ECVT speed change structure of motorcycle

Abstract

The utility model relates to the field of motorcycle transmissions, and particularly discloses an ECVT speed change structure of a motorcycle. Comprising an input assembly, an output assembly and a traction belt, the output assembly comprises a primary belt pulley fixed wheel, a primary belt pulley movable wheel and an output shaft, and the input assembly comprises an input shaft, a secondary belt pulley fixed wheel and a secondary belt pulley movable wheel; the primary belt pulley fixed wheel and the secondary belt pulley movable wheel are both located on the side close to the interior of the motorcycle, and the primary belt pulley movable wheel and the secondary belt pulley fixed wheel are both located on the side, facing the exterior of the motorcycle, of the primary belt pulley fixed wheel. The traction belt is tensioned between the input assembly and the output assembly, one end of the traction belt is located between the primary belt pulley fixed wheel and the primary belt pulley movable wheel, and the other end of the traction belt is located between the secondary belt pulley fixed wheel and the secondary belt pulley movable wheel. According to the ECVT speed change structure of the motorcycle, the problem that the assembling efficiency of the motorcycle is low is solved.

Description

Technical Field

[0001] This utility model relates to the field of motorcycle transmissions, specifically to a motorcycle ECVT transmission structure. Background Technology

[0002] Currently, most motorcycles use continuously variable transmissions (CVTs). When a CVT is working, the plenums are affected by the engine speed. As the speed gradually increases, the plenums are subjected to an outward force that overcomes the large spring, and move radially along the outer edge of the slide plate. This increases the force that compresses the axially moving drive plate, increases the working radius, decreases the diameter of the driven plate, and changes the rotation ratio, thereby achieving continuously variable transmission.

[0003] Because continuously variable transmissions (CVTs) rely primarily on friction between the belt and the pulleys during operation, they have low transmission efficiency, high fuel consumption, and the pulleys are prone to wear and require regular replacement, resulting in high maintenance costs and low reliability. The low transmission efficiency also limits their application to small-displacement vehicles, making them unsuitable for high-performance motorcycles with high torque output.

[0004] To address the aforementioned issues, a multi-scheme, modular, constant-power stepless speed regulation mechanism, as disclosed in patent number CN204153070U, emerged. This mechanism achieves stepless speed regulation by reducing or increasing the distance between the moving and stationary pulleys of a split-type pulley system. During machine operation, the pulley rotates, and the bearing is housed within the bearing support. The outer ring of the bearing is fixed to the bearing support, while the inner ring is fixed to the pulley. When the belt rotates, only the inner ring of the bearing rotates, while the outer ring and bearing support remain stationary. This allows for stepless speed regulation using the bearing support. In use, the speed regulation component directly or indirectly controls the up-and-down movement of the bearing support, causing the moving pulley of the split-type pulley pair to move up and down, changing the distance between the moving and stationary pulleys of the pulley pair, thereby altering the transmission speed ratio of the two pulley pairs and achieving stepless mechanical speed regulation.

[0005] In practical applications, the drive pulley, stationary pulley, motor, intermediate shaft gear, and other actuator structures of the transmission pulley pair are installed inside the motorcycle. Therefore, during motorcycle assembly, the motor and other structures that make up the actuators need to be installed one by one before the pulley cover and other structures of the motorcycle can be installed, resulting in low overall motorcycle assembly efficiency. Utility Model Content

[0006] The present invention aims to provide a motorcycle ECVT transmission structure to solve the problem of low assembly efficiency in motorcycles.

[0007] To achieve the above objectives, this utility model adopts the following technical solution: a motorcycle ECVT transmission structure, including an input component, an output component, and a traction belt. The output component includes a primary pulley fixed pulley, a primary pulley moving pulley, and an output shaft. The input component includes an input shaft, a secondary pulley fixed pulley, and a secondary pulley moving pulley. The primary pulley fixed pulley and the primary pulley moving pulley are both located on the output shaft, and the primary pulley moving pulley can move axially along the output shaft. The secondary pulley fixed pulley and the secondary pulley moving pulley are both located on the input shaft. The primary pulley fixed pulley and the secondary pulley moving pulley are both located on the side of the primary pulley fixed pulley facing outward from the motorcycle. The traction belt is tensioned between the input component and the output component, with one end of the traction belt located between the primary pulley fixed pulley and the primary pulley moving pulley, and the other end located between the secondary pulley fixed pulley and the secondary pulley moving pulley.

