GB2583339A

GB2583339A - Releasable connector and coupling assembly

Info

Publication number: GB2583339A
Application number: GB1905636.5A
Authority: GB
Inventors: William Frank Griffin Robert
Original assignee: TOMCAT SPECIAL NEEDS INNOVATION Ltd
Current assignee: TOMCAT SPECIAL NEEDS INNOVATION Ltd
Priority date: 2019-04-23
Filing date: 2019-04-23
Publication date: 2020-10-28
Anticipated expiration: 2039-04-23
Also published as: GB201905636D0; GB2583339B

Abstract

A releasable connector 10 comprises a lower element 14 and an upper element 12; the lower element 12 having an engagement surface (20 figure lb), an undercut (24, figure le) and a latch 16 and the upper element 12 having an engagement surface (18 figure 1b),a tang 22, and a recess 30; wherein the releasable connector 10 is rotatably movable between a first configuration in which the engagement surfaces 18,20 abut and a second configuration in which the engagement surfaces 18,20 do not abut by the tang interfacing with the undercut; the lower 14 and upper 12 elements are releasably secured together by the latch 16 engaging with the recess 30 in the first configuration. The releasable coupling may be used with a coupler (70, fig 3) for coupling control means. The control means may be a Bowden cable (56, fig 3) or electrical wires (56, fig 6).

Description

RELEASABLE CONNECTOR AND COUPLING ASSEMBLY

The present invention relates to a releasable connector and more particularly to a releasable connector for releasably securing together first and second parts of a cycle frame. Another aspect of the invention relates to a method of assembling and disassembling vehicle frames and more particularly the method uses the releasable connector. Another aspect of the invention relates to a coupling assembly and more particularly to a coupling assembly for use with the releasable connector.

BACKGROUND TO THE INVENTION

The size and rigid frame structure of cycles cause issues with storage and transportation. The same or similar issues can also apply to mobility devices. A number of solutions have been created to address these problems. For example, Brompton (RTM) provide a bicycle with a hinged connector incorporated into the frame. The hinge connector allows the bicycle to be folded between a first configuration and a second configuration. Other solutions include, having a devisable frame which allows for parts of the frame to be separated from other parts by a connector.

Once the connection means is released, on a foldable or devisable frame cycle, one or more of the parts may be unstable or unwieldy because of its size, weight and/or structure. This can make these types of cycles difficult to use, especially for those with mobility issues.

There are numerous control systems provided on cycles, such as braking systems, gear systems and/or electrical drive systems. These types of systems can be connected by a mechanical cable, electrical wires or fluid conduits. The control systems have a control device located in a region easily accessible by the user, such as the handle bars. The control devices are connected to controlled devices located in a region remote to the control device. The control device provides a signal to the controlled device through a connection, the signal transmitted can be a mechanical force, electrical or hydraulic. For example, a caliper brake can be actuated by movement of a cable caused by depressing a brake lever. While these systems work well for standard non-foldable or non-devisable frame cycles there are issues with foldable or devisable frame cycles because of the interconnecting cables. These cables can be caught in the hinge mechanisms of folding bikes, or parts of the control system have to be disconnected from the vehicle frame. For example, in one arrangement of devisible tricycle, a handlebar section is detached (from the front part) and control cables are coiled and kept with a rear part. This requires separate operations in assembly and dis-assembly and over time, it is likely that the cables will suffer damage. Folding can avoid this problem, but it does not address the weight of the parts or size of the folded parts. Furthermore, folding is not generally possible with tricycles.

It is an object of the present invention to reduce or substantially obviate the aforementioned problems.

STATEMENT OF INVENTION

According to a first aspect of the invention there is provided a releasable connector for connecting first and second parts of a vehicle frame together, comprising a lower element and an upper element; the lower element having an engagement surface, an undercut and a latch; the upper element having an engagement surface which rests against the engagement surface of the lower element, a tang which is receivable in the undercut, and a recess for receiving the latch of the lower element; wherein the upper element is angularly movable relative to the lower element when the tang is received in the undercut, between a first configuration in which the engagement surfaces abut and a second configuration in which the engagement surfaces do not abut, the lower and upper elements being releasably secured together by the latch engaging with the recess in the first configuration.

The releasable connector allows for a more stable separation and connection of vehicle frame parts. The tang and undercut effectively provide a dis-engageable pivot point which simplifies the process of separating or connecting vehicle frame parts. The latch locks the elements together until the user desires to disassemble the frame.

