GB2296903A - Bicycle connecting bar with breakable end connection - Google Patents

Abstract

A connecting bar 16 makes an in-line, push-pull connection between two bicycles. The bar has end couplings 12, 18 to the bicycles, permitting universal pivoting, but substantially maintaining longitudinal separation. Lateral or angular displacement is tolerated up to a point, but when this is exceeded, one of the couplings automatically separates, allowing the two bicycles to be ridden independently. The broken coupling may be reconnected while the bicycles are in motion. A magnetic detent may be used on the breakaway coupling.

Description

CONNECTING DEVICE FOR BICYCLES BACKGROUND TO THE INVENTION It is often the case that two people wish to participate together in the sport and pastime of cycling, but the two people differ as to their athletic ability, and as to their desire to exert themselves vigorously. For example, one person may have the ability and desire to forge ahead with great vigour, while the other person may desire a more leisurely approach.

Even if the two persons are willing to recognise each other's desires and limitations, and both are prepared to compromise to accommodate the other, the result is not satisfactory. The differences between them do not even out, but rather build up cumulatively. At the end of the journey, the vigorous party feels not to have had an adequate workout, whereas the leisurely party feels overstrained. All too often, of course, what happens is that the parties give up the idea of sharing the sport of cycling in each other's company.

One well-known approach to the above problem is the tandem, in which the two people share the same bicycle frame. The problem with the tandem, apart from the great expense of the machine, is that the two persons are locked together too closely. They have to do everything in unison; including not only going to the destination in unison, but also moving around in unison once at the destination.

It is recognised that what is needed is not a tandem, but a device for disconnectably connecting two ordinary single-bicycles together, one behind the other. With such a device, the persons can travel together with the bicycles linked and connected, whereby the more vigorous person can supply extra pedalling power to the benefit of the more leisurely person. If the more vigorous person is on the front machine, the connecting device will be in tension, and this is generally the more stable arrangement; however, the aim is that the device should allow one party to supplement the other irrespective of which one leads. The device being disconnectable, the two parties have the option of disconnecting the device, and separating the two bicycles, and then using the two bicycles as conventional single bicycles.

In designing a bicycle connection device, consideration should be given to the matter of automatic separation of the bicycles in the event of an accident or other emergency - for example if one rider should overbalance. However, the designer should see to it that the device does not disconnect itself tiresomely often due to bumps in the road or ordinary cycling manoeuvres. Also to be considered is the matter of whether intentional connection and disconnection should be carried out only when the bicycles are stationary, or only when they are in motion, or either.

The designer must also of course, as always, have in mind the cost of the device.

The invention provides a coupling bar assembly for connecting the front of a rear bicycle to the rear of a front bicycle. The coupling bar is permitted to articulate, whereby the rear rider can position the rear bicycle a little to the right or left of the front bicycle, whereby the coupling bar becomes out of line in the angular sense. The coupling bar assembly provides for automatic disconnection of the two bicycles in the event the angular misalignment of the bar becomes excessive.

As mentioned, it is important that the beakaway connection between the tie bar and the other bicycle should operate at a controlled force. The force needed to cause break-away should not be too light, or the tie-bar might break-away due to minor corrections of balance, which would become tiresome. Nor should the force be too heavy; if break-away is called for (e.g. if one of the riders undergoes, and has to correct, a severe imbalance) the breakaway should occur quickly and positively.

In some cases, it may be preferred that, once the tie-bar has broken away, the tie bar cannot be re-coupled while the bicycles are still moving. In that case, the designer may so arrange the coupling that the coupling needs to be manually re-set in order for re-coupling to take place.

Usually, however, the designer will prefer to so arrange the coupling that the riders are able to re-couple the tie-bar after an inadvertent break-away, while maintaining motion. In that case, the coupling must automatically reset itself, after a breakaway episode, back to the ready-to-couple condition.

