GB2616482A

GB2616482A - A cycle for carrying cargo

Info

Publication number: GB2616482A
Application number: GB2203444.1A
Authority: GB
Inventors: William Frank Griffin Robert
Original assignee: TOMCAT SPECIAL NEEDS INNOVATION Ltd
Current assignee: TOMCAT SPECIAL NEEDS INNOVATION Ltd
Priority date: 2022-03-11
Filing date: 2022-03-11
Publication date: 2023-09-13
Anticipated expiration: 2042-03-11
Also published as: GB2616498A; GB2616498B; GB2616482B; GB202203444D0

Abstract

A cycle 10 for carrying cargo comprises a cycle frame having a front section mounting a steerable front wheel 34 and a U-shaped rear section 17 having a head member 24 and side members 26,28 with at least one rear wheel 42,44 being mounted to each side member 26,28, a space disposed between the side members 26,28 and lifting means 48, 50 provided along the side members for engaging with and lifting a cargo pod (figure 2) positioned in the space. Independent claims define the cargo pod.

Description

A CYCLE FOR CARRYING CARGO

The present invention relates to a cycle and more particularly but not exclusively to a tricycle for carrying cargo.

BACKGROUND TO THE INVENTION

It is known to utilise a pedal powered cycle for transporting a load or some cargo. For example, trishaws are three-wheeled cycle rickshaws well known for carrying people. Usually, the trishaw has two rear wheels with a cargo area between, a forward seat for the cyclist and a front steered wheel. A chain drive between the pedals provides motive power to the rear wheels in conventional manner.

A problem with current devices, is that they tend to be very heavy. The cargo is usually placed substantially in front of the rear wheels, with significant weight on the front wheel. This makes steering more challenging, but also increases the weight passing through the frame of the cycle from rear to front. Consequently, a strong heavy frame is required. This defeats a primary objective of pedal power, namely, to provide a lightweight cycle, which can be pedalled. Even if electric power assistance is utilised, it is still highly desirable to reduce the weight of the cycle to optimise performance.

Cargo is often lifted onto the cargo area of a cycle manually, but it is advantageous to be able to load heavier and larger loads, for example, cargo or transport boxes or containers designed to be transported by the cycle using a lifting device.

US 2020/0307733 Al (RYTLE) proposes a solution in which a vertically extending frame is positioned between the rider position and the cargo position. A wheeled cargo box can be pushed into the cargo area and engaged with receiving elements of a lifting device, provided in the vertical frame. The receiving elements appear from the corresponding RYTLE website to engage in cut-outs in the cargo box. A ratchet device can then be used to drive the receiving elements upwardly, thereby lifting the cargo box off the ground and into an elevated position for transport.

A serious problem of this device is that the frame has to be very strong, and consequently heavy, to support the lifting mechanism and the loaded cargo box. The weight is also supported from a high and therefore, unstable position relative to the axle height of the wheels. The weight is also concentrated directly behind the rider, thereby requiring a very strong and heavy cycle frame.

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 present invention, there is provided a cycle for carrying cargo comprising: a cycle frame having a front section mounting a steerable front wheel and a U-shaped rear section having a head member and side members, with at least one rear wheel being mounted to each side member, a space disposed between the side members and rear wheels, and lifting means provided along the side members for engaging with and lifting a cargo pod positioned in the space.

Advantageously, the lifting means is positioned close to the rear wheels at a relatively low position. This makes for good distribution of the load and improves the balance of the cycle.

Each side member of the U-shaped rear section may have a first end connected to the head member of the U-shaped rear section and a second end located opposite the first end.

The location of the at least one rear wheel along each side member may vary depending on the length and weight distribution of the load within the cargo pod.

The at least one rear wheel on each side member of the U-shaped rear section may be disposed substantially at the centre or slightly offset from the centre of the length of the side member towards the second end of side member. This allows the cargo pod to be positioned and carried between the rear wheels. Since most of the weight of the cargo pod is supported by the rear wheels, the front section of the cycle only needs the strength to carry transmission and the weight of a rider. This also allows the cycle to be compact and have good balance. Furthermore, it allows the cycle to be made from lighter materials.

Two rear wheels may be provided on each side member of the U-shaped rear section. This helps the cycle to carry heavier loads and allows the cycle to easily be manoeuvred in soft ground. Furthermore, this allows the cycle to be adapted for track laying which is advantageous in snow and ice regions for example, for deliveries in a ski resort. VVhere two rear wheels are utilised on each side member, they may be coaxial or sequential.

