MOTORCYCLE CASE WITH ADJUSTABLE STORAGE VOLUME

Description

[0001] The invention relates to a motorcycle case with an adjustable storage volume.

[0002] Motorcycle cases are typically mounted and secured to the side or center of a rider's seat on a motorcycle to provide the rider with sufficient storage space for motorcycle helmets or other items. Depending on their intended placement, they are also referred to as side cases or rear cases.

[0003] These motorcycle cases feature two shell-like sections, preferably hard-shell sections. The resulting hard-shell cases are characterized by their exceptional robustness.

[0004] Motorcycle cases are known from the prior art that comprise two shell-like, nested sections that can be moved relative to one another and a sliding mechanism with a gear mechanism. These robustly constructed hard-shell sections are designed with a gear mechanism that allows their storage volume to be adjusted to individual use.

[0005] By adapting the storage volume to individual use, the overall width of a motorcycle can be reduced if only a portion of the storage volume is needed. This also makes maneuvering and parking the motorcycle easier when the maximum storage volume is not required.

[0006] In addition, air resistance plays a crucial role in a motorcycle case. A motorcycle case with a small air resistance area results in lower air resistance and thus lower fuel consumption for the motorcycle compared to one with a large air resistance area.

[0007] However, it has proven to be disadvantageous that these motorcycle cases do not allow for an aerodynamic design while maintaining maximum storage volume, because the well-known motorcycle cases with gear mechanism have an almost flat wall on the side facing the wind, whereas a convex wall is required for an aerodynamic design.

[0008] The generic EP 1 566 328 A3 relates to a side case intended for lateral attachment to the rear wheel area of ​​a motorcycle. The side case has an inner case part that can be attached to the motorcycle, and an outer case part connected to the inner case part, which is arranged so as to be laterally displaceable relative to the inner case part or is connected to the inner case part. By displacing the outer case part relative to the inner case part, the width and thus the storage volume of the side case can be adjusted.

[0009] US 4,854,430 concerns an expandable briefcase.

[0010] Based on this, the object of the invention is to further develop such a variable motorcycle case with a gear mechanism. The aim is to achieve an aerodynamic design while simultaneously maximizing storage volume. Furthermore, certain components of the gear mechanism should be usable for both a side-mounted and a rear-mounted motorcycle case.

[0011] This object is achieved by a motorcycle case having an inner case part that can be attached to a motorcycle, and an outer case part connected to the inner case part, which is laterally displaceable relative to the inner case part, and a driven gear mechanism coupling the case parts. This gear mechanism can adjust the width and thus the storage volume of the motorcycle case by displacing the outer case part relative to the inner case part, wherein the gear mechanism comprises at least a first and a second gear group, each having a plurality of gears coupled to one another, rotating together and assigned to a rotational axis. The teeth of adjacent gear groups mesh with one another, wherein the gear groups each have at least one spur gear and at least one bevel gear, and either the spur gears or the bevel gears of adjacent gear groups mesh.

[0012] The particular advantage of this motorcycle case lies in the uniform first gear group, which includes both a bevel gear and a spur gear. This allows both parallel and angled transmission designs to be realized with the first gear group. While in a parallel design, the rotational axes of all gear groups are arranged parallel to each other, in an angled design, the rotational axis of at least one gear group is not arranged parallel to the other gear groups.

[0013] According to one aspect of the invention, a manually operable control element can be provided, wherein actuation of the control element drives the gear mechanism and moves the two case parts relative to each other. With the manually operable control element, the motorcycle case can be adjusted easily and simply, whereby the motorcycle case is not dependent, for example, on error-prone electronics and / or a charged electric battery.

[0014] Advantageously, the gear mechanism has a first gear and a second gear located remote therefrom, wherein a plurality of identical first gear groups and a plurality of identical second gear groups are provided. The first gear comprises a first and a second gear group and the second gear comprises a further first and a further second gear group, wherein the first gear is arranged between a first side wall of one case part and an opposite first side wall of the other case part. The second gear is arranged between a second side wall of one case part, opposite the first side wall, and an opposite second side wall of the other case part. By providing a second gear, the displacement force applied to the two case parts to adjust the storage volume can be applied symmetrically to the case parts.

[0015] According to one embodiment, the control element is coupled to the first and second gears, so that when the control element is actuated, the two gears operate synchronously. The control element coupled to the first and second gears creates a simple mechanical solution for the synchronous operation of the two gears, whereby the synchronous operation enables a more even application of the displacement force to the two case parts. At the same time, jamming of the case parts is prevented.

