Hydraulically-controlled motorcycle CVT (continuously variable transmission)

Abstract

The utility model relates to the technical field of motorcycle transmissions, in particular to a hydraulically-controlled motorcycle CVT (continuously variable transmission), which comprises an input shaft, a driving wheel, an output shaft, a driven wheel, a driving belt and a hydraulic driving device, and the hydraulic driving device comprises an oil storage tank, a hydraulic oil pump, an energy accumulator, an oil inlet electromagnetic valve, an oil outlet electromagnetic valve, a hydraulic oil pipe, a hydraulic cylinder and a hydraulic piston. The oil storage tank, the hydraulic oil pump, the energy accumulator, the oil inlet electromagnetic valve and the hydraulic cylinder are sequentially connected through hydraulic oil pipes, and the hydraulic cylinder, the oil outlet electromagnetic valve and the oil storage tank are sequentially connected through hydraulic oil pipes. According to the technical scheme, the hydraulic control device is adopted to control the left conical disc to move inwards or outwards, and the hydraulic control device adjusts the reduction ratio according to the actual rotating speed of the motorcycle, so that the reduction ratio of the motorcycle can be adjusted, and the motorcycle can be driven by the hydraulic control device to move inwards or outwards. The phenomenon that the transmission slips under the condition of rapid acceleration is avoided, and oil consumption is reduced.

Description

Technical Field

[0001] This utility model relates to the field of motorcycle transmission technology, specifically to a hydraulically controlled motorcycle CVT transmission. Background Technology

[0002] In the motorcycle industry, scooters are considered the most fuel-inefficient type of vehicle, mainly due to their widespread use of CVT transmissions. Existing motorcycle CVT transmissions employ a centrifugal type, with the clutch consisting of a clutch lever and a cup arm located at the rear of the transmission case. When the motorcycle is idling, the clutch lever and cup arm are disengaged. As the motorcycle's RPM increases, the required centrifugal force also increases. To maintain a high gear, the engine must continuously operate at high speed, unable to actively adjust the reduction ratio based on the motorcycle's actual RPM, resulting in relatively high fuel consumption. Furthermore, they are relatively weak at handling high torque, and transmission slippage can occur during rapid acceleration. Summary of the Invention

[0003] This invention addresses the shortcomings of existing technologies by proposing a hydraulically controlled CVT transmission for motorcycles. This reduces the high fuel consumption and relatively weak performance under high torque conditions of current motorcycle CVT transmissions, as well as the risk of transmission slippage during rapid acceleration.

[0004] To achieve the above objectives, this patent application discloses a hydraulically controlled CVT transmission for motorcycles, comprising an input shaft, a drive pulley, an output shaft, a driven pulley, and a drive belt. The driving wheel includes a right conical disc, a left conical disc, and a return spring. The right conical disc is fixedly connected to the right section of the input shaft, and the left conical disc is movably sleeved on the left section of the input shaft. The return spring is clamped between the right and left conical discs. The driven wheel is mounted on the output shaft, and the drive belt is clamped between the driving wheel and the driven wheel to transmit power. The system also includes a hydraulic drive device, comprising an oil tank, a hydraulic pump, an accumulator, an inlet solenoid valve, an outlet solenoid valve, hydraulic pipes, a hydraulic cylinder, and a hydraulic piston. The oil tank, hydraulic pump, accumulator, inlet solenoid valve, and hydraulic cylinder are sequentially connected via hydraulic pipes, and the hydraulic cylinder, outlet solenoid valve, and oil tank are sequentially connected via hydraulic pipes. The hydraulic cylinder is fixed to the outside of the left conical disc by a hydraulic cylinder bracket, and the hydraulic piston is sealed inside the hydraulic cylinder. The hydraulic piston moves and acts on the left conical disc.

[0005] Using the above technical solution, the left and right conical discs form the driving wheel, while the right conical disc remains fixed. When the left conical disc needs to be pushed to the right, the hydraulic pump first receives a working signal and starts pumping oil. At this time, the inlet solenoid valve opens and the outlet solenoid valve closes. Hydraulic oil is drawn from the reservoir by the hydraulic pump, stabilized by the accumulator, and then enters the hydraulic cylinder through the inlet solenoid valve. The pressure of the hydraulic oil pushes the hydraulic piston to move linearly within the hydraulic cylinder, which in turn pushes the pressure bearing to adjust the width of the V-groove of the left conical disc. The left conical disc moves inward, the return spring is compressed, and the drive belt moves outward under the compression of the left conical disc. The diameter of the drive belt-driven disc increases, thereby increasing the transmission ratio.

