CA2605790A1 - Motorcycle conversion kit and associated methods - Google Patents
Motorcycle conversion kit and associated methods Download PDFInfo
- Publication number
- CA2605790A1 CA2605790A1 CA002605790A CA2605790A CA2605790A1 CA 2605790 A1 CA2605790 A1 CA 2605790A1 CA 002605790 A CA002605790 A CA 002605790A CA 2605790 A CA2605790 A CA 2605790A CA 2605790 A1 CA2605790 A1 CA 2605790A1
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- Canada
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- motorcycle
- frame
- swing arm
- axles
- mounts
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
- B62K13/00—Cycles convertible to, or transformable into, other types of cycles or land vehicle
- B62K13/04—Cycles convertible to, or transformable into, other types of cycles or land vehicle to a tricycle
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Axle Suspensions And Sidecars For Cycles (AREA)
Abstract
A motorcycle is converted from two-wheeled to three-wheeled by pivotally supporting a dual rear wheel replacement swing arm assembly on the existing pivot bolt assembly of the motorcycle. The swing arm assembly is coupled to an existing rear suspension of the motorcycle using shock mounts adapted for mounting suspension parts available from the same manufacturer as the motorcycle being converted. Brake mounts on the frame are also adapted for mounting brakes available from the same manufacturer. A chain driven sprocket on the swing arm assembly is aligned with the existing drive sprocket of the motorcycle to permit the use of a conventional chain connection therebetween for minimizing complexity of the conversion. The kit is thus suited for connection to one particular model of one brand of motorcycle to minimize any subsequent adjustments required when installed on the motorcycle while also simplifying the availability of replacement parts.
Description
MOTORCYCLE CONVERSION KIT AND ASSOCIATED METHODS
This application claims the benefit under 35 U.S.C.119(e) from U.S.
provisional application Serial No. 60/684,585, filed May 26, 2005.
FIELD OF THE INVENTION
The present invention relates to a conversion kit and the method of use thereof for converting a two wheeled motorcycle to a three wheeled motorcycle.
BACKGROUND
In many instances it is desirable to convert a two-wheeled motorcycle into a three-wheeled motorcycle. For example a three-wheeled motorcycle is desirable when persons wish to enjoy the open ride of a motorbike but with greater stability.
Various examples of three-wheeled motorcycles are disclosed in the following US patents: 5,499,689 to Johnson, 4,325,449 to D'Addio et al., 4,449,602 to Dittmann, Jr., 5,692,5577 to Dornbusch et al., 5,236,060 to Huber, 4,287,960 to McConnell, 4,437,535 to Winchell et al., 5,899,291 to Dunmais, 4,905,787 to Morin, 1,271,553 to Elliott, 1,933,102 to E. P. Du Pont et al., 1,956319 to E.
P. Du Pont et al., and 5,785,141 to Breitkreutz et al.
In general prior art kits for converting a two-wheeled motorcycle into a three-wheeled motorcycle have a poor finished appearance which is not consistent with existing components of the original motorcycle. Furthermore known systems generally require complex mounting for proper alignment of the dual rear wheels with the direction of travel of the motorcycle, as well as proper alignment of the drive train and the suspension. Many attempts have been made to provide generic kits which can be adjusted to various different types of motorcycles, however, the generic nature of these kits requires different types of adaptive connectors or numerous additional adjustments to be made once the kit is installed in order to function properly. The use of extra connectors and subsequent adjustments is time consuming and difficult to install. In addition prior art kits typical require either a poorly performing drive train without a differential or a complex drive shaft conversion is required.
SUMMARY OF THE INVENTION
According to one aspect of the invention there is provided a method of converting a motorcycle having a frame with a pivot bolt assembly for pivotally supporting a rear wheel swing arm assembly thereon, the method comprising:
providing a replacement swing arm frame extending in a longitudinal direction between a forward end and a rearward end thereof, the rearward end, comprising a pair of spaced apart frame members extending in the longitudinall direction;
pivotally connecting the front end of the swing arm frame to the pivot bolt assembly of the motorcycle;
connecting the swing arm frame to an existing rear suspension of the motorcycle;
supporting first and second axles rotatably on the frame members respectively for rotation about a common axis lying perpendicularly to the longitudinal direction;
connecting a pair of wheels to the first and second axles respectively;
connecting brakes to the first and second axles respectively;
connecting the first and second axles with a drive motor of the motorcycle; and adapting brake mounts and shock mounts of the replacement swing arm frame for mounting suspension and brakes available from the same manufacturer as the motorcycle being converted.
The kit according to the present invention is configured and specifically arranged in each embodiment for connection to one particular model of one brand of motorcycle to minimize any subsequent adjustments required when installed on the motorcycle. The replacement swing arm frame includes moun'ting locations for mounting the existing components of the motorcycle and additional parts available from the same manufacturer as the original motorcycle for installing all of the components including the brake callipers, the brake rudders, the shocks and chain drive of the existing motorcycle. Replacement parts for any of these components are thus available from the original manufacturer of the motorcycle. In particular, the use of a chain driven sprocket on the differential which is in alignment with the existing drive sprocket of the motorcycle permits the use of a conventional chain connection therebetween to minimize complexity of the conversion.
According to a second aspect of the present invention there is provided a conversion kit for a motorcycle having a frame with a pivot bolt assembly for pivotally supporting a rear wheel swing arm assembly thereon, the kit comprising:
a replacement swing arm frame extending in a longitudinal direction between a forward end and a rearward end thereof, the forward end being adapted for pivotal connection to the pivot bolt assembly of the motorcycle and the rearward end comprising a pair of spaced apart frame members extending in 'the longitudinal direction;
shock mounts on the swing arm frame for connection to a rear suspension of the motorcycle;
first and second axles rotatably supported on the frame members respectively for rotation about a common axis lying perpendicularly to the longitudinal direction;
a pair of wheels for connection to the first and second axles respectively;
brakes for connection to the first and second axles respectively; and a differential operatively connecting the first and second axles, the differential including a chain driven sprocket for chained connection to a chain drive sprocket of the motorcycle.
