AMT (automated mechanical transmission) speed change system for V-cylinder engine and motorcycle

Abstract

The utility model discloses an AMT (automated mechanical transmission) speed change system for a V-cylinder engine and a motorcycle. The AMT speed change system comprises a box body, a power input shaft, a power output shaft and a control system, the control system comprises a rotating speed detection unit and a variable speed control unit used for controlling gear shifting. The rotating speed detection unit is arranged on the box body and is used for detecting the rotating speeds of the power input shaft and the power output shaft; the AMT speed changing system for the V-cylinder engine and the motorcycle can be suitable for the V-cylinder engine, arrangement of additional parts such as a signal panel and a pressing plate is omitted, on the premise that a main shaft or an auxiliary shaft is not lengthened, the requirement for the automatic gear shifting technology is met, meanwhile, the cost of the whole machine is reduced, the transverse size of a box body is prevented from being increased, the distance between a clutch and the auxiliary shaft is shorter, and the service life is prolonged. The structure is more compact, and the maneuverability and comfort of the whole vehicle are improved.

Description

TECHNICAL FIELD

[0001] The utility model relates to the field of motorcycle, especially a kind of AMT gear shifting system for V-cylinder engine and motorcycle. BACKGROUND

[0002] Motorcycle engine automatic shifting technology is a kind of technology for realizing automatic shifting through electronic control system, aiming at simplifying operation and improving driving experience, and existing motorcycle engine automatic shifting technology mainly includes DCT (dual clutch transmission), CVT (continuously variable transmission) and AMT (automated manual transmission), wherein, AMT (automated manual transmission) is to add automatic control system on the basis of manual transmission, based on manual transmission, structure is relatively simple, retains the efficient transmission of manual transmission, fuel economy is better, manufacturing cost is lower, and automatic shifting technology needs to collect the respective speeds of main shaft and auxiliary shaft, and realizes automatic shifting by speed sensor monitoring speed difference of main shaft and auxiliary shaft.

[0003] In prior art, V-type engine is arranged by dividing all cylinders into two groups, arranging adjacent cylinders together with a certain included angle, so that two groups of cylinders form two planes with an included angle, and cylinders appear V-shaped from side, because of special structure, engine main shaft is generally at central box position, and speed of main shaft is inconvenient to directly monitor, and only main shaft speed can be indirectly calculated by monitoring auxiliary shaft, and speed sensor arrangement on AMT transmission becomes a big difficulty, and secondly, speed sensor arrangement space is very limited due to the influence of vehicle frame, flat fork, silencer and other component positions, and existing technical solution is generally to arrange speed sensor at position above auxiliary shaft and clutch, simultaneously, auxiliary shaft is elongated and a signal disc is added at end portion to collect auxiliary shaft speed, and main shaft speed is calculated by auxiliary shaft and meshing gear, and the shortcoming of this technical solution is that the number of parts is increased, cost is higher, and signal disc and other parts need to be arranged between clutch and end portion of auxiliary shaft, which increases the distance between auxiliary shaft and clutch, and results in longer transverse dimension.

[0004] Therefore, it is urgent to develop the arrangement of speed sensor on AMT transmission, which can be applied to V-cylinder engine, cancels additional parts such as signal disc and pressing plate, meets automatic shifting technology without lengthening main shaft or auxiliary shaft, reduces overall cost, avoids the increase of transverse dimension of box body, the distance between clutch and auxiliary shaft is shorter, structure is more compact, and improves vehicle handling and comfort. UTILITY MODEL CONTENTS

[0005] Therefore, the AMT gear shifting system for the V-cylinder engine and the motorcycle provided by the utility model cancel the additional components such as the signal disc and the pressing plate, meet the automatic gear shifting technology without lengthening the main shaft or the auxiliary shaft, reduce the overall cost, avoid the increase of the lateral dimension of the box body, and shorten the distance between the clutch and the auxiliary shaft.

[0006] The utility model discloses a AMT gear shifting system for V-cylinder engine, including box body, power input shaft, power output shaft and control system.

[0007] The power input shaft is located at the center position of the box body.

