AU2016308666A1 - Cycle parking, storage and sharing - Google Patents

Abstract

A stand for a cycle comprising a base, a guide adapted to engage with an axle of a cycle, and a locking mechanism to lock the axle of the cycle in reversible engagement with the guide.

Description

Title

Cycle parking, storage and sharing Background of invention

The reference to any prior art in this specification is not, and should not be taken as, an acknowledgement or any form of suggestion that the prior art forms part of the common general knowledge.

While in most countries cycling is still a subordinate mode of transport, it is gaining recognition for being cleaner, cheaper, more compact and healthier than motor vehicles, particularly in crowded urban environments. The annual production of bicycles outstrips cars and the global stock of bicycles exceeds 1 billion units, pointing to a vast under-utilised resource. The recent boom in electric-assisted bicycles or ‘e-bikes’ has increased average riding range, speed and comfort, enticing many commuters out of their cars.

In response to this increasing demand and latent supply, many cities across the world are investing in cycling trip infrastructure, such as segregated cycle paths, destination infrastructure, such as cycle racks and secure storage systems, and cycle share and rental schemes, which reduce the need for private cycle ownership.

However, no existing cycle parking and storage systems are simultaneously universal (able to accommodate any model of cycle), secure, fast, compact and cheap, with the ability to charge electric bicycles and share any cycle parked in the system.

Rudimentary cycle racks comprise steel rails to which cyclists manually lock their bicycles. While these installations are comparatively cheap, they are only as secure as the cyclist’s lock, and parked bicycles are not held fast so they routinely fall over and create trip hazards on footpaths. Additionally, rudimentary cycle racks can fill with abandoned cycles, as city authorities have no way of identifying cycle owners, knowing how long cycles have been parked, or whether their owners intend to collect them. Nor can authorities charge for parking time, levy fines for exceeding time limits or notify owners of impoundment of their cycles.

Individual cycle lockers (e.g. steel cabinets) are more secure because they enclose the entire bicycle and access to them can be controlled. However they are bulky and expensive to build, and it is awkward to park bicycles (usually rear wheel first) and extract them.

Shared, lockable cycle enclosures also increase security by controlling access, but they add a step to the parking process, are not compact, and often become cluttered with haphazardly parked bicycles.

The international growth in e-bikes has created significant demand for battery recharging facilities at bicycle parking stations. Often parking facility managers simply provide mains power outlets to which cyclists manually connect their bicycle battery chargers. This creates trip hazards, the potential for electrocution and requires cyclists to carry bulky battery chargers. Nor can facility managers track and charge cyclists for individual electricity consumption.

Some cycle sharing systems employ code activated locks fitted to the cycle or carried by the cyclist, with GPS buttons also fitted to the cycle to deter theft, thus avoiding the need for parking bays or racks. However, while a cycle’s rear wheel may be locked, if it is untethered it can still be stolen, its GPS signal jammed or blocked, and its wheel lock then disabled at leisure. Further, randomly parked cycles can create clutter, and system users can leave cycles at remote or inconvenient locations, effectively removing them from circulation. Nor can these systems charge e-bikes.

More sophisticated cycle parking stations provide parking bays with direct lock and charge ports, which instantly clamp and commence charging cycles fitted with an appropriate vehicle connector. While many public bicycle share and private rental schemes use these technologies, prior art systems have several limitations as set out below.

Such prior art systems are restricted to static and/or inflexible ports, which are intended to receive cycles with only a narrow range of wheel diameters. In order to accommodate a large range of cycles, ports must be set to receive the maximum wheel diameter, requiring all other cycles to be lifted in order to engage the vehicle connector in the port’s entry - e.g. Stefanizzi (EP2639144A1), Navarro Ruiz (US20100089846A1) and Schimmelpennink (W01998009254). This is inconvenient and awkward as bicycles can be heavy, particularly e-bikes, and attaining correct alignment while lifting can be difficult.

Some systems are designed to only receive cycles with a front fork and vehicle connector assembly of a fixed width - e.g. Stefanizzi (EP2639144A1), Navarro Ruiz (US20100089846A1) and Schimmelpennink (W01998009254). In order to accommodate a large range of cycles, ports must be set to receive the maximum fork spacing, and different length vehicle connectors must be used to achieve a uniform assembly width, thus adding complexity and expense. In addition, the connector used by Ecotron Systems Inc. (WO2010148506) has a complex design and creates a significant projection at the cycle’s front fork, which has the potential to hook passing objects.

These systems duplicate normal cycle-parking infrastructure, such as steel bicycle racks, as they preclude the parking and charging of private cycles that have the wrong geometry to dock in the ports.

