motorcycle

Abstract

This application discloses a motorcycle, including a frame, a running gear, a suspension system, a powertrain, and a transmission. The transmission includes a shift hub, a countershaft, a gear set, a shift fork assembly, and a retaining ring. The gear set includes a first gear and a second gear, both rotatably connected to the countershaft. The shift fork assembly includes a shift fork body and a shift fork arm, the shift fork body being driveably connected to either the first or second gear. A limiting groove is formed on the countershaft. The transmission also includes a retaining ring engaged with the countershaft and a baffle structure at least partially engaged within the limiting groove, the baffle structure abutting between the first and second gears. The retaining ring abuts against the side of the first gear away from the second gear, and / or, the retaining ring abuts against the side of the second gear away from the first gear. This configuration improves the operational stability of the transmission.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a motorcycle. Background Technology

[0002] A motorcycle typically includes a frame, body panels, a running gear system, a suspension system, an engine, and a transmission. The transmission includes a main shaft, shift hub, shift forks, a countershaft, and multiple gears connected to the countershaft. The main shaft receives power from the engine and mounts multiple drive gears, each capable of meshing with a specific gear. The shift hub drives the shift forks to connect to different gears, thus connecting different gears to the countershaft for gear selection. The transmission also includes retaining rings connected to the countershaft for limiting the movement of the gears.

[0003] During the connection between the shift fork and the gear, the different rotational speeds of the shift fork and the gear can cause the shift fork to engage with the gear teeth. This results in the shift fork exerting an axial force on the gear, which in turn causes the retaining ring, which abuts against the gear, to also bear an axial force. If the retaining ring cannot resist this axial force, it may detach from the countershaft, preventing it from properly restraining the gear. This causes the gear to slide on the countershaft, ultimately leading to transmission failure between the gear and the drive gear, and reducing the operational stability of the transmission. Utility Model Content

[0004] In order to overcome the shortcomings of the prior art, the purpose of this application is to provide a motorcycle whose transmission device has good working stability.

[0005] In a first aspect, embodiments of this application provide a motorcycle, comprising a frame, a running gear, a suspension system, a powertrain, and a transmission. The running gear is at least partially located below the frame. The suspension system connects the running gear to the frame. The powertrain is supported by the frame and includes a transmission connected to the running gear and an engine connected to the transmission. The transmission includes a shift hub, a countershaft, a gear set, a shift fork assembly, a retaining ring, and a baffle structure. The gear set includes a first gear and a second gear, both rotatably connected to the countershaft. The shift fork assembly includes a shift fork body and a shift fork arm. The shift fork body is slidably connected to the countershaft and is driveably connected to either the first or second gear. The shift fork arm is connected between the shift fork body and the shift hub. The retaining ring is engaged with the countershaft, a limiting groove is formed on the countershaft, and the baffle structure is at least partially engaged within the limiting groove, abutting between the first and second gears. The retaining ring abuts against the side of the first gear away from the second gear, and / or the retaining ring abuts against the side of the second gear away from the first gear.

[0006] In one possible implementation, the baffle structure includes a limiting member and multiple arc-shaped baffles, the multiple arc-shaped baffles being at least partially engaged in the limiting groove and forming a ring structure, the limiting member at least partially surrounding the ring structure to fix the multiple arc-shaped baffles.

[0007] In one possible implementation, the limiting element is a limiting ring, which is sleeved on the ring structure.

[0008] In one possible implementation, the limiting member is integrally formed with the side of the first gear closest to the second gear, or the limiting member is integrally formed with the side of the second gear closest to the first gear.

[0009] In one possible implementation, the limiting element consists of multiple limiting protrusions connected to a first or second gear, and the multiple limiting protrusions surround and abut against the ring structure.

[0010] In one possible implementation, the thickness of the limiting member along the axial direction of the secondary shaft is less than or equal to the thickness of the arc-shaped baffle along the axial direction of the secondary shaft.

[0011] In one possible implementation, when the thickness of the limiting member and the arc-shaped baffle are equal along the axial direction of the secondary shaft, the limiting member abuts between the first gear and the second gear, and the arc-shaped baffle abuts between the first gear and the second gear.