[0008] The control system includes a rotational speed detection unit and a gear shifting control unit for controlling gear shifting.

[0009] The rotational speed detection unit is arranged on the box body for detecting the rotational speed of the power input shaft and the power output shaft.

[0010] Further, the rotational speed detection unit includes a power input shaft rotational speed detection sensor and a power output shaft rotational speed detection sensor.

[0011] Further, the power input shaft is provided with a driving gear I, the power output shaft is provided with a driven gear I in constant engagement with the driving gear I, and the power output shaft is provided with a driven gear II.

[0012] Further, the driven gear I and the driven gear II have a set interval on the power output shaft.

[0013] Further, the rotational speed of the driven gear II is detected by the power output shaft rotational speed detection sensor, so as to measure the rotational speed of the power output shaft, and the rotational speed of the driven gear I is detected by the power input shaft rotational speed detection sensor and the engagement relationship between the driving gear I and the driven gear I, so as to measure the rotational speed of the power input shaft.

[0014] Further, the power input shaft rotational speed detection sensor and the power output shaft rotational speed detection sensor are located at the rear of the box body and are arranged away from the silencer, the frame and the flat fork.

[0015] Further, the utility model also includes a clutch actuator and a gear shifting actuator, and the clutch actuator and the gear shifting actuator are used for receiving the working instruction issued by the gear box control unit.

[0016] Further, the clutch actuator is arranged on the right cover of the box body.

[0017] The utility model also provides a motorcycle, and the motorcycle is provided with the AMT gear shifting system for the V-cylinder engine.

[0018] The utility model discloses a beneficial effect: the utility model discloses AMT gear system and motorcycle for V cylinder engine can cancel signal disc, platen and so on additional component arrangement, under the premise of not lengthening main shaft or auxiliary shaft, satisfy automatic gear shifting technology while reducing the whole machine cost again, avoid the transverse dimension of box body to increase, the distance of clutch and auxiliary shaft is shorter, and the arrangement of speed sensor does not interfere with other whole vehicle parts (silencer, frame and flat fork etc.), compact structure. BRIEF DESCRIPTION OF DRAWINGS

[0019] The utility model will be further described below in combination with the drawings and examples:

[0020] Figure 1 For the structure diagram of the utility model Figure I ;

[0021] Figure 2 For the structure diagram of the utility model Figure II ;

[0022] Figure 3 For the structure diagram of the utility model Figure I ;

[0023] Figure 4 For the structure diagram of the utility model Figure II .

[0024] Drawing reference: 1, box body;101, left box body;102, right box body;2, power input shaft;3, power output shaft;4, power input shaft rotation speed detection sensor;5, power output shaft rotation speed detection sensor;6, two gears main drive gear;7, two gears driven gear;8, five gears driven gear;9, clutch actuator;10, gear shifting actuator;11, frame;12, flat fork;13, silencer;14, gear shifting piece;15, right cover. DETAILED DESCRIPTION

[0025] Figure 1 Figure 1 For the structure diagram of the utility model Figure I , Figure 2 For the structure diagram of the utility model Figure II , Figure 3 For the structure diagram of the utility model Figure I , Figure 4 For the structure diagram of the utility model Figure II As shown in the figure: the AMT gear system for V cylinder engine of the embodiment, including box body 1, power input shaft 2, power output shaft 3 and control system;Among them:

[0026] Power input shaft 2 is used for receiving engine power;

[0027] a power output shaft 3 for outputting power;

[0028] The power input shaft is located at the center of the box; the two rows of cylinders of the V-cylinder engine are arranged at a V-shaped angle, and the crankshaft is installed in the middle area of the two rows of cylinders, that is, in the crankcase at the bottom of the V-shaped angle, preferably, the power input shaft 2 is arranged opposite or close to the bottom of the V-shaped angle, and is located at the center of the box.

[0029] The control system comprises a rotation speed detection unit and a transmission control unit for controlling gear shifting;

[0030] The rotation speed detection unit is arranged in the box 1 for detecting the rotation speeds of the power input shaft 2 and the power output shaft 3.

[0031] The rotation speed detection unit is arranged in the box 1 for detecting the rotation speeds of the power input shaft 2 and the power output shaft 3.

