Actuating mechanism for motorcycle engine and motorcycle engine

Abstract

The utility model discloses an actuating mechanism used for a motorcycle engine and the motorcycle engine, the actuating mechanism comprises a driving assembly, an output shaft assembly, a transmission assembly located between the driving assembly and the output shaft assembly, a shell and a shell cover, the driving assembly is fixed on the shell cover, the output shaft assembly is fixed on the shell, and the transmission assembly is fixed on the shell cover. The transmission assembly is located in a cavity formed by the shell and the shell cover. The driving assembly comprises a first motor and a second motor, and the output ends of the first motor and the second motor are both connected with the transmission assembly. Compared with an electric control hydraulic mechanism, the actuating mechanism cancels a compression pump or a hydraulic pump in the electric control hydraulic mechanism, so that the whole system is simpler in structure. Meanwhile, the motor is small in structure and convenient to arrange, and the overall weight of the executing mechanism is reduced. In addition, the response speed is far higher than the transfer speed of the liquid medium, and the action accuracy of the executing mechanism is also improved. And the motor is not highly dependent on the environment, so that the adaptability and reliability of the whole system to the environment are enhanced.

Description

Technical Field

[0001] The utility model relates to an actuator for a motorcycle engine and the motorcycle engine, belonging to the technical field of motorcycle engine parts. Background Art

[0002] The dual clutch transmission consists of four parts: the transmission body, the clutch assembly, the clutch actuator assembly and the shift actuator assembly. The clutch actuator is used to control the separation and engagement of the clutch, and the shift actuator is used to realize the gear selection and shifting operations. Under the control of the transmission computer, the clutch actuator assembly and the shift actuator assembly cooperate with each other to realize the transmission gear shifting. In the prior art, the clutch actuator and the shift actuator have different structural compositions, which makes the manufacturing and assembly steps of the transmission complicated and the production cost high.

[0003] At the same time, most of the existing actuators adopt the structure of electric control hydraulic. The structure of electric control hydraulic has some disadvantages that cannot be ignored. This is determined by the characteristics of hydraulic oil itself, because the fluidity of hydraulic oil is extremely unstable under the influence of the external environment. For example, under low temperature conditions, the fluidity of hydraulic oil will be greatly reduced, resulting in a slowdown in the speed of the actuator, affecting the smoothness of the gear shift. In addition, due to the complex structure of the hydraulic actuator, the manufacturing cost and subsequent maintenance cost are high, which also causes the overall structure of the transmission to be not compact and lightweight enough. Utility Model Content

[0004] The utility model provides an actuator for a motorcycle engine and a motorcycle engine, aiming to solve the problems of complex structure and large mass of a clutch actuator and a shift actuator in the prior art.

[0005] To achieve the above purpose, the technical solution adopted by the utility model is: an actuator for a motorcycle engine, including a drive assembly, an output shaft assembly, a transmission assembly connecting the drive assembly and the output shaft assembly, a shell and a shell cover, the drive assembly is fixed on the shell cover, the output shaft assembly is fixed on the shell, and the transmission assembly is located in a cavity formed by the shell and the shell cover; the drive assembly includes a first motor and a second motor, and the output ends of the first motor and the second motor are both connected to the transmission assembly. According to the load size of the clutch and the shift mechanism, the dual motors are selected as the power source, which optimizes the spatial layout and improves the redundancy of the mechanism.

[0006] Preferably, the transmission assembly includes a first shaft assembly, the first shaft assembly includes a first gear, the output shaft assembly includes an output shaft, and the first gear is fixed on the output shaft; output gears are provided on the output ends of the first motor and the second motor, and the first gear is meshed with both of the output gears.

[0007] Preferably, the transmission assembly includes a first shaft assembly and a second shaft assembly, the first shaft assembly includes a first gear shaft and a first gear, the first gear is fixed on the first gear shaft; output gears are provided on the output ends of the first motor and the second motor, and the first gear is meshed with both output gears; the first shaft assembly, the second shaft assembly and the output shaft assembly are gear-transmitted in sequence.

