Motorcycle Case Having an Adjustable Storage Volume

Abstract

A motorcycle case includes an inner case part which is fastenable to a motorcycle and an outer case part connected to the inner case part that is displaceable laterally relative to the inner case part. A driven gearwheel mechanism couples the inner case part and the outer case part where a width of the motorcycle case is adjustable by displacing the outer case part relative to the inner case part. The gearwheel mechanism includes at least a first gearwheel group and a second gearwheel group which each have a plurality of gears coupled to one another, rotating together and assigned to an axis of rotation, where respective teeth of adjacent gearwheel groups mesh. The first gearwheel group and the second gearwheel group each have at least one spur gear and at least one bevel gear and either the spur gears or the bevel gears of adjacent gearwheel groups mesh.

Claims

1.-11. (canceled)

12. A motorcycle case, comprising: an inner case part which is fastenable to a motorcycle; an outer case part which is connected to the inner case part and is displaceable laterally relative to the inner case part; and a driven gearwheel mechanism coupling the inner case part and the outer case part, wherein a width of the motorcycle case is adjustable by displacing the outer case part relative to the inner case part; wherein the gearwheel mechanism comprises at least a first gearwheel group and a second gearwheel group which each have a plurality of gears coupled to one another, rotating together and assigned to an axis of rotation, wherein respective teeth of adjacent gearwheel groups mesh; wherein the first gearwheel group and the second gearwheel group each have at least one spur gear and at least one bevel gear and either the spur gears or the bevel gears of adjacent gearwheel groups mesh.

13. The motorcycle case according to claim 12, further comprising a manually operable control element, wherein the gearwheel mechanism is driven by operating the control element and the inner case part and the outer case part are displaced relative to each other.

14. The motorcycle case according to claim 13: wherein the gearwheel mechanism has a first gear mechanism and a second gear mechanism at a distance therefrom; wherein a plurality of identical first gearwheel groups and a plurality of identical second gearwheel groups are provided; wherein the first gear mechanism comprises a first gearwheel group and a second gearwheel group; wherein the second gear mechanism comprises a further first gearwheel group and a further second gearwheel group; wherein the first gear mechanism is disposed between a first side wall of one case part and an opposite first side wall of the other case part; wherein the second gear mechanism is disposed between a second side wall of the one case part, opposite to the first side wall, and an opposite, second side wall of the other case part.

15. The motorcycle case according to claim 14, wherein the control element is coupled to the first gear mechanism and the second gear mechanism such that when the control element is operated, the first gear mechanism and the second gear mechanism run synchronously.

16. The motorcycle case according to claim 14, wherein each first gearwheel group drives at least one output gear, wherein the output gears of the first gear mechanism and of the second gear mechanism each transmit a displacement force between the two case parts by eccentrically mounted output levers, which are connected to one of the case parts, being arranged on the output gears.

17. The motorcycle case according to claim 16, wherein both the first gear mechanism and the second gear mechanism each have a plurality of output gears, wherein the first gearwheel group meshes directly with a first output gear and also with the second gearwheel group, which in turn meshes with the second output gear, such that when the first gearwheel groups are actuated, the two output gears of each gear mechanism are rotated in different directions.

18. The motorcycle case according to claim 17, wherein the output gears of the first gear mechanism and the second gear mechanism are spur gears which mesh with the spur gears of the first gearwheel group and the second gearwheel group.

19. The motorcycle case according to claim 14, wherein the first gearwheel groups of the two gear mechanisms each have a further spur gear arranged at a side of and in direct contact with the associated bevel gear, wherein the further spur gear is coupled to the bevel gear and has gearwheels that rotate together and are assigned to one axis of rotation.

20. The motorcycle case according to claim 14, wherein the first gear mechanism and the second gear mechanism are disposed in mirror-image fashion relative to a mirror plane.

21. The motorcycle case according to claim 14, wherein in at least one gear mechanism the bevel gear of the first gearwheel group meshes with the bevel gear of the second gearwheel group and the axes of rotation of these meshing gearwheel groups are disposed at an angle to each other.

22. The motorcycle case according to claim 14, wherein in at least one gear mechanism, spur gears of the gearwheel groups mesh and the axes of rotation of these meshing gearwheel groups are disposed parallel to each other.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0025] FIG. 1 shows a motorcycle case according to the invention according to one embodiment in a front view, the motorcycle case being illustrated as opened;

[0026] FIG. 2 shows the motorcycle case from FIG. 1 in a further front view, the two gear mechanisms of the motorcycle case being illustrated as exposed for complete visibility;

[0027] FIG. 3 shows a first gear mechanism of the motorcycle case from FIG. 1 seen in the direction III according to FIG. 1, the outer case part not being illustrated;

[0028] FIG. 4 shows a second, opposite gear mechanism of the motorcycle case from FIG. 1 seen in the direction IV according to FIG. 1, the outer case part not being illustrated;

[0029] FIG. 5 shows the first gear mechanism of the motorcycle case from FIG. 1 in a perspective view, a portion of the inner case part additionally being illustrated;

[0030] FIG. 6 shows the second, opposite gear mechanism of the motorcycle case from FIG. 1 in a perspective view, a portion of the inner case part additionally being illustrated;

