CA2045288A1 - Adjustable bicycle luggage carrier - Google Patents
Adjustable bicycle luggage carrierInfo
- Publication number
- CA2045288A1 CA2045288A1 CA 2045288 CA2045288A CA2045288A1 CA 2045288 A1 CA2045288 A1 CA 2045288A1 CA 2045288 CA2045288 CA 2045288 CA 2045288 A CA2045288 A CA 2045288A CA 2045288 A1 CA2045288 A1 CA 2045288A1
- Authority
- CA
- Canada
- Prior art keywords
- luggage carrier
- support legs
- legs
- clamping
- bicycle
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
- B62J7/00—Luggage carriers
- B62J7/02—Luggage carriers characterised by the arrangement thereof on cycles
- B62J7/04—Luggage carriers characterised by the arrangement thereof on cycles arranged above or behind the rear wheel
Abstract
ABSTRACT OF THE DISCLOSURE.
To provide for ease of packing, assembly and acceptance of manufacturing and position tolerances, a bicycle carrier has a pair of elongated strut elements (12, 13), supported at one end on the bicycle frame and at the other end by at least one pair of support legs (19, 21), the individual legs of each pair being placed on opposite sides of the bicycle.
A clamping element (24) clamps, height-adjustably, the lower free ends of the legs to the bicycle frame adjacent a wheel hub; to attach the upper ends of the legs, a pivot connecting joint is provided to couple the upper ends (43) of the legs.
This joint is formed by a screw or bolt with a cone nut engaging into a hooked end (43) of the leg, to thereby clamp the hooked end to fit within a groove formed in a cross element and coupled to the struts, and provide for direct weight transfer of the bicycle carrier, or any load thereon, to the respective support legs.
To provide for ease of packing, assembly and acceptance of manufacturing and position tolerances, a bicycle carrier has a pair of elongated strut elements (12, 13), supported at one end on the bicycle frame and at the other end by at least one pair of support legs (19, 21), the individual legs of each pair being placed on opposite sides of the bicycle.
A clamping element (24) clamps, height-adjustably, the lower free ends of the legs to the bicycle frame adjacent a wheel hub; to attach the upper ends of the legs, a pivot connecting joint is provided to couple the upper ends (43) of the legs.
This joint is formed by a screw or bolt with a cone nut engaging into a hooked end (43) of the leg, to thereby clamp the hooked end to fit within a groove formed in a cross element and coupled to the struts, and provide for direct weight transfer of the bicycle carrier, or any load thereon, to the respective support legs.
Description
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FIELD OF THE INVENTION : -~ .
The present in~ention relates to bicyoles, and more particularly to a luggage carrier for a bicycle, and especially to a luggage carrier construction which is adapt-able to various sizes and configurations of bicycle frames and which, further, can be easily and compactly folded for shipment or storage prior to sale or attachmen~ to a bicycle.
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BACKGROUND~
German Patent 33 43 844, by the inventor hereof, describes a bicycle luggage carrier which has a pair of support legs extending on both sides of the rear bicycle wheel.
They converge, downwardly, in general V shape.
The two forward - with respect to the bicycle frame ~ support legs, for~ing a pair, as well as the rear support legs of the ear pair, are, each, formed by a U-shaped rod or wire element.
The rod or wire elements are seated in injection-molded parts, installed at the factory on the luggage carrier fra~e.
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The wire elements, bent in U shape and defining a connecting portion between the legs themselves, can plvot within the injection molding part so that, for transport, packaging or display, they can be folded towards the frame of the luggage carrier.
The support legs of the U leg pair are securely and rigidly connected together, for example forming a unitary element, so that they cannot slip out of the injection-molded parts. The lateral stiffness is entirely sufficient for the luggage carrier as a whole, although the injection molding parts can accept only small transverse forces; they are, however, strong in compression.
It is desirable to form a secure and unmo~able connection between the support legs or the support leg U frame and the luggage surface formed by the luggage carrier frame itself, for one, in order to ensure stability of the frame and, for another, to permit folding the support leg pairs towards the bicycle carrier frame. Such a construction places a high requirement on the injection-molding parts, so that the mold forms for the injection-molded parts become : - :
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, ~ 3 ~d ~ 3 complex, and ~anufacture expensive.
The bicycle carrier of the aforementioned German Patent 33 43 844 can be adjusted in height with respect to the rear fork of the frame, retaining the rear wheel of the bicycle. Usually, the rear wheel fork h~s an axle retention portion, and several accessory attachment holes formed thereat.
A clamping element can provide for height-adjustable placement of the rear support legs.
It is possible that in bandling upon transport, unpacking, or otherwise due to carelessness, the wire leg elements are mutually bent. When clamping parts to clamp the free ends of the wire elements to the frame of the bicycle then are to be tightened 7 it is necessary to overcome any bending or deformation ~hich may have been imparted to the wire frames. This makes assembly of the carrier to the frame more difficult, since the bias affects alignment of the clamping elements. It may lead to twisting of the wire legs and/or the clamping elements, further interfering with a desired height adjustment.
The referenced application U.S. Serial 07/581,400, by the inventor hereof, describes a luggage carrier in which the upper ends of the support legs are fitted in guide grooves to permit longitudinal shifting thereo. The guide grooves are formed in attachment elements secured to the luggage carrier frame. This arrangement utili~es support legs which cannot be folded or pivoted flat against the frame as such.
The lower ends of the support legs can be adjusted in height by suitable placement in a clamping portion, secured to the rear fork of the bicycle frame. The a~rangement permits independent adjustment of the legs in height as well as longitudinally along the bicycle fra~e, permitting at~acllment .- . : , - . , -" ': ,: - ~ ' ~ :' ,' ' ' . : ` ~ : , -: ~ ~ , ' . !.
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or che luggage carrier ~o ~ wide varlety of si7es and shapes of bicycle frames.
The carrier of the aforementioned U.S. Serial 07/581,400, filed September 12, 1990, i5 especially adapted for heavy loads and, due to the length of the guide grooves for the support legs, is comparatively heavy. It requires good assembly, and if screws which connect the support legs to the respective guide ele~ents in the guide grooves beco~e loose, it is possible - that the luggage support surface can tip or tilt with respect to a plane perpendicular to the ~ame of the bicycle.
T~E INVENTION.
It is an obJect to provide a bicycle carrier which is si~ple, can be easily ~ade, and is adapted to a wide varie~y of bicycles and bicycle frames, and can be readily ~atched to li different geometrical relationships of the bicycle frames, while ensuring a reliable seating surface for luggage to be carried thereby.
Brierly, the bicycle frame is formed with longitudinally extending struts to which the legs are coupled by coupling elements. In accordance wich a feature of the invention, the coupling elements include clamping connections between the support legs and the struts for adjustably coupling the legs to the struts. The clamping connection includes a pivot connection wi~h the support legs to permit the support legs to be individually and independently of each other pivoted about the pivot connection, for example for flat folding for transport or storage, and for ease of assembly to a bicycle by a clamping arrangemë~t located at the axle of the bicycle which permits limited pivoting of the support legs with respect to each other.
Independent adjust~ent o~ the support legs both with respect to height at a clampi~g elemen~ adjacent the wheel axle portion of the rear ~ork and independent pivot connection ~ .
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permits handling of the luggag~ carrier, w~thou~ possibility of ~e~ding or twist of ~he individual support l~gs with resp~ct eo each other, or wi~h opposite sides o~ the luggage carrier, as its surface extends transversely to the major plane of the bicycle frame. The suppGrt legs c~n be easily sequentially secured to the respective coupling Plement with one end, and, likewise, to the respective cla~ping portion with the other, so ~hat the entire structure can be easily and quickly a~sembled on any bicycle frame and adjusted with respect to height as well as in the longi~udinal direction, to thereby select different ~pacing between the bicycle frame and a ~ross-connecting portion thereof, respectively, and the respective lower end of the leg, coùpled to ~he bicycle frame adjacent the hub o~ the rear wheel.