As most systems have static and/or inflexible ports, the impact of docking cycles cannot be readily absorbed or attenuated - e.g. Stefanizzi (EP2639144A1), Navarro Ruiz (US20100089846A1) and

Ecotron Systems Inc. (WO2010148506). The resulting jarring accelerates wear and tear on the vehicle connectors, cycles and ports, and increases discomfort for users.

Prior art systems employing axle-mounted vehicle connectors require the connectors to support the weight of the cycle as it slides on guide rails towards the clamping mechanism - e.g. Stefanizzi (EP2639144A1) and Navarro Ruiz (US20100089846A1). This creates significantly more resistance to forward motion and requires the user to exert more effort than if the bicycle were to roll into the parking bay on its own wheels.

In prior art systems the electrical contact is typically separate from the clamping mechanism, thus increasing the complexity of ports and vehicle connectors in order to ensure simultaneous alignment of both mechanisms. For example, the induction charging system used by Ecotron Systems Inc. (WO2010148506) requires large coils in the vehicle connector and port to be in close proximity. This means the vehicle connector must be repositioned for every different model of cycle, plus it adds significant weight and bulk to the cycle. Stefanizzi (EP2639144A1) and Navarro Ruiz (US20100089846A1) insert a locking pin from the port into a hole on the vehicle connector to establish electrical contact. The hole is prone to filling with mud and debris, thus inhibiting electrical contact.

Such prior art systems require bicycles to reverse out of ports upon retrieval, impeding smooth traffic flow in parking stations. Furthermore, such systems require ports to be in just one or two fixed arrangements, so there is little flexibility or ability to respond to the physical constraints of each site in order to maximize parking density. Also, ports in such systems are typically bulky, incorporate excessive materials and have high visual impact in the locations they are installed.

Summary of invention

In one aspect of the invention, there is provided a stand for a cycle comprising a base, a guide adapted to engage with an axle of a cycle, and a locking mechanism to lock the axle of the cycle in reversible engagement with the guide. In another aspect of the invention, there is provided a stand for a cycle comprising a base, a responsive guide adapted to engage dynamically with an extension to the axle of a cycle, and a locking mechanism to lock the axle extension of the cycle in reversible engagement with the guide. In some preferred embodiments, the invention comprises a charging mechanism for a cycle battery, wherein the battery may optionally comprise a battery used to store energy to propel the cycle, and / or a battery to energise one or more cycling accessories, such as a light, or electronic device. The charging mechanism may be of any suitable type or conformation, but in some preferred embodiments, it is integral with the guide and optionally uses one or more points of contact of the guide and / or locking mechanism to charge a cycle battery.

In some embodiments, a stand according to the invention comprises a guide which is optionally responsive and which is adapted to receive cycle wheels of any functional diameter, which is optionally 150mm to 1400mm or optionally 400mm to 800mm or optionally 410mm to 715mm. Some embodiments further comprise a wheel guide to facilitate ready engagement with the stand and in some embodiments so that the cycle does not need to be lifted. A stand according to invention may engage with the axle of a cycle (or an extension thereto) in any suitable manner. In certain preferred embodiments, it engages an axle extension on a cycle which is optionally reversibly attachable to the axle. In some embodiments, the extension optionally comprises a screw thread to reversibly attach to an axle of the cycle. In some aspects of the invention, there is provided an axle extension for a cycle, which is engageable with a cycle stand so as to lock the cycle in position and optionally facilitate charging of a cycle battery.

In some preferred aspects, the invention provides a cycle parking station comprising one or more stands according to the invention. In another aspect of the invention there is provided a plurality of cycle stands, each stand comprising a control system, the stands connectable in a plurality of arrangements to rapidly form a cycle parking station optionally with a flexible layout. Preferably, the stands are modular ‘plug and play’ units so as to facilitate easy of set up and rearrangement.

Throughout this specification (including any claims which follow), unless the context requires otherwise, the word ‘comprise’, and variations such as ‘comprises’ and ‘comprising’, will be understood to imply the inclusion of a stated integer or step or group of integers or steps but not the exclusion of any other integer or step or group of integers or steps.

Brief description of drawings:

In the course of the following detailed description, reference will be frequently made to the accompanying drawings in which:

Figure 1 is a perspective view of an example automated cycle parking and sharing station, constructed in accordance with the principles of the present invention;

Figure 2 is a front elevational view of a cycle with an example universal system connector or ‘axle pegs’ fitted to its front axle;

Figure 3 is an elevational sectional view of an example lock and charge receptacle;

Figures 4A and 4B are elevational sectional views of axle pegs engaged in lock and charge receptacles according to one embodiment of the invention.

