ECVT executing mechanism of motorcycle

Abstract

The utility model relates to the technical field of motorcycles, and discloses a motorcycle ECVT actuating mechanism which comprises a driving unit, an actuating unit and a mounting unit, the driving unit comprises a driving motor, the actuating unit comprises a fork shaft and a separation fork, the fork shaft is arranged on a motorcycle through the mounting unit and communicated with the driving motor, the separation fork is fixedly arranged on the fork shaft, and the fork shaft is connected with the driving motor. The free end is hinged to the release bearing to form a release lever, and the release lever converts rotation power of the driving motor into power for driving the release bearing to reciprocate. Rotation power of the driving motor is converted into power for driving the release bearing to reciprocate through the release lever structure, the transmission ratio is adjusted, and stepless speed change is achieved.

Description

Technical Field

[0001] This utility model relates to the field of motorcycle technology, specifically to a motorcycle ECVT actuator. Background Technology

[0002] In the field of motorcycle powertrain, continuously variable transmissions (CVTs) are widely used due to their ability to keep the engine operating at its optimal condition. Currently, motorcycle CVTs mainly use variator beads as the actuator for continuously variable transmission. This method is based on the principle of centrifugal force. During motorcycle operation, the variator beads generate centrifugal force due to the speed, automatically adjusting the transmission ratio to achieve continuously variable transmission.

[0003] However, existing continuously variable transmission (CVT) actuators with variator beads have many problems that urgently need to be solved. From the perspective of transmission efficiency, they rely on friction between the belt and the variator beads. This transmission method has significant energy loss, resulting in relatively low transmission efficiency and consequently high fuel consumption. This not only increases user operating costs but also contradicts the current trend of energy conservation and environmental protection. In terms of component maintenance, key components such as the variator beads are prone to wear during long-term friction transmission. Frequent wear necessitates regular replacement of these components, which not only reduces system reliability but also significantly increases user maintenance costs, causing considerable inconvenience. Furthermore, due to its limited transmission efficiency, CVT actuators with variator beads are generally only suitable for small-displacement vehicles and cannot meet the power demands of high-torque, high-performance motorcycles, thus limiting the application of CVT systems in a wider range of motorcycle models. Utility Model Content

[0004] The present invention aims to provide an ECVT actuator for motorcycles to replace the plenum structure, thereby improving the reliability of the actuator and increasing transmission efficiency.

[0005] To achieve the above objectives, the present invention adopts the following technical solution: a motorcycle ECVT actuator, including a drive unit and an execution unit. The execution unit includes a fork shaft, a release fork, and a release bearing. The fork shaft is rotatably mounted on the motorcycle and can rotate under the drive of the drive unit. The release fork is fixedly mounted on the fork shaft, and the free end of the release fork is hinged to the release bearing, thereby converting the rotation of the drive unit into the swing of the release fork, and then driving the release bearing to reciprocate linearly through the swing of the release fork.

[0006] The beneficial effects of this solution are as follows: This solution forms a release lever structure through the fork shaft and the release fork. The release lever structure converts the rotational power of the drive unit into the power to drive the reciprocating motion of the release bearing. When the release fork pushes the release bearing, the thrust of the release bearing pushes the driving pulley of the primary pulley of the continuously variable transmission (CVT), thereby causing the driving pulley to move towards the stationary pulley side, increasing the linear velocity of the primary pulley, and thus increasing the transmission ratio. When the release fork pulls the release bearing, the pulling force of the release bearing pulls the driving pulley of the primary pulley of the CVT, thereby causing the driving pulley to move away from the stationary pulley side, decreasing the linear velocity of the primary pulley, and thus reducing the transmission ratio, thereby achieving continuously variable transmission.

[0007] Furthermore, the drive unit also includes a gear transmission assembly, which is located between the fork shaft and the drive motor, and can transmit the power of the drive motor to the fork shaft. By connecting the output shaft of the drive motor and the fork shaft through the gear transmission assembly, the power transmission from the drive motor to the fork shaft is more precise and smooth. At the same time, it has high transmission efficiency, is suitable for high-power transmission, has a compact structure, and is less affected by the load of the motorcycle.

