Motorcycle electric gear shifting mechanism and motorcycle

Abstract

The utility model discloses a kind of motorcycle electric gear shifting mechanism and motorcycle, it is related to motorcycle technical field, including the box body being equipped with driving device, the output of driving device is fixed with gear shifting driving gear, gear shifting driving gear is transmission connection with gear shifting driven gear, gear shifting driven gear is sleeved in the end of gear shifting arm, the end of gear shifting arm away from gear shifting driven gear is equipped with the knob plate for driving speed change drum;Driving device includes the driving motor being connected with planetary reducer, the output of planetary reducer is connected with gear shifting driving gear;Main shaft and sub-shaft are equipped with several stop teeth, speed change drum knob each stop tooth axial sliding, to adjust the cooperation of each stop tooth of main shaft and sub-shaft, control component is used to detect the rotational speed of main shaft and sub-shaft, and control driving motor operation, solve the existing motorcycle automatic gear shifting mechanism structure complex, maintenance cost is higher, and gear shifting operation is cumbersome.

Description

Technical Field

[0001] This utility model relates to the field of motorcycle technology, and in particular to an electric shifting mechanism for motorcycles and a motorcycle. Background Technology

[0002] With the continuous advancement of technology, people have placed higher demands on the driving comfort of motorcycles. For existing conventional manual transmission motorcycles, the shifting of gears is achieved by manually operating a gear lever, which is cumbersome and can easily lead to fatigue for the rider. Equipping motorcycles with an electric shifting mechanism could improve this problem. However, current automatic transmission motorcycles use an electric shifting actuator, which uses a DC brushed motor to drive multiple gear sets, thereby driving the transmission mechanism to perform upshifting or downshifting actions. The above shifting method has a relatively complex structure and high maintenance costs.

[0003] In conclusion, developing a simple gear shifting mechanism that can improve driving comfort is a problem that urgently needs to be solved by those skilled in the art. Utility Model Content

[0004] The purpose of this utility model is to provide an electric shifting mechanism for motorcycles and a motorcycle, which solves the technical problems of the complex structure and high cost of existing electric shifting mechanisms.

[0005] To achieve the above objectives, this utility model provides an electric gear shifting mechanism for motorcycles, comprising:

[0006] The housing has a drive unit inside, and a shift drive gear is fixed at the output end of the drive unit. The shift drive gear is connected to the shift driven gear. The shift driven gear is sleeved on the end of the shift arm. The end of the shift arm away from the shift driven gear is provided with a toggle plate, which is used to drive the gear shift drum.

[0007] Both the main shaft and the secondary shaft are equipped with stop teeth. The speed change drum drives each stop tooth to slide axially, which is used to adjust the fit between the stop teeth on the secondary shaft and the main shaft.

[0008] The drive unit includes a drive motor for driving the spindle to rotate, and the drive motor is connected to a planetary reducer. The output end of the planetary reducer is connected to the shift drive gear.

[0009] The control unit is used to detect the speed of the main spindle and the auxiliary spindle. When the speed difference between the two is less than a preset value, the control unit controls the drive motor to run.

[0010] Preferably, the driven gear is sector-shaped, the shift arm extends to the outer end of the housing, and the outer wall of the housing is provided with mutually symmetrical shift blocks. The included angle between the opposite sides of the shift blocks is greater than the central angle corresponding to the driven gear. Each shift block is used to limit the rotation angle of the driven gear.

[0011] Preferably, a five-star plate is coaxially provided at one end of the shift drum near the shift plate, and a first torsion spring is sleeved on the outer periphery of the end of the shift arm. The first torsion spring is used to reset the shift arm.

[0012] Preferably, it also includes a positioning plate, which is rotatably connected to the inner wall of the housing via a rotating shaft. A second torsion spring is provided on the outer periphery of the rotating shaft. An abutment plate is rotatably provided on the end of the positioning plate opposite to the second torsion spring. The abutment plate is engaged with the five-star plate and is used to lock the setting state of the gear shift drum.

[0013] Preferably, the outer wall of the gear shift drum is provided with several shift grooves along its own length, and each shift groove is connected to a shift fork, and each shift fork engages with a shift tooth respectively.