Figure 5 is a perspective view of a dynamic post vehicle port;

Figures 6A and 6B are side elevational views of cycles docking in a dynamic post port, where the docking cycles have large and small wheels respectively;

Figures 7A and 7B are side elevational views of cycles docking in a dynamic ramp port, where the docking cycles have large and small wheels respectively;

Figure 8 is a front elevational view of one embodiment of a dynamic post port with adjustable post spacing to accommodate a greater range of cycle fork widths;

Figure 9 is a perspective view of one embodiment of a dynamic post port with independently pivoting posts;

Figure 10 is a perspective view of one embodiment of a dynamic post port with a wheel lift mechanism;

Figure 11 is a plan sectional view of one embodiment of a dynamic ramp port with adjustable post spacing to accommodate a greater range of cycle fork widths;

Figure 12 is a perspective view of one embodiment of a dynamic ramp port where the V-shaped entry slots and lock and charge receptacles are arranged on mobile carriages;

Figure 13 is a side elevational view of one embodiment of a dynamic post port, which is wall-mounted and has an inclined entry ramp;

Figure 14 is a perspective view of one embodiment of a dynamic ramp port, where the V-shaped entry slots and lock and charge receptacles are arranged within wall-mounted mobile carriages; Figure 15 is a perspective view of one embodiment of a wall-mounted port that combines the pivoting posts of a dynamic post port and the V-shaped entry slots of a dynamic ramp port;

Figure 16 is a perspective view of an example exercise machine, comprising a floor-mounted port and a pair of rollers supporting the cycle’s rear-wheel.

Detailed description of preferred embodiments

It is convenient to describe the invention herein in relation to particularly preferred embodiments relating to cycle parking, storage and sharing. However, the invention is applicable to a wide range of vehicle parking, storage and sharing systems and it is to be appreciated that other constructions and arrangements are also considered as falling within the scope of the invention. Various modifications, alterations, variations and or additions to the construction and arrangements described herein are also considered as falling within the ambit and scope of the present invention.

In one aspect, the invention provides a universal, automated parking and storage system for the secure accommodation of all models and sizes of cycles in one facility, with the ability to share these cycles. The system incorporates anti-theft locking for all cycles, battery recharging for electric bikes (‘e-bikes’) and charging of other on-vehicle systems, and data communications between users and system operators. The system allows cyclists to simply dock and walk away, avoiding the need to carry and use inconvenient bike locks and battery chargers.

Turning to Figures 1 and 2, participating cycles (3) are fitted with a universal vehicle connector (31) (Figure 2) comprising a pair of cylindrical extensions to the front or rear axle (‘axle pegs’), which contain a unique vehicle ID and allow the cycle (3) to dock in the system’s vehicle ports (2).

In some embodiments, axle pegs are one standard size across all cycles and have sufficient length to allow cycles with a wide range of fork drop out spacings to dock in a standard vehicle port. The system’s dynamic vehicle ports are designed to smoothly receive cycle wheels of any diameter without the need to lift the cycle. For example, in some embodiments, the invention can receive cycle wheels of diameter 150mm to 1400mm. In some embodiments, the invention can receive cycle wheels of diameter 400mm to 800mm and in some embodiments, the invention can receive cycle wheel diameters within a predetermined range, for example 410mm to 715mm. Ports combine clamping and charging in one mechanism, and vehicle identification is triggered automatically.

Two exemplary vehicle port designs are described which use different dynamic mechanical systems for guiding axle pegs affixed to any cycle into the clamping and charging receptacles: 1. Dynamic post ports comprise lock and charge receptacles mounted on a pair of hinged posts, with a torsional spring or a similar device used to dampen the posts’ rotation. A wheel channel guides the cycle’s front or rear wheel through a gap between the posts. The cycle’s axle pegs push on the posts, which pivot backwards, and the axle pegs slide along the guide rails on the front face of the posts until they engage the lock and charge receptacles mounted at the top. The posts are clamped in an angled position by means of a brake or similar device. 2. Dynamic ramp ports comprise a pivoting, sprung ramp with a wheel channel to guide the cycle’s front or rear wheel between a pair of upright posts. In turn, the axle pegs are guided into V-shaped entry slots recessed in the inner face of each post. The axle pegs are funneled along the narrowing entry slots into the lock and charge receptacles mounted at the rear of the posts. The ramp supports the cycle’s weight, while pivoting downwards to allow passage of the axle pegs, thus reducing the friction between the axle pegs and the guide rails of the V-shaped entry slot.

Ports are modular with embedded intelligent control systems and can be arranged in various orientations on a mounting beam to create high-density cycle parking stations of any size and with many configurations. Parking stations recognize cycles’ unique system IDs, have remote communications, and can be networked and remotely operated. This allows seamless integration of cycle parking and sharing, with real-time communication between cyclists, fleet operators, station operators, network managers and city authorities.

