Driving assembly applied to motorcycle wind wing adjustment

Abstract

The utility model discloses and relates to a driving assembly applied to motorcycle wind wing adjustment, which comprises a shell, a driving motor and a driving shaft are arranged on the shell, a driving gear is sleeved on the driving motor, a transmission gear synchronously rotating with the driving shaft is arranged on the driving shaft, a first hinge shaft and a second hinge shaft are arranged on the shell, and the first hinge shaft and the second hinge shaft are arranged on the shell. A first linkage gear and a second linkage gear are arranged on the second hinge shaft, a first driven gear is arranged on the first linkage gear, a second driven gear is arranged on the second linkage gear, the driving gear is meshed with the first linkage gear, a third linkage gear is rotationally arranged on the first hinge shaft, and a third driven gear is arranged on the third linkage gear; the third linkage gear is meshed with the first driven gear, the third driven gear is meshed with the second linkage gear, the transmission gear is meshed with the second driven gear, limited space is utilized, multi-stage speed reduction is arranged, torsion is increased while the adjusting speed is reduced, wind resistance can be better overcome, and accurate adjustment is carried out.

Description

Technical Field

[0001] This utility model relates to the field of motorcycle parts technology, and in particular to a drive component for adjusting motorcycle winglets. Background Technology

[0002] Motorcycle winglets (also known as aerodynamic winglets or aerodynamic blades) have become increasingly popular on high-performance motorcycles (such as sportbikes, track bikes, or adventure bikes) in recent years. Their main purpose is to optimize the vehicle's stability, handling, and high-speed performance through aerodynamic design.

[0003] The wing, through its special shape, generates downward pressure at high speeds, pressing the wheels more firmly against the ground and improving tire grip. Especially during acceleration, cornering, or at top speeds, it reduces front wheel lift or rear-end drift.

[0004] Most existing motorcycle windshields are fixed and cannot be adjusted according to speed. Some motorcycle windshields use motors to adjust the baffles. For example, in the Chinese utility model patent with application number 201921421738.X, the output end of the motor (3) is fixedly connected to a second gear (31), the inner wall of the holding cavity (103) is rotatably connected to a worm (4), the top of the worm (4) is fixedly connected to a third gear (41), the second gear (31) meshes with the third gear (41), and the worm (4) meshes with the first gear (22). It uses a motor to drive the gears to rotate and directly adjusts the angle of the windshield through the worm gear. It has the following disadvantages: 1. The motor speed is too fast, and the windshield adjustment speed is too fast and difficult to control; 2. The windshield adjustment resistance is large when the motorcycle is traveling at high speed, making it difficult to adjust. Utility Model Content

[0005] The purpose of this invention is to overcome the shortcomings of the prior art by providing a drive component for adjusting motorcycle winglets. By utilizing a multi-stage deceleration system in a limited space, the adjustment speed is reduced while torque is increased, which can better overcome wind resistance and enable precise adjustment.

[0006] This utility model discloses a drive assembly for adjusting a motorcycle wing, comprising a housing, a drive motor and a drive shaft mounted on the housing, a drive gear mounted on the drive motor, and a transmission gear mounted on the drive shaft that rotates synchronously with the drive gear, the transmission gear being linked with the drive gear. The key feature is that a first hinge shaft is located outside the drive gear on the housing, and a second hinge shaft is located between the first hinge shaft and the drive shaft. The first hinge shaft, drive shaft, and second hinge shaft are arranged parallel to each other. A first linkage gear and a second linkage gear are rotatably mounted on the second hinge shaft, the first linkage gear and the second linkage gear being spaced apart to form a transmission space. A first driven gear is located on the first linkage gear corresponding to a position in the transmission space and rotates synchronously with it. A corresponding driven gear is located on the second linkage gear... A second driven gear is provided in the transmission space and rotates synchronously with it. The driving gear meshes with the first linkage gear. A third linkage gear is rotatably mounted on the first hinge shaft. The third linkage gear is provided with a third driven gear that rotates synchronously with it. The third linkage gear extends into the transmission space and meshes with the first driven gear. The third driven gear also meshes with the second linkage gear. The transmission gear extends into the transmission space and meshes with the second driven gear. The number of teeth on the driving gear is less than the number of teeth on the first linkage gear, forming a first-stage reduction structure. The number of teeth on the first driven gear is less than the number of teeth on the third linkage gear, forming a second-stage reduction structure. The number of teeth on the third driven gear is less than the number of teeth on the second linkage gear, forming a third-stage reduction structure. The number of teeth on the second driven gear is less than the number of teeth on the transmission gear, forming a fourth-stage reduction structure.

[0007] A further feature of this invention is as follows: the housing includes an inner cavity and an outer cavity, the drive motor is located in the inner cavity, and the inner cavity is also provided with a circuit board for controlling the operation of the drive motor. The housing is also provided with a terminal block, the terminal block, the drive motor and the circuit board are electrically connected, and the driving gear, transmission gear, first linkage gear, second linkage gear, third linkage gear, first driven gear, second driven gear and third driven gear are all located in the outer cavity.