[0014] Preferably, the planetary reducer includes a first sun gear coaxially connected to the output end of the drive motor, the first sun gear meshing with a plurality of first planet gears, each first planet gear being connected to a first planet carrier to drive the first planet carrier to rotate, a second sun gear being provided at the end of the first planet carrier opposite to the first planet gear, a plurality of second planet gears meshing with the outer periphery of the second sun gear, the second planet gears being connected to a second planet carrier to drive the second planet carrier to rotate, and the output end of the second planet carrier opposite to the second planet gear being connected to the shift drive gear.

[0015] Preferably, the secondary shaft and the main shaft are also provided with a number of rotating teeth, and the outer walls of the main shaft and the secondary shaft are provided with a number of limiting grooves. Each rotating tooth can be rotatably disposed in the limiting groove, and the limiting groove is used to restrict the axial degree of freedom of each rotating tooth.

[0016] Preferably, each rotating tooth has a mating groove on its side wall, and each stop tooth has a mating block that mates with the mating groove.

[0017] Preferably, the output end of the planetary reducer is provided with a spline on its outer periphery, the spline engaging with the shift drive gear, the outer periphery of each first planetary gear meshes with a first gear ring, and the outer periphery of each second planetary gear meshes with a second gear ring.

[0018] A motorcycle is equipped with the aforementioned electric gear shifting mechanism.

[0019] Compared to the aforementioned background technology, the electric gear shifting mechanism for motorcycles provided by this utility model includes: a housing for accommodating various components; a drive device is provided within the housing cavity; the drive device includes a drive motor; a planetary reducer is coaxially connected to the output end of the drive motor; the output end of the planetary reducer is connected to a shifting drive gear; the shifting drive gear meshes with a shifting driven gear; a shifting arm parallel to the output end of the drive motor passes through the shifting driven gear; a shifting plate is provided at the end of the shifting arm opposite to the shifting driven gear; the shifting plate drives a gear shift drum; the gear shift drum actuates the stop teeth provided on the main shaft and the countershaft, causing the stop teeth to slide on the main shaft and the countershaft. When the driver increases or decreases the throttle, the speed of the main shaft outputting power changes. The control unit detects the speed of the main shaft and the countershaft. When the speed difference between the main shaft and the countershaft is less than a preset value, the control unit controls the drive motor to drive the planetary reducer. After the planetary reducer reduces speed, the torque received by the shift drive gear increases and the speed decreases, enabling the shift drive gear to drive the shift driven gear to rotate stably and accurately. The shift lever drives the shift plate to rotate, and the shift plate causes the shift drum to slide axially. The shift drum shifts the position of each gear, adjusts the engagement relationship between the gears of the main shaft and the countershaft, changes the transmission ratio of the shift mechanism, and completes the automatic shifting of the motorcycle.

[0020] This application detects the rotational speeds of the main spindle and the secondary spindle through a control component. When both rotational speeds reach a suitable range, the control component automatically shifts gears via a drive motor. Furthermore, the drive motor in this application is pre-processed using a multi-stage planetary reducer to reduce the output speed, improve control accuracy, integrate the reduction mechanism with the drive motor, reduce structural size, simplify structural layout, and improve space utilization. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0022] Figure 1 This is a structural diagram of the electric gear shifting mechanism for motorcycles provided in an embodiment of the present utility model;

[0023] Figure 2 This is a side view of the electric gear shifting mechanism for a motorcycle provided in an embodiment of the present utility model;

[0024] Figure 3 This is a cross-sectional view of the electric gear shifting mechanism for motorcycles provided in an embodiment of this utility model.

