Patent Description:
Several different manually propelled bicycles and tricycles are adapted with baskets or other carriers to allow for safe and secure carriage of items. However, most of the baskets and carriers are attached separately to the back of the bicycle or tricycle, making them very difficult to see by the operator. The baskets and carriers that are attached in the front of the bicycle or tricycle are often very difficult to detach without causing damage or permanent modification to the bicycle or tricycle. In addition, these bicycles and tricycles are typically more difficult to safely operate than traditional bicycles.

In one instance, a traditional bicycle is converted to a functional tricycle with a cargo carrier attached to the front of the tricycle. The tricycle has the manual pedal system and steering of the traditional bicycle, along with a stable front frame carried by spaced front wheels that turn for cornering stability. However, larger cargo weight presented difficulties in the control and operability of this tricycle design, particularity when the operator is leaning into corners. Additionally, there are some limitations with regard to the types of bicycles that can be adapted into this tricycle apparatus due to the geometries of various components on the cargo carrier, such as the vertical mount or steerer tube.

In another instance, a traditional bicycle is converted to a functional bicycle with a cargo carrier attachment connected to the front of the bicycle. However, the cargo carrier attachment in this apparatus is rigidly coupled or fixed to the bike frame and limits the ability of the apparatus to rotate in various directions. As a result, components of the bicycle must be removed using special tools and mechanical skills in order to install the cargo attachment bracket to the attachment point on the bicycle frame. In fact, the components of this design must be specifically and manually adjusted for each bicycle so that the geometry of the design matches that of the bicycle frame. In addition, the operator must expend significant time and energy to convert an existing bicycle into such an apparatus.

Consequently, there is a need for a bicycle conversion kit and cargo attachment that can more easily accommodate the transition of existing bicycles, including those with active suspension forks, into a cargo bicycle apparatus without the need for any specialized tools or mechanical skills. The geometries of the existing bicycle and cargo attachment should match or allow for relative motion between the bicycle and cargo attachment. The cargo bicycle apparatus must also provide greater functionality, balance, and overall operability to its operator.

<CIT> discloses a cargo bicycle apparatus according to the preamble of claim <NUM> and a kit for converting an existing bicycle to a cargo bicycle according to the preamble of claim <NUM>.

<CIT> discloses a removable transport container with a steering system connectable to forks of a bicycle.

What is provided is a cargo bicycle apparatus and a kit for converting an existing bicycle into a cargo bicycle.

According to a first aspect of the present invention, there is provided a cargo bicycle apparatus as claimed in claim <NUM>.

Optional features are presented in dependent claims <NUM> to <NUM>.

According to a second aspect of the present invention there is provided a kit for converting an existing bicycle to a cargo bicycle as claimed in claim <NUM>.

Optional features are presented in dependent claims <NUM> and <NUM>.

Subject matter is particularly pointed out and distinctly claimed in the concluding portion of the specification. Claimed subject matter, however, as to structure, organization and method of operation, together with objects, features, and advantages thereof, may best be understood by reference to the following detailed description if read with the accompanying drawings in which:.

In the following detailed description, numerous specific details are set forth in order to provide a thorough understanding of the examples as defined in the claimed subject matter, and as an example of how to make and use the examples described herein. However, it will be understood by those skilled in the art that claimed subject matter is not intended to be limited to such specific details, and may even be practiced without requiring such specific details. In other instances, well-known methods, procedures, and devices have not been described in detail so as not to obscure the invention defined by the claimed subject matter.

The apparatus disclosed herein is provided for converting an existing bicycle into a functional bicycle cargo apparatus comprising a cargo attachment having a carrier and the existing bicycle. The subject matter disclosed herein can be provided as a kit for converting an existing bicycle to a functional bicycle comprising a bicycle cargo apparatus comprising a cargo attachment and the existing bicycle, or it can be part of an original complete bicycle cargo apparatus. When assembled, the bicycle cargo apparatus becomes a functional bicycle, using the manual pedal system and steering (and frame and braking) of the existing bicycle, but replacing the front wheel of the existing bicycle with a cargo attachment.

Referring to <FIG> shows a side perspective view of an exemplary apparatus <NUM> comprising a cargo attachment <NUM> coupled to an existing bicycle <NUM>. The existing bicycle <NUM> includes a primary frame <NUM>, a rear wheel <NUM>, and a steering mechanism including handle bars <NUM> connected to a primary frame head tube <NUM>, which is connected to a front fork <NUM>. The handle bars <NUM> are journaled to the primary frame <NUM> for turning the front fork <NUM>. The front fork <NUM> includes a pair of front fork dropouts <NUM>' that are configured to allow easy removal of a front wheel from the existing bicycle <NUM>.

