A motorcycle gear shift mechanism

Abstract

The utility model discloses a motorcycle speed change mechanism, including driving shaft, driven shaft and shift fork group, driving shaft and driven shaft are mutually parallel arrangement, be provided with the gear shift gear group between driving shaft and driven shaft, gear shift gear group is in driving shaft's axial sequence for first gear shift gear group, second gear shift gear group, third gear shift gear group, fourth gear shift gear group, fifth gear shift gear group, sixth gear shift gear group, seventh gear shift gear group and eighth gear shift gear group, the driving gear of third gear shift gear group and sixth gear shift gear group all are with driving shaft spline connection, and the driving gear of third gear shift gear group and its both sides adjacent driving gear disengage and engage cooperation, the driving gear of sixth gear shift gear group and its both sides adjacent driving gear disengage and engage cooperation. The scheme has provided a technical scheme different from prior art and can be selected.

Description

Technical Field

[0001] This utility model relates to a motorcycle transmission device, specifically a motorcycle transmission mechanism. Background Technology

[0002] A motorcycle transmission mechanism is a set of gears with multiple positions between the drive shaft and the driven shaft to achieve different gear shifting requirements. Most existing motorcycle transmission mechanisms are six-speed. However, in practical use, it has been found that these mechanisms, when used on automatic transmission motorcycles, can easily cause shifting jerks, thus affecting the driving experience.

[0003] Chinese patent document CN 112460209 B discloses a multi-speed dual-clutch transmission device, comprising: an outer input shaft and an inner input shaft nested together, and an output shaft parallel to the inner input shaft and the outer input shaft. The inner input shaft is connected to a power source via a first clutch, and the outer input shaft is connected to the power source via a second clutch. Both the outer input shaft and the inner input shaft are provided with multiple gear drive gears, and the output shaft is provided with multiple gear driven gears. The multiple gear drive gears mesh one-to-one with the multiple gear driven gears. The device is characterized in that: the multiple gear drive gears include a first drive gear set, a second drive gear set, and a third drive gear set. The gear set includes a first driving gear set that is loosely fitted and rotatably supported on the inner or outer input shaft; a second driving gear set that is splinedly connected to the inner or outer input shaft and axially movable along the inner or outer input shaft; and a third driving gear set that is fixedly mounted on the inner or outer input shaft. The plurality of driven gears include a first driven gear set and a second driven gear set. The first driven gear set is loosely fitted and rotatably supported on the output shaft and meshes with the second or third driving gear set. The second driven gear set is splinedly connected to the output shaft. A keyed connection is established, allowing the gears to move axially along the output shaft and mesh with the first drive gear set. A first synchronization mechanism is provided on the gears of the second drive gear set and the second driven gear set. This first synchronization mechanism selectively engages with the gears of an adjacent first drive gear set or the first driven gear set, fixing the gears of the first drive gear set to the gears of the second drive gear set or the gears of the first driven gear set to the gears of the second driven gear set. The first driven gear set includes at least one gear shifting gear, which includes a neutral gear and a second synchronization mechanism slidably connected to the neutral gear. The first drive gear set includes a second-speed drive gear and a fifth-speed drive gear; the second drive gear set includes a sixth-speed drive gear and a seventh-speed drive gear; the third drive gear set includes a fourth-speed drive gear and a third-speed drive gear. The first synchronization mechanism is provided on both the sixth-speed drive gear and the seventh-speed drive gear. The sixth-speed drive gear, the second-speed drive gear, and the fourth-speed drive gear are sequentially arranged on the outer input shaft starting from the second clutch. The third-speed drive gear, the fifth-speed drive gear, and the seventh-speed drive gear are sequentially arranged on the inner input shaft.The first driven gear set includes a sixth-speed driven gear, a fourth-speed driven gear, a third-speed driven gear, and a seventh-speed driven gear. The second driven gear set includes a second-speed driven gear and a fifth-speed driven gear. Both the second-speed and fifth-speed driven gears are equipped with a first synchronization mechanism. The output shaft is sequentially equipped with a sixth-speed driven gear, a second-speed driven gear, a fourth-speed driven gear, a third-speed driven gear, a fifth-speed driven gear, and a seventh-speed driven gear, which mesh with the sixth-speed driving gear, the second-speed driving gear, the fourth-speed driving gear, the third-speed driving gear, the fifth-speed driving gear, and the seventh-speed driving gear, respectively. The fourth-speed driven gear is a neutral gear of the gear shifting gear. The first synchronization mechanism and the second synchronization mechanism are dog clutches. The advantages of this prior art are as follows: In a multi-speed dual-clutch transmission, the torque can be switched between two different gears by means of a gear-switching gear in the driven gear set. This allows for the use of other gear pairs to achieve the required speed ratio when increasing a gear, eliminating the need for additional gear pairs, reducing the number of gears on the input shaft, shortening the axial dimension, and achieving lightweight and miniaturized transmission mechanisms.