The designer therefore is faced with having to provide that substantial force in needed on the coupling before break-away occurs, and yet with having to provide for automatic re-setting of the coupling after break-away, without manual assistance.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS By way of further explanation of the invention, exemplary embodiments of the invention will now be described with reference to the accompanying drawings, in which: Fig 1 is a pictorial view of a bicycle coupling bar assembly which embodies the invention, the assembly being shown in operation, coupling together two bicycles; Fig 2 is a another view of the assembly of Fig 1, shown with the assembly in operation; Fig 3 is a pictorial view of one of the bicycles, showing the assembly in a disconnected condition; Fig 4 is a side elevation of a portion of the assembly of Fig 1, shown in a connected condition, and illustrating different orientations of the assembly; Fig 4A is a plan view of the portion of the assembly shown in Fig 4; Figs 5 and 5A are corresponding views of a modified assembly;; Fig 6 is a side elevation of a portion of the assembly of Fig 1, illustrating a coupling of the assembly; Fig 7 is the same view as Fig 6, but shows the coupling at a different orientation; Fig 8 is a side elevation of a peg of the coupling of Fig 6, showing a magnetic detent, for controlling movement of the peg; Fig 8A is a cross-section on line A-A of Fig 8; Fig SB is a plan view of the coupling of Fig 8; Fig 8C is a view showing the operation of the magnetic detent; Fig 9A is a plan view of a portion of the assembly of Figs 4A, 5A showing a front-ofrear-bike mounting-fixture; Fig 9B is an end elevation of the assembly of Fig 9A; Fig 9C is a side elevation, in close-up, of some of the components shown in Fig 9A;; Fig 10 is a side elevation of a modified design of coupling; Fig li is a side elevation of another modified design of coupling.

Fig 12 is a plan view of some components of another design of coupling; Fig 12A1 is a cross-section on line A-A of Fig 12; Figs 12A2, 12A3 are corresponding sections showing a different orientation of the components; Fig 12B is a side elevation of the components for Fig 12; Fig 13A is a plan view of a rear-of-front-bike mounting-fixture; Fig 13B and 13C are side and end elevations of same; Fig 14A is a side elevation of another rearof-front-bike mounting-fixture; Fig 14B is a plan view of a portion of the fixture of Fig 14A; Fig 14C is an end elevation of same; Fig 14D is a plan view showing the interaction of a peg on a connecting bar with the fixture of Fig 14A; Fig 15 is a pictorial view showing a connection bar in a stowed condition, for use during period of non-use of the apparatus;; Fig 1 6A is a side elevation of a portion of another rear-of-front-bike mounting-fixture; Fig 16B is a partial plan view of same; Fig 16C is a partial end elevation of same.

The apparatuses shown in the accompanying drawings and described below are examples which embody the invention. It should be noted that the scope of the invention is defined by the accompanying claims, and not necessarily by specific features of exemplary embodiments.

As shown in Figs 1 and 2, a coupling bar assembly 10 comprises a front-of-rear-bike mounting-fixture 12, a rear-of-front-bike mounting-fixture 14, the coupling-bar itself 16, and a coupling 18.

As shown in Fig 2, etc., the coupling 18 comprises a peg 20, which is adapted to enter between, and be located between, two rails 23,25 which are part of the rear-offront-bike mounting-fixture 14. When the two persons riding the bicycles are pedalling with different energies, the bar 16 will be either under tension or compression; force between the two bicycles will therefore be transmitted between the peg 20 and either the rear rail 25 or the front rail 23 respectively.

Fig 3 shows the coupling 18 disengaged.

The front-of-rear-bike mounting-fixture 12 (Fig 4) includes a pivoted joint, having a pivot pin 27, aligned in the Pitch-sense with respect to the bicycles, which allows the bar 16 to fall, as shown. An adjustable stop 29 prevents the bar 16 from falling so far that it would touch the front tire 30 of the rear bike.

To re-attach the coupling 18, it is necessary to enter the peg 20 between the two rails 23,25. This can be done with the bicycles stationary or moving. It might be considered that reattachment would be easiest when the bicycles are stationary, and indeed attachment at that time is simple enough. However, re-attachment while moving is even simpler; once they become accomplished, after a short period of practice, the cyclists prefer to perform the re-attachments while moving.

In approaching the task of reengaging the coupling 18, the front cyclist rides at a steady speed and direction. The rear cyclist rides close behind, carefully matching the speed. The rear cyclist reaches the handle 17 down between the handlebars of the rear bicycle: as he approaches, the rear cyclist holds the handle 17, by means of which he can raise and lower the bar 16, and move it to left and right.

