Gear shifting support for motorcycle

Abstract

The utility model discloses a gear shifting support for a motorcycle, and relates to the technical field of motorcycle additional components, the gear shifting support comprises a support seat, and two opposite end parts of the support seat are respectively and detachably connected to an engine shell of the motorcycle; the gear shifting arm is rotationally connected to the support base in the mode of deviating from the centers of the two opposite ends of the support base, the support base and the gear shifting arm are coaxially arranged, and the first end of the gear shifting arm is fixedly connected with a gear shifting shaft extending out of an engine shell. The second end, opposite to the first end, of the gear shifting arm is hinged to a speed change connecting rod of the motorcycle. Through the arrangement of the support seat and the gear shifting arm which can be rotatably connected to the support seat, redundant displacement among parts of the gear shifting support is effectively reduced, transverse displacement of the gear shifting support is eliminated, gear shifting is more compact and accurate, mistaken gear shifting and false neutral gear shifting are effectively prevented, and more stable gear shifting is achieved.

Description

Technical Field

[0001] The utility model relates to the technical field of motorcycle additional components, in particular to a gear shift bracket for a motorcycle. Background Art

[0002] The shift mechanism of a motorcycle is usually located in front of the left side of the engine to change the transmission ratio of the transmission, thereby achieving gear shifting. The user controls the shift mechanism of the motorcycle to drive the shift shaft of the engine to rotate to achieve the gear change of the engine. The shift mechanism includes an operating lever and multiple connecting rods. The operating lever drives the shift shaft to rotate through the connecting rods to achieve gear shift control within a three-dimensional space, but the user needs a large force and a large movement stroke to achieve the gear shift operation.

[0003] Currently, after the shift linkage on a motorcycle is mounted to the gear arm, the shifter may move laterally during shifting, and the shift shaft may become loose, resulting in mis-shifts, false neutrals, and unstable shifting.

[0004] The Chinese patent with the authorization announcement number CN 208442255 U discloses a motorcycle and its shift mechanism, including a pedal bracket and a shift lever, wherein the shift lever is connected to the pedal bracket through a central axis, and the shift lever can rotate around the central axis; a bearing is arranged in the radial gap between the shift lever and the central axis, and the bearing is radially connected to the central axis and the shift lever, respectively. In the utility model, by arranging the bearing, the radial gap between the shift lever and the central axis is filled by the bearing, thereby improving the comfort and stability of the shifting process, and when the shift lever rotates relative to the central axis, the arrangement of the bearing can also reduce the friction resistance and wear of the shift lever rotation, thereby reducing the required shifting force, but during the shifting period, the connection stability between the shift shaft and the connecting rod cannot be guaranteed, and the shift shaft may become loose.

[0005] A Chinese patent with the authorization announcement number CN 220096542 U discloses a motorcycle, which includes a frame, an engine and a shift mechanism. The engine is arranged on the frame, the engine has a shift shaft, the shift mechanism is at least partially arranged on the engine, and the shift mechanism includes a fixed shaft, a first connecting rod, a second connecting rod and a third connecting rod. The fixed shaft is relatively fixed to the shift shaft, and the first connecting rod has a first connecting part and a second connecting part. The first connecting part is rotatably connected to the fixed shaft. The second connecting rod has a third connecting part and a fourth connecting part, the third connecting part is rotatably connected to the second connecting part, and the third connecting rod has a fifth connecting part and a sixth connecting part. The fifth connecting part is rotatably connected to the fourth connecting part, and the sixth connecting part is connected to the shift shaft. In the utility model, the action stroke of the operating lever can be avoided to be too long, so that the user reduces the force of controlling the action of the shift mechanism, the shift action is light, and the action stroke of the user controlling the action of the shift mechanism is reduced. However, during the shifting period, the connection stability between the shift shaft and the connecting rod cannot be guaranteed, and the shift shaft may become loose. Utility Model Content

[0006] The purpose of the utility model is to provide a shift bracket for a motorcycle to solve the problems existing in the above-mentioned prior art. The utility model effectively reduces the redundant displacement between the components of the shift bracket by providing a bracket seat and a shift arm rotatably connected to the bracket seat, eliminates the lateral displacement of the shift bracket, and makes the shifting more compact and precise, thereby effectively preventing mis-shifting and false neutral gears and achieving smoother shifting.

[0007] The utility model provides a shift bracket for a motorcycle, the shift bracket comprising: a bracket seat, two opposite ends of the bracket seat are respectively detachably connected to the engine housing of the motorcycle; and a shift arm, the shift arm is rotatably connected to the bracket seat with respect to the center of the two opposite ends of the bracket seat, the bracket seat is coaxially arranged with the shift arm, a first end of the shift arm is tightly connected to a shift shaft extending from the engine housing, and a second end of the shift arm opposite to the first end is hinged to a shift connecting rod of the motorcycle.