[0008] A further feature of this invention is as follows: an assembly platform is provided on the housing, a cover is provided on the assembly platform, the outer cavity is formed by the cover covering the assembly platform, and the cover is locked to the housing by a locking member, bearings are provided at both ends of the drive shaft in the outer cavity, the second linkage gear extends to block the outside of the transmission gear and the third linkage gear, and the bearing portion located on the outside extends to block the outside of the second linkage gear.

[0009] The beneficial effects of this utility model are as follows: In use, the wind deflector of the wind vane is directly or linked to the drive shaft. The gradual reduction through the first-stage reduction structure to the fourth-stage reduction structure can prevent the drive shaft from rotating too fast. Furthermore, the multi-stage reduction also increases torque, thereby better overcoming wind resistance and achieving angle adjustment of the wind deflector. The first hinge shaft is located outside the drive gear, and a transmission space is formed by the interval between the first and second linkage gears, so that the first and second driven gears are located within the transmission space. Its compact structure allows for a more reasonable arrangement of its internal assembly space, enabling more stages of reduction. Attached Figure Description

[0010] Figure 1 This is a schematic diagram of the overall structure of this utility model;

[0011] Figure 2 for Figure 1 Sectional view;

[0012] Figure 3 This is a schematic diagram of the opening structure of the cover of this utility model;

[0013] Figure 4 This is a diagram showing the assembly of the internal components of this utility model. Detailed Implementation

[0014] The specific embodiments of this utility model are described in detail below with reference to the accompanying drawings:

[0015] In the description of this utility model, it should be understood that the terms "upper", "lower", "bottom", "top", "front", "rear", "inner", "outer", "left", "right", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0016] This utility model discloses a drive assembly for adjusting a motorcycle wing, including a housing 1. A drive motor 2 and a drive shaft 3 are mounted on the housing 1. A drive gear 4 is mounted on the drive motor 2. A transmission gear 5, which rotates synchronously with the drive gear 4, is mounted on the drive shaft 3. The transmission gear 5 is linked with the drive gear 4. In this embodiment, a first hinge shaft 6 is located outside the drive gear 4 on the housing 1. A second hinge shaft 7 is located between the first hinge shaft 6 and the drive shaft 3. The first hinge shaft 6, drive shaft 3, and second hinge shaft 7 are arranged in parallel. A first linkage gear 8 and a second linkage gear 9 are rotatably mounted on the second hinge shaft 7. The first linkage gear 8 and the second linkage gear 9 are spaced apart to form a transmission space 10. A first driven gear 11, which rotates synchronously with the first linkage gear 8 at a position corresponding to the transmission space 10, is located on the first linkage gear 8. A first driven gear 11, which rotates synchronously with the second linkage gear 9, is located on the second linkage gear 9 at a position corresponding to the drive gear 4. A second driven gear 12 is provided at the position of the transmission space 10 and rotates synchronously therewith. The driving gear 4 meshes with the first linkage gear 8. A third linkage gear 13 is rotatably provided on the first hinge shaft 6. A third driven gear 14 is provided on the third linkage gear 13 and rotates synchronously therewith. The third linkage gear 13 extends into the transmission space 10 and meshes with the first driven gear 11. The third driven gear 14 meshes with the second linkage gear 9. A portion of the transmission gear 5 extends into the transmission space 10 and meshes with the second driven gear 12. The number of teeth of the driving gear 4 is less than the number of teeth of the first linkage gear 8, forming a first-stage reduction structure. The number of teeth of the first driven gear 11 is less than the number of teeth of the third linkage gear 13, forming a second-stage reduction structure. The number of teeth of the third driven gear 14 is less than the number of teeth of the second linkage gear 9, forming a third-stage reduction structure. The number of teeth of the second driven gear 12 is less than the number of teeth of the transmission gear 5, forming a fourth-stage reduction structure.

[0017] Using the above technical solution, when in use, the wind deflector of the wind vane is directly or linked to the drive shaft 3. The gradual reduction through the first-stage reduction structure to the fourth-stage reduction structure can prevent the drive shaft 3 from rotating too fast. Moreover, the multi-stage reduction also has the effect of increasing torque, thereby better overcoming wind resistance and achieving the angle adjustment of the wind deflector. Furthermore, the first hinge shaft 6 is located outside the drive gear 4, and a transmission space is formed by the interval between the first linkage gear 8 and the second linkage gear 9. The first driven gear 11 and the second driven gear 12 are located within the transmission space 10. Its compact structural layout allows for a more reasonable arrangement of its internal assembly space, enabling more stages of reduction.