According to a further aspect of the present invention there is provided a method of converting a motorcycle having a frame with a pivot bolt assembly for pivotally supporting a rear wheel swing arm assembly thereon, the method comprising:
providing a replacement swing arm frame extending in a longitudinal direction between a forward end and a rearward end thereof, the rearward end comprising a pair of spaced apart frame members extending in the longitudinal direction;
pivotally connecting the front end of the replacement swing prm frame to the pivot bolt assembly of the motorcycie;
connecting the swing arm frame to a rear suspension of the motorcycie;
supporting first and second axles rotatably on the frame members respectively for rotation about a common axis lying perpendicularly to the longitudinal direction;
connecting a pair of wheels to the first and second axles respectivply;
connecting brakes to the first and second axles respectively;
providing a differential including a chain driven sprocket;
connecting the first and second axles with the differential; and connecting the chain driven sprocket with a chained connection to a chain drive sprocket of the motorcycle.
When a housing surrounds the axles and the differential, the housirhg is preferably fixed between the frame members.
The differential preferably comprises an outer housing fixed relative to the frame and a rotatable housing carried therein within which the first and second axles are operatively connected wherein the chain driven sprockpt is 5 supported about the rotatable housing for rotation therewith.
Each frame member may comprise a pair of parallel and sppced apart tubes supporting the first and second axles therebetween for sliding movement in the longitudinal direction of the frame.
Fender mounts may be supported on the swing arm frame for pivotal movement with the axles carried on the swing arm frame relative to the motorcycle frame. The fender mounts may be supported on a mounting plate carried by the axle housing commonly with brake mounts for the brakes.
A chain tightener may also be carried on the swing arm frame.
In the illustrated embodiment, the forward end of the swing arm frame is adapted for pivotal connection to the existing pivot bolt assembly of a Harley DavidsonTM motorcycle.
Two embodiments of the invention will now be described in conjunction with the accompanying drawings in which:
BRIEF DESCRIPTION OF THE DRAWINGS
Figure 1 is a perspective view from a front end of a first embodiment of the swing arm frame.
Figure 2 is a perspective view from a rear end of the first embodiment.
Figure 3 and Figure 4 are respective top plan and side elevational views of the frame according to Figure 1.
Figure 5 is a sectional view along the line 5-5 of Figure 4.
Figure 6 is a rear elevational view of the frame according to Figure 1;
This application claims the benefit under 35 U.S.C.119(e) from U.S.
provisional application Serial No. 60/684,585, filed May 26, 2005.
FIELD OF THE INVENTION
The present invention relates to a conversion kit and the method of use thereof for converting a two wheeled motorcycle to a three wheeled motorcycle.
BACKGROUND
In many instances it is desirable to convert a two-wheeled motorcycle into a three-wheeled motorcycle. For example a three-wheeled motorcycle is desirable when persons wish to enjoy the open ride of a motorbike but with greater stability.
Various examples of three-wheeled motorcycles are disclosed in the following US patents: 5,499,689 to Johnson, 4,325,449 to D'Addio et al., 4,449,602 to Dittmann, Jr., 5,692,5577 to Dornbusch et al., 5,236,060 to Huber, 4,287,960 to McConnell, 4,437,535 to Winchell et al., 5,899,291 to Dunmais, 4,905,787 to Morin, 1,271,553 to Elliott, 1,933,102 to E. P. Du Pont et al., 1,956319 to E.
P. Du Pont et al., and 5,785,141 to Breitkreutz et al.
In general prior art kits for converting a two-wheeled motorcycle into a three-wheeled motorcycle have a poor finished appearance which is not consistent with existing components of the original motorcycle. Furthermore known systems generally require complex mounting for proper alignment of the dual rear wheels with the direction of travel of the motorcycle, as well as proper alignment of the drive train and the suspension. Many attempts have been made to provide generic kits which can be adjusted to various different types of motorcycles, however, the generic nature of these kits requires different types of adaptive connectors or numerous additional adjustments to be made once the kit is installed in order to function properly. The use of extra connectors and subsequent adjustments is time consuming and difficult to install. In addition prior art kits typical require either a poorly performing drive train without a differential or a complex drive shaft conversion is required.
SUMMARY OF THE INVENTION
According to one aspect of the invention there is provided a method of converting a motorcycle having a frame with a pivot bolt assembly for pivotally supporting a rear wheel swing arm assembly thereon, the method comprising:
providing a replacement swing arm frame extending in a longitudinal direction between a forward end and a rearward end thereof, the rearward end, comprising a pair of spaced apart frame members extending in the longitudinall direction;
pivotally connecting the front end of the swing arm frame to the pivot bolt assembly of the motorcycle;
connecting the swing arm frame to an existing rear suspension of the motorcycle;
supporting first and second axles rotatably on the frame members respectively for rotation about a common axis lying perpendicularly to the longitudinal direction;
connecting a pair of wheels to the first and second axles respectively;
connecting brakes to the first and second axles respectively;
connecting the first and second axles with a drive motor of the motorcycle; and adapting brake mounts and shock mounts of the replacement swing arm frame for mounting suspension and brakes available from the same manufacturer as the motorcycle being converted.
The kit according to the present invention is configured and specifically arranged in each embodiment for connection to one particular model of one brand of motorcycle to minimize any subsequent adjustments required when installed on the motorcycle. The replacement swing arm frame includes moun'ting locations for mounting the existing components of the motorcycle and additional parts available from the same manufacturer as the original motorcycle for installing all of the components including the brake callipers, the brake rudders, the shocks and chain drive of the existing motorcycle. Replacement parts for any of these components are thus available from the original manufacturer of the motorcycle. In particular, the use of a chain driven sprocket on the differential which is in alignment with the existing drive sprocket of the motorcycle permits the use of a conventional chain connection therebetween to minimize complexity of the conversion.
