A double clutch motorcycle gear shifting system

Abstract

The application relates to the technical field of a driving system of a hot-crossover vehicle, in particular to a double-clutch motorcycle gear shifting system which comprises a gear shifting driving source and a gear shifting shaft, the gear shifting driving source is used for driving the gear shifting shaft to translate, and the double-clutch motorcycle gear shifting system further comprises an auxiliary driving source, the auxiliary driving source is also used for driving the gear shifting shaft to translate. The application forms a double-power cooperative mechanism by adding the auxiliary driving source and the gear shifting driving source to jointly drive the gear shifting shaft to translate, and the gear shifting response speed is obviously improved.

Description

Technical Field

[0001] This application relates to the field of drive systems for motorcycles, and more particularly to a dual-clutch motorcycle shifting system. Background Technology

[0002] With the continuous development of engine technology, motorcycles using dual-clutch engines have appeared on the market, which can significantly improve the driving experience.

[0003] In related technologies, dual-clutch engines include a shift drive source, a transmission gear assembly, a shift drum, shift forks, and shift gears. During shifting, the shift drive source rotates, driving the shift drum to rotate via the transmission gear assembly. The shift forks in the shift track of the shift drum move axially along the shift drum, actuating the shift gears fixedly mounted on the shift shaft to achieve gear shifting. However, if shifting relies solely on the shift drive source, there may be issues with untimely shift response, affecting driving smoothness and power performance. Utility Model Content

[0004] To improve driving smoothness, this application provides a dual-clutch motorcycle shifting system.

[0005] This application provides a dual-clutch motorcycle shifting system, which adopts the following technical solution:

[0006] A dual-clutch motorcycle shifting system includes a shift drive source and a shift shaft, wherein the shift drive source is used to drive the shift shaft to translate, and an auxiliary drive source is also included, wherein the auxiliary drive source is also used to drive the shift shaft to translate.

[0007] By adopting the above technical solution, and by adding an auxiliary drive source to jointly drive the shift shaft translation with the shift drive source, a dual-power collaborative mechanism is formed, which significantly improves the shift response speed. When the shift drive source experiences power lag due to insufficient load or speed, the auxiliary drive source can immediately supplement the driving force, effectively solving the shift delay problem of traditional single-motor systems and improving shift smoothness and power connection efficiency.

[0008] Optionally, it also includes a transmission structure, wherein the auxiliary drive source is a drive motor, and the auxiliary drive source drives the shift shaft to translate through the transmission structure.

[0009] By adopting the above technical solution, using a drive motor as an auxiliary drive source and indirectly driving the shift shaft through a transmission structure, the system layout flexibility is optimized while maintaining the advantages of dual-power synergy. The transmission structure allows the drive motor to be installed away from the shift shaft, avoiding spatial interference, while the mechanical transmission path provides stable power transmission, enhancing system reliability.

[0010] Optionally, the transmission structure includes an abutment and a transmission component. The abutment is disposed on the shift shaft and there are two abutments arranged along the axial direction of the shift shaft. The transmission component is located between the two abutments. The auxiliary drive source is used to drive the transmission component to rotate. The transmission component can rotate to abut against one of the two abutments.

[0011] By adopting the above technical solution, the contact design between the transmission component and the two contacting components efficiently converts the rotational motion of the drive motor into the precise linear displacement of the shift shaft. The transmission component selectively contacts one of the contacting components, achieving bidirectional translational control of the shift shaft. This design features a simple structure, a clear force transmission path, reduced energy loss, and improved shift position accuracy.

[0012] Optionally, the shift shaft includes a small diameter section and a large diameter section connected together. The diameter of the small diameter section is smaller than the diameter of the large diameter section. The small diameter section is located at the end of the shift shaft. An abutment sleeve is fitted on the end of the small diameter section away from the large diameter section. One of the abutment members is the large diameter section, and the other abutment member is the abutment sleeve.

[0013] By adopting the above technical solution, two high-rigidity contact components are naturally formed by utilizing the variable diameter structure (small diameter section and large diameter section) of the shift shaft itself and the added contact sleeve. The design of the large diameter section and the small diameter section facilitates the machining of the shift shaft (through milling); at the same time, the detachable design of the contact sleeve facilitates maintenance and replacement.