[0008] Preferably, the transmission assembly includes a first shaft assembly, a second shaft assembly and a third shaft assembly, the first shaft assembly includes a first gear shaft and a first gear, the first gear is fixed on the first gear shaft; output gears are provided on the output ends of the first motor and the second motor, the first gear is meshed with both output gears; the first shaft assembly, the second shaft assembly, the third shaft assembly and the output shaft assembly are sequentially geared. A four-stage parallel external meshing transmission can obtain a larger total speed ratio, and a larger speed ratio can achieve a smooth output angle.

[0009] Preferably, the second shaft assembly includes a second gear shaft and a second gear, the second gear is fixed on the second gear shaft; the third shaft assembly includes a third gear shaft and a third gear, the third gear is fixed on the third gear shaft; the output shaft assembly includes an output shaft and a fourth gear, the fourth gear is fixed on the output shaft; the second gear is meshed with the first gear shaft; the third gear is a sector tooth, the sector tooth is composed of a large sector tooth portion and a small sector tooth portion, the large sector tooth portion is meshed with the second gear shaft, and the small sector tooth portion is meshed with the fourth gear. Arranging a gear within a circle to mesh with two gears at the same time greatly reduces the weight of materials and the space occupied.

[0010] Preferably, the fourth gear is a sector-shaped gear. The third gear and the fourth gear are both configured as sector-shaped gears, which can effectively save space.

[0011] Preferably, the first motor and the second motor are respectively located on both sides of the first shaft assembly and are symmetrically arranged around the rotation center of the first shaft assembly.

[0012] Preferably, the first motor is arranged on one side of the first shaft assembly to drive the first gear; the second motor is arranged on one side of the second shaft assembly to drive the second gear. This arrangement structure can achieve two speed ratio outputs. Under conditions where fast gear shifting is required, the second motor can be used to drive a faster response output.

[0013] The utility model also provides a motorcycle engine, comprising the above-mentioned actuator for the motorcycle engine.

[0014] The utility model uses dual motors as power sources, which, on the one hand, makes the actuator commonly used in clutch actuators and gear selection actuators of motorcycles, thereby greatly reducing production costs; on the other hand, due to the simple structure of the actuator of the utility model, the overall structure of the transmission and the engine is reduced and the lightweight of the two is achieved.

[0015] Compared with the electric-controlled hydraulic mechanism, the actuator of the utility model eliminates the compression pump or hydraulic pump in the electric-controlled hydraulic mechanism, making the entire system structure simpler. At the same time, the motor structure is compact and easy to arrange, and the overall weight of the actuator is reduced. Since it is directly controlled by the motor, the error generated by the medium transmission is reduced, the response speed of the mechanism is much faster than the transmission speed of the liquid medium, the accuracy of the actuator action is also improved, and the action is more accurate. At the same time, the motor is not highly dependent on the environment, thereby enhancing the adaptability and reliability of the entire system to the environment. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 A schematic diagram of the structure of an actuator for a motorcycle engine provided by the utility model;

[0017] Figure 2 A cross-sectional view of an actuator for a motorcycle engine is provided;

[0018] Figure 3 It is a schematic diagram of the four-stage gear transmission in the utility model.

[0019] Wherein: 1-drive assembly, 101-first motor, 102-second motor, 103-motor cover, 2-first shaft assembly, 201-first gear shaft, 202-first bearing, 203-first gear, 3-second shaft assembly, 301-second gear shaft, 302-second bearing, 303-second gear, 4-third shaft assembly, 401-third gear shaft, 402-third bearing, 403-third gear, 5-output shaft assembly, 501-output shaft, 502-output bearing, 503-fourth gear, 6-angle sensor, 7-housing, 8-housing cover. DETAILED DESCRIPTION

[0020] In order to better understand the essence of the present invention, the present invention is further described below in conjunction with specific embodiments and drawings.