[0025] The components are as follows: 1-box body; 101-gear block; 2-drive device; 201-drive motor; 202-planetary reducer; 2021-first sun gear; 2022-first planetary gear; 2023-first planetary carrier; 2024-second sun gear; 2025-second planetary gear; 2026-second planetary carrier; 3-shifting drive gear; 4-shifting driven gear; 5-shifting arm; 6-shifting plate; 7-five-star plate; 8-gear drum; 801-first shifting slot; 802-second shifting slot; 803-third shifting slot; 9-main shaft; 10-countershaft; 11-positioning plate; 12-first torsion spring; 13-second torsion spring; 14-shifting fork shaft; 1401-first shifting fork; 1402-second shifting fork; 1403-third shifting fork. Detailed Implementation

[0026] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0027] To enable those skilled in the art to better understand the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0028] This utility model provides an electric gear shifting mechanism for motorcycles. Please refer to the appendix to the instruction manual. Figure 1 It includes a housing 1 for accommodating a drive unit 2. The drive unit 2 includes a drive motor 201 and a planetary reducer 202. The output end of the drive motor 201 is connected to the planetary reducer 202, and the output end of the planetary reducer 202 is connected to a shift drive gear 3. The shift drive gear 3 meshes with a shift driven gear 4. Further, a shift arm 5 is provided below the drive unit 2. The two ends of the shift arm 5 are respectively connected to a shift driven gear 4 and a shift plate 6. The shift driven gear 4 meshes with the shift drive gear 3. When the shift drive gear 3 drives the shift driven gear 4 to rotate, the gear shift occurs. Arm 5 drives the actuating plate 6 to rotate, which in turn drives the gear shift drum 8 to rotate. The gear shift drum 8 is connected to several gear teeth, each of which is slidably mounted on the main shaft 9 and the secondary shaft 10. When the gear shift drum 8 rotates, it drives the gear teeth on the main shaft 9 and the secondary shaft 10, changing the transmission relationship between the gear teeth on the main shaft 9 and the secondary shaft 10. Furthermore, a control component is provided in the drive device. The control component is used to detect the rotational speed of the main shaft 9 and the secondary shaft 10. When the control component detects that the speed difference between the main shaft 9 and the secondary shaft 10 is less than a preset range, the control component controls the drive motor 201 to run, and this application performs a gear shifting operation.

[0029] It should be noted that the output end of the planetary reducer 202 is provided with a spline on its outer periphery. The output end of the planetary reducer 202 is fixedly connected to the shift drive gear 3 through the spline. The gears include a first gear, a second gear, and a third gear. The third gear is located on the main shaft 9, and the first and second gears are located on the secondary shaft 10.

[0030] When the driver accelerates or decelerates the motorcycle, the control component detects the speed changes of the main shaft 9 and the countershaft 10. When the speed difference between the two is less than a preset value, the control component controls the drive motor 201 to start. The output of the drive motor 201 drives the planetary reducer 202 to rotate. The planetary reducer 202 is used to increase the torque output of the drive motor 201, so that the shift drive gear 3 connected to the planetary reducer 202 can provide reliable driving force for the shift driven gear 4. The shift driven gear 4 drives the shift arm 5 and the shift plate 6 to rotate. The gear drum 8 adjusts the first gear, the second gear, and the third gear to appropriate positions, so that the third gear engages with the main shaft 9 or the first gear and the second gear engage with the countershaft 10, adjusting the shift mechanism to an appropriate transmission ratio and completing the automatic shifting of the motorcycle.

[0031] Please refer to the instruction manual appendix. Figure 3 The output end of the drive motor 201 is coaxially connected to the first sun gear 2021 of the planetary reducer 202. The first planet gear 2022 meshes with the outer periphery of the first sun gear 2021. The first planet gear 2022 is connected to the first planet carrier 2023 at the end away from the drive motor. The first planet gears 2022 are evenly distributed on the outer periphery of the first planet carrier 2023. A second sun gear 2024 is provided on the side of the first planet gear 2022 away from the drive motor. A second planet gear 2025 is provided on the outer periphery of the second sun gear 2024. A second planet carrier 2026 is provided at the end of the second planet gear 2025 away from the drive motor. The output end of the second planet carrier 2026 on the side away from the second planet gear 2025 is connected to the shift drive gear 3.

[0032] Several connecting rods are provided on the side walls of the first planetary carrier 2023 and the second planetary carrier 2026 near the drive motor. Each connecting rod is evenly distributed around the edge of the side wall of the first planetary carrier 2023 and the second planetary carrier 2026. Each first planetary gear 2022 and each second planetary gear 2025 is passed through each connecting rod. When the first planetary gear 2022 and the second planetary gear 2025 rotate around the first sun gear 2021 and the first sun gear 2024, the first planetary gear 2022 and the second planetary gear 2025 cause the first planetary carrier 2023 and the second planetary carrier 2026 to rotate axially through the connecting rods.