[0014] Optionally, it also includes a clutch lever, wherein the auxiliary drive source is used to drive the clutch lever to rotate, and a transmission groove for inserting an abutment is provided through the surface of the clutch lever, extending axially along the shift shaft, the transmission groove extending through the surface of the clutch lever near the shift shaft, and the transmission member is connected to the groove wall of the transmission groove.

[0015] By adopting the above technical solution, the transmission groove design of the clutch lever converts rotational motion into linear motion, achieving efficient power transmission. The transmission component is naturally formed by directly creating a transmission groove on the shift shaft (the portion without a transmission groove automatically forms the transmission component). Compared to detachably connecting the transmission component to the clutch lever, this application is more convenient for processing.

[0016] Optionally, the surface of the transmission member near the large diameter section in the axial direction of the shift shaft is flush with the surface of the clutch lever near the large diameter section in the axial direction of the shift shaft.

[0017] By adopting the above technical solution, compared with opening transmission grooves on both opposite surfaces of the clutch lever so that the ungrooved part in the middle forms a transmission component, the transmission component of this application is set on the side of the clutch lever closest to the large diameter section. Thus, only one transmission groove needs to be opened, which further improves the ease of processing. At the same time, it minimizes the axial dimension of the clutch lever on the shift shaft, which is conducive to a compact layout and avoids additional space occupation.

[0018] Optionally, the transmission component is provided with a clearance groove for the insertion of a small-diameter section.

[0019] By adopting the above technical solution, the clearance groove on the transmission component provides an interference-free movement channel for the small-diameter section. During the axial movement of the small-diameter section, the clearance groove always accommodates the small-diameter section, preventing accidental collision between the transmission component and the small-diameter section and ensuring the free travel of the shift shaft; at the same time, while ensuring that the contact area is large enough, the radial space occupied by the clutch lever and the shift shaft on the shift shaft is minimized.

[0020] Optionally, an avoidance arc surface is formed on the surface of the end of the abutment sleeve away from the large diameter section, and the avoidance arc surface is bent in the direction away from the large diameter section.

[0021] By adopting the above technical solution, the avoidance arc surface design at the end of the contact sleeve optimizes the dynamic interaction process between the transmission component and the contact sleeve. When the transmission component disengages from the contact sleeve to abut against the large-diameter section, the avoidance arc surface can avoid contact with the clutch lever, reducing the risk of jamming.

[0022] In summary, this application includes at least one of the following beneficial technical effects:

[0023] 1. An auxiliary drive source and a shift drive source are added to jointly drive the shift shaft to move, forming a dual-power synergy mechanism, which significantly improves the shift response speed;

[0024] 2. The contact design between the transmission component and the two contacting components efficiently converts the rotational motion of the drive motor into the precise linear displacement of the shift shaft. The structure is simple and the force transmission path is clear, reducing energy loss and improving the shift position accuracy.

[0025] 3. Both the contact parts and the transmission parts are easy to process. Attached Figure Description

[0026] Figure 1 This is a structural diagram of this application.

[0027] Figure 2 This is a structural schematic diagram that highlights the cooperation relationship between the clutch lever and the shift shaft in this application.

[0028] Figure 3 This is an exploded view of the clutch lever and shift shaft in this application.

[0029] Explanation of reference numerals in the attached drawings: 1. Shift drive source; 2. Shift shaft; 21. Small diameter section; 22. Large diameter section; 3. Auxiliary drive source; 4. Transmission structure; 41. Contact element; 42. Transmission element; 421. Clearance groove; 5. Contact sleeve; 51. Clearance arc surface; 6. Clutch lever; 61. Transmission groove; 7. Reduction gear set; 8. Shift drum; 81. Shift groove; 9. Shift fork. Detailed Implementation

[0030] The following combination Figures 1-3 This application will be described in further detail.

[0031] This application discloses a dual-clutch motorcycle shifting system. (Refer to...) Figure 1 The dual-clutch motorcycle shifting system includes a shift drive source 1, a shift shaft 2, and an auxiliary drive source 3. The auxiliary drive source 3 can synchronously drive the shift shaft 2 to move together with the shift drive source 1.

