Gear shifting support for motorcycle

Abstract

The utility model discloses a gear shifting support for a motorcycle. The gear shifting support comprises a support seat and a gear shifting assembly, wherein the two opposite ends of the support seat are detachably connected to an engine shell of the motorcycle respectively; the gear shifting arm is approximately centered and rotatably connected to the support base relative to 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. By arranging the support base and the gear shifting arm rotationally connected to the support base, the support base supports the gear shifting arm, the fulcrum is closer to the speed change connecting rod, and therefore redundant displacement between 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, and the gear shifting efficiency is improved. Therefore, mistaken gear shifting and false neutral gear are effectively prevented, and more stable gear shifting is achieved.

Description

Technical Field

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

[0002] The motorcycle shift mechanism is a structural component used for shifting gears when the motorcycle is driving. The performance of the shift mechanism determines whether the gear shifting is smooth, accurate and more labor-saving.

[0003] There are improvements to the performance of the shift mechanism in the prior art. For example, the utility model patent application with application number CN202320648316.6 discloses a motorcycle, which includes a shift mechanism. The shift mechanism includes a fixed shaft, the fixed shaft is relatively fixed to the shift shaft; a first connecting rod, 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; a second connecting rod, 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; a third connecting rod, 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; the distance between the first connecting part and the second connecting part is L1, the distance between the fifth connecting part and the sixth connecting part is L2, and the ratio of L1 to L2 is greater than or equal to 0.9 and less than or equal to 1.1. The above technical solution makes shifting more convenient and labor-saving. However, in the above patent, there may still be a problem that the shifting is not smooth enough.

[0004] In addition, in order to improve the accuracy of gear shifting, intelligent control is generally used in the prior art. How to improve the stability and accuracy of gear shifting through structural improvement still needs to be solved urgently. Utility Model Content

[0005] 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. By providing a bracket seat and a shift arm rotatably connected to the bracket seat, the bracket seat forms a supporting effect on the shift arm, and the fulcrum is closer to the speed change connecting rod, thereby effectively reducing the redundant displacement between the components of the shift bracket, eliminating the lateral displacement of the shift bracket, making the shifting more compact and precise, and thus effectively preventing mis-shifting and false neutral gear, and achieving smoother shifting.

[0006] To achieve the above object, the utility model provides the following solution: The utility model provides a shift bracket for a motorcycle, the shift bracket comprising:

[0007] a bracket seat, each of two opposite ends of the bracket seat being detachably connected to an engine housing of a motorcycle; and

[0008] A shift arm, the shift arm is roughly centered and rotatably connected to the bracket seat at two opposite ends of the bracket seat, the bracket seat is coaxially arranged with the shift arm, the first end of the shift arm is fastened to the shift shaft extending from the engine housing, and the second end of the shift arm opposite to the first end is hinged to the shift connecting rod of the motorcycle.

[0009] 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.

[0010] 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.

[0011] Preferably, the first extension arm and the second extension arm extend in two opposite directions, and the length of the first extension arm is substantially equal to the length of the second extension arm.

[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] Preferably, the bearing is a roller bearing.

[0018] Compared with the prior art, the utility model has achieved the following technical effects:

[0019] 1. The utility model provides a bracket seat and a shift arm rotatably connected to the bracket seat, so that the bracket seat supports the shift arm and makes the fulcrum closer to the shift connecting rod, thereby effectively reducing the redundant displacement between the components of the shift bracket and eliminating the lateral displacement of the shift bracket, making the shifting more compact and precise, thereby effectively preventing mis-shifting and false neutral gear, and achieving smoother shifting.

[0020] 2. The utility model arranges a bearing in the mounting hole of the bracket seat so that the shift arm has a smaller rotational resistance when rotating relative to the bracket seat, thereby ensuring a smoother shift while avoiding the need to provide a greater force when shifting.

[0021] 3. The utility model provides a fastening portion at the spline hole, so that the disassembly between the shift arm and the shift shaft is more convenient and the installation is more stable. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0023] Figure 1 is a three-dimensional diagram of a gear shift bracket;

[0024] Figure 2 is a top view of the gear shift bracket;

[0025] Figure 3 It is the front view of the gear shift bracket;

[0026] 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

[0027] 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 in 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.

[0028] The utility model aims to provide a shift bracket for a motorcycle to solve the problems existing in the prior art. By providing a bracket seat and a shift arm rotatably connected to the bracket seat, the bracket seat supports the shift arm, and the fulcrum is closer to the speed change connecting rod, thereby effectively reducing the redundant displacement between the components of the shift bracket, eliminating the lateral displacement of the shift bracket, making the shifting more compact and precise, and thus effectively preventing mis-shifting and false neutral gear, and achieving smoother shifting.

[0029] 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.

[0030] like Figure 1-Figure 3 As shown, this embodiment provides a shift bracket for a motorcycle. The shift bracket includes a bracket seat 1 and a shift arm 2. The bracket seat 1 and the shift arm 2 can be made of the same or different materials, such as metal, metal alloy, plastic, etc. The two opposite ends of the bracket seat 1 can be detachably connected to the engine housing of the motorcycle, for example, by a detachable connection method such as a threaded connection, a snap connection, a pin connection, etc. In this embodiment, a threaded connection is preferably used. The shift arm 2 is roughly centered and rotatably connected to the bracket seat 1 relative to the two opposite ends of the bracket seat 1, thereby, the bracket seat 1 supports the shift arm 2 and does not affect the rotation of the shift arm 2. The bracket seat 1 is coaxially arranged with the shift arm 2, the first end 21 of the shift arm 2 is tightly 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 shift connecting rod of the motorcycle. Through the above arrangement, when a gear shift is required, the second end 22 of the shift arm 2 is driven to move through the gear shift connecting rod, so that the shift arm 2 rotates. Since the first end 21 of the shift arm 2 is tightly connected to the shift shaft, the shift shaft is driven to rotate, thereby achieving gear shifting. During the gear shifting process, the support of the shift arm 2 by the bracket seat 1 makes the fulcrum closer to the gear shift connecting rod, thereby effectively reducing the redundant displacement between the parts of the gear shift bracket, eliminating the lateral displacement of the gear shift bracket, making the gear shifting more compact and accurate, thereby effectively preventing mis-shifting and false neutral gear, and achieving smoother gear shifting.