[0004] Although the existing multi-speed dual-clutch transmissions have achieved miniaturization and weight reduction of the transmission device, in the specific power transmission process, the control of the transmission ratio of some gears requires the participation of up to six gears. The control of the transmission ratio involving a large number of gears has high requirements for the machining accuracy and materials of the gears, and the structure of the gears is more complex, which is not conducive to reducing the cost of the transmission device. Utility Model Content

[0005] The purpose of this utility model is to provide a motorcycle transmission mechanism, offering a technical solution that differs from existing technologies.

[0006] To achieve the above objectives, the basic solution of this utility model provides a motorcycle transmission mechanism, including a drive shaft, a driven shaft, and a shift fork assembly. The drive shaft and the driven shaft are arranged parallel to each other, and a shift gear set is arranged between the drive shaft and the driven shaft. The shift gear set is arranged sequentially along the axial direction of the drive shaft as a first shift gear set, a second shift gear set, a third shift gear set, a fourth shift gear set, a fifth shift gear set, a sixth shift gear set, a seventh shift gear set, and an eighth shift gear set.

[0007] The driving gears of the first and eighth shift gear sets are statically connected to the drive shaft. The driving gears of the second, fourth, fifth, and seventh shift gear sets are rotatably connected to the drive shaft. The driving gears of the third and sixth shift gear sets are splined connected to the drive shaft. The driving gear of the third shift gear set is engaged with the driving gears on both sides of it. The driving gear of the sixth shift gear set is engaged with the driving gears on both sides of it.

[0008] The driven gears of the first, third, sixth, and eighth shift gear sets are all rotatably connected to the driven shaft. The driven gears of the fourth and fifth shift gear sets are all statically connected to the driven shaft. The driven gears of the second and seventh shift gear sets are all splined connected to the driven shaft. The driven gear of the second shift gear set is engaged with the driven gears adjacent to it on both sides, and the driven gear of the seventh shift gear set is engaged with the driven gears adjacent to it on both sides.

[0009] The shift fork assembly includes four shift forks for driving the driven gear of the second shift gear set, driving the driving gear of the third shift gear set, driving the driving gear of the sixth shift gear set, and driving the driven gear of the seventh shift gear set.

[0010] The beneficial effects of this basic scheme are as follows: by controlling the movement of the corresponding gears through the shift fork assembly, the gear shifting mechanism can be switched to different transmission ratios. Compared with the existing technology, the transmission ratio control involves a maximum of three gears, thereby reducing the requirements for gear machining accuracy and materials, which helps to reduce the cost of the gear shifting mechanism. It also reduces the axial space of the entire gear shifting mechanism, which is beneficial for the installation and use of the gear shifting mechanism on motorcycles.

[0011] Preferably, the transmission ratios of the eighth, first, sixth, third, fourth, seventh, second, and fifth shift gear sets gradually decrease in sequence. This arrangement ensures that the torque transmitted by all the drive gears on the drive shaft gradually decreases from both ends towards the middle. During assembly, the drive shaft primarily relies on its two ends for connection and support, thus placing the drive gears with higher torque transmissions closer to the support components of the drive shaft. This helps maintain stability of the drive shaft when transmitting high torque and improves the overall reliability of the transmission mechanism.

