Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
  • B60B33/00—Castors in general; Anti-clogging castors
  • B60B33/0047—Castors in general; Anti-clogging castors characterised by details of the rolling axle
  • B60B33/0052—Castors in general; Anti-clogging castors characterised by details of the rolling axle the rolling axle being inclined
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
  • B60B33/00—Castors in general; Anti-clogging castors
  • B60B33/0036—Castors in general; Anti-clogging castors characterised by type of wheels
  • B60B33/0042—Double or twin wheels
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
  • B60B33/00—Castors in general; Anti-clogging castors
  • B60B33/006—Castors in general; Anti-clogging castors characterised by details of the swivel mechanism
  • B60B33/0065—Castors in general; Anti-clogging castors characterised by details of the swivel mechanism characterised by details of the swivel axis
  • B60B33/0071—Castors in general; Anti-clogging castors characterised by details of the swivel mechanism characterised by details of the swivel axis the swivel axis being inclined

Definitions

• the invention relates to a wheeled vehicle particularly, but not exclusively, to a trolley of the type commonly utilised in supermarkets and other shops, stores or the like, and to a castorable wheel arrangement therefor.
• the invention is also applicable to any trolley having a load-bearing capacity and to be steered by the user of .e trolley or, indeed, to any type of wheeled vehicle or cart.
• wheeled vehicle as used hereinafter is intended to include all types of wheeled vehicles including trolleys, wheelchairs, pushchairs, carts, etc.
• the invention provides a wheeled vehicle having a front end, a rear end and a longitudinal axis, at least one castored front wheel arrangement being arranged at or adjacent the front end and at least one castored rear wheel arrangement being arranged at or adjacent the rear end, wherein means are provided for bringing the plane of the or each wheel of the at least one front wheel arrangement into parallel alignment with the longitudinal axis on forward or rearward movement of the wheeled vehicle.
• This arrangement allows the wheeled vehicle to be steered by moving the at least one rear wheel arrangement to the right or left, thereby inclining the longitudinal axis to the previous direction of travel, whereupon the front wheels will automatically align themselves with the longitudinal axis * Of the wheeled vehicle and the direction of travel of the wheeled vehicle will thereby be changed.
• the steering movement is easily carried out by the user of the wheeled vehicle using, if necessary, only one hand. Further preferable and advantageous features of the invention are set out in sub-claims 2 to 17.
• a second aspect of the invention provides a castored wheel arrangement for attachment to the frame of a wheeled vehicle having a longitudinal axis, wherein the arrangement incorporates at least one wheel and means for, in use, bringing the plane of the wheel or wheels of the arrangement into parallel alignment with the longitudinal axis of the wheeled vehicle on forward or rearward movement of the wheeled vehicle.
• the invention also provides apparatus for converting a standard wheeled vehicle into a wheeled vehicle having the features described above, comprising means for inclining rearwardly the axis of the or each wheel of the at least one front wheel arrangement about which the wheel pivots. It is envisaged that standard trolleys existing in many supermarkets can easily be converted to incorporate the features of the invention by means of this apparatus. Advantageous features of the apparatus according to the invention are set out in sub-claims 24 to 33.
• Figure 1 shows a typical front wheel arrangement as utilised in known or standard supermarket trolleys
• Figure 2 shows the front wheel arrangement of Figure 1 modified in accordance with the present invention
• Figure 3 shows a schematic diagram of a first alternative front wheel arrangement embodying the present invention
• FIGS. 4a and 4b illustrate a second alternative embodiment of the present invention
• Figures 5a and 5b illustrate an enhanced embodiment of the invention illustrated in Figures 4a and 4b;
• Figure 6 illustrates a third alternative embodiment of the invention;
• Figure 7 illustrates an alternative version of the embodiment illustrated in Figure 6
• FIGS. 8 and 9 schematically illustrate alternative castored wheel arrangements suitable for attachment to a trolley to produce a trolley according to the invention
• FIGS. 10a and 10b illustrate a further modified embodiment of the present invention
• FIGS 11a, lib and lie illustrate a hand grip for use on a trolley modified in accordance with the present invention
• Figure 12 illustrates a fourth embodiment of the' invention
• Figure 13 illustrates schematically apparatus for converting a standard trolley to a trolley incorporating the invention
• Figure 14 is a schematic diagram of the bending apparatus forming part of the apparatus of Figure 13; and Figures 15a and 15b illustrate the operation of the clamping means of the apparatus illustrated in Figure 13.
• Figure 1 shows a standard castored front wheel arrangement 10 as is commonly found on supermarket trolleys.
