Damping structure between shifting gears of motorcycle
By designing a shock-absorbing structure between the gear shifting gears of motorcycles, and using the buffer spring and buffer block to absorb impact and friction, the problems of gear impact and vibration during gear shifting are solved, and the gear wear reduction and driving safety are improved.
Patent Information
- Application Number
- CN202422048220.3
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-08-23
- Publication Date
- 2025-02-25
- Estimated Expiration
- 2034-08-23
AI Technical Summary
Existing motorcycle gears will produce greater impact and vibration when shifting gears, resulting in gear wear and unstable vehicle, increasing the risk of accidents.
Design a shock absorbing structure between the gear shifting gears of motorcycles, including a housing, shock absorbing components and auxiliary components. The shock absorbing assembly absorbs impact and friction by installing a buffer spring on the main gear and the secondary gear, reducing direct collision of the gear, and laying buffer blocks on the outer wall of the housing for auxiliary buffering.
Effectively reduce gear wear, reduce vehicle shaking and instability caused by shifting impact, improve driving safety, and extend the service life of the shifting system.
Smart Images
Figure CN222526839U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of motorcycle parts, in particular to a shock absorbing structure between gears of a motorcycle. Background Art
[0002] The motorcycle shift gear is a group of gears inside the transmission. Through their combination and arrangement, the rider can choose the appropriate gear at different speeds and situations. The design of these gears enables the power of the engine to be efficiently transmitted to the rear wheel, while allowing the rider to adjust the power output as needed. It is responsible for transmitting the power of the engine to the rear wheel at an appropriate speed, thereby driving the motorcycle forward.
[0003] Existing motorcycle shift gears usually produce large shocks and vibrations when the gears are suddenly engaged and disengaged during gear shifting during driving. Long-term shocks and vibrations will cause wear or loosening of gears and some parts, affecting transmission efficiency. The shocks and vibrations will be transmitted to the frame and body of the motorcycle, causing the vehicle to lose balance or stability, increasing the risk of accidents.
[0004] Therefore, in view of the sudden engagement and separation of the gears between the above-mentioned existing motorcycle shift gears during gear shifting, a large impact and vibration will be generated, causing the gears and some parts to wear or loosen, and the impact and vibration will be transmitted to the frame and body of the motorcycle, causing the vehicle to lose balance or stability, increasing the risk of accidents. A shock-absorbing structure between the motorcycle shift gears can be designed to reduce direct collisions between gears, reduce vehicle shaking and instability caused by gear shifting impact, and improve driving safety. Utility Model Content
[0005] To overcome the problem.
[0006] The technical scheme of the utility model is: a shock absorbing structure between shifting gears of a motorcycle, comprising a shell, a shock absorbing assembly and an auxiliary assembly; a shock absorbing assembly for reducing impact and vibration between the shifting gears during the shifting process is installed inside the shell, an auxiliary assembly for assisting the shell body to be connected with the motorcycle is installed at the outer end of the shell, the shock absorbing assembly comprises a docking plate, a limit bolt, a sealing gasket, a main gear, a sub-gear, a connecting rod, a buffer spring, a bearing, a buffer block and a latch; the main gear is located inside the shell, a sub-gear is arranged on one side of the main gear, a connecting rod is arranged inside the main gear, a buffer spring is sleeved on the outer wall of the connecting rod, a buffer spring is arranged at one end of the sub-gear, and a damper is arranged on the inner side of the buffer spring.
[0007] Preferably, buffer springs are installed on the main gear and the auxiliary gear. When the main gear shifts gears, the buffer springs are used to absorb the impact force and friction force generated, thereby reducing direct collision between gears, reducing the wear rate of gears, and reducing the frequency of maintenance and replacement. The buffer springs also reduce the impact during the gear shifting process, making the gear shifting action smoother, reducing vehicle jitter and instability caused by gear shifting impact, and improving driving safety. Multiple groups of buffer blocks are laid on the outer wall of the outer shell for auxiliary buffering, converting impact energy into elastic potential energy, reducing direct collision and impact with the outer shell, restraining the vibration amplitude of the outer shell, reducing structural loosening and damage caused by vibration, and ensuring the long-term stable operation of the gear shifting system.
[0008] Preferably, a docking plate is provided at the outer end of the shell, a connecting hole for accommodating a connecting rod is provided inside the docking plate, a plurality of sets of limit bolts are arranged around the inside of the docking plate, and the docking plate is fixed to the shell thread by the limit bolts. The docking plate and the shell are connected by using the limit bolts to ensure close contact between the docking plate and the shell, thereby forming a more stable overall structure, reducing vibration and displacement during the gear shifting process, and improving the stability of the gear shifting.
