Motorcycle clutch shift actuator

Abstract

The utility model discloses a motorcycle clutch gear shifting actuating mechanism, including motor, transmission structure, clutch axle and upper pivot, and upper pivot is arranged coaxially with clutch axle and can rotate independently, and fixedly installed with clutch handle on upper pivot, and the last stage gear of rotatable is installed on clutch axle, and clutch handle is through manual drive, and the last stage gear is driven through motor, transmission structure, and clutch handle, last stage gear all intermittent type drive clutch axle rotation. The utility model can satisfy electric control mode and manual control mode simultaneously, solve the problem that when the electric part failure drives, the person can not control clutch or gear shifting normal bicycle.

Description

Technical Field

[0001] This utility model belongs to the technical field of engine components, and more specifically, relates to a motorcycle clutch shifting actuator. Background Technology

[0002] Currently, most motorcycle actuators use a configuration where the motor and gearbox directly drive the input shaft. For example, utility model patent application number 202321964413.2 discloses a clutch or shifting actuator for a motorcycle engine, where the transmission is primarily a worm gear. Worm gear transmissions have the following problems: they cannot reverse, have low transmission efficiency, generate significant heat, and are costly. Therefore, if the clutch or shifting actuator in this utility model patent malfunctions, the actuator will be unable to move, preventing the engine from engaging or disengaging, and the vehicle will be unable to operate normally, causing significant problems for the driver. Utility Model Content

[0003] The purpose of this utility model is to provide a motorcycle clutch shifting actuator that can simultaneously satisfy electric control mode and manual control mode. When the motor drive device fails, the driver can still manually control the clutch or shift gears, thus solving the problem that the driver cannot control the clutch or shift gears to ride normally when the electric part fails.

[0004] To achieve the purpose of this utility model, the technical solution adopted is as follows: a motorcycle clutch shifting actuator, including a motor, a transmission structure, a clutch shaft and an upper rotating shaft. The upper rotating shaft is coaxially arranged with the clutch shaft and can rotate independently. A clutch handle is fixedly installed on the upper rotating shaft. A rotatable final gear is installed on the clutch shaft. The clutch handle is driven manually, and the final gear is driven by the motor and the transmission structure. Both the clutch handle and the final gear intermittently drive the clutch shaft to rotate.

[0005] Furthermore, the clutch shaft is provided with mating surfaces A and B arranged at intervals along its circumference, and the upper rotating shaft has a first pawl inserted in the gap between mating surfaces A and B.

[0006] Furthermore, a transition block is fixed on the clutch shaft. The transition block has a first boss and a second boss. The first boss and the second boss are arranged at intervals along the circumference of the transition block. The mating surface A and the mating surface B are two opposite surfaces on the first boss and the second boss, respectively.

[0007] Furthermore, the first boss also has a mating surface C, which is located on both sides of the first boss. The last stage gear is a sector gear, and the last stage gear has a second pawl. The second pawl and the sector surface of the last stage gear are arranged at intervals along the circumferential direction of the clutch shaft, and one side of the second pawl mates with the mating surface C.

[0008] Furthermore, the speed change structure includes a first shaft and a second shaft. A large transmission gear and a small transmission gear are mounted on the first shaft, and a large sector gear and an output small gear are mounted on the second shaft. The speed change structure also includes a primary gear mounted at the motor output end. The primary gear meshes with the large transmission gear, the small transmission gear meshes with the large sector gear, and the output small gear meshes with the final stage gear.

[0009] Furthermore, it also includes a chassis, which comprises a fixed upper and lower housing. One end of the upper rotating shaft extends outward through the upper housing, and the clutch handle is installed at the extended end of the upper rotating shaft. One end of the clutch shaft extends outward through the lower housing, and the final stage gear, the motor output end, both ends of the first rotating shaft, and both ends of the second rotating shaft are all mounted on the chassis via bearings.

[0010] Furthermore, an oil seal is also installed on the upper rotating shaft, and the outer wall of the oil seal fits into the upper housing.

