A multi-speed transmission drive structure for motorcycle

Abstract

The present invention discloses a multi-speed variable speed drive structure for a motorcycle, which relates to the technical field of multi-speed variable speed drives and comprises a vehicle body, a rear axle body being mounted at the lower end of the vehicle body, a protective cover being fixedly mounted on the rear axle body, a motor being fixedly mounted on the inner wall of the protective cover, a power output assembly, a transmission assembly, and an adjustment assembly being arranged within the protective cover, the power output assembly comprising an adjustment rod rotatably mounted on the inner wall of the rear axle body. The advantages of the present invention are that the present invention can automatically adapt the rotational speed of the wheels on the vehicle body and the transmission ratio of the motor, i.e., the vehicle body driving gear, according to the slope of the road surface on which the vehicle body is traveling, thereby helping to improve the stability of the vehicle body when traveling on a sloping road surface. At the same time, through the cooperation of the tapered column and the adjustment assembly, the continuity and adaptability of the vehicle body during gear shifting can be effectively improved, making the power output of the vehicle body more stable, which helps to further improve the driving experience of the vehicle body.

Description

Technical Field

[0001] The present invention relates to the technical field of multi-speed transmission drive, in particular to a multi-speed transmission drive structure for a motorcycle. Background Art

[0002] When a vehicle is driving on different road conditions, especially on climbing and downhill sections, in order to ensure the stability and safety of the vehicle, the vehicle usually shifts gears according to the road slope. For example, when the vehicle is climbing, the component of gravity along the slope will increase the resistance to the vehicle's forward movement, so the vehicle needs to be adaptively switched to the resistance speed. Conversely, when the vehicle is going downhill, the gear position needs to be adaptively adjusted to control the vehicle's speed.

[0003] However, when the vehicle is climbing or descending, the driver switches the current vehicle gear, mostly through the cooperation of the shift lever and multiple gears in the vehicle transmission system to achieve the switching of the vehicle gear. However, since the teeth between different gears are in a discrete state, it takes a certain amount of time in the gear switching process. Therefore, at this stage, it will cause a brief interruption of power transmission, which may easily lead to a sense of frustration in the vehicle, reducing the smoothness and driving experience of the vehicle. At the same time, in the process of the driver shifting gears according to the road conditions, it is also easy to be affected by the driver's proficiency in vehicle operation, reducing the timeliness and accuracy of the vehicle shifting. To this end, we propose a motorcycle multi-speed transmission drive structure to solve the above problems. Summary of the Invention

[0004] The purpose of the present invention is to solve the problems raised in the background technology and to propose a multi-speed transmission drive structure for a motorcycle.

[0005] In order to achieve the above object, the present invention adopts the following technical solutions:

[0006] A multi-speed transmission drive structure for a motorcycle comprises a vehicle body, a rear axle body being mounted at the lower end of the vehicle body, a protective cover being fixedly mounted on the rear axle body, a motor being fixedly mounted on the inner wall of the protective cover, and a power output assembly, a transmission assembly, and an adjustment assembly being arranged within the protective cover;

[0007] The power output assembly includes an adjustment rod rotatably mounted on the inner side wall of the rear axle body, and a speed regulating component for adjusting the vehicle body speed is installed on the adjustment rod;

[0008] The transmission assembly includes a rotating rod rotatably mounted on the inner side wall of the rear axle body, a tapered column slidably mounted on the rotating rod, and a speed change mechanism for shifting is installed between the tapered column and the rear axle body;

[0009] The adjustment assembly includes two circular rollers rotatably mounted on the inner wall of the rear axle body, both of which are fixedly mounted with pendulums, and a driving mechanism is installed between the two circular rollers and the rear axle body for indirectly adjusting the driving gear of the vehicle body.

[0010] Compared with the existing technology, the advantages of the present invention are:

[0011] 1: When the vehicle body is traveling on a slope, the present invention can automatically detect the inclination angle of the vehicle body through the cooperation of the adjustment component, the power output component, and the transmission component. According to the detection result, the rotation speed of the wheels on the vehicle body and the transmission ratio of the motor, that is, the driving gear of the vehicle body, are automatically adaptively adjusted. This can help improve the stability of the vehicle body when traveling on the slope and the convenience of the driver in operating the vehicle body.

[0012] 2: When the vehicle body climbs or descends a slope, the present invention automatically adjusts the transmission ratio, that is, the gear position, of the vehicle body through the cooperation between the adjustment component and the transmission component. The cooperation between the tapered column and the adjustment component can effectively improve the continuity and adaptability of the vehicle body in gear shifting, making the power output of the vehicle body more stable, which can help to further improve the driving experience of the vehicle body. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 This is a schematic structural diagram of a multi-speed transmission drive structure for a motorcycle proposed by the present invention;

[0014] Figure 2 for Figure 1 Schematic diagram of the structure of the components at the lower end of the middle car body;

[0015] Figure 3 for Figure 2 a schematic cross-sectional view of the middle protective cover;

[0016] Figure 4 for Figure 2 A partial cross-sectional schematic diagram of the center and rear axle body;

[0017] Figure 5 for Figure 4 Schematic diagram of top view after removing the motor;

[0018] Figure 6 for Figure 4 Schematic diagram of the structure of the internal components of the center and rear axle body;

[0019] Figure 7 for Figure 6 Schematic diagram of the structure of the power output assembly;

[0020] Figure 8 for Figure 7 Schematic diagram of the structure after rotation at a certain angle;

[0021] Figure 9 for Figure 8 Schematic diagram of the structure after rotation at a certain angle;

[0022] Figure 10 for Figure 5 Schematic diagram of the structure of the transmission component;

[0023] Figure 11 for Figure 10 A schematic cross-sectional view of the middle tapered column and the support frame after being rotated at a certain angle;

[0024] Figure 12 for Figure 6 A schematic cross-sectional view of the middle gear cylinder;

[0025] Figure 13 for Figure 5 Schematic diagram of the structure of the middle regulating component;

[0026] Figure 14 for Figure 13 Schematic diagram of the structure of the middle drive mechanism;

[0027] Figure 15 for Figure 13 A schematic diagram of the structure of the middle push component;

[0028] Figure 16 for Figure 2 A schematic cross-sectional view of the middle protective cover after it is rotated to a certain angle;

[0029] Figure 17 for Figure 16 Schematic diagram of the structure of the components in the protective cover;

[0030] Figure 18 for Figure 17 Schematic diagram of the structure of part A.