In a second aspect of the invention there is provided a coupling assembly for use with a releasable connector for connecting first and second parts of a vehicle frame together, the coupling device comprising: a separable housing formed from upper and lower housing elements; a separable coupler formed from an upper coupler element connected to a control means and a lower coupler element connected to the part controlled by the control means; wherein the upper housing and upper coupler element are separable from the lower housing and lower coupler element respectively by rotation about a common axis.

The second aspect of the invention may be used with the first aspect of the invention. The upper housing and lower housing may be connected to the upper and lower elements respectively. Alternatively, the upper housing and lower housing may be integrally formed with the upper and lower elements respectively. The common axis is formed by the tang and undercut of the upper and lower elements.

The combination of the releasable connector and coupling assembly can essentially be thought of as a quick release connector which allows for automatic connection of vehicle systems. The coupling assembly is advantageous, on its own or in combination with the releasable connector, as it lessens the danger of stray cables and wires being caught on objects or hinges. It also improves the speed at which vehicle systems can be connected while simplifying the process as it requires minimal to no tools.

There may be a plurality of coupling assemblies. Each coupling assembly may couple a separate vehicle system.

The coupler elements may be connected to control devices by transmission means or mediums, such as a cable, wire or pipe. The system may be mechanical, electrical, pneumatic or hydraulic.

The coupling assembly may comprise a coupler element connector for ensuring the coupler elements interface when in the first configuration.

The coupler element connector may automatically connect the upper and lower coupler elements. For example, one cooperating element may have a curved engagement member which enters into engagement with a corresponding recess on the other element.

The automatic coupler element connector may include a biasing element which is actuated when the housings elements are moved from the second configuration to the first configuration. For example, this may be a spring-loaded mechanism which triggered by a housing element.

The coupler element connector may require manual actuation to connect the upper and lower coupler elements. The manual coupler element connector may include a lever which directly or indirectly moves a coupler element into an engagement position where it can easily engage with its corresponding coupler element.

The manual coupler may include a biasing element, such as a spring, applying a bias against the movement of the coupler. This causes the coupler element to engage with the corresponding coupler element.

The manual coupler may include a cam which moves the coupler into engagement with the corresponding coupler, the cam being controllable by the lever.

The lever may control a plurality of cams. For example, the lever may be a semi-rotary lever directly or indirectly connected to a plurality of manual coupler element connectors. Rotation of the lever in one direction causes the first cam to move a coupler element in one of the coupling assemblies. Rotation in a second direction causes another cam to move a coupler element in a further coupling assembly.

The coupler element connector may include a lever, directly or indirectly, connected to one of the coupler elements. The actuation of the lever may cause the connected coupler element to move into an engagement position. The engagement position may be where the couplers are engaged or where they will engage through a biasing means.

The coupling may provide a non-indexed coupling. For example, the coupling assembly may provide a connection between a brake lever and the braking element on a vehicle.

The coupling assembly may provide an indexed coupling. For example, the coupling assembly may provide a connection between a gear leaver and the derailleurs.

The coupling assembly may provide an electrical connection between the vehicles electrical or mechanical systems. The electrical connection may be suitable for providing power or electrical control signals.

The coupling assembly may comprise a weather skirt for hindering the ingress of water or detritus in the first configuration. The weather skirt may extend from a housing having separable shells. The weather skirt may extend from an inner periphery or an outer periphery of one of the upper or lower housings.

The coupling assembly may comprise a sealing element adapted to seal the coupling assembly while in the first configuration.

The sealing element may be a ring seal located within a groove.

The coupler may be located inside a cavity formed by the first and second housing elements.

The coupling assembly may have an alignment means for aligning the housing elements and coupler elements. The alignment means may be a dowel located on one housing element and an aperture located on the other housing element. The alignment means may be a lip locator extending from an edge of one of the housing elements.

The upper coupler may be a pawl which engages with a portion of the lower coupler. The pawl may be connected to a biasing means and a slidable foot to ensure that the pawl connects with the lower coupler.

The coupling assembly may include a locking mechanism adapted to lock the upper and/or lower coupler elements in position. The locking mechanism may be a manual locking mechanism and/or an automatic locking mechanism.

The manual locking mechanism may include an actuation means, such as a lever, which is actuated before separation to lock the control device or controlled device. For example, it may be applied to a braking system to lock the braking element into a position to prevent movement of a wheel.