[0006] When the left conical disc needs to be pushed to the left, the hydraulic oil pump first receives a working signal and stops pumping oil. At this time, the oil outlet solenoid valve opens and the oil inlet solenoid valve closes. Under the action of the drive belt and the return spring, the pressure bearing and the left conical disc are pushed to move outward. The hydraulic oil flows back to the oil storage tank through the hydraulic piston, hydraulic oil pipe, and oil outlet solenoid valve. The return spring returns to its original position, and the diameter of the disc driven by the drive belt decreases, thereby reducing the transmission ratio.

[0007] The above technical solution uses a hydraulic control device to control the left conical disc to move inward or outward. This hydraulic control device adjusts the reduction ratio according to the actual speed of the motorcycle, avoiding gear slippage during rapid acceleration and ensuring that the engine keeps running at high speed in high gears, thus reducing fuel consumption and improving acceleration performance.

[0008] Further specifying, the hydraulically controlled motorcycle CVT transmission also includes a controller, a drive wheel magnetic pulse coil, a drive wheel magnetic pulse block, an input speed sensor, a driven wheel magnetic pulse coil, a driven wheel magnetic pulse block, and an output speed sensor. The drive wheel magnetic pulse coil, drive wheel magnetic pulse block, and input speed sensor are mounted on the input shaft and work together to provide the speed signal of the input shaft. The driven wheel magnetic pulse coil, driven wheel magnetic pulse block, and output speed sensor are mounted on the output shaft and work together to provide the speed signal of the output shaft. The speed signals of the input shaft and the output shaft are transmitted to the controller, which converts the calculated transmission ratio into a corresponding control signal and sends it to the hydraulic control device.

[0009] The above technical solution adds a hydraulic drive device, a drive wheel magnetic pulse coil, a drive wheel magnetic pulse block, an input speed sensor, a driven wheel magnetic pulse coil, a driven wheel magnetic pulse block, and an output speed sensor. The controller collects real-time data from the input and output speed sensors, as well as acceleration position signals. Based on the collected real-time operating data (such as torque, vehicle speed, and acceleration position), the controller calculates the current optimal transmission ratio. The controller converts the calculated optimal transmission ratio into a corresponding control signal and sends it to the hydraulic control device, achieving real-time active adjustment of the transmission ratio to adapt to different vehicle speeds and torque requirements, thereby improving the vehicle's power, economy, and driving real-time performance. The setup of the drive wheel magnetic pulse coil, drive wheel magnetic pulse block, input speed sensor, driven wheel magnetic pulse coil, driven wheel magnetic pulse block, output speed sensor, and controller, as well as the signal collection, transmission, and control of the hydraulic control device, are the same as the working principle of current hydraulically controlled automotive CVT transmissions and are existing technologies in this field, so there is no need to elaborate on them here.

[0010] Furthermore, a pressure bearing is provided between the hydraulic piston and the outside of the left conical disk, and the pressure bearing is movably sleeved on the input shaft.

[0011] The purpose of the pressure bearing is to further ensure the stability of pressure transmission. The right conical disc remains stationary, while a hydraulic piston, controlled by a hydraulic control device, moves the pressure bearing, allowing the left conical disc to move axially.

[0012] Furthermore, both the inlet and outlet solenoid valves are one-way valves. Using one-way solenoid valves better ensures the flow direction of the hydraulic oil, thus achieving more stable movement of the left conical disc.

[0013] Furthermore, the drive belt is a V-belt or chain. Using a V-belt or chain in a motorcycle CVT transmission ensures stable power transmission.

[0014] Furthermore, a sealing ring is provided between the hydraulic cylinder and the hydraulic piston. This sealing ring provides a better seal between the hydraulic piston and the hydraulic cylinder.

[0015] The hydraulically controlled CVT transmission for motorcycles using this technical solution adds a hydraulic drive unit, a drive wheel magnetic pulse coil, a drive wheel magnetic pulse block, an input speed sensor, a driven wheel magnetic pulse coil, a driven wheel magnetic pulse block, and an output speed sensor. The controller collects input and output speed sensor data as well as acceleration position signal data in real time. Based on the collected real-time operating condition data (such as torque, vehicle speed, and acceleration position), the controller calculates the current optimal transmission ratio. The controller converts the calculated optimal transmission ratio into a corresponding control signal and sends it to the hydraulic control unit, realizing real-time active adjustment of the transmission ratio to adapt to different vehicle speed and torque requirements, thereby improving the vehicle's power, economy, and driving real-time performance. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the structural assembly of this utility model. Detailed Implementation

[0017] To make the technical means, creative features, objectives and effects of this utility model easier to understand, the present utility model will be further described below in conjunction with the accompanying drawings and specific embodiments. Example