[0031] In the figure: 1. Vehicle body; 2. Rear axle body; 3. Protective cover; 4. Motor;

[0032] 5. Power output assembly; 51. Rotating shaft; 52. Disc; 53. Bump; 54. Adjusting rod; 55. Driving wheel; 56. Spring column; 57. Rotating gear 1;

[0033] 6. Transmission assembly; 61. Rotating rod; 62. Rotating gear 2; 63. Conical column; 64. Round rod; 65. Support frame; 66. Spur gear; 67. Gear block; 68. Driving groove; 69. Cylinder; 610. Geared cylinder;

[0034] 7. Differential; 8. Wheel axle;

[0035] 9. Adjustment assembly; 91. Spring telescopic rod; 92. Plate; 93. Connector; 94. Roller; 95. Pendulum; 96. Threaded rod; 97. Sliding member; 98. Push rod;

[0036] 10. Heat dissipation assembly; 101. Spring rod; 102. Filter; 103. Knocking plate; 104. Electric telescopic rod; 105. Drive frame; 106. Movable plate. DETAILED DESCRIPTION

[0037] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0038] Reference Figures 1-18 A multi-speed transmission drive structure for a motorcycle includes a body 1, a rear axle body 2 is installed at the lower end of the body 1, a protective cover 3 is fixedly installed on the rear axle body 2, a motor 4 is fixedly installed on the inner wall of the protective cover 3, a power output component 5 is arranged in the protective cover 3, a transmission component 6 is arranged in the protective cover 3, and an adjustment component 9 is arranged in the protective cover 3.

[0039] Reference Figures 1-12 The power output assembly 5 includes an adjusting rod 54 rotatably mounted on the inner wall of the rear axle body 2 , and a speed regulating component for adjusting the running speed of the vehicle body 1 is installed on the adjusting rod 54 .

[0040] The transmission assembly 6 includes a rotating rod 61 rotatably mounted on the inner wall of the rear axle body 2 , a tapered column 63 is slidably mounted on the rotating rod 61 , and a speed change mechanism for shifting gears is installed between the tapered column 63 and the rear axle body 2 .

[0041] The force transmission component includes a rotating gear 57 fixedly mounted on the adjusting rod 54, a rotating gear 2 62 meshing with the rotating gear 57 fixedly mounted on the rotating rod 61, a spur gear 66 fixedly mounted on the round rod 64, two cylinders 69 rotatably mounted on the inner wall of the rear axle body 2, a geared cylinder 610 fixedly mounted between the two cylinders 69, and the geared cylinder 610 meshes with the spur gear 66, a differential 7 is mounted in the geared cylinder 610, two wheel axles 8 are mounted on the differential 7, and one end of the two wheel axles 8 passes through and is rotatably mounted on the geared cylinder 610 and the rear axle body 2.

[0042] When the vehicle body 1 is needed, the motor 4 is started. During operation, the motor 4 drives the rotating rod 61 to rotate through the cooperation of the rotating shaft 51 and the power output assembly 5. When the rotating rod 61 rotates, it can drive the two wheel shafts 8 to rotate together through the cooperation with the transmission assembly 6 and the gear cylinder 610. The driving force is transmitted to the two rear wheels of the vehicle body 1 (i.e., Figure 1 In the direction shown, the two wheels on the left side of the vehicle body 1 are driven to rotate and move.

[0043] At the same time, when the motor 4 is running to drive the vehicle body 1, the speed output by the motor 4 is usually high but the torque is relatively small. At this time, through the cooperation of the power output component 5 and the transmission component 6, the wheel speed can be effectively reduced and the wheel torque can be increased, so that the vehicle body 1 can obtain sufficient power to overcome its resistance during driving, such as the power required for the vehicle body 1 to climb a slope or carry loads.

[0044] At the same time, the middle of the two cylinders 69 are hollowed out (to facilitate the installation and replacement of the corresponding wheel shafts 8), and the two wheel shafts 8 are threadedly connected to the differential 7. Figure 12 As can be seen in the figure, the differential 7 is composed of a plurality of tapered gear columns, wherein the tapered gear columns on the upper left and lower right are both threadedly connected to the corresponding wheel axles 8. When the two wheel axles 8 need to be disassembled, the two wheel axles 8 can be separated from the corresponding tapered gear columns by applying a rotational force to the wheel axles 8 in turn. Thereafter, the two wheel axles 8 can be removed from the gear cylinder 610, the corresponding cylinder 69 and the rear axle body 2 by applying a certain pulling force thereto (at this time, the rear axle body 2 and the two rear wheels of the vehicle body 1 have been separated in advance).

[0045] At the same time, when the vehicle body 1 is traveling on an uneven road surface or the two rear wheels of the vehicle body 1 are subject to different resistances (for example, when the vehicle body 1 is turning, the turning radius of the outer rear wheel will be greater than that of the inner rear wheel, and according to circular motion, in the same amount of time, the outer rear wheel travels a longer distance and needs to overcome a greater rolling friction), at this time, through the cooperation of multiple conical gear columns inside the differential 7 (the principle of this part is similar to the principle of the differential device on the rear axle of an existing electric three-wheeled motorcycle, which will not be further elaborated here), the rotation speed of the two rear wheels can be automatically adjusted, so that the vehicle body 1 can better adapt to road conditions and ensure the stability and controllability of the vehicle body 1 during driving.

