CN111734818A

CN111734818A - Technical improvement scheme for gear of motorcycle

Info

Publication number: CN111734818A
Application number: CN202010498879.2A
Authority: CN
Inventors: 张金山
Original assignee: Individual
Current assignee: Individual
Priority date: 2020-05-26
Filing date: 2020-06-04
Publication date: 2020-10-02

Abstract

An improved gear technology scheme of a motorcycle relates to a gear sequence and a gear shifting operation mode of a gear shifting operation mechanism of a common two-wheel motorcycle. In particular to a groove line, a main and auxiliary shaft speed change gear and a gear display sensor of a motorcycle speed change strand. The problem to be solved by the scheme is as follows: the problems of unsafe factors of circulation gear motorcycles in common two-wheeled motorcycles on the market and unsafe factors, inconvenient operation and poor comfort of international gear motorcycles. The main points of the scheme are as follows: the gear sequence is as follows: neutral N is ahead of 1 and has no cycle function. For example, the five speed motorcycle gear sequence is N12345. The application of the scheme is as follows: the problems of unsafe factors of the circulation gear motorcycle and the international gear motorcycle on the market and inconvenient operation and poor comfort of the international gear motorcycle are solved. The safety is ensured, and the characteristics of comfort, convenient operation, easy operation, universality, interchangeability and the like are considered at the same time.

Description

Technical improvement scheme for gear of motorcycle

Technical Field

The invention relates to a gear sequence and a gear shifting operation mode of a gear shifting operation mechanism of a motorcycle. In particular to a groove line, a main and auxiliary shaft speed change gear and a gear display sensor of a motorcycle speed change strand.

Background

At present, the gear layout of most motorcycles on the market can be roughly divided into two types: one is in the form of a cycle gear and the other is in the form of an international gear.

The neutral gear N of the circulating gear is between the gear 1 and the gear 5, the gear shifting sequence is N12345-N, and the circulating gear can enter the neutral gear to sequentially circulate by stepping forward after reaching the highest gear. The operation mode is as follows: stepping forward to increase one gear, stepping backward to decrease one gear, stepping to the highest gear, and continuing stepping forward to enter a neutral gear to sequentially circulate (as shown in figure 1). The advantages are that: convenient operation, easy operation, stability, reliability and low cost. But has the following disadvantages: in the high speed condition, once the operator steps on the 1 st gear by mistake, the wheels may be locked, sideslip, and the driver may be thrown away, which may cause a rollover accident, and thus the safety of the circulation gear is not high.

The international gear is neutral gear N between 1 gear and 2 gears, and the gear shifting sequence is 1N 2345. The operation mode is as follows: in the neutral state, the gear 1 is stepped forward, the gear 2 to the gear 5 is stepped backward (or hooked upward) by one gear, the gear cannot directly enter the neutral after reaching the highest gear, and the gear reduction needs to be stepped forward by one gear (as shown in fig. 2). When the neutral gear is engaged, the user either hooks up half gear distance slightly from the 1 gear or steps forward half gear distance slightly from the 2 gear, because if the user applies too much force, the user can jump over the neutral gear from the 1 gear and directly move to the 2 gear; or skip the neutral gear from the 2 nd gear to the 1 st gear. When the user wants to engage the gear 2 from the gear 1, the user needs to forcibly step backwards (or hook upwards); when the gear 2 is shifted into the gear 1, the user needs to step forward forcefully; since a miss in neutral gear from

gear

1 or 2 would occur if the force is too light. The international gear has the advantages that: the defect that the safety of accidents is not high due to the fact that the gear 1 is stepped in by misoperation under the condition of high speed of the circulating gear is overcome. The disadvantages are that: (1) the neutral gear is not easy to find; the phenomena of blockage, unsmoothness, mistaken entering of a neutral gear and the like can occur when the first gear and the second gear are mutually shifted; the front and rear gear-shifting control mode is not easy to get on the hand, and some motorcycles can cancel the rear pedal rod of the gear-shifting lever and directly shift up by using the mode of upward choosing the foot, so that not only shoes are easy to dirty and the foot is easy to hurt, but also the gear-shifting speed of the gear-shifting is slowed down, so that the international gear-shifting operation is extremely inconvenient and the comfort is poor. (2) Under the condition that a 2-gear is used for ascending a steep slope, when a driver feels that the power of the 2-gear is insufficient and the 1-gear is engaged, the driver is easy to mistakenly step into a neutral gear from the 2-gear, so that the motorcycle loses power and backs up, the gravity center of the motorcycle on the steep slope moves backwards under the component force of gravity, the motorcycle is not easy to stop by a front brake when backing up, and the driver needs to keep the motorcycle without side turning by two feet, so that the driver is not easy to have a chance to step on the rear brake or stop the motorcycle by adding or subtracting one gear from the neutral state, and finally side turning accidents are caused, and the safety of the international gear is not high.