The automatic locking mechanism may be an interlock which prevents movement of the upper and/or lower coupler elements upon separation. The interlock may have a biasing element and a blocking or locking means. The interlock may have a means to reset the blocking or locking means when the housing element are joined together. For example, the interlock has a blocking member which is deployed by a spring to block movement of the coupler element upon separation. To reset, the interlock has a foot which interfaces with a housing element during rotational movement from one configuration to another.

Each coupler may have a manual locking mechanism or a automatic locking mechanism.

The or each coupler may include a biasing element to bias the coupler into contact with an abutment formed in the respective housing elements.

The or each coupler may include a biasing element to bias the coupler into an engagement position.

The releasable connector may further comprise at least one stand adapted to provide support to the upper or lower elements. The stand may be located on the lower element. The at least one stand may be deployable prior to rotational movement between the first and second configurations to provide support to the upper or lower elements.

The stand provides support to the lower element which prevents the attached vehicle frame from dropping or moving. It also helps to raise the vehicle frame attached to the upper element which can be of assistance when disassembling the vehicle.

The latch may be a bistable latch assembly, also known as a over-centre latch assembly.

In latches of this type, there is a particular force needed to move a latch from one position to another. The bistable latch assembly may comprise a slidable latch, a biasing element and a lever. The latch is slidable between a first stable position and a second stable position. The biasing element biases the slidable latch into the first stable position. The lever moves the slidable latch from the first stable position to the second stable position if the biasing element can be overcome.

The bistable latch assembly may comprise a retaining mechanism adapted to retain the slidable latch in the first position or the second position.

The bistable latch assembly may comprise an adjustable member for adjusting the distance between the handle and the slidable latch.

The retaining mechanism may engage with at least one slot on the latch. The retaining mechanism may be biased toward engagement with the latch.

The latch may comprise a wedge-shaped end for being received into the recess, the wedge angle being such that it will not fixedly jam and requires force from an actuator to be removed from the recess.

The latch provides the releasable connector and any vehicle frame parts to be secured in a non-flexible manner. The bistability of the latches provides against inadvertent operation of the latch.

The upper element of the releasable connector may have a support element depending from the engagement surface which is supported, in the first configuration, by a stirrup extending from the lower element. The support element may have an engagement face which abuts with an engagement face on the lower element of the releasable connector.

The recess for receiving the latch may be located in the support element.

The support element and stirrup act to prevent the upper and lower connection elements from moving due to the upper element acting as a cantilever.

In an aspect of the present invention there is provided a method of assembling a first vehicle frame with an upper element to a second vehicle frame with a lower element, the method comprises the steps of forming an axis of rotation by placing a tang of the upper connection element into an undercut of the lower connection element, rotating the upper element around the axis until an engagement surface of the upper connection element rests on an engagement surface of the lower connection element and a latch engages with a recess.

In an aspect of the present invention there is provided a method of disassembling a first vehicle frame with an upper element to a second vehicle frame with a lower element, the method comprising the steps of disengaging a latch by actuating a lever, rotating the upper element around an axis until an engagement surface of the upper connection element is no longer in contact with an engagement surface of the lower connection element, wherein the axis is formed from a tang of the upper element and an undercut of the lower element, and removing the tang from the undercut.

In an aspect of the present invention there is provided a vehicle comprising the releasable connector of the first aspect of the present invention and/or the coupling assembly of the second aspect of the present invention.

The vehicle may be formed from at least two frame parts. The two frame parts are releasably connected by the first aspect of the invention. The second aspect of the invention provides a means to couple various parts of a vehicle system located on separate parts of the frame.

The vehicle may be a cycle. The cycle may be driven by the operator, for example by pedals driving wheels. The cycle may be driven by an electric motor. The vehicle may be driven by both.

In an aspect of the present invention there is provided a kit of parts for forming a vehicle according to the above aspects of the present invention.

In an aspect of the present invention there is provided a kit of parts containing the parts of the first aspect of the present invention and/or parts of the second aspect of the present invention.

The cycle may be any type of cycle powered by any means. For example, it may be a bicycle or a tricycle powered by an operator and/or an electric motor.

The upper (or lower) element may be connected to, or integral with, a trailer. This allows the lower (or upper) element and second (or first) vehicle frame to be connectable to a trailer. For example, the releasable connector can be used to connect various framed vehicles or entities together.