[0011] Furthermore, a sensor is also installed on the output shaft, the first rotating shaft, or the second rotating shaft of the motor, and the sensor is located outside the chassis.

[0012] Furthermore, the motor is either a brushless DC motor or a brushed DC motor.

[0013] The beneficial effects of this utility model are:

[0014] This invention can simultaneously satisfy both electric control mode and manual control mode. When electric control mode is required, the motor is effectively controlled by information provided by the vehicle's ECU, resulting in smoother and more seamless starting and gear shifting under motor drive. This solves the problems of difficulty starting, significant shifting jerks, discomfort, and fatigue caused by frequent gear shifting in urban areas due to insufficient driver skill. When manual control mode is desired or electric control mode malfunctions, the driver can still manually operate the clutch lever to shift gears, solving the problem of the driver being unable to control the clutch or shift gears normally during electric control mode malfunctions.

[0015] This utility model has a simpler structure, is lighter in weight, provides smoother transmission, and is easier to assemble when using manual control mode. At the same time, real-time detection by sensors makes separation and engagement more precise, response faster, and power output smoother, giving users a better driving experience. In addition, manual control mode can be used when the motor fails, making it more reliable. Attached Figure Description

[0016] The accompanying drawings illustrate exemplary embodiments of the present invention and, together with the description thereof, serve to explain the principles of the present invention. These drawings are included to provide a further understanding of the present invention and are incorporated in and constitute a part of this specification.

[0017] Figure 1 A schematic diagram of the motorcycle clutch shifting actuator provided by this utility model;

[0018] Figure 2 A cross-sectional schematic diagram of the motorcycle clutch shifting actuator provided by this utility model;

[0019] Figure 3 A schematic diagram of the structure of the motorcycle clutch shifting actuator without an upper housing provided by this utility model;

[0020] Figure 4 A schematic diagram of the transmission structure, including the motor, speed change mechanism, and clutch shaft;

[0021] Figure 5 This is a cross-sectional schematic diagram of the transmission structure, including the motor, speed change mechanism, and clutch shaft.

[0022] Figure 6 This is a schematic diagram showing the installation of the upper rotating shaft and the clutch shaft;

[0023] Figure 7 This is a schematic diagram showing the engagement of the clutch handle, adapter block, and final stage gear.

[0024] Figure 8 This is a schematic diagram of the adapter block installation.

[0025] Figure 9 This is a structural diagram of the adapter block on the clutch shaft;

[0026] Figure 10 Here is a structural diagram of the adapter block;

[0027] Figure 11 This is a structural diagram of the clutch shaft;

[0028] Figure 12 This is a structural diagram of the first pawl;

[0029] Figure 13 This is a structural diagram of the final stage gear;

[0030] Figure 14 This is a schematic diagram of the structure of the motorcycle clutch shifting actuator provided by this utility model on the whole vehicle.

[0031] The attached diagram shows the markings and corresponding component names:

[0032] 1. Upper housing, 2. Lower housing, 3. Clutch shaft, 4. Bearing, 5. Final stage gear, 6. Adapter block, 7. Upper shaft, 8. Oil seal, 9. Clutch handle, 10. Sensor, 11. Motor, 12. Primary gear, 13. First shaft, 14. Large transmission gear, 15. Small transmission gear, 16. Second shaft, 17. Large sector gear, 18. Output small gear;

[0033] 5-1, Second claw; 51, Mating surface G;

[0034] 6-1, First boss; 6-2, Second protrusion; 61, Mating surface C; 62, Mating surface D; 63, Mating surface B; 64, Mating surface A;

[0035] 7-1, First pawl; 71, Mating surface E; 72, Mating surface F. Detailed Implementation

[0036] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for illustrative purposes only and are not intended to limit the scope of the present invention. Furthermore, it should be noted that, for ease of description, only the parts relevant to the present invention are shown in the accompanying drawings.

