a schematic diagram of the transmission of the control device in manual assist mode in an embodiment of the present invention;

[0039] Figure 12 This is a schematic diagram of the structure of the three-stage gear shaft with two flat keys in an embodiment of the present invention.

[0040] Icons: 010-Engine; 020-Clutch; 021-Outer plate; 022-Inner hub; 023-Steel plate; 024-Friction plate; 025-Pressure plate; 026-Separation bushing; 027-First spring; 028-Preload bolt; 029-Tie rod; 0291-Second shaft gear; 0292-First direction; 0293-Second direction; 030-Control device; 100-Reduction gear set; 110-Drive component; 111-Drive gear; 120-First stage gear set; 121-First stage gear shaft; 122-Second stage drive gear; 123-First stage driven gear; 130-Second stage gear set; 131-Second stage gear shaft; 132-Third stage drive gear; 13 3-Secondary driven gear; 200-Third-stage gear shaft; 210-Straight key; 211-First straight key end face; 212-Second straight key end face; 300-Third-stage driven gear; 400-Fourth-stage driving gear; 410-Keyway; 411-First keyway end face; 412-Second keyway end face; 500-Operating lever; 501-First shaft tooth; 510-Fourth-stage driven gear; 600-Operating arm; 610-Return spring; 620-Cable hanger; 621-Upper hanger; 622-Lower hanger; 700-Cable; 701-First limit plug; 702-Second limit plug; 710-Anti-detachment component; 800-Housing; 810-Bearing; 900-Angle sensor. Detailed Implementation

[0041] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0042] Therefore, the following detailed description of the embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the invention without inventive effort are within the scope of protection of the invention.

[0043] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0044] In the description of this invention, it should be noted that if terms such as "upper," "lower," "inner," or "outer" are used to indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship in which the product of this invention is usually placed, they are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this invention.

[0045] Furthermore, the terms "first" and "second" are used only to distinguish descriptions and should not be interpreted as indicating or implying relative importance.

[0046] It should be noted that, where there is no conflict, the features in the embodiments of the present invention can be combined with each other.

[0047] The inventors discovered that current automatic clutch technology, when aiming for coexistence of electric and manual modes, suffers from the following problems due to the coaxial design of the manual and automatic control modules at the clutch 020 control lever 500: 1. The coaxial design of the control mechanism, using multi-bearing 810 for axial positioning, requires high machining precision for the clutch control mechanism housing 800, making the positioning and pressing of the bearings 810 during installation difficult. 2. The clutch 020 driven control lever 500 and the automatic and manual control levers 500 use a flat-square drive, requiring high machining precision for the flat-square and a high relative angle between the flat-square and the gears in the reduction system. This angle needs to be achieved through tooling during installation, which is difficult to manufacture and install.

[0048] This invention proposes a straddle-type motorcycle that, while retaining manual control functions, also enables electric control of the motorcycle's clutch 020 via a control device 030, thus simultaneously satisfying the functions of automatic clutch engagement and traditional manual control. It retains the inherent entertainment attributes of a motorcycle while increasing the convenience of electric control.

[0049] Please refer to Figure 1 The present invention provides a motorcycle including a control device 030 and a clutch 020. The clutch 020 is used to transmit or disconnect the power transmission between the engine 010 and the gearbox. The clutch 020 is driven by the control device 030 or a manual operating lever 500 to engage or disconnect the power transmission between the engine 010 and the gearbox.

[0050] It is understandable that the joystick 500 can be operated manually or by the control device 030 to rotate the joystick 500. The rotation of the joystick 500 drives the clutch 020 to engage or disengage the power transmission between the engine 010 and the gearbox, thereby realizing the electric control function and manual control function of the motorcycle clutch 020.

[0051] Please refer to Figure 1 In this embodiment, the motorcycle includes an engine 010, a clutch 020, and a gearbox (not shown in the figure).

[0052] Engine 010 can be an internal combustion engine, prime mover, etc. The output end of engine 010 is connected to the input end of the gearbox, and clutch 020 is located between the output end of engine 010 and the input end of the gearbox. Its function is to engage or disengage the power transmission between engine 010 and gearbox.

[0053] In this embodiment, please refer to Figure 1 The clutch 020 includes an outer disc 021, an inner hub 022, multiple steel plates 023, multiple friction plates 024, a pressure plate 025, and a tie rod 029. The inner hub 022 is fitted inside the outer disc 021, and the outer disc 021 and the inner hub 022 are aligned and mounted on the power input shaft of the engine 010. Multiple steel plates 023 and multiple friction plates 024 are alternately stacked to form the clutch 020 disc, which is fitted and snapped onto the outer periphery of the inner hub 022 and mounted together inside the outer disc 021. The pressure plate 025 presses the clutch 020 disc and the inner hub 022 together and connects to the outer disc 021.