[0008] Preferably, the bracket seat comprises a main body, a mounting hole is formed in the main body, and a bearing is sleeved in the mounting hole.

[0009] Preferably, the bracket seat also includes a first extension arm and a second extension arm extending radially outward from the main body in two different directions, and a first through hole is formed in each of the ends of the first extension arm and the second extension arm away from the main body, and the bracket seat can be removably connected to the engine casing by inserting a fastener into the first through hole.

[0010] Preferably, the length of the first extension arm is shorter than the length of the shift arm, and the length of the second extension arm is longer than the length of the shift arm.

[0011] Preferably, the angle formed between the central axis of the first extension arm and the central axis of the second extension arm is an obtuse angle.

[0012] Preferably, a spline hole is formed at the first end of the shift arm, and the shift shaft is inserted into the spline hole to be fastened to the shift arm.

[0013] Preferably, a connecting portion coaxially arranged with the spline hole is further formed at the first end of the shift arm, and the shift arm is rotatably connected to the bracket seat through the cooperation between the connecting portion and the bearing.

[0014] Preferably, a fastening portion disposed adjacent to the spline hole is formed at the first end of the shift arm to fasten the shift shaft in the spline hole.

[0015] Preferably, a second through hole is formed at the second end of the shift arm, and the shift connecting rod is hinged to the shift arm through the second through hole.

[0016] Preferably, the bracket seat and the shift arm are both made of 6061-T6 aluminum, and an anodized layer is formed on the surfaces of the bracket seat and the shift arm respectively.

[0017] Compared with the prior art, the utility model has achieved the following technical effects:

[0018] (1) In the present invention, the first end of the shift arm is tightly connected to the shift shaft extending from the engine housing, and the bracket seat is coaxially arranged with the shift arm and rotatably connected, so that the bracket seat can be detachably connected to the engine housing of the motorcycle, which can effectively ensure the stability of the bracket seat, thereby providing a more stable limiting support for the shift shaft, effectively reducing the redundant displacement between the components of the shift bracket, especially eliminating the lateral displacement of the shift bracket, avoiding the loosening of the shift shaft, making the shifting more compact and precise, thereby effectively preventing mis-shifting and false neutral gear, and achieving smoother shifting.

[0019] (2) In the utility model, a mounting hole is provided in the main body of the bracket seat, and a bearing is sleeved in the mounting hole, so that the shift arm can be rotatably connected to the bracket seat. Under the premise of ensuring smooth shifting of the shift shaft, the rotational resistance of the shift arm relative to the bracket seat is reduced, thereby making the shifting smoother.

[0020] (3) The bracket seat in the utility model includes a first extension arm and a second extension arm extending radially outward from the main body along two different directions respectively. By adjusting the angle between the first extension arm and the second extension arm and the relative lengths between the first extension arm, the second extension arm and the shift arm, the relative distance between the shift shaft and the shift connecting rod can be effectively adjusted, and the connection position between the bracket seat and the engine housing can be effectively adjusted. By moving the fulcrum to a position closer to the shift connecting rod, the kinetic energy will change, thereby achieving smaller force and better action. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the drawings required for use in the embodiments are briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0022] Figure 1 It is a structural stereogram of a gear shift bracket for a motorcycle in the utility model;

[0023] Figure 2 It is a top view of the structure of the shift bracket for motorcycles in the utility model;

[0024] Figure 3 The utility model is a structural side view of a gear shift bracket for a motorcycle.

[0025] Among them, 1. bracket seat; 111. main body; 112. mounting hole; 121. first extension arm; 122. second extension arm; 123. first through hole; 2. shift arm; 21. first end; 211. spline hole; 212. fastening part; 22. second end; 221. second through hole; 3. bearing. DETAILED DESCRIPTION

[0026] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments of the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0027] The purpose of the utility model is to provide a shift bracket for a motorcycle to solve the problems existing in the above-mentioned prior art. The utility model effectively reduces the redundant displacement between the components of the shift bracket by providing a bracket seat 1 and a shift arm 2 rotatably connected to the bracket seat 1, eliminates the lateral displacement of the shift bracket, and makes the shifting more compact and precise, thereby effectively preventing mis-shifting and false neutral gears and achieving smoother shifting.

[0028] In order to make the above-mentioned purposes, features and advantages of the present invention more obvious and easy to understand, the present invention is further described in detail below in conjunction with the accompanying drawings and specific implementation methods.