[0037] It should be noted that, where there is no conflict, the embodiments and features described in these embodiments can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0038] like Figures 1 to 14As shown, the present invention provides a motorcycle clutch shifting actuator, including an upper rotating shaft 7, a clutch shaft 3, a clutch handle 9, and a final gear 5. The central axis of the upper rotating shaft 7 and the central axis of the clutch shaft 3 are on the same straight line, and the upper rotating shaft 7 and the clutch shaft 3 rotate independently. The power source for the rotation of the upper rotating shaft 7 is human-driven, and when the upper rotating shaft 7 rotates to a certain angle, it can drive the clutch shaft 3 to rotate. In addition to being driven by the upper rotating shaft 7, the power source for the rotation of the clutch shaft 3 can also be electric drive. An adapter block 6 is fixedly mounted on the clutch shaft 3. The rotation of the adapter block 6 drives the clutch shaft 3 to rotate synchronously. The adapter block 6 has a first boss 6-1 and a second boss 6-2, both extending along the diameter of the adapter block 6. The first boss 6-1 and the second boss 6-2 are arranged at intervals along the circumference of the adapter block 6. The two sides of the first boss 6-1 are mating surfaces A64 and C61, respectively. The two sides of the second boss 6-2 are mating surfaces A64 and C61, respectively. The mating surfaces are designated as B63 and D62, respectively. Mating surfaces A64 and B63 are two oppositely arranged surfaces on the first boss 6-1 and the second boss 6-2. Similarly, mating surfaces C61 and D62 are two oppositely arranged surfaces on the first boss 6-1 and the second boss 6-2. That is, mating surfaces A64 and B63 are spaced apart in the circumferential direction of the clutch shaft 3, and mating surfaces C61 and D62 are also spaced apart in the circumferential direction of the clutch shaft 3. Taking the clockwise rotation direction of the clutch shaft 3 as a reference, mating surface A64 is the side surface of the first boss 6-1 in the clockwise direction, mating surface D62 is the side surface of the second boss 6-2 in the clockwise direction, mating surface C61 is the side surface of the first boss 6-1 in the counterclockwise direction, and mating surface B63 is the side surface of the second boss 6-2 in the clockwise direction.

[0039] like Figure 3 , Figure 12 As shown, the clutch handle 9 is fixedly installed on the upper end of the upper rotating shaft 7, so that the upper rotating shaft 7 rotates synchronously when the clutch handle 9 rotates. The clutch handle 9 is driven manually. The upper rotating shaft 7 also has a first pawl (7-1) extending to the adapter block 6 on its circumferential surface. The two sides of the first pawl (7-1) are mating surfaces E71 and F72, respectively. The extended end of the first pawl (7-1) is inserted between mating surfaces A64 and B63 on the adapter block 6. At this time, mating surface E71 on the first pawl (7-1) mates with mating surface B63 on the adapter block 6, and mating surface F72 on the first pawl (7-1) mates with mating surface A64 on the adapter block 6. Taking the clockwise rotation direction of the clutch handle 9 as the reference, mating surface E71 is the side of the first pawl (7-1) on the clockwise side, and mating surface F72 is the side of the first pawl (7-1) on the counterclockwise side.

[0040] like Figure 3 , Figure 13 As shown, the final stage gear 5 is mounted on the lower end of the clutch shaft 3. The final stage gear 5 can rotate relative to the clutch shaft 3, and the rotation of the final stage gear 5 is driven by electric power. The final stage gear 5 is a sector gear, and it has a second pawl (5-1). The second pawl (5-1) and the sector surface of the final stage gear 5 are arranged in a circular interval at the rotation center of the sector gear 5, that is, there is a certain distance between the side of the second pawl (5-1) and the side of the sector surface on the final stage gear 5. At the same time, the first boss 6-1 on the rotating block 6 extends towards the final stage gear 5 and is inserted into the gap between the side of the second pawl (5-1) and the side of the sector surface on the final stage gear 5. With the clockwise rotation direction of the final gear 5 as a reference, the extension end of the first boss 6-1 is inserted between the side of the second pawl (5-1) in the clockwise direction and the side of the fan-shaped surface of the final gear 5 in the counterclockwise direction, and the side of the second pawl (5-1) in the clockwise direction is the mating surface G51.