The lifting means may be a plurality of jacks. At least one jack may be provided on each side member of the U-shaped rear section. The jacks allow the cargo pod containing a heavy load such as humans, animals, organic or non-organic materials to be lifted to a raised position and carried by the cycle for transport. Furthermore, the jacks also allow for the cargo pod to be set down from the raised position to a lowered position typically, after transport. In other words, the jacks may move between a raised position and a lowered position for raising and lowering the cargo pod.

Preferably, four jacks are provided, two jacks being disposed on each side member of the U-shaped rear section. A first jack of each side member may be disposed at the first end of the side member and a second jack of each side member may be disposed at the second end of the side member. This allows substantially even loading on each side member.

More than four jacks may be provided. When there are more than two jacks disposed on each side member, the jacks on each side member may be equally spaced out from each other. For example, three jacks may be disposed on each side member where a first jack of each side member is disposed at the first end of the side member, a second jack of each side member is disposed at the second end of the side member and a third jack of each side member is disposed in the centre of the side member.

Alternatively, the third jack may be disposed offset from the centre of the side member where the jacks are not equally spaced out on each side member.

Movable side bars may be provided and lie substantially above the side members of the U-shaped rear section. The jacks may connect the movable side bars to the U-shaped rear section. This allows the movable side bars to form part of the U-shaped rear section. Furthermore, the jacks may drive the movable side bars away from or towards the side members of the U-shaped rear section for lifting or setting down the cargo pod, or the cargo or load within the cargo pod.

The movable side bars may connect to each other to form a movable U-shaped frame.

This further ensures that the movable side bars move away from or towards the side members of the U-shaped rear section together so that the cargo pod can be lifted or set down evenly by the movable side bars.

The second end of each side member may be chamfered at an angle. This presents a "birdmouth" entrance towards the rear of the cycle, which assists in guiding the cargo pod between the side members. The chamfered ends of the side members help centralise the horizontal approach of the cargo pod towards the U-shaped rear section.

In addition, an end of each movable side bar may be chamfered downwardly at an angle from front to rear. Each chamfered end of the movable side bars may be disposed next to a respective second end of the side members. The chamfered ends of the movable side bars help guide the vertical approach of the cargo pod towards the U-shaped rear section.

Each jack on a side member of the U-shaped rear section may be aligned with its respective jack on the other side member. This allows the jacks to support the movable side bars evenly.

The jacks may move in a synchronised manner to drive the movable side bars away from or towards the side members of the U-shaped rear section. This allows all the 15 jacks to move together so that the side bars can move away from or towards the side members at the same time allowing the cargo pod to be lifted or set down evenly.

Each jack may be screw type, lever or equivalent with a caveat that they move e.g., raise and lower, coincidentally or in a synchronised manner. The jacks may be operated and interconnected by hydraulic means, electric means or various mechanical means such as mechanical links, chain drive, shaft drive, rack and pinion drive or any combination of these.

The jacks may be interlinked shaft driven jacks where the jacks are driven through a worm and wheel drive. This may provide compactness to the cycle and may improve safety since the jacks cannot descend under load.

But preferably, the jacks are screw jacks driven by toothed belt or sprockets and chains. To achieve the synchronisation of the movement of the jacks, further chains and sprockets may be provided. The chains and sprockets may attach to the jacks on the side members. In this way, the rotation of a jack or the movement of chains may cause all the jacks to move in unison e.g., raising or lowering of the jacks.

The jacks may be driven by a motor such as a linear motor, or the jacks may be driven by a hand drive.

The motor may operate between limit switches i.e., overload switch and latch switch or stops further described below. Piston ends of the motor may be connected to a chain connecting the jacks on both side members of the U-shaped rear section. Advantageously, the motor actuates the movement of the jacks and allows the jacks to be controlled.

The chain connecting the jacks on both sides members may be adjustable on its non-loaded side. This allows the slack of the chain to be adjusted as desired.

Latching means may be provided to secure the cargo pod in the raised position. The latching means may comprise a latch pawl and a latch.

The latch pawl may be provided on one end of the piston of the motor. The piston of the motor may move in a direction towards the latch on the U-shaped rear section. The latch pawl may engage with the latch to secure the cargo pod in the raised position and hold the jacks in place. The latch pawl and the latch together may act as a locking means for holding the jacks and cargo pod in the raised position during transit of the cargo pod. Advantageously, this allows the cargo pod to be kept in the raised position from the ground during transport so that it can be carried by the cycle.