[0009] Preferably, a sealing gasket is provided between the docking plate and the outer shell, and a limiting hole for accommodating a limiting bolt is opened at the outer end of the sealing gasket. The sealing gasket is sealed by snapping the docking plate and the outer shell. The sealing gasket is used to assist in sealing when the docking plate and the outer shell are connected, thereby filling the tiny gap between the docking plate and the outer shell, effectively preventing impurities from penetrating into the shift gear area from the connection, keeping the gears clean and lubricated, reducing wear and failure caused by the intrusion of impurities, and extending the service life of the shock-absorbing structure between the shift gears.
[0010] Preferably, one end of the main gear and the auxiliary gear is provided with a bearing, the bearing is fixedly connected to the outer shell, and a plurality of groups of buffer blocks are symmetrically provided on the outer end of the outer shell. Auxiliary buffering is performed by laying a plurality of groups of buffer blocks on the outer wall of the outer shell, thereby converting impact energy into elastic potential energy, reducing direct collision and impact with the outer shell, restraining the vibration amplitude of the outer shell, reducing structural looseness and damage caused by vibration, and ensuring the long-term stable operation of the shifting system.
[0011] Preferably, the inner wall of the buffer block is provided with two groups of pins, and the outer end of the shell is provided with a socket for accommodating the pins. The buffer block is plugged and fixed to the shell by the pins. The buffer block is fixed to the shell by connecting the pins. The buffer block can be replaced according to different buffering effects to adapt to different buffering effects and meet different driving needs.
[0012] Preferably, the auxiliary components include a positioning plate, fixing screws and a rubber pad. The outer wall of the outer shell is symmetrically provided with a positioning plate, and the inside of the positioning plate is provided with a fixing screw. The outer shell is connected to the positioning plate and combined with the fixing screws to connect and position the outer shell with the vehicle body, providing additional support points to prevent the outer shell from loosening or shifting under vibration and impact, thereby ensuring the safe driving of the vehicle.
[0013] Preferably, the rubber pad is located at the rear end of the shell, and threaded holes for accommodating fixing screws are provided at both ends of the rubber pad. The rubber pad is installed at the connection with the vehicle body to assist the connection, absorb and disperse the vibration generated during the driving of the vehicle, reduce the direct collision at the connection between the shell and the vehicle body, and protect the integrity of the parts.
[0014] Beneficial effects of the utility model:
[0015] 1. Compared with the traditional shifting gear, by installing buffer springs on the main gear and the auxiliary gear, when the main gear shifts, the buffer spring is used to absorb the impact force and friction force generated, reduce the direct collision between gears, reduce the wear rate of gears, and reduce the frequency of maintenance and replacement. The buffer spring slows down the impact during the shifting process, making the shifting action smoother, reducing the vehicle shaking and instability caused by the shifting impact, and improving driving safety. Multiple groups of buffer blocks are laid on the outer wall of the shell for auxiliary buffering, converting the impact energy into elastic potential energy, reducing the direct collision and impact with the shell, restraining the vibration amplitude of the shell, reducing the looseness and damage of the structure caused by vibration, and ensuring the long-term stable operation of the shifting system;
[0016] 2. By using limit bolts to connect the docking plate and the shell, and using them to fill the small gap between the docking plate and the shell, impurities can be effectively prevented from penetrating into the shift gear area from the connection, keeping the gears clean and lubricated, reducing wear and failure caused by the intrusion of impurities, ensuring close contact between the docking plate and the shell, forming a more stable overall structure, and extending the service life of the shock-absorbing structure between the shift gears. At the same time, rubber pads are installed at the connection with the vehicle body to assist the connection, absorb and disperse the vibration generated during the vehicle's driving, and reduce the direct collision at the connection between the shell and the body to protect the integrity of the parts. BRIEF DESCRIPTION OF THE DRAWINGS
[0017] Figure 1 What is shown is a schematic diagram of the overall structure of the utility model;
[0018] Figure 2 What is shown is a schematic diagram of the main gear structure of the utility model;
[0019] Figure 3 What is shown is a schematic diagram of the internal structure of the housing of the utility model;
[0020] Figure 4What is shown is a schematic diagram of the overall explosion structure of the utility model.
[0021] Explanation of the reference numerals: 1. housing; 201. docking plate; 202. limit bolt; 203. sealing gasket; 204. main gear; 205. sub gear; 206. connecting rod; 207. buffer spring; 208. bearing; 209. buffer block; 210. latch; 301. positioning plate; 302. fixing screw; 303. rubber pad. DETAILED DESCRIPTION
[0022] The utility model is further described below in conjunction with the accompanying drawings and embodiments.
