Motorcycle luggage case with adjustable storage volume

Abstract

The invention relates to a motorcycle luggage compartment having an inner luggage compartment part (14) which can be fixed to a motorcycle and an outer luggage compartment part (16) which is connected to the inner luggage compartment part (14) and can be moved laterally relative to the inner luggage compartment part (14). The motorcycle luggage compartment has a driven gear mechanism (20) which couples the respective luggage compartment parts (14, 16), wherein the width of the motorcycle luggage compartment (10) and thus the storage volume can be adjusted by moving the outer luggage compartment part (16) relative to the inner luggage compartment part (14). The gear mechanism (20) comprises at least one first and one second gear set (34, 36), wherein the respective gear sets (34, 36) each have at least one cylindrical gear and at least one bevel gear, and either the cylindrical gears of adjacent gear sets (34, 36) or the bevel gears of adjacent gear sets mesh.

Description

Technical Field

[0001] This invention relates to a motorcycle luggage box with adjustable storage capacity. Background Technology

[0002] Motorcycle luggage boxes are typically located and secured to the side or center behind the driver while seated on the motorcycle, providing sufficient storage space for carrying a helmet or other items. Depending on their intended arrangement, motorcycle luggage boxes are also referred to as side cases or rear cases.

[0003] These motorcycle luggage cases have two shell-shaped luggage components, which are preferably hard-shell luggage components. The resulting hard-shell luggage case has a particularly sturdy feature.

[0004] Existing technology provides for motorcycle luggage boxes comprising two shell-shaped, interlocking luggage box components that can move relative to each other, and a moving mechanism with gears. These robustly constructed luggage box components are hard-shell luggage box components, and the gear mechanism allows the storage volume of the motorcycle luggage box to be adapted to individual usage.

[0005] If only a portion of the storage space is needed, the overall width of the motorcycle can be reduced by adapting the storage space to individual usage. This simplifies the shunting and parking of the motorcycle when maximum storage space is not required.

[0006] Furthermore, air resistance plays a decisive role in motorcycle luggage compartments. Luggage compartments with a smaller airflow surface area result in lower air resistance compared to those with a larger airflow surface area, thus leading to lower fuel consumption for the motorcycle.

[0007] However, it has been proven disadvantageous that aerodynamic design cannot be achieved in these motorcycle luggage compartments while maintaining maximum storage volume, because known motorcycle luggage compartments with gear mechanisms have almost flat walls on their windward side, whereas convex walls are required for aerodynamic design. Summary of the Invention

[0008] In view of this, the objective of this invention is to further improve this variable motorcycle luggage box with a gear mechanism. Here, aerodynamic design should be achieved while maximizing storage volume. Furthermore, certain components of the gear mechanism should be usable both as a side case and as a top case.

[0009] This task is solved by a motorcycle luggage box having an internal luggage box component that can be fixed to a motorcycle, an external luggage box component connected to the internal luggage box component and capable of lateral movement relative to the internal luggage box component, and a driven gear mechanism coupled to the luggage box components. This gear mechanism can adjust the width and thus the storage volume of the motorcycle luggage box by moving the external luggage box component relative to the internal luggage box component. The gear mechanism includes at least one first and second gear sets, each having a plurality of mutually coupled, co-rotating gears disposed on a single axis of rotation. The teeth of adjacent gear sets mesh with each other, wherein each gear set has at least one cylindrical gear and at least one bevel gear, and either the cylindrical gears or the bevel gears of adjacent gear sets mesh.

[0010] A key advantage of this motorcycle luggage case lies in its unified first gear set, which includes both bevel gears and cylindrical gears. This first gear set allows for both parallel and angled configurations of the transmission. In the parallel configuration, the rotation axes of all gear sets are parallel to each other, while in the angled configuration, the rotation axis of at least one gear set is not parallel to the other gear sets.

[0011] According to one aspect of the invention, a manually operable operating element can be provided, wherein the operation of the operating element drives a gear mechanism and moves the two luggage compartment components relative to each other. The manually operable operating element allows for easy and uncomplicated adjustment of the motorcycle luggage compartment, which in this case does not rely on error-prone electronics and / or rechargeable batteries.