The angle of contact faces of the latch pawl and latch may be such that when the latch pawl and latch are engaged under load, it would be extremely difficult or impossible to manually disengage the latch with the latch pawl. This provides a safety feature to the cycle and allows the position of the jacks to be maintained.

The latch may include a handle. The actuation of the handle enables the engagement of the latch pawl and the latch to be released for lowering of the cargo pod to the ground. The piston of the motor may move in a direction away from the latch, after the handle has been released, to move the latch pawl away from the latch.

Furthermore, in order to release the latch from the latch pawl, the cargo pod may be lifted slightly to clear the latch, allowing the latch to retract away from the latch pawl. The lowering of the cargo pod may continue until the cargo pod is in contact with the ground or until an internal switch causes the lowering of the cargo pod to stop or be cut out. This allows the cargo pod to be set down from the raised position to a lowered position so that the cargo pod can be drawn away from the cycle and moved to a desired location.

A hinge stop bar may be provided on the U-shaped rear section of the cycle. The cargo pod may interact with the hinge stop bar. The cargo pod may interact with the hinge stop bar when the cargo pod is fully located within the U-shaped rear section of the cycle.

A docking switch may be provided. The docking switch may be disposed on the U-shaped rear section. The interaction between the hinge stop bar and the cargo pod may cause the docking switch to be actuated for supplying power to electrical components or circuit for example, supplying power to the motor. This may indicate that the cargo pod is fully located in the U-shaped rear section.

At least one securing means may be provided on the U-shaped rear section for preventing the cargo pod from slipping backwards along the movable side bars. The at least one securing means may be a cargo pod latch. The cargo pod latch may engage with the cargo pod when the cargo pod is fully located within the U-shaped rear section.

The cargo pod latch may be disposed on a or each movable side bar. The cargo pod latch may be disposed on an end of a or each movable side bar, the end of each movable side bar being disposed next to a respective second end of the side member of the U-shaped rear section.

The cargo pod latch may be released by an operator when retrieving the cargo pod from the cycle. The cargo pod latch may be mechanically operated such as a spring-loaded latch or remotely operated hydraulically, electrically, or using any suitable means e.g., at a different location on the cycle such as the handlebars or wirelessly (WI-Fl) operated.

A lifting switch may be provided. The lifting switch may be actuated by an operator, for raising the cargo pod to the raised position. The lifting switch may be actuated when the cargo pod is fully secured to the U-shaped rear section i.e., through the use of the securing means. In other words, the lifting switch may be operated after the at least one securing means is fully engaged with the cargo pod. This ensures that the cargo pod is only lifted when the cargo pod has been properly secured to the U-shaped rear section.

The lifting switch may be actuated for lowering the cargo pod to the lowered position. This allows the operator to lower the cargo pod to the ground after transport to be moved away from the cycle towards a desired location.

The lifting switch may be a raising/lowering switch since it may be actuated to both raise and lower the cargo pod.

The lifting switch may be provided as a rocker switch. A first position of the rocker switch may lift or raise the cargo pod to the raised position, and a second position of the rocker switch may set down or lower the cargo pod to the lowered position. The rocker switch allows the operator to raise and lower of the cargo pod using one switch.

The lifting switch may be disposed next to the securing means. This allows for convenience since the operator can access both the lifting switch and the securing means easily.

The body of the motor may be engaged with a rod or a pin. The rod may actuate limit switches -an overload switch and a latch switch.

A shock absorber, for example, a plurality of washers such as Belville washers may be provided on the rod for eliminating shock loading of the motor when actuating the movement of the jacks to lift the movable side bars. The shock absorber may compress to a larger extent under heavier loads.

During lifting of the cargo pod, the overload switch may be actuated by the rod to stop the operation of the motor when a safe working load has been reached or exceeded. This prevents the motor from being damaged due to the excessive load applied to it. VVhen the overload switch is actuated, the motor may allow the load to be lowered but not raised or lifted.

If the safe working load is not reached or exceeded during lifting of the cargo pod, once the engagement of the latch pawl and latch has been established, the motor may be reversed to remove the load from the motor and to secure the load on the latch by lowering the load onto the latch. Furthermore, the body of the motor may move towards the latch pawl causing the rod to actuate the latch switch. The actuation of the latch switch may cut the power of the motor. This prevents the motor from further lowering the load onto the latch thus, protecting the motor and the mechanism in general. This indicates that the cargo pod is transportable.