The upper element may be connected to or integral with a hand powered drive means and steering means.

BRIEF DESCRIPTION OF THE DRAWINGS

For a better understanding of the present invention, and to show more clearly how it may be carried into effect, reference will now be made by way of example only to the accompanying drawings, in which: Figures I a, lb and lc generally show a schematic representation of a releasable connector being disassembled; Figure la show a schematic representation of the releasable connector in the first configuration; Figure lb shows a schematic representation of the releasable connector being rotatably moved to the second configuration; Figure lc shows a schematic representation of the releasable connector in the second configuration; Figure 2 shows a schematic representation of the lower element of the releasable connector; Figure 3 shows a schematic representation of a coupling assembly according to an embodiment of the invention; Figure 4 shows a schematic representation of a coupling assembly according to an embodiment of the invention; Figure 5 shows a schematic representation of a coupling assembly according to an embodiment of the invention; Figure 6 shows a schematic representation of a coupling assembly according to an embodiment of the invention Figures 7a, 7b and 7c generally show a schematic representation of a releasable connector and a coupling assembly going through disassembly; Figure 7a shows a schematic representation of a releasable connector in a first configuration and an attached coupling assembly; Figure 7b shows a schematic representation of a releasable connector and coupling assembly being rotatably moved to a second configuration; Figure 7c shows a schematic representation of a releasable connector and coupling assembly in a second configuration; and Figures 8a, 8b and 8c, generally show a schematic representation of a releasable connector and a coupling assembly going through assembly; Figure 8a shows a schematic representation of a releasable connector and coupling assembly in a second configuration; Figure 8b shows a schematic representation of a releasable connector and coupling assembly being rotatably moved to a first configuration; Figure 8c shows a schematic representation of a releasable connector and coupling assembly in the first configuration.

DESCRIPTION OF PREFERRED EMBODIMENTS

Figures I a, 1 b and 1 c, generally show an embodiment of the releasable connector assembly 10 as it moves from the first configuration to the second configuration. The releasable connector 10 comprises an upper element 12 and a lower element 14.

Although not shown in the current embodiment, the upper element 12 and lower element 14 may form part of, or be connected to, a first and second part of a vehicle frame respectively. The first part of the vehicle may contain steering and control devices, for example, the handle bars, brake lever and gear shifter. The second part of the vehicle may contain the seating, drive elements and controlled devices. The first configuration of the releasable connector 10 may be during normal use of the vehicle, prior to disassembling the vehicle. Figures lb and lc show the process of disassembling a vehicle.

Figure la shows the releasable connector assembly 10 in the first configuration where the upper element 12 is releasably connected to the lower element 14 by the latching assembly 16. The upper element 12 has an engagement surface 18 which rests on an engagement surface 20 of the lower element 14 and a tang 22 which is received in an undercut 24 of the lower element 14. The upper element 12 also has a support element 26 which depends down from the engagement surface 18 and is supported by a stirrup 28. The support element 26 has a mortis slot 30 for receiving a tenon latch 31 of the latch assembly 16. The support element 26 has an engagement face 32 which abuts with an engagement face 34 of the lower element 14 in the first configuration.

Figure lb, shows the upper element 12 being rotatably moved from the first configuration. Prior to rotatably moving the upper element 12, a kickstand 36 can be moved from its undeployed position (shown in figure la) to its deployed configuration (shown in figure lb and lc). This allows the lower element, and any vehicle frame attached, to be supported. The kickstand 36 also raises the upper element 12, and any vehicle frame attached. Furthermore, the latch assembly 16 has to be disengaged. To remove the latch tenon 31 from the mortis slot 30, a spring-loaded interlock button 38 has to be actuated. Once the interlock button has been actuated, the lever 40 is used to slide the tenon latch 31. Once the latch assembly 16 has been disengaged, the upper element 12 may be pivoted about the tang 22 and the undercut 24. When the upper element 12 has been pivoted by a certain amount, the tang 22 can disengage from the undercut 24 allowing the upper element 12 to be disconnected from the lower element 14, as shown in figure lc.

