yamaha has just patented some interesting innovative solutions for an electric propulsion system designed specifically for motocross. It was predictable, among all the possible uses of electric motorcycles in competition, motocross seems to be the most logical for the moment.
Because? Easy, relatively short duration runs mean no need for huge batteries. Furthermore, the absence of noise and emissions opens the door to taking this sport to urban or indoor environments. That is, grow exponentially.
And, as we are telling you, the new patent application for yamaha focuses specifically on how a new transmission could be designed to improve traction and increase torque in racing.
Although electric motors are known for the ability to provide their maximum torque from zero revolutions. yamaha discovered that a conventional direct drive between the engine and rear wheel was not ideal for motocross testing. They needed more instantaneous torque than the engine could provide, as well as greater control for the pilot, so they opted to incorporate a flywheel and a conventional clutch.
This design allowed pilots to keep the engine and flywheel moving with the clutch disengaged, improving low-speed balance and allowing instant bursts of performance by releasing the clutch and using the power stored in the flywheel.
But, for a motocross motorcycle, this solution is not ideal as it adds size and weight to the drivetrain. However, yamaha You’re looking for a solution that provides additional torque when needed, while also improving throttle feel. The solution has come by incorporating a torsion damper in the transmission.
This is how the Yamaha patent works
The patents for the future electric motocross motorcycle from yamahaAs we are telling you, they focus on their transmission, using a clutch and a flywheel to control power, unlike the direct transmissions of many electric vehicles. The novel torsion damper is formed by a pair of rotors mounted coaxially and connected to each other by springs.
The input from the electric motor goes to the first rotor, the output to the transmission comes from the second rotor, so those springs provide an element of isolation between the speed changes of the engine, transmission and rear wheel. They also function as energy stores, that is, when suddenly accelerating or decelerating, the springs compress and store the energy.
They then release it to provide a brief additional boost to the rear wheel. As we can see, it is a lighter and more compact system than the one used, for example, in the factory’s electric trial motorcycle, the Yamaha TY-E. But, at the same time preserving some of the associated benefits.
While the patent illustrations are simple, they also offer insight into the design Yamaha might be considering for its future electric motocross bike. The TY-E It already uses a carbon fiber monocoque chassis to house its battery, and it looks like the motocross bike could follow a similar route. No conventional frame is seen, just a battery box that makes up the majority of the bike’s chassis and provides anchor points for the seat subframe and rear shock absorber.
Underneath, the engine and transmission layout are similar to those of the TY-E, although without steering wheel or clutch. Although there is no official announcement yet and a patent is not conclusive proof of a project reaching production, it would not be surprising if yamaha reveal a revolutionary new electric motocross prototype in the coming months.