[0046] Reference Figure 13-15 The adjustment component 9 includes two round rollers 94 rotatably mounted on the inner wall of the rear axle body 2, and a pendulum 95 is fixedly mounted on the two round rollers 94. A driving mechanism is installed between the two round rollers 94 and the rear axle body 2 for indirectly adjusting the driving gear of the vehicle body 1.

[0047] The driving mechanism includes threaded rods 96 fixedly mounted on two round rollers 94 respectively, and the threads of the two threaded rods 96 have opposite rotation directions. Plates 92 are fixedly mounted on the driving wheel 55 and the tapered column 63, and the two plates 92 are slidably mounted on the adjusting rod 54 and the rotating rod 61 respectively. Two spring telescopic rods 91 are fixedly mounted on the inner wall of the rear axle body 2, and connecting parts 93 are fixedly mounted on one end of the two spring telescopic rods 91, and the two connecting parts 93 are rotatably connected to the corresponding plate bodies 92. A pushing component is commonly installed between the two threaded rods 96.

[0048] The push member includes a slide 97 threadedly mounted on two threaded rods 96, and two push rods 98 are fixedly mounted on the two slides 97 (from Figure 15 As can be seen in the figure, the left end of the lower left push rod 98 is inserted through and slidably mounted on the corresponding connecting member 93).

[0049] When the vehicle body 1 is in the climbing stage, greater power is required to overcome gravity and friction (when climbing, the vehicle body 1 must overcome the component of gravity along the slope, friction and other resistances). At this time, in order to ensure the normal driving of the vehicle body 1, it is usually necessary to shift gears for the vehicle body 1. At the same time, when the vehicle body 1 is in the downhill stage, in order to control the speed and prevent the vehicle from losing control due to excessive speed due to gravity, in order to improve the stability and safety of the vehicle body 1 during the downhill process, it is also necessary to shift gears for the vehicle body 1.

[0050] When climbing a slope, the driver is often required to shift gears in a timely manner according to the road's gradient. Failure to do so in a timely manner can result in a lack of power or even a stall. When descending a slope, the driver is also required to shift gears in a timely manner according to the road's gradient. Improper or untimely shifting can lead to inability to effectively control vehicle speed, increasing safety risks. Frequent shifting can also increase the driver's workload and distract them, especially in complex road conditions, which can easily lead to traffic accidents.

[0051] When the vehicle body 1 is in the climbing stage, the vehicle body 1 has an upward tilt angle relative to the ground. At this time, the two pendulums 95 will always maintain the effect of being perpendicular to the ground under the action of their own gravity. Therefore, relative to the vehicle body 1 and other components inside the rear axle body 2, the two pendulums 95 will tilt backward and rotate clockwise with the corresponding round roller 94 as the axis. When the two pendulums 95 drive the corresponding round roller 94 and the threaded rod 96 to rotate clockwise, the left sliding member 97 can be forced to drive the corresponding two push rods 98 to move to the right (such as Figure 15As shown in the direction, and because the threads of the two threaded rods 96 have opposite rotation directions, when the left threaded rod 96 is forced to drive the corresponding sliding member 97 and the two push rods 98 to move to the right, the right threaded rod 96 will be forced to drive the corresponding sliding member 97 and the two push rods 98 to move to the left).

[0052] When the vehicle body 1 is in the climbing stage, the left sliding member 97 is driven by the force to drive the corresponding two push rods 98 to move to the right (such as Figure 15 As shown in the direction), the two push rods 98 will apply a thrust to the right to the corresponding connecting member 93, so that the two connecting members 93 drive the corresponding driving wheel 55 and the tapered column 63 to move to the right by cooperating with the corresponding plate 92, and the combined Figure 5 and Figure 13 In the direction shown, when the driving wheel 55 is forced to move to the right, that is, move downward, by cooperating with the power output assembly 5, the wheel speed of the vehicle body 1 during the climbing process can be reduced, and the wheel driving torque can be increased. When the tapered column 63 moves to the right, that is, moves downward, the transmission ratio of the motor 4 at this stage can be increased, thereby automatically switching the vehicle body 1 to a low gear during its climbing process according to the slope of the road on which the vehicle body 1 is traveling.

[0053] When the vehicle body 1 gradually moves from a climbing slope to a flat road section, the two pendulums 95 rotate and reset themselves under the action of gravity (as shown in FIG. Figure 15 As shown in the direction), through the above operation, the two sliding members 97 drive the corresponding two push rods 98 to gradually move and reset. At this time, under the elastic force of the two spring telescopic rods 91, the two connecting members 93 can respectively drive the driving wheel 55 and the tapered column 63 to move to the left and reset through the corresponding plate body 92 (as shown in the direction). Figure 13 The driving gear of the vehicle body 1 is automatically adjusted and reset.

[0054] On the contrary, when the vehicle body 1 is in the downhill stage and has a downward tilt angle relative to the ground, the two pendulums 95 will be forced to tilt forward, that is, they will rotate counterclockwise with the corresponding round roller 94 as the axis (such as Figure 15 As shown in the direction, during the process, according to the above operating principle, the right and left threaded rods 96 are driven by force to drive the corresponding sliding member 97 and the two push rods 98 to move to the left, and the distance between the two connecting members 93 gradually increases. When the right threaded rod 96 is rotated by force, it drives the corresponding sliding member 97 and the two push rods 98 to cooperate with each other, pushing the two connecting members 93, the driving wheel 55 and the tapered column 63 to move to the right (as shown in the direction shown in the above operating principle). Figure 13In the direction shown), the rotation speed of the wheels on the vehicle body 1 and the transmission ratio of the motor 4 are automatically adjusted. The steeper the slope of the road on which the vehicle body 1 is traveling, the greater the angle of the two pendulums 95 under force rotation, and the longer the distance between the drive wheel 55 and the tapered column 63 under force displacement. The transmission ratio adjustment arc of the wheel speed on the vehicle body 1 and the motor power output will also increase accordingly, and vice versa (the two pendulums 95 are set to rotate under force, and the driving force applied to the two connecting parts 93 through the cooperation of the corresponding round rollers 94, threaded rods 96, and sliding parts 97 is greater than the self-elastic force of the corresponding spring telescopic rods 91).