[0032] Reference Figure 1 The dual-clutch motorcycle shifting system also includes a reduction gear set 7, a shift drum 8, and a shift fork 9. The reduction gear set 7 includes multiple rotatably mounted reduction gears, with the rotation axis of each gear extending parallel to the extension direction of the shift shaft 2. An "S"-shaped shift groove 81 is formed on the circumferential side wall of the shift drum 8. The shift fork 9 is fixedly connected to the shift shaft 2, with its end inserted into the shift groove 81. The shift drive source 1 is a drive motor, which drives the shift drum 8 to rotate via the reduction gear set 7, thereby moving the shift fork 9 and ultimately the shift shaft 2.

[0033] Reference Figure 2 The dual-clutch motorcycle shifting system also includes a transmission structure 4. The auxiliary drive source 3 is a drive motor, which drives the shift shaft 2 to move via the transmission structure 4. In other embodiments, the transmission structure 4 may be omitted, and the auxiliary drive source 3 directly drives the shift shaft 2 to move. In other embodiments, the auxiliary drive source 3 can be a cylinder, an electric push rod, or any other means capable of driving the shift shaft 2 to move.

[0034] Reference Figure 3The dual-clutch motorcycle shifting system also includes a clutch lever 6, which is a cylindrical rod. The auxiliary drive source 3 drives the clutch lever 6 to rotate via a gear transmission assembly. The transmission structure 4 includes a transmission component 42. With the shift shaft 2's axis positioned longitudinally, a transmission groove 61 extending rearward is formed on the circumferential sidewall of the front side of the clutch lever 6, penetrating the circumferential sidewall near the shift shaft 2. There is a gap between the bottom wall of the transmission groove 61 and the rear surface of the clutch lever 6; that is, the transmission groove 61 does not penetrate the rear surface of the clutch lever 6. The transmission component 42 is formed by the portion between the bottom wall of the transmission groove 61 and the rear surface of the clutch lever 6; that is, the rear surface of the transmission component 42 is flush with the rear surface of the clutch lever 6.

[0035] In other embodiments, transmission grooves 61 can be formed on both the front and rear surfaces of the clutch lever 6, and the transmission member 42 is formed by the portion between the bottom walls of the two transmission grooves 61. In other embodiments, the transmission grooves 61 can extend through the front and rear surfaces of the clutch lever 6, and the transmission member 42 can be detachably connected to the groove wall of the transmission groove 61. In other embodiments, transmission grooves 61 can be formed, and the transmission member 42 can be detachably connected to the circumferential side wall of the clutch lever 6 near the shift shaft 2.

[0036] Reference Figure 3 A clearance groove 421 is provided on the surface of the transmission component 42 near the shift shaft 2.

[0037] Reference Figure 2 and Figure 3 The transmission structure 4 also includes two abutment members 41, which are arranged axially along the shift shaft 2. The transmission member 42 is located between the two abutment members 41, and the clutch arm 6 can rotate until the transmission member 42 abuts against one of the abutment members 41, thereby pushing the shift shaft 2 to move.

[0038] Reference Figure 2 and Figure 3 The shift shaft 2 includes a small-diameter section 21 and a large-diameter section 22 connected together. The diameter of the small-diameter section 21 is smaller than the diameter of the large-diameter section 22. The small-diameter section 21 is located at the end of the shift shaft 2, and the small-diameter section 21 and the large-diameter section 22 are arranged in a front-rear direction. The small-diameter section 21 is machined by a milling process. The small-diameter section 21 can be inserted into the clearance groove 421. An abutment sleeve 5 is fitted on the end of the small-diameter section 21 away from the large-diameter section 22. One of the abutment members 41 is the large-diameter section 22, and the other abutment member 41 is the abutment sleeve 5. When the clutch lever 6 rotates to the point where the front surface of the transmission member 42 abuts against the abutment sleeve 5, it pushes the shift shaft 2 to move forward. When the clutch lever 6 rotates to the point where the rear surface of the transmission member 42 abuts against the large-diameter section 22, it pushes the shift shaft 2 to move backward.