[0018] like Figure 1 As shown, a hydraulically controlled CVT transmission for motorcycles includes an input shaft 1, a drive pulley, an output shaft 2, a driven pulley 21, and a drive belt. The drive pulley includes a right conical disc 11, a left conical disc 12, and a return spring. The right conical disc 11 is fixedly connected to the right section of the input shaft 1, and the left conical disc 12 is movably sleeved on the left section of the input shaft 1. The return spring is clamped between the right conical disc 11 and the left conical disc 12. The driven pulley 21 is disposed on the output shaft 2, and the drive belt is clamped between the drive pulley and the driven pulley 2 to transmit power. The transmission also includes a hydraulic drive device, which includes an oil reservoir 61, a hydraulic oil pump 62, an accumulator 63, a one-way inlet solenoid valve 64, a one-way outlet solenoid valve 65, a hydraulic oil pipe 66, and a hydraulic... The hydraulic cylinder 67 and hydraulic piston 68 are connected sequentially by multiple sections of hydraulic oil pipe 66, including the oil storage tank 61, hydraulic oil pump 62, accumulator 63, one-way inlet solenoid valve 64, and hydraulic cylinder 67. The hydraulic cylinder 67, one-way outlet solenoid valve 65, and oil storage tank 61 are also connected sequentially by multiple sections of hydraulic oil pipe 66. The hydraulic cylinder 67 is fixed to the outside of the left conical disk 12 by a hydraulic cylinder bracket 69. A sealing ring 70 is provided between the hydraulic cylinder 67 and the hydraulic piston 68, sealing the hydraulic piston 70. The hydraulic piston 70 moves and acts on the left conical disk 12.

[0019] In the above technical solution, the hydraulically controlled motorcycle CVT transmission further includes a controller, a drive wheel magnetic pulse coil 16, a drive wheel magnetic pulse block 17, an input speed sensor 18, a driven wheel magnetic pulse coil 26, a driven wheel magnetic pulse block 27, and an output speed sensor 28. The drive wheel magnetic pulse coil 16, the drive wheel magnetic pulse block 17, and the input speed sensor 18 are mounted on the input shaft 1 and work together to provide the speed signal of the input shaft 1. The driven wheel magnetic pulse coil 26, the driven wheel magnetic pulse block 27, and the output speed sensor 28 are mounted on the output shaft 2 and work together to provide the speed signal of the output shaft 2. The speed signals of the input shaft 1 and the output shaft 2 are transmitted to the controller, which converts the calculated transmission ratio into a corresponding control signal and sends it to the hydraulic control device. A pressure bearing 7 is also provided between the hydraulic piston 68 and the outside of the left conical disc 12, and the pressure bearing 7 is movably sleeved on the input shaft 1.

[0020] Using the above technical solution, the left conical disc 12 and the right conical disc 11 form the driving wheel, with the right conical disc 11 fixed and not moving. When it is necessary to push the left conical disc 12 to the right, the hydraulic oil pump 62 first receives a working signal and starts pumping oil. At this time, the one-way inlet solenoid valve 64 opens and the outlet solenoid valve 65 closes. Hydraulic oil is drawn from the oil storage tank 61 by the hydraulic oil pump 62. After being stabilized by the accumulator, it enters the hydraulic cylinder through the inlet solenoid valve. The pressure of the hydraulic oil pushes the hydraulic piston to move linearly in the hydraulic cylinder, which in turn pushes the pressure bearing 7 to adjust the width of the V-groove of the left conical disc. The left conical disc moves inward, the return spring is compressed, and the drive belt moves outward under the compression of the left conical disc. The diameter of the drive belt's driven disc increases, thereby increasing the transmission ratio.

[0021] When the left conical disc 12 needs to be pushed to the left, the hydraulic oil pump 62 first receives a working signal and stops pumping oil. At this time, the one-way oil outlet solenoid valve 65 opens and the oil inlet solenoid valve 64 closes. Under the action of the drive belt and the return spring, the pressure bearing 7 and the left conical disc 12 are pushed to move outward. The hydraulic oil flows back to the oil storage tank 61 through the hydraulic piston 68, hydraulic oil pipe 66, and one-way oil outlet solenoid valve 65. The return spring returns to its original position, and the diameter of the disc driven by the drive belt decreases, thereby reducing the transmission ratio.

[0022] The above technical solution uses a hydraulic control device to control the left conical disc to move inward or outward. This hydraulic control device adjusts the reduction ratio according to the actual speed of the motorcycle, avoiding gear slippage during rapid acceleration and ensuring that the engine keeps running at high speed in high gears, thus reducing fuel consumption and improving acceleration performance.