Braking means may be provided on the cycle. A brake disc and a brake calliper may be provided for each rear wheel. Each brake calliper may be actuated by pushing onto or contacting with its respective brake disc. The brake callipers may be actuated mechanically, electrically, hydraulically or any suitable means. The braking force applied by the braking means must be applied equally to prevent swerving of the cycle.

According to the second aspect of the present invention, there is provided a cargo pod for use with a cycle according to the first aspect of the present invention for carrying cargo.

The cargo pod may be a container designed to carry humans, animals, and organic and inorganic materials. The cargo pod may come in different shapes and/or forms to allow different materials to be carried. Furthermore, the shape of the cargo pod may be customised to suit a specific use.

The cargo pod may comprise a base, a first wall provided as a front wall, a second wall provided as a first side wall, and third wall provided as a second side wall.

A plurality of wheels may be provided on the cargo pod. The wheels may be disposed on a base of the cargo pod. The wheels may be castor wheels, or similar. This allows the cargo pod to easily be positioned or aligned within the U-shaped rear section of the cycle by wheeling. This also allows the cargo pod to be easily moved towards or away from the U-shaped rear section without needing to lift the cargo pod in and out of position. This means that additional lifting means is not required to position the cargo pod. In addition, people do not need to manually carry the cargo pod which can prevent injury.

Preferably, four wheels are provided on the base of the cargo pod, each wheel being disposed on each corner of the base of the cargo pod. This allows the cargo pod to be supported and wheeled by the wheels evenly.

Wien the cargo pod is securely engaged with the U-shaped rear section of the cycle, the cargo pod may move with the movement of the movable side bars of the cycle i.e., raised or lowered. This allows the cargo pod to move in a direction away from the ground when lifting, or towards the ground when setting down the cargo pod.

The centre of mass of the cargo pod may be arranged to be just forward of the centre line of the rear wheels of the cycle. This allows the front wheel of the cycle to be kept on the ground preventing the cycle from lifting from the ground due to the weight applied to the U-shaped rear section of the cycle. This provides the arrangement of the cycle and cargo pod with good balance.

The cargo pod may further comprise a fourth wall provided as a rear wall. The rear wall of the cargo pod may be provided as a door or doors. The door(s) may be lockable door(s) in that locking means may be provided on the door(s).

Note that the cargo pod may come in different shapes or forms to allow the cargo pod to carry different types of load or cargo. The walls of the cargo pod may form a container allowing the cargo pod to carry load or cargo.

The cargo pod may include a lid. The lid may be hinged to an upper edge of the front wall. This allows the cargo pod to be opened from the rear of the cycle therefore, the cargo pod does not need to be detached from the cycle first before loading and unloading cargo.

Alternatively, the lid may be hinged to another wall of the cargo pod or connected to the cargo pod in another way.

The cargo pod may include a footwell. \Mien the cargo pod only comprises, the base, and the first, second and third walls, the footwell may be disposed on the rear of the cargo pod. This allows the cargo pod to be adapted to carry cargo such as long materials e.g., long tubes or a wheelchair, for example.

A front rail may be attached to the front wall of the cargo pod. A side rails may be attached to each side wall of the cargo pod. A rear rail may be attached to the rear wall of the cargo pod.

In use, each side rail of the cargo pod may overlie a respective movable side bar of the cycle. This allows the cargo pod to be lifted as the movable side bars move upwardly from the side members of the U-shaped rear section of the cycle and allows the cargo pod to be set down as the side bars move downwardly towards the side members of the U-shaped rear section.

An end of each side rail may be curved upwardly. This allows the side rail to facilitate the engagement of the cargo pod with the movable side bars of the cycle. Each side rail may be chamfered. The chamfer may be located on an end of the side rail disposed next to the front wall. The chamfer on the side rails may compliment the chamfer on the movable side bars of the cycle. Advantageously, this helps guide the vertical approach of the cargo pod towards the U-shaped rear section of the cycle. On flat level ground, there may be a clearance between the underside of the side rails and the upper surface of the movable side bars of the cycle to facilitate unimpeded positioning of the cargo pod and any load within.

The front wall of the cargo pod may interact with the hinge stop bar on the U-shaped rear section of the cycle when the cargo pod is fully located within the U-shaped rear section of the cycle. The interaction may cause the docking switch to be actuated for supplying power to electrical components or circuit for example, supplying power to the motor.

A stop member may be provided on a or each side wall of the cargo pod. This allows the cargo pod to be placed and maintained in the desired position in the U-shaped rear section of the cycle. Furthermore, the at least one securing means such as the cargo pod latch on a or each movable side bar of the U-shaped rear section of the cycle may hold or lock a respective stop member of the cargo pod in place. This allows the cargo pod to be secured into place with respect to the U-shaped rear section of the cycle thereby, preventing the cargo pod from sliding away from the U-shaped rear section or prevents the cargo pod from being stolen.