[0008] The beneficial effects of this plan are:

[0009] Traditional ECVT transmissions include actuators, pulley housings, primary pulley fixed pulley, primary pulley driven pulley, secondary pulley fixed pulley, secondary pulley driven pulley, output shaft, and input shaft. The actuators move the primary pulley driven pulley axially along the output shaft to shift gears. Furthermore, the primary pulley fixed pulley is located near the pulley housing, meaning it's closer to the outside of the motorcycle, while the primary pulley driven pulley is closer to the inside. The transmission's motor, intermediate shaft gears, and other actuator structures are also installed inside the motorcycle's pulley housing. Therefore, during motorcycle assembly, the motor and other components must be installed one by one before the pulley housing and other structures can be installed, resulting in low overall motorcycle assembly efficiency.

[0010] To address the aforementioned issues, the applicant has developed a technology that mounts the actuator on the outside of the pulley housing cover. This allows for the priority installation of the pulley housing cover without the need for an actuator, thus prioritizing the completion of the motorcycle's overall assembly. Once the motorcycle is assembled, the external actuator can be quickly attached to the pulley housing cover to complete the installation of the gearbox actuator, effectively improving the motorcycle's assembly efficiency. Furthermore, the motorcycle assembly and actuator assembly can be performed simultaneously. After the motorcycle is assembled, the assembled actuator can be directly connected to the motorcycle, making actuator installation more convenient and further enhancing the motorcycle's assembly efficiency.

[0011] At the same time, the actuator, being independent of the motorcycle, can improve heat dissipation efficiency and can be equipped with an independent sealing and lubrication system. During motorcycle maintenance, the actuator and its lubrication system can be maintained separately without disassembling the motorcycle's powertrain, making maintenance more convenient.

[0012] In this design, the primary pulley drive wheel is closer to the outside of the motorcycle, that is, the side closer to the pulley housing cover. Therefore, when the primary pulley drive wheel is moved axially along the output shaft to achieve gear shifting, the structure that drives the primary pulley drive wheel is not blocked by the primary pulley stationary wheel, thus enabling the aforementioned external attachment technology to be realized.

[0013] Furthermore, a first sleeve is coaxially fixed to the primary pulley drive wheel. The first sleeve is sleeved on the output shaft. The first sleeve rotates with the output shaft and can slide along the axial direction of the output shaft. The pulley housing cover is provided with an opening opposite to the first sleeve.

[0014] The beneficial effect of this solution is that after the external actuator is installed, it is necessary to connect the structure that drives the primary pulley to slide axially with the primary pulley. The opening in this solution provides space for the connection between the two.

[0015] Furthermore, an inner screw is fitted on the outer side of the first sleeve, and the first sleeve and the inner screw are rotatably engaged, and the inner screw can push the primary pulley along the axial direction.

[0016] The advantages of this solution are: the external actuator can quickly drive the primary pulley to move via the internal screw, and the operation is simple.

[0017] Furthermore, a displacement measuring unit is provided on the side of the inner lead screw. The displacement measuring unit includes a distance sensor and a signal block. The signal block is located on the inner lead screw and can move with the inner lead screw. The distance sensor is located on the side of the output shaft and can detect the moving distance of the signal block.

[0018] The advantages of this solution are as follows: the distance sensor in this solution can directly measure the movement distance of the signal block. Therefore, only one sensor is needed to accurately measure the displacement. Compared with the current method of using both angle sensor and stroke sensor to achieve displacement measurement, this solution has a simpler structure and a lighter measuring mechanism.

[0019] Furthermore, the signal block has an inclined surface on the side facing the distance sensor, and the distance between the end of the inclined surface near the output shaft and the output shaft is greater than or less than the distance between the end of the inclined surface away from the output shaft and the output shaft.