• the wheel 12 is freely rotatable about a horizontal axis 14 to allow forward or rearward motion of the trolley.
• the axis 14 is located in a housing 16 which, in turn, is pivotably connected by means of a swivel joint 18 to the lower portion of the trolley frame 20.
• the axis 14 about which the wheel 12 is freely rotatable is off-set rearwardly with respect to the axis 22 about which the housing 16 is pivotable to allow steering of the front wheel 12 of the trolley. Pivoting of the housing 16 results in the rotation of the axis 14 in a horizontal plane about the axis 22.
• the remainder of the trolley will be of standard configuration.
• Two similar front wheel arrangements are located side by side at or adjacent the front end of the trolley and two rear wheel arrangements will be located at or adjacent the rear end of the trolley.
• the longitudinal axis of the trolley extends from a point midway between the two rear wheel arrangements to a point midway b- sen the two front wheel arrangements.
• the front wheel arrangements will normally be arranged closer together than the rear wheel arrangements to allow stacking of a plurality of identical trolleys in a convenient and efficient manner.
• a load carrying basket or platform will normally be arranged above the front and rear wheel arrangements.
• a handle for steering by the user will normally extend across substantially the entire width of the trolley at the rear end thereof at a convenient height.
• Figure 2 shows the front wheel arrangement 10 of Figure 1 adapted to incorporate the features of the present invention.
• the axis 22 about which the housing 16 and wheel 12 are pivotable for steering purposes is inclined rearwardly at an angle of substantially 5" to 6', although the angle of inclination can be anywhere in the range 2 * to 16 * .
• the inclination of this axis 22 to the vertical means that, as the wheel 12 pivots about the swivel joint 18, the bulk of the trolley is raised and lowered.
• the housing 16 is free to pivot about the swivel joint 18, it will always turn, under the influence of gravity acting on the bulk of the trolley and its load, towards the position in which the bulk of the trolley is at its lowest possible position, i. e. the position shown in Figure 2. In this position, the wheel 12 is in parallel allignment with the longitudinal axis of the trolley. This is the point of greatest stability.
• a trolley having this feature is steered in the following manner: after moving in a forward direction, it is desired to change the steering direction to the right. The user then swings the rear end of the trolley to the left so that the longitudinal axis of the trolley is pointing in the desired direction of travel.
• the wheels 12 of the front wheel arrangements maintain their original position and are thus inclined to the longitudinal axis of the trolley.
• this relative pivoting of the swivel joints 18 causes a slight raising of the bulk of the trolley and its load.
• this height is reduced by the automatic pivoting of the swivel joints 18 as they tend to bring the front wheels 12 into parallel alignment with the longitudinal axis of the trolley.
• the rear wheels being castorable and closer to the centre of gravity of the trolley, are also aligned with the longitudinal axis of the trolley on forward movement.
• the inclination of the axis 22 is achieved in the embodiment shown in Figure 2 merely by means of the configuration of the trolley frame 20. However, other ways of achieving the inclination of the axis are possible.
• An alternative arrangement is shown in Figure 3 in which the inclination of the axis 22 is achieved by the provision of wedge-shaped washers 24 located beneath the swivel joint 18.
• the weight of the trolley acts in a downward direction to bring the wheel into the position shown in Figure 3, i. e. with the wheel 12 in parallel alignment with the longitudinal axis of the trolley, after the front wheel arrangements have been previously pivoted away from this position in the same manner as described above. (It should be noted that the swivel joint is illustrated schematically).
• FIG. 4a shows a further alternative arrangement.
• a rising cam 26 is arranged between the housing 16 and the trolley frame.
• the rising cam 26 takes the place of the swivel joint 18 shown in the previous figures.
• the upper portion 26a of the rising cam 26 is fixedly attached to the trolley frame and the lower portion 26b is fixedly attached to the housing 16, the portions 26a, 26b of the rising cam being connected so as to allow relative rotation between the two parts about a fixed, vertical axis 22.
• Figure 4a shows the relative positions of the parts 26a, 26b when the wheel is in parallel alignment with the longitudinal axis of the trolley and is suitably arranged for forward movement of the trolley.
• the upper portion 26a of the rising cam 26, and therefore the bulk of the trolley and its load, is in its lowest possible position.
• the lower portion 26b of the rising cam 26 is rotated relative to the upper portion 26a which causes an increase in the height of the upper portion 26a and the remainder of the trolley above floor level.
