Speed change mechanism of motorcycle

Abstract

The utility model relates to a speed change mechanism of a motorcycle. The speed change mechanism comprises a speed change box body, a driving shaft, a transmission shaft, an output shaft and a speed change gear box, the driving shaft is pivoted on the gearbox body, is sleeved with a centrifugal clutch, and is driven by a power source to pivot; the transmission shaft is arranged on the gearbox body in a pivoted mode and driven by the driving shaft to pivot through a timing belt set or a chain mechanism set. The output shaft is pivoted to the gearbox body and is driven by the transmission shaft through a reduction gear set to pivot, and finally a driving wheel is driven to rotate. The speed change gear box set is arranged on the speed change box body, and the gear ratio of the speed reduction gear set is converted through a shifting fork. Therefore, the speed change mechanism of the motorcycle can solve the problems that power of an existing stepless speed change mechanism is lost due to friction heating, and transmission of the power is delayed, so that the force transmission efficiency can be effectively improved.

Description

Technical Field

[0001] The utility model relates to a speed change mechanism for a motorcycle, and particularly to a speed change mechanism for a motorcycle applicable to a fuel engine or a power supply motor. Background Art

[0002] Please refer to Figure 1 and Figure 2 , which are respectively the transmission upper view and the front view of an existing continuously variable transmission mechanism. The figure shows an existing continuously variable transmission mechanism 9, which mainly uses a V-belt for transmission, and includes a driving shaft 93, a transmission shaft 94, an output shaft 95, a centrifugal clutch 940 and a V-belt set 97.

[0003] The motorcycle is fuel-driven, and the driving shaft 93 is driven to pivot by a power source. The transmission shaft 94 is driven to pivot by the driving shaft 93 through the V-belt set 97. The V-belt set 97 includes a pulley disc set 971, a rear pulley 972 and a V-belt 973. The pulley disc set 971 includes a driving disc 9711, a sliding driving disc 9712, a fixed pressing plate 9713 and a plurality of driving elements 9714. Among them, when the driving shaft 93 rotates, it can cause the plurality of driving elements 9714 to push the sliding driving disc 9712 to slide axially along the driving shaft 93 by their centrifugal force, thereby changing the pitch circle radius of the V-belt 973 to achieve the speed change effect. The output shaft 95 is driven to pivot by the transmission shaft 94 through a reduction gear set 951, and finally drives a driving wheel (not shown in the figure) to rotate.

[0004] However, in the existing continuously variable transmission mechanism 9, power is transmitted through the contact and friction between the V-belt 973 and the face plate part of the pulley disc set 971 or the rear pulley 972, and part of the power is lost due to friction heat generation. In addition, the continuously variable transmission mechanism 9 needs to rotate the centrifugal clutch 940 to a specific speed before the power can be transmitted to the driving wheel, resulting in a delayed power transmission.

[0005] Due to this, the inventor, with a positive creative spirit, urgently thought about a speed change mechanism for a motorcycle that can solve the problems of power loss due to friction heat generation and delayed power transmission described above. After several research and experiments, the present utility model was finally completed. Summary of the Utility Model

[0006] The main purpose of the present utility model is to provide a speed change mechanism for a motorcycle, which installs a timing belt set or a chain mechanism set between the driving shaft and the transmission shaft for power transmission, and is additionally provided with a speed change gearbox to convert the gear ratio of the reduction gear set, replacing the function of the existing continuously variable transmission (CVT), so as to solve the problems of power loss due to friction heat generation and delayed power transmission described in the prior art.

[0007] To achieve the above object, the motorcycle transmission mechanism of the present utility model includes a gearbox body, a driving shaft, a transmission shaft, an output shaft, and a speed change gearbox. The driving shaft is pivotally arranged on the gearbox body and is sleeved with a centrifugal clutch, and the driving shaft is driven to pivot by a power source. The transmission shaft is pivotally arranged on the gearbox body and is driven to pivot by the driving shaft through a timing belt set or a chain mechanism set. The output shaft is pivotally arranged on the gearbox body and is driven to pivot by the transmission shaft through a reduction gear set, and finally drives a driving wheel to rotate. The speed change gearbox is arranged on the gearbox body, and the gear ratio of the reduction gear set is switched by a shift fork. Through the above design, the power transmission efficiency of the motorcycle transmission mechanism of the present utility model is significantly better than that of the traditional continuously variable transmission mechanism, and there is no problem of power delay transmission, achieving the effects of energy saving and high sensitivity.