Each one of the support legs is secured in it~s own individual clampable coupling ele~ent which, because of the pivot connection forms, in effect, a link joint. The individual attachment, clamped at each side of the luggage carrier, provides for high lateral stabili~y. This lateral stability is enhanced if two support legs are tlsed for the luggage carrier, one for example exteding towards the rear end thereof and the other one somewhat intermediate the length thereof. Bending the support legs at the time of installation, ~or example by a dealer, is not feasible since the support legs at both sides of the bicycle must be identical, otherwise the support surface will tilt.
DRAWINGS-.
Fig. 1 is a pictorial view of ~he rear frame structure of a bicycle with the luggage carrier of the present invention secured thereto;
Fig. 2 is an exploded detail view of the attachment of a support ~eg to the frame of the luggage carrier of Fig. 1, to an enlarged scale;
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Fig. 3 illustrates the luggage carrier of Fig. 1 in a side view, in which different arrangements of placement of the support legs are illustrated in, respectively, solid and chain dotted lines, to illustrate the versatility of application of the luggage carrier; and Fig. 4 is an enlarged, part-exploded view of the clamp~ng element of the luggage carrier of Fig. 3 for attachment of the luggage carrier to the rear fork end of the bicycle.
DETAILED DESCRIPTION.
~eferring first to Fig~
The rear portion 1 of a bioycle has a saddle support stem 2, with a saddle end portion 3 at the upper end thereof, and a pedal crank housing 4 at the lower end. Two rear fork struts 5 extend at an inclination downwardly~ connected together to rear horizontal struts 7. The struts 5 and 7 are coupled at their free ends at the rear fork end 6, suitably shaped to receive the axle shaft of the rear wheel of a bicycle, not shown for better illustration of the carrier.
A bicycle attachment strip 8 connects the inclined fork s~ruts 5, to form an attachment surface for the bicycle carrier.
Only the rear portion of the bicycle is shown; in the specification and claims to follow, the end of the frame adjacent the attachment plate 8 will be referred to as the "forward" end, and the end which is closer to the fork portions 6 of the rear fork as the "rear" or "rearward" end.
The bicycle carrier 9 has an essentially rectangular frame 11, forming or defining a luggage support surface.
The rectangular frame 11 has two longitudinal struts 12, 13, ` ' ' ~ . ' ' " ' ' . ' , , . ' , .
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extending, spaced from each other, parallel to each other and parallel to the major longitudinal plane of the bicycle.
These struts ~ay, for example, be essentially cylindrial.
Thin cylindrical cross-connecting elements 14 are located between the struts 12, 13 to define the spacing thereof.
Additional support elements 15 can extend across the bicycle carrier struts 12, 13. The ~ransverse elements 14 can be suitably connected to the struts, for example by being welded thereto. At the forward end 16 of the frame, the longitudinal struts 12, 13 are bent in U shape and connected together ~v an e~g. unitary connecting element 17, e~tending parallel to the elements 14~ The cross-connecting element 17 is coupled to the element 8 of the bicycle frame by a suitable attachment arrangemen~ 18, for exa~ple a coupling plate or other suitable structure.
The ~rame is supported at its rearward end by two pairs of support legs 19, 21.
In accordance with a feature of the invention, each one of the support legs of the support leg pairs, or at least the support legs of one of the pairs, is pivotably coupled by pivot joints 20 to the cross-connecting element 15 and hence to the frame 11. The joints 20 are positioned in the region of the longitudinal struts 12, 13 and at the outside of the cross elements 15.
- Each side of the frame 11 has a pair of support legs 19, 21 coupled thereto, which converge in V formation towards the free end 6 of the bicycle frame fork. ~he support legs 19, 21 can be ~ade of cylindrical tubular material or wire stock material, fo~ example of circular cross section~ The support legs 19, 21 of each pair are secured with their lower .
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-., .: : : . ,. - : . -2 ~ ? 2 ~ ~3 free ends 22, 23 within a clamping element 24. The clamping element 24 is connected by a suitable screw 25 to the end po~tion 6 of the rear frame. The lower end 23 of the rear support elem~nt 21 is so bent that the lower ends 22, 23 of the support legs l9, 21 of any one pair are positioned essentially parallel to each other and closely spaced from each other.
The clamping element 24, best seen in exploded top view in Fig. 4, is an element which, in cross section,is somewhat rectangular,with rounded corners 26, 26'.
The clamping element is formed with two parallel r~ceprion bores 27, 28 to receive the free ends 22, 23 of the support legs 19, 21, the bores passing entirely through the clamping elemen~ 24. The reception bores 27, 28 are connected together by a connecting space 29, so that the free space within the clamping element 24 has essentially dumbbell shape.
A stepped~transverse bore 31 extends across the element 24 centrally between the bores 27, 28. The wider diameter portion 32 of the cross bore 31 has a clamping wedge or clamping cone 33 inserted therein, such that the smaller end 34 thereof extends into the bore 32. The clamping wedge or cone 33 engages the lower ends 22, 23 of the support legs 19, 21 - not shown in Fig. 4 - with its wedge or conical surface 35. It can be clamped against the legs by a suitable clamping screw 36, engaged in the cone element 33, and screwed into an extension 37 of the bore 31 of smaller diameter than the enlarged diameter 32 at the other side. The inside of the element 32 is threaded.
The inner diameter of the reception bores 27, 28 is just slightly larger ~han the outer diameter of the associated ~,, ~ , . . - ~ , , .: ; .. - - ............... . : :
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2 ~ 8 ends 22, 23 of the support legs 19, 21. A suitable clearance is, for example, about 1/2 mm. This permits the support legs 19, 21 to slightly tilt or tip within the bores 27, 28.
This slight clearance permits small devia~ions in the parallel positioning of ~he lower ends 22, 23 and compensation for tolerances.
The bores ~2, 23 can be sligh~ly scallopped at a side at the outer circumference, as best seen in Fig. 4.
The lower ends 22, 23 as well as the clamping cone 33 are preferably made of a material of different hardness, or they can be knurled or ridged, in order to prevent rotation of the cone element 33 upon tightening of the screw 36, and in use. Preferably~ the clamping elements 24 are made by cutting a suitably extruded rail element to pieces of appropria~e length to form the element 24.
Fig. 2 is an exploded view, ~o an enlarged scale, of a portion of the forward cross element 15 and the joint 20, in which the forward leg 19 is pivotably secured. All four pivot joints 20 of the luggage carrier 9 can be identical, and preferably are identical; the two joints 20 at opposite sides of the cross elements 15 are the mirror image of each other. Thus, all the joints 20 are illustrated with the same reference numerals and the description to follow is equally applicable to all the four joints.
The cross element 15 has a groove 41 formed therein, open towards the open and the ends formed at the terminal portion 39.
The groove 41 extends parallel to the respective longitudinal strut, in Fig. 2 to strut 1~. A web 40 of lesser thickness - extends between the two ends 39 of the cross element 15 which, in longitudinal direction, has the same dimension as the groove 41. The cross elements 15 are made by cutting off suitable . ~ . - ~ .
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2 ` ~ ~ ) 2 ~ ~) extruded rail profile, having the cross-sectional shape shown in Fig. 2, and because of the extended engagement wi~h the struts 13 provide substanti~l stifness against twist or defor~ation to the luggage carrier.
The groove 41~ with parallel flanks, has a groove bottom 42 which, in ~ross section, is approximately semicircular.