The international gear makes up the defect of low safety when the 1 gear is stepped in by misoperation under the condition of high speed of the circulating gear. For safety, the ordinary motorcycles in the market currently use more and more international gears, while the cyclic gear is gradually eliminated. It is unknown that the international gear is originally used for motorcycle racing abroad, in the process of racing, except that the 1 gear is used when starting the red light, the 1 gear is not used for most of the time, and one factor is that the racing track is flat and does not need to slide, and the neutral gear is designed in the crack of the 1 gear and the 2 gear due to the ropeway. However, for a common road, there are many steep slopes and many curves, the road condition is extremely complex, and higher requirements are required for the maneuverability, safety and comfort of the motorcycle. Therefore, the international shift is applied to the steep slope of the common two-wheel motorcycle, which has great potential safety hazard, and the operation of the international shift is very inconvenient, so that the international shift is unreasonable when being applied to the common two-wheel motorcycle outside the racing track.

The safety gear aims at solving the safety problems of two gear forms of the international gear and the cyclic gear, and the principles of comfort, convenient operation and easy operation are considered. The technical improvement proposal of the novel motorcycle gear is particularly provided.

Disclosure of Invention

1. The problem of safety accidents such as rollover and the like caused by mistakenly stepping on the 1 st gear at high speed of the circulating gear is solved;

2. the problem of safety accidents such as inconvenient operation of the international gear, poor comfort, and easy mistaken stepping into neutral gear when the second gear goes up a steep slope and changes the first gear, so that the motorcycle loses power and then retreats immediately, and further rollover occurs is solved;

3. the motorcycle can be matched with most motorcycles on the market to realize interchangeability and universality.

Drawings

FIG. 1- -cyclic shift sequence and operation mode

FIG. 2- -International Shift sequence and operation mode

FIG. 3- -modified rear Gear sequence and operating mode

FIG. 4- -modified shift strand should have a convex portion to prevent the groove pattern from being connected to each other

The specific implementation mode is as follows:

the scheme integrates the advantages of the conventional circulating gear and the international gear as a design basis, improves the design basis, and can ensure the safety and simultaneously consider the characteristics of comfort, convenience in operation, easiness in use, universality, interchangeability and the like.

1. Gear sequence: neutral N is designed before gear 1 and has no circulation function. The gear sequence of the 4-gear motorcycle is N1234; the gear sequence of the 5-gear motorcycle is N12345; the gear sequence of the 6-gear motorcycle is N123456.

2. The gear shifting operation mode comprises the following steps: stepping forward to add one gear, stepping backward to subtract one gear, stepping forward continuously after the highest gear, and then not entering the neutral gear, and stepping backward sequentially (as shown in fig. 3) for one gear is needed for gear reduction.

3. The motorcycle originally designed as the circulating gear cancels the circulating function. Namely, after the gear is lifted to the highest gear, the function of directly entering the neutral gear circulation by stepping forward is cancelled. Taking a five-gear motorcycle as an example, a gear sequence of N12345 is adopted, a gear shifting operation mode of increasing front and decreasing back is adopted, the gear is shifted upwards from a neutral gear, after the gear is shifted into a fifth gear, the gear cannot be shifted into the neutral gear by continuously stepping forwards, and the gear is shifted downwards and decelerated by stepping backwards in sequence one gear by one gear (as shown in FIG. 3). The method specifically comprises the steps that when a groove is formed in the speed change strand, the groove line direction, the angle, the depth, the width and the like of the groove of the speed change strand are unchanged, the line scheme of the gear sequence of the circulating gear N12345 is continuously adopted, only one bulge is reserved at the tail end of each groove line, the positions of the beginning and the end of the groove are not communicated with each other (as shown in figure 4), and therefore the speed change strand cannot continuously rotate forwards after the speed change strand is raised to the highest gear (5 gears), and the neutral gear cannot be stepped into from the highest gear (5 gears).