[0032] The transmission control unit is used for receiving the power input rotation speed data and the power output rotation speed data, and issuing a gear shifting instruction to the transmission system according to the power input rotation speed data and the power output rotation speed data; in this embodiment, the transmission control unit in the AMT transmission system for the V-cylinder engine is a TCU (Transmission Control Unit), which mainly functions to monitor and process data from vehicle sensors (such as vehicle speed, engine speed, throttle opening, etc.), and adjust the working state of the transmission according to these data to realize automatic gear shifting.

[0033] In this embodiment, the rotation speed detection unit comprises a power input shaft rotation speed detection sensor 4 and a power output shaft rotation speed detection sensor 5; the power input shaft rotation speed detection sensor 4 and the power output shaft rotation speed detection sensor 5 adopt Hall speed sensors, which are sensors based on the Hall effect. The Hall speed sensor can output an electric signal by detecting the change of a magnetic field, has the characteristics of high precision, non-contact measurement and long service life, can non-contact measure without direct contact with the measured object, can reduce wear and prolong service life, has high measurement precision, can accurately detect rotation speed and position change, has strong anti-interference ability, is not sensitive to environmental factors such as dust and oil stains, has fast response speed, is suitable for the measurement of high-speed rotating objects, has simple structure and high reliability, and is suitable for harsh working environments. Therefore, the power input shaft rotation speed detection sensor 4 and the power output shaft rotation speed detection sensor 5 can also adopt other types of speed sensors for speed measurement, but the Hall speed sensor is preferred, and details are not described here; the power input shaft rotation speed detection sensor 4 and the power output shaft rotation speed detection sensor 5 are respectively electrically connected with the transmission control unit (i.e., TCU).

[0034] In the embodiment, the power input shaft 2 is provided with a driving gear I, the power output shaft 3 is provided with a driven gear I which is always engaged with the driving gear I, the power output shaft 3 is provided with a driven gear II, and the driven gear I and the driven gear II have a set interval on the power output shaft 3. Figure 3 As shown in the figure, the driven gear I and the driven gear II need to have a set interval on the power output shaft 3, which can ensure that the power input shaft speed detection sensor 4 and the power output shaft speed detection sensor 5 will not interfere with each other when they are installed on the box 1. The specific interval can be selected according to the actual assembly condition, and will not be described here.

[0035] In the embodiment, the driving gear I is taken as the second gear driving gear 6, the driven gear I is taken as the second gear driven gear 7, and the driven gear II is taken as the fifth gear driven gear 8. The process of monitoring the power input shaft speed and the power output shaft speed is described in detail. Of course, under the premise that the driven gear I and the driven gear II have a set interval on the power output shaft 3 as mentioned above, other gear positions can also be selected, and will not be described here.

[0036] The power input shaft 2 is provided with a second gear driving gear 6, and the power input shaft 2 and the second gear driving gear 6 are connected in a spline connection mode to rotate synchronously. Other existing mechanical connection modes can also be used to realize synchronous rotation, and will not be described here. The power output shaft 3 is provided with a second gear driven gear 7 which is always engaged with the second gear driving gear 6. The second gear driven gear 7 is provided on the power output shaft 3 in a loose fitting mode, which means that the second gear driven gear 7 can rotate freely on the power output shaft 3 without transmitting torque. The loose fitting mode can use sliding bearings or rolling bearings. The sliding bearings or rolling bearings are installed between the inner hole of the second gear driven gear 7 and the power output shaft 3, so that the second gear driven gear 7 can rotate freely. A bushing or a shaft sleeve can also be used. The bushing or the shaft sleeve is installed between the inner hole of the second gear driven gear 7 and the power output shaft 3 to reduce friction and enable the gear to rotate freely. Of course, the loose fitting mode can also use other existing mechanical connection structures, and will not be described here. The second gear driving gear 6 is always engaged with the second gear driven gear 7, which means that two or more gears are always in engagement, regardless of whether power is transmitted or not. The power output shaft 3 is provided with a fifth gear driven gear 8 which rotates synchronously. The connection mode of the power output shaft 3 and the fifth gear driven gear 8 is the same as the connection mode of the power input shaft 2 and the second gear driving gear 6, and will not be described here. The power output shaft 3 is provided with a shift member 14 which can be driven to engage with the second gear driven gear 7.