The radius of the semicircle of the groove bottom is slightly greater than half the diameter of the support leg 19 which, over its entire length, preferably is circular, and at least at the end portion i5 circular. The support leg 19 is bent a~ lts upper end in U shape to form a hook 43, extending over an angle of about 180, see Fig. 2.
The hook 43, in side view, defines an approxiately semicircular opening 44. When assembled, the hook 43 is located within the groove 4l, such that the luggage carrier 9, and any loads placed thereon are supported directly by force transfer from the bot~om 42 of the groove to the bent-over outer surface 45 of the hook 43 on the support le& 19. The dimension of the groove 41 is so selected that the hook 43 is entirely received within the groove 41, and the open end of the hook is not visible from the outside. This eliminates any projecting ends from the hook, on which clothing or other material ma~ catch.
A bore 47 is formed in the side wall 46 defining the grDove 41, and facing the outside of the cross element 19, namely the wall closest to the longitudinal strut 13. The bore 47 continues to a threaded bore in the second side wall 49 of the groove 41. A cone sleeve 51 having a forward conically reduced end 52 is fitted into the bore 47. Sleeve 51 has a cylindrical extension 53 at its outward end, with which the - cone 41 is supported in the bore 47, when the leg 19 is assembled ~ .
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to the luggage carrier. The cylindrical extension 53 is countersunk as seen at 54 to receive the head 55 of a recessed head clamping screw 48. of course, the sleeve S1 can be mada unitary with the head 55 of the clamping screw 48.
When assembled together, sleeve 51 is securely seated with its upper end 52 in the opening 44 of the hook 43.
Its conical surface 57 is in engagement with the inner bent surface 58 of the hook 53. Upon tightening the screw 58 in the thread formed in the web portion 49, the conical sleeve 51 will clamp the hook 43 against the bottom 42 of the groove 41 by engagement with~ the cone surface 57. Any transverse forces which thereby arise are transferred by the head 55 of the clamping screw 48 over the recess 54 into the cylindrical extensicn 53 and, from there, into the wall 59 of the bore 47.
The opening 44 of the hook 43 is slightly larger than the outer dia~eter of the cylindrical extension 53 of the sleeve 51, so that the sleeve 51 does not expand the hook 43 upon tightening the screw 48. The greatest distance between the bottom 42 of the groove 41 and the axis of the bore--47 is less than the sum of the radius of the bore 47 and the diameter of the cylindrical leg 19 within the region of the hook 43 Thus, there is some slight play in longitudinal directlon within the groove 41 when the support leg 19 is assembled to ~he element lS, while being held by the hook 43 so it cannot be lost or removed, and before it is tightly clamped. At the same time, the sleeve 51 ensures that, upon tightening the screw 48, the cone surface 57 will come into engagement with the bent inner surface 58 of the hook 43 and then, upon tightening, clamp the suppor~ leg 19 within the groove 41.
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Assembly of luggage carrier to a bicycle: ~-To assemble the luggage carrier to a sup?ort leg 19;
the sleeve 51,with its cylindrical extension 53 outwardly, is slipped over the shaft 61 of the screw 48. The support leg 19 with its hook 43 is pushed from below within the groove 41~ The clamping screw 48 is passed through the bore 47 and the opening 44 of the hook 43 beneath the bent inner surface 58, for extension into the threaded bore extension in the side wall 49. The countersink region 54 of the sleeve 519 upon tightening of the screw 48, receives the screw head 55 and supports the screw head. The support leg 19 thus is preliminarily assembled so it cannot be lost, or removed from the cross element 15, but can still be pivoted within the groove 41, and is pivotably held by the joint 20. As soon as the screw 48 is threaded into the threaded bore in groove defining wall 49, hook 43 cannot escape from the groove 41. This substantially simplifies assembly of the luggage carrier at the rear portion 1 of the ` bicycle.
` 20 When both support legs 19, 21 of the luggage carrier 9 are pre assembled at one side9 the lower ends 22, 23 are fitted into the reception bores 28, 27 of the associate:d clamping part 24. The screw 36 is then preliminari}y tightened so that the clamping element 33 engages the lower ends 22, 23 with the conical surface 35, and preliminarily clamps them within the clamping part 24.
The second support leg pair, at the other side of the bicycle, is then equally pre-assembled and then assembled in its own clamping element 24.
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The position ~ the respective support legs can be adjusted in dependence on the rela~ive geometry of the bicycle, with the straight support leg or an angled-off support leg as shown in full-line or in broken-line position.
The attachment system, thus, can be used for bicycle carriers 9 of differential lengths, as well as for attachment of bicycle luggage carriers of a given length on bicycles o~
different sizes.
When the clamping screw 36 of the clamping part 34 as well as the screws 28 of the joints 20 are still slightly loose, the support lègs 19, 21 can pivot within the joints 20, so that the clamping element 24 can still be shifted. In this condition, the support leg pair can be changed from the position shown in full lines i~ Fig. 3 to the position shown in chain~dotted lines in Fig. 3. The only change which will result in the support for the luggage carrier will be a shifting of the lower ends 22, 23 of the legs 21 with respect to each other, when the legs 19, 21 are shifted to the position shown at 19', 21'. Intermediate positions, of course, are also possible, in which the clamping part 24 will also assume an intermediate angular position.
Small deviations in the parallel relationship between the lower free ends 22, 23 of the legs 19, 21 are compensated or accepted by the slight tolerances between the clamping part bores and the legs themselves, as well as within the hook 43 of the legs 19, 21. This play, in longitudinal direction, permits some change of the upper spacing between the support legs 19, 21, until the lower ends 22, 23 again are parallel to each other. The small tolerances which permit tipping of the lower ends 22, 23 of the support legs 19, 21 .
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in the bores 27, 28 also permits acc~ptance of small devlations fro~ parallel relationshlp, without any undesired deformation or jamming of the lower ends of the legs within the clamping element, or with respect to each other.
Even if the clamping elements are shifted between the extreme positions shown in full line and broken llne of ~ig. 3, respectively, easy change is possible~ so long as the screw 36 is not completelq tightened.
Let it be assumed that a pre-assembled luggage carrier 9 is to be co~nected to a bicycle in the arrangement `shown in Fig. 1. First, the cross connection 18 of the carrier is secured to the cross element 8 on the bicycle without, however, tightening any attachment screws. The support legs are then pivoted in such a position that the clamping elements 24 can be secured to the bicycle frame at the rear axle end 6 with screws 25. This is readily possible because, at this stage of the assembly9 neither of the screws 48 of the joints 20 nor the screws 36 ~ the cla~ping element 24 are yet tightened, Shifting the support legs 19, 21 in- the clamping parts 24 simultaneously results in pivoting of the joints 20.
This permits alignment of the horizontal placement of the luggage support surface defined by the frame 11, and the cross elements, for example cross elements 15. When the desired adjustment has been found, the clamping screws 36 and 48~ as well as screws 25 are tightened. The heads of the clamping screws all face outwardlyS so that they are easily accessible to tightening tools. After final tightening of the screws 25, the luggage carrier 9 is secured to the bicycle.
The luggage carrier 9, thus, can be simply attached to various types of bicycles and adjusted with respect to height ~: :
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as well as longitudinal direction for different dimensions spacing and arrangement between the cross element 8 and the respective a~tach~ent screw openings on the bicycle for ~he clamping parts 24.
The joints 20 are preferably made of the same material as the support legs 19, 21 and of the luggage carrier 11.
This rermits easy and inexpensive manufacture of one and the same material.
Bicycles are frequently operated over surfaces resulting in substantial vibration and shaking. It is thus possible that the clamping screws 48 of the joints 20 may become loose.
This, however, does not lead to any change in the alignment of the luggage support surface, since the bicycle carrier 9 ~, is in interlocking, weight transferring engagement with the lS bottom 42 on the hook 43 of the respective support leg 19, 21.