4. The original motorcycle designed as international gear keeps its non-circulation function and changes the positions of neutral gear N and 1. Namely, the original 1N2345 gear sequence is changed into the N12345 gear sequence, a gear shifting operation mode of increasing the gear from the neutral gear to the ascending gear is adopted, after the gear is lifted to the fifth gear, the gear cannot be shifted to the neutral gear by continuously stepping forward, and the gear is stepped backward in sequence one by one during gear descending and speed reduction (as shown in FIG. 3). The specific method is that the following two design schemes are adopted when the groove lines are formed on the variable speed strand: a. according to the arrangement and combination of the main and auxiliary shaft speed change gears, lines are only required to be redesigned, and the shifting fork can act according to the gear sequence of N12345. Namely, the groove pattern is redesigned to change the sequential position of the neutral gear N, so that the neutral gear N is arranged in front of the gear 1, and the non-cyclic characteristic is kept. b. The shift strand adopts the groove pattern design scheme of the above embodiment 3, and the cycle shift main and auxiliary shaft transmission gears matched with the shift strand are replaced. It should be noted that in order to make the gear indicator show the correct gear (i.e. show the correct gears in the order of N12345), both schemes a and b require the gear indicator sensor of the cycle gear to be replaced (or the existing gear indicator sensor is designed to change the line position in the order of the gear before 1 st gear according to the neutral gear N).

Since the existing technology for grooving the shift strand is well-established and can be applied to the scheme, the technology for grooving the shift strand, such as direction, deflection angle, depth, width, starting position, and ending position, will not be described in detail here.

5. Solution to interchangeability and versatility: because the scheme only changes the groove line design of the speed change strand, the international gear also slightly changes the gear display sensor. Therefore, for the motorcycle originally designed as the circulating gear, the interchangeability and universality requirements of most motorcycles on the market can be met only by replacing the gear change strand meeting the requirements of the embodiment 3. For the motorcycle with the original design of international gear, the interchangeability and universality requirements of most motorcycles on the market can be met only by replacing the gear change strand meeting the requirements of the embodiment 4 and replacing the circulating gear position sensor (or replacing the circuit position of the existing gear position display sensor in the gear sequence in front of the 1 st gear according to the neutral gear N). In the two sub-schemes a and b in the specific embodiment 4, a manufacturer can select one scheme according to the actual situation.

Claims

1. An improved gear technology scheme of a motorcycle comprises a gear sequence (1) and a gear shifting operation mode (2), wherein the motorcycle originally designed to be a circulating gear is cancelled with a circulating function (3), and the motorcycle originally designed to be an international gear is continuously kept with a non-circulating function (4).

2. A gear sequence (1) according to claim 1, characterized in that: the neutral gear N is designed in front of the 1 gear, and has no circulation function, and the gear sequence of the four-gear motorcycle is N1234; the gear sequence of the five-gear motorcycle is N12345; the gear sequence is N123456 for a six-gear motorcycle.

3. A gear change operating mode (2) according to claim 1, wherein: stepping forward to add a gear, stepping backward to subtract a gear, stepping on the highest gear, continuing stepping forward to not enter the neutral gear, and stepping down to subtract a gear needs stepping backward to shift one gear.

4. A motorcycle originally designed as a cycle gear, as claimed in claim 1, without its cycle function (3), characterized in that: the gear sequence is characterized in that: the characteristics of the gear sequence (1) according to claim 2; the gear shifting operation mode is characterized in that: the characteristic of the shift operating mode (2) according to claim 3; the speed change strand is characterized in that: a groove opened by the speed change strand continuously keeps the gear sequence of a neutral gear N designed in front of the 1 st gear; and a bulge is reserved at the tail end of each groove, so that the starting positions and the tail positions of the grooves are not communicated with each other.

5. As stated in claim 1, motorcycles originally designed as international gears, which continue to retain their non-circulation function (4), have two different characteristics: the gear sequence is characterized in that: the characteristics of the gear sequence (1) according to claim 2; the gear shifting operation mode is characterized in that: the characteristic of the shift operating mode (2) according to claim 3; the gear display sensor is characterized in that: use of a cyclic gear indication sensor or re-routing of an existing gear indication sensor according to the features of the gear sequence (1) according to claim 2 above; the shift strand is characterized by two types: the first characteristic is that: continuing to retain its function of non-cyclic gear shifting, the step groove pattern is redesigned according to the characteristics of the gear sequence (1) of claim 2, the second characteristic being: the range characteristic of claim 4 is used and the original primary and secondary shaft transmission gear assembly is replaced with the primary and secondary shaft transmission gear assembly of the corresponding circulating gear of the range characteristic of claim 4.