[0012] Preferably, the transmission ratios of the eighth, first, sixth, third, fourth, seventh, second, and fifth shift gear sets are distributed in a geometric ratio or with equal differential ratios. This arrangement results in a denser arrangement of low gears in the transmission mechanism, facilitating smoother gear shifting at lower speeds and reducing riding jerks.

[0013] Preferably, the driving gear of the third shift gear set is engaged with the driving gears of the second and fourth shift gear sets via a ratchet and a connecting hole; the driving gear of the sixth shift gear set is engaged with the driving gears of the fifth and seventh shift gear sets via a ratchet and a connecting hole. This configuration allows for power transmission through mutual fixation via the ratchet inserting into the connecting hole, and interruption of power transmission by separating the ratchet from the connecting hole. Furthermore, the connecting hole reduces the weight of the gears, lowers the manufacturing difficulty, and minimizes the clearance between gears. This achieves convenient engagement and disengagement of gears while reducing the size and weight of the transmission mechanism.

[0014] This utility model has the following beneficial effects:

[0015] 1. This utility model achieves the switching of the gear transmission mechanism to different transmission ratios by controlling the movement of the corresponding gears through the shift fork assembly. Compared with the prior art, the transmission ratio control involves a maximum of three gears, thereby reducing the requirements for gear machining accuracy and materials, which helps to reduce the cost of the gear transmission mechanism. It also reduces the axial space of the entire gear transmission mechanism, which is beneficial for the installation and use of the gear transmission mechanism on motorcycles.

[0016] 2. The transmission mechanism of this utility model arranges the two low gears that transmit the largest torque and the two high gears that transmit the largest speed at both ends of the gear set of the transmission mechanism, thereby improving the reliability of the transmission mechanism under high torque and high speed conditions, and thus improving the performance of the transmission mechanism.

[0017] 3. The eight gear ratios of the transmission mechanism of this utility model are arranged in geometric ratios or equal differential ratios according to the gear order, so that the low gears of the transmission mechanism are arranged more densely, thereby improving the smoothness of gear shifting and reducing riding jerking when the transmission mechanism is used on an automatic transmission motorcycle, thus improving riding comfort. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of an embodiment of a motorcycle transmission mechanism according to the present invention. Detailed Implementation

[0019] In this utility model, "first", "second", "third", "fourth", "fifth", "sixth", "seventh" and "eighth" do not represent the order of gear shifting or the gear level, but are only used to distinguish different mechanisms and different parts with similar functions.

[0020] The following detailed description illustrates the specific implementation method:

[0021] The reference numerals in the accompanying drawings include: drive shaft 1, first drive gear 2, second drive gear 3, third drive gear 4, fourth drive gear 5, fifth drive gear 6, sixth drive gear 7, seventh drive gear 8, eighth drive gear 9, eighth driven gear 10, seventh driven gear 11, sixth driven gear 12, fifth driven gear 13, fourth driven gear 14, third driven gear 15, second driven gear 16, first driven gear 17, driven shaft 18, first shift fork 19, second shift fork 20, third shift fork 21, and fourth shift fork 22.

[0022] The basic implementation examples are as follows: Figure 1 The image shows a motorcycle transmission mechanism, comprising a drive shaft 1, a driven shaft 18, and a shift fork assembly. The drive shaft 1 and the driven shaft 18 are arranged parallel to each other, and a shift gear set is disposed between the drive shaft 1 and the driven shaft 18. There are eight shift gear sets, arranged sequentially along the axial direction of the drive shaft 1 as a first shift gear set, a second shift gear set, a third shift gear set, a fourth shift gear set, a fifth shift gear set, a sixth shift gear set, a seventh shift gear set, and an eighth shift gear set.

