Stepless speed change structure of motorcycle

Abstract

The utility model discloses a motorcycle stepless speed change structure which comprises a starter, a combustion engine, a transmission belt, a driving shaft, a driven shaft, a driving fixed conical disc, a driving movable conical disc, a plane thrust bearing, an upper driven shaft, a clutch, a driven fixed conical disc and a driven movable conical disc. A transmission belt is connected between the driving movable conical disc and the driving fixed conical disc and between the driven movable conical disc and the driven fixed conical disc in a sleeved mode. A lead screw speed change clutch assembly is further installed between the driving shaft and the driven shaft. When the lead screw speed change clutch assembly moves towards the right side end, the right side end of the lead screw speed change clutch assembly promotes the plane thrust bearing to move towards the right side on the driving shaft, and when the lead screw speed change clutch assembly moves towards the left side end, the left side end of the lead screw speed change clutch assembly promotes the clutch to be separated. The utility model has the advantages of simple structure, high power transmission efficiency and low maintenance cost.

Description

Technical Field

[0001] This utility model relates to the field of motorcycle technology, specifically to a continuously variable transmission (CVT) structure for motorcycles. Background Technology

[0002] The traditional CVT continuously variable transmission for motorcycles mainly consists of two sets of cone discs (front and rear), plus a V-belt. The structure on the left side of the engine near the crankshaft is called the front set. From the outside to the inside, it consists of a fan disc (responsible for heat dissipation and belt fixation), a pulley disc (responsible for clamping the belt), a pressure plate, and pulley balls (using the centrifugal force generated by the crankshaft rotation to squeeze the pressure plate, causing the drive belt to move). The structure near the rear wheel is called the rear set. From the outside to the inside, it consists of a centrifugal clutch, in which the clutch and the clutch cup rub against each other to drive the rear wheel to rotate, and the friction plates, under the action of centrifugal force, break away from the small spring and engage with the clutch cup, as well as an opening and closing disc (providing pressure through a large spring to clamp the belt). When the throttle is twisted, the front drive unit accelerates (engine speed 1600→2500→9000). The variator balls in the variator are thrown apart under the action of centrifugal force, slowly pushing the variator towards the fan disc. At the same time, the rear clutch engages, and the belt is slowly squeezed from the center of the front clutch to the circumference of the front clutch. The rear belt is also squeezed to the center under the action of force. The process of belt movement is the process of the scooter's drive system working.

[0003] Currently, traditional motorcycle CVT transmissions, due to their simple structure, have lower transmission efficiency than chain, driveshaft, and belt drives used in motorcycles, resulting in relatively higher fuel consumption. Especially during gear shifting, the friction between the drive belt and the disc affects power transmission efficiency. The drive belt and centrifugal clutch are prone to wear and tear, with a lifespan of only about 20,000 to 30,000 kilometers. Meanwhile, the belt drive system in scooters suffers from problems such as starting vibration and wear, requiring regular belt replacement, which increases maintenance costs and frequency, resulting in high maintenance costs. Utility Model Content

[0004] The technical problem to be solved by this utility model is to provide a continuously variable transmission (CVT) structure for motorcycles, which has a simple structure, high power transmission efficiency, and low maintenance cost.

[0005] To solve the above problems, the present invention adopts the following technical solution:

[0006] A continuously variable transmission (CVT) structure for a motorcycle includes a starter motor, a combustion engine, a drive belt, a drive shaft, and a driven shaft. The starter motor is connected to one end of the combustion engine, and the drive shaft is connected to the other end of the combustion engine. A drive fixed cone disc is fixed on the drive shaft. A drive movable cone disc and a planar thrust bearing are movably connected to the drive shaft along the axial direction and to the left of the drive cone disc. A clutch is installed on the left end of the driven shaft, and a driven fixed cone disc is fixed on the right end of the driven shaft. A driven movable cone disc is movably connected to the driven shaft along the axial direction and to the right end of the driven fixed cone disc. The drive belt is sleeved between the drive movable cone disc and the drive fixed cone disc, and between the driven movable cone disc and the driven fixed cone disc. A screw-type transmission clutch assembly is also installed between the drive shaft and the driven shaft. When the screw-type transmission clutch assembly moves to the right, the right end of the screw-type transmission clutch assembly causes the planar thrust bearing to move to the right on the drive shaft. When the screw-type transmission clutch assembly moves to the left, the left end of the screw-type transmission clutch assembly causes the clutch to disengage.