After a little practice, the rear cyclist generally finds that re-attachment goes most smoothly if he positions his cycle a few centimetres to the left or right of the front cyclist, so he can see around the front cyclist, and if he keeps his eyes on the road and on the front cyclist, rather than on the coupling.

Once reattachment is complete, the rear cyclist generally finds it a little more comfortable to ride with the line of his cycle a few centimetres to the left or right of the line of the front cycle, rather than in line directly behind the front cycle. The arrangement of the coupling permits such misalignment, and indeed permits the rear rider to change the amount of the misalignment, and to change from left to right, and back, at will.

While riding coupled, the riders not only can share pedalling effort, but, since the rear rider is riding in the slipstream of the front rider, they can also reduce the total drag force on the pair of riders. The riders can talk together comfortably even in windy conditions. The riders can easily split apart for a while, and then come together and re attach again.

In Figs 4 and 5, the pivot pin 27 is of the pull-out type, whereby, upon detachment of the coupling 18, the bar 16 may be quickly removed from the front-of-rear-bike mountingfixture 12. The front-of-rear-bike mounting-fixture 12 itself may be disassembled and removed, if the rear rider so prefers, the fixture being held to the frame of the rear bike by means of U-bolttightened clamps 32 to the tubular members of the bicycle frame.

The fixture 12 comprises opposed plates, bent and formed to fit around the front head-tube 34 of the rear bicycle. The coupling 18 permits left-right Yaw.mode movement of the bar, as well as up-down Pitch-mode movement. An intermediate piece 36 at the joint carries the Yaw-axis pivot.

As shown in Fig 9A, the bar 16 can lie at a considerable angle of out-of-alignment in the Yaw-mode. As shown, the bicycles are travelling several centimetres apart, although along parallel tracks. However, there are limits to the permitted angle Y at which the bar can lie. The designer should set a limit of about 20 degrees: the bar then strikes one of the angle faces of the clamp piece 32, which prevents further increase in the angle.

If the rear rider should then require a still further increase in out-of-alignment of the two bicycles, the peg 20 is forced to travel laterally along the length of the slot 24 between the two rails 23,25. The peg is normally biassed towards the centre of the slot 24 because of the upward-tumed V-form of the rails 23,25. The V-form can be seen in Fig 2. An upward inclination of about 15 degrees is preferred, for a good balance between effective centring without interfering with the ability of the peg to move laterally along the slot 24 (Fig 5).

The peg 20 can travel freely laterally along the slot 24, until the peg reaches the end of the slot, as defined by the bridges 40. If the tendency for the bicycles to be out of alignment progresses still further, the peg starts to press hard against the bridge 40.

The peg then deflects aside, and becomes released from the slot, and the two bicycles become disengaged.

Separation can come about deliberately, as the rear rider simply rides off at an angle.

Or separation can happen accidentally, but desirably, as for example, when one of the riders overbalances, or makes a sudden movement in an emergency; or, separation can happen accidentally, but non-desirably, as for example due to one of the bicycles passing over a bump in the road.

The peg 20, and its manner of mounting, incorporate a number of features which assist in ensuring that the peg remains snagged in the slot 24 until the rear rider deliberately rides aside, or an emergency occurs.

Basically, the designer should aim to ensure that the peg can readily release itself and emerge from the slot 24 upon the peg reaching the end of the slot 24, i.e upon striking the bridge 40. But the designer should aim to ensure also that the peg cannot emerge from the slot 24 at any time while the peg lies between the bridges, and not touching either of the bridges.

The designer should consider the following points in relation to the design of the peg and its associated components. The engagement of the peg in the slot should be such that universal (i.e left-right-updown) pivoting movement between the peg 20 and the rails 23,25 can take place without restriction. The engagement should be such that the peg can slide freely along the slot 24, whether the bar 16 lies parallel to the direction of motion, or at a considerable angle of misalignment. The engagement of the peg in the slot also should be such that the movements can take place without jamming, and with a minimum of friction. The engagement of the peg in the slot should be loose, and yet should have only a small free play or slack, so that reversals of loading can take place without banging. The designer should also ensure that the movements permitted and provided for at the other end of the bar 16 tie in with the movements of the peg along the slot 24.