[0041] In this utility model, when the clutch handle 9 is manually driven and the final gear 5 is electrically driven, the clutch shaft 3 can be rotated. If the structure of the final gear 5 is not changed much, the first boss 6-1 and the second boss 6-2 can be set on the upper rotating shaft 7 and the final gear 5, and the first pawl (7-1) and the second pawl (5-1) can be set on the adapter block 6. The adapter block 6 has no downward protruding boss structure.

[0042] In this utility model, without considering structural complexity and overall volume, the first boss 6-1 and the second boss 6-2 can be implemented without setting protrusions on the adapter block 6. Alternatively, two protrusions arranged at intervals along their circumference can be directly fixed on the clutch shaft 3. In this case, the mating surfaces A61, B63, C61, and D62 can also drive the clutch shaft 3 to rotate synchronously when rotating. This design can also meet the requirements of manual control mode and electric control mode.

[0043] In this utility model, such as Figure 3 , Figure 4As shown, the transmission structure includes a first shaft 13 and a second shaft 16. A large transmission gear 14 and a small transmission gear 15 are mounted on the first shaft 13 by key connection or interference fit. The large transmission gear 14 and the small transmission gear 15 are arranged at intervals along the axial direction of the first shaft 13. A large sector gear 17 and an output small gear 18 are mounted on the second shaft 16 by key connection or interference fit. The large sector gear 17 and the output small gear 18 are arranged at intervals along the axial direction of the second shaft 16. At the same time, the transmission structure also includes a primary gear 12 mounted on the output end of the electric drive element motor 11 by key connection or interference fit. The primary gear 12 meshes with the large transmission gear 14, the small transmission gear 15 meshes with the large sector gear 17, and the small transmission gear 15 meshes with the final stage gear 5.

[0044] In this utility model, such as Figure 1 , Figure 2 As shown, the shifting actuator also includes a housing, which includes an upper housing 1 and a lower housing 2 that are fixed together by bolts. The upper rotating shaft 7 is rotatably mounted in the upper housing 1 through a bearing, and the end of the upper rotating shaft 7 away from the clutch shaft 3 extends outward through the upper housing 1. The clutch handle 9 is mounted on the extended end of the upper rotating shaft 7, so that the clutch handle 9 is located outside the housing. The lower end of the clutch shaft 3 extends outward through the lower housing 2, and a bearing is fitted on the final gear 5. The outer ring of the bearing is fixed to the lower housing 2 by an interference fit. The motor 11 is mounted in the lower housing 2, and a bearing 4 is mounted on the output shaft of the motor 11 by an interference fit. The outer ring of the bearing 4 is fixed to the upper housing 1 by an interference fit. Both ends of the first rotating shaft 13 and both ends of the second rotating shaft 16 are mounted with bearings 4 by an interference fit, and the outer ring of the bearing 4 is fixed to the upper housing 1 or the lower housing 2 by an interference fit.

[0045] In this utility model, in order to prevent cement and soil from entering the chassis, a rotatable oil seal can be installed on the outer wall of the upper rotating shaft 7, and the outer wall of the oil seal is fixed to the wall of the through hole on the upper housing 1 through which the upper rotating shaft 7 passes. This ensures both the normal rotation of the upper rotating shaft 7 and the sealing effect of the chassis.

[0046] In this utility model, in order to prevent the upper rotating shaft 7 from axially displacing within the upper housing 1, an annular groove is provided on the upper rotating shaft 7. A retaining ring and a retaining ring are installed in the annular groove, and the retaining ring and the retaining ring abut against the inner ring of the bearing used to install the upper rotating shaft 7. This ensures that the upper rotating shaft 7 can rotate after installation, while also preventing the upper rotating shaft 7 from moving toward the clutch shaft 3.

[0047] In this utility model, a sensor 10 is also installed on the output shaft of the motor 11, the first rotating shaft 13 or the second rotating shaft 16, and the sensor 10 and the gripping end of the clutch handle are located outside the chassis. Therefore, in order to ensure the installation of the sensor 10, one end of the output shaft of the motor 11, the first rotating shaft 13 or the second rotating shaft 16 passes through the chassis.