[0007] A further technical solution is that the right end of the screw-type speed-changing clutch assembly is located on or abuts against the planar thrust bearing, and the left end of the screw-type speed-changing clutch assembly is located on or abuts against the clutch. The right end of the screw-type speed-changing clutch assembly drives the planar thrust bearing to push the active movable cone disc, causing the active movable cone disc to approach the active cone disc. After approaching, the transmission diameter of the transmission belt between the active movable cone disc and the active cone disc increases. Since the length of the transmission belt is fixed, the increase causes the transmission belt diameter at the driven movable cone disc and the driven fixed cone disc to decrease, thus achieving speed change. Conversely, when the right end of the screw-type speed-changing clutch assembly moves away from the planar thrust bearing, the thrust force of the active movable cone disc being pushed to the right by the planar thrust bearing decreases. The spring action at the right end of the driven movable cone disc causes the driven movable cone disc to move to the left on the driven shaft. At this time, the transmission belt diameter between the driven movable cone disc and the driven fixed cone disc increases, and the transmission belt diameter between the active movable cone disc and the active cone disc decreases, thus achieving speed change.

[0008] A further technical solution is that the screw rod speed-changing clutch assembly includes a screw rod motor and a screw rod. The screw rod is rotatably connected to the screw rod motor. Sleeve rods are sleeved on both the left and right sides of the screw rod. A first connecting rod is hinged to the sleeve rod sleeved on the left end of the screw rod, and a second connecting rod is hinged to the sleeve rod sleeved on the right end of the screw rod. The screw rod motor is fixed in the housing, and the screw rod motor can drive the screw rod to move left and right. When the screw rod moves to the right, it pushes the sleeve rod on the right side of the screw rod to move to the right, causing the second connecting rod to rotate counterclockwise. The counterclockwise rotation of the second connecting rod uses the lever principle to cause the planar thrust bearing to move to the right on the driving shaft. During the movement, it also带动 the active movable cone disc to move to the right and squeeze the transmission belt. When the screw rod moves to the left, it pushes the sleeve rod on the left side of the screw rod to move to the left, causing the first connecting rod to rotate counterclockwise. The rotation of the bottom end of the first connecting rod squeezes the clutch, so that the clutch can be disengaged and the transmission with the driven shaft fails. When it is necessary to re-engage the clutch, the screw rod motor drives the screw rod to move to the left, the spring inside the clutch resets and reconnects with the driven shaft to transmit power, and the first connecting rod is reset. The forward and reverse rotation of the screw rod by the screw rod motor is realized by the handlebar knob, button, lever or other operating parts on the motorcycle.

[0009] A further technical solution is that the bottom end of the first connecting rod is of a cylindrical structure, and semicircular notch grooves are also distributed along the horizontal or vertical direction. Through the horizontally or vertically distributed semicircular notch grooves, when the first connecting rod rotates, the bottom end of the first connecting rod can squeeze the clutch to cause the clutch to disengage and the transmission between the wheel and the driven shaft to fail.

[0010] A further technical solution is that the bottom end of the second connecting rod is of a "匚"-shaped structure, which can respectively abut against and push the planar thrust bearing to move to the right on the driving shaft, and带动 the active movable cone disc to squeeze the transmission belt for speed change.

[0011] A further technical solution is that the screw rod speed-changing clutch assembly further includes a bearing seat. The first connecting rod and the second connecting rod are rotatably connected to the bearing seat. The bearing seat is fixed in the housing to realize the fulcrum when the first connecting rod and the second connecting rod rotate, so as to realize pushing for speed change and disengaging the clutch.

[0012] A further technical solution is that the clutch is a multi-disc pressure clutch, which is a common clutch for motorcycles.

[0013] A further technical solution is that the starter is an electromagnetic pulse starter, which is an efficient starter.

[0014] The beneficial effects of the present utility model are:

[0015] This utility model discloses a continuously variable transmission (CVT) structure for motorcycles, which is equipped with a lead screw clutch assembly. When the lead screw clutch assembly moves to the right, the right end of the lead screw clutch assembly causes the planar thrust bearing on the drive shaft to move to the right. When the lead screw clutch assembly moves to the left, the left end of the lead screw clutch assembly causes the clutch to disengage. By replacing the original structure's pulley and pulley beads, which rely on centrifugal force to drive the transmission ratio, the transmission ratio can be changed, thereby improving power transmission efficiency and reducing maintenance costs, achieving the goals of reducing fuel consumption and increasing driving pleasure. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the accompanying drawings required for the work described in the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a schematic diagram of the continuously variable transmission (CVT) structure for a motorcycle according to the present invention.