[0008] The above power source can be an internal combustion engine powered by fuel or a motor powered by electricity, two energy supply methods.

[0009] The above timing belt set may include a front pulley, a rear pulley, and a timing belt. The front pulley is fixed on the driving shaft, the rear pulley is fixed on the transmission shaft, and the front pulley drives the rear pulley to pivot through the timing belt.

[0010] The above chain mechanism set may include a front sprocket, a rear sprocket, and a chain. The front sprocket is fixed on the driving shaft, the rear sprocket is fixed on the transmission shaft, and the front sprocket drives the rear sprocket to pivot through the chain.

[0011] The above motorcycle transmission mechanism may further include a plate-type clutch, which is pivotally arranged on the speed change gearbox and is used to assist the rider in shifting gears during the speed change process to facilitate the switching of the gear ratio of the reduction gear set.

[0012] The above motorcycle transmission mechanism may further include a speed change control shaft, which is pivotally arranged on the speed change gearbox and is used to control the actuation timing of the shift fork to switch the gear ratio of the reduction gear set to achieve the function of speed change.

[0013] The above summary and the following detailed description are both exemplary and are intended to further illustrate the scope of the patent application of the present utility model. Other objects and advantages of the present utility model will be described in the subsequent specific embodiments and drawings. Brief Description of the Drawings

[0014] Figure 1 It is a top view of the transmission of the existing continuously variable transmission mechanism.

[0015] Figure 2 It is a front view of the transmission of the existing continuously variable transmission mechanism.

[0016] Figure 3 It is a three-dimensional view of the motorcycle transmission mechanism of a preferred embodiment of the present utility model.

[0017] Figure 4 Schematic diagram of each rotating shaft of the motorcycle transmission mechanism according to a preferred embodiment of the present utility model.

[0018] Figure 5 Schematic diagram of the transmission of the motorcycle transmission mechanism according to a preferred embodiment of the present utility model.

[0019] Figure 6 Schematic diagram of the reduction gear set of the motorcycle transmission mechanism according to a preferred embodiment of the present utility model.

[0020] Figure 7 Schematic diagram of the shift fork of the motorcycle transmission mechanism according to a preferred embodiment of the present utility model.

[0021] Description of main component symbols:

[0022] 1 Motorcycle transmission mechanism

[0023] 2 Transmission case

[0024] 3 Driving shaft

[0025] 30 Centrifugal clutch

[0026] 4 Transmission shaft

[0027] 5 Output shaft

[0028] 51 Reduction gear set

[0029] 6 Transmission gearbox

[0030] 61 Shift fork

[0031] 7 Timing belt set

[0032] 71 Front pulley

[0033] 72 Rear pulley

[0034] 73 Timing belt

[0035] 81 Diaphragm clutch

[0036] 82 Shift control shaft

[0037] 9 Continuously variable transmission mechanism

[0038] 93 Driving shaft

[0039] 94 Transmission shaft

[0040] 940 Centrifugal clutch

[0041] 95 Output shaft

[0042] 951 Reduction gear set

[0043] 97 V-belt set

[0044] 971 Pulley set

[0045] 9711 Driving pulley

[0046] 9712 Sliding driving pulley

[0047] 9713 Fixed pressure plate

[0048] 9714 Driving element

[0049] 972 Rear belt pulley

[0050] 973 V-belt Detailed implementation manners

[0051] Please refer to Figures 3 to 7 , which are respectively the three-dimensional view of the motorcycle transmission mechanism of a preferred embodiment of the present utility model, the schematic diagram of each rotating shaft, the transmission schematic diagram, the schematic diagram of the reduction gear set, and the schematic diagram of the shift fork. A motorcycle transmission mechanism 1 is shown in the figure, including a gearbox body 2, a driving shaft 3, a centrifugal clutch 30, a transmission shaft 4, an output shaft 5, a speed change gearbox 6, a timing belt set 7, a plate-type clutch 81, and a speed change control shaft 82.