[0012] Advantageously, the gear mechanism has a first transmission device and a second transmission device located away from it, comprising multiple identical first gear sets and multiple identical second gear sets. The first transmission device includes first and second gear sets, while the second transmission device includes another first and another second gear set. The first transmission device is disposed between a first sidewall of one luggage compartment component and an opposing first sidewall of another luggage compartment component. The second transmission device is disposed between a second sidewall of one luggage compartment component opposite to the first sidewall and an opposing second sidewall of the other luggage compartment component. By providing the second transmission device, the moving force applied to the two luggage compartment components to adjust the storage volume can be applied symmetrically to the luggage compartment components.

[0013] According to one design, the operating element is coupled to first and second transmission devices, such that the two transmission devices operate synchronously when the operating element is manipulated. The operating element coupled to the first and second transmission devices provides a simple mechanical solution for synchronizing the operation of the two transmission devices, wherein synchronous operation enables a more even distribution of moving force onto the two luggage components. This also prevents the luggage components from jamming.

[0014] For example, each first gear set drives at least one driven gear, wherein the driven gears of the first and second transmissions are respectively configured to transmit kinetic force between the two luggage compartment components. In particular, an eccentrically supported driven rod is provided on the driven gear, the driven rod being connected to one of the luggage compartment components. On each driven gear, rotational motion or torque is converted into kinetic motion or kinetic force, thereby allowing the luggage compartment components to move uniformly relative to each other.

[0015] Advantageously, each of the two transmissions has multiple driven gears, specifically wherein the first gear set directly meshes with the first driven gear and also with the second gear set, which in turn meshes with the second driven gear, such that when the first gear set is operated, the two driven gears of each transmission rotate in different directions. By using multiple driven gears, the traction force required to move the two luggage compartment components can be applied more evenly to the luggage compartment components. The use of two driven gears has proven particularly advantageous because the force can be symmetrically distributed to the luggage compartment components while simultaneously keeping the number of driven gears as small as possible for cost and weight reasons.

[0016] According to one aspect of the invention, the driven gears of the two transmission devices are cylindrical gears that mesh with cylindrical gears in a first or second gear set. The meshing cylindrical gears transmit torque between the driven gears and the two gear sets, wherein their axes of rotation are arranged parallel to each other. This is particularly important for a tail box located centrally behind the motorcycle driver, as it eliminates the need for convex box walls and, consequently, an inclined arrangement of the axes of rotation.

[0017] According to another aspect of the invention, the driven gear, constructed as a cylindrical gear, is provided with spur teeth or helical teeth. Spur teeth and helical teeth have different advantages and disadvantages. For example, compared to spur teeth, helical teeth provide better smooth operation of the gears in mesh, but generate axial force during operation that needs to be absorbed by bearings.

[0018] Alternatively, the driven gear can also be constructed as a bevel gear, wherein the axis of rotation of the driven gear is angled to the axis of rotation of the gear set meshing with the driven gear. This allows the driven gear to be positioned more independently.

[0019] In one variant, the first gear sets of the two transmission devices each have another cylindrical gear. This other cylindrical gear is laterally positioned and in direct contact with a mating bevel gear, wherein the other cylindrical gear is coupled to the bevel gear and has a gear that rotates together and is assigned to a common axis of rotation. Through this additional stage on the first gear set, different transmission ratios can be achieved between the first gear set and the meshing second gear set, as well as between the first gear set and the meshing driven gear, wherein their axes of rotation can be arranged parallel based on spur teeth.

[0020] According to one embodiment, the two transmission devices are arranged mirror-like about a mirror plane. Thus, the rotation axes of the mirror-like transmission devices are aligned. This arrangement is particularly suitable for a tail box mounted behind the motorcycle driver. In the tail box, no aerodynamic design is required on one side of the motorcycle luggage compartment, therefore, for simplicity, the transmission devices of the motorcycle luggage compartment can be constructed to be mirror-like.

[0021] According to one aspect of the invention, in at least one transmission device, bevel gears of a first gear set and a second gear set are meshed, and the rotation axes of the meshing gear sets are arranged at an angle to each other, particularly wherein the arrangement of a motorcycle luggage compartment causes the sidewalls of the transmission device to bulge outwards. The advantage of the meshing bevel gears is that their respective rotation axes can be arranged at an angle to each other, thereby allowing the transmission device design to match the convex sidewalls. This allows for both aerodynamic design of the motorcycle luggage compartment sidewalls and maximum possible storage volume.

