Cycle portage apparatus and systems thereof having removable tire support

Abstract

Cycle portage apparatus and/or systems employing at least one removable, tire receiving means for retaining a cycle having at least two tires. One series of embodiments is directed to frames adapted to removably receive a tire receiving structure while another series of embodiments is directed to a specific type of such structure, namely, one or more tire trays, and frames optimized to receive them. The preferred applications for embodiments of the invention include transit vehicles having bumper mounted portage frames extending from such bumpers where the frames may be rotated from a stowed position to a deployed position in order to receive at least one cycle, usually a bicycle. Tire tray embodiments according to the invention are constructed from a material having greater resiliency than structural components of the frame.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of a three cycle rack;

FIG. 2 is a plan view of a two cycle rack;

FIG. 3 is a more plan view of the cycle rack of FIG. 1;

FIG. 4 is an exploded perspective view of a wheel retention assembly;

FIG. 5 is an elevation view of a bicycle engaged a distal tray of the cycle rack of FIG. 1;

FIG. 6 is an isolated partial cross section elevation view of the wheel retention assembly of FIG. 4, shown in a collapsed state;

FIG. 7 is shows the wheel retention assembly of FIG. 6 in an extended state, engaging with a bicycle wheel; and

FIG. 8 is an isolated perspective view of a bicycle engaged a tray of the cycle rack of FIG. 1.

DESCRIPTION OF THE INVENTION EMBODIMENTS

The following discussion is presented to enable a person skilled in the art to make and use the invention. Various modifications to the disclosed embodiments will be readily apparent to those skilled in the art, and the generic principles herein may be applied to other embodiments and applications without departing from the spirit and scope of the present invention as defined by the appended claims. Thus, the present invention is not intended to be limited to the embodiments shown, but is to be accorded the widest scope consistent with the principles and features disclosed herein.

The following pages will identify the parts of the illustrated embodiments and in conjunction with the appended drawings, their locations. Like parts are given like numbers in the several drawings. Turning then to FIGS. 1-3, two bicycle carrier assembly 10′ and three bicycle carrier assembly 10 are shown. The illustrated carrier assemblies are intended to be mounted to a front bumper of a transit vehicle and be carried in an upright or vertical position during non-use, and deployed in a horizontal position during use. Each carrier assembly 10 and 10′ has means provided to interface with a receiver bracket associated with bumper of the transit vehicle, as will be detailed below.

Both carrier assemblies 10 and 10′ are preferable constructed from a durable material such as a metal (e.g., steel, steel alloys or aluminum) or a composite, given the intended environment of use. In these cases, the intended environment of use is both for supporting the intended loads and surviving the intended environments, as detailed previously. Thus, any material capable of meeting the use and longevity requirements of the deployment is considered suitable frame material.

Each carrier assembly 10 and 10′ comprises three major elements, namely, frame 20 or 20′ depending upon configuration, wheel retention assembly 130, and trays 110. Referring first to the constituent elements of frame 20, each frame 20 comprises longitudinal member 30a and 30b, although only one such support member is needed. Each longitudinal member 30a and 30b has respective proximal end 32a and 32b, body portion 34a and 34b, and distal end 36a and 36b. Formed at or attached to proximal ends 32a and 32b are flanges 38a and 38b, which interface with receivers 14a and 14b of bumper mount 12 (see FIG. 3) and are retained therewith by fasteners 16.

Linking longitudinal members 30a and 30b is a cross member, which can be a structural element and/or a bicycle tray. In the case of frame 20, proximal cross member 40 serves this function in a structural sense, and provides bicycle tray mounting interfaces 42a and 42b. In addition, it defines release rod through hole 44 in which is located bushing 46 (preferably constructed from a high molecular weight plastic), which serves to guide and support release rod 26.

Release rod 26, in conjunction with release bias assembly 28, which is mounted on the proximal side of proximal cross member 40, functions to maintain the orientation of frame 20 relative to bumper mount 12 in either a stowed or deployed position by selectively retracting rod 26 using handle 22. Further information regarding this aspect of frame 20 can be found in U.S. Pat. Nos. 5,692,659 and 7,104,430, which are incorporated herein by reference.

In addition to proximal cross member 40, another cross member is used, namely distal cross member 50. As with proximal cross member 40, distal cross member 50 includes tray mounting interfaces as well as means for linking longitudinal members 30a and 30b. In this embodiment, distal cross member 50 functions to support two trays 110 through the use of an “S” geometry, which will now be described in more detail.

Particularly referencing FIG. 3, distal cross member 50 includes first segment 52, which is characterized as generally linear and laterally oriented, second segment 54, which is characterized as generally linear and longitudinally oriented, and third segment 56, which is also characterized as generally linear and laterally oriented. Transition segment 64a links segment 52 to segment 54 while transition segment 64b links segment 54 to segment 56. The resulting configuration enables a single structural cross member to function as a support member for two trays, namely tray mounting interface 62a and 62b as well as tray mounting interface 66a and 66b. Moreover, because the tray supporting structure only extends laterally as far as is needed to support a tray 110, the lateral profile of rigid material for frame 20 is significantly minimized as compared to three bicycle embodiments of the prior art. In addition to these functions and features, release handle guide pin holes 58 are formed in the proximal side of the cross member to receive release handle guide pins 24, which penetrate these holes upon retraction of handle 22.