The designer should see to it that the rear rider can easily insert the peg 20 into the slot 24 by the action of lowering the bar 16 downwards, using the handle 17, if provided. The design of the engagement between the peg and the slot should be such as to ensure that thereafter the only way the peg can emerge from the slot is by striking the bridge 40 at the end of the slot.

As shown in Fig 6, the peg 20 is mounted loosely, for free rotation, on a spindle 43.

The peg is axially located between washers 45. When the peg strikes the bridge 40, the peg is loose enough that it can easily deflect upwards, and out of the slot 24. On the other hand, if the peg were very loose at all times, the rear rider might encounter some difficulty in engaging a loose peg downwards into the slot 24, when he is trying to re-attach the bicycles together.

To hold the peg steady in the straight-down position, a magnetic detent is provided, as shown in Fig 8.

A slot formed in the spindle 43 contains a roller 47. A hole drilled in the peg 20 contains a magnet 49. When the peg is vertical (ie. during normal operation) the magnet 49 holds the roller 47 in the position shown in Fig 8A, whereby the peg is blocked from pivoting to left or right.

When the excess misalignment occurs, the peg is driven to rotate and the roller 47 is forced up into its slot in the spindle. The magnet then offers little resistance to the pivoting movement of the peg, and breakaway occurs.

Then the peg swings back to the vertical, the magnet draws the roller back to the Fig 8A condition, thereby holding the peg vertical.

The components as shown in Fig 6 are of aluminum. The peg 20 is of a tough plastic, such as nylon. Of course, the magnet detent design will not serve if the components are made of steel.

The peg 20 is provided with an O-ring 50 (Fig 6). A groove 52 is provided in the peg for receiving the O-ring, and, as can be seen, the groove 52 is angled upwards, at front and back. When the peg is being pressed down into the slot 24, in order to engage the leg in the slot, contact between the rails 23,25 and the peg tends to drive the O-ring upwards and into the groove 52, whereby the O-ring does not resist the movement of the peg into the slot. Once the peg is engaged in the slot, if the peg were to move upwards relative to the slot, for example during a cycling manoeuvre, any contact now between the peg and the rials would tend to drive the O-ring downwards, and therefore out of the groove 52. Once the peg is in the slot, therefore, the O-ring, in its inclined groove, tends to hold it there.

As may be seen in Fig 7, the peg 20 has a neck which accommodates up-down movement between the peg and the rails 23,25. The peg spindle 43 is adjustable as to its angle, in that the joint 53 between the spindle and the bar may be adjusted, and then clamped tight. The angle will need to be changed if the front bicycle is larger or smaller than the rear bicycle. The spindle 43 should be about horizontal when the two bicycles are on level ground.

Fig 9A, 9B, 9C show the front-of-rear-bike mounting-fixture in closeup. Cushioning spacers 54 lie between the left and right clamp plates 32 and the toptube 56 of the bicycle. The plates 32 may be arranged to engage the head-tube 34 of the bicycle as well as the toptube, for extra stability.

The intermediate piece 36 is pivoted for Pitch-mode movement about the pivot pin 58. The bar 16 is provided at its end with a claw 60 that fits the intermediate piece 36, and a pivot pin 63 guides movement of the bar in the Yaw-mode. The claw 60 is so shaped (Fig 9) that the claw strikes the abutment 32 if the bar should be out-ofalignment by more than about 20 degrees, thereby preventing excessive angular misalignment of the bar.

The firmness with which the bar is prevented from excessive angular misalignment is enough to ensure that the peg is driven along the slot, up the incline of the V-shape, and is enough to ensure the peg is tipped out of the straight-down position vertical, and over the bridge 40, upon the peg striking the bridge.

When the front coupling becomes disconnected, the bar drops down. As shown in Fig 9C a bolt 35 in the piece 36 then rises, and, by striking the stop 37, prevents the bar from dropping too much.

The bolt 35 may be fine-adjusted as to the exact location of the stop.

Further adjustment is provided by the fact that the plates 39 can be orientated to a number of angular positions. The adjustment range is large enough to allow the assembly as described to be used whether the front bicycle is large and the rear small, or vice versa. It may be instead that the spindle of the peg may be set to a horizontal position, also irrespective of the sizes of the two bicycles.