Figure 2 shows the lower element 14 and latch assembly 16. The latch assembly is a bistable, also known as an over-centre, latch assembly. The tenon latch 31 is received in a latch slot formed by two walls of the lower element 14. The two walls both have an undercut 24 for receiving the tang 22 of the upper element 12. Both of the side walls also have an engagement surface 20 and an engagement face 34. The over-centre latch assembly 16 has a spring 42 which biases the tenon latch 31 into a first position in which it can be engaged in the mortis slot. To move the tenon latch 31 from the first position to a second position the lever 40 has to be actuated by an operator once the spring-loaded interlock button 38 has been moved. The spring-loaded interlock button 38 has a means, such as a peg, which interface with apertures in the tenon latch 31 to retain the latch in either the first or second position. The distance between the lever 40 and the tenon latch 31 can be adjusted by the screw 44. The screw 44 also adjusts the force needed to move from one stable position to the other stable position.

The tenon latch 31 has a wedge located on the side which interfaces with the mortice slot 30. The wedge has a predetermined angle which allows for the latch not to be removed from the mortice slot without force being applied. The predetermined angle is also not shallow enough to fixedly jam the latch in the mortice slot. This tight fit between the wedge and the mortice slot helps to secure the upper and lower elements together while also removing assembly tolerance and movement from the mechanism.

The over-centre latch assembly with an interlock and wedge shaped latch allows for an additional layer of protection against inadvertently operating the latch.

Figure 3, 4, 5 and 6 all show coupling assemblies 50.

Figures 3 and 4 both show a non-indexing coupling assembly; this can be used when positional accuracy is not important, such as braking systems. Figure 5 shows an indexing coupling assembly; this can be used when precise positioning is required by an indexing device, such as a gear shifter.

The coupling assembly shown in figures 3 to 5 are mechanical coupling assemblies, they are referred as indexing or non-indexing, however the embodiments disclosed are not limited to those functions and may, where appropriate, be used for both indexing and non-indexing functions.

Figure 6 shows an electrical system coupling assembly; this can be used for transmission of signals or power.

In all embodiments shown, the coupling assembly 50 comprises a separable housing 52 and a separable coupler 54. The separable housing 52 has a first housing block 521 and a second housing block 523. The separable coupler 54 has a first coupler 541 and a second coupler 543. The first coupler 541 is connected by a transmission means 56 to a control device (not shown) and the second coupler 543 is connected by transmission means 56 to a device controlled by the control device (not shown). The embodiment shown in figure 6 may also be used to connect a power source to an electrical device.

The non-indexing coupling assembly shown in figures 3 and 4 has an engagement member 58 extending from one of the surfaces of the second coupler 543. The engagement member 58 interfaces with an engagement recess 60 located on the first coupler 541. Preferably, there is a curved surface provided on at least a portion of the surface of the engagement member 58. The curvature is commensurate with its radius from the axial position of the rear of the tang, or common rotational axis.

The transmission means 56 used in the non-indexing coupling assemblies shown in figures 3 and 4 are cables which are suitable for transmitting force. The first coupler 541 is connected by a cable through an aperture in the first housing block 521 to a brake lever (not shown). The second coupler 543 is connected by a cable through an aperture in the second housing block 523 to a brake (not shown). The transmission means 56 can be directly or indirectly connected to the control device and controlled device.

In the embodiments shown in figures 3, 4 and 5, the first coupler 541 is considered a master coupler and the second coupler 543 is considered a slave coupler. When the coupling assembly 50 is not separated, actuation of a brake lever causes a force to be transmitted through the cable to the master and slave couplers which in turn transmit the force to the braking device. The first coupler 541 is also an upper coupler and the second coupler 543 is a lower coupler.

In the embodiments shown in figures 3 and 4, there are biasing elements used to bias the coupler to a rest position. A first spring 62 biases the first coupler 541 into engagement with a first abutment 64. A second spring 66 is provided which biases the second coupler 543 into contact with abutment 68.

The coupling assembly 50 may have a lock 70, such as a brake lock. This allows for the controlled device, such as a disc brake, to be locked during and after disassembly. The lock 70 has a pawl 701 which engages with ratchet 703 on the second coupler 543, a lever 705 and a biasing spring 707. The spring 707 biases the lever 705 and pawl 701 into an open position. To engage the lock 70 the normally sprung open lever 705 and pawl 701 would be moved in direction 709 against the force of spring 707 such that the pawl 701 engages with the ratchet 703. When acting as a brake lock, the brake lever (not show) has to be depressed while engaging the lock 70.