[0031] Further, the bracket seat 1 includes a main body 111, which can be roughly circular in shape, and of course can also be any suitable shape such as rectangular, trapezoidal, polygonal, etc. In the present embodiment, it is preferably roughly circular in shape, which can save materials on the one hand and avoid interference with other motorcycle parts on the other hand. A mounting hole 112 is formed in the main body 111, and a bearing 3 is sleeved in the mounting hole 112. The size of the mounting hole 112 can be determined according to the matching bearing 3. The bearing 3 can be any rolling bearing such as a roller bearing, a ball bearing, a sliding bearing, etc. In a preferred embodiment, the bearing 3 is a roller bearing. By arranging the bearing 3 in the mounting hole 112, the shift arm 2 has a smaller rotational resistance when rotating relative to the bracket seat 1, so that the shift bracket can ensure a smoother shift while avoiding the need to provide a greater force when shifting.

[0032] In a preferred embodiment, the bracket seat 1 further 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 bracket seat 1 is detachably connected to the engine housing by inserting a fastener into the first through hole 123. A threaded hole for connecting with the first through hole 123 can be provided on the engine housing, or the original mounting bolts on the engine housing can be removed, and the first through hole 123 is aligned with the mounting hole from which the mounting bolts are removed, and then the bracket seat 1 and the engine housing are connected using bolts. If the original mounting hole on the engine housing is used for installation, the lengths of the first extension arm 121 and the second extension arm 122 and the hole spacing of the two first through holes 123 can be determined according to the position of the original mounting hole on the engine.

[0033] Preferably, the first extension arm 121 and the second extension arm 122 extend in two opposite directions, and the length of the first extension arm 121 is substantially equal to the length of the second extension arm 122. Through the above arrangement, the force applied to each connection position can be relatively uniform.

[0034] In another preferred embodiment, a spline hole 211 is formed at the first end 21 of the shift arm 2, and the shift shaft is fastened to the shift arm 2 by being inserted into the spline hole 211. 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 connecting portion extends into the mounting hole 112 of the main body 111 and cooperates with the inner ring of the bearing 3. The shift arm 2 is rotatably connected to the bracket seat 1 through the cooperation of the connecting portion and the bearing 3.

[0035] Furthermore, a fastening portion 212 is formed at the first end 21 of the shift arm 2 and is disposed adjacent to the spline hole 211 to fasten the shift shaft in the spline hole 211. Figure 1 The fastening part 212 is provided on the side opposite to the second end 22 of the spline hole 211. On this side, the spline hole 211 is provided with a narrow slot, and the fastening part 212 is provided on both sides of the narrow slot. The fastening parts located on both sides of the narrow slot are provided with fastening holes, and a bolt is passed through them, so as to adjust the fastening degree between the spline hole 211 and the shift shaft. By providing the fastening part 212 at the spline hole 211, the disassembly between the shift arm 2 and the shift shaft is more convenient and the installation is more stable.

[0036] 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. The hinge can be hinged in any suitable manner such as a common pin, a pin shaft, etc.

[0037] In a preferred embodiment, the bracket seat 1 and the shift arm 2 are made of the same material, and are both made of 6061-T6 aluminum, and an anodized layer is formed on the surface of each of the bracket seat 1 and the shift arm 2. Of course, if the bracket seat 1 and the shift arm 2 are made of other metals or metal alloys, other suitable surface treatment methods, such as spray painting, etc., can also be selected.

[0038] It should be noted that it is obvious to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that 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, and it is intended that all changes falling within the meaning and scope of the equivalent elements of the claims are included in the present invention. Any reference numerals 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) being approximately centrally and rotatably connected to the support seat (1) relative to the two opposite ends of the support seat (1), the support seat (1) being coaxially arranged with the shift arm (2), the first end (21) of the shift arm (2) being fixedly connected to a shift shaft extending from the engine housing, and the second end (22) of the shift arm (2) opposite to the first end (21) being hinged to a shift connecting rod of the motorcycle.

2. The gear shift bracket for motorcycle 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 gear shift bracket for motorcycle 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 gear shift bracket for motorcycle according to claim 3, characterized in that: The first extension arm (121) and the second extension arm (122) extend in two opposite directions, and the length of the first extension arm (121) is substantially equal to the length of the second extension arm (122).

5. The gear shift bracket for motorcycle 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).

6. The gear shift bracket for motorcycle according to claim 5, 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).

7. The gear shift bracket for motorcycle according to claim 5, 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).

8. The gear shift bracket for a motorcycle according to any one of claims 1 to 7, 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).

9. The gear shift bracket for a motorcycle according to any one of claims 1 to 7, 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).

10. The gear shift bracket for motorcycle according to claim 2, characterized in that: The bearing (3) is a roller bearing.

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