The rear-of-front-bike mounting-fixture 14 provides rods 67, whereby the fixture may be mounted to a conventional pannier frame 69 mounted on the rear of the front bicycle. As may be seen in Fig 4, the rails 23,25 lie well behind the rear wheel. The rails should be well back in order to be clear of such luggage etc as may be stored on the pannier frame 69. Also, the further back the rails, the shorter the bar 16; the advantage of the bar 16 being short is that the left-right swinging of an unattached short bar is easier to accommodate. On the other hand, the bar 16 could be a little longer, and the rails a little further forward, if that were desired - up under the saddle, for example.

The bicycle coupling bar assembly as described is not intended for in-town use, but rather for touring on the open road.

Riders will generally prefer to disconnect the coupling e.g when passing through a village with traffic lights, comers etc. The riders can then re-attach upon regaining the open road.

There is no need for the rear rider to ride off at an angle in order to disconnect the coupling: rather, the rear rider can reach down, take the handle 17 in hand, and swing the bar 16 to one side. He can easily develop enough hand-force to overcome the biasing arising from the inclined rails, and from the magnetic detent.

As described, the peg is loose on its spindle, and re-centres itself purely under gravity after being knocked aside. The magnetic detent serves to prevent the peg tipping aside during re-attachment. A benefit of this arrangement is that there are no catches or latches for the riders to operate. The coupling is ready for reattachment immediately upon being detached.

One benefit of the open rails type of coupling arrangement, as described, is that the rear rider can see at a glance whether the coupling is reaching the limits of misalignment, and he should perhaps ride more closely in line with the front bicycle.

This excellent visibility of the coupling is useful also when re-attaching the peg in the slot; the excellent visibility of the coupling allows the rear rider to quickly scan between the road ahead, the front rider, and the coupling, while carrying out the reattachment; if the coupling were hidden, he would have to rely more on feel to engage the coupling.

Regarding the use of a lateral slot on the rear-of-front-bike mounting-fixture for the peg to slide along, as compared with simply a hole for the peg to rest in, it has been noted that the slot is better than a hole from the standpoint of visibility, whereby the rider can immediately see when the misalignment is becoming excessive, and disconnections due to the rear rider not paying attention can be minimised. The slot is superior to a hole also from the following standpoint. At the moment when the coupling becomes disconnected due to misalignment, the rear bicycle is suddenly freed, not only laterally but in the fore-aft sense: with the slot, the front of the rear bicycle is at that moment displaced well away to the side of the infront bicycle; if the slot were replaced by a hole, the rear bicycle would at that moment be more or less central to the in-front bicycle.Disconnections due to overcasualness by the rear rider unfortunately cannot be ruled out, but at least with the slot the tendency is minimised for the front rider to be run into.

The use of a longer rod serves also to ensure that the two bicycles, at the moment of disconnection, are on significantly divergent paths. Moving the slot forward on the front bicycle (the rod being lengthened to suit) is advantageous because the outward yawing motion of the slot is reduced (the slot being closer to the rear wheel centre) and the allowable yaw motion of the rear bicycle is increased.

A small vertical groove may be placed at the centre inside the slot, both front and rear of the slot. This defines a detent for centring the peg and for keeping the peg centred while riding. Biassing the coupling to remain centred means that the peg only travels laterally along the slot when it is on the point of becoming disconnected.

Fig 10 shows a variation of the design of the coupling, in which the arm protruding forwards from the rear bicycle carries a pair of sprung-together jaws 70,72. The rear-offront-bike mounting-fixture is provided with a rail 74. The jaws have sloping front edges 76.

In order to reattach the coupling, the rear bicycle is ridden forwards until the rail 74 enters between the jaws 70,72. Further forward motion drives the jaws apart.

Finally, the jaws snap over the rail.

Fig 11 shows an alternate coupling again based on spring-loaded jaws 78 which snap over a rail 80 of the front bicycle.

In Figs 10 and 11, the jaws are so shaped as to engage the rail in a way that permits the required angular misalignment between the coupling bar and the rail to take place in the Yaw-sense. The shape of the jaws is such that the push-pull forcetransmission through the coupling can take place even though the bar is misaligned.

As regards Pitch-sense pivoting movement between the jaws and the rail, the jaws will simply break apart, against the springs, if that mode of movement should be too much.