[0012] In one possible implementation, a retaining ring groove is also provided on the secondary shaft. The retaining ring groove and the limiting groove are arranged along the axial direction of the secondary shaft. The retaining ring is engaged in the retaining ring groove. The depth of the retaining ring groove along the radial direction of the secondary shaft is less than the depth of the limiting groove along the radial direction of the secondary shaft.

[0013] In one possible implementation, the thickness of the baffle structure along the secondary shaft axis is greater than the thickness of the retaining ring along the secondary shaft axis.

[0014] In one possible implementation, when a retaining ring is provided and abuts against the first gear, the countershaft also has an annular protrusion that abuts against the side of the second gear away from the first gear.

[0015] In the aforementioned motorcycle, the baffle structure provides support for the first and second gears, enabling them to resist the axial force of the shift fork body. This helps reduce the axial force on the retaining ring, preventing it from detaching from the countershaft due to excessive axial force. Consequently, it improves the connection stability between the retaining ring and the countershaft, thereby enhancing the limiting stability of the retaining ring on the first and second gears. This, in turn, improves the connection stability between the first and second gears and the drive gear, thus enhancing the overall operational stability of the transmission. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the structure of a motorcycle provided in an embodiment of this application.

[0017] Figure 2 This is a schematic diagram of the combination of a transmission device and an engine for a motorcycle provided in an embodiment of this application.

[0018] Figure 3 This is a cross-sectional schematic diagram of the transmission device of a motorcycle provided in an embodiment of this application.

[0019] Figure 4 Examples of this application Figure 3 Enlarged diagram of point A in the diagram.

[0020] Figure 5 An exploded view of the countershaft, gear set, retaining ring, and baffle structure of the motorcycle transmission device provided in the embodiments of this application. Detailed Implementation

[0021] To enable those skilled in the art to better understand the present application, the technical solutions in specific embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings.

[0022] like Figure 1 and Figure 2 As shown, this application provides a motorcycle 200, which includes a frame 21, a running gear 22, a suspension system 23, and a powertrain 24.

[0023] The frame 21 serves as the basic framework of the motorcycle 200, supporting the running gear 22, suspension system 23, and powertrain 24. The running gear 22 is at least partially located below the frame 21, and the suspension system 23 connects the running gear 22 to the frame 21. The powertrain 24 includes an engine 241 and a transmission 100. The engine 241 is drive-connected to the transmission 100 and can input power to the transmission 100. The transmission 100 is connected to the running gear 22 and can output power to the running gear 22 to drive the running gear 22, thereby driving the motorcycle 200.

[0024] It should be noted that the transmission device 100 of this application can also be installed on other vehicles that require the use of the transmission device 100, such as two-wheeled motorcycles, three-wheeled motorcycles, or four-wheeled motorcycles (i.e., all-terrain vehicles). This application does not limit the application scenarios of the transmission device 100.

[0025] like Figure 2 and Figure 3As shown, the transmission device 100 includes a housing 11, a main shaft 12, a countershaft 13, a transmission gear set 14, a transmission hub 15, and a shift fork assembly 16. The housing 11 serves as the basic frame of the transmission device 100, supporting the main shaft 12, transmission hub 15, countershaft 13, and shift fork assembly 16. The main shaft 12 is rotatably connected to the housing 11 and receives power from the engine output shaft; multiple drive gears 121 are connected to the main shaft 12. The countershaft 13 is rotatably connected to the housing 11 and transmits and outputs power. The transmission gear set 14 is connected to the countershaft 13. The transmission hub 15 is connected to the housing 11 and drives the shift fork assembly 16. The shift fork assembly 16 is connected to the countershaft 13 and also to the transmission hub 15; the shift fork assembly 16 adjusts the transmission ratio between the main shaft 12 and the countershaft 13.

[0026] like Figure 3 and Figure 4 As shown, specifically, the gear set 14 includes a first gear 141 and a second gear 142, both of which are rotatably connected to the countershaft 13. The first gear 141 meshes with one of the drive gears 121, and the second gear 142 meshes with the other drive gear 121. The shift fork assembly 16 is used to drive the first gear 141 or the second gear 142 to the countershaft 13, so that one of the first gear 141 and the second gear 142 rotates synchronously with the countershaft 13. This allows the main shaft 12 to be driven to the countershaft 13 via the drive gear 121 and the first gear 141, or vice versa, thereby realizing the gear shifting transmission of the gear transmission device 100.