[0023] See also Figure 1-Figure 4 The utility model provides an embodiment: a shock absorbing structure between shifting gears of a motorcycle, comprising a shell 1, a shock absorbing assembly and an auxiliary assembly; a shock absorbing assembly for reducing impact and vibration between shifting gears during the shifting process is installed inside the shell 1, an auxiliary assembly for assisting the shell body to be connected to the motorcycle is installed at the outer end of the shell 1, the shock absorbing assembly comprises a docking plate 201, a limit bolt 202, a sealing gasket 203, a main gear 204, a sub-gear 205, a connecting rod 206, a buffer spring 207, a bearing 208, a buffer block 209, and a latch 210, the main gear 204 is located inside the shell 1, a sub-gear 205 is provided on one side of the main gear 204, a connecting rod 206 is provided inside the main gear 204, a buffer spring 207 is sleeved on the outer wall of the connecting rod 206, a buffer spring 207 is provided at one end of the sub-gear 205, and a damper is provided on the inner side of the buffer spring 207.
[0024] See also Figure 1-Figure 2 In this embodiment, a docking plate 201 is provided at the outer end of the housing 1, a connecting hole for accommodating a connecting rod 206 is provided inside the docking plate 201, and a plurality of groups of limiting bolts 202 are arranged around the interior of the docking plate 201, and the docking plate 201 is threadedly fixed to the housing 1 through the limiting bolts 202. By connecting the docking plate 201 and the housing 1 with the limiting bolts 202, a close contact between the docking plate 201 and the housing 1 is ensured, forming a more stable overall structure, reducing vibration and displacement during the gear shifting process, and improving the stability of the gear shifting. The docking plate 201 is fixed to the housing 1 through the limiting bolts 202. A sealing gasket 203 is provided between 01 and the housing 1, and a limiting hole for accommodating a limiting bolt 202 is opened at the outer end of the sealing gasket 203. The sealing gasket 203 is buckled and sealed with the housing 1 through the docking plate 201. The sealing gasket 203 is used to assist in sealing when the docking plate 201 and the housing 1 are connected, thereby filling a small gap between the docking plate 201 and the housing 1, effectively preventing impurities from penetrating into the shift gear area from the connection, keeping the gears clean and lubricated, reducing wear and failure caused by the intrusion of impurities, and extending the service life of the shock-absorbing structure between the shift gears.
[0025] See also Figure 1-Figure 3 In this embodiment, one end of the main gear 204 and the auxiliary gear 205 is sleeved with a bearing 208, and the bearing 208 is fixedly connected to the shell 1. A plurality of groups of buffer blocks 209 are symmetrically arranged on the outer end of the shell 1. Auxiliary buffering is performed by laying a plurality of groups of buffer blocks 209 on the outer wall of the shell 1, so that the impact energy is converted into elastic potential energy, the direct collision and impact with the shell 1 are reduced, the vibration amplitude of the shell 1 is restrained, the structural looseness and damage caused by vibration are reduced, and the long-term stable operation of the shifting system is ensured. Two groups of latches 210 are arranged on the inner wall of the buffer block 209, and a socket for accommodating the latches 210 is opened at the outer end of the shell 1. The buffer block 209 is plugged and fixed to the shell 1 through the latch 210. The buffer block 209 is fixed to the shell 1 by connecting the latch 210. The buffer block 209 can be replaced according to different buffering effects to adapt to different buffering effects and meet different driving needs.
[0026] See also Figure 2-Figure 4 In this embodiment, the auxiliary components include a positioning plate 301, a fixing screw 302 and a rubber pad 303. The outer wall of the shell 1 is symmetrically provided with a positioning plate 301, and the interior of the positioning plate 301 is provided with a fixing screw 302. The positioning plate 301 is connected to the shell 1 and the fixing screw 302 is connected to the vehicle body for positioning, thereby providing an additional support point to prevent the shell 1 from loosening or shifting under vibration and impact, thereby ensuring the safe driving of the vehicle. The rubber pad 303 is located at the rear end of the shell 1, and threaded holes for accommodating the fixing screw 302 are provided at both ends of the rubber pad 303. The rubber pad 303 is installed at the connection with the vehicle body to assist the connection, absorb and disperse the vibration generated during the driving of the vehicle, and reduce the direct collision at the connection between the shell 1 and the vehicle body, thereby protecting the integrity of the parts.
[0027] During operation, firstly, a buffer spring 207 is installed on the main gear 204 and the sub-gear 205. When the main gear 204 shifts gears, the buffer spring 207 is used to absorb the impact force and friction force generated, thereby reducing the direct collision between the gears and the wear rate of the gears. The buffer spring 207 also reduces the impact during the shifting process, thereby making the shifting action smoother and reducing the vehicle shaking and instability caused by the shifting impact. Secondly, the limiting bolts 202 are used to connect the docking plate 201 and the outer shell 1 to ensure close contact between the docking plate 201 and the outer shell 1 to form a more stable overall structure. A plurality of buffer blocks 209 are laid on the outer wall of the outer shell 1 for auxiliary buffering, thereby converting the impact energy into elastic potential energy, reducing the direct collision and impact with the outer shell 1, restraining the vibration amplitude of the outer shell 1, reducing the loosening and damage of the structure caused by vibration, and ensuring the long-term stable operation of the shifting system.