[0054] Please refer to the following: Figure 1 The pressure plate 025 is provided with a limiting groove at the position of the power input shaft of the engine 010. A separation bushing 026 is provided in the limiting groove. The outer wall of the pull rod 029 is sleeved with the separation bushing 026. The pull rod 029 is provided with a second shaft tooth 0291. The second shaft tooth 0291 is a gear structure provided along the extension direction of the pull rod 029. The second shaft tooth 0291 can mesh and drive with the first shaft tooth 501.

[0055] The inner hub 022 is provided with a mounting part, and the pressure plate 025 is provided with a guide groove for the mounting part. The mounting part extends out of the guide groove, and the first spring 027 is sleeved on the mounting part. The pre-tightening bolt 028 locks the first spring 027 on the mounting part of the inner hub 022 so that the first spring 027 is sleeved on the mounting part and one end abuts against the outer wall of the pressure plate 025, while the other end abuts against the pre-tightening bolt 028.

[0056] It is understood that the first gear 501 of the control lever 500 is meshed with the second gear 0291 of the pull rod 029 for transmission, and the rotation of the control lever 500 drives the pull rod 029 to move along the first direction 0292 or the second direction 0293.

[0057] Please refer to the following: Figure 1When the pull rod 029 moves along the first direction 0292, the pull rod 029 pulls the pressure plate 025. The movement of the pull rod 029 overcomes the preload of the first spring 027, the friction plate 024 separates from the steel plate 023, the clutch 020 is disconnected, and the power transmission between the engine 010 and the gearbox is cut off.

[0058] Please refer to the following: Figure 1 When the tie rod 029 moves along the second direction 0293, the tie rod 029 is connected to the inner hub 022, the friction plate 024 is connected to the steel plate 023, and the clutch 020 is engaged, thus the power transmission between the engine 010 and the gearbox is engaged.

[0059] After the ride ends, the first spring 027 resets, the lever 029 drives the control lever 500 back to its initial position, and the return spring 610 also assists the control lever 500 in returning to its initial position.

[0060] Please refer to Figures 2 to 11 In this embodiment, the motorcycle includes a control device 030.

[0061] Please refer to Figure 5 The control device 030 proposed in this invention includes a three-stage gear shaft 200, a control lever 500, and a reduction gear set 100. The three-stage gear shaft 200 is provided with at least one flat key 210. A three-stage driven gear 300 and a four-stage driving gear 400 are sleeved on the three-stage gear shaft 200. The four-stage driving gear 400 is provided with at least one keyway 410 so that the flat key 210 slides within the keyway 410. The control lever 500 is engaged with the four-stage driving gear 400 and is used to drive the clutch 020. The reduction gear set 100 is engaged with the three-stage driven gear 300 and is used to drive the three-stage driven gear 300 to rotate.

[0062] Understandably, the reduction gear set 100 meshes and drives the third-stage driven gear 300, which in turn drives the flat key 210 to rotate. The flat key 210 slides within the keyway 410 until it abuts against the inner wall of the keyway 410, thereby synchronously driving the fourth-stage driving gear 400 to rotate. The fourth-stage driving gear 400 meshes and synchronously drives the control lever 500 to rotate. The rotation of the control lever 500 drives the clutch 020, thereby engaging and disengaging the power transmission between the engine 010 and the gearbox.

[0063] The control lever 500 is designed without a coaxial axis, which eliminates the need for a large number of bearings 810 for positioning. This reduces the manufacturing difficulty and machining accuracy requirements of the control mechanism housing 800. At the same time, because the number of bearings 810 at the clutch 020 control lever 500 is reduced, the installation process does not require complicated tooling, which facilitates the improvement of the mechanism's production and assembly efficiency.

[0064] Please refer to Figure 2 , Figure 3 and Figure 5 In this embodiment, the control device 030 includes a reduction gear set 100; wherein the reduction gear set 100 meshes with a three-stage driven gear 300 to drive the three-stage driven gear 300 to rotate.

[0065] In this embodiment, please refer to Figure 3 and Figure 5 The reduction gear set 100 includes a driving component 110, a first-stage gear set 120 and a second-stage gear set 130. The output end of the driving component 110 is connected to the first-stage gear set 120, and the first-stage gear set 120 and the second-stage gear set 130 are connected to each other. The second-stage gear set 130 is connected to the third-stage driven gear 300.