According to a second aspect of the present invention there is provided a conversion kit for a motorcycle having a frame with a pivot bolt assembly for pivotally supporting a rear wheel swing arm assembly thereon, the kit comprising:
a replacement swing arm frame extending in a longitudinal direction between a forward end and a rearward end thereof, the forward end being adapted for pivotal connection to the pivot bolt assembly of the motorcycle and the rearward end comprising a pair of spaced apart frame members extending in 'the longitudinal direction;
shock mounts on the swing arm frame for connection to a rear suspension of the motorcycle;
first and second axles rotatably supported on the frame members respectively for rotation about a common axis lying perpendicularly to the longitudinal direction;
a pair of wheels for connection to the first and second axles respectively;
brakes for connection to the first and second axles respectively; and a differential operatively connecting the first and second axles, the differential including a chain driven sprocket for chained connection to a chain drive sprocket of the motorcycle.
According to a further aspect of the present invention there is provided a method of converting a motorcycle having a frame with a pivot bolt assembly for pivotally supporting a rear wheel swing arm assembly thereon, the method comprising:
providing a replacement swing arm frame extending in a longitudinal direction between a forward end and a rearward end thereof, the rearward end comprising a pair of spaced apart frame members extending in the longitudinal direction;
pivotally connecting the front end of the replacement swing prm frame to the pivot bolt assembly of the motorcycie;
connecting the swing arm frame to a rear suspension of the motorcycie;
supporting first and second axles rotatably on the frame members respectively for rotation about a common axis lying perpendicularly to the longitudinal direction;
connecting a pair of wheels to the first and second axles respectivply;
connecting brakes to the first and second axles respectively;
providing a differential including a chain driven sprocket;
connecting the first and second axles with the differential; and connecting the chain driven sprocket with a chained connection to a chain drive sprocket of the motorcycle.
When a housing surrounds the axles and the differential, the housirhg is preferably fixed between the frame members.
The differential preferably comprises an outer housing fixed relative to the frame and a rotatable housing carried therein within which the first and second axles are operatively connected wherein the chain driven sprockpt is 5 supported about the rotatable housing for rotation therewith.
Each frame member may comprise a pair of parallel and sppced apart tubes supporting the first and second axles therebetween for sliding movement in the longitudinal direction of the frame.
Fender mounts may be supported on the swing arm frame for pivotal movement with the axles carried on the swing arm frame relative to the motorcycle frame. The fender mounts may be supported on a mounting plate carried by the axle housing commonly with brake mounts for the brakes.
A chain tightener may also be carried on the swing arm frame.
In the illustrated embodiment, the forward end of the swing arm frame is adapted for pivotal connection to the existing pivot bolt assembly of a Harley DavidsonTM motorcycle.
Two embodiments of the invention will now be described in conjunction with the accompanying drawings in which:
BRIEF DESCRIPTION OF THE DRAWINGS
Figure 1 is a perspective view from a front end of a first embodiment of the swing arm frame.
Figure 2 is a perspective view from a rear end of the first embodiment.
Figure 3 and Figure 4 are respective top plan and side elevational views of the frame according to Figure 1.
Figure 5 is a sectional view along the line 5-5 of Figure 4.
Figure 6 is a rear elevational view of the frame according to Figure 1;
Figure 7 is a perspective view from a front end of a swing arm frame according to a second embodiment.
Figure 8 is a perspective view from a rear end of a swing arm frame according to the second embodiment.
Figure 9 and Figure 10 are respective top plan and side elevational views of the frame according to Figure 7.
Figure 11 is a sectional view along the line 11-11 of Figure 10.
Figure 12 is a rear elevational view of the frame according to Figure 7.
In the drawings like characters of reference indicate corresponding parts in the different figures.
DETAILED DESCRIPTION
Referring to the accompanying Figures there is illustrated a kit generally indicated by reference numeral 10. The kit 10 is particularly suited for a motorcycle (not shown) of the type having a frame including a rear wheel assembly pivotally supported on a pivot bolt assembly of the motorcycle.
The motorcycle for which the conversion kit is suited for, is conventional and includes a rear suspension coupled between the rear wheel assembly and the frame along with a chain connection between a drive sprocket of the motorcycle and the rear wheel. The kit 10 is intended to replace the single rear wheel assembly with dual rear wheels in a convenient manner which permits the single rear wheel assembly to be reinstalled at a later time as desired.
Though two embodiments are shown in the accompanying figures, the common feature of each will first be described herein.
The kit generally comprises a replacement swing arm frame 20 extending in a longitudinal direction between a front end 22 and a rear end 24. Iin the mounted position, the longitudinal direction is intended to be aligned with a direction of travel of the motorcycle.
A transverse aperture 26 is defined at the front end which is adapted for alignment with the pivot bolt assembly on the motorcycle. The transverse aperture 26 is oriented perpendicularly to the longitudinal direction for latoraliy receiving a pivot shaft therethrough which secures the swing arm frame 20 for pivotal movement about a horizontal axis relative to the motorcycle frame.
The frame 20 includes two frame members 28 which eXtend longitudinally from the front to the rear end 24. The frame members are spoced apart at the front end and initially extend rearwardly at an outward incline lat a forward incline portion 30 thereof. Towards the rear end of the frame, the frame members 28 are spaced further apart than at the front end and extend parallel to the longitudinal direction and to each other over a main portion 32 of the lerhgth thereof.
Each frame member 28 comprises two vertically spaced apart tul~es 34 which are parallel to one another. The tubes are joined with one another at the inclined portion 30 to maintain the spacing thereof along the main portion 32.