[0008] Furthermore, the gear transmission assembly includes a worm and a turbine. The worm and turbine are adapted to each other and can receive the rotational power transmitted by the drive motor. The turbine rotation center is provided with a spline and is connected to the fork shaft through the spline, thereby transmitting the rotational power to the fork shaft.

[0009] Beneficial Effects: This solution uses a motor to drive a worm gear, which in turn drives a turbine, causing the release bearing to reciprocate up and down, providing continuously variable power (CVT) to the primary pulley and belt. Compared to existing technologies, this actuator significantly improves transmission efficiency and reduces fuel consumption. It also reduces vulnerable parts, increases system reliability, and lowers maintenance costs. Furthermore, the worm gear transmission provides a more timely and reliable response and higher transmission efficiency compared to a jack-up structure, offering a reliable CVT solution for high-torque motorcycles. Additionally, compared to helical gear transmissions, the worm gear transmission structure is more compact, and the line contact between the meshing teeth of the worm gear results in a higher load-bearing capacity than helical gear transmissions.

[0010] Furthermore, the gear transmission assembly also includes an internal gear ring, which is a bowl-shaped cylindrical structure consisting of sidewalls and a closed end. The sidewalls are provided with internal teeth, and the closed end is provided with a slot. One end of the worm gear is provided with a flat rectangular shaft section that fits into the slot of the closed end. The flat rectangular shaft section is inserted into the slot from the outside of the closed end of the internal gear ring, forming a flat rectangular connection. The output shaft of the drive motor is provided with a gear section. The internal gear ring is rotatably disposed between the output shaft of the drive motor and the worm gear and meshes with the gear section of the output shaft of the drive motor. By providing an internal gear ring between the output shaft of the drive motor and the worm gear, the power of the drive motor is reduced by one stage of reduction through the internal gear ring before being transmitted to the worm gear, forming a second stage of reduction. The worm gear and the worm gear form a third stage of reduction, which reduces the high speed of the drive motor to the low speed required by the actuator, making it easier to control the actuator.

[0011] Furthermore, the mounting unit includes positioning block one and positioning block two, which are detachably fixed to the motorcycle. The fork shaft is rotatably mounted on positioning blocks one and two. By detachably fixing positioning blocks one and two to the motorcycle, the fork shaft can be easily disassembled when damaged, thereby reducing the difficulty of replacement and repair.

[0012] Furthermore, the mounting unit also includes a housing, within which the gear transmission assembly is integrated. The housing is detachably connected to the motorcycle and positioned away from the motorcycle. By integrating the gear transmission assembly into the housing and detachably connecting it to the side away from the motorcycle, the actuator can be made into an external structure. For consumers or repair personnel, during maintenance, the damaged actuator can be directly disassembled and replaced, or the damaged actuator can be directly disassembled for repair without completely disassembling the continuously variable transmission (CVT), reducing the difficulty of daily maintenance. For manufacturers, during product assembly, the main motorcycle structure can be assembled first, and then the external actuator can be mounted on the motorcycle body, improving assembly efficiency.

[0013] Furthermore, the outer casing also includes motor housing one and motor housing two. Motor housing one is fixedly connected to motor housing two by bolts. Motor housing two and positioning block two are fixedly connected by bolts. Fork shaft bushings are respectively provided at both ends of the fork shaft and are rotatably mounted on positioning block one and positioning block two. Positioning block one and positioning block two are fixedly connected to the motorcycle by bolts. Disassembling the outer casing into motor housing one and motor housing two reduces the difficulty of integrating the gear transmission components into the outer casing, as well as the difficulty of subsequent maintenance.

[0014] Furthermore, it also includes a measurement unit, which detects the turbine's rotation angle data and controls the start of the drive motor based on the detected angle data. By using the motor to adjust the rotation angle of the release lever in real time, "electronic logic" replaces mechanical transmission, achieving infinitely smooth power output and maximizing energy efficiency. This eliminates the shift shock of traditional continuously variable transmission (CVT) systems. At the same time, through the seamless coupling of electric and mechanical power, the engine operating conditions are always optimized within the high-efficiency range.