[0027] In this application, the gear set 14 can be provided in multiple sets, and the transmission ratio of the first gear 141 and the corresponding drive gear 121 in each gear set 14 is different from the transmission ratio of the second gear 142 and the corresponding drive gear 121, so as to realize the switching of different gears of the gear transmission device 100.

[0028] The transmission device 100 also includes a retaining ring 17, which is snapped onto the countershaft 13. In some embodiments, two retaining rings 17 are provided, one retaining ring 17 abutting against the side of the first transmission gear 141 away from the second transmission gear 142, and the other retaining ring 17 abutting against the side of the second transmission gear 142 away from the first transmission gear 141. This arrangement allows the retaining ring 17 to limit the movement of the first transmission gear 141, thereby improving the connection stability between the first transmission gear 141 and the countershaft 13. Furthermore, the retaining ring 17 can also limit the movement of the second transmission gear 142, thereby improving the connection stability between the second transmission gear 142 and the countershaft 13.

[0029] In another embodiment, a retaining ring 17 is provided, which abuts against the side of the first gear 141 away from the second gear 142, or the retaining ring 17 abuts against the side of the second gear 142 away from the first gear 141. In this case, the countershaft 13 also forms an annular protrusion 133 (see reference). Figure 5 Along the axial direction of the secondary shaft 13, the retaining ring 17 and the annular protrusion 133 are respectively disposed on both sides of the transmission gear set 14. With this arrangement, the transmission gear set 14 can be limited by the annular protrusion 133 and the retaining ring 17, so that it is not necessary to assemble two retaining rings 17 on the secondary shaft 13, which is beneficial to improving the assembly efficiency of the transmission device 100.

[0030] In some embodiments, the retaining ring 17 abuts against the first gear 141, at which time the annular protrusion 133 abuts against the side of the second gear 142 away from the first gear 141.

[0031] like Figure 3 and Figure 4 As shown, in this embodiment, the shift fork assembly 16 includes a shift fork body 161 and a shift fork arm 162. The shift fork body 161 is slidably connected to the secondary shaft 13. In some embodiments, the shift fork body 161 and the secondary shaft 13 are connected by a spline, so that the shift fork body 161 can rotate synchronously with the secondary shaft 13 and can slide relative to the secondary shaft 13.

[0032] Specifically, the shift fork arm 162 is connected between the shift fork body 161 and the shift hub 15, so that the shift hub 15 can drive the shift fork body 161 to slide on the sub-shaft 13 through the shift fork arm 162, thereby enabling the shift fork body 161 to be connected to the first shift gear 141 or the second shift gear 142, and thus enabling the first shift gear 141 or the second shift gear 142 to rotate synchronously with the sub-shaft 13 through the shift fork body 161.

[0033] More specifically, the shift fork body 161 includes a pawl, and both the first gear 141 and the second gear 142 include a slot. When the shift fork arm 162 drives the shift fork body 161 to slide on the countershaft 13, the pawl of the shift fork body 161 can engage with the slot of one of the first gear 141 and the second gear 142, thereby making the shift fork body 161 drively connected to one of the first gear 141 and the second gear 142, and thus making one of the first gear 141 and the second gear 142 rotate synchronously with the countershaft 13.

[0034] In this embodiment, multiple shift fork bodies 161 and shift fork arms 162 are provided. The shift hub 15 can drive multiple shift fork arms 162 so that each shift fork arm 162 controls the movement of a corresponding shift fork body 161, thereby causing the pawl of one shift fork body 161 to engage with the slot of the first gear 141, thus causing the first gear 141 to rotate synchronously with the countershaft 13; or, causing the pawl of another shift fork body 161 to engage with the slot of the second gear 142, thus causing the second gear 142 to rotate synchronously with the countershaft 13; or, causing none of the multiple shift fork bodies 161 to engage with the first gear 141 and the second gear 142, thereby causing the transmission device 100 to be in neutral. Here, neutral means that the transmission device 100 does not transmit power from the engine 241 to the travel system 22.