[0033] Please refer to the instruction manual appendix. Figure 2The driven gear 4 is specifically sector-shaped. The end of the shift arm 5 extends to the outside of the housing 1. Two stop blocks 101 are provided on the outer wall of the housing 1. The stop blocks 101 are symmetrical to each other, and the opposite sides of each stop block 101 are inclined. The included angle between the opposite inclined surfaces of each stop block 101 is greater than the central angle corresponding to the arc of the driven gear 4. Each stop block 101 limits the rotation angle of the driven gear 4 while providing sufficient rotation space for the driven gear 4. It should be noted that when the drive motor 201 drives the driven gear 4 to rotate a certain angle, the side wall of the driven gear 4 abuts against the stop block 101, and the gear shift occurs. When the drive gear 3 and the driven gear 4 are locked, the drive motor 201 stalls. In this stalled state, the current through the drive motor 201 increases. When the current exceeds the preset stall current value, the drive motor 201 stops running. Furthermore, a first torsion spring 12 is provided on the outer periphery of the end of the shift arm 5 near the shift plate 6. When the shift arm 5 rotates to drive the transmission drum 8, the shift arm 5 twists the first torsion spring 12. When the driven gear 4 abuts against the gear block 101 and the drive motor 201 stops, the first torsion spring 12 rebounds, driving the shift arm 5 to rotate and reset the driven gear 4, making it convenient for the driver to perform subsequent gear shifting.

[0034] Please refer to the instruction manual attached. Figure 1 A five-star plate 7 is fixed at one end of the gear shift drum 8 near the actuating plate 6. The groove formed between the sharp corners of the five-star plate 7 can mate with the actuating plate 6. When the actuating plate 6 rotates, it abuts against the five-star plate 7, pushing the five-star plate 7 to rotate. Preferably, a rotating shaft is vertically mounted on the inner side wall of the housing 1. A positioning plate 11 is rotatably connected to the rotating shaft. In addition, the two ends of a second torsion spring 13 are respectively fixed to the positioning plate 11 and the side wall of the housing 1. The positioning plate 11 is positioned away from the rotating shaft. One end of the shaft is also rotatably connected to an abutment plate, which extends into the slot of the five-star plate 7. The second torsion spring 13 is used to maintain the positioning plate 11 in its set state. When the actuating plate 6 moves the five-star plate 7 to rotate, the top corner of the five-star plate 7 pushes the abutment plate at the same time. The abutment plate rolls along the side wall of the five-star plate 7 and falls into the adjacent slot. The positioning plate 11 is used to limit the rotation of the five-star plate 7 and prevent vibration from causing the first stop tooth, the second stop tooth, and the third stop tooth to slide, which would affect the transmission stability of the motorcycle.