Various embodiments of the present invention address disadvantages of prior art systems as set out below. A. The present invention’s embodiments of two dynamic vehicle ports (2) accommodate a large range of wheel diameters, tyre thicknesses and frame sizes and configurations, without requiring users to lift any part of their cycle (3) off the ground, or requiring the port (2) or vehicle connector (31) to be reconfigured. Figures 6A and 6B, and 7A and 7B show cycles with different wheel diameters docking in dynamic post and dynamic ramp ports respectively. B. The lock and charge receptacles (21)(34) contained within the present invention’s vehicle ports (2) have the capacity to accept axle pegs (31) attached to cycles with a large range of fork drop out spacings, without requiring the axle pegs (31) to be resized. Figures 4A and 4B show axle pegs attached to cycles with narrow and wide forks (14) engaged in the same receptacle (21)(34). C. The capacity for the present invention to accept all models of cycles (3) enables cities to combine regular cycle parking and smart cycle sharing in one system, thus avoiding duplication of infrastructure. D. The present invention’s dynamic and responsive vehicle ports (2) absorb the impact of docking cycles (3), and guide the vehicle connectors (31) smoothly into the lock and charge receptacles (21)(34), thus reducing wear and tear on vehicle ports (2), connectors (31) and cycles (3), while avoiding jarring the user. Figures 6A and 6B and 7A and 7B illustrate the low impact docking process in dynamic post and dynamic ramp ports respectively. E. In addition to avoiding the need to lift docking cycles (3), the present invention’s two embodiments of dynamic vehicle ports (2) support the cycle’s (3) weight on its wheels rather than by the vehicle connector (31) during docking, thus reducing resistance to forward motion. This is illustrated in Figures 6A and 6B and 7A and 7B for dynamic post and dynamic ramp ports respectively. F. The present invention’s clamping mechanism and electrical contact for charging e-bike batteries and other on-vehicle accessories, are combined in one simple mechanism or ‘strike’ (52), thus avoiding the potential for misalignment with two separate mechanisms. The vehicle connector’s contact area (11) is automatically cleared of any debris (such as mud) by the guide rail (20)(32)(33) as it enters the port (2), ensuring better electrical contact with the strike (52). G. The present invention’s ground-mounted dynamic post ports (see Figure 5) uniquely allow retrieved cycles (3) to exit forward from the port (2) to maintain uninterrupted, unidirectional traffic flow. This is achieved by driving the posts (27) to a horizontal position once the axle pegs (31) are disengaged from the lock and charge receptacles (21). This feature also allows the ports (2) to be flat-packed for compact transport. H. Simply changing the orientation and/or arrangement of the present invention’s modular vehicle ports (2) on the mounting beam (1) creates parking stations with flexible layouts, enabling maximum parking density on each site. For example, stations can be double-sided with interleaved front wheels, single-sided with adjacent ports (2) vertically offset to avoid clashing handlebars, angled to offset the handlebars of adjacent cycles (3), wall mounted (see Figures 13,14 and 15) or forward-exiting (see point G above). Modular ports (2) can also be fitted to vehicles to hold cycles (3) fast during transport, or combined with a pair of rollers to turn any cycle into an exercise machine (see Figure 16). I. The low profile and pared-down design of the present invention’s vehicle ports (2), which rise only slightly above cycle axle height, reduces their visual impact. Further, due to the unique geometry of the present invention’s dynamic post ports, the leading edge of the front wheels of parked cycles (3) stop in approximately the same plane regardless of wheel diameter, allowing for compact parking in confined spaces - e.g. against a wall or similar barrier.

The present invention comprises two interacting parts: 1. Universal vehicle connector (31) comprising a pair of cylindrical extensions or ‘axle pegs’ fitted to the front or rear axle of participating cycles (3); 2. Parking bay or ‘port’ (2) comprising a dynamic and responsive guidance system and a pair of lock and charge receptacles (21)(34), which clamp the cycle’s axle pegs (31), thus securing the cycle (3), and provide an electrical connection for charging on-vehicle systems, including e-bike batteries. Two designs of dynamic ports (2) are described herein. Ports (2) are modular ‘plug and play’ units, which can be rapidly connected in series to create parking stations of any size and many configurations - see Figure 1. Stations can be connected wirelessly to form smart cycle parking and sharing networks.

Axle pegs - see Figure 2

Each axle peg 31) comprises (components are listed in order from the cycle’s front fork (14) to the outer tip of the peg (12)):

Connecting nut (15) - to attach the peg assembly to the tip of the cycle’s front axle. The threaded bore of the nut (15) can be changed to match the thread of different cycle axles. A constricted section provides clearance for the cycle’s fork (14) and shock absorber. The connecting nut (15) is the only non-standard, albeit minor, component of the entire system, and allows all models of cycle (3) to dock in the ports (2).

Electrically insulating ring (16) - affixed to and separating the connecting nut (15) from the peg’s conducting metal sleeve (11).