[0022] As a supplement or alternative to the aspects mentioned above, in at least one transmission device, the cylindrical gears of the gear set mesh with each other and the rotation axes of the meshing gear set are arranged parallel to each other, that is, the rotation axes of the meshing cylindrical gears are arranged parallel to each other. If another transmission device with an angled rotation axis arrangement according to the foregoing aspects is already used in the motorcycle luggage compartment, the described parallel arrangement relates to another transmission device.

[0023] The transmission mechanism is preferably supported on the internal luggage compartment component and coupled to the external luggage compartment component via a driven rod. Attached Figure Description

[0024] The present invention will now be described with reference to the different embodiments shown in the accompanying drawings. The drawings are as follows:

[0025] Figure 1 The previous view shows a motorcycle luggage box according to an embodiment of the invention, wherein the motorcycle luggage box is shown open;

[0026] Figure 2Shown in another front view Figure 1 The motorcycle luggage compartment, in which the two transmission parts of the motorcycle luggage compartment are exposed for full visibility;

[0027] Figure 3 Shown in accordance with Figure 1 Observed from direction III Figure 1 The first transmission device of the motorcycle luggage box, wherein the external luggage box components are not shown;

[0028] Figure 4 Shown in accordance with Figure 1 Observed from direction IV Figure 1 A second transmission device opposite to the motorcycle luggage box, wherein the external luggage box components are not shown;

[0029] Figure 5 Shown in perspective Figure 1 The first transmission device of the motorcycle luggage box, wherein a portion of the internal luggage box component is additionally shown;

[0030] Figure 6 Shown in perspective Figure 1 The motorcycle luggage compartment has a second transmission device opposite to it, wherein a portion of the internal luggage compartment component is additionally shown;

[0031] Figure 7 The previous view shows a motorcycle luggage box according to another embodiment of the invention, wherein the motorcycle luggage box is shown open;

[0032] Figure 8 Shown in another front view Figure 7 The motorcycle luggage compartment, in which the two transmission parts of the motorcycle luggage compartment are exposed for full visibility;

[0033] Figure 9 Showing the view in direction IX Figure 7 The first transmission device of the motorcycle luggage box, wherein the external luggage box components are not shown;

[0034] Figure 10 Showing the view in direction X Figure 7 A second transmission device opposite to the motorcycle luggage box, wherein the external luggage box components are not shown;

[0035] Figure 11 Shown in perspective Figure 7 The first transmission mechanism of the motorcycle luggage compartment, wherein, additionally, a portion of the internal luggage compartment components is shown; and

[0036] Figure 12 Shown in perspective Figure 7The motorcycle luggage compartment has a second transmission device opposite to it, wherein a portion of the internal luggage compartment component is additionally shown. Detailed Implementation

[0037] exist Figure 1 The image shows one embodiment of a motorcycle luggage box 10 for transporting items that should be carried on a motorcycle. Due to its unique aerodynamic shape, this embodiment is particularly suitable as a side case for motorcycles.

[0038] The motorcycle luggage compartment 10 has a flap (not shown) that can be opened and closed to allow objects to be placed into the storage space 12 of the motorcycle luggage compartment 10 and subsequently protected from falling out of the motorcycle luggage compartment 10. The flap is not shown in all the accompanying drawings for better visibility of the other components.

[0039] Furthermore, the motorcycle luggage box 10 has an internal luggage box component 14 and an external luggage box component 16, which are movable relative to each other to variably adjust the storage volume of the motorcycle luggage box 10. For this purpose, the motorcycle luggage box 10 is equipped with a bow-shaped operating element 18, by means of which the storage volume can be manually adjusted.

[0040] The motorcycle luggage box essentially comprises two half-shells aligned and inserted into each other with their open sides. The inner half-shell is formed by an inner luggage box component 14. The outer half-shell is two-piece and comprises an annular outer luggage box component 16 and a shell-shaped flap (not shown) pivotally mounted on the outer luggage box component 16 (see pivot bearing 17) to open the motorcycle luggage box 10.

[0041] The operating element 18 has two end positions, which correspond to the maximum or minimum possible storage volume of the motorcycle luggage compartment 10. Figure 1 and Figure 2 In the middle, the operating element 18 is oriented downwards and is in an end position. According to... Figure 7 and Figure 8 In the second end position, the operating element 18 is oriented upward.