[0066] Specifically, the drive unit 110 can be a structure such as a motor, and the output end of the drive unit 110 is provided with a drive gear 111, which meshes and is connected to the first-stage driven gear 123 for transmission.

[0067] For details, please refer to Figure 3 and Figure 5 The primary gear set 120 includes a primary gear shaft 121, a secondary driving gear 122, and a primary driven gear 123. The secondary driving gear 122 and the primary driven gear 123 are coaxially arranged and sleeved on the primary gear shaft 121. The primary driven gear 123 is meshed with the drive gear 111 for transmission. The secondary driving gear 122 is meshed with the secondary driven gear 133. It can be understood that the secondary driving gear 122 and the primary driven gear 123 are sleeved on the primary gear shaft 121 in a manner that allows them to rotate as a single unit. The drive gear 111 drives the primary driven gear 123 to rotate, and the primary driven gear 123 drives the primary gear shaft 121 and the secondary driving gear 122 to rotate synchronously. Simultaneously, the secondary driving gear 122 drives the secondary driven gear 133 to rotate.

[0068] The two ends of the primary gear shaft 121 are connected to the housing 800 via bearings 810.

[0069] For details, please refer to Figure 3 and Figure 5The secondary gear set 130 includes a secondary gear shaft 131, a tertiary driving gear 132, and a secondary driven gear 133. The tertiary driving gear 132 and the secondary driven gear 133 are coaxially arranged and sleeved on the secondary gear shaft 131. The two ends of the secondary gear shaft 131 are connected to the housing 800 via bearings 810. It can be understood that the tertiary driving gear 132 and the secondary driven gear 133 are sleeved on the secondary gear shaft 131 in a manner that allows them to rotate as a single unit. The secondary driving gear 122 drives the secondary driven gear 133 to rotate, and the secondary driven gear 133 drives the secondary gear shaft 131 and the tertiary driving gear 132 to rotate synchronously. Simultaneously, the tertiary driving gear 132 drives the tertiary driven gear 300 to rotate.

[0070] The two ends of the secondary gear shaft 131 are connected to the housing 800 via bearings 810.

[0071] Optionally, the reduction gear set 100 may also include multiple drive members 110 and multiple gear sets, such as two drive members 110 meshing with two gear sets, two drive members 110 meshing with three gear sets, etc.

[0072] Please refer to Figure 5 and Figure 6 In this embodiment, the control device 030 includes a three-stage gear shaft 200.

[0073] Specifically, the two ends of the third-stage gear shaft 200 are connected to the housing 800 through bearings 810; the third-stage driven gear and the fourth-stage driving gear are coaxially arranged and can be sleeved on the third-stage gear shaft 200 in a manner that allows them to rotate as a whole.

[0074] Please refer to the following: Figure 6 The third-stage gear shaft 200 is provided with a flat key 210. The flat key 210 includes an arc-shaped guide body and a first flat key end face 211 and a second flat key end face 212 respectively disposed at both ends of the guide body. The guide body is slidably limited within the groove body so that the first keyway end face 411 abuts against the first flat key end face 211 or the second keyway end face 412 abuts against the second flat key end face 212.

[0075] Alternatively, please refer to Figure 12 The parallel key 210 can be set to one, two, three, etc., with at least two parallel keys 210 set at equal angles along the center of the third-stage gear shaft 200.

[0076] Please refer to Figure 5 and Figure 6 In this embodiment, the control device 030 includes a three-stage driven gear 300.

[0077] Specifically, the third-stage driven gear 300 is a sector gear, and the sector-shaped third-stage driven gear 300 is located on the side away from the flat key 210.

[0078] Alternatively, please refer to Figure 2 and Figure 3 Depending on the space within the control device 030, the flat key 210 and the third-stage driven gear 300 can be set at the same height as the third-stage gear shaft 200; of course, the flat key 210 and the third-stage driven gear 300 can also be staggered and not set at the same height as the third-stage gear shaft 200.

[0079] Please refer to Figure 5 and Figure 6 In this embodiment, the control device 030 includes a four-stage drive gear 400.

[0080] Specifically, the fourth-stage driven gear 510 is a sector gear, and the fourth-stage driven gear 510 is provided with a keyway 410. The sector-shaped fourth-stage driving gear 400 and the keyway 410 are located on the same side.