Conducting metal sleeve (11) - each sleeve provides an electrical contact point between the cycle (3) and the vehicle port (2), plus a durable surface for docking and clamping in the port’s receptacle (21)(34). The sleeve (11) has sufficient length to allow cycles (3) with different fork spacings to dock in the port (2) - see Figures 4A and 4B.

End cap (12) - a durable, electrically insulated cap with a flange (12) to prevent derailment of the axle peg (31) from the derail guards (20), or forced lateral removal of the axle peg (31) from the receptacle (21)(34) once clamped. In another embodiment, a lockable cover flap on the end cap (12) may be used control removal of the axle peg (31) from the cycle (3). RFID tag (10) - housed in the end cap (12), provides a unique vehicle ID for each cycle (3) and is read by the port RFID reader (17).

The cycle’s existing axle may host the axle pegs (31) or a replacement skewer rod may be introduced, for example in the case of a quick release axle where the quick release lever cannot be removed and would otherwise prevent the attachment of the axle peg (31).

Lock and charge receptacles (21)(34) - see Figures 3,4A and 4B

Each vehicle port (2) contains a pair of lock and charge receptacles (21)(34), which clamp the cycle’s axle pegs (31) and provide electrical connection for charging e-bike batteries and other on-vehicle systems. Each receptacle (21)(34) comprises:

Receptacle constricted section (50) - created by the continuation of the derail guards (20) and with a diameter marginally larger than the axle peg’s conducting metal sleeve (11). This constricted section has a smaller diameter than the axle peg’s end cap (12), thus preventing lateral removal of the axle peg (31).

Receptacle main chamber (40) - cylindrical chamber with a diameter marginally larger than the axle peg’s end cap (12).

Port RFID reader (17) - embedded in the outer wall of the receptacle main chamber (40), reads the axle peg’s RFID tag (10).

Spring-loaded strike (52) - is made from conducting material, projects into the receptacle’s constricted section (51) and functions as the electrical contact and clamping rod. The strike (52) retracts during passage of the axle peg (31), then springs back with the aid of a rear-mounted spring (53) when the axle peg (31) is fully engaged in the receptacle’s main chamber (40).

Ball catches (51) - spring-loaded buttons embedded in the wall of the receptacle’s constricted section (51), which register full engagement of the axle peg (31), and press the axle peg (31) onto the rear face of the strike (52) and hold the cycle (3) upright when engaged, but not locked, in the port (2).

Locking pin (54) - is driven through the strike’s shaft (52) to prevent the axle peg’s (31) removal from the receptacle (21)(34).

Electrical solenoid (55) - drives the locking pin (54) in and out of the strike’s shaft (52).

Two port designs are now described which employ responsive, dynamic guidance mechanisms to smoothly deliver the axle pegs (31) into the receptacles (21 )(34), regardless of wheel diameter or fork drop out spacing.

Dynamic post port - see Figures, 5, 6A and 6B Each dynamic post port comprises:

Wheel channel (25) - to align the docking cycle (3) with the centre of the port (2).

Pair of pivoting posts (27) - with a fixed gap between them to receive the cycle’s front wheel. The posts (27) are joined underneath the wheel channel (25) by a sprung axle (26), so they pivot as one unit. In another embodiment, the posts (27) may pivot independently (see Figure 9).

Sprung axle (26) - keeps the pivoting posts (27) in a default upright position when no cycle (3) is docked, smoothly absorbs the initial impact of docking cycles (3) and dampens and controls rotation of the posts (27) during docking. In another embodiment, the axle springs may be replaced by a motor, piston or similar device.

Derail guards (20) - a raised section on the front face of each post (27) made from low-friction, electrically insulating material. The guards (20) provide a slippery surface for the axle peg sleeves (11) to slide on, and minimise the risk of derailment during docking by containing the axle peg flanges (12).

Port status lights (22) - mounted on the top outer faces of the posts (27) indicate the lock and charge status of the port (2);

Locking brake - inside the port base (24), clamps onto the underside of the sprung axle (26) to keep the posts (27) in a forward angled position once a cycle (3) is docked.

Axle saddles (23) - attach the sprung axle (26) to the port base (24).

Port base (24) - a hollow rectangular tube on which the pivoting posts (27) and wheel channel (25) are mounted, and containing the port control unit. Port bases (24) are attached to the mounting beam (1) in series and may have different orientations to achieve different station layouts.

Lock and charge receptacles (21)- mounted at the top of the posts (27) receive the cycle’s axle pegs (31).

Dynamic ramp port - see Figures 7A and 7B

Each dynamic ramp port comprises:

Two upright posts (36) - with a gap between them to receive the cycle’s (30) front wheel, and containing the port control unit.