[0020] The beneficial effects of this solution are as follows: Due to the inclined setting of the inclined plane, there is a difference in the distance between the end of the inclined plane near the output shaft and the end far from the output shaft and the sensor. When shifting gears, the signal block moves axially synchronously, and the inclined plane moves accordingly. The relative position of the inclined plane and the sensor changes, and the distance detected by the sensor changes. Therefore, this solution only needs to set up one sensor to accurately measure displacement. Compared with the current method of using both angle sensor and stroke sensor to achieve displacement measurement, this solution has a simpler structure and a lighter measuring mechanism.

[0021] Furthermore, the distance sensor is a travel sensor.

[0022] The beneficial effects of this solution are: the stroke sensor can collect the magnetic field change signal of the stroke displacement, thereby determining the position of the inclined plane more quickly and accurately, thus improving measurement efficiency and accuracy.

[0023] Furthermore, the pulley housing cover has an outer shell on the side away from the motorcycle, the displacement measuring unit is located inside the outer shell, the inner wall of the outer shell has a positioning groove, the positioning groove extends along the axial direction of the output shaft, and the end of the signal block away from the inner lead screw is located in the positioning groove and slides in cooperation with the positioning groove.

[0024] The beneficial effects of this solution are as follows: During the gear shifting process, since the signal block is eccentrically set on the inner lead screw, the inner lead screw can be guided by the cooperation between the positioning groove and the signal block, thereby preventing the inner lead screw from rotating. While simplifying the structure, it ensures that the inner lead screw can be adjusted axially, pushing the primary pulley along the axis, thereby completing the gear shifting.

[0025] Furthermore, a second sleeve is coaxially provided on the inner side of the lead screw, the lead screw and the second sleeve are threaded together, and the second sleeve is coaxially fixed with the output shaft gear.

[0026] The beneficial effects of this solution are: the rotation of the output shaft gear can drive the second sleeve to rotate synchronously. At this time, with the cooperation between the positioning groove and the signal block, the inner screw can move quickly along the axial direction, and the gear shifting operation is simple.

[0027] Furthermore, the signal block includes a permanent magnet block, and the distance sensor is a Hall sensor.

[0028] The beneficial effect of this scheme is that the movement distance of the signal block can be accurately detected through the Hall effect between the Hall sensor and the permanent magnet on the signal block. Attached Figure Description

[0029] Figure 1 This is a frontal vertical sectional view of Embodiment 1 of this utility model. Detailed Implementation

[0030] The following detailed description illustrates the specific implementation method:

[0031] The reference numerals in the accompanying drawings include: pulley housing cover 1, output shaft 2, primary pulley fixed pulley 21, primary pulley moving pulley 22, first sleeve 23, bearing 24, second sleeve 3, inner lead screw 4, signal block 41, inclined plane 42, mounting base 5, stroke sensor 51, input shaft 6, secondary pulley moving pulley 61, secondary pulley fixed pulley 62, limit ring 63, and preload spring 64.

[0032] Example 1

[0033] Example 1 is basically as follows Figure 1 As shown, the motorcycle ECVT transmission structure includes an input component, an output component, a traction belt, and a displacement measuring unit. In this embodiment, both the input and output components are located inside the motorcycle's pulley housing 1. The input component includes an input shaft 6, a secondary pulley fixed pulley 62, and a secondary pulley moving pulley 61. The secondary pulley fixed pulley 62 is coaxially fixed with a sleeve-shaped extension. The input shaft 6 passes through the secondary pulley fixed pulley 62 axially and drives the secondary pulley fixed pulley 62 to rotate synchronously. The secondary pulley moving pulley 61 is located below the secondary pulley fixed pulley 62 and is sleeved on the extension. There is a small clearance transition fit between the secondary pulley moving pulley 61 and the extension, allowing the secondary pulley moving pulley 61 to slide axially relative to the secondary pulley fixed pulley 62. A limit ring 63 is integrally formed at the lower end of the extension, and a preload spring 64 is sleeved on the extension. The two ends of the preload spring 64 abut against the secondary pulley moving pulley 61 and the limit ring 63, respectively.