[0015] Furthermore, the measurement unit includes an angle sensor, which is fixed to the housing and connected to the TCU. The TCU is electrically connected to the drive motor and can control the start of the drive motor. Through the organic integration of the angle sensor and the drive motor by the TCU, "electronic logic" replaces mechanical transmission, achieving infinitely smooth power output and maximizing energy efficiency, so that the engine operating conditions are always optimized in the high-efficiency range. Attached Figure Description

[0016] Figure 1 This is a front view of an embodiment of the present utility model;

[0017] Figure 2 for Figure 1 Sectional view at point AA;

[0018] Figure 3 for Figure 1 Sectional view at point BB;

[0019] Figure 4 for Figure 1 Sectional view at point CC.

[0020] The reference numerals in the accompanying drawings include: release bearing 11, primary pulley drive pulley 121, primary pulley stationary pulley 122, output shaft 123, pulley housing cover 13, positioning block one 21, positioning block two 22, motor housing one 231, motor housing two 232, fork shaft 31, release fork 32, drive motor 41, motor output shaft 411, worm gear 421, turbine gear 422, internal gear ring 423, angle sensor 5, sleeve 6, and pad block 7. Detailed Implementation

[0021] Example 1

[0022] Example 1 is basically as shown in the appendix. Figure 1-4 As shown, Figure 1-4 The illustrated motorcycle ECVT actuator is designed to be embedded in an existing motorcycle continuously variable transmission (CVT) system to achieve continuously variable transmission functionality. It includes a mounting unit, a drive unit, an actuator unit, and a measurement unit, such as... Figure 4As shown, the continuously variable transmission (CVT) system for motorcycles includes a pulley housing cover 13 and an output assembly. The pulley housing cover 13 is fixedly connected to the motorcycle by bolts and encloses and installs the output assembly inside the pulley housing cover 13.

[0023] like Figure 4 As shown, the output assembly includes a primary pulley fixed pulley 122, a primary pulley movable pulley 121, and an output shaft 123. Both the primary pulley fixed pulley 122 and the primary pulley movable pulley 121 are mounted on the output shaft 123, and the primary pulley movable pulley 121 can move axially along the output shaft 123. Specifically, a sleeve 6 is provided between the primary pulley movable pulley 121 and the output shaft 123. The sleeve 6 is fitted onto the output shaft 123 and has a small clearance transition fit with the primary pulley movable pulley 121, allowing the primary pulley movable pulley 121 to slide axially along the output shaft 123, thereby reducing wear on the output shaft 123 and lowering subsequent maintenance costs. A release bearing 11 is mounted on the output shaft 123. The release bearing 11 is slidably mounted on the sleeve 6 and can push the primary pulley movable pulley 121 to move axially along the output shaft 123.

[0024] The mounting unit includes positioning block 1 21 and positioning block 22. Both positioning block 1 21 and positioning block 22 can be detachably fixed to the inside of the pulley housing cover 13. Specifically, positioning block 1 21 and positioning block 22 are respectively fixedly connected to the inside of the pulley housing cover 13 by bolts.

[0025] The drive unit includes a drive motor 41 and a gear transmission assembly. The drive motor 41 includes a motor body and a motor output shaft 411. The motor body is fixed to the inside of the pulley housing cover 13 by bolts. The gear transmission assembly is integrated into the housing. Figure 3 As shown, the gear transmission assembly includes an internal gear, a worm gear 422, and a worm 421. The internal gear, worm gear 422, and worm 421 are all rotatably mounted inside the pulley housing cover 13. Specifically, the internal gear ring 423 is a bowl-shaped cylindrical structure consisting of a side wall and a closed end. The side wall is provided with internal teeth, and the closed end is provided with a slot. One end of the worm 421 is provided with a flat rectangular shaft section that fits into the slot of the closed end. The flat rectangular shaft section is inserted into the slot from the outside of the closed end of the internal gear ring 423 and forms a flat rectangular connection. The motor output shaft 411 is provided with a gear section, which meshes with the internal teeth on the side wall of the internal gear ring 423, thereby transmitting the rotational power of the drive motor 41 to the worm gear 422 through the worm 421.