[0016] For example, each first gear group drives at least one output gear, with the output gears of the first and second gears each being designed to transmit a displacement force between the two case parts. In particular, eccentrically mounted output levers are arranged on the output gears and are connected to one of the case parts. At each output gear, the rotational movement or torque is converted into a displacement movement or displacement force, allowing the case parts to be displaced evenly relative to one another.

[0017] Advantageously, both gears each have a plurality of output gears, in particular wherein the first gear group engages directly with a first output gear and further engages with the second gear group, which in turn engages with the second output gear, so that when the first gear groups are actuated, the two output gears of each gear are rotated in different directions. By using a plurality of output gears, the displacement force required to move the two case parts can be applied even more evenly to the case parts. The use of two output gears has proven particularly advantageous, as it enables symmetrical force application to the case parts and, at the same time, the number of output gears is kept as small as possible for cost and weight reasons.

[0018] According to one aspect of the invention, the output gears of the two transmissions are spur gears that mesh with the spur gears of the first and second gear groups, respectively. The meshing spur gears transmit the torque between the output gears and the two gear groups, with their axes of rotation arranged parallel to each other. This is particularly important for a rear case located centrally behind the motorcyclist, since this eliminates the need for a convex case wall and, consequently, an oblique arrangement of the axes of rotation.

[0019] According to a further aspect of the invention, the output gears, designed as spur gears, are provided with straight or helical teeth. Straight and helical gears have various advantages and disadvantages. For example, helical gears offer smoother running of the meshing gears than straight gears, but generate an axial force component during operation, which must be absorbed by the bearings.

[0020] Alternatively, the output gears can also be designed as bevel gears, with the rotational axes of the output gears arranged at an angle to the rotational axes of the gear groups meshing with the output gears. This allows for more customized positioning of the output gears.

[0021] In one design variant, the first gear groups of the two transmissions each have an additional spur gear. These are arranged laterally and in direct contact with the associated bevel gear. The additional spur gear is coupled to the bevel gear and has gears that rotate together and are assigned a rotational axis. This additional stage on the first gear groups enables different gear ratios between the first gear group and the meshing second gear group, as well as between the first gear group and the meshing output gear. Their rotational axes can be arranged parallel due to the spur gearing.

[0022] According to one embodiment, the two gears are arranged so that they are mirrored to form a mirror plane. This aligns the rotational axes of the mirror-image gears. This arrangement is particularly suitable for a rear case mounted behind a motorcyclist. In this case, no aerodynamic design is required on one side of the motorcycle case, which is why the gears of the motorcycle case can be designed so that they are mirror-imaged for simplicity.

[0023] According to one aspect of the invention, in at least one transmission, the bevel gear of the first gear group meshes with the bevel gear of the second gear group, and the axes of rotation of these meshing gear groups are arranged at an angle to one another, in particular with the side walls of the motorcycle case associated with this transmission bulging convexly. The meshing bevel gears offer the advantage that their associated axes of rotation can be arranged at an angle to one another, so that the transmission design is adapted to the convex side wall. This enables an aerodynamic design of a side wall of the motorcycle case while simultaneously providing the greatest possible storage volume.

[0024] In addition or as an alternative to the aforementioned aspects, in at least one transmission, spur gears of the gear groups can mesh with one another, and the rotational axes of these meshing gear groups can be arranged parallel to one another, i.e., the rotational axes of the meshing spur gears are arranged parallel to one another. If another transmission with an angled rotational axis arrangement according to the aforementioned aspect is already used in the motorcycle case, the described parallel arrangement applies to the other transmission.

[0025] The gears are preferably mounted on the inner part of the case and coupled to the outer part of the case via output levers.

[0026] The invention is explained below with reference to various embodiments shown in the accompanying drawings. Fig. 1a motorcycle case according to the invention according to an embodiment in a front view, wherein the motorcycle case is shown open; Fig. 2 the motorcycle case from Fig. 1 in another front view, with the two gears of the motorcycle case exposed for full visibility; Fig. 3 a first gearbox of the motorcycle case Fig. 1 in direction III according to Figure 1 seen, the outer case part is not shown; Fig. 4 a second opposite gearbox of the motorcycle case Fig. 1 in direction IV according to Figure 1 seen, the outer case part is not shown; Fig. 5 the first gearbox of the motorcycle case Fig. 1 in a perspective view, additionally showing a section of the inner case part; Fig. 6 the second opposite gear of the motorcycle case Fig. 1in a perspective view, additionally showing a section of the inner case part; Fig. 7 a motorcycle case according to the invention according to a further embodiment in a front view, wherein the motorcycle case is shown open; Fig. 8 the motorcycle case from Fig. 7 in another front view, with the two gears of the motorcycle case exposed for full visibility; Fig. 9 the first gearbox of the motorcycle case Fig. 7 seen in direction IX, the outer case part not shown; Fig. 10 the second opposite gear of the motorcycle case Fig. 7 seen in direction X, with the outer case part not shown; Fig. 11 the first gearbox of the motorcycle case Fig. 7 in a perspective view, additionally showing a section of the inner case part; and Fig. 12the second opposite gear of the motorcycle case Fig. 7 in a perspective view, with a section of the inner case part also shown.