[0029] like Figures 1 to 3As shown, the utility model provides a shift bracket for a motorcycle, the shift bracket comprising: a bracket seat 1, the two opposite ends of the bracket seat 1 are each detachably connected to the engine housing of the motorcycle; and a shift arm 2, the shift arm 2 is rotatably connected to the bracket seat 1 with a center offset relative to the two opposite ends of the bracket seat 1, that is, the connection position of the shift arm 2 and the bracket seat 1 is not the center position of the bracket seat 1, the bracket seat 1 and the shift arm 2 are coaxially arranged, the first end of the shift arm 2 is fastened to the shift shaft extending from the engine housing, preferably, a spline hole 211 is formed at the first end of the shift arm 2, the shift shaft is fastened to the shift arm 2 by being inserted into the spline hole 211, and the second end 22 of the shift arm 2 opposite to the first end 21 is hinged to the shift connecting rod of the motorcycle, that is, the second end 22 of the shift arm 2 is hingedly connected to the shift connecting rod of the motorcycle, and the force transmission between the shift connecting rod and the shift shaft can be realized under the premise of convenient disassembly and assembly. In the utility model, the first end 21 of the shift arm 2 is tightly connected to the shift shaft extending from the engine housing, and the bracket seat 1 is coaxially arranged with the shift arm 2 and rotatably connected, so that the bracket seat 1 can be detachably connected to the engine housing of the motorcycle, which can effectively ensure the stability of the bracket seat 1, thereby providing a more stable limiting support for the shift shaft, effectively reducing the redundant displacement between the components of the shift bracket, especially eliminating the lateral displacement of the shift bracket, avoiding the loosening of the shift shaft, making the shifting more compact and precise, thereby effectively preventing misshifting and false neutral gear, and achieving smoother shifting.

[0030] like Figures 1 to 3As shown, preferably, the support seat 1 in the utility model includes a main body 111, a mounting hole 112 is formed in the main body 111, and a bearing 3 is sleeved in the mounting hole 112. Preferably, the support seat 1 also includes a first extension arm 121 and a second extension arm 122 radially extending outward from the main body 111 in two different directions, and a first through hole 123 is formed in each of the ends of the first extension arm 121 and the second extension arm 122 away from the main body 111. The support seat 1 is detachably connected to the engine housing by inserting a fastener into the first through hole 123. Preferably, the fastener can be a screw, and an internal thread can be provided in the first through hole 123. The support seat 1 is detachably connected to the engine housing by the cooperation of the screw and the internal thread of the first through hole 123. Preferably, the length of the first extension arm 121 is less than the length of the shift arm 2, and the length of the second extension arm 122 is greater than the length of the shift arm 2. Preferably, the angle formed between the central axis of the first extension arm 121 and the central axis of the second extension arm 122 is an obtuse angle. The bracket seat 1 in the utility model includes a first extension arm 121 and a second extension arm 122 which radially extend outward from the main body 111 along two different directions respectively. By adjusting the angle between the first extension arm 121 and the second extension arm 122 and the relative lengths between the first extension arm 121, the second extension arm 122 and the shift arm 2, the relative distance between the shift shaft and the shift connecting rod can be effectively adjusted, and the connection position of the bracket seat 1 and the engine housing can be effectively adjusted. By moving the fulcrum to a position closer to the shift connecting rod, the kinetic energy will change, thereby achieving smaller force and better action.

[0031] like Figures 1 to 3 As shown, preferably, in the utility model, a connecting portion coaxially arranged with the spline hole 211 is further formed at the first end 21 of the shift arm 2, and the shift arm 2 is rotatably connected to the bracket seat 1 through the cooperation of the connecting portion and the bearing 3. Preferably, an opening is provided at the center of the connecting portion for the shift shaft to pass through, and the outer side of the connecting portion is sleeved on the inner side of the bearing 3 for fastening connection. Preferably, an external thread is provided on the outer side of the connecting portion, and an internal thread is provided on the inner side of the bearing. The shift arm 2 is connected to the inner side of the bearing 3 through thread cooperation and can be rotatably connected to the bracket seat 1 with the help of the bearing 3. Preferably, the bearing 3 is a ball bearing, and the ball bearing is installed in the mounting hole 112 of the bracket seat 1. In the utility model, by providing the mounting hole 112 in the main body 111 of the bracket seat 1 and sleeved with the bearing 3 in the mounting hole 112, the shift arm 2 can be rotatably connected to the bracket seat 1. On the premise of ensuring the smooth shifting of the shift shaft, the rotation resistance of the shift arm 2 relative to the bracket seat 1 is reduced, thereby making the shifting smoother. The connection portion is provided to connect the bearing 3 and the shift arm 2 , thereby improving the stability between the shift arm 2 and the bracket seat 1 .