[0034] The output component is located to the left of the input component. The output component includes a primary pulley fixed pulley 21, a primary pulley moving pulley 22, and an output shaft 2. The output shaft 2 is parallel to the input shaft 6. The primary pulley fixed pulley 21 is sleeved on the lower end of the output shaft 2 and splinedly connected to it. A first sleeve 23 is coaxially fixed to the primary pulley moving pulley 22. The first sleeve 23 is sleeved on the output shaft 2 and has a small clearance transition fit, allowing the primary pulley moving pulley 22 to slide along the axial direction of the output shaft 2. In this embodiment, the primary pulley moving pulley 22 is located above the primary pulley fixed pulley 21, meaning the primary pulley fixed pulley 21 is closer to the inside of the motorcycle, and the primary pulley moving pulley 22 is closer to the outside of the motorcycle. The motorcycle's pulley housing cover 1 has an opening, and the upper ends of the first sleeve 23 and the output shaft 2 both extend from the snap-fit ​​to the outside of the pulley housing cover 1. In this embodiment, the traction belt is a belt, which is tensioned between the input component and the output component. Specifically, the left end of the traction belt is tensioned between the primary pulley 22 and the primary pulley 21; the right end of the traction belt is tensioned between the secondary pulley 61 and the secondary pulley 62.

[0035] A second sleeve 3 is fitted onto the upper end of the first sleeve 23, with a clearance fit between the second sleeve 3 and the first sleeve 23. The upper end of the second sleeve 3 is integrally formed with the output shaft gear of the gearbox. An inner lead screw 4 is fitted onto the outer sleeve of the second sleeve 3, with a threaded fit between the inner lead screw 4 and the first sleeve 23. A bearing 24 is installed between the inner lead screw 4 and the first sleeve 23, and an oil seal is provided between the lower end of the inner lead screw 4 and the first sleeve 23.

[0036] The displacement measurement unit includes a distance sensor, a mounting base 5, and a signal block 41. The signal block 41 is located on the left side wall of the inner lead screw 4 and is integrally formed with the inner lead screw 4. The cross-section of the signal block 41 is fan-shaped. In actual implementation, an outer shell is provided on the outer side wall of the pulley housing cover 1. This outer shell also serves as the actuator housing. The inner wall of the outer shell is provided with a positioning groove, which extends vertically. The signal block 41 is located in the positioning groove and slides in cooperation with the positioning groove. The cooperation between the positioning groove and the signal block 41 can limit the inner lead screw 4, so that when the output shaft 2 gear rotates, the inner lead screw 4 can slide along the axial direction of the output shaft 2, thereby driving the primary pulley 22 to move axially.

[0037] In this embodiment, the distance sensor is a stroke sensor 51. The stroke sensor 51 is mounted on the mounting base 5 and located on the left side of the signal block 41. Specifically, in this solution, the mounting base 5 is mounted on the housing by bolts. The side of the signal block 41 facing away from the inner lead screw 4 is an inclined surface 42, which is opposite to the stroke sensor 51. Specifically, in this embodiment, the inclined surface 42 is inclined to the left at the top and to the right at the bottom, so that the distance between the part of the inclined surface 42 opposite to the stroke sensor 51 and the stroke sensor 51 gradually increases from top to bottom.

[0038] The specific implementation process is as follows:

[0039] In this transmission structure, the second sleeve 3, the inner lead screw 4, and the displacement measuring unit are all housed within the external actuator. During installation, the inner lead screw 4 is not obstructed by the primary pulley fixed pulley 21 and can connect to the first sleeve 23. When a gear shift is required, the second sleeve 3 rotates with the output shaft gear, causing the inner lead screw 4 to move axially along the second sleeve 3, which in turn drives the primary pulley moving pulley 22 synchronously. At this time, the signal block 41 also moves synchronously, and the position of the inclined plane 42 relative to the stroke sensor 51 changes, causing the distance detected by the stroke sensor 51 to change. Based on the change and the slope of the inclined plane 42, the distance the inner lead screw 4 slides axially can be quickly calculated. This distance is the distance the primary pulley moving pulley 22 moves axially, thus determining the gear shift amount.