[0031] FIG. 7 shows a motorcycle case according to the invention according to a further embodiment in a front view, the motorcycle case being illustrated as opened;

[0032] FIG. 8 shows the motorcycle case from FIG. 7 in a further front view, the two gear mechanisms of the motorcycle case being illustrated as exposed for complete visibility;

[0033] FIG. 9 shows the first gear mechanism of the motorcycle case from FIG. 7 seen in the direction IX, the outer case part not being illustrated;

[0034] FIG. 10 shows the second, opposite gear mechanism of the motorcycle case from FIG. 7 seen in the direction X, the outer case part not being illustrated;

[0035] FIG. 11 shows the first gear mechanism of the motorcycle case from FIG. 7 in a perspective view, a portion of the inner case part additionally being illustrated; and

[0036] FIG. 12 shows the second, opposite gear mechanism of the motorcycle case from FIG. 7 in a perspective view, a portion of the inner case part additionally being illustrated.

DETAILED DESCRIPTION OF THE DRAWINGS

[0037] FIG. 1 shows an embodiment of a motorcycle case 10, which is used to transport objects which are intended to be carried along on a motorcycle. Because of its special aerodynamic shape, this embodiment is particularly suitable as a side case for a motorcycle.

[0038] The motorcycle case 10 has a flap (not illustrated) which can be opened and closed in order to be able to lay objects in a storage compartment 12 of the motorcycle case 10 and then to prevent these objects from falling out of the motorcycle case 10. In all the figures shown, the flap is not illustrated for the improved visibility of the other components.

[0039] In addition, the motorcycle case 10 has an inner and outer case part 14, 16, which are displaceable relative to each other in order to adapt the storage volume of the motorcycle case 10 variably. For this purpose, the motorcycle case 10 is equipped with a bow-shaped control element 18, with which the storage volume can be adjusted by hand.

[0040] The motorcycle case substantially comprises two half shells, which are set up with the open sides on each other and are inserted into each other. The inner half shell is formed by an inner case part 14. The outer half shell is divided in two and comprises an annular, outer case part 16 and a shell-like flap (not shown), which is attached to the outer case part 16 such that it can be pivoted to open the motorcycle case 10 (see pivot bearing 17).

[0041] The control element 18 has two end positions, which correspond to the largest possible and smallest possible storage volume of the motorcycle case 10. In FIGS. 1 and 2, the control element 18 is directed downward and is also located in an end position. In a second end position according to FIGS. 7 and 8, the control element 18 is directed upward.

[0042] In addition, the motorcycle case 10 is equipped with a gearwheel mechanism 20 (see FIG. 2), which converts the rotational movement of the control element 18 into a translational relative movement of the two case parts 14, 16 relative to each other during the adjustment of the storage volume.

[0043] The control element 18 is coupled to the gearwheel mechanism 20, in order to forward the pivoting movement executed by hand by the operator to the gearwheel mechanism 20.

[0044] The gearwheel mechanism 20 itself in the embodiment according to FIGS. 1 to 6 comprises a first and a second gear mechanism 22, 24. The two gear mechanisms 22, 24 are operated synchronously, since the first and second gear mechanisms 22, 24 are co-rotationally coupled to one another by the manually operable control element 18. An overview of the gearwheel mechanism 20 with the two gear mechanisms 22, 24 can be gathered from FIG. 2, the inner case part 14 not being illustrated here for improved clarity.

[0045] The two gear mechanisms 22, 24, which are supported on the inner case part 14, are used to transmit the displacement force, which is needed to displace the two case parts 14, 16 toward each other, uniformly to the case parts 14, 16.

[0046] Alternatively, the gearwheel mechanism 20 can also comprise only one gear mechanism (not illustrated), given correspondingly good mounting of the two case parts 14, 16.

[0047] Since, in the present embodiment, an aerodynamic design is provided on a first, convex side wall 26 of the outer case part 16, the first gear mechanism 22 located behind this side wall 26 in the direction of the storage compartment 12 would be matched appropriately to the convex shape of the side wall 26, in order to maximize the storage volume as far as possible. Here, the first side wall 26 is the side that faces the airstream following the attachment of the motorcycle case 10 to a motorcycle.

[0048] As shown in FIG. 1, the first gear mechanism 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 mechanism 24 is in turn arranged between a second side wall 30 of the one case part, opposite to the first side wall 26, here the outer case part 16, 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 substantially flat.

[0049] In the following, the common features of the two gear mechanisms 22, 24 will be discussed with reference to FIGS. 3 and 4. Both the first and also the second gear mechanism 22, 24 each comprise a first and a second gearwheel group 34, 36 and a first and a second output gear 38, 40, the output gears 38, 40 being designed as spur gears 42, 44. Each of the output gears 38, 40 has an individual axis of rotation D1, D2.

[0050] The first gearwheel group 34 (see FIG. 2) has two spur gears 46, 48 and a bevel gear 50 located in between, while the second gearwheel group 36 has a spur gear 52 and a bevel gear 54. The gearwheels of a gearwheel group 34, 36 in turn each have a common axis of rotation D3, D4 and are each co-rotationally coupled to each other.