Pivoting, sprung ramp (35) - with a wheel channel to guide the cycle’s (30) front wheel at an incline between the two posts (36) and to counteract the weight of the front of the cycle (30). V-shaped entry slot (37) - recessed in the inner face of each post (36) to receive each axle peg (31).

Derail guards (32)(33) - raised section of the entry slots (37), made from low-friction, insulating material. The guards (32)(33) provide a slippery surface for the axle peg sleeves (11) to slide on and to contain the axle peg flanges (12) to minimise the risk of derailment during docking.

Lock and charge receptacles (34) - located at the rear of the V-shaped entry slots (37) to receive the cycle’s axle pegs (31).

Station infrastructure - see Figure 1

Parking stations with dynamic ramp or dynamic post ports also comprise:

Mounting beam (1) - a hollow rectangular beam for mounting modular ports (2) in series in various arrangements, and serving as a conduit for data/charging cables from the station’s central control unit (4) to each port (2);

Customer interface (5) - possibly including, but not limited to, touch screen, key pad, RFID reader, credit card reader, merchant gateway and wireless communications;

Central control unit (4) - intelligent control system that manages all the aspects of automated parking not managed by the local port control units - e.g. power supplies, cycle identification, station traffic control (allocation of cycles (3) across ports), customer interfaces, merchant gateways, security systems, remote communications and uploads and downloads to and from the cloud-based server and database;

Description of a cycle docking in a dynamic post port - see Figures 2, 5, 6A and 6B

The wheel channel (25) guides the cycle’s wheel between the pair of pivoting posts (27). As the cycle’s axle pegs (31) push on the front face of the posts (20), the posts (27) pivot about the sprung axle (26) and begin to angle backwards. The cycle’s wheel remains in contact with the wheel channel (25), which also supports the cycle’s (3) weight, while the axle peg sleeves (11) slide along the posts’ slippery derail guards (20). The derail guards (20) provide a stop for the axle peg flanges (12), reducing the risk of derailment during docking (e.g. if the cycle (3) is tilted). When the axle pegs (31) reach the top of the posts (27), they engage the lock and charge receptacles (21). When an axle peg (31) enters the receptacle (21), the receptacle’s spring-loaded strike retracts, allowing the axle peg (31) to pass. The strike then springs back to its extended position, and the axle peg (31) depresses the ball catches. When the strike and ball catches simultaneously register contact with the axle peg's conducting sleeve (11), this triggers the port’s RFID reader to interrogate the cycle’s unique ID. This ID is checked against the network’s vehicle database: a current version of which is stored in every station’s central control unit (4). If the cycle (3) is not permitted to park in the port (2), the strike will not clamp the axle peg (31), and the port (2) will immediately alert the user that the cycle has been rejected. If the cycle (3) is permitted to park in the port (2), the electrical solenoid drives the locking pin through the strike so it cannot retract, thus blocking removal of the axle peg (31). The posts (27) are held in a forward, angled position by the weight of the docked bike or a locking brake. In another embodiment, the posts (27) are locked in position with the use of a ratchet, motor, piston or similar device. Charging can now commence, with the charge signal routed through one axle peg (31), to the cycle’s battery and other accessories via custom-fitted cables, back to the opposite axle peg (31). The charging profile (voltage and current over time) can be configured to match the rider’s stated preference (e.g. fast, slow or default charging) and the battery and accessories’ specifications. Any data collected by onboard vehicle systems, such as GPS buttons, may be relayed wirelessly to the station’s central control unit (4) using near field communications, for example. Upon retrieval of a cycle (3) from a port (2), the receptacles (21) unlock the axle pegs (31), and the rider extracts their cycle (3) by reversing it out of the port (2). The sprung axle (26) then push the posts (27) to their upright default position. In another embodiment, once the axle pegs (31) are free of the receptacles (21), the posts (27) are driven forward into a horizontal position by a motor or similar device, allowing the cyclist to wheel the cycle (3) forwards out of the port (2) without obstruction.