It will be understood that more than two bicycles can be sting together using the coupling system as described. In group cycling (as indeed in double cycling) the rest of the party should undertake beforehand to make disciplined responses to the leader's notifications about braking, etc.

In fig 12, a spindle component 70 includes a spindle 72, and includes a boss 74 for attaching the component 70 at the end of the connection bar. On the spindle, spacers 76, of plastic, are held axially by means of a bolt 78, and a plastic peg 80 located between the spacers is mounted for rotation on the spindle 72.

The peg 80 is provided with two magnets, one fixed 82 and one movable 83, which are located in the peg diametrically opposite each other, with respect to the spindle 72. A third magnet 85 is fixed into the spindle 72, and interacts with the magnets 82, 83 in the peg.

In the normal operating position, the spindle lies vertically, as in Fig 12A1. When an excess of misalignment occurs, the spindle is caused to move e.g to the right as shown in Fig 12A2. The spindle does not rotate, which means that the magnets take up the relative positions shown in Fig 12A2.

It will be understood that when the peg 80 was in the Fig 12A1 position, the spindle magnet 85 and the movable magnet 83 were flat-on, end-toend, with respect to each other. But when the peg has moved to the Fig 12A2 position, the magnets have broken apart. Thus, while a considerable force is needed to start the peg moving away from the Fig 12A1 position, once the peg has moved, little force is needed to accomplish further movement of the peg.

This is just the characteristic required for break-away, as described -- as the bicycles approach the predetermined excess of misalignment, force builds up on the peg, until suddenly the peg rotates, and breakaway occurs.

Once the peg has broken away, and is able to rotate, the magnets 83, 85 still exert a force on each other, which tends to draw the peg back to the vertical condition.

However, even if the peg should go beyond the horizontal position, as shown in Fig 12A3, preferably a return force should still be present. The fixed magnet 82 is provided for that function. This magnet 82 is so arranged with its poles that is starts to be repelled by the spindle magnet 85 as to peg moves above the horizontal. The forces created by the magnet 82 obviate the need for a return spring on the peg.

Figs 13A, 13B show a rear-of-front-bike mounting-fixture 90. A pair of complementary channel-shaped pieces 92, 93 are clamped to the top-tube 94 of the front bicycle, at the rear of the top-tube, i.e close to the seat-post 95 of the front bicycle. The channel pieces lie well clear of the seat-post 95, whereby the pieces are suitable for fitment to a variety of designs of bicycle. Rubber guards (not shown) protect the top-tube from the clamping brackets 97.

The pieces 92 93 cany a receptacle 98, which serves for receiving the peg of a connecting bar, as described herein. The receptacle includes push-pull force transmitting-bars 100.

Fig 14A shows another design of rear-offront-brake mounting-fixture. The fig 14A fixture 102 is like that of Fig 13A, except that the fixture 102 is clamped directly to the seat-post 95 of the front bicycle.

Fig 15 is a pictorial view, showing the connecting bar stowed on the rear bicycle while not in use. To stow the connecting bar, the rider disconnects the pull-pin 58 (Fig 9), whereby the front-of-rear-bike mounting-fixture can be left clamped on the front of the rear bike while the connecting bar itself is stowed. Optionally, the connecting bar may be in two pieces that can be folded together for stowing. The bar, or the folded pieces of the bar, are taped to the toptube of the bicycle for stowage.

Figs 16A,16B,16C show a peg in which the detent is provided by a mechanical spring.

When the peg 104 is in the vertical position (as shown), a round-ended rod 105 is urged into engagement with a coneshaped recess 106 in the spindle 107 by the action of a spring 108, whereby the peg is prevented from rotating on the spindle.

If an excess of misalignment of the bicycles should occur, the forces tending to rotate the peg become so large that the rod 105 rides out of the recess 106, against the action of the spring 108. Thus, the peg is now free to rotate on the spindle, and break-away occurs.

After a break-away episode, the peg 104 is retumed to the vertical position by the action of the appropriate one of the torsion springs 109L,109R. One end of each torsion spring engages a respective arcuate slot 110 formed in the peg, and the other end of the spring resides in a respective hole 112 in the spindle. Upon return, as the peg nears the vertical position the detent action takes over, and the peg is drawn to the vertical position.

After break-away, when the peg 104 is rotating on the spindle 107, the spring 108 presses the rod 105 against the spindle.