[0026] The execution unit includes a fork shaft 31 and a separation fork 32, such as Figure 1 , Figure 2As shown, the fork shaft 31 is rotatably equipped with a bushing and is rotatably positioned between the positioning block 21 and the positioning block 22. The left end of the fork shaft 31 is provided with a spline and is connected to the turbine 422 through the spline. The release fork 32 is welded to the fork shaft 31 and is hinged to the release bearing 11 through its free end to form a release lever. The rotational force of the drive motor 41 is converted into the power source for the reciprocating motion of the release bearing 11 by the release lever.

[0027] like Figure 1 , Figure 2 As shown, the measuring unit includes an angle sensor 5, which is fixed on the housing and connected to a TCU. The TCU is electrically connected to the drive motor 41 and can control the start of the drive motor 41.

[0028] In use, the output shaft 411 of the drive motor 41 meshes with the internal gear ring 423 to achieve primary transmission; the internal gear ring 423 meshes with the worm gear 421 to achieve secondary transmission; and the worm gear 421 meshes with the worm wheel 422 to achieve tertiary transmission. This tertiary transmission reduces the speed of the drive motor 41. The worm wheel 422, through a splined connection to the fork shaft 31, converts the rotational motion into the reciprocating motion of the release bearing 11. This causes the primary pulley 121 to move closer to or further away from the primary pulley 122, thus changing the transmission ratio of the output assembly. Specifically, when the release bearing 11 is pushed by the release fork 32... When the primary pulley 121 moves towards the moving pulley side, the primary pulley 121 moves closer to the primary pulley 122, and the transmission ratio of the output component increases. Conversely, when the release bearing 11 moves away from the moving pulley side under the push of the release fork 32, the primary pulley 121 moves away from the primary pulley 122, and the transmission ratio of the output component decreases. At the same time, the angle sensor 5 drives the turbine 422 to rotate through the worm gear 421 to collect the signal of angle change, and sends it to the TCU for processing, so that the TCU can understand the state of the release bearing 11 and thus know the state of the continuously variable transmission (CVT).

[0029] Example 2

[0030] Example 2 is basically the same as Example 1, except that the positions of the primary pulley drive pulley and the primary pulley stationary pulley in the output component of the motorcycle continuously variable transmission (CVT) are reversed. That is, the primary pulley drive pulley is located on the side near the pulley housing cover. The mounting component also includes motor housing 1 231 and motor housing 232. Motor housing 1 231 and motor housing 232 are connected by bolts to form an outer shell. The drive motor 41 is fixed to motor housing 1 231 by bolts. The transmission component is installed inside the outer shell. Motor housing 232 is connected to positioning block 2 22 by bolts to form an external actuator. Positioning block 1 21 and positioning block 2 22 are respectively fixed to the outside of the pulley housing cover 13 by bolts. Thus, the external actuator is fixed to the outside of the motorcycle continuously variable transmission (CVT) through positioning block 1 21 and positioning block 2 22, and the motorcycle continuously variable transmission (CVT) is driven by the external actuator. During assembly, the motorcycle assembly can be completed first. After the motorcycle assembly is completed, the external actuator can be fastened to the pulley housing cover to quickly complete the installation of the gearbox actuator, which effectively improves the motorcycle assembly efficiency. Moreover, the motorcycle assembly and actuator assembly can be carried out simultaneously. After the motorcycle assembly is completed, the assembled actuator can be directly connected to the motorcycle, making the actuator installation more convenient and improving the motorcycle assembly efficiency.

[0031] Meanwhile, during subsequent maintenance, the actuator can be maintained independently without disassembling the motorcycle's continuously variable transmission (CVT) system, reducing the workload and difficulty of maintenance.