[0081] Please refer to the following: Figure 6 The keyway 410 includes an arc-shaped groove body and a first keyway end face 411 and a second keyway end face 412 respectively disposed at both ends of the groove body; a sliding limiting guide body is provided inside the groove body, and the guide body slides along the groove body so that the first keyway end face 411 abuts against the first flat key end face 211 or the second keyway end face 412 abuts against the second flat key end face 212.

[0082] Alternatively, please refer to Figure 12 The keyway 410 can be set to one, two, three, etc., with at least two keyways 410 set at equal angles along the center of the fourth-stage drive gear 400.

[0083] Alternatively, please refer to Figure 2 and Figure 3 Depending on the space within the control device 030, the keyway 410 and the fourth-stage driven gear 510 can be set at the same height as the third-stage gear shaft 200; alternatively, the keyway 410 and the fourth-stage driven gear 510 can be staggered and not set at the same height as the third-stage gear shaft 200.

[0084] Optionally, the fourth-stage driving gear 400 and the third-stage driven gear 300 can be set at the same height as the third-stage gear shaft 200, or they can be set at different heights, depending on the space within the control device 030.

[0085] Understandably, the third-stage driving gear 132 drives the third-stage driven gear 300 to rotate, which in turn drives the third-stage gear shaft 200, which in turn drives the flat key 210 to rotate. The flat key 210 rotates clockwise or counterclockwise within the keyway 410 so that the first flat key end face 211 abuts against the second keyway end face 412 or the second flat key end face 212 abuts against the second keyway end face 412. Torque is transmitted through the flat key 210 so that it drives the fourth-stage driving gear 400 to rotate. The fourth-stage driving gear 400 drives the control lever 500 to rotate, and the control lever 500 drives the pull rod 029 to move along the first direction 0292 or the second direction 0293, thereby enabling the control device 030 to electrically control the clutch 020.

[0086] When the second flat key end face 212 abuts against the second keyway end face 412, although the two abut against each other, there is no power to transmit, the control lever 500 is in the initial position, and the clutch 020 is not electrically controlled by the control device 030.

[0087] In some alternative embodiments, please refer to Figure 12 Two keyways 410 are provided, and the two keyways 410 are set at equal angles along the center of the fourth-stage drive gear 400; two flat keys 210 are provided, and the two flat keys 210 are set at equal angles along the center of the third-stage gear shaft 200; the two flat keys 210 are respectively limited to sliding within the two keyways 410. This arrangement can increase the transmission efficiency between the flat keys 210 and the keyways 410, and its transmission process is the same as the process described above.

[0088] Of course, in some other alternative embodiments, the keyway 410 and the flat key 210 can also be provided in three, four, or other configurations.

[0089] Please refer to Figure 2 and Figure 4 In this embodiment, the control device 030 includes a joystick 500.

[0090] For details, please refer to Figure 2 and Figure 5 The two ends of the control lever 500 are connected to the housing 800 through bearings 810; the control lever 500 is provided with a four-stage driven gear 510, which is a sector gear and meshes with the four-stage driving gear 400 for transmission.

[0091] In this embodiment, one end of the control lever 500 is connected to the control arm 600, and the other end is engaged with the pull rod 029. The other end of the control lever 500 is provided with a first gear portion 501, which engages with the pull rod 029 of the clutch 020 to drive the clutch 020. The first gear portion 501 is a gear structure arranged around the outer wall of the control lever 500. The first gear portion 501 rotates clockwise to move the pull rod 029 in a first direction 0292; the second gear portion 0291 rotates counterclockwise to move the pull rod 029 in a second direction 0293.

[0092] The control lever 500 and the four-stage driven gear 510 can be integrally formed, or the four-stage driven gear 510 can be sleeved on the control lever 500 in a way that allows for integral rotation.

[0093] It is understandable that the fourth-stage driving gear 400 drives the fourth-stage driven gear 510 to rotate, and the fourth-stage driven gear 510 drives the control lever 500 to rotate, thereby enabling the control device 030 to electrically control the clutch 020.

[0094] It is worth mentioning that, compared with the multiple coaxially arranged joysticks 500 in the prior art, the present invention integrates the joysticks 500 into a single rod. The mechanical structure of the integrated joystick 500 is simpler, eliminating the need for multiple bearings 810 for positioning. This reduces the manufacturing difficulty and machining accuracy requirements of the housing 800 of the control device 030. At the same time, because the number of bearings 810 connecting the joystick 500 and the housing 800 is reduced, the installation process of the control device 030 does not require cumbersome tooling, which facilitates the improvement of the production and assembly efficiency of the mechanism. In addition, a third-stage gear shaft 200 with a flat key 210 and a third-stage driven gear 300 and a fourth-stage driving gear 400 with a keyway 410 are used instead of the multiple coaxially arranged joysticks 500 in the prior art. Furthermore, by setting the transmission between the keyway 410 and the flat key 210, the electric control function of the control device 030 is realized. The machining angle of the keyway 410 and the flat key 210 is simpler to control during the production process compared with the existing flat key. In the subsequent installation process, there is no need for cumbersome tooling to determine the installation angle of the flat key.