[0023] For ease of description, the driving gear of the first shift gear set is named First Driving Gear 2, and the driven gear is named First Driven Gear 17; the driving gear of the second shift gear set is named Second Driving Gear 3, and the driven gear is named Second Driven Gear 16; the driving gear of the third shift gear set is named Third Driving Gear 4, and the driven gear is named Third Driven Gear 15; the driving gear of the fourth shift gear set is named Fourth Driving Gear 5, and the driven gear is named Fourth Driven Gear 14; the driving gear of the fifth shift gear set is named Fifth Driving Gear 6, and the driven gear is named Fifth Driven Gear 13; the driving gear of the sixth shift gear set is named Sixth Driving Gear 7, and the driven gear is named Sixth Driven Gear 12; the driving gear of the seventh shift gear set is named Seventh Driving Gear 8, and the driven gear is named Seventh Driven Gear 11; the driving gear of the eighth shift gear set is named Eighth Driving Gear 9, and the driven gear is named Eighth Driven Gear 10.

[0024] In this embodiment, the driving gears of the first and eighth shift gear sets are both statically connected to the drive shaft 1, that is, the first driving gear 2 and the eighth driving gear 9 are both statically connected to the drive shaft 1. Specifically, the static connection is preferably a keyed connection. The driving gears of the second, fourth, fifth, and seventh shift gear sets are all rotatably connected to the drive shaft 1, that is, the second driving gear 3, the fourth driving gear 5, the fifth driving gear 6, and the seventh driving gear 8 are all rotatably connected to the drive shaft 1. Specifically, the rotatable connection is a loose fitting. The driving gears of the third and sixth shift gear sets are both splined connected to the drive shaft 1, that is, the third driving gear 4 and the sixth driving gear 7 are both splined connected to the drive shaft 1. The driving gear of the third shift gear set engages with its adjacent driving gears on both sides, that is, the third driving gear 4 engages with the second driving gear 3 and the fourth driving gear 5 respectively. In this embodiment, the engagement is specifically achieved through a ratchet pawl and a connecting hole. In this embodiment, the third drive gear 4 has pawl portions integrally formed at both ends, and the second drive gear 3 and the fourth drive gear 5 both have connecting holes that mate with the pawl portions. The drive gear of the sixth shift gear set engages with the drive gears adjacent to it on both sides, that is, the sixth drive gear 7 engages with the fifth drive gear 6 and the seventh drive gear 8 respectively. In this embodiment, the engagement is specifically achieved through the pawl portions and connecting holes. In this embodiment, the sixth drive gear 7 has pawl portions integrally formed at both ends, and the fifth drive gear 6 and the seventh drive gear 8 each have connecting holes that mate with the pawl portions.

[0025] In this embodiment, the driven gears of the first, third, sixth, and eighth shift gear sets are all rotatably connected to the driven shaft 18, specifically the first driven gear 17, third driven gear 15, sixth driven gear 12, and eighth driven gear 10. In this embodiment, the rotatable connection is specifically a loose fitting. The driven gears of the fourth and fifth shift gear sets are both statically connected to the driven shaft 18, specifically the fourth driven gear 14 and fifth driven gear 13. Preferably, the static connection is a keyed connection. The driven gears of the second and seventh shift gear sets are both splinedly connected to the driven shaft 18, specifically the second driven gear 16 and seventh driven gear 11. The driven gear of the second shift gear set engages with its adjacent driven gears on both sides, specifically, the second driven gear 16 engages with the first driven gear 17 and the third driven gear 15. In this embodiment, the engagement is specifically achieved through a ratchet portion and a connecting hole. In this embodiment, the two ends of the second driven gear 16 are integrally formed with ratchet portions, and the first driven gear 17 and the third driven gear 15 are respectively provided with connecting holes that engage with the ratchet portions. The driven gear of the seventh shift gear set engages with its adjacent driven gears on both sides, specifically, the seventh driven gear 11 engages with the sixth driven gear 12 and the eighth driven gear 10. In this embodiment, the engagement is specifically achieved through a ratchet portion and a connecting hole. In this embodiment, the two ends of the seventh driven gear 11 are integrally formed with ratchet portions, and the sixth driven gear 12 and the eighth driven gear 10 are respectively provided with connecting holes that engage with the ratchet portions.