[0055] Reference Figure 5-Figure 15 The speed regulating component includes a driving wheel 55 fixedly mounted on the adjusting rod 54 (the adjusting rod 54 is provided with a telescopic function, and the driving wheel 55 is fixedly mounted on its telescopic end. When the driving wheel 55 is displaced by force, the telescopic end of the adjusting rod 54 will be stretched or compressed). Spring columns 56 uniformly distributed in a ring shape are passed through and fixedly mounted on the driving wheel 55. The driving end of the motor 4 is fixedly mounted with a rotating shaft 51, and a disc 52 is fixedly mounted on the rotating shaft 51. A plurality of protrusions 53 are fixedly mounted on the disc 52, and the protrusions 53 are all matched with the plurality of spring columns 56.

[0056] The speed change mechanism includes a round rod 64 rotatably mounted on the inner wall of the rear axle body 2, a support frame 65 fixedly mounted on the round rod 64, and tooth blocks 67 evenly distributed in an annular shape fixedly mounted on the support frame 65. Drive grooves 68 evenly distributed in an annular shape are opened on the conical column 63, and the drive grooves 68 are all matched with multiple tooth blocks 67. A force transmission component is installed between the round rod 64 and the adjustment rod 54.

[0057] When the vehicle body 1 needs to be used, the motor 4 is started to make the rotating shaft 51 start to rotate. At this time, through the cooperation of the rotating shaft 51, the disc 52 and the multiple protrusions 53 cooperating with the spring columns 56, it is possible to drive the multiple spring columns 56 to drive the driving wheel 55 and the adjusting rod 54 to rotate together. When the adjusting rod 54 is forced to rotate, and through the cooperation of the rotating gear 1 57 and the rotating gear 2 62, the rotating rod 61 and the tapered column 63 are driven to rotate together, the cooperation of the multiple driving grooves 68, the multiple tooth blocks 67 and the support frame 65 can make the round rod 64 rotate together. When the round rod 64 is forced to rotate, the power output by the rotating shaft 51 can be transmitted to the two wheel shafts 8 after multi-stage reduction through the cooperation of the spur gear 66, the geared cylinder 610 and the differential 7. Through the cooperation of the two wheel shafts 8, the effect of driving the vehicle body 1 to move is achieved.

[0058] like Figure 7As shown, when the motor 4 is running and the disc 52 is rotated via the rotating shaft 51, according to the linear velocity formula v=ωr (where v is the linear velocity, ω is the angular velocity, and r is the radius of the circular motion), since the angular velocity ω of each point on the disc 52 is the same, but the radius r is the same, and the radius of the disc 52 gradually increases from the inside to the edge, the linear velocity of the disc 52 from the inside to its edge is in a state of gradually increasing. Specifically, the movement radius of an object near the center of the disc 52 is smaller, and its linear velocity is relatively smaller, and the arc length it rotates in the same time is shorter, while the movement radius of an object far from the center of the disc 52 is larger, and its linear velocity is also larger, and the arc length it rotates in the same time is longer. This results in different rotational speeds of objects from the inside to the edge of the disc 52. For example, in a carousel, when the platform rotates, it can be clearly seen that the outer horses move faster when they are closer to the center axis and farther away from the center axis.

[0059] At the same time, from Figure 9 As can be seen in the figure, the disc 52 is provided with a plurality of annularly distributed protrusions 53, and each of the plurality of annular protrusions 53 can cooperate with a plurality of spring columns 56. When the plurality of spring columns 56 are located at the upper end of a certain annular protrusion 53 and the disc 52 drives the annular protrusion 53 to rotate, the annular protrusion 53 cooperates with the plurality of spring columns 56 to drive the adjusting rod 54 to rotate through the driving wheel 55. At the same time, according to the above principle, as the protrusion 53 and the center of the disc 52 ( That is, as the distance between the rotating shaft 51 gradually increases, the linear speed of the entire protrusion 53 in the circle where the protrusion 53 is located also increases. Therefore, the multiple spring columns 56 cooperate with the annular protrusions 53 at different positions on the disk 52, and the speeds of the multiple spring columns 56 under force rotation will also be different. Moreover, as the distance between the driving wheel 55 and the multiple spring columns 56 and the center of the disk 52 increases, the speed of the driving wheel 55 and the adjusting rod 54 driven by the force of the disk 52 through the cooperation of the multiple protrusions 53 will also increase, and vice versa.

[0060] Through the above operation, after the rotating shaft 51 rotates, it needs to be decelerated by the driving wheel 55, the rotating rod 61, and the round rod 64 before the driving force can be transmitted to the two rear wheels of the vehicle body 1 through the gear cylinder 610 and the two wheel shafts 8 to drive the vehicle body 1 to move. If the driving wheel 55 is forced to move horizontally to the left relative to the disc 52 (such as Figure 7 As the center of the disc 52 approaches, the rotation speed of the rotating shaft 51 transmitted from the driving wheel 55 to the wheel will also decrease. If the driving wheel 55 is forced to move horizontally to the right relative to the disc 52 (as shown in the direction shown), that is, when the center of the disc 52 approaches, the rotation speed of the rotating shaft 51 transmitted from the driving wheel 55 to the wheel will also decrease. Figure 7 direction shown), the rotation speed of the wheel will increase.