[0095] Please refer to Figure 5 and Figures 7-8 In this embodiment, the control device 030 includes a manipulator 600 and a cable 700.

[0096] For details, please refer to Figure 5One end of the control lever 500 is connected to the control arm 600, and the other end is engaged with the pull rod 029. A return spring 610 is provided between one end of the control arm 600 and the control lever 500, and the other end of the control arm 600 is limited to the pull cable 700 through the pull cable lug 620. The pull cable 700 is used to control the rotation of the control lever 500.

[0097] One end of the cable 700 is connected to the cable lug 620 for limiting, and the other end of the cable 700 is connected to the clutch lever 029 at the handlebars of the motorcycle. This configuration enables the manual clutch function of the motorcycle.

[0098] Understandably, when the rider pulls the clutch lever 029, the clutch lever 029 pulls the cable 700, and the cable 700 drives the control arm 600 to rotate in the pulling direction, so that the control lever 500 rotates clockwise. At this time, the control lever 500 drives the clutch lever 029 to move along the first direction 0292, and the clutch 020 is disengaged, that is, the power transmission between the engine 010 and the gearbox is cut off.

[0099] Simultaneously, the control lever 500 drives the fourth-stage driven gear 510 to rotate clockwise, and the fourth-stage driven gear 510 drives the fourth-stage driving gear 400 to rotate counterclockwise. The second keyway end face 412 and the second flat key end face 212 are disconnected. The clutch 020 is manually controlled to disconnect. When the clutch 020 is completely disconnected by manual control, the first flat key end face 211 and the first keyway end face 411 abut, but there is no power to transmit.

[0100] It is worth mentioning that, please refer to Figure 7 and Figure 8 Because the cable 700 may retract in the electronic control mode, in order to prevent the cable 700 from coming loose in the electronic control mode, the cable 700 and the cable lug 620 are designed to prevent detachment, that is, the cable 700 is equipped with a limit plug for preventing detachment.

[0101] In this embodiment, please refer to Figure 7 and Figure 8 The cable hanger 620 includes an upper hanger 621 and a lower hanger 622, which are rotatably fixed to the upper and lower parts of the control arm 600, respectively, and form an anti-detachment limiting space.

[0102] In one embodiment, the cable 700 is provided with a first limiting plug 701, a second limiting plug 702, and an anti-derailment component 710. The first limiting plug 701 and the second limiting plug 702 are spaced apart. The first limiting plug 701 is limited and connected inside the cable lug 620, and the second limiting plug 702 is located outside the cable lug 620. Specifically, the first limiting plug 701 is located within the anti-derailment limiting space of the cable lug 620. The anti-derailment component 710 passes through the upper lug 621 and the lower lug 622 and tightens and fixes them. The interior of the anti-derailment component 710 forms an annular limiting portion to limit the first limiting plug 701, thereby achieving the anti-derailment limiting of the cable 700.

[0103] Understandably, when the control arm 600 moves in the direction of pulling the cable 700, the control arm 600 also moves the cable lug 620 in the same direction as the cable 700. The anti-detachment component 710, the second limit plug 702, and the anti-detachment limiting space of the cable lug 620 can prevent the cable 700 from detaching from the cable lug 620. Specifically, when the rider pulls the cable 700, the first limit plug 701 and the anti-detachment component 710 can prevent the cable 700 from detaching from the cable lug 620.

[0104] The distance between the first limit plug 701 and the second limit plug 702 is the working space of the cable 700 in the electronic control mode.

[0105] In one embodiment, the cable 700 is provided with a first limiting plug 701 and an anti-detachment component 710. The first limiting plug 701 is limited and connected inside the cable lug 620, and the first limiting plug 701 is connected to the cable lug 620 through the anti-detachment component 710. Specifically, the first limiting plug 701 is located within the anti-detachment limiting space of the cable lug 620. The anti-detachment component 710 passes through the upper lug 621 and the lower lug 622 and tightens and fixes them. The interior of the anti-detachment component 710 forms an annular limiting portion to limit the first limiting plug 701, thereby achieving the anti-detachment limiting of the cable 700.