[0018] Figure 2 This is a schematic diagram of the lead screw transmission clutch assembly in a continuously variable transmission (CVT) structure for a motorcycle according to this utility model.

[0019] Figure 3 This is a front view of the second connecting rod pushing the planar thrust bearing in the continuously variable transmission structure of a motorcycle according to this utility model.

[0020] Figure 4 This is a schematic diagram of a continuously variable transmission (CVT) structure for a motorcycle, wherein the bottom end of the first connecting rod has a semi-circular groove along the transverse direction.

[0021] Figure 5 This is a schematic diagram of a continuously variable transmission (CVT) structure for a motorcycle, wherein the bottom end of the first connecting rod has a semi-circular groove along the vertical direction.

[0022] Figure 6 This is a schematic diagram of a continuously variable transmission (CVT) structure for a motorcycle in this utility model, in which the lead screw moves to the left and presses against the left sleeve rod.

[0023] Figure 7 This is a schematic diagram of the lead screw moving to the right and away from the left sleeve rod in a continuously variable transmission (CVT) structure for motorcycles according to this utility model.

[0024] Figure 1-7In the middle: 1-outer shell, 2-combustion engine, 3-screw transmission clutch assembly, 4-starter motor, 5-flat thrust bearing, 6-active moving cone disc, 7-drive shaft, 8-active cone disc, 9-transmission belt, 10-driven moving cone disc, 11-clutch, 12-bridge gear, 13-small flywheel, 14-belt, 15-large flywheel, 16-wheel, 17-driven fixed cone disc, 18-driven shaft, 31-screw motor, 32-screw, 33-sleeve rod, 34-first connecting rod, 35-second connecting rod, 36-bearing seat, 37-semi-circular groove. Detailed Implementation

[0025] The preferred embodiments of this utility model will be described in detail below so that the advantages and features of this utility model can be more easily understood by those skilled in the art, thereby making a clearer and more definite definition of the protection scope of this utility model.

[0026] See Figures 1 to 7 As shown, a continuously variable transmission (CVT) structure for a motorcycle includes a starter motor 4, a combustion engine 2, a transmission belt 9, a drive shaft 7, and a driven shaft 18. The starter motor 4 is connected to one end of the combustion engine 2, and the drive shaft 7 is connected to the other end of the combustion engine 2. A drive fixed cone 8 is fixed on the drive shaft 7. A drive movable cone 6 and a planar thrust bearing 5 are movably connected to the drive shaft 7 along the axial direction and to the left of the drive cone 8. A clutch 11 is installed on the left end of the driven shaft 18, and a driven fixed cone 17 is fixed on the right end of the driven shaft 18. The driven shaft 18 is movably connected to the drive fixed cone 6 along the axial direction and to the left of the drive fixed cone 8. The right end of the fixed cone disc 17 is movably connected to the driven movable cone disc 10. The transmission belt 9 is sleeved between the driving movable cone disc 6 and the driving fixed cone disc 8, as well as between the driven movable cone disc 10 and the driven fixed cone disc 17. A screw speed change clutch assembly 3 is also installed between the driving shaft 7 and the driven shaft 18. When the screw speed change clutch assembly 3 moves to the right end, the right end of the screw speed change clutch assembly 3 causes the planar thrust bearing 5 to move to the right on the driving shaft 7. When the screw speed change clutch assembly 3 moves to the left end, the left end of the screw speed change clutch assembly 3 causes the clutch 11 to disengage.

