Patent Application
20130320057
A motorcycle cargo rack configured to carry elongated cargo such as a golf bag and clubs was described by this Applicant in U.S. Pat. No. 6,938,806. While this previous design of a motorcycle cargo rack was suitable for it intended purpose, this application presents improvements thereon.
Travel by motorcycle presents unique issues and challenges related to balance and stability. Motorcycle riders typically require special licensing as a direct result of these challenges. Because motorcycles are not typically designed to carry loads (other than the rider), such as a cargo rack and associated cargo, special care must be taken to ensure that balance and stability of the bike is maintained. Moreover, unbalanced loads can lead to stability issues, especially at slow speeds. Elongated loads, such as a golf bag and clubs, can further aggravate the issues of balance. Further, it is advantageous to provide a ready means for attaching and detaching the cargo and/or cargo rack from the motorcycle. Accordingly, a cargo rack designed to balance an associated load and thereby maximize stability and safety, while also providing for ready attachment and removal, is presented herein.
A cargo adaptor for a motorcycle includes a support arm configured to attach to at least one standardized frame component of the motorcycle, a crossbeam extending from the support arm, and a rack mounting point disposed on the crossbeam. The rack mounting point is configured to support a rack along a longitudinal centerline of the motorcycle above the rear suspension thereof while the motorcycle is operated under normal driving conditions. A cargo system for a motorcycle including the cargo adaptor further includes a cargo rack attached to the mounting point, wherein the rack mounting point supports the cargo rack in a lateral orientation with respect to the longitudinal plane of the motorcycle such that the longitudinal axis of the cargo rack is offset by an angle from the longitudinal plane of the motorcycle, and wherein the orientation of the cargo rack evenly distributes the weight of the system and any cargo contained therein such that the motorcycle may be operated in a normal manner. A method for removably attaching the cargo system to existing frame elements of the motorcycle is also described herein.
The features and advantages of the various exemplary approaches of this disclosure, and the manner of attaining them, will become more apparent and better understood by reference to the accompanying drawings, wherein:
It is to be understood that the following disclosure and claims are not limited in application to the details of construction and the arrangement of components set forth in the following description or illustrations. The disclosure is capable of other exemplary approaches and of being practiced or of being carried out in various ways. Also, it is to be understood that the phraseology and terminology used herein is for the purpose of description and should not be regarded as limiting. The use of “including,” “comprising,” or “having” and variations thereof herein is meant to encompass the items listed thereafter and equivalents thereof as well as additional items. Unless limited otherwise, the terms “connected,” “coupled,” and “mounted,” and variations thereof herein are used broadly and encompass direct and indirect connections, couplings, and mountings. In addition, the terms “connected” and “coupled” and variations thereof are not restricted to physical or mechanical connections or couplings. Furthermore, and as described in subsequent paragraphs, the specific mechanical configurations illustrated in the drawings merely provide exemplary approaches and other alternative mechanical configurations are possible.
Referring now to
As mentioned above, motorcycles 20 are not specifically designed to carry cargo. Accordingly, attaching cargo to the motorcycle 20 introduces challenges related to securing the cargo to the motorcycle. In one exemplary approach, existing frame components may be used to secure a cargo load to the bike. For example, the motorcycle typically includes a fender 34 which is not designed to carry loads. In general, a cargo load will ideally be secured to the frame, or components thereof, of the motorcycle 20. Motorcycle manufactures typically expose portions of the motorcycle frame. Exposed portions of the frame may simply be inadvertent or aesthetic, or alternatively may serve as a functional design aspect. In the alternative, a forward fender attachment point 32 and a rearward fender mount point 36 can be provided. The motorcycle 20 may also include a so-called sissy bar 38 or rear seat (not shown) that attaches to the forward fender attachment point 32. However, other motorcycle designs may include a separate attachment point for the sissy bar 38 disposed on the frame that is separate from the forward fender attachment point 32.
The forward fender attachment point 32, the rearward fender mount point 36, and an alternate sissy bar attachment point (not separately shown), all represent existing motorcycle components that are exposed and available for attaching additional components thereto. By relying on existing frame components, motorcycle owners may adapt their bikes for specific uses without materially resorting to material alterations that could damage the bike. Moreover, the motorcycle 20 may be selectively configured for a specific purpose, such as carrying a load, and later be returned to is original configuration. As will be discussed in more detail below, the cargo system 10 disclosed herein is configured to be removably attachable to the motorcycle 20. For example, the cargo system 10 may include a frame adaptor 50 that is configured to selectively attach to existing frame components, or to the forward fender attachment point 32, rearward fender mount point 36 or separate sissy bar attachment point (not shown).
Motorcycle manufactures often standardize aspects of the designs of their product lines. Moreover, certain design elements are disposed in a standardized position or shape on different models of motorcycles. This design standardization not only provides design and manufacturing advantages, but also allows for add-on components to interconnect with a range of motorcycle models. For example, the existing components such as the forward fender attachment point 32 and the rearward fender mount point 36 may be disposed on the frame according to a standardized arrangement with respect to other elements of the motorcycle such as the frame, the rear axle, etc. Across a product line, the forward fender attachment point 32 and the rearward fender mount point 36 may be disposed at a standardized distance and angle from each other and with respect to rear suspension elements 22. Accordingly, the cargo system 10 is configured to take advantage of this design standardization by providing an frame adaptor 50 that interconnects with existing frame components that are disposed according to a standardized design. Thus, such a frame adaptor 50 may interconnect with a wide variety of motorcycle designs.