[0106] Understandably, when the control arm 600 moves in the direction of pulling the cable 700, the control arm 600 also moves the cable lug 620 in the same direction as the cable 700. The anti-detachment component 710 and the anti-detachment limiting space of the cable lug 620 can prevent the cable 700 from detaching from the cable lug 620. Specifically, when the rider pulls the cable 700, the first limiting plug 701 and the anti-detachment component 710 can prevent the cable 700 from detaching from the cable lug 620.

[0107] In other embodiments, the cable lug 620 is a structural component. One end of the cable lug 620 is rotatably connected to the control arm 600, and the other end of the cable lug 620 is provided with an opening for the cable 700 to pass through. The cable lug 620 has an anti-detachment limiting space inside, and the opening and the anti-detachment limiting space are connected.

[0108] In one embodiment, the cable 700 is provided with a first limiting plug 701, which slides within the anti-derailment limiting space of the cable lug 620.

[0109] Understandably, when the rider pulls the cable 700 or when the control arm 600 moves the cable lug 620 together in the direction of pulling the cable 700, the first limit plug 701 and the anti-detachment limit space of the cable lug 620 can prevent the cable 700 from detaching from the cable lug 620.

[0110] In one embodiment, the cable 700 is provided with a first limiting plug 701 and a second limiting plug 702 spaced apart. The first limiting plug 701 is limited to the inside of the cable lug 620, and the second limiting plug 702 is provided on the outside of the cable lug 620.

[0111] Understandably, when the rider pulls the cable 700 or when the control arm 600 moves the cable lug 620 together in the direction of pulling the cable 700, the anti-detachment limiting space of the first limit plug 701, the second limit plug 702 and the cable lug 620 can prevent the cable 700 from detaching from the cable lug 620.

[0112] Please refer to Figures 2-4 In this embodiment, the control device 030 includes a housing 800. The two ends of the control lever 500, the two ends of the third gear shaft 200, the two ends of the second gear shaft 131, and the two ends of the first gear shaft 121 are all connected to the control housing 800 through two bearings 810.

[0113] Please refer to the following: Figure 2 The control components and the first-stage driven gear 123 are located outside the housing 800.

[0114] Please refer to the following: Figure 4 The housing 800 is provided with a return spring 610 mounting seat, the return spring 610 is mounted on the return spring mounting seat, and the return end of the return spring 610 is connected to the operating arm 600.

[0115] Optionally, when the reduction gear set 100 is provided with multiple drive components 110, the housing 800 will be designed differently according to the addition of drive components 110.

[0116] Please refer to Figures 2-4 In this embodiment, the control device 030 further includes an angle sensor 900, which is disposed outside the housing 800 and connected to the shaft of the third-stage gear shaft 200. The angle sensor 900 is used to detect the rotation angle of the shaft of the third-stage gear shaft 200 and feed it back to the drive unit 110.

[0117] The control device 030 proposed in this embodiment has a waiting mode, an electric control mode, a manual control mode, and a manual assistance mode. Its working principle is as follows:

[0118] 1. Waiting mode, meaning neither the electronic control mode nor the manual control mode is engaged:

[0119] Please refer to Figure 5 , Figure 5 This is a connection diagram of the control device 030 in the waiting mode in an embodiment of the present invention.

[0120] Since neither the electronic control mode nor the manual control mode is engaged, the control arm 600 and the control lever 500 are in their initial positions, and the clutch 020 is in the engaged state, that is, the clutch 020 engages the power transmission between the engine 010 and the gearbox; at the same time, the second flat key end face 212 and the second keyway end face 412, which are in the waiting position, abut against each other but are unable to transmit power.

[0121] 2. Electric control mode:

[0122] Please refer to Figure 9 , Figure 9 This is a transmission diagram of the control device 030 in the electric control mode in an embodiment of the present invention, wherein the arrows in the diagram indicate the rotation direction of the components.

[0123] The drive unit 110 starts and drives the drive gear 111 to rotate clockwise. The drive gear 111 drives the first-stage driven gear 123 to rotate and the second-stage driving gear 122 to rotate counterclockwise on the same axis. The second-stage driven gear 133 drives the second-stage gear shaft 131 and the third-stage driving gear 132 to rotate clockwise on the same axis. The third-stage driving gear 132 drives the third-stage driven gear 300 to rotate and the third-stage gear shaft 200 and the parallel key 210 to rotate counterclockwise on the same axis.