[0026] In this embodiment, the shift fork assembly includes four shift forks for driving the driven gear of the second shift gear set, driving the driving gear of the third shift gear set, driving the driving gear of the sixth shift gear set, and driving the driven gear of the seventh shift gear set. For ease of description, the four shift forks are respectively a first shift fork 19 for driving the second driven gear 16, a second shift fork 20 for driving the third driving gear 4, a third shift fork 21 for driving the sixth driving gear 7, and a fourth shift fork 22 for driving the seventh driven gear 11.

[0027] In this embodiment, the transmission ratios of the eighth, first, sixth, third, fourth, seventh, second, and fifth shift gear groups gradually decrease sequentially. Preferably, the transmission ratios of the eighth, first, sixth, third, fourth, seventh, second, and fifth shift gear groups are distributed with equal differential ratios. Of course, in other embodiments, the transmission ratios can also be distributed geometrically.

[0028] The specific implementation process is as follows: In neutral, all shift forks are in the middle position, and no power is transmitted between the drive shaft 1 and the driven shaft 18.

[0029] When shifting to first gear, the fourth shift fork 22 controls the engagement of the seventh driven gear 11 and the eighth driven gear 10, while the other shift forks remain in the middle position. This allows the power of the drive shaft 1 to be transmitted to the driven shaft 18 in sequence through the eighth drive gear 9, the eighth driven gear 10 and the seventh driven gear 11, thus realizing the first gear shift of the transmission mechanism.

[0030] In second gear shifting, the fourth shift fork 22 controls the seventh driven gear 11 to separate from the eighth driven gear 10 and return to the middle position, the first shift fork 19 controls the second driven gear 16 to engage with the first driven gear 17, while the other shift forks remain in the middle position, so that the power of the drive shaft 1 is transmitted to the driven shaft 18 in sequence through the first drive gear 2, the first driven gear 17 and the second driven gear 16, realizing the second gear shifting of the transmission mechanism.

[0031] When shifting to three gears, the first shift fork 19 controls the second driven gear 16 to separate from the first driven gear 17 and return to the middle position, the fourth shift fork 22 controls the seventh driven gear 11 to engage with the sixth driven gear 12, and the other shift forks remain in the middle position, so that the power of the drive shaft 1 is transmitted to the driven shaft 18 in sequence through the sixth drive gear 7, the sixth driven gear 12 and the seventh driven gear 11, thus realizing the three-speed shifting of the transmission mechanism.

[0032] When shifting to fourth gear, the fourth shift fork 22 controls the seventh driven gear 11 to separate from the sixth driven gear 12 and return to the middle position, the first shift fork 19 controls the second driven gear 16 to engage with the third driven gear 15, and the other shift forks remain in the middle position, so that the power of the drive shaft 1 is transmitted to the driven shaft 18 in sequence through the third drive gear 4, the third driven gear 15 and the second driven gear 16, thus realizing the four-speed shifting of the transmission mechanism.

[0033] When shifting to five gears, the first shift fork 19 controls the second driven gear 16 to separate from the third driven gear 15 and return to the middle position, the second shift fork 20 controls the third driving gear 4 to engage with the fourth driving gear 5, and the other shift forks remain in the middle position, so that the power of the driving shaft 1 is transmitted to the driven shaft 18 in sequence through the third driving gear 4, the fourth driving gear 5 and the fourth driven gear 14, thus realizing the five-speed shifting of the transmission mechanism.

[0034] When shifting to sixth gear, the second shift fork 20 controls the third drive gear 4 to separate from the fourth drive gear 5 and return to the middle position, the third shift fork 21 controls the sixth drive gear 7 to engage with the seventh drive gear 8, and the other shift forks remain in the middle position, so that the power of the drive shaft 1 is transmitted to the driven shaft 18 in sequence through the sixth drive gear 7, the seventh drive gear 8 and the seventh driven gear 11, thus realizing the six-speed shifting of the transmission mechanism.