[0039] In other embodiments, the shift shaft 2 can be a uniform diameter optical shaft, and the two contact members 41 are detachably connected to the circumferential side wall of the shift shaft 2 near the clutch lever 6. In other embodiments, the contact sleeve 5 can be replaced by a large diameter section 22, that is, the large diameter section 22 has two sections, and the small diameter section 21 is located between the two large diameter sections 22.

[0040] Reference Figure 3 The surface of the end of the contact sleeve 5 away from the large diameter section 22 is formed with a relief arc surface 51 by a rounding process. The relief arc surface 51 is bent in the direction away from the large diameter section 22, which can avoid the transmission component 42 when the clutch arm 6 rotates to the point where the transmission component 42 abuts and pushes the large diameter section 22, thus preventing interference between the contact sleeve 5 and the transmission component 42.

[0041] In other embodiments, the transmission structure 4 may not include the abutment member 41 and the transmission member 42. The transmission structure 4 may be fixedly mounted on the connecting rod on the clutch arm 6, and the connecting rod is rotatably connected to the shift shaft 2.

[0042] The implementation principle of a dual-clutch motorcycle shifting system according to an embodiment of this application is as follows: During the shifting process, the shifting drive source 1 drives the shifting shaft 2 to move; at the same time, the auxiliary drive source 3 drives the clutch rotating arm 6 to rotate, so that the clutch rotating arm 6 rotates until the transmission component 42 abuts against the large diameter section 22 or against the abutting sleeve 5, thereby pushing the shifting shaft 2 to move.

[0043] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A dual-clutch motorcycle shifting system, comprising a shift drive source (1) and a shift shaft (2), wherein the shift drive source (1) is used to drive the shift shaft (2) to translate, characterized in that: It also includes an auxiliary drive source (3), which is also used to drive the shift shaft (2) to translate.

2. The dual-clutch motorcycle shifting system according to claim 1, characterized in that: It also includes a transmission structure (4), the auxiliary drive source (3) is a drive motor, and the auxiliary drive source (3) drives the shift shaft (2) to translate through the transmission structure (4).

3. The dual-clutch motorcycle shifting system according to claim 2, characterized in that: The transmission structure (4) includes an abutment (41) and a transmission component (42). The abutment (41) is provided on the shift shaft (2) and there are two of them. The two abutments (41) are arranged along the axial direction of the shift shaft (2). The transmission component (42) is located between the two abutments (41). The auxiliary drive source (3) is used to drive the transmission component (42) to rotate. The transmission component (42) can rotate to abut against one of the two abutments (41).

4. A dual-clutch motorcycle shifting system according to claim 3, characterized in that: The shift shaft (2) includes a small diameter section (21) and a large diameter section (22) connected to each other. The diameter of the small diameter section (21) is smaller than the diameter of the large diameter section (22). The small diameter section (21) is located at the end of the shift shaft (2). An abutment sleeve (5) is fitted on the end of the small diameter section (21) away from the large diameter section (22). One of the abutment members (41) is the large diameter section (22), and the other abutment member (41) is the abutment sleeve (5).

5. A dual-clutch motorcycle shifting system according to claim 3, characterized in that: It also includes a clutch lever (6), the auxiliary drive source (3) is used to drive the clutch lever (6) to rotate, and a transmission groove (61) for inserting an abutment (41) is provided through the surface of the clutch lever (6) extending axially along the shift shaft (2). The transmission groove (61) extends through the surface of the clutch lever (6) near the shift shaft (2), and the transmission member (42) is connected to the groove wall of the transmission groove (61).

6. A dual-clutch motorcycle shifting system according to claim 5, characterized in that: The surface of the transmission component (42) on the axial direction of the shift shaft (2) near the large diameter section (22) is flush with the surface of the clutch lever (6) on the axial direction of the shift shaft (2) near the large diameter section (22).

7. A dual-clutch motorcycle shifting system according to claim 5, characterized in that: The transmission component (42) has a clearance groove (421) for the small diameter section (21) to be inserted.

8. A dual-clutch motorcycle shifting system according to claim 4, characterized in that: An avoidance arc surface (51) is formed on the surface of the end of the abutment sleeve (5) away from the large diameter section (22), and the avoidance arc surface (51) is bent in the direction away from the large diameter section (22).

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