[0048] In this invention, motor 11 is a brushless DC motor or a brushed DC motor.

[0049] In this embodiment, the shift actuator can be installed on the engine using a dedicated mounting bracket and bolts. Before installation, the shift actuator is assembled as follows: the final stage gear 5 is press-fitted into the bearing 4, ensuring flexible rotation between the final stage gear 5 and the inner ring of the bearing 4; the bearing 4 is then press-fitted into the bearing 4 hole on the lower housing 2; bearings 4 for mounting the first rotating shaft 13 and the second rotating shaft 16 are press-fitted onto the lower housing 2; the motor 11 is installed inside the lower housing 2; and the primary gear 12 is connected using a key or other means. The large transmission gear 14 and the small transmission gear 15 are installed on the first rotating shaft 13 by key connection or interference fit. The large sector gear 17 and the output small gear 18 are installed on the second rotating shaft 16 by key connection or interference fit. The clutch shaft 3 is installed in the engine (or the clutch shaft 3 is already installed in the engine), and the hole on the lower housing 1 through which the clutch shaft 3 passes is aligned with the clutch shaft 3 so that the clutch shaft 3 is inserted into the lower housing 1. The adapter block 6 is installed on the input shaft 3. Inside the upper housing 1, press-fit bearings 4 for mounting the output shaft of motor 11, first rotating shaft 13, second rotating shaft 16, and upper rotating shaft 7; press-fit the upper rotating shaft 7 into the corresponding bearing on the upper housing 1, and install snap rings and retaining rings in the annular groove of the upper rotating shaft 7 to cooperate with the inner ring of the bearing, restricting the upper rotating shaft 7 from moving into the lower housing 1; press-fit the output shaft of motor 11, first rotating shaft 13, and second rotating shaft 16 into the corresponding bearings 4 inside the upper housing 1 respectively, and after aligning the positions, fix the upper housing 1 and the lower housing 2.

[0050] Finally, the clutch handle 9 is installed on the upper rotating shaft 7, and the sensor 10 is installed on the second rotating shaft 16, and the power supply to the sensor 10 is turned on.

[0051] In this utility model, when the motor 11 rotates, the motor 11 drives the primary gear 12 to rotate. Through the meshing of the primary gear 12 with the transmission large gear 14, the rotation of the transmission large gear 14 drives the transmission small gear 15 to rotate synchronously. Through the meshing of the transmission small gear 15 with the large sector gear 17, the rotation of the large sector gear 17 drives the output small gear 18 to rotate synchronously. Through the meshing of the output small gear 18 with the final gear 5, the final gear 5 is driven to rotate. At the same time as the final gear 5 rotates, its mating surface G51 approaches the mating surface C61 on the adapter block 6, pushing the adapter block 6 to rotate clockwise, thereby causing the clutch shaft 3 to rotate clockwise, so that the shift actuator supports starting on slopes in 1st to 6th gears in electric control mode. The sensor 10 feeds back the information from the vehicle’s electronic control unit to the vehicle’s controller. Combined with the program instructions in the controller, the motor 11 is effectively controlled in real time, making starting and shifting under the drive of the motor 11 smoother and more seamless. This solves the problems of difficulty in starting, large shifting jerks, discomfort and fatigue caused by frequent shifting in urban areas due to insufficient driver skills.

[0052] When manual control of the clutch lever 9 is required, the clutch lever 9 drives the first shifter (7-1) to rotate clockwise synchronously, so that the mating surface E71 of the first shifter (7-1) gradually approaches the mating surface B63 on the adapter block 6, pushing the adapter block 6 to rotate clockwise, thereby rotating the input shaft 3, so that the shift actuator can also support starting on slopes in 1st to 6th gears in manual control mode.

[0053] In this embodiment, the electric control mode and the manual control mode are two independent modes. The user can switch between the electric control mode and the manual control mode at will. The mating surfaces C61 and 63B on the adapter block 6 are the key to switching between the electric control mode and the manual control mode. Without the adapter block 6, torque cannot be transmitted, and the engine clutch cannot be disengaged or engaged, or gear shifting cannot be performed. At the same time, the electric control mode and the manual control mode are realized through the joint cooperation of the clutch handle 9, the adapter block 6, the final stage gear 5, and the clutch shaft 3.