A shock mount 36 in the form of transverse mounting apertures ore also provided adjacent the front end 22 of the swing arm frame 20. Location of the shock mount 36 varies depending upon the particular model of motorcycle which the frame is intended to be installed on so that the shock mount 36 can be located in the same position as the shock mount on the stock rear wheel swing anm assembly of the motorcycle. The existing shocks can thus be coupled to the shook mount.
An anchor 28 is provided on each frame member 28 at a forward end of the main portion 32 to span between the tubes 34 which define the frame member. The anchor 38 includes an annular portion fixed onto each tube 34 respectively with a stem extending therebetween. An axial mounting block 40 i5 similarly mounted to span the tubes 34 of each frame member 28 and serves to mount first and second axles 42 and 44 on the frame members 28 respectively.
Each block 40 includes a top channel 46 and a bottom channel 48 which receivels the tubes 34 of the frame member therein. Clamping members 50 are provide at each of the top and bottom sides for clamping the tubes within the channel 46 and 48 respectively.
An adjustment screw 52 is connected between the anchor 38 and the mounting block 40 so that the longitudinal position of the each of the mountino blocks can be adjusted using the adjustment screw 52 prior to being clamped down. Once the block is set in place, the top and bottom clamping members 50 ar'e clamped into place using respective threaded fasteners.
Each of the first and second axles are rotatably carried within a respective axle housing 54 which is in fixed connection with the respectivle mounting block 40 within which it is carried. The axle housings 54 are thu,s supported by the mounting blocks 40 between the tubes 34 of the frame members 28 respectively.
The axle housings 54 are rigidly connected by a casing 56 of a differential 58 supported therebetween. The two axle housings and the casing qf the differential thus form a continuous housing which is rigidly connected betweeh the opposing frame members 28 to provide structural support at the rear of thle frame 20. The first and second axles are thus supported for rotation about a common longitudinal axis lying perpendicular to the longitudinal direction of thb frame 20 and the tubes 34.
The interior ends of the axles 42 and 44 housed within the axfe housings 54 each include an end face gear 60 such that the gears are confronting one another and mesh on opposing sides of a pair of idler gears 62 therebetweerl.
The idler gears 62 are diametrically opposite one another for rotation about ''a common shaft 64 extending therebetween in a manner similar to conventional differentials. The common shaft 64 lies diametrically in relation to and rotatos about the common axis of the first and second axles 42 and 44 along with'a surrounding rotatable housing 66 which carries the shaft 64.
The rotatable housing 66 includes a toothed outer periphery which defines a driven sprocket 68 which lies in a common plane with the drive sprock6t of the motorcycle. Suitable apertures 70 are provided in the casing 56 of tfle differential for receiving a chain connection therethrough which connects the drivOn sprocket 68 to the drive sprocket of the motorcycle.
A chain tightener mechanism is coupled to the casing 56 at an outor side of the differential. The tightener 72 generally comprises an idler gear supported on a pivot arm 76 which is biased in a direction to urge the idler against the chain connecting the driven sprocket with the drive sprocket of the motorcycle in a manner so as to add tension to the chain.
The axle housing extends through the mounting blocks from an inn~r end spanning between the mounting blocks and the casing of the differential to aln outer end which projects outwardly beyond the mounting blocks externally of the frame members 28. The outer free ends of the axle housings 54 each include la bolt flange 78 thereon which bolts a suitable upright mounting plate 80 thereon.
The mounting plate includes mounting apertures formed therein spaced radialiy outwardly from the axle housing such that a pair of the apertures defines mounts for brake callipers 82 while an additional pair of the apertures provides mounts for a fender 84 which can be mounted thereon for movement with the swing arm anld wheels relative to the motorcycle frame. Spacing of the apertures in the mountinlg plate 80 is arranged to permit original equipment manufactured by the origin$!I
motorcycle manufacturer so that existing parts can be used.
The first and second axles 42 and 44 project axial beyond the frele ends of the respective axial housing 54 sufficiently for supporting a brake rotor 86 thereon in alignment with the brake clippers 82 and a wheel hub 88 for supporting one of the rear wheels thereon. The swing arm supports the first and second axlQs spaced from the pivot bolt assembly of the motorcycle greater than the rear wheel 5 axle of the original signal rear wheel assembly by approximately 6 inches to improve stability of the motorcycle.
Turning now to the embodiment illustrated in Figures 1 through 6, the swing arm frame 20 as illustrated is particularly suited for attachment to the Sdit Tail model of Harley DavidsonTM motorcycle. The front end 22 of the frame in this 10 instance includes two vertically oriented plates 90 which are parallel to one anotho!r and include centrally located apertures 26 therein in alignment with one another fbr connection to the pivot bolt assembly of the motorcycle. Top and bottom crossba~s 92 span between the plates 90 at respective top and bottom ends thereof f4r maintaining the plates parallel and spaced apart from one another.
The shock mount 36 in this instance is spaced below the transversle aperture 26 and generally comprises a sieeve which is supported centrally in frorht of the lowermost crossbar 92.
The tubes 34 forming each of the frame members 28 are initially spaced apart from one another at opposing top and bottom ends of plates 90 so as to taper towards one another over the length of the inclined portion 30 of the frame members. Crossbars 94 span between the tubes 34 of each frame membor spaced rearwardly from the transverse aperture 26. The main portion of the tubeis extends rearwardly from the crossbars 94, parallel to one another.
Turning now to the embodiment illustrated in Figures 7 through 12, the swing arm frame 20 is particularly suited for mounting on a four speed Sportster model of a Harley DavidsonTM motorcycle. In this instance the transversO
aperture 26 is defined by a sleeve 96 at the front end of the frame which is perpendicular to the longitudinal direction of the frame. The two tubes 34 forming each frame member are joined directly one above the other at spaced positions at opposing end of the sleeve 96 at the front end. The tubes 34 of each frame merrhe remain joined through the inclined portion 30 at which point the tubes 34 diveroe from one another and are reinforced by respective gussets 98 before spannihg rearwardly, parallel and spaced from one another through the main portion of each of the members 28.