[0037] In this embodiment, the rotational speed of the fifth-gear driven gear 8 is detected by the power output shaft rotational speed detection sensor 5, thereby measuring the rotational speed of the power output shaft 3; the rotational speed of the second-gear driven gear 7 is detected by the power input shaft rotational speed detection sensor 4, and the rotational speed of the power input shaft 2 is measured through the meshing relationship between the second-gear drive gear 6 and the second-gear driven gear 7; in this application, the power output shaft rotational speed detection sensor 5 and the power input shaft rotational speed detection sensor 4 are Hall effect speed sensors. The Hall effect speed sensor can measure the gear rotational speed by detecting the change in the magnetic field caused by the rotation of the gear. Its working principle is based on the Hall effect. The power output shaft rotational speed detection sensor 5 is fixed close to the fifth-gear driven gear 8 and maintains a certain gap (the gap is 0.5mm to 2mm). The power input shaft rotational speed detection sensor 4 is fixed close to the second-gear driven gear 7 and maintains a certain gap (the gap is 0.5mm to 2mm). Both the fifth-gear driven gear 8 and the second-gear driven gear 7 are iron gears (with magnetism).

[0038] When testing the fifth driven gear 8, if Figure 3 As shown, when the fifth-gear driven gear 8 rotates, the teeth or grooves of the fifth-gear driven gear 8 will periodically approach and move away from the power output shaft speed detection sensor 5. Whenever a tooth (or groove) passes the power output shaft speed detection sensor 5, the magnetic field strength will change. Since the power output shaft speed detection sensor 5 is itself a Hall speed sensor, it will generate a pulse signal (i.e., Hall voltage) after detecting the change in magnetic field. By calculating the number of pulse signals per unit time, the speed of the fifth-gear driven gear 8 can be determined, and thus the speed of the power output shaft 3 can be measured.

[0039] When testing the second driven gear 7, if Figure 4 As shown, the detection principle for measuring the speed of the second driven gear 7 is the same as that for the fifth driven gear 8, and will not be repeated here. Since the second driven gear 7 is constantly meshed with the second driven gear 6 that rotates synchronously on the power input shaft 2, the speed of the second driven gear 6 can be obtained by the transmission ratio between the second driven gear 7 and the second driven gear 6, and then the speed of the power output shaft 3 can be measured.

[0040] In this embodiment, the power input shaft speed detection sensor 4 and the power output shaft speed detection sensor 5 are located behind the housing 1 and are positioned away from the muffler 13, the frame 11, and the fork 12; as Figure 1As shown in the figure, the rear of the box 1 refers to the direction along the vehicle body, the box 1 is composed of a left box 101 and a right box 102, the power input shaft speed detection sensor 4 and the power output shaft speed detection sensor 5 are arranged at the rear of the left box 101 and the right box 102 respectively, which can avoid the positions of the frame 11 and the flat fork 12, improve the vehicle maneuverability and comfort; at the same time that the power input shaft speed detection sensor 4 and the power output shaft speed detection sensor 5 are arranged at the rear of the left box 101 and the right box 102 respectively, the muffler 13 is avoided to be arranged, which can prevent the power input shaft speed detection sensor 4 and the power output shaft speed detection sensor 5 from being affected or damaged by high temperature and other factors caused by the operation of the muffler 13, and increase the reliability of the whole machine gear shifting; as shown in the figure, Figure 2 and Figure 3 As shown in the figure, the power input shaft speed detection sensor 4 and the power output shaft speed detection sensor 5 are arranged on the box 1, the detection ends of the power input shaft speed detection sensor 4 and the power output shaft speed detection sensor 5 are inserted into the box 1 and close to the second gear driven gear 7 and the fifth gear driven gear 8 to be detected, the other ends of the power input shaft speed detection sensor 4 and the power output shaft speed detection sensor 5 are stretched out of the box 1 and are installed on the box 1 through a detachable connection mode, the detachable connection mode can adopt the existing mechanical connection mode, which will not be described here again, and the power input shaft speed detection sensor 4 and the power output shaft speed detection sensor 5 can be directly replaced and maintained without disassembling the engine and the gearbox, which is convenient for maintenance.