To facilitate alignment and engagement of the couplers 541 and 543 the engagement member 58 is provided with at least a portion of its surface curved. The engagement recess 60 has a correspondingly shaped surface. The engagement recess 60 is provided with curved edges from the surface of the first coupler 541. The curvature is commensurate with its radius from the axial position of the rear of the tang, or common rotational axis. A lead radius is provided on both the engagement member 58 and engagement recess 60. The curved surfaces on both the engagement member 58 and the engagement recess 60 act as a coupler element connector.

The coupling assembly 50 shown in figures 3, 4 and 5, has a sealing element 72 to prevent ingress of water or dirt into the housing 52. The sealing element is provided by a sealing ring located in a groove formed in the first housing block 521. Additionally or alternatively, the coupling assembly 50 includes a weather apron 74 (as shown in figures 4 and 6) to hinder ingress of water or dirt.

The coupling assemblies 50 shown in figures 3, 4 and 5, include a switch or variable regulator 76. The switch or variable regulator 76 has a cam follower 78 which interfaces with a surface 80 of the second coupler 543. In the embodiments shown in figures 3 and 4, the cam follower 78 co-operates with a ramp surface to actuate the switch or variable regulator 76. In the embodiment shown in figure 5, the cam follower 78 co-operates with a saw-tooth surface. The switch or variable regulator 76 may be a simple on or off switch or produce a variable output, this could be electrical, pneumatic or hydraulic.

The embodiment shown in figure 4 includes a safety interlock, used to prevent damage when housing 52 and coupler 54 are separated. The safety interlock comprises a interlock foot 82 and interlock arm 83. When the coupling assembly 50 is not separated, the interlock foot 82 bears on the second housing 523 through a force applied by a biasing member 84. During separation, the biasing member 84 pushes interlock foot 82 out of an aperture formed in the first housing block 521, this drops the interlock arm 83 into the axial track of coupler 541; preventing the first coupler 541 from moving based on a input from the transmission means 56.

The coupler 541 shown in figure 5 includes a pawl 85 pivotally connected to a rod 86.

The rod 86 is connected to a transmission means 56. In the current embodiment, the transmission means is connected to a gear shifter (not shown). When a gear shifter is indexed to a new position a force is transmitted to the pawl 85 through the transmission means 56. When the coupling device is not separated, the pawl 85 is engaged with a buttress 88 of the second coupler 543. The transmitted force is transmitted to the gear hub because the pawl 85 pulls on the buttress 88 biased by a spring 89.

In the embodiment shown in figure 5, the first coupler 541 has a biasing element 90 which causes pawl 85 to be biased towards engagement with the buttress 88. The pawl 85 is prevented from tilting into a position which would prevent engagement with the buttress 88 by a pawl shoe 92. The pawl shoe 92 is coupled to the first housing 541 in such a way to allow it to slide along a length of the housing but limits radial movement.

The transmission means 56 can be adjusted by adjuster means 94. A screw baring against the first housing block 521 is used to adjust the first coupler 541. A screw going through the second housing block 523 and interfacing with the second coupler 543 is used to make adjustments to the second coupler 543. Adjustment on both the first coupler 841 and second coupler 843 provides more precise alignment which allows for no signification gap or interference to exist.

The embodiment shown in figure 5 includes a coupler element connector 96 This connector 96 includes a lever 961 and a rod 963. The lever 961 is actuated by an operator. The actuation causes the rod 963 to bear against the second element 543 moving the buttress 88 into engagement with the pawl 85. To assist in connecting the first and second couplers, the user may move the indexing control device to an initial position before actuating the connection element 96. For example, the gear shifter on a cycle is moved to position 1, gear 1. The pawl 85 and buttress 88 may or may not be engaged. However, when the lever 961 is actuated causing rod 963 to bear against the second coupler 543. This moves the second coupler 543 into an engagement position.

In another embodiment, the coupling assemblies shown in figures 3 and 4 include the coupler element connector 96. A lever or cam is provided which when moved causes one of the coupler elements to move to a position in which it can engage with the other coupler element.

In another embodiment containing multiple couplers in a single housing or multiple coupling assemblies in close proximity, the coupler element connector 96 may be actuated in separate discrete ways to cause the coupler elements in the different coupler 54 to connect. For example, the lever may be replaced with a push or pull knob connected to a rocking cam with cam lobes. When the knob is pushed it causes a first cam lobe of the rocking cam to bear against the second coupler 543 moving it into an engagement position in which there is a gap between pawl 84 and buttress 88. When the knob is pulled the cam lobe bears against the second coupler of another coupling assembly (or coupler 54) causing it to move into an engagement position in which there is a gap between the pawl and buttress of the other coupling assembly (or coupler 54).