[0042] In addition, the motorcycle luggage box 10 is equipped with a gear mechanism 20 (see Figure 2 The gear mechanism converts the rotational motion of the operating element 18 into the translational relative motion of the two luggage compartment components 14 and 16 during the adjustment of the storage volume.

[0043] The operating element 18 is coupled to the gear mechanism 20 so as to transmit pivoting movements manually performed by the operator to the gear mechanism 20.

[0044] According to Figures 1 to 6 In this embodiment, the gear mechanism 20 itself includes first and second transmission devices 22, 24. These two transmission devices 22, 24 operate synchronously because they are non-rotatably coupled to each other via a manually operable operating element 18. An overview of the gear mechanism 20 with two transmission devices 22, 24 can be found from... Figure 2 As can be seen, the internal luggage component 14 is not shown here for better overview.

[0045] Two transmission devices 22 and 24, supported on the internal luggage compartment component 14, are used to uniformly transmit the moving force required for the two luggage compartment components 14 and 16 to move relative to each other to the luggage compartment components 14 and 16.

[0046] Alternatively, gear mechanism 20 may also include only one transmission (not shown) provided that the two luggage compartment components 14, 16 are properly supported.

[0047] Because an aerodynamic design is provided on the convex first sidewall 26 of the external luggage compartment component 16 in this embodiment, the first transmission device 22 located behind the sidewall 26 in the storage space 12 direction is correspondingly matched to the convex shape of the sidewall 26 to maximize the storage volume as much as possible. Here, the first sidewall 26 is the side facing the wind after the motorcycle luggage compartment 10 is installed on the motorcycle.

[0048] As in Figure 1 As shown, the first transmission device 22 is disposed between the first sidewall 26 of the outer luggage compartment component 16 and the opposing first sidewall 28 of the inner luggage compartment component 14. The second transmission device 24 is again disposed between the second sidewall 30 of one luggage compartment component (here, the outer luggage compartment component 16) opposite to the first sidewall 26 and the opposing second sidewall 32 of the other luggage compartment component (here, the outer luggage compartment component 16). The second sidewalls 30 and 32 are substantially flat.

[0049] The following reference Figure 3 and Figure 4 The commonalities of the two transmission devices 22 and 24 are explained. The first transmission device 22 and the second transmission device 24 respectively include a first gear set 34 and a second gear set 36, as well as a first driven gear 38 and a second driven gear 40, wherein the driven gears 38 and 40 are constructed as cylindrical gears 42 and 44. Each driven gear 38 and 40 has its own rotation axis D1 and D2.

[0050] First gear set 34 (see...) Figure 2The first gear set has two cylindrical gears 46 and 48 and a bevel gear 50 located between them, while the second gear set 36 has a cylindrical gear 52 and a bevel gear 54. The gears of the gear sets 34 and 36 have common rotation axes D3 and D4 respectively and are coupled to each other in a non-rotatable manner.

[0051] Here, the first gear set 34 of the two transmission devices 22 and 24 serves as the drive gear. The driving torque is distributed from the first gear set 36 toward the two driven gears 38 and 40. Here, the first drive gear 38 is driven directly through the first gear set 34, and the second driven gear 40 is driven through the second gear set 36 located therebetween. The two driven gears 38 and 40 of the two transmission devices 22 and 24 thus rotate in different directions.

[0052] The difference between the first transmission device 22 and the second transmission device 24 lies in the different couplings of the first and second gear sets 34 and 36. To illustrate the different couplings, let's now observe in more detail. Figures 2 to 6 .

[0053] In the first transmission device 22, the bevel gear 50 of the first gear set 34 meshes with the bevel gear 54 of the second gear set 36, wherein the rotation axes D3 and D4 of the meshing gear sets 34 and 36 are set at an angle to each other.

[0054] Conversely, in the second transmission device 24, the cylindrical gear 46 of the first gear set 34 meshes with the cylindrical gear 52 of the second gear set 36, wherein the rotation axes D3 and D4 of the meshing gear sets 34 and 36 are arranged parallel to each other.