[0035] It should be noted that when the shift fork body 161 rotates with the sub-shaft 13, the shift fork body 161 includes a connection position that can be connected to the first gear 141 or the second gear 142. That is, when the shift fork body 161 is in the connection position, the pawl can engage with the slot of the first gear 141 or the second gear 142.

[0036] When the shift fork body 161 approaches the first gear 141 or the second gear 142, and the shift fork body 161 is not in the engaged position, the pawl of the shift fork body 161 will abut against the first gear 141 or the second gear 142. Under the drive of the shift fork arm 162, the shift fork body 161 will generate an axial force on the first gear 141 or the second gear 142, thereby causing the retaining ring 17 abutting against the first gear 141 or the retaining ring 17 abutting against the second gear 142 to be subjected to the axial force. In order to enable the retaining ring 17 to resist the axial force and prevent the retaining ring 17 from disengaging from the sub-shaft 13, the transmission device 100 of this application also includes a baffle structure 18.

[0037] Specifically, such as Figures 3 to 5As shown, a limiting groove 131 is formed on the sub-shaft 13, and the baffle structure 18 is at least partially engaged in the limiting groove 131 and abuts against the first gear 141 and the second gear 142. With this arrangement, along the axial direction of the sub-shaft 13, the baffle structure 18 can provide axial support for the first gear 141 and the second gear 142, enabling the first gear 141 and the second gear 142 to resist the axial force exerted by the shift fork body 161 on either the first gear 141 or the second gear 142. This reduces or even eliminates the axial force on the retaining ring 17, preventing it from detaching from the sub-shaft 13. This improves the connection stability between the retaining ring 17 and the sub-shaft 13, thereby enhancing the limiting stability of the retaining ring 17 on the first gear 141 and the second gear 142, and ultimately improving the operational stability of the transmission device 100.

[0038] like Figure 4 and Figure 5 As shown, in one embodiment, the baffle structure 18 includes a limiting member 181 and a plurality of arc-shaped baffles 182. The arc-shaped baffles 182 can provide axial support force for the first gear 141 and the second gear 142, and the limiting member 181 is used to fix the plurality of arc-shaped baffles 182.

[0039] Specifically, multiple arc-shaped baffles 182 are at least partially engaged within the limiting groove 131, forming a ring structure 183. The limiting member 181 at least partially surrounds the ring structure 183 to fix the multiple arc-shaped baffles 182. With this arrangement, the ring structure 183 is formed by splicing multiple arc-shaped baffles 182, thus eliminating the need to fully fit the baffle structure 18 into the limiting groove 131, which facilitates the assembly of the baffle structure 18 into the limiting groove 131.

[0040] It should be noted that when the baffle structure 18 is installed as a whole set, the baffle structure 18 needs to be deformed before it is assembled into the limiting groove 131. Therefore, the material of the baffle structure 18 needs to have a certain deformation. However, the structural strength and rigidity of the baffle structure 18 with deformation are relatively small, which leads to insufficient support force provided by the baffle structure 18 to the first gear 141 and the second gear 142, and thus cannot reduce the axial force on the retaining ring 17.

[0041] It should be noted that in this application, the limiting groove 131 can be an annular groove, so that the annular structure 183 can be located within the limiting groove 131. It is understood that multiple arc-shaped baffles 182 can also form a quasi-annular structure, for example, with a gap between two adjacent arc-shaped baffles 182. In this case, the limiting groove 131 can be formed by combining multiple arc-shaped grooves, so that each arc-shaped baffle 182 can be located within an arc-shaped groove.

[0042] In summary, this application adopts a split assembly structure for the baffle structure 18, which does not require deformation during assembly. This allows the baffle structure 18 to be made of a material with greater rigidity, thereby improving the support force provided by the baffle structure 18 to the first gear 141 and the second gear 142.

[0043] It should be noted that when the arc-shaped baffle 182 is engaged in the limiting groove 131, the arc-shaped baffle 182 at least partially abuts between the first gear 141 and the second gear 142, so that the arc-shaped baffle 182 can provide axial support force to the first gear 141 and the second gear 142.