[0061] According to the power formula P=T×ω (where P is power, T is torque, ω is angular velocity, and the rotational speed is proportional to the angular velocity), when the power of the motor 4 is constant, the torque and the rotational speed are inversely proportional, that is, when the rotation speed of the wheel on the vehicle body 1 is driven by force, the faster the wheel driving torque will be, and vice versa. When the vehicle body 1 is in the climbing stage, it needs to overcome greater resistance, such as the component of gravity along the slope and friction, which requires the motor 4 to output a greater torque. At this time, when the operating power of the motor 4 remains unchanged, through the above-mentioned operating principle, that is, when the vehicle body 1 is in the climbing stage, the left pendulum 95 is forced to rotate, driving the left sliding member 97 to cooperate with the corresponding two push rods 98, pushing the two connecting members 93, the driving wheel 55, and the tapered column 63 to move to the right (such as Figure 13 direction shown), i.e. Figure 7 In the direction shown, the driving wheel 55 is pushed to move to the left, and the driving force of the rotating shaft 51 on the adjusting rod 54 is gradually reduced. At this time, the rotation speed of the wheels on the vehicle body 1 can be automatically reduced according to the curvature of the slope on which the vehicle body 1 travels. This can increase the climbing torque of the vehicle body 1, provide the vehicle body 1 with sufficient climbing power, and help improve the stability of the vehicle body 1 when traveling on uphill sections.

[0062] When the rotating rod 61 is subjected to force through the cooperation of the tapered column 63, the multiple driving grooves 68 and the multiple gear blocks 67, driving the support frame 65 and the round rod 64 to rotate, according to the principle of the linear velocity formula of circular motion, when the rotating rod 61 drives the tapered column 63 to rotate, the angular velocity ω of each point on the tapered column 63 is the same, but according to the linear velocity formula, the distance from the multiple gear blocks 67 to the rotation axis of the tapered column 63 (i.e., the rotation radius) gradually decreases from bottom to top (as shown in FIG. Figure 10 As shown in the direction, the linear velocity v also gradually decreases. Therefore, the transmission ratio between the tapered column 63 and the support frame 65 and the round rod 64 will gradually decrease from top to bottom. For example, when the upper ends of the multiple driving grooves 68 on the tapered column 63 cooperate with the multiple tooth blocks 67 to drive the support frame 65 and the round rod 64 to rotate, the transmission ratio between the rotating rod 61 and the round rod 64 is 6:1 (as shown in the direction shown in the direction). Figure 10 When the lower ends of the plurality of driving grooves 68 on the tapered column 63 cooperate with the plurality of tooth blocks 67 to drive the support frame 65 and the round rod 64 to rotate, the transmission ratio between the two is reduced to 2.5:1.

[0063] When the vehicle body 1 is in the climbing stage, the left pendulum 95 is driven by force to drive the driving wheel 55 and the tapered column 63 to move to the right (as shown in FIG. Figure 13 direction shown), i.e. Figure 11In the direction shown, when the tapered column 63 is forced to move upward, the transmission ratio between the tapered column 63, that is, the rotating rod 61 and the round rod 64 will gradually increase (that is, the driving gear of the vehicle body 1 will be gradually reduced) through the above-mentioned operating principle. As the transmission ratio increases (for example, from the original 3:1 to 5:1), the wheels on the vehicle body 1 will generate greater torque during driving. The increased wheel torque can enable the vehicle body 1 to obtain greater driving force, thereby allowing the vehicle body 1 to climb steep slopes more easily.

[0064] At the same time, when the vehicle body 1 is in the climbing stage, the pendulum 95 cooperates with the adjustment component 9, the power output component 5 and the transmission component 6 to automatically reduce the speed of the wheels on the vehicle body 1 and increase the torque, and adjust the vehicle body 1 to a low gear, which is more conducive to climbing. At the same time, it can also improve the driver's convenience in operating the vehicle body 1 to a certain extent, and at the same time improve the safety of the vehicle body 1 during driving to a certain extent. For example, when climbing a slope, the center of gravity of the vehicle body 1 is higher and the stability is relatively poor. Reducing the driving speed can reduce the inertia of the vehicle body 1, enhance the controllability, reduce the possibility of unstable phenomena such as shaking and tilting of the vehicle body 1 during the climbing process, reduce the risk of rollover, and thus climb the slope more safely. In addition, the climbing road may be uneven, slippery, etc., and reducing the speed can prolong the contact time between the wheels and the ground, increase the effect of friction, and reduce the probability of the wheels slipping due to excessive driving force.

[0065] When the vehicle body 1 is in a downhill stage, the above-mentioned adjustment component 9 cooperates with the power output component 5 and the transmission component 6 to automatically adjust the driving gear of the vehicle body 1 according to the slope of the road surface on which the vehicle body 1 is traveling. This can help to further increase the convenience of the driver in operating the vehicle body 1 and the stability of the vehicle body 1 during driving.

[0066] At the same time, from Figure 15 As can be seen in the figure, one end of the push rod 98 on the right sliding member 97, which is used to push the right connecting member 93, does not fit the surface of the right connecting member 93 in the initial state, and there is a distance between the two (the ends of the other push rods 98 and the surfaces of the corresponding connecting members 93 are all in a fit state in the initial state). The purpose is that when the vehicle body 1 is on a downhill road with a relatively gentle slope, the acceleration obtained by the vehicle body 1 under the action of gravity is small, and the vehicle speed increases relatively slowly. The resistance of the vehicle body 1 itself, such as rolling friction and air resistance, can limit the increase in vehicle speed to a certain extent. At this time, the right pendulum 95 rotates (such as Figure 15 As shown in the direction shown in the figure), when the right sliding member 97 drives the two push rods 98 to move, only the left push rod 98 will push the corresponding connecting member 93 to move to the right, so that the driving wheel 55 gradually approaches the center position of the disc 52. That is, only at this stage is the rotation speed of the wheels on the vehicle body 1 appropriately reduced to increase its driving torque and limit its driving speed to a certain extent.