The shock mounts comprise a pair of vertical plates 100 mounted dn the inclined portions 30 of the frame members respectively to locate respectivle mounting apertures therein which are higher than the transverse aperture defineld by the sleeve 96.
In both embodiments the rear ends of the frame members 28 project rearwardly beyond the axle housings sufficiently for mounting a bumper at the reor end thereof while still providing clearance for the rear wheels ahead of the bumpet.
Installation of the kit involves removing the original rear wheql assembly from the pivot bolt assembly of the motorcycle so that the swing arm frame 20 according to the present invention may be installed at the existing pivdt bolt assembly. Mounts are provided on the swing arm frame for reconnecting the existing shocks on the shock mounts, connection of brake components includin o callipers and rotors from the original manufacturer on the respective mounts as well as the use of wheel hubs and a chain drive which also meets specifications of Harley DavidsonTM parts to minimize adjustments required upon installation whil$
ensuring the finished appearance of the converted motorcycle is consistent with the remaining original components on the motorcycle. Use of original equipment parts ensures that the parts remain readily available for replacement during futurt;
maintenance as required.
Since various modifications can be made in my invention as hereio above described, and many apparently widely different embodiments of same made within the spirit and scope of the claims without department from such spirit and scope, it is intended that all matter contained in the accompanyiog specification shall be interpreted as illustrative only and not in a limiting sense.
Figure 8 is a perspective view from a rear end of a swing arm frame according to the second embodiment.
Figure 9 and Figure 10 are respective top plan and side elevational views of the frame according to Figure 7.
Figure 11 is a sectional view along the line 11-11 of Figure 10.
Figure 12 is a rear elevational view of the frame according to Figure 7.
In the drawings like characters of reference indicate corresponding parts in the different figures.
DETAILED DESCRIPTION
Referring to the accompanying Figures there is illustrated a kit generally indicated by reference numeral 10. The kit 10 is particularly suited for a motorcycle (not shown) of the type having a frame including a rear wheel assembly pivotally supported on a pivot bolt assembly of the motorcycle.
The motorcycle for which the conversion kit is suited for, is conventional and includes a rear suspension coupled between the rear wheel assembly and the frame along with a chain connection between a drive sprocket of the motorcycle and the rear wheel. The kit 10 is intended to replace the single rear wheel assembly with dual rear wheels in a convenient manner which permits the single rear wheel assembly to be reinstalled at a later time as desired.
Though two embodiments are shown in the accompanying figures, the common feature of each will first be described herein.
The kit generally comprises a replacement swing arm frame 20 extending in a longitudinal direction between a front end 22 and a rear end 24. Iin the mounted position, the longitudinal direction is intended to be aligned with a direction of travel of the motorcycle.
A transverse aperture 26 is defined at the front end which is adapted for alignment with the pivot bolt assembly on the motorcycle. The transverse aperture 26 is oriented perpendicularly to the longitudinal direction for latoraliy receiving a pivot shaft therethrough which secures the swing arm frame 20 for pivotal movement about a horizontal axis relative to the motorcycle frame.
The frame 20 includes two frame members 28 which eXtend longitudinally from the front to the rear end 24. The frame members are spoced apart at the front end and initially extend rearwardly at an outward incline lat a forward incline portion 30 thereof. Towards the rear end of the frame, the frame members 28 are spaced further apart than at the front end and extend parallel to the longitudinal direction and to each other over a main portion 32 of the lerhgth thereof.
Each frame member 28 comprises two vertically spaced apart tul~es 34 which are parallel to one another. The tubes are joined with one another at the inclined portion 30 to maintain the spacing thereof along the main portion 32.
A shock mount 36 in the form of transverse mounting apertures ore also provided adjacent the front end 22 of the swing arm frame 20. Location of the shock mount 36 varies depending upon the particular model of motorcycle which the frame is intended to be installed on so that the shock mount 36 can be located in the same position as the shock mount on the stock rear wheel swing anm assembly of the motorcycle. The existing shocks can thus be coupled to the shook mount.
An anchor 28 is provided on each frame member 28 at a forward end of the main portion 32 to span between the tubes 34 which define the frame member. The anchor 38 includes an annular portion fixed onto each tube 34 respectively with a stem extending therebetween. An axial mounting block 40 i5 similarly mounted to span the tubes 34 of each frame member 28 and serves to mount first and second axles 42 and 44 on the frame members 28 respectively.
Each block 40 includes a top channel 46 and a bottom channel 48 which receivels the tubes 34 of the frame member therein. Clamping members 50 are provide at each of the top and bottom sides for clamping the tubes within the channel 46 and 48 respectively.
An adjustment screw 52 is connected between the anchor 38 and the mounting block 40 so that the longitudinal position of the each of the mountino blocks can be adjusted using the adjustment screw 52 prior to being clamped down. Once the block is set in place, the top and bottom clamping members 50 ar'e clamped into place using respective threaded fasteners.
Each of the first and second axles are rotatably carried within a respective axle housing 54 which is in fixed connection with the respectivle mounting block 40 within which it is carried. The axle housings 54 are thu,s supported by the mounting blocks 40 between the tubes 34 of the frame members 28 respectively.
The axle housings 54 are rigidly connected by a casing 56 of a differential 58 supported therebetween. The two axle housings and the casing qf the differential thus form a continuous housing which is rigidly connected betweeh the opposing frame members 28 to provide structural support at the rear of thle frame 20. The first and second axles are thus supported for rotation about a common longitudinal axis lying perpendicular to the longitudinal direction of thb frame 20 and the tubes 34.