[0021] The utility model is particularly suitable for a clutch actuator and a gear shift actuator of a motorcycle, and specifically relates to an actuator for a motorcycle engine, such as Figures 1 to 3As shown, it includes a driving component 1, an output shaft component 5, a transmission component connecting the driving component 1 and the output shaft component 5, a shell 7 and a shell cover 8; the shell 7 matches the shell cover 8, the driving component 1 is fixed on the shell cover 8, the output shaft component 5 is fixed on the shell 7, and the transmission component is located in a cavity formed by the shell 7 and the shell cover 8; the driving component 1 includes a first motor 101 and a second motor 102, and the output ends of the first motor 101 and the second motor 102 are both connected to the transmission component.

[0022] In some embodiments of the present invention, the first motor 101 and the second motor 102 are brushless DC motors. Selecting dual motors as power sources according to the load size of the clutch and the shift mechanism optimizes the spatial layout and improves the redundancy of the mechanism.

[0023] In some embodiments of the utility model, the transmission assembly includes a first shaft assembly 2, the first shaft assembly 2 includes a first gear 203, the output shaft assembly 5 includes an output shaft 501, and the first gear 203 is fixed on the output shaft 501; output gears are provided on the output ends of the first motor 101 and the second motor 102, and the first gear 203 is meshed with both of the output gears.

[0024] In some embodiments of the present invention, the transmission assembly includes a first shaft assembly 2 and a second shaft assembly 3, the first shaft assembly 2 includes a first gear shaft 201 and a first gear 203, the first gear 203 is fixed on the first gear shaft 201; output gears are provided on the output ends of the first motor 101 and the second motor 102, and the first gear 203 is meshed with both of the output gears; the second shaft assembly 3 includes a second gear 303, the output shaft assembly 5 includes an output shaft 501, and the second gear 303 is fixed on the output shaft 501; the second gear 303 is meshed with the first gear shaft 201.

[0025] In some embodiments of the utility model, the transmission assembly includes a first shaft assembly 2, a second shaft assembly 3 and a third shaft assembly 4, the first shaft assembly 2 includes a first gear shaft 201 and a first gear 203, and the first gear 203 is fixed on the first gear shaft 201; output gears are provided on the output ends of the first motor 101 and the second motor 102, and the first gear 203 is meshed with both of the output gears; the second shaft assembly 3 includes a second gear shaft 301 and a second gear 303, and the second gear 303 is fixed on the second gear shaft 301; the third shaft assembly 4 includes a third gear 403, the output shaft assembly 5 includes an output shaft 501, and the third gear 403 is fixed on the output shaft 501; the second gear 303 is meshed with the first gear shaft 201, and the third gear 403 is meshed with the second gear shaft 301.

[0026] In some embodiments of the utility model, the transmission assembly includes a first shaft assembly 2, a second shaft assembly 3 and a third shaft assembly 4, the first shaft assembly 2 includes a first gear shaft 201 and a first gear 203, and the first gear 203 is fixed on the first gear shaft 201; output gears are provided on the output ends of the first motor 101 and the second motor 102, and the first gear 203 is meshed with both of the output gears; the second shaft assembly 3 includes a second gear shaft 301 and a second gear 303, and the second gear 303 is fixed on the second gear shaft 301; the third shaft assembly 4 includes a third gear shaft 401 and a third gear 403, and the third gear 403 is fixed on the third gear shaft 401; the output shaft assembly 5 includes an output shaft 501 and a fourth gear 503, and the fourth gear 503 is fixed on the output shaft 501; the second gear 303 is meshed with the first gear shaft 201, the third gear 403 is meshed with the second gear shaft 301, and the fourth gear 503 is meshed with the third gear shaft 401. The total speed ratio of the four-stage parallel external meshing transmission is 183.59. The larger speed ratio can achieve a stable output angle. All gears can be spur gears, which have good processing properties and no axial force, making it easier to select bearings.

[0027] In some embodiments of the present invention, the first motor 101 and the second motor 102 are respectively located on both sides of the first shaft assembly 2 and are symmetrically arranged around the rotation center of the first shaft assembly 2 .