[0032] like Figures 1 to 3As shown, preferably, a fastening portion arranged adjacent to the spline hole 211 is also formed at the first end of the shift arm 2 in the utility model to fasten the shift shaft in the spline hole 211. Preferably, the fastening portion includes a first fastening end and a second fastening end arranged opposite to the first fastening end. An opening is formed on the side of the spline hole 211 formed at the first end 21 of the shift arm 2. The width of the opening can be set according to the fastening degree of the spline hole 211 to the shift shaft. The opening separates one side of the spline hole 211. One side wall of the separated spline hole 211 is connected to the first fastening end, and the other side wall of the separated spline hole 211 is connected to the second fastening end. The fastening degree of the spline hole 211 to the shift shaft is further controlled by adjusting the relative distance between the first fastening end and the second fastening end.

[0033] like Figures 1 to 3 As shown, preferably, the second end 22 of the shift arm 2 is formed with a second through hole 221, and the shift connecting rod is hinged to the shift arm 2 through the second through hole 221, thereby realizing effective transmission of force between the shift shaft and the shift connecting rod. Preferably, the bracket seat 1 and the shift arm 2 are both made of 6061-T6 aluminum, and the surfaces of the bracket seat 1 and the shift arm 2 are each formed with an anodized layer, so that the shift bracket has a smaller mass, is more convenient to install, and has better durability, thereby extending the service life of the shift bracket.

[0034] Adaptive changes made according to actual needs are all within the protection scope of this utility model.

[0035] It should be noted that, for those skilled in the art, it is obvious that the present invention is not limited to the details of the above exemplary embodiments, and the present invention can be implemented in other specific forms without departing from the spirit or basic features of the present invention. Therefore, no matter from which point of view, the embodiments should be regarded as exemplary and non-restrictive, and the scope of the present invention is defined by the appended claims rather than the above description, so it is intended to include all changes within the meaning and scope of the equivalent elements of the claims. Any figure mark in the claims should not be regarded as limiting the claims involved.

Claims

1. A gear shift bracket for a motorcycle, characterized in that: The shift bracket comprises: A bracket seat (1), two opposite ends of which are each detachably connected to the engine housing of the motorcycle; and A shift arm (2), the shift arm (2) is rotatably connected to the support seat (1) in a manner offset from the center of the two opposite ends of the support seat (1), the support seat (1) and the shift arm (2) are coaxially arranged, the first end (21) of the shift arm (2) is fixedly connected to the shift shaft extending from the engine housing, and the second end (22) of the shift arm (2) opposite to the first end (21) is hinged to the gear shift connecting rod of the motorcycle.

2. The shift bracket according to claim 1, characterized in that: The bracket seat (1) comprises a main body (111), a mounting hole (112) is formed in the main body (111), and a bearing (3) is sleeved in the mounting hole (112).

3. The shift bracket according to claim 2, characterized in that: The bracket seat (1) further comprises a first extension arm (121) and a second extension arm (122) which extend radially outward from the main body (111) in two different directions respectively, and a first through hole (123) is formed in each of the ends of the first extension arm (121) and the second extension arm (122) which are away from the main body (111), and the bracket seat (1) can be detachably connected to the engine housing by inserting a fastener into the first through hole (123).

4. The shift bracket according to claim 3, characterized in that: The length of the first extension arm (121) is smaller than the length of the shift arm (2), while the length of the second extension arm (122) is larger than the length of the shift arm (2).

5. The shift bracket according to claim 3, characterized in that: The angle formed between the central axis of the first extension arm (121) and the central axis of the second extension arm (122) is an obtuse angle.

6. The shift bracket according to claim 2, characterized in that: A spline hole (211) is formed at the first end (21) of the shift arm (2), and the shift shaft is inserted into the spline hole (211) to be fixedly connected to the shift arm (2).

7. The shift bracket according to claim 6, characterized in that: A connecting portion coaxially arranged with the spline hole (211) is also formed at the first end (21) of the shift arm (2), and the shift arm (2) is rotatably connected to the bracket seat (1) through the cooperation between the connecting portion and the bearing (3).

8. The shift bracket according to claim 6, characterized in that: A fastening portion (212) disposed adjacent to the spline hole (211) is also formed at the first end (21) of the shift arm (2) so as to fasten the shift shaft in the spline hole (211).

9. The shift bracket according to any one of claims 1 to 8, characterized in that: The second end (22) of the shift arm (2) is formed with a second through hole (221), and the shift connecting rod is hinged to the shift arm (2) through the second through hole (221).

10. The shift bracket according to any one of claims 1 to 8, characterized in that: The support seat (1) and the shift arm (2) are both made of 6061-T6 aluminum, and an anodized layer is formed on the surfaces of the support seat (1) and the shift arm (2).

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