The interior ends of the axles 42 and 44 housed within the axfe housings 54 each include an end face gear 60 such that the gears are confronting one another and mesh on opposing sides of a pair of idler gears 62 therebetweerl.
The idler gears 62 are diametrically opposite one another for rotation about ''a common shaft 64 extending therebetween in a manner similar to conventional differentials. The common shaft 64 lies diametrically in relation to and rotatos about the common axis of the first and second axles 42 and 44 along with'a surrounding rotatable housing 66 which carries the shaft 64.
The rotatable housing 66 includes a toothed outer periphery which defines a driven sprocket 68 which lies in a common plane with the drive sprock6t of the motorcycle. Suitable apertures 70 are provided in the casing 56 of tfle differential for receiving a chain connection therethrough which connects the drivOn sprocket 68 to the drive sprocket of the motorcycle.
A chain tightener mechanism is coupled to the casing 56 at an outor side of the differential. The tightener 72 generally comprises an idler gear supported on a pivot arm 76 which is biased in a direction to urge the idler against the chain connecting the driven sprocket with the drive sprocket of the motorcycle in a manner so as to add tension to the chain.
The axle housing extends through the mounting blocks from an inn~r end spanning between the mounting blocks and the casing of the differential to aln outer end which projects outwardly beyond the mounting blocks externally of the frame members 28. The outer free ends of the axle housings 54 each include la bolt flange 78 thereon which bolts a suitable upright mounting plate 80 thereon.
The mounting plate includes mounting apertures formed therein spaced radialiy outwardly from the axle housing such that a pair of the apertures defines mounts for brake callipers 82 while an additional pair of the apertures provides mounts for a fender 84 which can be mounted thereon for movement with the swing arm anld wheels relative to the motorcycle frame. Spacing of the apertures in the mountinlg plate 80 is arranged to permit original equipment manufactured by the origin$!I
motorcycle manufacturer so that existing parts can be used.
The first and second axles 42 and 44 project axial beyond the frele ends of the respective axial housing 54 sufficiently for supporting a brake rotor 86 thereon in alignment with the brake clippers 82 and a wheel hub 88 for supporting one of the rear wheels thereon. The swing arm supports the first and second axlQs spaced from the pivot bolt assembly of the motorcycle greater than the rear wheel 5 axle of the original signal rear wheel assembly by approximately 6 inches to improve stability of the motorcycle.
Turning now to the embodiment illustrated in Figures 1 through 6, the swing arm frame 20 as illustrated is particularly suited for attachment to the Sdit Tail model of Harley DavidsonTM motorcycle. The front end 22 of the frame in this 10 instance includes two vertically oriented plates 90 which are parallel to one anotho!r and include centrally located apertures 26 therein in alignment with one another fbr connection to the pivot bolt assembly of the motorcycle. Top and bottom crossba~s 92 span between the plates 90 at respective top and bottom ends thereof f4r maintaining the plates parallel and spaced apart from one another.
The shock mount 36 in this instance is spaced below the transversle aperture 26 and generally comprises a sieeve which is supported centrally in frorht of the lowermost crossbar 92.
The tubes 34 forming each of the frame members 28 are initially spaced apart from one another at opposing top and bottom ends of plates 90 so as to taper towards one another over the length of the inclined portion 30 of the frame members. Crossbars 94 span between the tubes 34 of each frame membor spaced rearwardly from the transverse aperture 26. The main portion of the tubeis extends rearwardly from the crossbars 94, parallel to one another.
Turning now to the embodiment illustrated in Figures 7 through 12, the swing arm frame 20 is particularly suited for mounting on a four speed Sportster model of a Harley DavidsonTM motorcycle. In this instance the transversO
aperture 26 is defined by a sleeve 96 at the front end of the frame which is perpendicular to the longitudinal direction of the frame. The two tubes 34 forming each frame member are joined directly one above the other at spaced positions at opposing end of the sleeve 96 at the front end. The tubes 34 of each frame merrhe remain joined through the inclined portion 30 at which point the tubes 34 diveroe from one another and are reinforced by respective gussets 98 before spannihg rearwardly, parallel and spaced from one another through the main portion of each of the members 28.
The shock mounts comprise a pair of vertical plates 100 mounted dn the inclined portions 30 of the frame members respectively to locate respectivle mounting apertures therein which are higher than the transverse aperture defineld by the sleeve 96.
In both embodiments the rear ends of the frame members 28 project rearwardly beyond the axle housings sufficiently for mounting a bumper at the reor end thereof while still providing clearance for the rear wheels ahead of the bumpet.
Installation of the kit involves removing the original rear wheql assembly from the pivot bolt assembly of the motorcycle so that the swing arm frame 20 according to the present invention may be installed at the existing pivdt bolt assembly. Mounts are provided on the swing arm frame for reconnecting the existing shocks on the shock mounts, connection of brake components includin o callipers and rotors from the original manufacturer on the respective mounts as well as the use of wheel hubs and a chain drive which also meets specifications of Harley DavidsonTM parts to minimize adjustments required upon installation whil$
ensuring the finished appearance of the converted motorcycle is consistent with the remaining original components on the motorcycle. Use of original equipment parts ensures that the parts remain readily available for replacement during futurt;
maintenance as required.
Since various modifications can be made in my invention as hereio above described, and many apparently widely different embodiments of same made within the spirit and scope of the claims without department from such spirit and scope, it is intended that all matter contained in the accompanyiog specification shall be interpreted as illustrative only and not in a limiting sense.