[0044] like Figure 5 As shown, in one embodiment, the limiting member 181 is a limiting ring 1811, which is sleeved on the ring structure 183. With this configuration, the limiting ring 1811 can simplify the structure of the limiting member 181 while fixing the ring structure 183, thereby facilitating the processing and manufacturing of the limiting member 181.

[0045] In one implementation, the limiting ring 1811 is integrally formed with the side of the first gear 141 near the second gear 142.

[0046] In another implementation, the limiting ring 1811 is integrally formed with the side of the second gear 142 closest to the first gear 141.

[0047] With the above two settings, when assembling the transmission device 100, multiple arc-shaped baffles 182 can be fixed without separately assembling the limit ring 1811, thereby improving the overall assembly efficiency of the transmission device 100.

[0048] As an alternative implementation, the limiting member 181 comprises multiple limiting protrusions (not shown), which are connected to either the first transmission gear 141 or the second transmission gear 142. Specifically, the multiple limiting protrusions surround and abut against the outer diameter surface of the ring structure 183. This arrangement reduces material usage compared to the limiting ring 1811, thereby reducing the production cost of the limiting member 181. In this embodiment, each arc-shaped baffle 182 abuts against at least one limiting protrusion.

[0049] In some embodiments, the plurality of limiting protrusions are integrally formed with the first gear 141 or the second gear 142, thereby eliminating the need to assemble the limiting protrusions separately, which is beneficial to improving the overall assembly efficiency of the transmission device 100.

[0050] In one implementation, the thickness of the limiting member 181 along the axial direction of the secondary shaft 13 is less than or equal to the thickness of the arc-shaped baffle 182 along the axial direction of the secondary shaft 13. This arrangement prevents the thickness of the limiting member 181 from exceeding the thickness of the arc-shaped baffle 182, which would otherwise cause the first gear 141 and the second gear 142 to only abut against the limiting member 181. Instead, it allows the arc-shaped baffle 182 to abut against both the first gear 141 and the second gear 142, thus ensuring that the arc-shaped baffle 182 can provide axial support for both gears.

[0051] In some embodiments, when the thickness of the limiting member 181 and the arc-shaped baffle 182 is equal along the axial direction of the secondary shaft 13, the limiting member 181 abuts between the first gear 141 and the second gear 142, and the arc-shaped baffle 182 abuts between the first gear 141 and the second gear 142. With this configuration, the first gear 141 and the second gear 142 can limit the limiting member 181, preventing the limiting member 181 from shifting and causing misalignment between the limiting member 181 and the arc-shaped baffle 182. This facilitates the fixing of the arc-shaped baffle 182 by the limiting member 181, thereby improving the structural stability of the baffle structure 18.

[0052] It should be noted that this application does not impose any restrictions on the structure of the limiting member 181, as long as the limiting member 181 can fix multiple arc-shaped baffles 182.

[0053] like Figure 5 As shown, in one embodiment, a retaining ring groove 132 is also provided on the countershaft 13. The retaining ring groove 132 and the limiting groove 131 are arranged along the axial direction of the countershaft 13, and the retaining ring 17 is engaged in the retaining ring groove 132. This arrangement allows the retaining ring 17 to be limited by the retaining ring groove 132, thereby improving the connection stability between the retaining ring 17 and the countershaft 13, and thus improving the limiting stability of the retaining ring 17 on the transmission gear set 14. It should be noted that the retaining ring 17 of this application can undergo elastic deformation, allowing the retaining ring 17 to be fitted onto the countershaft 13 and engaged in the retaining ring groove 132.

[0054] In this embodiment, the depth of the retaining ring groove 132 along the radial direction of the secondary shaft 13 is less than the depth of the limiting groove 131 along the radial direction of the secondary shaft 13. That is, the groove depth of the retaining ring groove 132 is less than the groove depth of the limiting groove 131. With this configuration, the limiting groove 131, which has a larger groove depth, can increase the axial support force of the limiting groove 131 on the arc-shaped baffle 182 when the arc-shaped baffle 182 is engaged with the limiting groove 131. This can reduce the axial force on the retaining ring 17, thereby preventing the retaining ring 17 from detaching from the secondary shaft 13 and improving the working stability of the transmission device 100.