In general, the frame adaptor 50 provides a rigid support structure on which the cargo rack 80 may be mounted. Moreover, the frame adaptor 50 compensates for the fact that the motorcycle 20 typically lacks a suitable mounting point for the cargo rack 80. For example, the cargo rack 80 is ideally disposed over the rear suspension elements 22 and aligned with a longitudinal plane 24 of the motorcycle 20. The fender 34 typically resides in this position, but, as discussed above, is ill suited for carrying the load of the cargo rack 80. Moreover, it is preferable to mount the cargo rack some distance above the height of the fender 34. Accordingly, the frame adaptor 50 provides a mounting point 52 that is disposed over the rear suspension elements 22 and aligned with a longitudinal plane 24 of the motorcycle 20.
As explained above, the frame adaptor 50 is configured to attach to existing frame elements, e.g., the forward fender attachment point 32 and the rearward fender mount point 36. The frame adaptor 50 (
In order to attach to the existing frame elements of the motorcycle 20, the support arm 52 includes multiple mounting sockets or channels. A pivot socket 56 is disposed on a front end 58 of the support arm 52. The pivot socket 56 is substantially U-shaped and opens toward the front end 58 of the support arm 52. The pivot socket 56 is sized and positioned to receive the forward fender attachment point 32. A second rear channel 60 is disposed on a lower rear end 62 of the support arm. The rear channel 60 is substantially L-shaped and configured to receive the rearward fender mount point 36. To secure the support arm 52 to the existing frame elements, the rear channel 60 is paired with a locking clamp 64. The locking clamp 64 is attached to the side of the support arm via a pin 66 and can freely rotate about the pin in a plane parallel to the plane of the support arm 52. The locking clamp 64 includes a clamp arm 68 and a spring-biased bolt 70 (spring not shown). The bolt 70 is biased to the closed or locked position such that it can easily engage a locking hole 72 provided on the support arm 52. When installed, the clamp arm braces and locks the fender mount point 36 into the rear channel 60. The spring-biased bolt 70 acts as a quick release mechanism that allows for the rapid installation and removal of the frame adaptor 50.
The frame adaptor 50 further includes a crossbeam 74 extending between an upper end 76 of the two support arms 52, 54. Accordingly, the frame adaptor 50 provides flange-like support arms 52, 54 that are symmetric and arranged parallel to each other, which are interconnected by the crossbeam 74. Moreover, the support arms 52, 54 are slightly triangular with the pivot socket 56, rear channel 60 and crossbeam 74 being disposed at respective vertices. As depicted, the crossbeam 74 may wrap around two sides of the support arms 52, 54 to maximize the structural support provided thereto.
A rack mounting point 78 is disposed on the crossbeam 74 centrally between the the support arms 52, 54. The rack mounting point 78 is configured to support a rack 90 along a longitudinal centerline of the motorcycle above the rear suspension thereof while the motorcycle is operated under normal driving conditions. As depicted, the mounting point 78 may be a distinct element from the crossbeam 74 and protrude outwardly therefrom. However, in other exemplary approaches, the mounting point may be provided integrally with the crossbeam 74. The mounting point 78 includes holes 80 for attaching the rack 90 thereto. Bolts or screws (not shown) secured by wing nuts, or the like, may attach the rack 90 to the mounting point 78 in a selectively removable arrangement. Moreover, bolts and wing nuts may act as a quick release mechanism to allow for the rapid installation and removal of the rack 90 to the mounting point 78.
As depicted, the mounting point 78 includes an angled mounting surface 82. The angled mounting surface 82 is configured to support the rack 90 in a lateral orientation with respect to the longitudinal plane 24 of the motorcycle such that a longitudinal axis 92 of the cargo rack 90 is offset by an angle a from the longitudinal plane 24 of the motorcycle. While the angled surface 82 effectively causes the rack 90 to be held at an angle, other exemplary approaches could include a mounting point 78 with a mounting surface parallel to the upper edge of the crossbeam 74. In this alternative approach, in order to keep the rack 90 mounted over the centerline of the motorcycle, a bracket or the like attached to the rack 90 provides the angled orientation.
As discussed above, the cargo system 10 is configured to support an elongated cargo rack 90 (
As explained above, the cargo system 10 is configured to be selectively installed and removed as necessary. To install the system 10, the frame adaptor 50 is positioned above the rear suspension elements 22 and aligned with the existing frame components. The forward fender attachment point 32 is inserted into the pivot socket 56. The frame adaptor 50 is then pivoted downwardly until the rear channel 60 engages with the rearward fender mount point 36. The clamp arm 68 of the locking clamp 64 is then rotated until the spring biased bolt 70 aligns with the hole 72, and under the bias of the spring, engages the hole 72. Next, the rack 90 is aligned over the frame adaptor 50 such that the bracket 100 abuts the mounting point 78. The rack 90 and frame adaptor 50 are then bolted together and secured with wing nuts or the like.
In an alternative embodiment illustrated in.
The foregoing description of methods and exemplary approaches has been presented for purposes of illustration. It is not intended to be exhaustive or to limit the below-listed claims to the precise steps and/or forms disclosed, and obviously many modifications and variations are possible in light of the above teaching. It is intended that the scope of the disclosure be defined by the claims appended hereto.