Care should be taken, however, thatthe support legs 19, 21 are secured within the clamping parts 24. Even if the screws 25 ; should become loose, which connect the clamping parts 2h with the bicycle frame, or the screws holding the carrier at the attachment end 18, will not lead to tipping of the luggage carrier and hence undesired loosening of the load carried thereby or of the carrier itself from the bicycle.
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2 ~ 'J~ 3 Since the upper portio~sof the support legs 49 are engaged against the lower surface. 42 of the grooves 41, the luggage carrier is securely supported by direct weight transfer to the support.legs. Even if the jolnt 20 is not completely tight, or becomes loose in use of the bicycle, reliable seating and maintenance of position of the luggage carrier is ensured. The interengaging form of ~he joint, and inter-engaged clamping thereof, is very simple since the respective upper end of the support leg is merely engaged by an engagement surface of.~the conical element 52 into which the screw 48 fits, or.a similar conical portion on the screw.
The forces which are applied against the upper end of the suppor~ legs are particul~rly high and provlde for exact engagement of the hook portion 43 of the support leg when the screw 20 is within the bore 59 and screwed into the opposi~e threaded hole of the leg 49 of the element 15. This engagement provides for interfitting of the side wall of : the groove against the conical element as well as engagement of the cone.surface 43 wit11.the hook.43.~f the support leg.
This interengagement ensures a reliable seat of the respective leg in the ioint 20, especially when it is tight, but even if it should become somewhat loose.
In accordance with a preferred feat~re of the invention, the support legs 19 are cylindrical or rod-like with c-rcular cross section throughout their entire length. Such support legs have particularly high stability. Flattened surfaces should, preferably, be avoided since-they may make weak spots or weak regions. Bending the upper end of the essentially cylindrical support legs in form of a hook is a simple manufacturing step, and, additionally, provides for reliable engagement of the hook -. ~
:~with the joint 20, and retention in the joint 20. Removal from ~.
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the cross element 15 is ~hus reliably prevented.
Providi~g tuo pairs of support legs 19, 21 (Figs. 1, 3) which can be placed in d~fferently inclined positions, as shown, respeceively, by the solid lines 19, 21 and 19', 21' of Fig. 3, with slight clearances or tolerances of the clamping elements 24 provides for e~cellent lateral stability while permitting acceptance of placement of the legs and of the clamping element 24 even though there mighC be slight variations in the legs and in the respective bends thereof.
The c~oss elements 15 are easily made, preferably by cu~ting off pieces o;f suitable width from an extruded rail profile. The manufaceure of the carrier,and the attachment, therefore is simple. T~e struts 13 can be easily coupled to ~he cross elemen~s 15, for example by welding if the cross elements are made of the sama material as the remainder of the bicycle carrier, w~ich is a preferred form. Otherwise, various suitable connections, for example clamping arrangements or the like, may be used;
As is well known, a triangle is unambiguously defined by the lengnt of two legs and the angle at one corner.
Since the legs are bent parallel to each oth~r~
which parallel ends then are located 1n respectively parallel bores o~ the c~lamping part 24, the angle - which the two:support legs form with respect to each other is predetermined and it:would be impossible to move the support legs with respect to each other by providing some play, however, in the clamping element, the angle can be changed nevertheIess without, specifically, requiring a special pivot joint in the claming part.
Rather, at the connecting point between the legs and the frame of the cycle~carrier, full pivoting is obtained due to ~he hook arrangement 54 at the upper end of the respective support legs 19, 21.
Various changes and modifications may be made, and any features described herein may be used with any of the others, within the scope of the inventive co~cept.
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FIELD OF THE INVENTION : -~ .
The present in~ention relates to bicyoles, and more particularly to a luggage carrier for a bicycle, and especially to a luggage carrier construction which is adapt-able to various sizes and configurations of bicycle frames and which, further, can be easily and compactly folded for shipment or storage prior to sale or attachmen~ to a bicycle.
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BACKGROUND~
German Patent 33 43 844, by the inventor hereof, describes a bicycle luggage carrier which has a pair of support legs extending on both sides of the rear bicycle wheel.
They converge, downwardly, in general V shape.
The two forward - with respect to the bicycle frame ~ support legs, for~ing a pair, as well as the rear support legs of the ear pair, are, each, formed by a U-shaped rod or wire element.
The rod or wire elements are seated in injection-molded parts, installed at the factory on the luggage carrier fra~e.
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The wire elements, bent in U shape and defining a connecting portion between the legs themselves, can plvot within the injection molding part so that, for transport, packaging or display, they can be folded towards the frame of the luggage carrier.
The support legs of the U leg pair are securely and rigidly connected together, for example forming a unitary element, so that they cannot slip out of the injection-molded parts. The lateral stiffness is entirely sufficient for the luggage carrier as a whole, although the injection molding parts can accept only small transverse forces; they are, however, strong in compression.
It is desirable to form a secure and unmo~able connection between the support legs or the support leg U frame and the luggage surface formed by the luggage carrier frame itself, for one, in order to ensure stability of the frame and, for another, to permit folding the support leg pairs towards the bicycle carrier frame. Such a construction places a high requirement on the injection-molding parts, so that the mold forms for the injection-molded parts become : - :
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, ~ 3 ~d ~ 3 complex, and ~anufacture expensive.
The bicycle carrier of the aforementioned German Patent 33 43 844 can be adjusted in height with respect to the rear fork of the frame, retaining the rear wheel of the bicycle. Usually, the rear wheel fork h~s an axle retention portion, and several accessory attachment holes formed thereat.
A clamping element can provide for height-adjustable placement of the rear support legs.
It is possible that in bandling upon transport, unpacking, or otherwise due to carelessness, the wire leg elements are mutually bent. When clamping parts to clamp the free ends of the wire elements to the frame of the bicycle then are to be tightened 7 it is necessary to overcome any bending or deformation ~hich may have been imparted to the wire frames. This makes assembly of the carrier to the frame more difficult, since the bias affects alignment of the clamping elements. It may lead to twisting of the wire legs and/or the clamping elements, further interfering with a desired height adjustment.
The referenced application U.S. Serial 07/581,400, by the inventor hereof, describes a luggage carrier in which the upper ends of the support legs are fitted in guide grooves to permit longitudinal shifting thereo. The guide grooves are formed in attachment elements secured to the luggage carrier frame. This arrangement utili~es support legs which cannot be folded or pivoted flat against the frame as such.
The lower ends of the support legs can be adjusted in height by suitable placement in a clamping portion, secured to the rear fork of the bicycle frame. The a~rangement permits independent adjustment of the legs in height as well as longitudinally along the bicycle fra~e, permitting at~acllment .- . : , - . , -" ': ,: - ~ ' ~ :' ,' ' ' . : ` ~ : , -: ~ ~ , ' . !.
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or che luggage carrier ~o ~ wide varlety of si7es and shapes of bicycle frames.
The carrier of the aforementioned U.S. Serial 07/581,400, filed September 12, 1990, i5 especially adapted for heavy loads and, due to the length of the guide grooves for the support legs, is comparatively heavy. It requires good assembly, and if screws which connect the support legs to the respective guide ele~ents in the guide grooves beco~e loose, it is possible - that the luggage support surface can tip or tilt with respect to a plane perpendicular to the ~ame of the bicycle.
T~E INVENTION.
It is an obJect to provide a bicycle carrier which is si~ple, can be easily ~ade, and is adapted to a wide varie~y of bicycles and bicycle frames, and can be readily ~atched to li different geometrical relationships of the bicycle frames, while ensuring a reliable seating surface for luggage to be carried thereby.