[0067] If the vehicle body 1 is on a steeper downhill road, the angle of rotation of the right pendulum 95 will also increase (e.g. Figure 13 As shown in the direction, that is, the distance that the right sliding member 97 and the corresponding two push rods 98 are driven to move increases, and at this time, both push rods 98 will push the connecting member 93, that is, the driving wheel 55 and the tapered column 63 to move to the right, so as to ensure that when the vehicle body 1 is traveling on a steep downhill section, the driving speed of the vehicle body 1 is effectively controlled by reducing the wheel speed, increasing the wheel torque, and increasing the output transmission ratio of the motor 4. For example, when the vehicle body 1 is traveling on a steep slope, the component of the gravity acting on the vehicle body 1 along the slope surface is large, which will cause the vehicle body 1 to generate a large acceleration, and the vehicle speed can easily increase rapidly. At this time, it is difficult to effectively control the vehicle speed by relying solely on the resistance of the vehicle body 1 itself. If the speed is not reduced in time, it may exceed the safe driving speed range of the vehicle body 1, resulting in difficulty in control and even danger. At this time, by reducing the wheel speed and increasing the transmission ratio, the driving speed of the vehicle body 1 can be effectively controlled, thereby improving the safety of the vehicle body 1 on the downhill steep section.

[0068] During the gear shifting process of current electric three-wheeled motorcycles, the vehicle's driving gear is mostly switched by cooperating with the shift lever and multiple gears inside the rear axle of the vehicle. However, during the gear shifting process, since the teeth between different gears are in a discrete state, a certain amount of time is required during the gear switching process. During this stage, a brief interruption in power transmission will occur, which can easily lead to a sense of frustration in the vehicle, reducing the smoothness and driving experience of the vehicle. In addition, the gear adjustment of existing electric three-wheeled motorcycles is restrictive. For example, it can only adjust 1st gear to 2nd gear, and cannot be adjusted to 1.5 gear (that is, the transmission ratio can only be adjusted from 2:1 to 3:1, and cannot be adjusted to 2.5:1), which reduces the accuracy of the gear adjustment.

[0069] And from Figure 11As can be seen in the figure, the driving groove 68 opened on the conical column 63 is a continuous strip-shaped groove body, and is in an inclined state. Therefore, when the conical column 63 is forced to move upward or downward relative to the support frame 65, the transmission ratio between the rotating rod 61 and the round rod 64 is changed. The driving groove 68 will always drive the corresponding tooth block 67 to rotate, that is, drive the support frame 65 and the round rod 64 to rotate, which can help improve the continuity of the device in automatically adjusting the transmission ratio of the motor 4 according to the slope of the road surface on which the vehicle body 1 is traveling, that is, the continuity of the gear shifting, so that the vehicle body 1 can be The power output is more stable and the driving experience is better. At the same time, through the cooperation of the pendulum 95 and the adjustment component 9, the transmission ratio of the motor 4 can be automatically increased or decreased according to the size of the slope of the road surface on which the vehicle body 1 is traveling. This can help improve the adaptability of the device to the adjustment of the transmission ratio of the vehicle body 1, and help improve the adaptability of the driving transmission ratio of the vehicle body 1, that is, the gear switching. At the same time, the use of this method of adjusting the transmission ratio can also make the wheels on the vehicle body 1 more stable during the speed change process, avoiding the impact and noise caused by gear engagement and disengagement during traditional gear shifting.

[0070] At the same time, from Figure 9 As can be seen in the figure, the upper ends of the multiple protrusions 53 are all set with arc surfaces. When the vehicle body 1 travels on a road section with a slope, the driving wheel 55 and the multiple spring columns 56 are automatically displaced horizontally relative to the disc 52 through the adjustment component 9. If the disc 52 drives the multiple protrusions 53 thereon to rotate continuously, and a certain protrusion 53 hinders the movement of the corresponding spring column 56, at this time, the arc surface of the upper end of the protrusion 53 and the horizontal displacement driving force continuously applied to the spring column 56 relative to the protrusion 53 will cause the protrusion 53 to produce an upward movement. The squeezing force is applied until the protrusion 53 is rotated and separated from the protrusion 53 by the force. After that, the spring column 56 will be under the action of its own elasticity, so that the subsequent multiple spring columns 56 will continue to cooperate with the corresponding multiple protrusions 53 to drive the driving wheel 55 to rotate. Therefore, through the arc surface of the upper end of the multiple protrusions 53 and the self-elasticity of the multiple spring columns 56, it is possible to effectively avoid the phenomenon of jamming when the multiple spring columns 56 are forced to move horizontally relative to the multiple protrusions 53, which helps to improve the stability of the device in adjusting the wheel speed on the vehicle body 1 according to the road slope.

[0071] In addition, in order to further improve the accuracy of the device in detecting the wheel speed and gear shifting according to the slope of the road surface on which the vehicle body 1 is traveling, the two pendulums 95 in the invention can be replaced with existing level detectors, and a motor can be added to one end of the two round rollers 94 connected to the rear axle body 2, and a motor and a level detector can be set to cooperate, respectively, for accurately detecting the uphill and downhill slopes of the vehicle body 1. When the vehicle body 1 is traveling on a section of road with a slope, the slope of the road surface on which the vehicle body 1 is traveling can be automatically detected by the corresponding level meter, and according to the size of the detected slope, a command can be issued to the corresponding motor to make the motor run and By cooperating with the corresponding round roller 94 and the threaded rod 96, the corresponding sliding member 97 is driven to move and drive the driving wheel 55 and the tapered column 63. This method not only helps to improve the accuracy of the equipment in automatically adjusting the driving gear of the vehicle body 1 according to the slope of the road surface on which the vehicle body is traveling, but also ensures its effectiveness. However, through the cooperation of the pendulum 95 and the adjustment component 9 in the present invention, the driving gear and speed of the vehicle body 1 are automatically adjusted. This method has the advantages of simple structure, low subsequent maintenance cost, and rapid response. Therefore, which method is used to automatically monitor the slope of the road surface on which the vehicle body 1 is traveling can be selected according to the needs of the user.