[0054] In the description of this specification, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0055] Those skilled in the art should understand that the above embodiments are merely for clearly illustrating the present invention and are not intended to limit the scope of the present invention. Those skilled in the art can make other changes or modifications based on the above disclosure, and these changes or modifications still fall within the scope of the present invention.

Claims

1. A motorcycle clutch shifting actuator, characterized in that, It includes a motor (11), a transmission structure, a clutch shaft (3) and an upper rotating shaft (7). The upper rotating shaft (7) is coaxially arranged with the clutch shaft (3) and can rotate independently. A clutch handle (9) is fixedly installed on the upper rotating shaft (7). A rotatable final gear (5) is installed on the clutch shaft (3). The clutch handle (9) is driven manually, and the final gear (5) is driven by the motor (11) and the transmission structure. Both the clutch handle (9) and the final gear (5) intermittently drive the clutch shaft (3) to rotate.

2. The motorcycle clutch shifting actuator according to claim 1, characterized in that, The clutch shaft (3) is provided with mating surfaces A (64) and B (63) arranged at intervals along its circumference, and the upper rotating shaft (7) has a first pawl (7-1) inserted in the gap between mating surfaces A (64) and B (63).

3. The motorcycle clutch shifting actuator according to claim 2, characterized in that, The clutch shaft (3) is fixed with a transition block (6), which has a first boss (6-1) and a second boss (6-2). The first boss (6-1) and the second boss (6-2) are arranged at intervals along the circumference of the transition block (6). The mating surface A (64) and the mating surface B (63) are two opposite surfaces on the first boss (6-1) and the second boss (6-2), respectively.

4. The motorcycle clutch shifting actuator according to claim 3, characterized in that, The first boss (6-1) also has a mating surface C (61). The mating surface C (61) and the mating surface A (64) are located on both sides of the first boss (6-1). The last stage gear (5) is a sector gear. The last stage gear (5) has a second pawl (5-1). The second pawl (5-1) and the sector surface of the last stage gear (5) are arranged at intervals along the circumferential direction of the clutch shaft (3). One side of the second pawl (5-1) is mated with the mating surface C (61).

5. The motorcycle clutch shifting actuator according to claim 1, characterized in that, The speed change structure includes a first shaft (13) and a second shaft (16). A large transmission gear (14) and a small transmission gear (15) are mounted on the first shaft (13), and a large sector gear (17) and an output small gear (18) are mounted on the second shaft (16). The speed change structure also includes a primary gear (12) mounted on the output end of the motor (11). The primary gear (12) meshes with the large transmission gear (14), the small transmission gear (15) meshes with the large sector gear (17), and the output small gear (18) meshes with the final stage gear (5).

6. The motorcycle clutch shifting actuator according to claim 5, characterized in that, It also includes a chassis, which includes an upper housing (1) and a lower housing (2) that are fixed together. One end of the upper rotating shaft (7) extends outward through the upper housing (1), and the clutch handle (9) is installed at the extended end of the upper rotating shaft (7). One end of the clutch shaft (3) extends outward through the lower housing (2), and the final gear (5), the output end of the motor (11), both ends of the first rotating shaft (13), and both ends of the second rotating shaft (16) are all installed on the chassis through bearings (4).

7. The motorcycle clutch shifting actuator according to claim 6, characterized in that, An oil seal (8) is also installed on the upper rotating shaft (7), and the outer wall of the oil seal (8) is fitted with the upper housing (1).

8. The motorcycle clutch shifting actuator according to claim 5, characterized in that, A sensor (10) is also installed on the output shaft, the first rotating shaft (13) or the second rotating shaft (16) of the motor (11), and the sensor (10) is located outside the chassis.

9. The motorcycle clutch shifting actuator according to claim 1, characterized in that, The motor (11) is a brushless DC motor or a brushed DC motor.

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