[0035] When shifting to the seventh gear, the third shift fork 21 controls the sixth drive gear 7 to separate from the seventh drive gear 8 and return to the middle position, the second shift fork 20 controls the third drive gear 4 to engage with the second drive gear 3, and the other shift forks remain in the middle position, so that the power of the drive shaft 1 is transmitted to the driven shaft 18 in sequence through the third drive gear 4, the second drive gear 3 and the second driven gear 16, thus realizing the seven-speed shifting of the transmission mechanism.

[0036] When shifting to eighth gear, the second shift fork 20 controls the third drive gear 4 to separate from the second drive gear 3 and return to the middle position, the third shift fork 21 controls the sixth drive gear 7 to engage with the fifth drive gear 6, and the other shift forks remain in the middle position, so that the power of the drive shaft 1 is transmitted to the driven shaft 18 in sequence through the sixth drive gear 7, the fifth drive gear 6 and the fifth driven gear 13, thus realizing the eight-speed shifting of the transmission mechanism.

[0037] This invention achieves the switching of the gear transmission mechanism to different transmission ratios by controlling the movement of the corresponding gears through the shift fork assembly. Compared with the prior art, the transmission ratio control involves a maximum of three gears, thereby reducing the requirements for gear machining accuracy and materials, which helps to reduce the cost of the gear transmission mechanism. It also reduces the axial space of the entire gear transmission mechanism, which is beneficial for the installation and use of the gear transmission mechanism on motorcycles.

[0038] The above description is merely an embodiment of this utility model, and common knowledge such as specific structures and characteristics of the solution is not described in detail here. It should be noted that those skilled in the art can make several modifications and improvements without departing from the structure of this utility model, and these should also be considered within the protection scope of this utility model. These modifications and improvements will not affect the effectiveness of the implementation of this utility model or the practicality of the patent.

Claims

1. A motorcycle transmission mechanism, comprising a drive shaft, a driven shaft, and a shift fork assembly, wherein the drive shaft and the driven shaft are arranged parallel to each other, and a shift gear assembly is provided between the drive shaft and the driven shaft, characterized in that: The shift gear sets are sequentially arranged along the axial direction of the drive shaft as the first shift gear set, the second shift gear set, the third shift gear set, the fourth shift gear set, the fifth shift gear set, the sixth shift gear set, the seventh shift gear set, and the eighth shift gear set; The driving gears of the first and eighth shift gear sets are statically connected to the drive shaft. The driving gears of the second, fourth, fifth, and seventh shift gear sets are rotatably connected to the drive shaft. The driving gears of the third and sixth shift gear sets are splined connected to the drive shaft. The driving gear of the third shift gear set is engaged with the driving gears on both sides of it. The driving gear of the sixth shift gear set is engaged with the driving gears on both sides of it. The driven gears of the first, third, sixth, and eighth shift gear sets are all rotatably connected to the driven shaft. The driven gears of the fourth and fifth shift gear sets are all statically connected to the driven shaft. The driven gears of the second and seventh shift gear sets are all splined connected to the driven shaft. The driven gear of the second shift gear set is engaged with the driven gears adjacent to it on both sides, and the driven gear of the seventh shift gear set is engaged with the driven gears adjacent to it on both sides. The shift fork assembly includes four shift forks for driving the driven gear of the second shift gear set, driving the driving gear of the third shift gear set, driving the driving gear of the sixth shift gear set, and driving the driven gear of the seventh shift gear set.

2. The motorcycle transmission mechanism according to claim 1, characterized in that: The transmission ratios of the eighth, first, sixth, third, fourth, seventh, second, and fifth shift gear groups gradually decrease in sequence.

3. A motorcycle transmission mechanism according to claim 2, characterized in that: The transmission ratios of the eighth, first, sixth, third, fourth, seventh, second, and fifth shift gear groups are distributed in a geometric speed ratio or an equal differential speed ratio.

4. A motorcycle transmission mechanism according to any one of claims 1-3, characterized in that: The driving gear of the third shift gear set is engaged with the driving gears of the second and fourth shift gear sets through a ratchet and a connecting hole; the driving gear of the sixth shift gear set is engaged with the driving gears of the fifth and seventh shift gear sets through a ratchet and a connecting hole.

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