The primary frame head tube <NUM> defines the axis (primary frame steering axis "A3") about which the front fork <NUM> rotates during the steering or turning of the apparatus <NUM>. The angle 106A of the primary frame head tube <NUM>, as defined by the primary frame steering axis A3, provides stabilization to the apparatus <NUM>. The primary frame head tube angle 106A is not vertical with respect to the ground. In some examples, the primary frame head tube angle 106A is swept back about <NUM> to <NUM> degrees with respect to the ground. As a result, the front fork <NUM> translates with respect to the cargo attachment <NUM>.

Referring to <FIG> shows a side perspective view of the cargo attachment <NUM> of <FIG> having a first attachment position <NUM> and a second attachment position <NUM>. The cargo attachment <NUM> comprises a carrier <NUM>, a front wheel <NUM>, a cargo frame <NUM> including a tongue portion <NUM>', a yoke <NUM> connected to the end of the tongue portion <NUM>', and a cargo attachment fork <NUM> that is operably connected to the first attachment position <NUM> by a connecting rod <NUM>, cables, or functionally equivalent means for steering the front wheel <NUM>. The carrier <NUM> is positioned between the first attachment position <NUM> and the front wheel <NUM> so that the operator of the apparatus <NUM> can easily view the cargo in the carrier <NUM> while maintaining a stable center of gravity and the ability to lean into corners for cornering stability.

The first attachment position <NUM> on the cargo attachment <NUM> is configured to attach with the front fork dropouts <NUM>' of the existing bicycle <NUM>. In some examples, the second attachment position <NUM> on the cargo attachment <NUM> is the yoke <NUM> positioned on the end of the tongue portion <NUM>'. The tongue portion <NUM>' is configured to extend back to the primary frame <NUM> of the existing bicycle <NUM> to counteract any overturning moment on the cargo attachment <NUM>. The ability to transfer the overturning moment to the primary frame <NUM> of the existing bicycle <NUM>, instead of to the front fork <NUM>, allows the cargo attachment <NUM> to safely carry more weight since primary frames are typically of a more structurally substantial design than forks. In other examples, a cargo attachment may comprise two connected front wheels that form a cargo tricycle apparatus when the cargo attachment is connected to an existing bicycle, as shown in <FIG>.

In other examples, the cargo attachment <NUM> may be configured to attach to the primary frame <NUM> of the existing bicycle <NUM> at different locations on the existing bicycle <NUM> and/or at more than two attachment points. In some examples, cargo attachments are configured to attach to only the rear of existing bicycles, not the forks of existing bicycles.

Referring to <FIG> shows an enlarged perspective view of the first attachment position <NUM> on the cargo attachment <NUM> of <FIG>. As shown in <FIG>, the first attachment position <NUM> comprises a cargo attachment head tube <NUM> connected to the cargo frame <NUM>, an axle assembly <NUM>, and a slider assembly <NUM> separating the axle assembly <NUM> from the cargo attachment head tube <NUM>. The axle assembly <NUM> comprises a forward attachment axle <NUM>, an axle housing <NUM> separated from the forward attachment axle <NUM> by axle bearings, and a forward attachment axis A1 defined by the forward attachment axle <NUM>.

The attachment of the fork dropouts <NUM>' to the forward attachment axle <NUM> allows the front fork <NUM> to be rotatable about the forward attachment axis A1. This then permits the forward attachment axis A1 to be moveable in the forward and rearward directions. The fork dropouts <NUM>' are mechanically, but not rigidly coupled (via welding or a functionally similar rigid technique) to the forward attachment axle <NUM>. Rotation of the front fork <NUM> allows for geometry changes due to the deflection of the front fork <NUM> during changes in loading during its operation. The front fork <NUM> can rotate about the forward attachment axis A1 because the axle bearings allow the forward attachment axle <NUM> to rotate with respect to the axle housing <NUM>. As a result, there is relative motion between the cargo attachment <NUM> and the primary frame <NUM> of the existing bicycle <NUM> allowing the cargo attachment <NUM> to adjust to variations in the dimensions of the existing bicycle <NUM>.

As shown in <FIG>, the slider assembly <NUM> comprises a fork carriage <NUM> and at least one linear bearing <NUM>'. In the embodiment shown in <FIG>, the at least one linear bearing <NUM>' is journaled to a pin known as a slider shaft <NUM>. The at least one linear bearing <NUM>' is a plastic bushing that is pressed into the fork carriage <NUM> and slides on the slider shaft <NUM>.