Therefore, friction arises, which causes some resistance to the rotation of the peg about the spindle. This friction can prevent the peg from returning freely to the vertical position.

The torsion springs 109L,109R can be made strong enough to overcome such friction, of course. However, in some cases, the designer may prefer to omit the torsion springs, so that the peg stays put in a non-vertical position after a break-away episode. In this position, the peg cannot be reinserted into the coupling, which means that the cyclists must stop and dismount, and re-set the peg, before they can reinsert the peg (of the rear bicycle) into the receptacle (of the front bicycle).

Generally, however, as described previously, it is preferred that the peg automatically resets itself after break-away, whereby the peg can be reinserted into the coupling while the bicycles are being ridden.

Claims (1)

1. CLAIM 1 Apparatus for connecting two

   bicycles in line, wherein: the apparatus include a rear-coupling, for coupling the apparatus to the front of the rear bicycle, and a front-coupling, for coupling the apparatus to the rear of the front bicycle; the apparatus includes a connecting bar, which extends between the said two coupling; the rear-coupling comprises a rear-fKed- element, which includes means whereby the element can be fixedly secured to the rear bicycle, and the rear-bar-element, which is secured to, or is part of, the connecting bar; the front-coupling comprises a front-fixed element, which includes a means whereby the element can be fixedly secured to the front bicycle, and a front-bar-element, which is secured to, or is part of, the connecting bar; the couplings are so constructed and arranged that, during use of the apparatus, the apparatus substantially prevents the bicycles from undergoing longitudinal movement relative to each other; the couplings are so constructed and arranged as to enable the bicycles to lie at a lateral displacement of substantial linear misalignment with respect to each other; the couplings are so constructed and arranged as to enable the bicycles to lie at an angle of substantial angular misalignment with respect to each other; a breakable one of the couplings includes a break-away means, which is automatically responsive to an excess, beyond a pre-determined magnitude, of an aggregate of the said misalignments between the two bicycles, and which is effective, during use of the apparatus, in response to an occurrence of that excess, to automatically break and disconnect the coupling.

   CLAIM 2 Apparatus of claim 1, wherein: the breakaway means includes a detent means; the detent means is effective, during use of the apparatus, to create a detent force, being a force which acts to resist breakaway of the break-away means as the said excess of misalignment is approached; and the detent means is effective, upon the said excess surpassed, to cause the break-away means to break away suddenly and cleanly.

   CLAIM 3 Apparatus of claim 1, wherein; the apparatus includes a settable re engagement means; the re-engagement means is suitable, when set, for enabling the break-away coupling to be connected after breakaway, by manual manipulation of the apparatus; the re-engagement means is so structured as to be so suitable whilst the bicycles are being ridden in line.

   CLAIM 4 Apparatus of claim 3, wherein the breakaway means includes a means for automatically setting the re engagement means after break-away of the coupling CLAIM 5 Apparatus of claim 1 wherein; the apparatus includes a socket on one of the elements, which is open to receive a complementary peg or another one of the elements; and the apparatus includes a means for retaining the peg in the socket during normal cycling, while misalignment of the bicycles remains below the said excess misalignment.

   CLAIM 6 Apparatus of claim 5 wherein the socket is open vertically, and the retaining means is effective, during use, to prevent the peg from moving vertically out of the socket.

   CLAIM 7 Apparatus of claim 5, wherein the connecting bar is pivotable vertically, and wherein the apparatus includes a stop to limit downwards pivoting of the connecting bar after break-away of the coupling.

   CLAIM 8 Apparatus of claim 5, wherein; the peg 13 mounted for pivoting about the Roll-axis; the detent means holds the peg against pivoting out of the vertical plain to left or right; the detent means allows the peg to pivot to left or right in the event of an occurrences of the said excess misalignment CLAIM 9 Apparatus of claim 8, wherein: the detent means comprises a magnetic means, which is so arranged as to hold the peg vertical by magnetic attraction; and which permits breakaway when forces on the peg due to excess misalignment exceed the said magnetic attraction.

   CLAIM 10 Apparatus of claim 1, wherein the breakaway coupling is the front coupling.

   CLAIM 11 Apparatus of claim 1, wherein the apparatus includes means for stowing the connecting bar, when not in use, on one of the bicycles.