[0051] The first gearwheel groups 34 of the two gear mechanisms 22, 24 function as output gears. From the first gearwheel groups 34, the drive torque is divided in the direction of the two output gears 38, 40. The first output gear 38 is driven directly via the first gearwheel group 34, and the second output gear 40 is driven via the interposed second gearwheel group 36. The two output gears 38, 40 of the two gear mechanisms 22, 24 are rotated in different directions as a result.

[0052] The first gear mechanism 22 differs from the second gear mechanism 24 in the different coupling of the first to the second gearwheel group 34, 36. To clarify the different coupling, FIGS. 2 to 6 will now be considered in more detail.

[0053] In the first gear mechanism 22, the bevel gear 50 of the first gearwheel group 34 meshes with the bevel gear 54 of the second gearwheel group 36, the axes of rotation D3, D4 of the meshing gearwheel groups 34, 36 being arranged at an angle to each other.

[0054] In the second gear mechanism 24, on the other hand, the spur gear 46 of the first gearwheel group 34 meshes with the spur gear 52 of the second gearwheel group 36, the axes of rotation D3, D4 of the meshing gearwheel groups 34, 36 being arranged parallel to each other.

[0055] In the exemplary embodiment shown, the bevel gear 54 of the second gearwheel group 36 has a smallest root circle diameter which is larger than the root circle diameter of the spur gear 52 of the second gearwheel group 36 which is in direct contact with the bevel gear 54. As a result, a shoulder 58 is formed on the first gearwheel group 34 (see FIG. 8), which can be used as an axial stop for securing the second gearwheel group 36.

[0056] The formation of the shoulder 58 is, however, to be understood merely by way of example. Thus, the smallest root circle diameter of the bevel gear 54 could also be of the same size as the root circle diameter of the spur gear 52, if the teeth of the bevel gear 54 are offset relative to those of the spur gear 52.

[0057] As already mentioned, the first gearwheel groups 34 are equipped with two spur gears 46, 48, although in the first gear mechanism 22 only the first spur gear 46 meshes with a further spur gear 42. Likewise, the first gearwheel groups 34 are equipped with a bevel gear 50, although this bevel gear 50 in the second gear mechanism 24 does not mesh with a further bevel gear. This specific design of the first gearwheel group 34 permits an identical first gearwheel group 34 to be used in the first and also in the second gear mechanism 22, 24. Here, it should be noted that the first gearwheel groups 34 of the two gear mechanisms 22, 24 are arranged to be mirror-inverted relative to each other.

[0058] A respective output lever mounted eccentrically with respect to the respective axis of rotation of the output gear 38, 40 and connected to the outer case part 16 is arranged on the output gears 38, 40. These output levers are the connecting links between the gear mechanisms 22, 24 and the outer case part 16. The mountings 56 of the output levers are shown in FIGS. 3, 4, 5 and 6, the output levers themselves not being illustrated. By displacing the output levers, the outer half shell, that is to say the outer case part 16 with the flap, is displaced 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.

[0059] The torque flow during the displacement of the storage volume originates from the control element 18, and is then divided among the first gearwheel groups 34 of the two gear mechanisms 22, 24, since each first gearwheel group 34 is co-rotationally coupled to a respective end of the control element 18. The torque flow is then again divided among the first gearwheel groups 34 and leads from the first gearwheel groups 34 directly to the first output gears 38 and, respectively, via the second gearwheel groups 36 to the second output gears 40.

[0060] FIG. 7 shows a further embodiment of the motorcycle case 70. This motorcycle case 70 is suitable, for example, as a rear case. As opposed to the embodiment described previously, the outer case part 72 has no convexly shaped first side wall 26. This is not needed, since the motorcycle case 70 is arranged in the wind shadow of a motorcycle rider when it is used as a rear case.

[0061] The inner case part 74 of the motorcycle case 70 differs from the inner case part 14 of the motorcycle case 10, since an adaptation of the shape is necessary because of the changed outer case part 72 and the changed first gear mechanism 76.

[0062] The fact that the side wall 26 is not shaped convexly means that no gear mechanism with axes of rotation D3, D4 of the first and second gearwheel group 34, 36 arranged at an angle to each other is needed either. Therefore, the first gear mechanism 76 of this embodiment differs from the described first gear mechanism 22 of the previous embodiment. More precisely, the first gear mechanism 76 of this embodiment corresponds to the previous second gear mechanism 24.

[0063] The second gear mechanism 78 in turn corresponds to the first gear mechanism 76, the two gear mechanisms 76, 78 being arranged in mirror-image fashion relative to each other about a mirror plane S (see FIG. 8). As a result, the axes of rotation D1, D2, D3, D4 of the respective mirror-identical gearwheel groups 34, 36 and output gears 38, 40 are aligned.

[0064] As a consequence, the first and second gear mechanisms 76, 78 have all the above-described features and also the mode of action of the second gear mechanism 24. Together, the two gear mechanisms 76, 78 form the gearwheel mechanism 80 of the motorcycle case 70, its mode of action being analogous to the gearwheel mechanism 20 of the motorcycle case 10.