Claims (30)
1. ~A method of converting a motorcycle having a frame with a pivot bolt assembly for pivotally supporting a rear wheel swing arm assembly thereon, the method comprising:
providing a replacement swing arm frame extending in a longitudinal direction between a forward end and a rearward end thereof, the rearward end comprising a pair of spaced apart frame members extending in the longitudinal direction;
pivotally connecting the front end of the swing arm frame to the pivot bolt assembly of the motorcycle;
connecting the swing arm frame to an existing rear suspension of the motorcycle;
supporting first and second axles rotatably on the frame members respectively for rotation about a common axis lying perpendicularly to the longitudinal direction;
connecting a pair of wheels to the first and second axles respectively;
connecting brakes to the first and second axles respectively;
connecting the first and second axles with a drive motor of the motorcycle; and adapting brake mounts and shock mounts of the replacement swing arm frame for mounting suspension and brakes available from the same manufacturer as the motorcycle being converted.
providing a replacement swing arm frame extending in a longitudinal direction between a forward end and a rearward end thereof, the rearward end comprising a pair of spaced apart frame members extending in the longitudinal direction;
pivotally connecting the front end of the swing arm frame to the pivot bolt assembly of the motorcycle;
connecting the swing arm frame to an existing rear suspension of the motorcycle;
supporting first and second axles rotatably on the frame members respectively for rotation about a common axis lying perpendicularly to the longitudinal direction;
connecting a pair of wheels to the first and second axles respectively;
connecting brakes to the first and second axles respectively;
connecting the first and second axles with a drive motor of the motorcycle; and adapting brake mounts and shock mounts of the replacement swing arm frame for mounting suspension and brakes available from the same manufacturer as the motorcycle being converted.
2. ~The method according to Claim 1 including connecting the first and second axles with the drive motor by:
providing a differential including a chain driven sprocket;
connecting the first and second axles with the differential; and connecting the chain driven sprocket with a chained connection to a chain drive sprocket of the motorcycle.
providing a differential including a chain driven sprocket;
connecting the first and second axles with the differential; and connecting the chain driven sprocket with a chained connection to a chain drive sprocket of the motorcycle.
3. ~The method according to Claim 2 including providing a housing surrounding the axles and the differential and fixing the housing between the frame members.
4. ~The method according to either one of Claim 2 or Claim 3 wherein the differential comprises an outer housing fixed relative to the frame and a rotatable housing carried therein within which the first and second axles are operatively connected, the method including supporting the chain driven sprocket about the rotatable housing for rotation therewith.
5. ~The method according to any one of Claims 1 through 4 wherein each frame member comprises a pair of parallel and spaced apart tubes
6. ~The method according to Claim 5 including supporting the first and second axles between the tubes of each frame member for sliding movement therebetween in the longitudinal direction.
7. ~The method according to any one of Claims 1 through 6 including providing fender mounts supported on the swing arm frame for pivotal movement with the axles carried on the swing arm frame relative to the motorcycle frame.
8. ~The method according to Claim 7 including providing the fender mounts on a mounting plate carried by the axle housing commonly with brake mounts for the brakes.
9. ~The method according to any one of Claims 1 through 8 including providing a chain tightener carried on the swing arm frame.
10. ~The method according to any one of Claims 1 through 9 including adapting the forward end for pivotal connection to the pivot bolt assembly of a Harley Davidson.TM. motorcycle.
11. ~A conversion kit for a motorcycle having a frame with a pivot bolt assembly for pivotally supporting a rear wheel swing arm assembly thereon, the kit comprising:
a replacement swing arm frame extending in a longitudinal direction between a forward end and a rearward end thereof, the forward end being adapted for pivotal connection to the pivot bolt assembly of the motorcycle and the rearward end comprising a pair of spaced apart frame members extending in the longitudinal direction;
shock mounts on the swing arm frame for connection to a rear suspension of the motorcycle;
first and second axles rotatably supported on the frame members respectively for rotation about a common axis lying perpendicularly to the longitudinal direction;
a pair of wheels for connection to the first and second axles respectively;
brakes for connection to the first and second axles respectively; and a differential operatively connecting the first and second axles, the differential including a chain driven sprocket for chained connection to a chain drive sprocket of the motorcycle.
a replacement swing arm frame extending in a longitudinal direction between a forward end and a rearward end thereof, the forward end being adapted for pivotal connection to the pivot bolt assembly of the motorcycle and the rearward end comprising a pair of spaced apart frame members extending in the longitudinal direction;
shock mounts on the swing arm frame for connection to a rear suspension of the motorcycle;
first and second axles rotatably supported on the frame members respectively for rotation about a common axis lying perpendicularly to the longitudinal direction;
a pair of wheels for connection to the first and second axles respectively;
brakes for connection to the first and second axles respectively; and a differential operatively connecting the first and second axles, the differential including a chain driven sprocket for chained connection to a chain drive sprocket of the motorcycle.
12. ~The kit according to Claim 11 wherein the axles and the differential include a surrounding housing which is fixed between the frame members.
13. ~The kit according to either one of Claim 11 or Claim 12 wherein the differential comprises an outer housing fixed relative to the frame arid a rotatable housing carried therein within which the first and second axles are operatively connected, the chain driven sprocket being supported about the rotatable housing for rotation therewith.
14. ~The kit according to any one of Claims 11 through 13 wherein each frame member comprises a pair of parallel and spaced apart tubes.
15. ~The kit according to Claim 14 wherein the first and second axles are supported between the tubes of each frame member for sliding movement therebetween in the longitudinal direction.
16. ~The kit according to any one of Claims 11 through 15 wherein there are provided fender mounts supported on the swing arm frame for pivotal movement with the axles carried on the swing arm frame relative to the motorcycle frame.
17. ~The kit according to Claim 16 wherein the fender mounts are provided on a mounting plate carried by the axle housing commonly with brake mounts for the brakes.
18. ~The kit according to any one of Claims 11 through 17 wherein there is provided a chain tightener carried on the swing arm frame.
19. ~The kit according to any one of Claims 11 through 18 wherein the forward end is adapted for pivotal connection to the pivot bolt assembly of a Harley Davidson.TM. motorcycle.