[0035] Three shift grooves, designated as first shift groove 801, second shift groove 802, and third shift groove 803, are sequentially provided on the side wall of the gearbox drum 8 towards the five-star plate 7. A shift fork shaft 14, parallel to the shift arm 5, is provided on the inner wall of the housing 1. Three shift forks, designated as first shift fork 1401, second shift fork 1402, and third shift fork 1403, are sequentially mounted on the shift fork shaft 14 towards the five-star plate 7. A slider can be slidably mounted in each shift groove, and each slider is connected to a corresponding shift fork. Preferably, the first, second, and third stop teeth are all equipped with locking mechanisms. The first shift fork 1401, the second shift fork 1402, and the third shift fork 1403 engage with the engaging grooves of the first stop tooth, the second stop tooth, and the third stop tooth, respectively. Preferably, each shift groove is a curved section, with the curvature direction being the axial direction of the gear shift drum 8. When the gear shift drum 8 rotates, the slider slides within each shift groove, and the side wall of each shift groove abuts against the slider. The slider moves axially relative to the gear shift drum 8, causing the shift fork to slide on the shift fork shaft 14. Each shift fork causes the corresponding first stop tooth, second stop tooth, and third stop tooth to move. It should be noted that each stop tooth has a connecting block extending from both sides. Preferably, the number of rotating teeth can be specifically five. The two ends of the secondary shaft 10 are rotatably connected with a first rotating tooth and a second rotating tooth. A third rotating tooth is provided between the first and second stopping teeth. The first stopping tooth is located between the first and third rotating teeth, and the second stopping tooth is located between the second and third rotating teeth. A first driving gear and a second driving gear are fixedly connected to both ends of the main shaft 9. A fourth rotating tooth is provided between the first driving gear and the third stopping tooth, and a fifth rotating tooth is provided between the second driving gear and the third stopping tooth. Preferably, the outer periphery of the main shaft 9 and the secondary shaft 10 is provided with keyways, the keyways being along the axial direction of the main shaft 9. Furthermore, each stop tooth engages with a keyway, allowing it to slide on the main shaft 9 and the secondary shaft 10 while preventing axial rotation. This allows the stop teeth to drive the main shaft 9 and the secondary shaft 10 to rotate. In addition, the main shaft 9 and the secondary shaft 10 are provided with several limiting grooves, within which each rotating tooth can rotatably reside. These limiting grooves also restrict the axial freedom of each rotating tooth. In other words, each stop tooth can slide axially along the main shaft 9 and the secondary shaft 10, and each stop tooth can drive the main shaft 9 and the secondary shaft 10 to rotate. Each rotating tooth can rotate relative to the main shaft 9 and the secondary shaft 10, but cannot slide axially along the main shaft 9 and the secondary shaft 10.

[0036] Furthermore, each stop tooth has a mating block at both ends, and the mating blocks are evenly distributed around the axis of each stop tooth. Several mating grooves are provided on the side walls of each rotating tooth. When each shift fork moves the stop tooth to slide, the mating blocks engage with the mating grooves. In one embodiment of this application, when the first shift fork 1401 is not moved, the first drive gear and the second active gear of the main shaft 9 drive the first rotating tooth and the second rotating tooth. The first rotating tooth and the second rotating tooth rotate outside the main shaft 9 and the secondary shaft 10. The power of the main shaft 9 cannot be transmitted to the secondary shaft 10. At this time, the motorcycle is in neutral. When the driver twists the throttle to increase the speed of the main shaft 9, the control component detects the change in the speed of the main shaft 9 and the secondary shaft 10. When the speed difference between the secondary shaft 10 and the main shaft 9 is less than a certain threshold, the drive motor 201 starts, and the drive motor 201 drives... The planetary reducer 202 rotates, and outputs strong torque through the shifting drive shaft and shifting driven shaft. The shifting driven gear 4 drives the shifting arm 5 to rotate, the shift plate 6 drives the five-star plate 7 to rotate, the gear drum 8 coaxially connected to the five-star plate 7 rotates, and the first shift groove 801, which cooperates with the first shift fork 1401, rotates. The inner wall of the first shift groove 801 pushes the slider of the first shift fork 1401, causing the first shift fork 1401 to slide, and the mating groove of the first rotating tooth cooperates with the mating block of the first gear. At this time, the first drive gear drives the mating first rotating tooth and the first gear to rotate. The first gear drives the connected countershaft 10 to rotate through the keyway, completing the automatic upshift of the motorcycle. In addition, the downshift principle of the motorcycle is also to change the mating relationship between each gear and each rotating tooth, which will not be elaborated in this article.

[0037] This application also provides a motorcycle equipped with the above-mentioned electric gear shifting mechanism, which can automatically shift gears according to vehicle speed, thereby improving the driver's operating comfort.

[0038] It should be noted that in this specification, relational terms such as first and second are used only to distinguish one entity from several other entities, and do not necessarily require or imply any such actual relationship or order between these entities.

[0039] This article uses specific examples to illustrate the principles and implementation methods of this utility model. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of this utility model. It should be noted that for those skilled in the art, several improvements and modifications can be made to this utility model without departing from the principles of this utility model, and these improvements and modifications also fall within the protection scope of this utility model.