[0055] Secondly, the shallower groove 132 of the retaining ring can reduce the amount of deformation of the retaining ring 17 when it is fitted onto the countershaft 13, provided that the retaining ring 17 can be engaged in the groove 132. This allows the retaining ring 17 to be made of a material with greater rigidity, which in turn helps to improve the limiting stability of the retaining ring 17 on the gear set 14.

[0056] In one embodiment, the thickness of the baffle structure 18 along the axial direction of the secondary shaft 13 is greater than the thickness of the retaining ring 17 along the axial direction of the secondary shaft 13. With this configuration, the thicker baffle structure 18 provides greater axial support to the first transmission gear 141 and the second transmission gear 142, thereby further reducing the axial force on the retaining ring 17 and preventing the retaining ring 17 from detaching from the secondary shaft 13.

[0057] It should be understood that those skilled in the art can make improvements or modifications based on the above description, and all such improvements and modifications should fall within the protection scope of the appended claims.

Claims

1. A motorcycle, comprising: Frame; A walking system, at least partially located below the vehicle frame; A suspension system that connects the running gear to the vehicle frame; A powertrain supported by the vehicle frame, the powertrain including a transmission device driven by the running system and an engine driven by the transmission device; The transmission device includes a transmission hub, a countershaft, a transmission gear set, and a shift fork assembly. The transmission gear set includes a first transmission gear and a second transmission gear, both of which are rotatably connected to the countershaft. The shift fork assembly includes a shift fork body and a shift fork arm. The shift fork body is slidably connected to the countershaft and rotates synchronously with the countershaft. The shift fork body is capable of being driven to either the first transmission gear or the second transmission gear. The shift fork arm is connected between the shift fork body and the transmission hub. Its features are, The countershaft has a limiting groove, and the transmission device further includes a retaining ring that is engaged with the countershaft and a baffle structure that is at least partially engaged with the limiting groove. The baffle structure abuts between the first transmission gear and the second transmission gear, and the retaining ring abuts on the side of the first transmission gear away from the second transmission gear, and / or the retaining ring abuts on the side of the second transmission gear away from the first transmission gear.

2. The motorcycle according to claim 1, characterized in that, The baffle structure includes a limiting member and multiple arc-shaped baffles. The multiple arc-shaped baffles are at least partially engaged in the limiting groove and form a ring structure. The limiting member at least partially surrounds the ring structure to fix the multiple arc-shaped baffles.

3. The motorcycle according to claim 2, characterized in that, The limiting component is a limiting ring, which is sleeved on the ring structure.

4. The motorcycle according to claim 3, characterized in that, The limiting member is integrally formed with the side of the first gear closest to the second gear, or the limiting member is integrally formed with the side of the second gear closest to the first gear.

5. The motorcycle according to claim 2, characterized in that, The limiting member consists of multiple limiting protrusions, which are connected to the first or second gear and surround and abut against the ring structure.

6. The motorcycle according to claim 2, characterized in that, The thickness of the limiting member along the axial direction of the secondary shaft is less than or equal to the thickness of the arc-shaped baffle along the axial direction of the secondary shaft.

7. The motorcycle according to claim 6, characterized in that, When the thickness of the limiting member and the arc-shaped baffle are equal along the axial direction of the secondary shaft, the limiting member abuts between the first gear and the second gear, and the arc-shaped baffle abuts between the first gear and the second gear.

8. The motorcycle according to claim 1, characterized in that, The secondary shaft is also provided with a retaining ring groove, which is arranged along the axial direction of the secondary shaft with the retaining ring groove. The retaining ring is engaged in the retaining ring groove, and the depth of the retaining ring groove along the radial direction of the secondary shaft is less than the depth of the retaining groove along the radial direction of the secondary shaft.

9. The motorcycle according to claim 1, characterized in that, The thickness of the baffle structure along the secondary shaft axis is greater than the thickness of the retaining ring along the secondary shaft axis.

10. The motorcycle according to claim 1, characterized in that, When the retaining ring is provided and abuts against the first gear, the countershaft also forms an annular protrusion, which abuts against the side of the second gear away from the first gear.

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