[0072] Reference Figure 16-18 A heat dissipation component 10 is provided in the protective cover 3. The heat dissipation component 10 includes an electric telescopic rod 104 fixedly mounted on the inner wall of the protective cover 3. A driving frame 105 is fixedly mounted on the electric telescopic rod 104. Two limit columns are fixedly mounted on the inner wall of the protective cover 3, and the driving frame 105 passes through and is slidably mounted on the two limit columns. A plurality of movable plates 106 are rotatably mounted on the side wall of the protective cover 3, and the movable plates 106 are all coordinated with the driving frame 105. A filtering component is installed in the protective cover 3.

[0073] The filter element includes a plurality of slots provided in the protective cover 3, each of which is fixed with a spring rod 101, and each of which is fixed with a slider (not shown in the figure but not marked). Figure 17 As can be seen in the figure, a filter screen 102 is fixedly installed between the two sliders, and the two filter screens 102 are sealed and slidably installed in the protective cover 3, and two steel plates (drawn but not marked in the figure, from which Figure 17 As can be seen in the figure, a plurality of knocking plates 103 are fixedly mounted on the inner wall of the protective cover 3.

[0074] When the motor 4 is running and the vehicle body 1 is moving, the heat generated during the operation of the motor 4 can be easily dissipated through the gaps between the two adjacent movable plates 106 on both sides of the protective cover 3. At the same time, the gas opposite to the forward direction of the vehicle body 1 will also enter the protective cover 3 from the gaps between the multiple movable plates 106 on the corresponding side of the protective cover 3 to dissipate the heat of the motor 4, and dissipate from the other side of the protective cover 3 through the circulation of airflow, thereby ensuring the stability of the motor 4 during long-term operation, that is, the driving stability of the vehicle body 1 due to the continuous operation of the motor 4.

[0075] At the same time, the filter 102 can filter the gas from the outside that enters the protective cover 3 to ensure the cleanliness of the gas blown to the surface of the motor 4. At the same time, if the vehicle body 1 is traveling too fast or the wind in the environment where the vehicle body 1 is located is strong, the impact force blowing from the air inlet side of the protective cover 3 to the filter 102 on this side is large and greater than the elastic force of the two spring rods 101. At this time, the impact force will drive the filter 102 and the corresponding two steel plates to move to one side until the two steel plates collide with the corresponding two knocking plates 103. The vibration force generated by the collision between the corresponding two knocking plates 103 and the steel plates will act on the filter 102. At this time, the vibration force can shake off the impurities filtered on the filter 102, thereby achieving the effect of automatic filtering and cleaning, ensuring its continued effect and efficiency in filtering the passing gas. When the wind impact force weakens, the filter 102 can be driven to move and reset under the action of the elastic force of the two spring rods 101, which is convenient for the subsequent movement and self-cleaning of the filter 102.

[0076] At the same time, if the vehicle body 1 is used on a rainy day, the electric telescopic rod 104 can be started first. When the electric telescopic rod 104 is running, the driving frame 105 will be driven to move upward (such as Figure 17 As shown in the direction, when the driving frame 105 moves upward, two sliding openings are opened on the driving frame 105 (from Figure 18 As can be seen in the figure), the friction force between the corresponding multiple movable plates 106 and the corresponding multiple movable plates 106 can drive the multiple movable plates 106 to rotate counterclockwise upward with themselves as the axis until the multiple movable plates 106 are all at a certain tilt angle. At this time, the external air still enters or flows out of the gaps between the corresponding multiple movable plates 106, and continuously dissipates heat to the motor 4. However, through the tilt angles between the corresponding multiple movable plates 106 at this time, and the smaller gaps between two adjacent movable plates 106, the rainwater around the protective cover 3 can be effectively intercepted, thereby effectively ensuring the normal operation of the motor 4 therein, that is, ensuring the stability of the motor 4 driving the vehicle body 1 on rainy days.

[0077] It is further explained that the above-mentioned fixed connection should be understood in a broad sense unless otherwise clearly specified and limited. For example, it can be welding, gluing, or one-piece molding, etc., which are common means well known to those skilled in the art.

[0078] In the present invention, when the vehicle body 1 is needed, the motor 4 is started. When the motor 4 is running and the rotating shaft 51 is driven to rotate, the rotating shaft 51 cooperates with the power output assembly 5 and the transmission assembly 6 to drive the vehicle body 1 to travel. At the same time, when the vehicle body 1 is in the climbing stage, the left pendulum 95 is under the action of its own gravity and cooperates with the driving mechanism (such as Figure 15 direction shown), can drive the driving wheel 55 and the tapered column 63 to move downward (as shown in FIG. Figure 10 In the direction shown), during this process, through the cooperation between the driving wheel 55 and the power output assembly 5, the rotation speed of the wheels on the vehicle body 1 can be automatically reduced according to the slope of the road surface on which the vehicle body 1 is traveling, that is, the inclination angle of the vehicle body, so as to increase the vehicle torque and provide sufficient climbing power for the vehicle body 1, which helps to improve the stability of the vehicle body 1 on uphill sections. At the same time, through the cooperation between the tapered column 63 and the transmission assembly 6, the transmission ratio of the motor 4 can be automatically increased at this stage, that is, the driving gear of the vehicle body 1 can be reduced, further improving the stability of the vehicle body 1 during the climbing process.

[0079] When the vehicle body 1 is in a downhill stage, the above-mentioned operation can also be used to adjust the rotation speed of the wheels on the vehicle body 1 and the transmission ratio of the motor 4 according to the inclination angle of the vehicle body 1, thereby helping to further increase the convenience of the driver in operating the vehicle body 1 and the stability of the vehicle body 1 during driving. At the same time, by cooperating with the adjustment component 9 and the tapered column 63 to adjust the driving transmission ratio, that is, the gear position, of the vehicle body 1, it can help to improve the continuity and adaptability of the vehicle body 1 in gear shifting, making the power output of the vehicle body 1 more stable and providing a better driving experience.