Brierly, the bicycle frame is formed with longitudinally extending struts to which the legs are coupled by coupling elements. In accordance wich a feature of the invention, the coupling elements include clamping connections between the support legs and the struts for adjustably coupling the legs to the struts. The clamping connection includes a pivot connection wi~h the support legs to permit the support legs to be individually and independently of each other pivoted about the pivot connection, for example for flat folding for transport or storage, and for ease of assembly to a bicycle by a clamping arrangemë~t located at the axle of the bicycle which permits limited pivoting of the support legs with respect to each other.
Independent adjust~ent o~ the support legs both with respect to height at a clampi~g elemen~ adjacent the wheel axle portion of the rear ~ork and independent pivot connection ~ .
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permits handling of the luggag~ carrier, w~thou~ possibility of ~e~ding or twist of ~he individual support l~gs with resp~ct eo each other, or wi~h opposite sides o~ the luggage carrier, as its surface extends transversely to the major plane of the bicycle frame. The suppGrt legs c~n be easily sequentially secured to the respective coupling Plement with one end, and, likewise, to the respective cla~ping portion with the other, so ~hat the entire structure can be easily and quickly a~sembled on any bicycle frame and adjusted with respect to height as well as in the longi~udinal direction, to thereby select different ~pacing between the bicycle frame and a ~ross-connecting portion thereof, respectively, and the respective lower end of the leg, coùpled to ~he bicycle frame adjacent the hub o~ the rear wheel.
Each one of the support legs is secured in it~s own individual clampable coupling ele~ent which, because of the pivot connection forms, in effect, a link joint. The individual attachment, clamped at each side of the luggage carrier, provides for high lateral stabili~y. This lateral stability is enhanced if two support legs are tlsed for the luggage carrier, one for example exteding towards the rear end thereof and the other one somewhat intermediate the length thereof. Bending the support legs at the time of installation, ~or example by a dealer, is not feasible since the support legs at both sides of the bicycle must be identical, otherwise the support surface will tilt.
DRAWINGS-.
Fig. 1 is a pictorial view of ~he rear frame structure of a bicycle with the luggage carrier of the present invention secured thereto;
Fig. 2 is an exploded detail view of the attachment of a support ~eg to the frame of the luggage carrier of Fig. 1, to an enlarged scale;
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Fig. 3 illustrates the luggage carrier of Fig. 1 in a side view, in which different arrangements of placement of the support legs are illustrated in, respectively, solid and chain dotted lines, to illustrate the versatility of application of the luggage carrier; and Fig. 4 is an enlarged, part-exploded view of the clamp~ng element of the luggage carrier of Fig. 3 for attachment of the luggage carrier to the rear fork end of the bicycle.
DETAILED DESCRIPTION.
~eferring first to Fig~
The rear portion 1 of a bioycle has a saddle support stem 2, with a saddle end portion 3 at the upper end thereof, and a pedal crank housing 4 at the lower end. Two rear fork struts 5 extend at an inclination downwardly~ connected together to rear horizontal struts 7. The struts 5 and 7 are coupled at their free ends at the rear fork end 6, suitably shaped to receive the axle shaft of the rear wheel of a bicycle, not shown for better illustration of the carrier.
A bicycle attachment strip 8 connects the inclined fork s~ruts 5, to form an attachment surface for the bicycle carrier.
Only the rear portion of the bicycle is shown; in the specification and claims to follow, the end of the frame adjacent the attachment plate 8 will be referred to as the "forward" end, and the end which is closer to the fork portions 6 of the rear fork as the "rear" or "rearward" end.
The bicycle carrier 9 has an essentially rectangular frame 11, forming or defining a luggage support surface.
The rectangular frame 11 has two longitudinal struts 12, 13, ` ' ' ~ . ' ' " ' ' . ' , , . ' , .
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extending, spaced from each other, parallel to each other and parallel to the major longitudinal plane of the bicycle.
These struts ~ay, for example, be essentially cylindrial.
Thin cylindrical cross-connecting elements 14 are located between the struts 12, 13 to define the spacing thereof.
Additional support elements 15 can extend across the bicycle carrier struts 12, 13. The ~ransverse elements 14 can be suitably connected to the struts, for example by being welded thereto. At the forward end 16 of the frame, the longitudinal struts 12, 13 are bent in U shape and connected together ~v an e~g. unitary connecting element 17, e~tending parallel to the elements 14~ The cross-connecting element 17 is coupled to the element 8 of the bicycle frame by a suitable attachment arrangemen~ 18, for exa~ple a coupling plate or other suitable structure.
The ~rame is supported at its rearward end by two pairs of support legs 19, 21.
In accordance with a feature of the invention, each one of the support legs of the support leg pairs, or at least the support legs of one of the pairs, is pivotably coupled by pivot joints 20 to the cross-connecting element 15 and hence to the frame 11. The joints 20 are positioned in the region of the longitudinal struts 12, 13 and at the outside of the cross elements 15.
- Each side of the frame 11 has a pair of support legs 19, 21 coupled thereto, which converge in V formation towards the free end 6 of the bicycle frame fork. ~he support legs 19, 21 can be ~ade of cylindrical tubular material or wire stock material, fo~ example of circular cross section~ The support legs 19, 21 of each pair are secured with their lower .
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-., .: : : . ,. - : . -2 ~ ? 2 ~ ~3 free ends 22, 23 within a clamping element 24. The clamping element 24 is connected by a suitable screw 25 to the end po~tion 6 of the rear frame. The lower end 23 of the rear support elem~nt 21 is so bent that the lower ends 22, 23 of the support legs l9, 21 of any one pair are positioned essentially parallel to each other and closely spaced from each other.
The clamping element 24, best seen in exploded top view in Fig. 4, is an element which, in cross section,is somewhat rectangular,with rounded corners 26, 26'.
The clamping element is formed with two parallel r~ceprion bores 27, 28 to receive the free ends 22, 23 of the support legs 19, 21, the bores passing entirely through the clamping elemen~ 24. The reception bores 27, 28 are connected together by a connecting space 29, so that the free space within the clamping element 24 has essentially dumbbell shape.
A stepped~transverse bore 31 extends across the element 24 centrally between the bores 27, 28. The wider diameter portion 32 of the cross bore 31 has a clamping wedge or clamping cone 33 inserted therein, such that the smaller end 34 thereof extends into the bore 32. The clamping wedge or cone 33 engages the lower ends 22, 23 of the support legs 19, 21 - not shown in Fig. 4 - with its wedge or conical surface 35. It can be clamped against the legs by a suitable clamping screw 36, engaged in the cone element 33, and screwed into an extension 37 of the bore 31 of smaller diameter than the enlarged diameter 32 at the other side. The inside of the element 32 is threaded.
The inner diameter of the reception bores 27, 28 is just slightly larger ~han the outer diameter of the associated ~,, ~ , . . - ~ , , .: ; .. - - ............... . : :
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2 ~ 8 ends 22, 23 of the support legs 19, 21. A suitable clearance is, for example, about 1/2 mm. This permits the support legs 19, 21 to slightly tilt or tip within the bores 27, 28.
This slight clearance permits small devia~ions in the parallel positioning of ~he lower ends 22, 23 and compensation for tolerances.
The bores ~2, 23 can be sligh~ly scallopped at a side at the outer circumference, as best seen in Fig. 4.
The lower ends 22, 23 as well as the clamping cone 33 are preferably made of a material of different hardness, or they can be knurled or ridged, in order to prevent rotation of the cone element 33 upon tightening of the screw 36, and in use. Preferably~ the clamping elements 24 are made by cutting a suitably extruded rail element to pieces of appropria~e length to form the element 24.