[0055] In the illustrated embodiment, the bevel gear 54 of the second gear set 36 has a minimum root circle diameter, which is larger than the root circle diameter of the cylindrical gear 52 of the second gear set 36 that directly contacts the bevel gear 54. Consequently, a shoulder 58 is formed on the first gear set 34 (see...). Figure 8 The shoulder can be used as an axial stop for locking the second gear set 36.

[0056] However, the formation of the shoulder 58 should be understood exemplarily only. Therefore, if the teeth of the bevel gear 54 are misaligned with the teeth of the cylindrical gear 52, the minimum root circle diameter of the bevel gear 54 can also be the same as the root circle diameter of the cylindrical gear 52.

[0057] As already mentioned, the first gear set 34 is equipped with two cylindrical gears 46 and 48, although only the first cylindrical gear 46 meshes with the other cylindrical gear 42 in the first transmission 22. The first gear set 34 is also equipped with a bevel gear 50, although this bevel gear 50 does not mesh with any other bevel gears in the second transmission 24. This particular embodiment of the first gear set 34 allows the use of identical first gear sets 36 in both the first and second transmissions 22 and 24. It should be noted that the first gear sets 34 of the two transmissions 22 and 24 are arranged as mirror images of each other.

[0058] Driven gears 38 and 40 are respectively provided with driven rods eccentrically supported relative to the corresponding rotation axes of drive gears 38 and 40, and these driven rods are connected to the external luggage compartment component 16. These driven rods are connecting members between the transmission devices 22 and 24 and the external luggage compartment component 16. Figure 3 , 4 The support device 56 for the driven rod is shown in Figures 5 and 6, wherein the driven rod itself is not shown. By moving the driven rod, the outer half-shell, i.e., the outer luggage compartment component 16, together with the flap, moves outward and away from the inner luggage compartment component 14 or toward the inner luggage compartment component 14, thereby changing the storage volume of the motorcycle luggage compartment 10.

[0059] During the adjustment of the storage volume, the torque flow originates from the operating element 18 and is then distributed to the first gear sets 34 of the two transmissions 22, 24, since each first gear set 34 is non-rotatably coupled to one end of the operating element 18. The torque flow is then redistributed within the first gear sets 34 and flows directly from the first gear set 36 to the first driven gear 38 or via the second gear set 36 to the second driven gear 40.

[0060] Figure 7 Another embodiment of the motorcycle luggage box 70 is shown. This motorcycle luggage box 70 is suitable, for example, as a tail box. Unlike the previous embodiment, the external luggage box component 72 does not have a convex first sidewall 26. This is not necessary because the motorcycle luggage box 70, when used as a tail box, is positioned in the calm wind zone of the motorcycle driver.

[0061] The luggage compartment component 74 inside the motorcycle luggage compartment 70 is different from the luggage compartment component 14 inside the motorcycle luggage compartment 10 because the shape needs to be adjusted based on the changed external luggage compartment component 72 and the changed first transmission device 76.

[0062] Since the sidewall 26 is not convex, a transmission device is not required where the rotation axes D3 and D4 of the first and second gear sets 34 and 36 are angled relative to each other. Therefore, the first transmission device 76 of this embodiment differs from the first transmission device 22 described in the previous embodiment. More specifically, the first transmission device 76 of this embodiment corresponds to the previous second transmission device 24.

[0063] The second transmission device 78 corresponds to the first transmission device 76, wherein the two transmission devices 76 and 78 are arranged mirror images of each other around the mirror plane S (see [reference]). Figure 8 Thus, the rotation axes D1, D2, D3, and D4 of the mirror-image gear sets 34 and 36 and driven gears 38 and 40 are aligned.

[0064] Therefore, the first and second transmission devices 76 and 78 have all the features described above and also operate in the same manner as the second transmission device 24. The two transmission devices 76 and 78 together form the gear mechanism 80 of the motorcycle luggage box 70, wherein their operation is similar to that of the gear mechanism 20 of the motorcycle luggage box 10.

