I looked at this design for a long time (https://oppozit.ru/post_98291.html) and decided to implement it on my M62. In general, we will pull the mechanism. But the method for attaching the rear axle is not clear to me.
I'm interested in the opinion of experts in powered wheelchairs, smart turners and simply technically competent comrades on how the rear axle is mounted. And just thoughts on how to implement this plan more competently and with fewer losses.
For my part, upon completion of this project, I will post the complete technical process step by step, in the public domain, with maximum detail.
Why is there an assault? The simplest thing is to implement a rotating axle, like on ancient BMWs.
Or do we need to solve the mystery of this particular drive?
It would be extremely interesting to know the opinion of competent people specifically about this design.
Motorcycle I7D https://oppozit.ru/files/u1/view_pic8.jpg Just the drive is implemented with a spark plug. Perhaps there are drawings somewhere.
Thanks for the tip, but I would like to do it constructively as in the photo.
There is an assembly drawing of the M-73 drive that Popov remade; if you really bother, then copy not a homemade product, but a thing with a known historical value.
The easiest way to make a drive like in the link above is to change the standard Ural cup to which the gear is screwed - put it on the inner race of the bearing, and place the bearing in the cover with the outer race, and inside let the crowbar rotate - then attach the splines and forks from the gearbox there to turn it on/off, you can make everything welded, HF and shafts, and generally get by with a minimal set of machines. The most difficult part will be the right gear spark plug with cover. Still, the labor costs are very high. Very
Labor intensity is not scary. Good welding equipment and a lathe with a machine are also available. There is also no rush in production, since this motorcycle is a favorite toy and not a vehicle. The M73 drive is definitely good. But I would like to assemble the above option, since in my understanding it is easier to manufacture, even if it requires a lot of labor.
Since there is a hexagon at the outer end of the axle, perhaps it can be screwed in somewhere? If you look at it from this point of view?
Most likely this is the case, otherwise in order to remove the wheel you need to remove the cardan.
A little about the rotating axis.
A rotating axis on a spark plug suspension is a very bad technical solution. For a dry frame, even more or less, but not for a candle
Source
Do-it-yourself Ural motorcycle wheelchair drive
This is not the first time I have been asked about this topic, so I decided that it was easier to write once than to tell it every time. I’ll try to briefly and clearly talk about the main types of main gear and “drives” of Russian-Soviet motorcycles with a sidecar.
First, let's understand the terms.
main gear
- a mechanism that serves to transmit torque to the drive wheels (see figure). Aka “rear axle”, aka “drive axle”.
Differential
(differential mechanism) - a mechanism that rotates two wheels in such a way that the angular speeds of rotation of both wheels can be different relative to each other and their ratio may not be constant. Explanatory video:
Next, we will consider the four main types of final drive. (We do not consider alterations, rare items and other exotic items). We will arrange the options in ascending order of “issue price”. So.
1. Main gear without sidecar drive.
A motorcycle with such a GP has only one drive wheel - the rear one.
The stroller wheel rotates freely. Pros:
handling is the best of all options (in skillful hands it allows you to perform the entire range of wheelchair tricks).
Simple design. Less weight and fuel consumption compared to version 2-4. Cons:
Low cross-country ability. In loose soil or a swamp, one wheel quickly digs in. In sand it can slip. The stroller gets stuck in the snow.
2. Simple differential.
Installed on motorcycles MV-750M, MV-650, Dnepr-12, Dner-16.
A motorcycle with such a GP has two driving wheels. The drive of the rear wheel and the sidecar wheel is carried out through a constantly engaged differential mechanism. Pros:
Increased cross-country ability on loose soil, sand and snow.
Good handling (including in road traffic). It is easier to make right turns, because the stroller does not ride up as much as options 1 and 4. Cons:
The main disadvantage is the differential mechanism, more torque is transferred to the wheel that spins more easily (see video). Therefore, if one wheel starts to slip or hangs in the air, all the momentum will go to it, and the second wheel will stop. In addition, the presence of a sidecar drive increases weight, design complexity and fuel consumption.
Was there quality?
We are already examining our copy. Opening the valve covers showed that the motorcycle had indeed hardly been driven - as if it had left the factory yesterday. But all chrome coatings already have a touch of rust. The fork legs are not polished at all, the chrome on the mufflers has already turned yellow, the steering wheel is all pockmarked. The paint on the frame is falling off in places, and the bottom of the cradle is completely rusty, and the painted rims have also “bloomed.”
If you look closely, no one particularly prepared the steel surfaces before painting. Weld beads, creepy welds and stamping defects are visible everywhere. The signature markings (silver stripes) are applied haphazardly, and the painting itself differs from detail to detail. Frankly, you won’t find such quality of painting now even on the lowest quality Chinese motorcycles.
Dnepr-16 also amazes with its careless approach to the electrical system. The wires are routed in uninsulated sleeves, the plug connectors (SHR) are without waterproofing at all, and the fuse box is in no way protected from rain. We see a similar approach with a few relays - they are not sealed at all.