[0080] The above description is only a preferred specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any technician familiar with the technical field, within the technical scope disclosed by the present invention, who makes equivalent replacements or changes based on the technical solution and inventive concept of the present invention, should be covered by the scope of protection of the present invention.

Claims

1. A multi-speed transmission drive structure for a motorcycle, comprising a vehicle body (1), a rear axle body (2) being mounted on the lower end of the vehicle body (1), a protective cover (3) being fixedly mounted on the rear axle body (2), and a motor (4) being fixedly mounted on the inner wall of the protective cover (3), characterized in that: The protective cover (3) is provided with a power output assembly (5), a transmission assembly (6), and an adjustment assembly (9); The power output assembly (5) includes an adjusting rod (54) rotatably mounted on the inner side wall of the rear axle body (2), and a speed regulating component for adjusting the running speed of the vehicle body (1) is mounted on the adjusting rod (54); The transmission assembly (6) includes a rotating rod (61) rotatably mounted on the inner side wall of the rear axle body (2), a tapered column (63) being slidably mounted on the rotating rod (61), and a speed change mechanism for shifting gears being mounted between the tapered column (63) and the rear axle body (2); The speed change mechanism comprises a round rod (64) rotatably mounted on the inner side wall of the rear axle body (2); a support frame (65) is fixedly mounted on the round rod (64); tooth blocks (67) uniformly distributed in an annular shape are fixedly mounted on the support frame (65); driving grooves (68) uniformly distributed in an annular shape are formed on the tapered column (63); and the driving grooves (68) are matched with a plurality of tooth blocks (67); and a force transmission component is installed between the round rod (64) and the adjustment rod (54); The adjustment assembly (9) comprises two circular rollers (94) rotatably mounted on the inner wall of the rear axle body (2), a pendulum (95) being fixedly mounted on each of the two circular rollers (94), and a driving mechanism being installed between the two circular rollers (94) and the rear axle body (2) for indirectly adjusting the driving gear of the vehicle body (1).

2. A multi-speed transmission drive structure for a motorcycle according to claim 1, characterized in that: The speed regulating component comprises a driving wheel (55) fixedly mounted on an adjusting rod (54), spring columns (56) uniformly distributed in an annular shape passing through and fixedly mounted on the driving wheel (55), a rotating shaft (51) fixedly mounted on the driving end of the motor (4), a disc (52) fixedly mounted on the rotating shaft (51), a plurality of protrusions (53) fixedly mounted on the disc (52), and the protrusions (53) all cooperate with the plurality of spring columns (56).

3. The multi-speed transmission drive structure for a motorcycle according to claim 1, characterized in that: The force transmission component includes a rotating gear 1 (57) fixedly mounted on the adjusting rod (54), and a rotating gear 2 (62) meshing with the rotating gear 1 (57) is fixedly mounted on the rotating rod (61); A spur gear (66) is fixedly mounted on the round rod (64); two cylinders (69) are rotatably mounted on the inner wall of the rear axle body (2); a geared cylinder (610) is fixedly mounted between the two cylinders (69); the geared cylinder (610) is meshed with the spur gear (66); a differential (7) is mounted in the geared cylinder (610); two wheel axles (8) are mounted on the differential (7); and one end of each of the two wheel axles (8) passes through and is rotatably mounted on the geared cylinder (610) and the rear axle body (2).

4. The multi-speed transmission drive structure for a motorcycle according to claim 2, characterized in that: The driving mechanism comprises threaded rods (96) respectively fixedly mounted on two round rollers (94), and the threads of the two threaded rods (96) are in opposite directions. A plate body (92) is fixedly mounted on the driving wheel (55) and the tapered column (63), and the two plate bodies (92) are respectively slidably mounted on the adjusting rod (54) and the rotating rod (61). Two spring telescopic rods (91) are fixedly mounted on the inner wall of the rear axle body (2), and a connecting piece (93) is fixedly mounted on one end of each of the two spring telescopic rods (91), and the two connecting pieces (93) are rotatably connected to the corresponding plate body (92). A pushing component is commonly mounted between the two threaded rods (96).

5. The multi-speed transmission drive structure for a motorcycle according to claim 4, characterized in that: The pushing component comprises sliding members (97) respectively threadedly mounted on two threaded rods (96), and two push rods (98) are fixedly mounted on the two sliding members (97).

6. The multi-speed transmission drive structure for a motorcycle according to claim 1, characterized in that: A heat dissipation assembly (10) is provided in the protective cover (3), and the heat dissipation assembly (10) comprises an electric telescopic rod (104) fixedly mounted on the inner wall of the protective cover (3), a driving frame (105) fixedly mounted on the electric telescopic rod (104), two limit columns fixedly mounted on the inner wall of the protective cover (3), and the driving frame (105) penetrates and is slidably mounted on the two limit columns, a plurality of movable plates (106) are rotatably mounted on the side wall of the protective cover (3), and the movable plates (106) are all matched with the driving frame (105), and a filtering component is installed in the protective cover (3).

7. The multi-speed transmission drive structure for a motorcycle according to claim 6, characterized in that: The filter component comprises a plurality of slots provided in the protective cover (3), wherein a spring rod (101) is fixedly mounted on each of the slots, a slider is fixedly mounted on each of the spring rods (101), a filter screen (102) is fixedly mounted between two of the sliders, and the two filter screens (102) are sealed and slidably mounted in the protective cover (3), two steel plates are fixedly mounted on each of the two filter screens (102), and a plurality of knocking plates (103) are fixedly mounted on the inner wall of the protective cover (3).

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