Fig. 2 is an exploded view, ~o an enlarged scale, of a portion of the forward cross element 15 and the joint 20, in which the forward leg 19 is pivotably secured. All four pivot joints 20 of the luggage carrier 9 can be identical, and preferably are identical; the two joints 20 at opposite sides of the cross elements 15 are the mirror image of each other. Thus, all the joints 20 are illustrated with the same reference numerals and the description to follow is equally applicable to all the four joints.
The cross element 15 has a groove 41 formed therein, open towards the open and the ends formed at the terminal portion 39.
The groove 41 extends parallel to the respective longitudinal strut, in Fig. 2 to strut 1~. A web 40 of lesser thickness - extends between the two ends 39 of the cross element 15 which, in longitudinal direction, has the same dimension as the groove 41. The cross elements 15 are made by cutting off suitable . ~ . - ~ .
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2 ` ~ ~ ) 2 ~ ~) extruded rail profile, having the cross-sectional shape shown in Fig. 2, and because of the extended engagement wi~h the struts 13 provide substanti~l stifness against twist or defor~ation to the luggage carrier.
The groove 41~ with parallel flanks, has a groove bottom 42 which, in ~ross section, is approximately semicircular.
The radius of the semicircle of the groove bottom is slightly greater than half the diameter of the support leg 19 which, over its entire length, preferably is circular, and at least at the end portion i5 circular. The support leg 19 is bent a~ lts upper end in U shape to form a hook 43, extending over an angle of about 180, see Fig. 2.
The hook 43, in side view, defines an approxiately semicircular opening 44. When assembled, the hook 43 is located within the groove 4l, such that the luggage carrier 9, and any loads placed thereon are supported directly by force transfer from the bot~om 42 of the groove to the bent-over outer surface 45 of the hook 43 on the support le& 19. The dimension of the groove 41 is so selected that the hook 43 is entirely received within the groove 41, and the open end of the hook is not visible from the outside. This eliminates any projecting ends from the hook, on which clothing or other material ma~ catch.
A bore 47 is formed in the side wall 46 defining the grDove 41, and facing the outside of the cross element 19, namely the wall closest to the longitudinal strut 13. The bore 47 continues to a threaded bore in the second side wall 49 of the groove 41. A cone sleeve 51 having a forward conically reduced end 52 is fitted into the bore 47. Sleeve 51 has a cylindrical extension 53 at its outward end, with which the - cone 41 is supported in the bore 47, when the leg 19 is assembled ~ .
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to the luggage carrier. The cylindrical extension 53 is countersunk as seen at 54 to receive the head 55 of a recessed head clamping screw 48. of course, the sleeve S1 can be mada unitary with the head 55 of the clamping screw 48.
When assembled together, sleeve 51 is securely seated with its upper end 52 in the opening 44 of the hook 43.
Its conical surface 57 is in engagement with the inner bent surface 58 of the hook 53. Upon tightening the screw 58 in the thread formed in the web portion 49, the conical sleeve 51 will clamp the hook 43 against the bottom 42 of the groove 41 by engagement with~ the cone surface 57. Any transverse forces which thereby arise are transferred by the head 55 of the clamping screw 48 over the recess 54 into the cylindrical extensicn 53 and, from there, into the wall 59 of the bore 47.
The opening 44 of the hook 43 is slightly larger than the outer dia~eter of the cylindrical extension 53 of the sleeve 51, so that the sleeve 51 does not expand the hook 43 upon tightening the screw 48. The greatest distance between the bottom 42 of the groove 41 and the axis of the bore--47 is less than the sum of the radius of the bore 47 and the diameter of the cylindrical leg 19 within the region of the hook 43 Thus, there is some slight play in longitudinal directlon within the groove 41 when the support leg 19 is assembled to ~he element lS, while being held by the hook 43 so it cannot be lost or removed, and before it is tightly clamped. At the same time, the sleeve 51 ensures that, upon tightening the screw 48, the cone surface 57 will come into engagement with the bent inner surface 58 of the hook 43 and then, upon tightening, clamp the suppor~ leg 19 within the groove 41.
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Assembly of luggage carrier to a bicycle: ~-To assemble the luggage carrier to a sup?ort leg 19;
the sleeve 51,with its cylindrical extension 53 outwardly, is slipped over the shaft 61 of the screw 48. The support leg 19 with its hook 43 is pushed from below within the groove 41~ The clamping screw 48 is passed through the bore 47 and the opening 44 of the hook 43 beneath the bent inner surface 58, for extension into the threaded bore extension in the side wall 49. The countersink region 54 of the sleeve 519 upon tightening of the screw 48, receives the screw head 55 and supports the screw head. The support leg 19 thus is preliminarily assembled so it cannot be lost, or removed from the cross element 15, but can still be pivoted within the groove 41, and is pivotably held by the joint 20. As soon as the screw 48 is threaded into the threaded bore in groove defining wall 49, hook 43 cannot escape from the groove 41. This substantially simplifies assembly of the luggage carrier at the rear portion 1 of the ` bicycle.
` 20 When both support legs 19, 21 of the luggage carrier 9 are pre assembled at one side9 the lower ends 22, 23 are fitted into the reception bores 28, 27 of the associate:d clamping part 24. The screw 36 is then preliminari}y tightened so that the clamping element 33 engages the lower ends 22, 23 with the conical surface 35, and preliminarily clamps them within the clamping part 24.
The second support leg pair, at the other side of the bicycle, is then equally pre-assembled and then assembled in its own clamping element 24.
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The position ~ the respective support legs can be adjusted in dependence on the rela~ive geometry of the bicycle, with the straight support leg or an angled-off support leg as shown in full-line or in broken-line position.
The attachment system, thus, can be used for bicycle carriers 9 of differential lengths, as well as for attachment of bicycle luggage carriers of a given length on bicycles o~
different sizes.
When the clamping screw 36 of the clamping part 34 as well as the screws 28 of the joints 20 are still slightly loose, the support lègs 19, 21 can pivot within the joints 20, so that the clamping element 24 can still be shifted. In this condition, the support leg pair can be changed from the position shown in full lines i~ Fig. 3 to the position shown in chain~dotted lines in Fig. 3. The only change which will result in the support for the luggage carrier will be a shifting of the lower ends 22, 23 of the legs 21 with respect to each other, when the legs 19, 21 are shifted to the position shown at 19', 21'. Intermediate positions, of course, are also possible, in which the clamping part 24 will also assume an intermediate angular position.
Small deviations in the parallel relationship between the lower free ends 22, 23 of the legs 19, 21 are compensated or accepted by the slight tolerances between the clamping part bores and the legs themselves, as well as within the hook 43 of the legs 19, 21. This play, in longitudinal direction, permits some change of the upper spacing between the support legs 19, 21, until the lower ends 22, 23 again are parallel to each other. The small tolerances which permit tipping of the lower ends 22, 23 of the support legs 19, 21 .
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in the bores 27, 28 also permits acc~ptance of small devlations fro~ parallel relationshlp, without any undesired deformation or jamming of the lower ends of the legs within the clamping element, or with respect to each other.
Even if the clamping elements are shifted between the extreme positions shown in full line and broken llne of ~ig. 3, respectively, easy change is possible~ so long as the screw 36 is not completelq tightened.
Let it be assumed that a pre-assembled luggage carrier 9 is to be co~nected to a bicycle in the arrangement `shown in Fig. 1. First, the cross connection 18 of the carrier is secured to the cross element 8 on the bicycle without, however, tightening any attachment screws. The support legs are then pivoted in such a position that the clamping elements 24 can be secured to the bicycle frame at the rear axle end 6 with screws 25. This is readily possible because, at this stage of the assembly9 neither of the screws 48 of the joints 20 nor the screws 36 ~ the cla~ping element 24 are yet tightened, Shifting the support legs 19, 21 in- the clamping parts 24 simultaneously results in pivoting of the joints 20.