In addition to the advantages identified above concerning the use of an “S” cross member, additional advantages include reduced materials and labor costs, advantageous tray orientation to reduce bicycle-to-bicycle interference with the distal and middle trays are occupied, reduced part count and improved aesthetics.

In addition to a three tray configuration, embodiments of the invention provide for a two tray embodiment, particularly shown in FIG. 2. In most relevant respects, frame 20′ is similar to frame 20, but with the following differences. First, conventional distal cross member 50′ replaces “S” cross member 50. Because cross member 50′ only supports a single tray 110, it comprises only a single tray mounting interface 62a/b′ pair, and is generally transversely mounted to longitudinal members 30a′ and 30b′. Consequently, body portions 34a′ and 34b′ as well as distal ends 36a′ and 36b′ are modified for obvious reasons.

Returning to FIGS. 1-3, the details and advantages of tray 110 will be described. As noted previously, each tray 110 in the illustrated embodiments is identical. Thus, only a single injection molding tool is needed for manufacturing a distal, middle or proximal tray. Additionally, each tray 110 is preferably symmetrical about the tray center so that any tray may be mounted in any direction or “handedness”. This approach again extols the virtues of a componentized approach to creating assemblies 10 and 10′.

Each tray 110 comprises ends 112a and 112b, separated by mid section 114. Tray 110 further includes wheel supporting surface 116 and side walls 118a and 118b. Opposed to supporting surface 116 is frame support interface portion 120, which contacts and partially surrounds a desired frame portion, and, in conjunction with mounting interfaces 122a and 122b, engage with any one of tray mounting interfaces 42a/b, 62a/b, 66a/b, or 62a′/b′. Tray 110 further comprises in the illustrated embodiments scalloped mid section 124, drip holes 126 to prevent unintended water retention that may affect a user returning assembly 10 to the stowed position after deployment in wet conditions, and vertical lands 128 to assist in securely retaining a tire placed there against.

The illustrated design advantageously provides support in the Z-axis (downward), i.e., it provides a suitable load bearing surface, but beneficially is relatively compliant in the Z+axis (upward) outboard of the frame-tray interface zones. Moreover, longitudinal as well as lateral forces also result in intended compliance compared to the Z-axis. In this respect, the illustrated embodiments exploit this feature of tray 110 by permitting up to 54% of each tray to extend beyond frame interface portion 120 (27% on each end 112a/b). Thus, when subjected to Z+, X± or Y± axis forces, tray 110 will beneficially “give” in a resilient mode as opposed to fail and then require replacement.

As described previously, tray 110 is constructed from a plastic material, and preferably from an injection molded thermosetting glass impregnated urethane. This material has been selected in view of its mechanical properties, which are considered desirable for this type of applications. Preferred embodiments of the invention have a flexural modulus of between about 40 KSI and 120 KSI throughout the operation range of the coach, and additionally not be subject to brittle fracture at about −40° C. Other materials and processes can be used, the desirability determined in part by the anticipated operation environment, performance criteria and cost.

In order to retain a bicycle residing in tray 110, some form of retention means must be used. In furtherance of the objective to componentized assemblies 10 and 10′, identical means are chosen. Moreover, the same components of each means can be used regardless of orientation or “handedness.” Referring then to FIGS. 4-7, wheel retention assembly 130, comprising mounting interface or bracket 140 and biased wheel clamp arm 160 is shown. Mounting bracket 140 is preferably constructed from the same material as tray 110, in part due to its desirable mechanical properties and in part due to cost savings associated with economies achieved during production. Each mounting bracket 140 comprises leg 142, web 144, which includes concave surface 146 and tire recess 148, and which links leg 142 to leg 150. Mounting bracket 140 further comprises frame portion 152, which provides a suitable interface between bracket 140 and frame 20 or 20′, and stiffening elements 154. Finally, biased wheel clamp arm 160 interfaces with mounting bracket 140 at interface portion 156.

In embodiments such as those illustrated herein, biased wheel clamp arm 160 advantageously derives structural support from frame 20 and 20′, since trays 110 are intended to be flexible and/or non-structural. The skilled practitioner will of course appreciate that in embodiments wherein the tray functions as a cross member or other structural component, the biased wheel clamp arm can derive such support from the tray/cross member. Thus, the advantages of each component are exploited and undesirable interference between components reduced or eliminated.

As noted above, each wheel retention assembly 130 also comprises biased wheel clamp arm 160, which is pivotally linked to mounting bracket 140 via pivot 166 at interface portion 156. Wheel clamp arm 160 includes a telescoping arrangement comprising inner tube 162a surrounded by outer tube 162b. Bias assembly 164 links the two tubes and provides a retracting bias there to. In particular, spring 168 provides the linkage and bias. At the end of inner tube 162a opposite from spring 168's linkage therewith, tire jaw/handle 170 interfaces therewith via inner tube interface 172, and is connected thereto using chemical or mechanical fastening means. Tire jaw/handle 170 includes offset member 174, which provides a location for extending pawl 176. As will be described in more detail below, extending pawl 176 engages with progressive ratcheting surface 190 to retain wheel clamp arm 160 when in a stowed position.