[0040] Example 2

[0041] Based on Embodiment 1, the difference lies in that the signal block 41 in this embodiment is elongated and extends axially along the inner lead screw 4. The signal block 41 includes a permanent magnet; specifically, in this embodiment, the permanent magnet is a magnet, and the signal block 41 is formed by encapsulating a plastic shell around the magnet. The signal block 41 is mounted on the inner lead screw 4 by bolts. Meanwhile, the distance sensor in this embodiment is a Hall sensor, with its detection end located behind and opposite the signal block 41. Compared to Embodiment 1, the Hall sensor in this embodiment utilizes the Hall effect to detect the movement distance of the signal block 41.

[0042] The above descriptions are merely embodiments of this utility model. Commonly known technical solutions and / or characteristics are not described in detail here. It should be noted that those skilled in the art can make various modifications and improvements without departing from the technical solution of this utility model. These modifications and improvements should also be considered within the scope of protection of this utility model, and will not affect the effectiveness of the implementation of this utility model or the practicality of the patent. The scope of protection claimed in this application should be determined by the content of its claims, and the specific embodiments described in the specification can be used to interpret the content of the claims.

Claims

1. A motorcycle ECVT transmission structure, characterized in that: The system includes an input component, an output component, and a traction belt. The output component includes a primary pulley fixed pulley, a primary pulley moving pulley, and an output shaft. The input component includes an input shaft, a secondary pulley fixed pulley, and a secondary pulley moving pulley. The primary pulley fixed pulley and the primary pulley moving pulley are both located on the output shaft, and the primary pulley moving pulley is axially movable along the output shaft. The secondary pulley fixed pulley and the secondary pulley moving pulley are both located on the input shaft. The primary pulley fixed pulley and the secondary pulley moving pulley are both located on the side of the primary pulley fixed pulley facing outward from the motorcycle. The traction belt is tensioned between the input component and the output component, with one end of the traction belt located between the primary pulley fixed pulley and the primary pulley moving pulley, and the other end located between the secondary pulley fixed pulley and the secondary pulley moving pulley.

2. The motorcycle ECVT transmission structure according to claim 1, characterized in that: The primary pulley is coaxially fixed with a first sleeve, which is sleeved on the output shaft. The first sleeve rotates with the output shaft and can slide along the axial direction of the output shaft. The pulley housing cover is provided with an opening opposite to the first sleeve.

3. The motorcycle ECVT transmission structure according to claim 2, characterized in that: An inner screw is fitted on the outer side of the first sleeve. The first sleeve and the inner screw are rotatably engaged, and the inner screw can push the primary pulley along the axial direction.

4. The motorcycle ECVT transmission structure according to claim 3, characterized in that: The inner lead screw is provided with a displacement measuring unit on its side. The displacement measuring unit includes a distance sensor and a signal block. The signal block is located on the inner lead screw and can move with the inner lead screw. The distance sensor is located on the side of the output shaft and can detect the moving distance of the signal block.

5. The motorcycle ECVT transmission structure according to claim 4, characterized in that: The signal block has an inclined surface on the side facing the distance sensor. The distance between the end of the inclined surface near the output shaft and the output shaft is greater than or less than the distance between the end of the inclined surface away from the output shaft and the output shaft.

6. The motorcycle ECVT transmission structure according to claim 4, characterized in that: The distance sensor is a travel sensor.

7. The motorcycle ECVT transmission structure according to claim 4, characterized in that: The pulley housing cover has an outer shell on the side away from the motorcycle. The displacement measuring unit is located inside the outer shell. The inner wall of the outer shell has a positioning groove that extends along the axial direction of the output shaft. The end of the signal block away from the inner lead screw is located in the positioning groove and slides in cooperation with the positioning groove.

8. The motorcycle ECVT transmission structure according to claim 3, characterized in that: A second sleeve is coaxially provided on the inner side of the lead screw. The lead screw and the second sleeve are threaded together. The second sleeve is coaxially fixed with the output shaft gear.

9. The motorcycle ECVT transmission structure according to claim 4, characterized in that: The signal block includes a permanent magnet block, and the distance sensor is a Hall sensor.

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