Claims

1. A motorcycle luggage box, the motorcycle luggage box having an internal luggage box component (14, 74) fixable to a motorcycle and an external luggage box component (16, 72) connected to the internal luggage box component (14, 74) and laterally movable relative to the internal luggage box component (14, 74), and a driven gear mechanism (20, 80) coupled to each of the luggage box components, wherein, The width and thus storage volume of the motorcycle luggage compartment (10, 70) can be adjusted by moving the outer luggage compartment components (16, 72) relative to the inner luggage compartment components (14, 74), wherein the gear mechanism (20, 80) includes at least one first and second gear sets (34, 36), each having a plurality of mutually coupled, co-rotating gears disposed on a rotation axis (D3, D4), wherein the teeth of adjacent first and second gear sets (34, 36) mesh with each other, and wherein the first and second gear sets (34, 36) each have at least one cylindrical gear (46, 52) and at least one bevel gear (50, 54), and either the cylindrical gears (46, 52) of adjacent first and second gear sets (34, 36) mesh or the bevel gears (50, 54) of adjacent first and second gear sets mesh.

2. The motorcycle luggage box according to claim 1, characterized in that, The system includes a manually operable operating element (18), which drives the gear mechanism (20, 80) and moves the two suitcase components relative to each other.

3. The motorcycle luggage box according to claim 1 or 2, characterized in that, The gear mechanism (20, 80) has a first transmission device (22) and a second transmission device (24) located away from it, and is provided with a plurality of first and a plurality of second gear sets (34, 36) with the same structure. The first transmission device (22) includes the first and second gear sets (34, 36), while the second transmission device (24) includes another first and another second gear set. The first transmission device (22) is disposed between a first side wall (26) of a luggage compartment component and an opposite first side wall (28) of another luggage compartment component, while the second transmission device (24) is disposed between a second side wall (30) of a luggage compartment component opposite to the first side wall (26) and an opposite second side wall (32) of the other luggage compartment component.

4. The motorcycle luggage box according to claim 2, characterized in that, The operating element (18) is coupled to the first and second transmission devices (22, 24) such that the first and second transmission devices (22, 24) operate synchronously when the operating element (18) is manipulated.

5. The motorcycle luggage box according to claim 3, characterized in that, Each first gear set (34) drives at least one driven gear, wherein the driven gears of the first transmission device (22) and the second transmission device (24) are respectively configured to transmit moving force between the two luggage compartment components.

6. The motorcycle luggage box according to claim 5, characterized in that, The driven gears of the first transmission device (22) and the second transmission device (24) are respectively configured to transmit moving force between the two luggage compartment components, in that an eccentrically supported driven rod is provided on the driven gear, and the driven rod is connected to one of the luggage compartment components.

7. The motorcycle luggage box according to claim 5, characterized in that, The first transmission device (22) and the second transmission device (24) each have multiple driven gears.

8. The motorcycle luggage box according to claim 7, characterized in that, The first gear set (34) directly meshes with the first driven gear (38) and also meshes with the second gear set (36), which in turn meshes with the second driven gear (40), such that when the first gear set (34) is operated, the first driven gear (38) and the second driven gear (40) of each transmission device rotate in different directions.

9. The motorcycle luggage box according to any one of claims 5 to 8, characterized in that, The driven gears of the first transmission device (22) and the second transmission device (24) are cylindrical gears (42, 44), which mesh with cylindrical gears (46, 52) of the first gear set or the second gear set.

10. The motorcycle luggage box according to claim 3, characterized in that, The first gear set (34) of the first transmission device (22) and the second transmission device (24) each have another cylindrical gear (48), and the other cylindrical gear is arranged laterally and in direct contact with the mating bevel gear (50), wherein the other cylindrical gear (48) is coupled to the bevel gear (50) and has a gear that rotates together and is assigned to a rotation axis.

11. The motorcycle luggage box according to claim 3, characterized in that, The first transmission device (22) and the second transmission device (24) are arranged in a mirror image relative to the mirror plane (S).

12. The motorcycle luggage box according to claim 3, characterized in that, In at least one transmission device, the bevel gear (50) of the first gear set (34) and the bevel gear (54) of the second gear set (36) are engaged, and the rotation axes (D3, D4) of each of the gear sets engaged are arranged at an inclination to each other.

13. The motorcycle luggage box according to claim 12, characterized in that, The sidewall of the transmission device is convexly bulging.

14. The motorcycle luggage box according to claim 3, characterized in that, In at least one transmission device, the cylindrical gears of each gear set are meshed with each other, and the rotation axes (D3, D4) of each meshing gear set are arranged parallel to each other.

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