The engine, gearbox and rear axle are all covered in oil leaks. Of course, you can attribute such leaks to the motorcycle being idle for a long time. We tighten all the bolts and thoroughly wipe all the units dry. Still, over time, oil leaks everywhere. Even the shock absorbers “sweat.” We check the levels, top up if necessary, and prepare for the test ride.
But our Dnepr-16 started up from the first “kick”. The engine runs stably. It's time to go.
When did the first all-wheel drive moped appear?
The model was first demonstrated in 1924 in Britain. For many years this was the only copy. Only almost 3 decades later the famous Rokon bike was made. Its operating principle was based on transmitting torque to the front wheel using two chains.
Despite the fact that there was no suspension, the motorcycle felt great on difficult sections of the road. The weight of such a vehicle did not even reach 100 kg. This motorbike is widely popular in our time .
Video review of the Ural motorcycle with a sidecar drive:
What about the all-wheel drive Ural?
In principle, such a vehicle has never been officially released. Thus, it will not be possible to purchase a production model. However, one Russian craftsman managed to independently create a Ural with a wheelchair drive, which copes well with difficult sections of the road. A radiator from a VAZ 2106, as well as two additional electric fans, are mounted on such a vehicle. You will also need a 63 amp battery and a homemade transmission mechanism.
Advantages and disadvantages of the vehicle
Among the main reasons why the Ural with a leading sidecar is very popular are:
But the Ural all-wheel drive motorcycle also has some disadvantages. First of all, there is a more complex chassis design. In addition, there is no way to detach the stroller. At the same time, there are clearly more advantages. Especially for those who love driving on difficult roads.
Debunking myths
During the test we drove more than 1000 km. We drove 20-60 km almost every day. We started at the 315 km mark, of course, taking into account that the motorcycle was still being run-in. The Dnepr-16 had to be adjusted and tuned more than once, and as a result, first impressions vary greatly. But after 1 thousand km, the image of a typical KMZ of that time was already completely formed.
The Dnepr-16 will delight you with the baritone voice of its boxer engine, familiar from childhood. It starts briskly, the gearbox clearly shoots upward gears and the motorcycle quickly reaches a cruising speed of 60 km/h. To further accelerate, you will have to strain yourself, and the Dnepr-16 is reluctant to reach the stated 95 km/h. At the same time, the vibration is already such that you are involuntarily afraid of losing all the bolts.
In a straight line, the Dnepr-16 drives very confidently, you can even let go of the steering wheel, or hold down the damper and relax. It's like a mechanical autopilot! The suspension is armor-piercing. On 19-inch wheels, the Dnepr-16 dashes through all small and medium-sized holes, without even shuddering much. You don’t even have to slow down too much in front of speed bumps - the Dnieper swallows them in one fell swoop.
The seating position, despite the archaic burdock seats, is quite comfortable: you sit upright, your legs are bent. After 60 km of driving, you get up refreshed. You only have to put your right foot on the toe on the footrest - the rear brake foot is in the way. In city traffic, a Dnepr with a sidecar is no different from a small car; you won’t be able to sneak between the rows in a traffic jam. But at traffic lights you don’t need to keep your balance and you don’t have to take your feet off the footrests at all.
But in the corners you will have to work. A motorcycle with a sidecar is very reluctant to turn, and the behavior in left and right turns is radically different. For aces, it’s fun to enter a right turn with the stroller lifted (very scary for the first time), and a left turn without bending, but the rear wheel rises. But entering a corner at high speed is very dangerous; you have to lower and slow down.
Slowing down on the Dnieper is an art. Heavy, almost 350 kg dry weight (+ another 270 kg load capacity), the motorcycle is not easy to stop with archaic primitive drum brakes. The rear brake simultaneously slows down the sidecar wheel, but the motorcycle still tries to turn around. The front brake is only suitable for smooth deceleration. Therefore, in traffic you have to keep a greater distance - otherwise you can drive into someone’s bumper.
But we have no particular complaints about the operation of the gearbox. The gears are engaged clearly, the “semi-automatic” allows you to shift without squeezing the clutch at all. At first, it was not easy to find “neutral”, but it turned out that this was a matter of habit. But we didn’t like the selection of gear ratios. The 1st is traction, but very short, the 2nd is also short, but too high, the 3rd is already long, and the 4th is high-speed, of course, everything is relative. To maneuver in the courtyards of high-rise buildings, 2nd gear is not enough, and 1st gear is too much. You have to drive on smooth asphalt at high revs in 1st.
After a turn, 3rd gear is also no longer enough to accelerate, you have to drop to 2nd and slow down the entire stream of cars.
And it seemed to us that there was not enough traction at the bottom, as for a 650 cc engine. Dnepr-16 really does not like low speeds, it begins to twitch and stall. The operating range of the motor is the middle and top. And here it is necessary to debunk another myth - about the extraordinary cross-country ability of the all-wheel drive Dnepr-16.
Already on a country road it is very uncomfortable to drive. Firstly, because of the gear ratios of the box, and secondly, because of the terrible swing - the shock absorbers clearly cannot cope with vibration damping. Thirdly, the motorcycle is not easy to keep in its trajectory; it always tries to slide. It is especially difficult to drive on a deep inclined rut. Fourthly, the travel of the front fork and shock absorbers is very small. And the ground clearance of the Dnepr-16 is far from off-road - at most 125 mm.