• Figure 4b shows the extreme position of the wheel 12 having been rotated through 180' to achieve the maximum possible increase in- height of the bulk of the trolley above floor level. In this position, the trolley can move in a rearward direction if desired.
• the weight of the bulk of the trolley will act so as to drop the bulk of the trolley to the lowest position possible, i. e.
• FIG. 4a A modified version of the embodiment shown in Figures 4a and 4b is shown in Figures 5a and 5b.
• a helical spring 28 acts between the upper portion 26a of the rising cam 26 and a washer 30 fixed on the trolley frame. This increases the downward force acting upon the upper portion 26a and thereby increases the tendency of the wheel 12 to become aligned with the longitudinal axis of the trolley. The alignment is thus achieved quickly and reliably.
• FIGs 6 and 7 Two alternative arrangements allowing for an increase in the angle of inclination with an increase in the load carried by the trolley are shown in Figures 6 and 7.
• the swivel joint 18 is connected to the trolley frame 20 by means of a connector 32 which is rigidly connected to the swivel joint 18 and pivotably connected about an axis 34 to the trolley frame 20.
• a spring 36 or other suitable resilient means act between the connector 32 and the trolley frame 20 to bias the connector 32 into a configuration wherein the angle of inclination a achieves a desired minimum, for example 5 * .
• An increase in the load carried by the trolley will act to urge the trolley frame 20 and the axis 34 downwards, thereby resulting in the connector 32 rotating about the axis 34 in an anticlockwise direction so as to increase the angle of inclination a.
• Suitable stops can be provided to limit the angle of inclination a to a desired maximum, for example 16 * . Unloading of the trolley will allow the trolley frame to return to its previous position under the influence of the spring 36 and the angle of inclination a will then return to the desired minimum value of 5 * .
• the tendency of the front wheels 12 to bring themselves into parallel alignment with the longitudinal axis of the trolley will be enhanced.
• Figure 7 shows an embodiment very similar to that shown in Figure 6, but with the connection between the connector 32 and the trolley frame 20 formed by a resilient member 34a deformable to allow relative rotation between the connector 32 and the frame 20.
• a resilient member 34a deformable to allow relative rotation between the connector 32 and the frame 20.
• Figures 8 and 9 illustrate further ways of achieving the desired result, i. e. of inclining the axis 22 rearwardly to the vertical, by modifying only the castored wheel arrangements and making no modifications whatsoever to the remainder of the trolley frame.
• Figure 8 illustrates a modified castor arrangement 10a wherein the swivel joint 18a (illustrated schematically) between the housing 16a and the trolley frame 20a is adapted so that the axis 22a is inclined to the vertical.
• the swivel joint 18a is comprised of two freely rotatable portions 18a', 18a'' relatively rotatable about the axis 22a, the upper portion 18a' , being shaped so that rigid attachment to the trolley frame 20a creates a rearward inclination of the axis 22a.
• the shaping of the upper portion 18a can also be such that a lateral inclination of the axis 22a is achieved. The effect of this is explained in relation to Figure 10.
• Figure 9 shows a further modification of a castored front wheel arrangement 10b suitable for attachment to a standard trolley frame.
• the upper portion 18b' of the swivel joint 18b is shaped so that attachment thereof to the trolley frame creates a rearward inclination of the axis 22b about which the housing 16b is pivotable. Again, a lateral inclination can also be achieved if desired.
• Figures 10a and 10b illustrate a further improvement relating to the invention described above.
• Figure 10a shows, in side view, a schematic diagram of a trolley wherein the axis 22 about which the front wheels 12 pivot is inclined rearwardly to the vertical.
• Figure 10b is a schematic diagram of the front view of the same trolley from which it can be seen that the axis 22 about which each of the front wheels 12 pivots is also inclined to the vertical in a lateral direction.
• the preferred angle of inclination in this direction is in the range 1 * to 5 * .
• the lateral inclination of the axes 22 (Fig 10b) towards one another improves the steerability of the front wheels and thus enhances the steerability of the trolley as a whole.
• the performance of the trolley is enhanced during cornering, i. e. when the front wheels 12 are pivoted away from parallel alignment with the longitudinal axis of the trolley.
• the problem can be solved by angling each wheel outwardly in a lateral direction from its point of attachment as well as rearwardly. Viewed from the rear therefore the right-hand wheel is angled to the right and the left-hand wheel is angled to the left at the same angle of 1 * to 5 * .
• the result of this is that, when the trolley is being steered around a bend, the outside front wheel tends to lift the trolley and the inside front wheel tends to reduce the lift.
• This is the opposite effect to the lift effect caused by the rearward inclination of the wheels and, if the degree of lateral inclination is calculated correctly (and this is different for each type of trolley), compensates for the "differential lift" and keeps both front wheels on the ground retaining the improved steering characteristics and stability.