This permits alignment of the horizontal placement of the luggage support surface defined by the frame 11, and the cross elements, for example cross elements 15. When the desired adjustment has been found, the clamping screws 36 and 48~ as well as screws 25 are tightened. The heads of the clamping screws all face outwardlyS so that they are easily accessible to tightening tools. After final tightening of the screws 25, the luggage carrier 9 is secured to the bicycle.
The luggage carrier 9, thus, can be simply attached to various types of bicycles and adjusted with respect to height ~: :
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as well as longitudinal direction for different dimensions spacing and arrangement between the cross element 8 and the respective a~tach~ent screw openings on the bicycle for ~he clamping parts 24.
The joints 20 are preferably made of the same material as the support legs 19, 21 and of the luggage carrier 11.
This rermits easy and inexpensive manufacture of one and the same material.
Bicycles are frequently operated over surfaces resulting in substantial vibration and shaking. It is thus possible that the clamping screws 48 of the joints 20 may become loose.
This, however, does not lead to any change in the alignment of the luggage support surface, since the bicycle carrier 9 ~, is in interlocking, weight transferring engagement with the lS bottom 42 on the hook 43 of the respective support leg 19, 21.
Care should be taken, however, thatthe support legs 19, 21 are secured within the clamping parts 24. Even if the screws 25 ; should become loose, which connect the clamping parts 2h with the bicycle frame, or the screws holding the carrier at the attachment end 18, will not lead to tipping of the luggage carrier and hence undesired loosening of the load carried thereby or of the carrier itself from the bicycle.
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2 ~ 'J~ 3 Since the upper portio~sof the support legs 49 are engaged against the lower surface. 42 of the grooves 41, the luggage carrier is securely supported by direct weight transfer to the support.legs. Even if the jolnt 20 is not completely tight, or becomes loose in use of the bicycle, reliable seating and maintenance of position of the luggage carrier is ensured. The interengaging form of ~he joint, and inter-engaged clamping thereof, is very simple since the respective upper end of the support leg is merely engaged by an engagement surface of.~the conical element 52 into which the screw 48 fits, or.a similar conical portion on the screw.
The forces which are applied against the upper end of the suppor~ legs are particul~rly high and provlde for exact engagement of the hook portion 43 of the support leg when the screw 20 is within the bore 59 and screwed into the opposi~e threaded hole of the leg 49 of the element 15. This engagement provides for interfitting of the side wall of : the groove against the conical element as well as engagement of the cone.surface 43 wit11.the hook.43.~f the support leg.
This interengagement ensures a reliable seat of the respective leg in the ioint 20, especially when it is tight, but even if it should become somewhat loose.
In accordance with a preferred feat~re of the invention, the support legs 19 are cylindrical or rod-like with c-rcular cross section throughout their entire length. Such support legs have particularly high stability. Flattened surfaces should, preferably, be avoided since-they may make weak spots or weak regions. Bending the upper end of the essentially cylindrical support legs in form of a hook is a simple manufacturing step, and, additionally, provides for reliable engagement of the hook -. ~
:~with the joint 20, and retention in the joint 20. Removal from ~.
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the cross element 15 is ~hus reliably prevented.
Providi~g tuo pairs of support legs 19, 21 (Figs. 1, 3) which can be placed in d~fferently inclined positions, as shown, respeceively, by the solid lines 19, 21 and 19', 21' of Fig. 3, with slight clearances or tolerances of the clamping elements 24 provides for e~cellent lateral stability while permitting acceptance of placement of the legs and of the clamping element 24 even though there mighC be slight variations in the legs and in the respective bends thereof.
The c~oss elements 15 are easily made, preferably by cu~ting off pieces o;f suitable width from an extruded rail profile. The manufaceure of the carrier,and the attachment, therefore is simple. T~e struts 13 can be easily coupled to ~he cross elemen~s 15, for example by welding if the cross elements are made of the sama material as the remainder of the bicycle carrier, w~ich is a preferred form. Otherwise, various suitable connections, for example clamping arrangements or the like, may be used;
As is well known, a triangle is unambiguously defined by the lengnt of two legs and the angle at one corner.
Since the legs are bent parallel to each oth~r~
which parallel ends then are located 1n respectively parallel bores o~ the c~lamping part 24, the angle - which the two:support legs form with respect to each other is predetermined and it:would be impossible to move the support legs with respect to each other by providing some play, however, in the clamping element, the angle can be changed nevertheIess without, specifically, requiring a special pivot joint in the claming part.
Rather, at the connecting point between the legs and the frame of the cycle~carrier, full pivoting is obtained due to ~he hook arrangement 54 at the upper end of the respective support legs 19, 21.
Various changes and modifications may be made, and any features described herein may be used with any of the others, within the scope of the inventive co~cept.
:
Claims (31)
1. Luggage carrier (9) for a bicycle, in which the bicycle defines a major plane and includes a wheel fork (7), said luggage carrier having a frame (11) defining luggage support surface and including two longitudinal struts (12, 13) extending essentially parallel to the longitudinal major plane of the bicycle;
at least one pair of support legs (19, 21) at each side of the frame, said support legs extending from one of the struts to the wheel fork (7) of the bicycle;
coupling means (20) coupling an upper end (43) of each of the legs to the struts (12, 13); and clamping means (24, 36) for height adjustably attaching the support legs to the wheel fork (7), and wherein, in accordance with the invention, said coupling means comprises a clamping connection (20) between the support legs (19, 21) and the struts (12,13) for pivotably adjustably coupling the legs to the struts; and wherein the clamping means is arranged to allow for limited pivoting of the two support legs (19,21) within the corresponding clamping means (24, 24') to permit the support legs to be pivotable individually and independently of each other by a limited extent.
at least one pair of support legs (19, 21) at each side of the frame, said support legs extending from one of the struts to the wheel fork (7) of the bicycle;
coupling means (20) coupling an upper end (43) of each of the legs to the struts (12, 13); and clamping means (24, 36) for height adjustably attaching the support legs to the wheel fork (7), and wherein, in accordance with the invention, said coupling means comprises a clamping connection (20) between the support legs (19, 21) and the struts (12,13) for pivotably adjustably coupling the legs to the struts; and wherein the clamping means is arranged to allow for limited pivoting of the two support legs (19,21) within the corresponding clamping means (24, 24') to permit the support legs to be pivotable individually and independently of each other by a limited extent.
2. The luggage carrier of claim 1, wherein at least two pairs of support legs (19, 21) are provided, one support leg of each pair being located at a respective side of the frame; and wherein said support legs at any one side of the frame converge in V-shape towards the wheel fork.
3. The luggage carrier of claim 2, wherein the lower end (22, 23) of at least one (23) of the support legs is bent to be essentially parallel with respect to the adjacent end (22) at the apex of the V of another one (19) of the support legs.
4. The luggage carrier of claim 1, wherein said coupling means further comprises interengaging means (42, 45) coupling the upper end (43) of the support legs to the frame.
5. The luggage carrier of claim 4, wherein said inter-engaging means include a connecting element (15, 39) coupled to said struts (12, 13) and formed with a downwardly open groove or slot (41) into which said upper end (43) of the support leg fits.
6. The luggage carrier of claim 5, wherein the downwardly open groove (41) is formed with parallel flanks extending essentially parallel to said major plane.
7. The luggage carrier of claim 5, wherein said groove or slot (41) is formed with an end wall, and said end wall, in cross section, is essentially semicircular.
8. The luggage carrier of claim 5, wherein said downwardly open groove or slot (41) has a longitudinal extent which is essentially parallel to said major plane.
9. The luggage carrier of claim 1, wherein said clamping means (24) is formed with reception means (27, 28) dimensioned and positioned to receive the lower ends (22, 23) of said support legs (19, 21).