[0028] In some embodiments of the utility model, a second shaft assembly 3 is provided, and the first motor 101 is arranged on one side of the first shaft assembly 2, and is used to drive the first gear 203; the second motor 102 is arranged on one side of the second shaft assembly 3, and is used to drive the second gear 303. This arrangement structure can achieve two speed ratio outputs. Under conditions requiring fast gear shifting, the second motor 102 can be used to drive and achieve a faster response output.

[0029] In some embodiments of the utility model provided with the third shaft assembly 4, the third gear 403 is a fan-shaped tooth, and the fan-shaped tooth is composed of a large fan-shaped tooth portion and a small fan-shaped tooth portion, the large fan-shaped tooth portion is meshed with the second gear shaft 301, and the small fan-shaped tooth portion is meshed with the fourth gear 503. The fan-shaped tooth integrates the large fan-shaped tooth and the small fan-shaped tooth on one part, and meshes with the second gear shaft 301 and the fourth gear 503 respectively, that is, through reasonable speed ratio design and rotation angle design, a gear is arranged within a circle and meshes with two gears at the same time, which greatly reduces the weight of materials and the occupation of space. As a further preferred embodiment of the utility model, the fourth gear 503 is a fan-shaped tooth, which is conducive to its transmission limit, avoids excessive driving and damage to the clutch, and reduces the weight of materials and the occupation of space. The angular range of the fourth gear 503 can be adapted and adjusted according to the engine shifting stroke requirements. The third gear 403 and the fourth gear 503 are both set as fan-shaped teeth, which can effectively save space.

[0030] As a preferred embodiment of the utility model, the first gear shaft 201 is provided with a first bearing 202; the second gear shaft 301 is provided with a second bearing 302; the third gear shaft 401 is provided with a third bearing 402; the output shaft 501 is provided with an output bearing 502. The above bearings are all deep groove ball bearings, which are simple in structure and low in cost.

[0031] In some embodiments of the utility model, an angle sensor 6 is provided on the output shaft 501, which can read the actual angle data of the motor output end in real time, so as to facilitate the control of the output angle. As a preferred embodiment of the utility model, the angle sensor 6 is installed with no gap between the output shaft 501, eliminating the idle stroke caused by the backlash at each level, and realizing the precise control of the output angle.

[0032] The output shaft 501 is connected to the shift shaft or clutch shaft by a spline, and the engagement and disengagement of the clutch can also be controlled by a clutch cable, which has good scalability for different host structures.

[0033] The utility model proposes a dual-motor electronically controlled electric configuration for a clutch actuator and a gear shift actuator for a motorcycle engine. The dual motors are used as power sources. The electronically controlled electric AMT system replaces the driving force of the clutch actuator and the gear selection and shift actuator with motors. The TCU controller directly controls the motors to complete the clutch disengagement and engagement as well as the gear selection and shifting actions.

[0034] The actuator of the utility model is commonly used for clutch actuators and gear selection actuators of motorcycles, thereby greatly reducing production costs. At the same time, due to the simple structure of the actuator of the utility model, the overall structure of the transmission and the engine is reduced and the weight of both is achieved.

[0035] Compared with the electric-controlled hydraulic mechanism, the actuator of the utility model eliminates the compression pump or hydraulic pump in the electric-controlled hydraulic mechanism, making the entire system structure simpler. At the same time, the motor structure is compact and easy to arrange, and the overall weight of the actuator is reduced. Since it is directly controlled by the motor, the error generated by the medium transmission is reduced, the response speed of the mechanism is much faster than the transmission speed of the liquid medium, the accuracy of the actuator action is also improved, and the action is more accurate. At the same time, the motor is not highly dependent on the environment, thereby enhancing the adaptability and reliability of the entire system to the environment.

[0036] Under normal working conditions, either the first motor 101 or the second motor 102 can be used for driving, or both motors can be driven at reduced power to increase power reserve. When one motor fails, the power configuration of the dual motors can still ensure the normal operation of the system, thereby improving safety redundancy.