Narrow wheels with road tread quickly become clogged with dirt and begin to grind helplessly. In addition, the motorcycle also turns sideways in a rut. The drive wheel of the stroller doesn't help much unless there is a passenger in the stroller, and there is no differential lock. You have to dismount and push the heavy motorcycle out manually. A poor ATV passes the same section without any problems at all.
And operating the Dnepr-16 is an expensive pleasure. Consumption of 92 gasoline when driving only on the highway exceeds 8.5-9.0 l/100 km. Country roads add another 1-1.5 liters. The tank is barely enough for 160-180 km of travel, so the Dnepr-16 package includes a holder for an additional canister. This is a very important option. With such a consumption, you will definitely need a canister on the road.
Dnepr-16 is very sensitive to the condition of the battery. It’s impossible to start on a leaked battery. Also, the standard generator is very weak and does not start supplying current to the network immediately, but somewhere from 2000 rpm. With such parameters, you won’t be able to travel for long in the city at night, with frequent stops at traffic lights.
And the Dnepr-16 constantly keeps you on your toes with surprises: either the contact in the brake light bulb will disappear, or the clutch cable will fly off. Tightening nuts and bolts is generally a standard ritual, as is adjusting the ignition, carburetors, etc. This is what it is - the legendary Dnepr-16.
A short summary
So, all-wheel drive motorcycles are indispensable vehicles for those who often need to travel on difficult roads. They are distinguished by increased maneuverability and reliability. Among our models, the Ural with all-wheel drive stands out here .
Such a vehicle can easily overcome almost any section of the road. However, the bike did not go into mass production, so you should either buy it on the secondary market or upgrade it yourself.
Cool video test drive of an all-wheel drive Ural motorcycle:
MAIN TRANSMISSION AND STROLLER WHEEL DRIVE MECHANISM FOR MOTORCYCLES “URAL”, “DNEPR” OFF-ROAD ROAD
Off-road motorcycles have an additional sidecar wheel drive. On a motorcycle. "Dnepr-16" has a sidecar wheel brake mounted on the right cover of the sidecar wheel gearbox, and a different design of the transverse driveshaft is used - the rigid pipe is replaced by a relatively thin steel rod.
The main gear with an asymmetrical cylindrical differential is designed on the basis of the main gear, which is used without a differential. Cardan transmission (Fig. 4.38),
The drive gear, bearings and housing are taken from the base model of the motorcycle. The cuff and its cover are the same. The left hub spline is the same as on the base model. All connecting dimensions of the main gear to the wheel remain unchanged.
A differential and a gearbox are attached to the crankcase, which form the main gear of the off-road motorcycle. The main gear is connected to the stroller wheel gearbox by a transverse cardan shaft with two rigid hinges. The differential consists of the following main parts: driven gear 8 and cup 25, which form the differential housing, two hubs 13 and 28 with ring gears, two wide 7 and two narrow 24 satellites and their 4 axles 5. The differential cup is connected to the conical driven gear gear using two bolts secured with bent washers and two pins pressed into the protrusions of the cup and freely entering the gear hole. These pins center the positions of the two parts. The differential parts are located in the crankcase 6 9 (Fig. 4.38). The right hub 28 ends with a splined rim on which the drive gear 29 of the gearbox is mounted, secured by a retaining ring 1. The drive gear is connected to the driven gear 27, the shank of which is connected through a cardan joint to a transverse cardan shaft, which goes to the stroller wheel gearbox. The housing parts of the main gear are connected through cardboard gaskets. Maintenance of the main gear and gearbox consists of monitoring the oil level and replacing it in a timely manner. The oil level is controlled by dipsticks with two lines, which indicate the maximum and minimum levels. The type of oil and the frequency of its replacement are the same as for the base model.
The universal joint bearings are lubricated with a syringe through grease nipples screwed into the crosspieces. To lubricate the bearings, you need to unscrew the caps using a radius wrench.
Technical characteristics of the motorcycle MT 16 Dnepr
| Engine volume, cm3 | 649 |
| Power, hp | 38 |
| Number of cylinders | 2 |
| Number of cycles | 4 |
| Maximum speed, km/h | 125 |
| Gasoline consumption, l | 8 |
| Tank volume, l | 19 |
| Transmission | 4-speed |
| Dimensions (w/h/d), mm | 1700/1080/2430 |
| Weight, kg | 350 |
The four-stroke engine with two cylinders produces 38 hp. at 5900 rpm. The fuel supply is regulated by the carburetor. An OHV distribution system is used. The engine is air cooled. Each cylinder is equipped with two valves. The cylinders are located oppositely. The engine is started by a kick starter. There are no strict requirements for fuel quality. Relatively high power is achieved through the fuel supply system, which leads to high gasoline consumption.
The 4-speed transmission is equipped with reverse gear. The suspension is reliable and powerful. The front fork is telescopic and equipped with a shock absorber. The rear suspension is lever type with shock absorbers. The braking system is reliable and durable. Mechanical drum brakes are quite enough to stop a 350-kilogram vehicle.