[0041] In the embodiment, the clutch actuator 9 and the gear shifting actuator 10 are further included, the clutch actuator 9 and the gear shifting actuator 10 are used for receiving the working instructions issued by the gearbox control unit, the clutch actuator 9 is arranged on the right cover of the box 1; as shown in the figure, Figure 2 As shown in the figure, when the detection speed mode (the detection speed mode is the mode of detecting the speeds of the power input shaft 2 and the power output shaft 3, which is described in detail above and will not be described here again) of the embodiment is adopted, the speeds of the power input shaft 2 and the power output shaft 3 can be detected without lengthening the power input shaft 2 and the power output shaft 3 in the axial direction and without adopting other components such as a signal disc and a pressing plate, the gap between the clutch and the end of the power output shaft is reduced, the transverse size of the whole machine is reduced, and the structure is more compact.

[0042] The utility model further provides a kind of motorcycle, the motorcycle is equipped with the AMT gear shifting system for V-cylinder engine described above, can cancel signal disc, the arrangement of additional components such as pressing plate, under the premise of not lengthening main shaft or auxiliary shaft, meet automatic gear shifting technology while reduce the cost of whole machine, avoid the transverse size of box to increase, the distance of clutch and auxiliary shaft is shorter, while the arrangement of speed sensor does not interfere other vehicle components (muffler, frame and flat fork etc.), compact structure.

[0043] Finally, it is explained that the above embodiments are only used to illustrate the technical solutions of the present application and are not limited. Although the present application has been described in detail with reference to the preferred embodiments, it should be understood by those skilled in the art that the technical solutions of the present application can be modified or replaced by equivalents without departing from the purpose and scope of the present application. The technical solutions of the present application should be covered in the scope of the claims of the present application.

Claims

1. An AMT transmission system for a V-cylinder engine, characterized by: The AMT transmission system for V-cylinder engine comprises a box, a power input shaft, a power output shaft and a control system. The power input shaft is located at the center of the box. The control system comprises a rotating speed detection unit and a transmission control unit for controlling gear shifting. The rotating speed detection unit is arranged on the box for detecting the rotating speed of the power input shaft and the power output shaft.

2. The AMT transmission system for a V-cylinder engine according to claim 1, characterized by: The rotating speed detection unit comprises a power input shaft rotating speed detection sensor and a power output shaft rotating speed detection sensor.

3. The AMT transmission system for a V-cylinder engine according to claim 2, characterized by: The power input shaft is provided with a driving gear I, and the power output shaft is provided with a driven gear I which is in constant engagement with the driving gear I.

4. The AMT transmission system for a V-cylinder engine according to claim 3, characterized by: The driven gear I and the driven gear II have a set interval on the power output shaft.

5. The AMT transmission system for a V-cylinder engine according to claim 3, characterized by: The rotating speed of the driven gear II is detected by the power output shaft rotating speed detection sensor, so as to measure the rotating speed of the power output shaft.

6. The AMT transmission system for a V-cylinder engine according to claim 2, characterized by: The rotating speed of the driven gear I is detected by the power input shaft rotating speed detection sensor, and the rotating speed of the power input shaft is measured through the engagement relationship between the driving gear I and the driven gear I.

7. The AMT transmission system for a V-cylinder engine according to claim 1, characterized by: The power input shaft rotating speed detection sensor and the power output shaft rotating speed detection sensor are located at the rear of the box and away from the silencer, the frame and the flat fork.

8. The AMT transmission system for a V-cylinder engine according to claim 7, characterized by: The AMT transmission system further comprises a clutch actuator and a gear shifting actuator, which are used for receiving the working instructions from the transmission control unit.

9. A motorcycle characterized by the fact that: The clutch actuator is arranged on the right cover of the box. The motorcycle is provided with the AMT transmission system for V-cylinder engine as claimed in any one of claims 1-8.

Images