20. ~The kit according to any one of Claims 11 through 19 wherein brake mounts and shock mounts of the replacement swing arm frame are adapted for mounting suspension and brake components available from the same manufacturer as the motorcycle being converted.
21. ~A method of converting a motorcycle having a frame with a pivot bolt assembly for pivotally supporting a rear wheel swing arm assembly thereon, the method comprising:
providing a replacement swing arm frame extending in a longitudinal direction between a forward end and a rearward end thereof, the rearward end comprising a pair of spaced apart frame members extending in the longitudinal direction;
pivotally connecting the front end of the replacement swing arm frame to the pivot bolt assembly of the motorcycle;
connecting the swing arm frame to a rear suspension of the motorcycle;
supporting first and second axles rotatably on the frame members respectively for rotation about a common axis lying perpendicularly to the longitudinal direction;
connecting a pair of wheels to the first and second axles respectively;
connecting brakes to the first and second axles respectively;
providing a differential including a chain driven sprocket;
connecting the first and second axles with the differential; and connecting the chain driven sprocket with a chained connection to a chain drive sprocket of the motorcycle.
providing a replacement swing arm frame extending in a longitudinal direction between a forward end and a rearward end thereof, the rearward end comprising a pair of spaced apart frame members extending in the longitudinal direction;
pivotally connecting the front end of the replacement swing arm frame to the pivot bolt assembly of the motorcycle;
connecting the swing arm frame to a rear suspension of the motorcycle;
supporting first and second axles rotatably on the frame members respectively for rotation about a common axis lying perpendicularly to the longitudinal direction;
connecting a pair of wheels to the first and second axles respectively;
connecting brakes to the first and second axles respectively;
providing a differential including a chain driven sprocket;
connecting the first and second axles with the differential; and connecting the chain driven sprocket with a chained connection to a chain drive sprocket of the motorcycle.
22. ~The method according to Claim 21 including adapting brake mounts and shock mounts of the replacement swing arm frame for mounting suspension and brake components available from the same manufacturer as the motorcycle being converted.
23. ~The method according to either one of Claim 21 or Claim 22 including providing a housing surrounding the axles and the differential and fixing the housing between the frame members.
24. ~The method according to any one of Claims 21 through 23 wherein the differential comprises an outer housing fixed relative to the frame and a rotatable housing carried therein within which the first and second axles are operatively connected, the method including supporting the chain driven sprocket about the rotatable housing for rotation therewith.
25. ~The method according to any one of Claims 21 through 24 wherein each frame member comprises a pair of parallel and spaced apart tubes.
26. ~The method according to Claim 25 including supporting the first and second axles between the tubes of each frame member for sliding movement therebetween in the longitudinal direction.
27. ~The method according to any one of Claims 21 through 26 including providing fender mounts supported on the swing arm frame for pivotal movement with the axles carried on the swing arm frame relative to the motorcycle frame.
28. ~The method according to Claim 27 including providing the fender mounts on a mounting plate carried by the axle housing commonly with brake mounts for the brakes.
29. ~The method according to any one of Claims 21 through 28 including providing a chain tightener carried on the swing arm frame.
30. ~The method according to any one of Claims 21 through 29 including adapting the forward end for pivotal connection to the pivot bolt assembly of a Harley Davidson.TM. motorcycle.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US68458505P | 2005-05-26 | 2005-05-26 | |
| US60/684,585 | 2005-05-26 | ||
| PCT/CA2006/000865 WO2006125320A1 (en) | 2005-05-26 | 2006-05-25 | Motorcycle conversion kit and associated methods |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2605790A1 true CA2605790A1 (en) | 2006-11-30 |
Family
ID=37451612
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002605790A Abandoned CA2605790A1 (en) | 2005-05-26 | 2006-05-25 | Motorcycle conversion kit and associated methods |
Country Status (2)
| Country | Link |
|---|---|
| CA (1) | CA2605790A1 (en) |
| WO (1) | WO2006125320A1 (en) |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| IT1398721B1 (en) * | 2009-03-03 | 2013-03-18 | Manese | CHASSIS FOR THE TRANSFORMATION OF A MOPED / MOTORCYCLE 2-WHEEL MOPED IN A 3-WHEEL VEHICLE WITH LOADING TABLE FOR THE TRANSPORT OF THINGS OR PEOPLE. |
| BRMU8903132U2 (en) * | 2009-12-18 | 2013-02-13 | Laury Grandi | chassis for transformation of motorcycle into motorized tricycle |
| CN102381414A (en) * | 2010-09-01 | 2012-03-21 | 陈冀鲁 | Free combined vehicle, combination unit and combination connector |
| WO2014105686A1 (en) * | 2012-12-31 | 2014-07-03 | Yelvington Trikes, Llc | Conversion of two-wheeled motorcycle trike |
| US9771114B1 (en) | 2014-03-14 | 2017-09-26 | Adam P. Malsam | Foot peg extensions |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4325449A (en) * | 1980-03-27 | 1982-04-20 | Addio Robert S D | All-terrain motorcycle attachment device |
| US4449602A (en) * | 1982-07-09 | 1984-05-22 | Municipal Industries, Inc. | Rear suspension and storage box for a three-wheel motorcycle |
| CA2111625A1 (en) * | 1993-12-10 | 1995-06-11 | John Lehman | Kit for converting a motorcycle to a tricycle |
| CA2117011C (en) * | 1994-03-04 | 2002-07-23 | John Lehman | Swing arm assembly for use in converting a motorcycle into a tricycle |
-
2006
- 2006-05-25 WO PCT/CA2006/000865 patent/WO2006125320A1/en active Application Filing
- 2006-05-25 CA CA002605790A patent/CA2605790A1/en not_active Abandoned
Also Published As
| Publication number | Publication date |
|---|---|
| WO2006125320A1 (en) | 2006-11-30 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| FZDE | Discontinued |
Effective date: 20140527 |