[0028] A sealing gasket 203 is used to assist in sealing when the docking plate 201 is connected to the housing 1, filling the small gap between the docking plate 201 and the housing 1, effectively preventing impurities from penetrating into the shift gear area from the connection, keeping the gear clean and lubricated, and reducing wear and failure caused by the intrusion of impurities. At the same time, the housing 1 is connected to the positioning plate 301 in combination with the fixing screws 302 to connect and position with the vehicle body, providing additional support points to prevent the housing 1 from loosening or shifting under vibration and impact. A rubber pad 303 is installed at the connection with the vehicle body to assist in the connection, absorb and disperse the vibration generated during the vehicle driving process, and reduce the direct collision at the connection between the housing 1 and the vehicle body, protecting the integrity of the shift gear and other parts.
[0029] Through the above steps, by installing the buffer spring 207 on the main gear 204 and the sub-gear 205, when the main gear 204 shifts gears, the buffer spring 207 is used to absorb the impact force and friction force generated, thereby reducing the direct collision between gears, reducing the wear rate of the gears, and reducing the frequency of maintenance and replacement. The buffer spring 207 reduces the impact during the gear shifting process, making the gear shifting action smoother, reducing the vehicle shaking and instability caused by the gear shifting impact, and improving driving safety. Multiple groups of buffer blocks 209 are laid on the outer wall of the shell 1 for auxiliary buffering, converting the impact energy into elastic potential energy, reducing the direct collision and impact with the shell 1, restraining the vibration amplitude of the shell 1, reducing the looseness and damage of the structure caused by vibration, and ensuring the long-term stable operation of the gear shifting system.
Claims
1. A shock absorbing structure between gears of a motorcycle, comprising a housing (1); characterized in that: The invention also comprises a shock absorbing component and an auxiliary component; a shock absorbing component for reducing the impact and vibration between the shifting gears during the shifting process is installed inside the housing (1); an auxiliary component for assisting the housing to be connected to the motorcycle is installed at the outer end of the housing (1); the shock absorbing component comprises a docking plate (201), a limit bolt (202), a sealing gasket (203), a main gear (204), a sub-gear (205), a connecting rod (206), a buffer spring (207), a bearing (208), a buffer block (209), and a latch (210); the main gear (204) is located inside the housing (1); a sub-gear (205) is provided on one side of the main gear (204); a connecting rod (206) is provided inside the main gear (204); a buffer spring (207) is sleeved on the outer wall of the connecting rod (206); a buffer spring (207) is provided on one end of the sub-gear (205); and a damper is provided on the inner side of the buffer spring (207).
2. A shock absorbing structure between shift gears of a motorcycle according to claim 1, characterized in that: A docking plate (201) is provided at the outer end of the outer shell (1), a connection hole for accommodating a connection rod (206) is provided inside the docking plate (201), a plurality of groups of limiting bolts (202) are arranged around the inside of the docking plate (201), and the docking plate (201) is threadedly fixed to the outer shell (1) via the limiting bolts (202).
3. A shock absorbing structure between shift gears of a motorcycle according to claim 2, characterized in that: A sealing gasket (203) is provided between the docking plate (201) and the housing (1); a limiting hole for accommodating a limiting bolt (202) is provided at the outer end of the sealing gasket (203); the sealing gasket (203) is buckled and sealed with the housing (1) through the docking plate (201).
4. A shock absorbing structure between shift gears of a motorcycle according to claim 3, characterized in that: One end of the main gear (204) and the auxiliary gear (205) is sleeved with a bearing (208), the bearing (208) is fixedly connected to the housing (1), and the outer end of the housing (1) is symmetrically provided with a plurality of groups of buffer blocks (209).
5. The shock absorbing structure between shift gears of a motorcycle according to claim 4, characterized in that: The inner wall of the buffer block (209) is provided with two groups of latches (210), and the outer end of the housing (1) is provided with a plug hole for accommodating the latches (210). The buffer block (209) is plugged and fixed to the housing (1) via the latches (210).
6. The shock absorbing structure between shift gears of a motorcycle according to claim 1, characterized in that: The auxiliary component comprises a positioning plate (301), a fixing screw (302) and a rubber pad (303); the positioning plate (301) is symmetrically arranged on the outer wall of the housing (1); and the fixing screw (302) is arranged inside the positioning plate (301).
7. A shock absorbing structure between shift gears of a motorcycle according to claim 6, characterized in that: The rubber pad (303) is located at the rear end of the housing (1), and threaded holes for accommodating fixing screws (302) are provided at both ends of the rubber pad (303).