[0027] In Figure 1 An embodiment of a motorcycle case 10 is shown, which serves for transporting objects to be carried on a motorcycle. Due to its special aerodynamic shape, this embodiment is particularly suitable as a side case for a motorcycle.

[0028] The motorcycle case 10 has a flap (not shown) that can be opened and closed to allow objects to be placed in a storage space 12 of the motorcycle case 10 and to subsequently prevent these objects from falling out of the motorcycle case 10. In all figures shown, the flap is not shown for better visibility of the other components.

[0029] In addition, the motorcycle case 10 has an inner and outer case section 14, 16, which can be moved relative to each other to variably adjust the storage volume of the motorcycle case 10. For this purpose, the motorcycle case 10 is equipped with a bow-shaped control element 18, with which the storage volume can be adjusted manually.

[0030] The motorcycle case essentially comprises two half-shells, which are aligned with their open sides and inserted into one another. The inner half-shell is formed by an inner case part 14. The outer half-shell is divided into two parts and comprises an annular, outer case part 16 and a shell-like flap (not shown) that is pivotally attached to the outer case part 16 for opening the motorcycle case 10 (see pivot bearing 17).

[0031] The control element 18 has two end positions, which correspond to the largest and smallest possible storage volume of the motorcycle case 10. In the Figures 1 and 2the control element 18 is directed downwards and is also in an end position. In a second end position according to the Figures 7 and 8 the control element 18 is directed upwards.

[0032] In addition, the motorcycle case 10 is provided with a gear mechanism 20 (see Figure 2 ), which converts the rotary movement of the operating element 18 during the adjustment of the storage volume into a translatory relative movement of the two case parts 14, 16 to each other.

[0033] The operating element 18 is coupled to the gear mechanism 20 in order to transmit the pivoting movement performed manually by the operator to the gear mechanism 20.

[0034] The gear mechanism 20 itself comprises in the embodiment according to the Figures 1 to 6a first and a second gear 22, 24. The two gears 22, 24 are operated synchronously, since the first and second gears 22, 24 are coupled to each other in a rotationally fixed manner by the manually operable control element 18. An overview of the gear mechanism 20 with the two gears 22, 24 is shown in the Figure 2 can be seen, whereby the inner case part 14 is not shown here for better clarity.

[0035] The two gears 22, 24, which are mounted on the inner case part 14, serve to transmit the displacement force required to move the two case parts 14, 16 towards each other evenly to the case parts 14, 16.

[0036] Alternatively, the gear mechanism 20 can also comprise only one gear (not shown) with appropriately good mounting of the two case parts 14, 16.

[0037] Since the present embodiment features an aerodynamic design on a first, convex side wall 26 of the outer case part 16, the first gear 22 located behind this side wall 26 toward the storage space 12 was adapted to the convex shape of the side wall 26 in order to maximize the storage volume as much as possible. The first side wall 26 is the side facing the airstream after the motorcycle case 10 is attached to a motorcycle.

[0038] As in Figure 1As shown, the first gear 22 is arranged between the first side wall 26 of the outer case part 16 and an opposite first side wall 28 of the inner case part 14. The second gear 24 is in turn arranged between a second side wall 30 of one case part, here the outer case part 16, opposite the first side wall 26, and an opposite second side wall 32 of the other case part, here the outer case part 16. The second side walls 30, 32 are essentially flat.

[0039] The following is based on the Figures 3 and 4 The similarities between the two gears 22, 24 are discussed below. Both the first and second gears 22, 24 each comprise a first and a second gear group 34, 36 as well as a first and a second output gear 38, 40, with the output gears 38, 40 being designed as spur gears 42, 44. Each of the output gears 38, 40 has its own axis of rotation D1, D2.

[0040] The first gear group 34 (see Figure 2 ) has two spur gears 46, 48 and an intermediate bevel gear 50, while the second gear group 36 has a spur gear 52 and a bevel gear 54. The gears of a gear group 34, 36 each have a common axis of rotation D3, D4 and are each rotationally fixedly coupled to one another.