Description of a cycle docking in a dynamic ramp port - see Figures 2, 7A and 7B

The cycle’s (30) wheel enters the wheel channel of the pivoting sprung ramp (35), and the ramp (35) in turn guides the axle pegs (31) into the opening of the V-shaped entry slot (37) on each post (36) . The derail guards (32)(33) in the entry slot (37) contain the axle peg flanges (12), reducing the risk of derailment (for example, if the cycle (30) is tilted). An axle peg (31) affixed to a large diameter cycle wheel will contact the derail guard (32) in the roof of the entry slot (37), creating a downward force on the ramp (35). The ramp springs (‘S’) are extended, the ramp (35) lowers and the axle pegs (31) slide smoothly into the lock and charge receptacles (34) at the rear of the entry slots (37). An axle peg (31) affixed to smaller diameter cycle wheel will contact the derail guard (33) in the floor of each entry slot. The friction on the axle pegs (31) is low and their passage is smooth, as the sprung wheel ramp (35) supports almost all the weight of the front wheel. The V-shaped entry slots (37) automatically correct the alignment of the cycle’s front wheel, ensuring it is vertical by the time the axle pegs (31) reach the receptacles (34). In another embodiment of the entry system, sensors line the roof (32) of each entry slot (37) to detect the upward force from the axle peg (31). The sensors send signals to an electrical motor connected to the wheel ramp (35). The motor reduces the upward force on the ramp (35) in correspondence with the force on the sensors until the bike’s (30) weight is counter-balanced. This continual feedback loop allows the axle pegs (31) to slide with minimal resistance into the lock and charge receptacles (34) at the rear of the entry slots (37). Upon engaging the lock and charge receptacles (34), the lock and charge sequence described in ‘Dynamic post port’ above commences.

Dynamic post port with adjustable post spacing - In another embodiment, the exemplary dynamic post port (see Figure 5) is modified in accordance with Figure 8 to accommodate an even greater range of cycle fork widths. Specifically, the exemplary design’s fixed length, sprung axle (26) is replaced by a telescopic, laterally expanding axle (41), and the entry (43) to the lock and charge receptacles (21) is flared. In it’s resting state (with no cycle docked), the telescopic axle (41) is compressed to its shortest length with the aid of compressive springs (42), piston or similar device. A docking cycle (3) with wide forks will gently prise the receptacles (21) apart as the axle peg end caps (12) contact the receptacles’ flared entry (43), causing the telescopic axle (41) to expand in response, until the axle pegs fully engage the lock and charge receptacles (21).

Dynamic post port with independently pivoting posts - In another embodiment, the exemplary dynamic post port (see Figure 5) is modified in accordance with Figure 9 such that each pivoting post (27) is split into a static bottom section (45) fixed to the port base (24), and a pivoting top section (46). Removing the sprung axle (26) from under the wheel channel (25) reduces the height of the port above the ground and may eliminate the need for an entry ramp. The shorter pivoting post sections (46) reduce the forward travel of docking cycles.

Dynamic post port with wheel lift mechanism - In another embodiment, the exemplary dynamic post port (see Figure 5) is modified in accordance with Figure 10 such that the docking cycle’s leading wheel rests in a lift cradle (60). Cables housed inside the posts are attached to the port’s rotating axle at one end and to the lift cradle (60) at the other end via a block and tackle, which magnifies the lift cradle’s (60) movement. As the posts (27) rotate forwards, the cables pull on the lift cradle (60) causing it to rise between the posts (27), guided by slots (61) in the inside face of the posts. This lifting action makes the axle pegs (31) engage more quickly in the lock and charge receptacles (21), thus decreasing forward travel of the docking cycle (3), making this embodiment suitable for tight spaces.

Dynamic ramp port with adjustable post spacing - In another embodiment, the exemplary dynamic ramp port (see Figures 7A and 7B) is modified in accordance with Figure 11 in order to accommodate a greater range of cycle fork widths. Specifically, each post (36) is mounted on rails (65), and the sides of each V-shaped entry slot (66) are angled such that the gap (67) across the two slots decreases towards the rear of the slots. In their resting state (with no cycle docked), the two posts (36) are kept at their minimum separation with the aid of a compressive spring, piston or similar device. A docking cycle (3) with wide forks will gently prise the posts (36) apart, causing them to roll on the rails (65) until the axle pegs (31) engage the lock and charge receptacles (34).

Floor-mounted port with mobile entry - In another embodiment, the exemplary dynamic ramp port (see Figures 7A and 7B) is modified in accordance with Figure 12, where the V-shaped entry slots (37) and lock and charge receptacles (34) are mounted on rolling carriages (70), which in turn are mounted on the inside faces of the posts (72). The carriages (70) roll up or down guide tracks (71) in the posts (72) in response to the force imparted by a cycle’s axle pegs (31) on the guide rails (32) (33) of the entry slots (37), until the axle pegs (31) engage the lock and charge receptacles (34). The rolling carriages (70) thus replace the function of the dynamic ramp (35). The carriages (70) are counter weighted and sprung such that their resting position is mid-way between the smallest and largest diameter wheels of docking cycles (3).