• the improvements described above mean that a trolley incorporating any one of the above designs will require to be steered in a completely different manner from that normally used by current users of supermarket trolleys.
• users of supermarket trolleys tend to apply a turning force to the handlebar of the trolley so as to swing the front wheels around and align the longitudinal axis of the trolley with the desired direction of travel.
• the modifications described above will enable the trolley to be steered more easily by swinging the rear wheels of the trolley away from the intended direction of travel (i. e. to the right when a turn to the left is desired and to the left when a turn to the right is desired) and pushing the trolley forward so as to align the front wheels with the longitudinal axis of the trolley.
• a handle grip be positioned centrally of the handlebar and a suitable hand grip is illustrated in Figures 11a, lib and lie.
• the hand grip 40 is generally C-shaped in cross-section having a longitudinal opening by means of which an existing handlebar of a trolley may be introduced to the interior of the hand grip 40.
• the hand grip 40 can be attached to the handlebar of an existing trolley.
• Protrusions 42 are arranged about the upper and lower portions of the circumference of the hand grip 40 to provide finger grooves for the user.
• the outer surface of the hand grip 40 diametrically opposite the longitudinal opening is substantially free of shapings so that an area 44 is provided upon which an advertising message may be displayed.
• a hand grip 40 such as that described above is of particular use when a standard trolley, i. e. a trolley not incorporating the features described above, is converted into a trolley falling within the scope of the present invention.
• the hand grip 40 is then attached to the handlebar of the existing trolley in order to inform the user of the modified trolley that it should be steered in the manner described above.
• a trolley incorporating the invention is adaptable in various ways which will enhance the performance of the trolley.
• One such modification is the provision of a third front wheel arrangement between the two more usual front wheel arrangements and the central front wheel arrangements will also incorporate the feature of the inclined axis 22. This modification is illustrated in Figure 12. Such an arrangement assists with the performance of the trolley when travelling over inclined surfaces such as those found in supermarket car parks.
• the modification apparatus 50 is shown schematically in operation.
• the apparatus 50 comprises clamping apparatus 52 and bending apparatus 54.
• the clamping apparaus 52 comprises two sets of clamping heads 56, each pair of clamping heads 56 being configured so as to receive therebetween one of the front wheel arrangements of a standard trolley.
• Pneumatic or hydraulic cylinders 58 are provided to allow the pairs of clamping heads 56 to be moved towards one another and thereby to clamp the front wheel ' arrangement therebetween.
• the clamping heads 56 are arranged so as to be fully adjustable to allow for various different styles and shapes of trolleys to be accommodated.
• the bending means 54 comprises upwardly extending members 60 in which are located grooves 62 for receiving the relevant portions of the trolley frame 20.
• the bending means 54 also comprises a pneumatic or hydraulic cylinder 64 adapted to move the upwardly extending members 60 in a controlled manner and in a downward direction so as to deform the trolley frame 20 with respect to the clamped front wheel arrangements.
• the controlled deformation of the trolley frame 20 results in the desired inclination of the axis about which the housings 16 of the front wheel arrangements pivot.
• Figures 15a and 15b illustrate the operation of the clamping means which are shown in the open position ( Figure 15a) and in the closed position ( Figure 15b).
• the clamping heads 56 are closed by means of the hydraulic or pneumatic cylinders 58 so as to rigidly clamp the front wheel arrangements of the trolley therebetween.
• the lateral inclination of the axes about which the front wheels 16 are pivotable can be introduced to a standard trolley during this clamping procedure.
• the clamping heads 56 can be inclined to the vertical at the required angle so that a permanent deformation of the trolley frame 20 can be achieved.
• Apparatus of the type described above can be adapted, with modifications obvious to one skilled in the art, to apparatus for converting any type of wheeled vehicle.

Landscapes

• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Handcart (AREA)

Applications Claiming Priority (9)

Publications (1)

Family

ID=27450942

Family Applications (1)

Country Status (3)

Families Citing this family (10)

Family Cites Families (5)

• 1993
  • 1993-10-11 AU AU51532/93A patent/AU5153293A/en not_active Abandoned
  • 1993-10-11 WO PCT/GB1993/002102 patent/WO1994008801A1/en not_active Application Discontinuation
  • 1993-10-11 EP EP93922588A patent/EP0662881A1/de not_active Withdrawn

Non-Patent Citations (1)

Also Published As

Similar Documents

Legal Events