A benefit of the disclosed design is that any wheel retention assembly 130 can be configured for left or right-handed use, i.e., mirror images. This arrangement permits any assembly 130 to be mounted on any tray 110 and in any orientation, such as shown between FIGS. 1 and 3.

A feature of tire jaw/handle 170 is its extension from inner tube 162a. As bicycle tire diameters have increased, tire jaws of the prior art failed to have the reach necessary to engage these larger tires. Rather than re-engineering the wheel clamp tubes, a more desirable solution was to extend the tire jaw further there from, as is best shown in FIGS. 6 and 7. Another feature of tire jaw/handle 170 relates to the geometry and size of first and second jaw openings 182 and 184 of variable wheel width jaws 180. Here, two different angles or profiles can be used, one optimized for narrow width road bicycle tires and the other optimized for wide width off road bicycle tires. By taking into account the arc of rotation and tangential contact of variable wheel width jaws 180, an appropriate angle between tire jaw/handle 170 and inner/outer tubes 162a and 162b can be established that will permit a use to rotate biased wheel clamp arm 160 to accommodate either type of tire.

As mentioned previously, means should be provided to prevent the unintended deployment of wheel retention assembly 130 when not in use. While a torsion spring arrangement can be used, a simpler and more reliable means is to provide a latching arrangement between wheel retention assembly 130 and tray 110 or frame 20/20′. In the embodiments illustrated in FIGS. 5 and 8, progressive ratcheting surface 190 is mounted to tray 110 via tray mounting interface 194 and fasteners 196, and provides a reactive surface for extending pawl 176 when wheel retention assembly 130 is in a stowed position. Ratcheting surface 190 includes inclined buttress teeth, which progressively engage with pawl 176. An inclined surface and progressive engagement is used to ensure an adequate engagement in view of the differences in thermal expansion between tray 110, which is preferably constructed entirely from composite material, and wheel retention assembly, which is generally constructed from a metal such as aluminum.

Claims

1. A transversely mounted cycle tray for use with a longitudinally extending cycle portage frame for motorized vehicles having a longitudinal axis comprising: a generally “V” or “U” shaped resilient, non-metallic channel.

2. The cycle tray of claim 1 wherein the channel is constructed from a polymer having a flexural modulus of between about 40 and 120 KSI.

3. The cycle tray of claim 1 wherein the channel is constructed from a polymer having a flexural modulus of less than 150,000 KSI at −22° F., and of greater than 50,000 KSI at 158° F.

4. The cycle tray of claim 1 wherein the cycle tray has greater resiliency bending around a vertical axis, and in bending upward around a horizontal perpendicular to the tray major axis than in bending downward around a horizontal axis perpendicular to the tray horizontal axis.

5. The cycle tray of claim 1 wherein the cycle tray comprises mounting locations at least 10% inboard from each end of the tray such that when mounted to the frame, at least 20% of the cycle tray extends beyond lateral boundaries of the frame.

6. The cycle tray of claim 1 wherein the channel has a mass less than 2.6 kg.

7. The cycle tray of claim 1 wherein the channel is not a structural member of the frame.

8. The cycle tray of claim 1 wherein the cycle tray comprises two physically separate portions, each portion for receiving a single cycle tire.

9. The cycle tray of claim 1 wherein the channel is formed from a thermosetting polymer.

10. A longitudinally extending cycle portage system for motorized vehicles comprising: a frame having first and second spaced apart longitudinal members, each having respective first and second ends separated by a body portion, a cross member linking the first leg to the second leg, and a vehicle mounting interface at or proximate to a second end of the frame; anda user replaceable cycle tray removably engagable with the frame.

11. The cycle portage system of claim 10 wherein the user replaceable cycle tray engages both frame legs.

12. The cycle portage system of claim 10 wherein the user replaceable cycle tray engages the cross member.

13. The cycle portage system of claim 10 wherein the cross member includes means for receiving a cycle.

14. The cycle portage system of claim 10 wherein the single vehicle mounting interface comprises a pair of spaced apart longitudinally extending tabs.

15. The cycle portage system of claim 10 wherein the cross member is curvilinear.

16. The cycle portage system of claim 10 wherein the user replaceable cycle tray comprises two physically separate portions, each portion for receiving a single cycle tire.

17. The cycle portage system of claim 10 further comprising a cycle retention member rotationally linked to the frame for engaging a portion of a cycle.

18. The cycle portage system of claim 17 but wherein the cycle retention member is rotationally linked to the tray for engaging a portion of a cycle.

19. The cycle tray of claim 1 wherein the portage frame comprises first and second spaced apart longitudinal members, each having respective first and second ends separated by a body portion, a cross member linking the first leg to the second leg, and a vehicle mounting interface at or proximate to a second end of the frame, where the tray engages both frame legs.

20. The cycle tray of claim 19 but wherein the tray engages the cross member.