Wall-mounted dynamic post port - In another embodiment, the exemplary dynamic post port (see Figure 5) is modified in accordance with Figure 13 such that the pivoting sprung posts (27) are mounted on a wall (75) in a horizontal orientation with inclined guide rails (76) affixed to the post’s (27) front faces. The posts (27) are mounted at a height to receive the largest cycle (3). The docking cycle (3) is stood on its rear wheel and rolled forward until its rear wheel rests against the wall (75). The top of the cycle (3) is then pivoted towards the wall (75) so that it’s axle pegs (31) push on the inclined guide rails (76) and force the posts (27) to pivot downwards. When the axle pegs (31) clear the inclined rails (27), the posts (27) spring upwards so that the axle pegs (31) engage the horizontal guide rails (20). The cycle (3) is then pivoted away from the wall (75) so that the axle pegs (31) engage the lock and charge receptacles (21). To remove the cycle (3), the user pivots the cycle (3) forwards to disengage the axle pegs (31) from the lock and charge receptacles (21), then stands on a foot pedal (77) or similar device to force the posts (27) to pivot downwards, thus freeing the cycle (3).

Wall-mounted port with mobile entry - In another embodiment, the exemplary dynamic ramp port (see Figures 7A and 7B) is modified in accordance with Figure 14 such that the v-shaped entry slots (37) and lock and charge receptacles (34) are mounted on sprung rolling carriages (80) affixed to a wall (81). The docking cycle (3) is stood on its rear wheel and rolled forward until its rear wheel rests against the wall (81). The top of the cycle (3) is then pivoted towards the wall (81) so that it’s axle pegs (31) engage the V-shaped entry slots (37). The carriages (80) roll up or down guide tracks (82) in response to the force imparted by the axle pegs (31) on the guide rails (32) (33) of the entry slots (37), until the axle pegs (31) engage the lock and charge receptacles (34).

The carriages (80) are counter weighted and sprung such that their resting position is mid-way between the smallest and largest wheelbases of docking cycles (3).

Wall-mounted hybrid port - In another embodiment, features of both the exemplary dynamic post port (see Figure 5) and the exemplary dynamic ramp port (see Figures 7A and 7B) are combined in accordance with Figure 15. Pivoting posts (27) are mounted on a wall (85) in a horizontal orientation with V-shaped entry slots (37) affixed at their leading ends. The docking cycle (3) is stood on its rear wheel and rolled forward until its rear wheel rests against the wall (85). The top of the cycle (3) is then pivoted towards the wall (85) so that it’s axle pegs (31) engage the V-shaped entry slots (37). The posts pivot up or down slide in response to the force imparted by the axle pegs (31) on the guide rails (32) (33) of the entry slots (37), until the axle pegs (31) engage the lock and charge receptacles (34).

Exercise machine - Ground-mounted ports (2) can be used to convert any cycle (3) into an exercise bike in accordance with Figure 16. The front wheel of the cycle (3) is docked in a port (2) while its rear wheel is supported between two rollers (90). The resistance of the rollers (90) can be altered to change the pedaling effort required. The rotational energy of the rollers (90) can be captured with dynamos and fed back to the port (2) to charge the batteries of electric bikes or other on-board accessories.

Magnetic clamping - In another embodiment of the lock and charge receptacle (21)(34), the port’s mechanical clamping mechanism (52) may be replaced by an electromagnet.

Claims (11)

1. Claims

   1. A modular stand for a cycle comprising a base, a responsive, dynamic guide adapted to engage with an extension to the axle of a cycle, a locking mechanism to lock the axle extension of the cycle in reversible engagement with the guide, and a local control system which communicates with the station central control unit and manages cycle locking and charging procedures.
2. 2. A stand for a cycle comprising a base, a guide adapted to engage with an axle of a cycle, and a locking mechanism to lock the axle of the cycle in reversible engagement with the guide.
3. 3. A stand according to claim 1 or claim 2 further comprising a charging mechanism for a cycle battery.
4. 4. A stand according to claim 3, wherein the charging mechanism is integral with the guide and optionally uses one or more points of contact of the guide and / or locking mechanism to charge batteries on board a cycle.
5. 5. A stand according to claim 1 or claim 2, wherein the guide is adapted to receive cycle wheels of any functional diameter, which is optionally 150mm to 1400mm or optionally 400mm to 800mm or optionally 410mm to 715mm.
6. 6. A stand according to claim 1 or claim 2 further comprising a wheel guide.
7. 7. A stand according to claim 1 or claim 2 adapted to engage with an axle extension on a cycle which is optionally reversibly attachable to the axle.
8. 8. An axle extension for a cycle for use with a stand according to claim 1 or claim 2 wherein the extension optionally comprises a screw thread to reversibly attach to an axle of the cycle.
9. 9. An axle extension for a cycle, which is engageable with a cycle stand so as to lock the cycle in position and optionally facilitate charging of a cycle battery.
10. 10. A cycle parking station comprising one or more stands according to claim 1 or claim 2, wherein the stands are rapidly connected in series to create cycle parking stations with various configurations.
11. 11. A cycle parking station comprising a plurality of cycle stands, each stand comprising a control system, the stands connectable in a plurality of arrangements to form said cycle parking station optionally with a flexible layout and wherein optionally the stands are modular ‘plug and play’ units.