[0023] The above technical solution adds a hydraulic drive device, a drive wheel magnetic pulse coil, a drive wheel magnetic pulse block, an input speed sensor, a driven wheel magnetic pulse coil, a driven wheel magnetic pulse block, and an output speed sensor. The controller collects real-time data from the input and output speed sensors, as well as acceleration position signals. Based on the collected real-time operating data (such as torque, vehicle speed, and acceleration position), the controller calculates the current optimal transmission ratio. The controller converts the calculated optimal transmission ratio into a corresponding control signal and sends it to the hydraulic control device, achieving real-time active adjustment of the transmission ratio to adapt to different vehicle speeds and torque requirements, thereby improving the vehicle's power, economy, and driving real-time performance. The setup of the drive wheel magnetic pulse coil, drive wheel magnetic pulse block, input speed sensor, driven wheel magnetic pulse coil, driven wheel magnetic pulse block, output speed sensor, and controller, as well as the signal collection, transmission, and control of the hydraulic control device, are the same as the working principle of current hydraulically controlled automotive CVT transmissions and are existing technologies in this field, so there is no need to elaborate on them here.

[0024] The purpose of the pressure bearing is to further ensure the stability of pressure transmission. The right conical disc remains stationary, while a hydraulic piston, controlled by a hydraulic control device, moves the pressure bearing, allowing the left conical disc to move axially.

[0025] Furthermore, the drive belt is a V-belt or chain. Using a V-belt or chain in a motorcycle CVT transmission ensures stable power transmission.

[0026] The description of the specific embodiments is only for the purpose of helping to understand the method and core idea of ​​this utility model. It should be noted that the above description is only a preferred embodiment of this utility model. For those skilled in the art, several improvements and modifications can be made to this utility model without departing from the principle of this utility model, and these improvements and modifications will also fall within the protection scope of the claims of this utility model.

Claims

1. A hydraulically controlled CVT transmission for motorcycles, comprising an input shaft, a drive pulley, an output shaft, a driven pulley, and a drive belt, wherein the drive pulley includes a right conical disc, a left conical disc, and a return spring; the right conical disc is fixedly connected to the right section of the input shaft; the left conical disc is movably sleeved on the left section of the input shaft; the return spring is clamped between the right and left conical discs; the driven pulley is disposed on the output shaft; and the drive belt is clamped between the drive pulley and the driven pulley to transmit power; characterized in that: It also includes a hydraulic drive device, which comprises an oil reservoir, a hydraulic pump, an accumulator, an inlet solenoid valve, an outlet solenoid valve, hydraulic pipes, a hydraulic cylinder, and a hydraulic piston. The oil reservoir, hydraulic pump, accumulator, inlet solenoid valve, and hydraulic cylinder are sequentially connected via the hydraulic pipes, and the hydraulic cylinder, outlet solenoid valve, and oil reservoir are sequentially connected via the hydraulic pipes. The hydraulic cylinder is fixed to the outside of the left conical disk by a hydraulic cylinder bracket, and the hydraulic piston is sealed inside the hydraulic cylinder. The hydraulic piston moves and acts on the left conical disk.

2. The hydraulically controlled CVT transmission for motorcycles according to claim 1, characterized in that: It also includes a controller, a drive wheel magnetic pulse coil, a drive wheel magnetic pulse block, an input speed sensor, a driven wheel magnetic pulse coil, a driven wheel magnetic pulse block, and an output speed sensor. The drive wheel magnetic pulse coil, the drive wheel magnetic pulse block, and the input speed sensor are mounted on the drive wheel and work together to provide the speed signal of the input shaft. The driven wheel magnetic pulse coil, the driven wheel magnetic pulse block, and the output speed sensor are mounted on the driven wheel and work together to provide the speed signal of the output shaft. The speed signals of the input shaft and the output shaft are transmitted to the controller, which converts the calculated transmission ratio into a corresponding control signal and sends it to the hydraulic control device.

3. The hydraulically controlled CVT transmission for motorcycles according to claim 1, characterized in that: A pressure bearing is also provided between the hydraulic piston and the outside of the left conical disk, and the pressure bearing is movably sleeved on the input shaft.

4. The hydraulically controlled CVT transmission for motorcycles according to claim 1, characterized in that: Both the inlet solenoid valve and the outlet solenoid valve are one-way valves.

5. A hydraulically controlled CVT transmission for motorcycles according to claim 1, characterized in that: The drive belt is a V-belt or chain.

6. A hydraulically controlled CVT transmission for motorcycles according to claim 1, characterized in that: A sealing ring is provided between the hydraulic cylinder and the hydraulic piston.

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