The at least one linear bearing <NUM>' facilitates the forward and backward translation of the forward attachment axle <NUM> and the fork carriage <NUM> with respect to the cargo attachment <NUM>. In addition, the forward attachment axle <NUM> may rotate about the axle bearings and the forward attachment axis A1, but is prevented from rotating or tilting in any other axis. The sliding motion or translation allows the cargo attachment <NUM> to automatically adjust to variations in bicycle dimensions, such as distances between the steering axis and the front wheel center axis on a bicycle. Specifically, the cargo attachment <NUM> is configured for attachment to bicycles where the front forks are suspension forks, which are typically of a telescoping design and not locked in place during movement of the apparatus <NUM>. The telescoping design results in changes to the overall length of front forks and positions on primary frames of bicycles during movement of the apparatus <NUM>. Thus, the ability of the first attachment position <NUM> to translate and rotate allows the cargo attachment <NUM> to automatically adjust to changes in the lengths of the front fork and fit virtually any size of bicycle frame.

In other embodiments, a carriage assembly may be translatingly moveable in the forward and backward directions without the use of any slider shafts or spaced apart pins. Instead, linear motion of components of the slider assembly may be achieved through the use of the fork carriage <NUM> and at least one linear bearing <NUM>' by using a carriage and rail guide to produce a rolling action, instead of a sliding action.

Referring to <FIG> shows another side perspective view of the cargo attachment <NUM> of <FIG>. As shown in <FIG>, the cargo attachment head tube <NUM> is mounted at a cargo attachment head tube angle 520A (defined by the "steering axis" A2) with respect to the ground. The cargo attachment head tube angle 520A allows the first attachment position <NUM> to provide stabilization and control to the cargo attachment <NUM>. As shown in <FIG>, the cargo attachment head tube angle 520A is not vertical or perpendicular to the ground, but is instead swept back about <NUM> degrees with respect to the horizontal ground. As a result, the steering axis A2 is also angled rearward at about <NUM> degrees with respect to the horizontal ground. In other embodiments, the cargo attachment head tube angle 520A may be vertical to the ground or <NUM> degrees.

The cargo attachment head tube angle 520A is designed to be the mean angle found in a population of commonly used bicycles that are most likely to be used with a cargo attachment. In some examples, the cargo attachment head tube angle 520A is different than the primary frame head tube angle 106A. In these examples, the difference between the cargo attachment head tube angle 520A and the primary frame head tube angle 106A may be between about <NUM> and <NUM> degrees. Thus, the difference between the cargo attachment head tube angle 520A and the primary frame head tube angle 106A is about +/ <NUM> degrees, for a total of about <NUM> degrees. In order to accommodate any differences between the cargo attachment head tube angle 520A and the primary frame head tube angle 106A, the primary frame <NUM> is configured to rotate about at least one of the roll (longitudinal direction), pitch (lateral direction), and/or yaw (vertical direction) axes with respect to the cargo attachment <NUM> and the front fork <NUM> is configured to translate in the forward and backward directions with respect to the cargo attachment <NUM>. In some examples, the cargo frame <NUM> is configured to rotate about each of the roll, pitch, and yaw axes with respect to the primary frame <NUM>, as shown in <FIG>.

In other examples, the cargo attachment head tube angle 520A may be approximately the same or exactly the same as the primary frame head tube angle 106A.

Referring to <FIG> shows a side perspective view of the existing bicycle <NUM> of <FIG>. The existing bicycle <NUM> comprises a post <NUM> that is securely attached to the primary frame <NUM>. In some examples, the post <NUM> is cylindrical and is fabricated from steel or a functionally equivalent metal. Referring to <FIG> shows an enlarged perspective view second attachment position <NUM> engaging with the existing bicycle <NUM> of <FIG> to form the cargo bicycle apparatus <NUM>. As shown in <FIG>, the post <NUM> is securely attached to the primary frame <NUM> with two clamping plates <NUM>, along with a bolt and a lock washer. In another embodiment, the post <NUM> is securely connected to the primary frame <NUM> by a component that produces a clamping force on the post <NUM>. In such an embodiment, the primary frame <NUM> may have a mounting plate for a kickstand, in which case, no clamping plates are required and the post <NUM> may be secured directly to the kickstand mounting plate of the primary frame <NUM> using a bolt and a lock washer.

Referring to <FIG> shows another enlarged perspective view of the second attachment position <NUM> engaging with the existing bicycle <NUM> of <FIG>. As shown in <FIG>, the post <NUM> creates a generally, vertically oriented axis or an axis generally in the yaw direction upon engagement with the yoke <NUM>. The yoke <NUM> is positioned on the end of the tongue portion <NUM>' and is configured to slidably attach to the post <NUM>. Consequently, three axes are provided that allow the primary frame <NUM> to rotate about the roll, pitch, and yaw directions with respect to the cargo attachment <NUM> when the primary frame <NUM> is attached to the second attachment position <NUM>. This allows the cargo attachment <NUM> to be attached to different bicycles without having to modify the geometry of the cargo attachment <NUM> to match the geometry of a particular bicycle. Thus, the cargo attachment <NUM> is configured to automatically adjust to the geometry of the attached bicycle.