10. The luggage carrier of claim 9, wherein said reception means (27, 28) comprise reception bores.
11. The luggage carrier of claim 1, wherein said support legs (19), in cross section, have essentially uniform circular shape.
12. The luggage carrier of claim 10, wherein said reception bores (27, 28) are slightly larger than the cross section of said legs to be received therein to accept legs of larger tolerances in cross-sectional dimension as well as tolerances of alignment in the reception bores.
13. The luggage carrier of claim 12, wherein the reception bores (27,28) are of circular cross section, said legs (12, 21) have circular cross section, and the inner diameter of the reception bores (27, 28) is slightly larger than the outer diameter of the lower ends (22, 26) of the support legs (19, 21).
14. The luggage carrier of claim 5, wherein the upper ends (43) of the support legs (19, 21) fit into said downwardly open groove or slot (41).
15. The luggage carrier of claim 14, wherein the upper end (43) of each support leg (19, 21) is bent.
16. The luggage carrier of claim 15, wherein the upper end of each support leg is bent in hook shape over an angle of about 180°.
17. The luggage carrier of claim 8, wherein the upper end of each support leg is bent in hook shape over an angle of about 180 °; and wherein the radius of the essentially semi-circular bottom (42) of the groove is slightly greater than the radius of the upper end portion (43) of the hook - bent over end of the leg.
18. The luggage carrier of claim 16, wherein the connecting element and said groove are longer, in longitudinal direction with respect to the frame of the bicycle, than the overall dimension of the bent-over end of the support leg in said longitudinal dimension.
19. The luggage carrier of claim 14, further including a clamping means (48, 51, 57) to clamp the upper end (43) of the support leg in said groove (41).
20. The luggage carrier of claim 19, wherein said clamping means (48, 51, 57) comprises a clamping element (48) having an engagement surface (57) which, when tightened, clamps the upper end (43) of the respective leg (19, 21) against the bottom wall (42) of the groove or slot.
21. The luggage carrier of claim 20, wherein said clamping element (48) has a cylindrical surface (53) fitting within a bore (47) in the side wall of said connecting element (15) defining the groove; and wherein said cylindrical surface merges with a conical engagement surface.
22. The luggage carrier of claim 21, wherein said clamping element comprises a sleeve element (51).
23. The luggage carrier of claim 22, wherein said clamping means further includes a clamping screw or bolt (48) on which said sleeve (51) is fitted.
24. The luggage carrier of claim 21, wherein said clamping means comprises a screw or bolt (48) and said cylindrical surface (53) and said clamping surface (57) are unitary with the head of the screw or bolt.
25. The luggage carrier of claim 23, wherein said screw or bolt (48) extends essentially orthogonally to the groove (41) and is fitted in a side wall of said connecting element within which the groove (41) is formed.
26. The luggage carrier of claim 23, wherein said sleeve element (51) is formed with a countersink recess to receive the head (55) of the clamping screw (48).
27. The luggage carrier of claim 10, further including a leg clamping means operatively associated with said reception means (27, 28) for securely retaining the lower ends (22, 23) of the support legs (19, 21).
28. The luggage carrier of claim 1, further including at least one cross element (15) extending tranversely between said struts (12, 13).
29. The luggage carrier of claim 28, wherein said joint (20) is located on said at least one cross element.
30. The luggage carrier of claim 29, wherein said cross element comprises a cut portion of an elongated extruded rail having, in cross section, the shape of said cross element.
31. The luggage carrier of claim 29, wherein said cross element (15) is formed with two joints (20), one at each side of said bicycle frame.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DEP4020563.0 | 1990-06-28 | ||
| DE19904020563 DE4020563A1 (en) | 1990-06-28 | 1990-06-28 | ADJUSTABLE LUGGAGE RACK FOR TWO-WHEELED VEHICLES |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2045288A1 true CA2045288A1 (en) | 1991-12-29 |
Family
ID=6409241
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2045288 Abandoned CA2045288A1 (en) | 1990-06-28 | 1991-06-24 | Adjustable bicycle luggage carrier |
Country Status (6)
| Country | Link |
|---|---|
| EP (1) | EP0463340B1 (en) |
| CA (1) | CA2045288A1 (en) |
| DE (2) | DE4020563A1 (en) |
| DK (1) | DK0463340T3 (en) |
| ES (1) | ES2067084T3 (en) |
| FI (1) | FI912930A (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5293187A (en) * | 1992-02-05 | 1994-03-08 | Biocontrol Systems, Inc. | Method and apparatus for eye tracking for convergence and strabismus measurement |
| ATE396104T1 (en) * | 2004-03-18 | 2008-06-15 | Hamax As | BIKE RACK |
Family Cites Families (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CH309083A (en) * | 1953-06-11 | 1955-08-15 | Van Leisen S A | Luggage rack for cycle. |
| US3779435A (en) * | 1971-01-13 | 1973-12-18 | Esge Marby Gmbh & Co | Universal luggage rack for placement on cycles with wheels of various diameters, such as various size bicycles |
| DE7617628U1 (en) * | 1976-06-02 | 1976-09-30 | Esge-Marby Gmbh + Co, 4800 Bielefeld | LUGGAGE CARRIER FOR TWO-WHEELED VEHICLES |
| JPS5682676A (en) * | 1979-12-06 | 1981-07-06 | Showa Kogyo Kk | Rear body for bicycle and its manufacture |
| US4410116A (en) * | 1981-10-26 | 1983-10-18 | Joseph Mattei | Adjustable-drop package carrier rack for two-wheel vehicles such as bicycles |
| IT8134051V0 (en) * | 1981-11-19 | 1981-11-19 | Barro Giovanni & Luigi S R L F | LUGGAGE RACK OF THE PERFECTED TYPE PARTICULARLY APPLICABLE ON BICYCLES. |
| DE3343844C2 (en) * | 1983-04-12 | 1986-07-31 | ESGE-MARBY GmbH + Co KG, 4800 Bielefeld | Luggage racks for two-wheeled vehicles |
| DE3601387A1 (en) * | 1986-01-18 | 1987-07-23 | Esge Marby Gmbh & Co | FASTENING DEVICE FOR ATTACHING A BICYCLE LUGGAGE RACK |
| DE3817396A1 (en) * | 1988-05-21 | 1989-11-23 | Esge Marby Gmbh & Co | LENGTH ADJUSTABLE LUGGAGE RACK |
-
1990
- 1990-06-28 DE DE19904020563 patent/DE4020563A1/en active Granted
-
1991
- 1991-05-11 ES ES91107685T patent/ES2067084T3/en not_active Expired - Lifetime
- 1991-05-11 DE DE59104294T patent/DE59104294D1/en not_active Expired - Fee Related
- 1991-05-11 EP EP91107685A patent/EP0463340B1/en not_active Expired - Lifetime
- 1991-05-11 DK DK91107685T patent/DK0463340T3/en active
- 1991-06-17 FI FI912930A patent/FI912930A/en not_active Application Discontinuation
- 1991-06-24 CA CA 2045288 patent/CA2045288A1/en not_active Abandoned
Also Published As
| Publication number | Publication date |
|---|---|
| EP0463340B1 (en) | 1995-01-18 |
| EP0463340A1 (en) | 1992-01-02 |
| FI912930A (en) | 1991-12-29 |
| DE59104294D1 (en) | 1995-03-02 |
| DE4020563C2 (en) | 1992-06-04 |
| DE4020563A1 (en) | 1992-01-09 |
| ES2067084T3 (en) | 1995-03-16 |
| DK0463340T3 (en) | 1995-04-03 |
| FI912930A0 (en) | 1991-06-17 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| FZDE | Dead |