[0124] At this time, the flat key 210 rotates in the keyway 410 until the second flat key end face 212 and the second keyway end face 412 abut. The flat key 210 transmits the torque of the driving member 110 through the reduction gear set 100 through the second flat key end face 212. The flat key 210 drives the fourth-stage driving gear 400 to rotate counterclockwise, and the fourth-stage driving gear 400 drives the fourth-stage driven gear 510 to rotate clockwise.

[0125] The fourth-stage driven gear 510 drives the control lever 500 to rotate clockwise. The control lever 500 drives the pull rod 029 to move along the first direction 0292. In this state, the clutch 020 begins to disengage until the power transmission between the engine 010 and the gearbox is disconnected.

[0126] At this point, please refer to Figure 7 and Figure 8When the control arm 600 moves in the direction of the pull cable 700, the cable 700 may retract. The anti-detachment design of the cable 700 prevents the cable 700 from coming off the control arm 600.

[0127] After the operation is completed, when the control lever 500 rotates clockwise, the return spring 610 at the control arm 600 is compressed. After the drive component 110 returns to its original position, the return spring 610 provides a return spring force, and the control arm 600 drives the control lever 500 back to its original position. The control lever 500 returns to the waiting mode, that is, the clutch 020 engages the power transmission between the engine 010 and the gearbox.

[0128] 3. Manual control mode:

[0129] Please refer to Figure 10 , Figure 10 This is a transmission diagram of the control device 030 in manual control mode in an embodiment of the present invention, wherein the arrows in the diagram indicate the rotation direction of the components.

[0130] The rider pulls the control cable 700 via the clutch lever 029 on the handlebars. The cable 700 drives the control arm 600 and the control lever 500 to rotate clockwise. The fourth driven gear 510 and the control lever 500 rotate clockwise on the same axis. The control lever 500 drives the pull rod 029 to move along the first direction 0292. In this state, the clutch 020 begins to disengage until the power transmission between the engine 010 and the gearbox is disconnected.

[0131] Simultaneously, the fourth-stage driven gear 510 drives the fourth-stage driving gear 400 to rotate counterclockwise, while the remaining components remain in the aforementioned waiting position. The second flat key end face 212 and the second keyway end face 412 disconnect from each other, and the clutch 020 is manually started to disconnect. When the clutch 020 is manually controlled to completely disconnect, the first flat key end face 211 and the first keyway end face 411 abut against each other, but there is no power to transmit power.

[0132] After the operation is completed, when the control lever 500 is rotated clockwise, the return spring 610 at the control arm 600 is compressed. After the rider releases the clutch lever 029 on the handlebar, the return spring 610 provides a return spring force, and the control arm 600 drives the control lever 500 back to its original position. The control lever 500 returns to the waiting mode, that is, the clutch 020 engages the power transmission between the engine 010 and the gearbox.

[0133] 4. Manual Assist Mode:

[0134] Please refer to Figure 11 , Figure 11 This is a transmission diagram of the control device 030 in manual assist mode in an embodiment of the present invention, wherein the arrows in the diagram indicate the rotation direction of the components.

[0135] In manual mode, the rider pulls the control cable 700 via the clutch lever 029 on the handlebars. The cable 700 drives the control arm 600 and the control lever 500 to rotate clockwise. The fourth-stage driven gear 510 and the control lever 500 rotate clockwise on the same axis. The fourth-stage driven gear 510 drives the fourth-stage drive gear 400 to rotate counterclockwise.

[0136] At this time, the drive component 110 drives the drive gear 111 to rotate clockwise, the drive gear 111 drives the first-stage driven gear 123 to rotate and the second-stage driving gear 122 to rotate counterclockwise on the same axis, the second-stage driven gear 133 drives the second-stage gear shaft 131 and the third-stage driving gear 132 to rotate clockwise on the same axis, the third-stage driving gear 132 drives the third-stage driven gear 300 to rotate, and the third-stage gear shaft 200 and the parallel key 210 to rotate counterclockwise on the same axis.

[0137] In this mode, the flat key 210 rotates within the keyway 410, and the second flat key end face 212 and the second keyway end face 412 always remain in contact and transmit torque. Therefore, the presence of torque can effectively reduce the force value of the clutch lever 029 at the rider's handlebars.

[0138] In summary, riders can switch between different modes using the toggle button on the handlebars, choosing between keeping only the electric mode or the manual assist mode.

[0139] In summary, the motorcycle proposed in this invention, by setting up a control device 030, allows the rider to manually operate or operate the control device 030 to rotate the lever 500. The rotation of the lever 500 drives the clutch 020 to engage or disengage the power transmission between the engine 010 and the gearbox, thereby realizing both electric and manual control functions for the motorcycle clutch 020. This retains the inherent entertainment attributes of the motorcycle while increasing the convenience of electric control.