[0052] The driving shaft 3 is pivotally arranged on the gearbox body 2 and is sleeved with a centrifugal clutch 30. The driving shaft 3 is driven to rotate by a power source. In this embodiment, the power source is an internal combustion engine powered by fuel, but it is not limited thereto, and it may also be a motor powered by electricity, or other energy supply methods.

[0053] The transmission shaft 4 is pivotally arranged on the gearbox body 2. In this embodiment, it is driven to rotate by the driving shaft 3 through a timing belt set 7. The timing belt set 7 includes a front belt pulley 71, a rear belt pulley 72, and a timing belt 73. The front belt pulley 71 is fixed on the driving shaft 3, and the rear belt pulley 72 is fixed on the transmission shaft 4. The front belt pulley 71 drives the rear belt pulley 72 to rotate through the timing belt 73. Among them, since the timing belt 73 can mesh with the front belt pulley 71 and the rear belt pulley 72 respectively, the effects of accurate timing and improved force transmission efficiency can be achieved. However, the force transmission mechanism is not limited to the timing belt set 7, and it may also be a chain mechanism set (not shown in the figure). The chain mechanism set may include a front sprocket, a rear sprocket, and a chain. The front sprocket is fixed on the driving shaft, and the rear sprocket is fixed on the transmission shaft. The front sprocket drives the rear sprocket to rotate through the chain.

[0054] The output shaft 5 is pivotally mounted on the gearbox body 2 and is driven to pivot by a drive shaft 4 through a reduction gear set 51, and finally drives a drive wheel (not shown) to rotate. The speed change gearbox 6 is assembled on the gearbox body 2, and the gear ratio of the reduction gear set 51 is changed through a shift fork 61. In addition, a plate type clutch 81 is pivotally mounted on the speed change gearbox 6 to assist the rider in shifting gears during the speed change process, so as to facilitate the change of the gear ratio of the reduction gear set 51. Furthermore, a speed change control shaft 82 is pivotally mounted on the speed change gearbox 6 to control the actuation timing of the shift fork 61, so as to change the gear ratio of the reduction gear set 51 and achieve the function of speed change.

[0055] Through the above design, the motorcycle speed change mechanism of the present utility model installs a timing belt set 7 or a chain mechanism set between the drive shaft 3 and the drive shaft 4 for power transmission, and is additionally provided with a speed change gearbox 6 to change the gear ratio of the reduction gear set, replacing the function of the existing continuously variable transmission mechanism, so as to solve the problems of power loss due to frictional heat generation and delayed power transmission described in the prior art.

[0056] The above embodiments are only examples for convenience of description, and the scope of the rights claimed by the present utility model shall be subject to the scope described in the patent application documents for protection, rather than being limited to the above embodiments.

Claims

1. A motorcycle speed change mechanism, characterized in that: Included are: a gearbox housing; A drive shaft is pivotally mounted on the gearbox body and sleeved with a centrifugal clutch. The drive shaft is driven to pivot by a power source; A transmission shaft, pivotally mounted on the transmission housing, driven to pivot by the drive shaft through a timing belt assembly or a chain mechanism assembly; an output shaft, pivotally mounted on the gearbox body, driven by the transmission shaft through a reduction gear set to pivot, and finally driving a driving wheel to rotate; and A speed change gear box is assembled on the gearbox body and changes the gear ratio of the reduction gear set through a shift fork.

2. The motorcycle speed change mechanism according to claim 1, characterized in that: The power source is an internal combustion engine or a motor.

3. The motorcycle speed change mechanism according to claim 1, characterized in that: The timing belt assembly comprises a front pulley, a rear pulley and a timing belt. The front pulley is fixed on the driving shaft, the rear pulley is fixed on the transmission shaft, and the front pulley drives the rear pulley to pivot through the timing belt.

4. The motorcycle speed change mechanism according to claim 1, characterized in that: The chain mechanism assembly comprises a front sprocket, a rear sprocket and a chain. The front sprocket is fixedly arranged on the driving shaft, the rear sprocket is fixedly arranged on the transmission shaft, and the front sprocket drives the rear sprocket to pivot through the chain.

5. The motorcycle speed change mechanism according to claim 1, characterized in that: The utility model also comprises a pressure plate type clutch which is pivotally arranged on the speed change gear box.

6. The motorcycle speed change mechanism according to claim 1, characterized in that: The utility model also comprises a speed change control shaft which is pivotally arranged on the speed change gear box.

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