Claims

1. An electric gear shifting mechanism for motorcycles, characterized in that, include: The housing (1) has a drive device (2) inside its cavity. The output end of the drive device (2) is fixed with a shift drive gear (3). The shift drive gear (3) is connected to the shift driven gear (4). The shift driven gear (4) is sleeved on the end of the shift arm (5). The end of the shift arm (5) away from the shift driven gear (4) is provided with a toggle plate (6). The toggle plate (6) is used to drive the gear drum (8). The main shaft (9) and the secondary shaft (10) are provided with stop teeth. The speed change drum (8) drives each stop tooth to slide axially to adjust the engagement between the secondary shaft (10) and each stop tooth on the main shaft (9). The drive device (2) includes a drive motor (201) for driving the spindle (9) to rotate. The drive motor (201) is connected to a planetary reducer (202). The output end of the planetary reducer (202) is connected to the shift drive gear (3). The control unit is used to detect the rotational speed of the main shaft (9) and the secondary shaft (10). When the difference in rotational speed between the two is less than a preset value, the control unit controls the drive motor to run.

2. The motorcycle electric shifting mechanism according to claim 1, characterized in that, The shift driven gear (4) is specifically sector-shaped, the shift arm (5) extends to the outer end of the housing (1), and the outer side wall of the housing (1) is provided with mutually symmetrical stop blocks (101). The included angle between the opposite sides of the stop blocks (101) is greater than the central angle corresponding to the shift driven gear (4). Each stop block (101) is used to limit the rotation angle of the shift driven gear (4).

3. The motorcycle electric shifting mechanism according to claim 2, characterized in that, The gear shift drum (8) is coaxially provided with a five-star plate (7) near the end of the shift plate (6), and a first torsion spring (12) is sleeved on the outer periphery of the end of the shift arm (5). The first torsion spring (12) is used for the reset of the shift arm (5).

4. The motorcycle electric shifting mechanism according to claim 3, characterized in that, It also includes a positioning plate (11), which is rotatably connected to the inner wall of the housing (1) via a rotating shaft. A second torsion spring (13) is provided on the outer periphery of the rotating shaft. A stop plate is rotatably provided on one end of the positioning plate (11) away from the second torsion spring (13). The stop plate is engaged with the five-star plate (7). The stop plate is used to lock the setting state of the gear drum (8).

5. The motorcycle electric shifting mechanism according to claim 4, characterized in that, The outer wall of the gear shift drum (8) is provided with several shift grooves along its own length direction. Each shift groove is connected to a shift fork, and each shift fork is engaged with each of the stop teeth.

6. The motorcycle electric shifting mechanism according to claim 1, characterized in that, The planetary reducer (202) includes a first sun gear (2021) coaxially connected to the output end of the drive motor (201). The first sun gear (2021) meshes with a plurality of first planet gears (2022). Each first planet gear (2022) is connected to a first planet carrier (2023) to drive the first planet carrier (2023) to rotate. A second sun gear (2024) is provided at the end of the first planet carrier (2023) away from the first planet gears (2022). A plurality of second planet gears (2025) mesh on the outer periphery of the second sun gear (2024). The second planet gears (2025) are connected to a second planet carrier (2026) to drive the second planet carrier (2026) to rotate. The output end of the second planet carrier (2026) away from the second planet gears (2025) is connected to the shift drive gear (3).

7. The motorcycle electric shifting mechanism according to claim 6, characterized in that, The secondary shaft (10) and the main shaft (9) are also provided with a number of rotating teeth. The outer walls of the main shaft (9) and the secondary shaft (10) are provided with a number of limiting grooves. Each of the rotating teeth can be rotatably disposed in the limiting groove. The limiting groove is used to restrict the axial degree of freedom of each of the rotating teeth.

8. The motorcycle electric shifting mechanism according to claim 7, characterized in that, Each of the rotating teeth has a mating groove on its sidewall, and each of the stop teeth has a mating block that mates with the mating groove.

9. The motorcycle electric shifting mechanism according to claim 6, characterized in that, The output end of the planetary reducer (202) is provided with a spline on its outer periphery. The spline is engaged with the shift drive gear (3). The outer periphery of each of the first planetary gears (2022) is meshed with a first gear ring, and the outer periphery of each of the second planetary gears (2025) is meshed with a second gear ring.

10. A motorcycle, characterized in that, The motorcycle is equipped with an electric gear shifting mechanism as described in any one of claims 1 to 9.

Images