<FIG> shows a side perspective view of the second attachment position <NUM> of <FIG>. The yoke <NUM> comprises two cylindrical, opposing bosses <NUM> on each side, as shown in <FIG>. The bosses <NUM> create a generally horizontally-oriented axis that runs laterally to the primary frame <NUM>, or an axis in the general pitch direction. In some embodiments, the yoke <NUM> is secured to a shaft having a cylindrical extension. The cylindrical extension creates another generally horizontally-oriented axis that runs longitudinally to the primary frame <NUM>, or an axis in the general roll direction. As shown in the embodiments of <FIG>, the yoke <NUM> comprises two latches <NUM> that rotate out of the way when the yoke <NUM> slides onto a bracket portion <NUM> on the post <NUM>. In this embodiment, the latches <NUM> may be spring-loaded such that they rotate inwards once the post <NUM> is fully seated into the yoke <NUM>. The post <NUM> is then unable to prematurely slide out of the yoke <NUM> unless the latches <NUM> are manually retracted. In other embodiments, the yoke <NUM> does not comprise any latches or comprises only one latch.

The interaction of the post <NUM> with the yoke <NUM> at the second attachment position <NUM> limits the amount of rotation about the roll axis to about <NUM> degrees in either direction. Thus, the primary frame <NUM> can only rotate with respect to the cargo attachment <NUM> about the roll axis by a total amount of about <NUM> degrees. Conversely, the cargo attachment <NUM> can only rotate, with respect to the primary frame <NUM>, about the roll axis by a total amount of about <NUM> degrees. This rotation limit is achieved through the use of a cam plate. The cam plate is then journaled into a square bore. The geometry of the cam plate and the square bore limit the amount of rotation in any one direction to <NUM> degrees.

The cargo attachment <NUM> can be easily attached to and detached from the primary frame <NUM> at the second attachment position <NUM> without the need for any specialized tools or mechanical skills. Components of the existing bicycle <NUM> do not need to be removed to allow for the assembly of the apparatus <NUM>. As a result, the operator may quickly and conveniently attach the cargo attachment <NUM> to the existing bicycle <NUM>.

The cargo attachment <NUM> disclosed herein can be attached to most existing bicycles having a primary frame, a rear wheel, and a steering mechanism including handle bars connected to a fork. In order to allow for attachment to most existing bicycles, the fork carriage <NUM> on the cargo attachment <NUM> needs to be able to translate back and forth, as well as being able to rotate with respect to the forks of existing bicycles. The translation and rotation allow suspensions forks on existing bicycles to freely extend and contract into desired positions on the apparatus <NUM>.

Claim 1:
A cargo bicycle apparatus (<NUM>) comprising:
an existing bicycle (<NUM>) comprising:
a front fork (<NUM>) comprising a pair of front fork dropouts (<NUM>');
a rear wheel (<NUM>);
a primary frame (<NUM>);
a steering mechanism including handle bars (<NUM>) connected to the front fork (<NUM>)
and journaled to the primary frame (<NUM>) for turning the front fork (<NUM>); and
a primary frame head tube (<NUM>) supporting the steerable front fork, wherein the primary frame head tube (<NUM>) is mounted at an angle with respect to the ground; and
a cargo attachment (<NUM>) securely coupled to the existing bicycle, the cargo attachment (<NUM>) comprising:
one or more front wheels (<NUM>); and
a first attachment position (<NUM>) engaged with the pair of front fork dropouts (<NUM>'), wherein the first attachment position (<NUM>) comprises a cargo attachment head tube (<NUM>) connected to a cargo frame (<NUM>) of the cargo attachment, an axle assembly (<NUM>), and a slider assembly (<NUM>) separating the axle assembly (<NUM>) from the cargo attachment head tube (<NUM>),
wherein the cargo attachment head tube (<NUM>) is mounted at an angle with respect to the ground and defines a steering axis (A2);
wherein the axle assembly (<NUM>) comprises a forward attachment axle (<NUM>) defining a forward attachment axis (A1), and an axle housing (<NUM>) separated from the forward attachment axle (<NUM>) by axle bearings, the pair of front fork dropouts (<NUM>') being engaged with the first attachment position (<NUM>) via the forward attachment axle (<NUM>), wherein the slider assembly (<NUM>) of the first attachment position (<NUM>) comprises a fork carriage (<NUM>) and at least one linear bearing (<NUM>'), and
wherein the at least one linear bearing (<NUM>') facilitates the translation of the forward attachment axle (<NUM>) and the fork carriage (<NUM>) in the forward and the backward directions with respect to the cargo attachment (<NUM>), characterised in that the forward attachment axle (<NUM>) may rotate about the axle bearings and the forward attachment axis (A1), but is prevented from rotating or tilting in any other axis.