[0041] The first gear groups 34 of the two transmissions 22, 24 function as drive gears. The drive torque from the first gear groups 36 is distributed toward the two output gears 38, 40. The first drive gear 38 is driven directly via the first gear group 34, and the second output gear 40 is driven via the intermediate second gear group 36. The two output gears 38, 40 of the two transmissions 22, 24 are thus rotated in different directions.

[0042] The first gear 22 differs from the second gear 24 by the different coupling of the first with the second gear group 34, 36. To clarify the different coupling, the Figures 2 to 6 taken a closer look.

[0043] In the first gear 22, the bevel gear 50 of the first gear group 34 engages with the bevel gear 54 of the second gear group 36, wherein the axes of rotation D3, D4 of the meshing gear groups 34, 36 are arranged at an angle to one another.

[0044] In the second gear 24, however, the spur gear 46 of the first gear group 34 engages with the spur gear 52 of the second gear group 36, wherein the axes of rotation D3, D4 of the meshing gear groups 34, 36 are arranged parallel to one another.

[0045] In the embodiment shown, the bevel gear 54 of the second gear group 36 has a smallest root diameter which is larger than the root diameter of the spur gear 52 of the second gear group 36 which is in direct contact with the bevel gear 54. As a result, a shoulder 58 is formed on the first gear group 34 (see Figure 8 ), which can be used as an axial stop to secure the second gear group 36.

[0046] However, the formation of the shoulder 58 is only an example. Thus, the smallest root diameter of the bevel gear 54 could also be the same size as the root diameter of the spur gear 52 if the teeth of the bevel gear 54 are offset from those of the spur gear 52.

[0047] As already mentioned, the first gear groups 34 are equipped with two spur gears 46, 48, although in the first gear 22 only the first spur gear 46 meshes with another spur gear 42. Likewise, the first gear groups 34 are equipped with a bevel gear 50, although this bevel gear 50 does not mesh with any other bevel gear in the second gear 24. This special design of the first gear group 34 allows the use of an identical first gear group 36 in both the first and second gears 22, 24. It should be noted that the first gear groups 34 of the two gears 22, 24 are arranged mirror-inverted to one another.

[0048] On the output gears 38, 40, an output lever is mounted eccentrically to the respective axis of rotation of the drive gear 38, 40, which are connected to the outer case part 16. These output levers are the connecting links between the gears 22, 24 and the outer case part 16. Figures 3, 4 , 5 and 6 The bearings 56 of the output levers are shown, although the output levers themselves are not shown. By moving the output levers, the outer half-shell, i.e., the outer case part 16 with the flap, is adjusted outward and away from the inner case part 14 or toward the inner case part 14 in order to change the storage volume of the motorcycle case 10.

[0049] The torque flow during the adjustment of the storage volume originates from the control element 18 and is then distributed among the first gear groups 34 of the two transmissions 22, 24, since each first gear group 34 is rotationally fixedly coupled to one end of the control element 18. The torque flow then divides again within the first gear groups 34 and leads from the first gear groups 36 directly to the first output gears 38 or via the second gear groups 36 to the second output gears 40.

[0050] The Figure 7 shows another embodiment of the motorcycle case 70. This motorcycle case 70 is suitable, for example, as a rear case. In contrast to the previously described embodiment, the outer case part 72 does not have a convexly shaped first side wall 26. This is not required, since the motorcycle case 70 is positioned in the slipstream of a motorcyclist when used as a rear case.

[0051] The inner case part 74 of the motorcycle case 70 differs from the inner case part 14 of the motorcycle case 10 because an adaptation of the shape is necessary due to the modified outer case part 72 and the modified first gear 76.

[0052] Because the side wall 26 is not convex, a gear with rotational axes D3, D4 of the first and second gear groups 34, 36 arranged at an angle to one another is also not required. Therefore, the first gear 76 of this embodiment differs from the described first gear 22 of the previous embodiment. More precisely, the first gear 76 of this embodiment corresponds to the previous second gear 24.

[0053] The second gear 78 corresponds in turn to the first gear 76, whereby the two gears 76, 78 are arranged mirrored to each other around a mirror plane S (see Figure 8). This aligns the rotational axes D1, D2, D3, D4 of the mirror-image gear groups 34, 36 and output gears 38, 40.

[0054] Subsequently, the first and second gears 76, 78 have all of the previously described features and also the functionality of the second gear 24. Together, the two gears 76, 78 form the gear mechanism 80 of the motorcycle case 70, the functionality of which is analogous to the gear mechanism 20 of the motorcycle case 10.