[0018] The housing 1 includes an inner cavity 15 and an outer cavity 16. The drive motor 2 is located on the inner cavity 15, and the inner cavity 15 is also provided with a circuit board 18 for controlling the operation of the drive motor 2. The housing 1 is also provided with a terminal block 17. The terminal block 17, the drive motor 2 and the circuit board 18 are electrically connected. The driving gear 4, the transmission gear 5, the first linkage gear 8, the second linkage gear 9, the third linkage gear 13, the first driven gear 11, the second driven gear 12 and the third driven gear 14 are all located in the outer cavity 16.

[0019] By adopting the above technical solution, the internal and external cavities are designed to make the operation more stable. The terminal block 17 can be easily connected to the motorcycle's main control board and adjusted according to the commands of the main control board. The main control board can detect the vehicle speed at all times, thereby achieving the effect of actively adjusting according to the speed. It also facilitates the restriction of gear disengagement, making it more stable during use.

[0020] An assembly platform 19 is provided on the housing 1, and a cover 20 is provided on the assembly platform 19. The outer cavity 16 is formed by the cover 20 covering the assembly platform 19, and the cover 20 is locked to the housing 1 by a locking member. Bearings 21 are provided at both ends of the drive shaft 3 in the outer cavity 16. The second linkage gear 9 extends to block the outside of the transmission gear 5 and the third linkage gear 13, and the bearing 21 located on the outside extends to block the outside of the second linkage gear 9, which can stably prevent the transmission gear 5, the third linkage gear 13 and the second linkage gear 9 from axial movement, so that they can rotate stably.

[0021] Using the above technical solution, during assembly, the gear set can be first assembled onto the assembly table 19 to form a whole, and then covered by the cover 20 and locked by the locking component. This facilitates assembly and simplifies the mold opening process. The locking component is preferably a bolt, which can be opened for replacement or repair when the gear set is damaged.

Claims

1. A drive assembly applied to the adjustment of a motorcycle air wing, comprising a housing (1), a drive motor (2) and a drive shaft (3) are arranged on the housing (1), a driving gear (4) is sleeved on the drive motor (2), a transmission gear (5) that rotates synchronously with the drive shaft (3) is arranged on the drive shaft (3), and the transmission gear (5) is linked and matched with the driving gear (4), characterized in that: A first hinge shaft (6) is provided on the housing (1) outside the drive gear (4). A second hinge shaft (7) is provided between the first hinge shaft (6) and the drive shaft (3). The first hinge shaft (6), the drive shaft (3), and the second hinge shaft (7) are arranged in parallel. A first linkage gear (8) and a second linkage gear (9) are rotatably arranged on the second hinge shaft (7). The first linkage gear (8) and the second linkage gear (9) are spaced apart to form a transmission space (10). A first driven gear (11) is provided on the first linkage gear (8) at a position corresponding to the transmission space (10) and rotates synchronously with it. A second driven gear (12) is provided on the second linkage gear (9) at a position corresponding to the transmission space (10) and rotates synchronously with it. The drive gear (4) meshes with the first linkage gear (8). A third drive gear (12) is rotatably arranged on the first hinge shaft (6). The third linkage gear (13) is provided with a third driven gear (14) that rotates synchronously with it. The third linkage gear (13) extends into the transmission space (10) and meshes with the first driven gear (11). The third driven gear (14) meshes with the second linkage gear (9). The transmission gear (5) extends into the transmission space (10) and meshes with the second driven gear (12). The number of teeth of the driving gear (4) is less than the number of teeth of the first linkage gear (8) to form a first-stage reduction structure. The number of teeth of the first driven gear (11) is less than the number of teeth of the third linkage gear (13) to form a second-stage reduction structure. The number of teeth of the third driven gear (14) is less than the number of teeth of the second linkage gear (9) to form a third-stage reduction structure. The number of teeth of the second driven gear (12) is less than the number of teeth of the transmission gear (5) to form a fourth-stage reduction structure.

2. A drive assembly for use in the adjustment of a motorcycle wing, according to claim 1, characterized in that: The housing (1) includes an inner cavity (15) and an outer cavity (16). The drive motor (2) is located in the inner cavity (15), and the inner cavity (15) is also provided with a circuit board (18) for controlling the operation of the drive motor (2). The housing (1) is also provided with a terminal block (17). The terminal block (17), the drive motor (2) and the circuit board (18) are electrically connected. The drive gear (4), the transmission gear (5), the first linkage gear (8), the second linkage gear (9), the third linkage gear (13), the first driven gear (11), the second driven gear (12) and the third driven gear (14) are all located in the outer cavity (16).

3. A drive assembly for use in the adjustment of a motorcycle wing, according to claim 2, characterized in that: An assembly platform (19) is provided on the housing (1), and a cover (20) is provided on the assembly platform (19). The outer cavity (16) is formed by the cover (20) covering the assembly platform (19), and the cover (20) is locked on the housing (1) by a locking member. Bearings (21) are provided at both ends of the drive shaft (3) in the outer cavity (16). The second linkage gear (9) extends to block the outside of the transmission gear (5) and the third linkage gear (13), and the bearing (21) located on the outside extends to block the outside of the second linkage gear (9).

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