[0027] The right end of the screw-driven speed-changing clutch assembly 3 is located on the side of the planar thrust bearing 5 or abuts against the planar thrust bearing 5. The left end of the screw-driven speed-changing clutch assembly 3 is located on the side of the clutch 11 or abuts against the clutch 11. The right end of the screw-driven speed-changing clutch assembly 3 drives the planar thrust bearing 5 to push the driving movable cone disc 6, causing the driving movable cone disc 6 to approach the driving cone disc 8. After approaching, the transmission diameter of the transmission belt 9 located between the driving movable cone disc 6 and the driving cone disc 8 increases. Since the length of the transmission belt 9 is fixed, the increased diameter causes the driven movable cone disc 10 and the driven movable cone disc 8 to... The diameter of the transmission belt 9 at the driven fixed cone disc 17 decreases to achieve speed change. Conversely, when the right end of the screw speed change clutch assembly 3 moves away from the planar thrust bearing 5, the thrust of the driving movable cone disc 6 to the right by the planar thrust bearing 5 decreases. The spring action at the right end of the driven movable cone disc 10 causes the driven movable cone disc 10 to move to the left on the driven shaft 18. At this time, the diameter of the transmission belt 9 between the driven movable cone disc 10 and the driven fixed cone disc 17 increases, while the transmission diameter of the transmission belt 9 between the driving movable cone disc 6 and the driving cone disc 8 decreases, thus achieving speed change.

[0028] The lead screw speed change clutch assembly 3 includes a lead screw motor 31 and a lead screw 32. The lead screw 32 is rotatably connected to the lead screw motor 31. Sleeve rods 33 are sleeved on both the left and right sides of the lead screw 32. A first connecting rod 34 is hinged to the sleeve rod 33 sleeved on the left side of the lead screw 32, and a second connecting rod 35 is hinged to the sleeve rod 33 sleeved on the right side of the lead screw 32. The lead screw motor 31 is fixed inside the housing 1 and can drive the lead screw 32 to move left and right. When the lead screw 32 moves to the right, the sleeve rod 33 on the right side of the lead screw 32 moves to the right, causing the second connecting rod 35 to rotate counterclockwise. The counterclockwise rotation of the second connecting rod 35 utilizes the lever principle. The planar thrust bearing 5 is moved to the right side of the drive shaft 7. At the same time, the drive cone 6 is also moved to the right and squeezes the transmission belt 9. When the lead screw 32 moves to the left side, the sleeve rod 33 that is pressing against the left side of the lead screw 32 moves to the left, causing the first connecting rod 34 to rotate counterclockwise. The bottom end of the first connecting rod 34 rotates and squeezes the clutch 11, so that the clutch 11 can disengage and lose transmission with the driven shaft 18. When it is necessary to re-engage the clutch 11, the lead screw motor 31 drives the lead screw 32 to move to the left. The internal spring of the clutch 11 resets and reconnects with the driven shaft 18 to transmit power, and causes the first connecting rod 34 to reset.

[0029] The bottom end of the first connecting rod 34 is a cylindrical structure, and semi-circular notch 37 is also distributed along the horizontal or vertical direction. Through the semi-circular notch 37 distributed horizontally or vertically, when the first connecting rod 34 rotates, the bottom end of the first connecting rod 34 can squeeze the clutch 11 to promote the separation of the clutch 11, realizing the transmission failure between the wheel 16 and the driven shaft 18. The bottom end of the second connecting rod 35 is a "C"-shaped structure, which can respectively abut against and push the flat thrust bearing 5 to move to the right on the driving shaft 7, driving the active movable cone disc 6 to squeeze the transmission belt 9 for speed change. The screw speed change clutch assembly 3 further includes a bearing seat 36. The first connecting rod 34 and the second connecting rod 35 are rotatably connected to the bearing seat 36, and the bearing seat 36 is fixed in the housing 1 to realize the fulcrum when the first connecting rod 34 and the second connecting rod 35 rotate, so as to realize pushing for speed change and separating the clutch 11. The clutch 11 is a multi-disc pressure clutch, which is a common clutch for motorcycles. The starter 4 is an electromagnetic pulse starter, which is an efficient starter.