Claims

1. Motorcycle case having an inner case part (14, 74) which can be fastened to a motorcycle, and an outer case part (16, 72) which is connected to the inner case part (14, 74) and can be displaced laterally relative to the inner case part (14, 74), and a driven gearwheel mechanism (20, 80) coupling the case parts (14, 16, 72, 74), wherein the width and thus the storage volume of the motorcycle case (10, 70) can be adjusted by displacing the outer case part (16, 72) relative to the inner case part (14, 74), wherein the gearwheel mechanism (20, 80) comprises at least a first and a second gearwheel group (34, 36), which each have a plurality of gears coupled to one another, rotating together and assigned to an axis of rotation (D3, D4), wherein the teeth of adjacent gearwheel groups (34, 36) mesh, characterized in that the gearwheel groups (34, 36) each have at least one spur gear (46, 52) and at least one bevel gear (50, 54) and either the spur gears (46, 52) or the bevel gears (50, 54) of adjacent gearwheel groups (34, 36) mesh.

2. Motorcycle case according to Claim 1, characterized in that a manually operable control element (18) is provided, wherein the gearwheel mechanism (20, 80) is driven by operating the control element (18) and the two case parts (14, 16, 72, 74) are displaced relative to each other.

3. Motorcycle case according to Claim 1 or 2, characterized in that the gearwheel mechanism (20, 80) has a first and a second gear mechanism (22, 24) at a distance therefrom, wherein a plurality of identical first and a plurality of identical second gearwheel groups (34, 36) are provided, and the first gear mechanism (22) comprises a first and a second gearwheel group (34, 36), and the second gear mechanism (24) comprises a further first and a further second gearwheel group (34, 36), wherein the first gear mechanism (22) is arranged between a first side wall (26) of the one case part and an opposite first side wall (28) of the other case part, and the second gear mechanism (24) is arranged between a second side wall (30) of the one case part, opposite to the first side wall (26), and an opposite, second side wall (32) of the other case part.

4. Motorcycle case according to Claims 2 and 3, characterized in that the control element (18) is coupled to the first and the second gear mechanism (22, 24), so that when the control element (18) is operated, the two agear mechanisms (22, 24) run synchronously.

5. Motorcycle case according to one of Claims 2 to 4, characterized in that each first gearwheel group (34) drives at least one output gear (38), wherein the output gears (38) of the first and of the second gear mechanism (22, 24) are each designed to transmit a displacement force between the two case parts (14, 16, 72, 74), in particular by eccentrically mounted output levers, which are connected to one of the case parts (14, 16, 72, 74), being arranged on the output gears (38).

6. Motorcycle case according to Claim 5, characterized in that both gear mechanisms (22, 24) each have a plurality of output gears (38, 40), in particular wherein the first gearwheel group (34) meshes directly with a first output gear (38) and also meshes with the second gearwheel group (36), which in turn meshes with the second output gear (40), so that when the first gearwheel groups (38) are actuated, the two output gears (38, 40) of each gear mechanism (22, 24) are rotated in different directions.

7. Motorcycle case according to Claim 5 or 6, characterized in that the output gears (38, 40) of the two gear mechanisms (22, 24) are spur gears (42, 44), which mesh with the spur gears (46, 52) of the first and second gearwheel group (34, 36).

8. Motorcycle case according to one of Claims 3 to 7, characterized in that the first gearwheel groups (34) of the two gear mechanisms (22, 24) each have a further spur gear (48), and these are arranged at the side of and in direct contact with the associated bevel gear (50), wherein the further spur gear (48) is coupled to the bevel gear (50) and has gears that rotate together and are assigned to one axis of rotation (D3).

9. Motorcycle case according to one of Claims 2 to 8, characterized in that the two gear mechanisms (22, 24) are arranged in mirror-image fashion relative to a mirror plane (S).

10. Motorcycle case according to one of Claims 2 to 9, characterized in that in at least one gear mechanism (22, 24) the bevel gear (50) of the first gearwheel group (34) meshes with the bevel gear (54) of the second gearwheel group (36) and the axes of rotation (D3, D4) of these meshing gearwheel groups (34, 36) are arranged at an angle to each other, in particular wherein the side walls that are associated with this gear mechanism (22, 24) bulge out convexly.

11. Motorcycle case according to one of Claims 2 to 10, characterized in that in at least one gear mechanism (22, 24), spur gears (46, 48, 52) of the gearwheel groups (34, 36) mesh and the axes of rotation (D3, D4) of these meshing gearwheel groups (34, 36) are arranged parallel to each other.