[0032] Example 3

[0033] Example 3 is basically the same as Example 2, except that a pad 7 is provided between the release bearing 11 and the primary pulley 121. The pad 7 is sleeved on the outside of the sleeve 6 and has a small clearance transition fit with the sleeve 6, so that the pad 7 can slide along the axial direction of the output shaft 123. By setting the pad 7, the modification of the existing continuously variable transmission (CVT) parts can be reduced, the cost of upgrading can be reduced, and it is possible to push the primary pulley 121 to slide by the release bearing 11 without making major modifications to the existing motorcycle continuously variable transmission (CVT).

[0034] 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 the technical means used to solve problems in the above embodiments of this utility model can be combined to solve multiple technical problems simultaneously. For those skilled in the art, several modifications and improvements can be made without departing from the technical solution of this utility model, and these should also be considered within the scope of protection of this utility model. These modifications 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 actuator, characterized in that: It includes a drive unit and an execution unit. The execution unit includes a fork shaft, a release fork, and a release bearing. The fork shaft is rotatably mounted on the motorcycle and can rotate under the drive of the drive unit. The release fork is fixedly mounted on the fork shaft, and the free end of the release fork is hinged to the release bearing, thereby converting the rotation of the drive unit into the swing of the release fork, and then driving the release bearing to reciprocate linearly through the swing of the release fork.

2. The motorcycle ECVT actuator according to claim 1, characterized in that: The drive unit includes a drive motor and a gear transmission assembly. The drive motor is fixed to the motorcycle, and the gear transmission assembly is located between the fork shaft and the drive motor, and can transmit the power of the drive motor to the fork shaft.

3. The motorcycle ECVT actuator according to claim 2, characterized in that: The gear transmission assembly includes a worm and a turbine. The worm and turbine are adapted to each other and can receive the rotational power transmitted by the drive motor. The turbine rotation center is provided with a spline and is connected to the fork shaft through the spline, thereby transmitting the rotational power to the fork shaft.

4. The motorcycle ECVT actuator according to claim 3, characterized in that: The gear transmission assembly also includes an internal gear ring, which is a bowl-shaped cylindrical structure consisting of a sidewall and a closed end. The sidewall is provided with internal teeth, and the closed end is provided with a slot. One end of the worm is provided with a flat rectangular shaft section that is adapted to the slot of the closed end. The flat rectangular shaft section is inserted into the slot from the outside of the closed end of the internal gear ring and forms a flat rectangular connection. The output shaft of the drive motor is provided with a gear section. The internal gear ring is rotatably disposed between the output shaft of the drive motor and the worm and meshes with the gear section of the output shaft of the drive motor.

5. The motorcycle ECVT actuator according to claim 4, characterized in that: It also includes an installation unit, which includes positioning block one and positioning block two. Positioning block one and positioning block two are detachably fixed to the motorcycle, and the fork shaft is rotatably mounted on positioning block one and positioning block two.

6. The motorcycle ECVT actuator according to claim 5, characterized in that: The mounting unit also includes a housing, within which the gear transmission assembly is integrated. The housing is detachably connected to the motorcycle and positioned on the side away from the motorcycle.

7. The motorcycle ECVT actuator according to claim 6, characterized in that: The outer casing also includes motor housing one and motor housing two. Motor housing one is fixedly connected to motor housing two by bolts. Motor housing two and positioning block two are fixedly connected by bolts. Fork shaft bushings are respectively provided at both ends of the fork shaft and are rotatably mounted on positioning block one and positioning block two. Positioning block one and positioning block two are fixedly connected to the motorcycle by bolts.

8. The motorcycle ECVT actuator according to claim 7, characterized in that: It also includes a measurement unit, which is used to detect the angle data of the turbine rotation and can control the start of the drive motor based on the detected angle data.

9. The motorcycle ECVT actuator according to claim 8, characterized in that: The measuring unit includes an angle sensor, which is fixed on the housing and connected to a TCU. The TCU is electrically connected to the drive motor and can control the start of the drive motor.

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