Once the knob is released a biasing element causes the pawl and buttress to engage.

In the embodiment shown in figure 5, the first housing 521 and second housing 523 are aligned during coupling by a lip edge locator 98. The lip edge locator 98 extends from a peripheral edge of the first housing 821 but could extend from the second housing 523. In other embodiments, the alignment may be provided by a dowel and hole arrangement or other similar arrangements. The lip edge locator 98 may be included in other embodiments.

In another embodiment, the coupler shown in figure 5 may include a lock 70 and/or interlock mechanism 82, 83, 84 shown in figures 3 and 4. The lock and/or interlock mechanism may not have exactly the same construction as those shown in figures 3 and 4.

In the embodiment shown in figure 6, The first housing block 521 includes a recess, the second housing block 523 includes a raised platform with an angled wall. The first coupler 541 is located within the recess of the first housing block 521. The second coupler 543 is located on the raised platform of the second housing block 523. The recess substantially follows the shape of the raised platform including the angled wall.

Both the first and second couplers include a series of conductive contacts 99 connected to the transmission means 56.

The transmission means used in the current embodiment are electrically conductive wires covered in insulation. The first and second housing blocks 521 523 both include a compartment 100. The wires enter the housing through an opening with a sealing arrangement (not shown) into compartment 100. Once in the compartment 100 the wires are clamped using a clamping means (not shown). The wires then pass through another opening with a sealing arrangement (not shown) in the compartment 100 into the inner section of the housing before being terminated at the electrically conductive contacts 99. The wires may be sealed and held in place by a potting compound.

The coupler element connector shown in figure 6 is a spring-loaded mechanism (not shown) attached to the conductive contacts 99 in the first coupler 541. When the first and second housing element brought together the spring-loaded mechanism (not shown) will ensure that the conductive contacts in the first coupler 541 interface with the conductive contacts in the second coupler 543. Each conductive contact may be spring-loaded, or they may be block mounted.

Figures 7a, 7b and 7c generally show an embodiment of the coupling assembly 50 coupled to the releasable connector. The releasable connector and coupling assembly are being separated by rotational movement about a common axis. The common axis is formed by the tang 22 and undercut 24 interfacing.

Figures 8a, 8b, and 8c generally show an embodiment of the coupling assembly coupled to the releasable connector. The releasable connector and coupling assembly are being assembled by rotational movement about a common axis. The common axis is formed by the tang 22 and undercut 24 interfacing.

The process of disassembling the releasable connector 10 and the coupling assembly is the same to that described in relation to figures la, lb and lc. The process of assembling the releasable connector 10 and coupling assembly 50 is the reverse of the process described in relation to figures la, lb, and lc.

The precision provided by the components of the invention improves the assembly and disassembly of vehicle frame parts. The disclosed invention allows a user to separate vehicle frame parts and control cables, electrical wires and hydraulic pipes in a single action or movement, without need to stoop or kneel. Stability during assembly and disassembly is improved by the invention. The construction of the invention ensures that the releasable connector and/or coupling assembly can only be assembled or disassembled in the correct way. The coupling assembly mitigates risk to damaging important parts of the vehicle during assembly and disassembly of the vehicle frame. The alignment means and means to connect the couplers ensure that vehicle systems are connected properly. The means to connect to couplers can also be used to easily sync indexed vehicle systems. The latch can not be accidently operated. Once the latch is disengaged the construction of the releasable connector prevents the upper element from disconnecting from the lower element without action by a user.

The embodiments described above are provided by way of example only, and various changes and modifications will be apparent to persons skilled in the art without departing from the scope of the present invention as defined by the appended claims.