[0037] It should be noted that although the utility model is described through the above embodiments, the utility model can also have other various embodiments. Without departing from the spirit and scope of the utility model, it is obvious that those skilled in the art can make various corresponding changes and deformations to the utility model, but these changes and deformations should fall within the scope of protection of the attached claims of the utility model and their equivalents.

Claims

1. An actuator for a motorcycle engine, characterized in that: The invention comprises a drive assembly (1), an output shaft assembly (5), a transmission assembly connecting the drive assembly (1) and the output shaft assembly (5), a housing (7) and a housing cover (8), wherein the drive assembly (1) is fixed on the housing cover (8), the output shaft assembly (5) is fixed on the housing (7), and the transmission assembly is located in a cavity formed by the housing (7) and the housing cover (8); the drive assembly (1) comprises a first motor (101) and a second motor (102), and the output ends of the first motor (101) and the second motor (102) are both connected to the transmission assembly.

2. The actuator for a motorcycle engine according to claim 1, characterized in that: The transmission assembly comprises a first shaft assembly (2), the first shaft assembly (2) comprises a first gear (203), the output shaft assembly (5) comprises an output shaft (501), the first gear (203) is fixed on the output shaft (501); output gears are arranged on the output ends of the first motor (101) and the second motor (102), and the first gear (203) is meshed with both of the output gears.

3. The actuator for a motorcycle engine according to claim 1, characterized in that: The transmission assembly comprises a first shaft assembly (2) and a second shaft assembly (3); the first shaft assembly (2) comprises a first gear shaft (201) and a first gear (203); the first gear (203) is fixed on the first gear shaft (201); output gears are arranged on the output ends of the first motor (101) and the second motor (102); the first gear (203) is meshed with both of the output gears; and the first shaft assembly (2), the second shaft assembly (3) and the output shaft assembly (5) are gear-driven in sequence.

4. The actuator for a motorcycle engine according to claim 1, characterized in that: The transmission assembly comprises a first shaft assembly (2), a second shaft assembly (3) and a third shaft assembly (4); the first shaft assembly (2) comprises a first gear shaft (201) and a first gear (203); the first gear (203) is fixed on the first gear shaft (201); output gears are arranged on the output ends of the first motor (101) and the second motor (102); the first gear (203) is meshed with both of the two output gears; and the first shaft assembly (2), the second shaft assembly (3), the third shaft assembly (4) and the output shaft assembly (5) are gear-driven in sequence.

5. The actuator for a motorcycle engine according to claim 4, characterized in that: The second shaft assembly (3) comprises a second gear shaft (301) and a second gear (303), the second gear (303) being fixed on the second gear shaft (301); the third shaft assembly (4) comprises a third gear shaft (401) and a third gear (403), the third gear (403) being fixed on the third gear shaft (401); the output shaft assembly (5) comprises an output shaft (501) and a fourth gear (503), the fourth gear (503) being fixed on the output shaft (501); the second gear (303) is meshed with the first gear shaft (201); the third gear (403) is a sector tooth, the sector tooth comprising a large sector tooth portion and a small sector tooth portion, the large sector tooth portion is meshed with the second gear shaft (301), and the small sector tooth portion is meshed with the fourth gear (503).

6. The actuator for a motorcycle engine according to claim 5, characterized in that: The fourth gear (503) is a sector-shaped gear.

7. An actuator for a motorcycle engine according to any one of claims 2 to 6, characterized in that: The first motor (101) and the second motor (102) are respectively located on both sides of the first shaft assembly (2), and are symmetrically arranged around the rotation center of the first shaft assembly (2).

8. An actuator for a motorcycle engine according to any one of claims 3 to 6, characterized in that: The first motor (101) is arranged on one side of the first shaft assembly (2) and is used to drive the first gear (203); the second motor (102) is arranged on one side of the second shaft assembly (3) and is used to drive the second gear (303).

9. A motorcycle engine, characterized in that: An actuator for a motorcycle engine comprising any one of claims 1-8.

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