[0030] In this embodiment, first, the starter 4 starts to drive the combustion engine 2 to do work. The internal piston movement of the combustion engine 2 drives the driving shaft 7 to rotate. The driving cone disc 8 is fixed on the driving shaft 7. The active movable cone disc 6 is movably connected to the driving shaft 7 left and right. A flat thrust bearing 5 is also provided on the driving shaft 7 to the left of the active movable cone disc 6. The flat thrust bearing 5 is also movable left and right on the driving shaft 7. A transmission belt 9 is sleeved between the active movable cone disc 6 and the driving cone disc 8. Through the transmission belt 9, power can be transmitted between the driven movable cone disc 10 and the driven fixed cone disc 17. After the driven movable cone disc 10 and the driven fixed cone disc 17 rotate, they drive the driven shaft 18 to rotate, and finally drive the clutch 11 to rotate. When speed change is required, the screw motor 31 drives the screw 32 to move to the right end, and uses the rotation of the second connecting rod 35 to drive the flat thrust bearing 5 to push the active movable cone disc 6 to squeeze the transmission belt 9, promoting the change of the transmission speed ratio between the active movable cone disc 6 and the driving cone disc 8 and between the driven movable cone disc 10 and the driven fixed cone disc 17. When braking and decelerating are required, the screw motor 31 drives the screw 32 to move to the left end, and uses the rotation of the first connecting rod 34 to squeeze the clutch 11, making the transmission between the clutch 11 and the driven shaft 18 ineffective.

[0031] Among them, during normal driving, the clutch 11 is frictionally engaged with the driven shaft 18. A cross-over gear 12 is also connected to the large gear on the clutch 11. The cross-over gear 12 is also connected to a small flywheel 13. A belt 14 is also sleeved on the small flywheel 13. The other end of the belt 14 is sleeved on a large flywheel 15, and the large flywheel 15 is connected to the wheel 16, which is a conventional motorcycle transmission structure to realize the power output of the combustion engine 2 to the wheel 16.

[0032] The above description is only a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any changes or substitutions that are conceived without creative effort should be covered by the protection scope of this utility model.

Claims

1. A continuously variable transmission (CVT) structure for a motorcycle, comprising a starter motor, a combustion engine, a drive belt, a drive shaft, and a driven shaft, wherein the starter motor is connected to one end of the combustion engine, the drive shaft is connected to the other end of the combustion engine, a drive fixed cone disc is fixed on the drive shaft, a drive movable cone disc and a planar thrust bearing are movably connected to the drive shaft along the axial direction and to the left of the drive cone disc, a clutch is installed on the left end of the driven shaft, a driven fixed cone disc is fixed to the right end of the driven shaft, a driven movable cone disc is movably connected to the driven shaft along the axial direction and to the right end of the driven fixed cone disc, and the drive belt is sleeved between the drive movable cone disc and the drive fixed cone disc, and between the driven movable cone disc and the driven fixed cone disc, characterized in that: A screw rod speed change clutch assembly is also installed between the driving shaft and the driven shaft. When the screw rod speed change clutch assembly moves towards the right end, the right end of the screw rod speed change clutch assembly causes the flat thrust bearing to move towards the right on the driving shaft. When the screw rod speed change clutch assembly moves towards the left end, the left end of the screw rod speed change clutch assembly causes the clutch to disengage.

2. The continuously variable transmission (CVT) structure for motorcycles according to claim 1, characterized in that: The right end of the screw rod speed change clutch assembly is located at the side end of the flat thrust bearing or abuts against the flat thrust bearing, and the left end of the screw rod speed change clutch assembly is located at the side end of the clutch or abuts against the clutch.

3. A continuously variable transmission (CVT) structure for motorcycles according to claim 1 or 2, characterized in that: The screw rod speed change clutch assembly includes a screw rod motor and a screw rod. The screw rod is rotatably connected to the screw rod motor. Sleeve rods are sleeved on both the left and right sides of the screw rod. A first connecting rod is hinged on the sleeve rod sleeved on the left end of the screw rod, and a second connecting rod is hinged on the sleeve rod sleeved on the right end of the screw rod.

4. The continuously variable transmission (CVT) structure for motorcycles according to claim 3, characterized in that: The bottom end of the first connecting rod is of a cylindrical structure, and semi-circular notch openings are also distributed along the horizontal or vertical direction.

5. The continuously variable transmission (CVT) structure for a motorcycle according to claim 3, characterized in that: The bottom end of the second connecting rod is of a "C" shaped structure.

6. The continuously variable transmission (CVT) structure for a motorcycle according to claim 3, characterized in that: The screw rod speed change clutch assembly further includes a bearing seat, and the first connecting rod and the second connecting rod are rotatably connected to the bearing seat.

7. The continuously variable transmission (CVT) structure for a motorcycle according to claim 1, characterized in that: The clutch is a multi-disc pressure clutch.

8. The continuously variable transmission (CVT) structure for a motorcycle according to claim 1, characterized in that: The starter is an electromagnetic pulse starter.

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