Claims

CLAIMS 1. 2. 3. 4. 5. 6.A releasable connector for connecting first and second parts of a vehicle frame together, comprising: a lower element and an upper element; the lower element having an engagement surface, an undercut and a latch; and the upper element having an engagement surface, a tang, and a recess; wherein the upper element is angularly movable relative to the lower element when the tang is received in the undercut, between a first configuration in which the engagement surfaces abut and a second configuration in which the engagement surfaces do not abut; the lower and upper elements being releasably secured together by the latch engaging with the recess in the first configuration.
A releasable connector as claimed in claim 1, in which the releasable connector further comprises a coupling assembly for coupling a control mechanism and controlled part located on the first and second parts of the vehicle frame.
A releasable connector as claimed in claim 2, in which the coupling assembly comprises a plurality of coupling assemblies.
A releasable connector as claimed in claims 2 or 3, in which the coupling assembly comprises at least two coupler elements which cooperate in the first configuration to couple a control means and a part controlled by the control means.
A releasable connector as claimed in claim 4, in which the coupling assembly comprises a coupler element connector for connecting the coupler elements when in the first configuration.
A releasable connector as claimed in claim 5, in which the coupler element connector has a lever, directly or indirectly, connected to one of the coupler elements, the actuation of the lever causing the connected coupler element to move into an engagement position with the other coupler element.
7. A releasable connector as claimed in any of claims 2 to 6, in which the coupling assembly comprises a weather skirt for hindering the ingress of water or detritus in the first configuration, the weather skirt extending from a housing of the coupling assembly.
8. A releasable connector as claimed in any of claims 2 to 7, in which the coupling assembly comprises a sealing element adapted to seal the coupling assembly while in the first configuration.
9. A releasable connector as claimed in any of the preceding claims, in which the releasable connector further comprises at least one stand adapted to provide support to the upper or lower elements.
10. A releasable connector as claimed in any of the preceding claims, in which the latch is a bistable latch assembly having a slidable latch plate, a lever and a biasing element.
11. A releasable connector as claimed in any of the preceding claims, in which the lower element comprises a retaining mechanism for retaining the latch in a position.
12. A releasable connector as claimed in any of the preceding claims, in which the latch comprises a wedge-shaped end for being received into the recess, the wedge angle being such that it will not fixedly jam and requires force from an actuator to be removed from the recess.
13. A releasable connector as claimed in any of the preceding claims, in which the upper element has a support element depending from the engagement surface which is supported, in the first configuration, by a stirrup extending from the lower element, the support element having an engagement face which abuts with an engagement face on the lower element and the recess for receiving the latch is located in the support element.
14. A vehicle formed from at least two parts comprising a releasable connector as claimed in any of the preceding claims.
15. A vehicle as claimed in claim 14, in which, the vehicle is a cycle.
16. A vehicle as claimed in claim 14 or 15, in which, the vehicle is motor driven.
17. A vehicle as claimed in any of claims 14 to 16 in which, the vehicle is operator driven.
18. A kit of parts for forming a vehicle as claimed in any of claims 14 to 17.
19. A coupling assembly for use with a releasable connection assembly used to connect at least two parts of a vehicle, the coupling device comprising: a separable housing formed from first and second housing elements; a separable coupler formed from a first part connected to the control means and a second part connected to the part controlled by the control means; wherein the first element of the coupler and the first housing element are separable together from the second element of the coupler and the second housing element respectively by rotation around a common axis.
20. A coupling assembly as claimed in claim 19, in which the coupler is located inside a cavity formed by the first and second housing elements.
21. A coupling assembly as claimed in any of claims 19 to 20, in which the assembly further comprises a sealing means between the first and second housing elements.
22. A coupling assembly as claimed in any of claims 19 to 21, in which the assembly further comprises a coupler element connector for connecting the first coupler part and second coupler part.
23. A coupling assembly as claimed in claim 22, in which the coupler element connector is automatic.
24. A coupling assembly as claimed in either of claims 22 or 23, in which the coupler element connector has a lever connected, directly or indirectly, to either the first or second coupler parts; wherein actuation of the lever causes either the first or second coupler part to move into an engagement position.
25. A vehicle comprising a coupling assembly as claimed in claims 19 to 23.
26. A method of assembling a first vehicle frame to a second vehicle frame with a releasable connector having an upper connection element and a lower connection element, the method comprising the steps of: forming an axis of rotation by placing a tang of the upper connection element into an undercut of the lower connection element; and rotating the upper element around the axis until an engagement surface of the upper connection element rests on an engagement surface of the lower connection element and a latch engages with a recess.
27. A method of disassembling a first vehicle frame from a second vehicle frame with a releasable connector having an upper connection element and a lower connection element, the method comprising the steps of: disengaging a latch by actuating a lever; rotating the upper element around an axis until an engagement surface of the upper connection element is no longer in contact with an engagement surface of the lower connection element; wherein the axis is formed from a tang of the upper element and an undercut of the lower element; and removing the tang from the undercut.