[0140] The control device 030 proposed in this invention integrates the joystick 500 into a single rod. Compared with the existing technology of multiple coaxially arranged joystick 500 assemblies, the mechanical structure of the integrated joystick 500 is simpler, eliminating the need for multiple bearings 810 for positioning. This reduces the manufacturing difficulty and machining accuracy requirements of the housing 800 of the control device 030. At the same time, because the number of bearings 810 connecting the joystick 500 and the housing 800 is reduced, the installation process of the control device 030 does not require cumbersome tooling, which facilitates the improvement of the production and assembly efficiency of the mechanism. Meanwhile, a third-stage gear shaft 200 with a flat key 210 and a third-stage driven gear 300 and a fourth-stage driving gear 400 with a keyway 410 are used to replace the multiple coaxially arranged control levers 500 in the prior art; the electric control function of the control device 030 is realized by setting the transmission between the keyway 410 and the flat key 210. The machining angle of the keyway 410 and the flat key 210 is simpler to control in the production process than the flat key in the prior art, and there is no need for cumbersome tooling to determine the installation angle of the flat key during the subsequent installation process.

[0141] The above are merely specific embodiments of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A control device, characterized in that, include: A three-stage gear shaft is provided with at least one flat key. A three-stage driven gear and a four-stage driving gear are sleeved on the three-stage gear shaft. The four-stage driving gear is provided with at least one keyway so that the flat key is slidably limited within the keyway. A control lever is engaged with the four-stage drive gear, and rotating the control lever can drive the clutch; the control lever is provided with a four-stage driven gear, which is engaged with the four-stage drive gear for transmission; one end of the control lever is connected to a control arm, and a return spring is provided between one end of the control arm and the control lever; A reduction gear set meshes with the third-stage driven gear to drive the third-stage driven gear to rotate; the reduction gear set includes at least one driving member, a first-stage gear set, and a second-stage gear set; the output end of the driving member is drivenly connected to the first-stage gear set; the first-stage gear set and the second-stage gear set are drivenly connected; the second-stage gear set is drivenly connected to the third-stage driven gear set. The keyway includes a groove body and a first keyway end face and a second keyway end face respectively disposed at both ends of the groove body; the flat key includes a guide body and a first flat key end face and a second flat key end face respectively disposed at both ends of the guide body. The guide body slides within the groove body so that the end face of the first keyway abuts against the end face of the first flat key, and no force is transmitted when abutting; or, the end face of the second keyway abuts against the end face of the second flat key, and the flat key can drive the fourth-stage driving gear to rotate, and the fourth-stage driving gear can drive the fourth-stage driven gear to rotate.

2. The control device according to claim 1, characterized in that, At least two keyways are provided, and at least two keyways are provided at equal angles along the center of the fourth-stage drive gear; At least two flat keys are provided, and at least two flat keys are provided at equal angles along the center of the third-stage gear shaft; At least two of the flat keys are respectively slidably located within at least two of the keyways.

3. The control device according to claim 1, characterized in that, Both the fourth-stage driving gear and the third-stage driven gear are sector gears; the keyway is located on one side of the fourth-stage driving gear, and the third-stage driven gear is located on the side away from the flat key; The fourth-stage driven gear is a sector gear.

4. The control device according to claim 1, characterized in that, The other end of the control arm is connected to a cable via a cable lug, and the cable is used to control the rotation of the control lever.

5. The control device according to claim 4, characterized in that, The cable is provided with a first limiting plug, which is limited and connected to the inside of the cable lug. The first limiting plug is connected to the cable lug through an anti-detachment component.

6. The control device according to claim 4, characterized in that, The cable is provided with a first limiting plug and a second limiting plug, which are spaced apart. The first limiting plug is limited and connected inside the cable lug, and the second limiting plug is provided outside the cable lug.

7. The control device according to claim 4, characterized in that, The other end of the control lever is provided with a first gear, which is engaged and connected to the lever of the clutch for transmission. The pull rod is provided with a second shaft tooth, and the first shaft tooth and the second shaft tooth are meshed and connected to drive the clutch.

8. A motorcycle, characterized in that, Includes the control device as described in any one of claims 1 to 7; A clutch, used to transmit or disconnect power between the engine and the transmission, the clutch being driven by the control device or manually operated by the lever to engage or disconnect power transmission between the engine and the transmission.

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