VVhen the cargo pod is fully secured to the U-shaped rear section, the front rail and stop member may be trapped beneath the movable side bars of the cycle and the head member connecting the movable side bars to each other. This stops the cargo pod lifting off from the cycle over bumps on the road or ground and prevents theft of the cargo pod as well.

A handle may be attached to the rear wall of the cargo pod. This enables the cargo pod to be manoeuvred easily by an operator to a desired position or location.

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: Figure 1A shows a plan view from above of a cycle for carrying cargo; Figure 1B shows a side view of the cycle of Figure 1A; Figure 2 shows a perspective view of the cargo pod carried by the cycle; Figure 3 shows an exploded perspective view of part of the cycle of Figure 1A; Figure 4A shows a side view of the cycle and cargo pod of Figures 1A and 2 prior to loading the cargo pod with a rear wheel removed to reveal the lifting mechanism; Figure 4B shows a side view of the cargo pod being engaged on the cycle; Figure 4C shows a side view of the cargo pod engaged and lifted on the cycle; Figure 5 shows a perspective view of short and long wheelbase cycles; Figure 6 shows a perspective view of a lifting actuator used to raise and lower the cargo pod; Figures 7A to 7E show side views of the lifting actuator of Figure 6 in different stages of actuation and locking; Figure 8 shows a perspective view of the drivetrain of the cycle of Figure 1A; Figure 9A shows a side view of cargo pod being engaged with the movable side bars and head member of the cycle, and Figure 9B shows a side view of the cargo pod engaged with the movable side bars and head member of the cycle.

DESCRIPTION OF PREFERRED EMBODIMENTS

Referring firstly to Figures 1A and 1B, a cycle for carrying cargo is indicated generally at 10. The cycle 10 has a frame including a central spar 12, a U-shaped rear section 14, a seat tube 16 and brace member 16a, a downtube 18, a headtube 20, and a crossbar 22, sometimes referred to as a top tube. The downtube 18 connects the headtube 20 to the central spar 12 and the crossbar 22 connects onto the seat tube 16. The U-shaped rear section 14 includes a head member 24 and two side members 26, 28. The central spar 12 is connected centrally to the head member 24.

Handlebars 30 are mounted through the headtube 20 in conventional manner and connect to front forks 32 supporting a front wheel 34. A seat 36 is mounted in conventional manner to the seat tube 16 and is height adjustable. The forward part of the frame in front of the U-shaped rear section 14 carries the transmission, described further below, and supports the weight of a rider in a conventional way. Advantageously, the forward part of the frame can therefore be of a substantially usual weight. It can also be manufactured with the compactness and balance of a frame associated with a 2-wheeled cycle.

Axles 38, 40 are mounted to the underside of the side members 26, 28. The axles mount wheels 42, 44. A lifting means, indicated generally at 46, is mounted to the U-shaped rear section 14. The lifting means 46 includes movable side bars or trammel bars 48, 50, which lie substantially above the side members 26, 28 of the U-shaped rear section 14. The side bars 48, 50 are driven up and down by a plurality of jacks, described further below. The side bars 48, 50 are connected by a head member 52, which extends between the side bars 48, 50, but behind the position of the head member 24 of the U-shaped rear section 14. The side bars 48, 50 and head member 52 also form a U-shaped frame, a lifting frame.

The wheels 42, 44 are mounted substantially at the mid-point or slightly offset from the mid-point towards the rear of the side bars 48, 50, such that they support the majority of any weight in a cargo pod, which may be positioned on the lifting frame.

Alternatively, the wheels 42, 44 can be mounted substantially at the rear of the side bars 48, 50, as shown in Figure 5. The location of the wheels 42, 44 can vary depending on the length and weight distribution of the load within the cargo pod 54.

Referring also to Figure 2, a cargo pod for use with the cycle 10 is indicated generally at 54. The cargo pod 54 is a substantially rectangular wheeled container with a lid 56. It has a rectangular base 58 supported on four castors 60, positioned at the corners of the base 58. There are two side walls 62, 64, a front wall 66 and a rear wall 68 extending upwardly from the base 58 to form the container. The lid 56 is hinged to the upper edge of the front wall 66 but could be hinged to another wall or connected in another way. By hinging the lid 56 from the front wall 66, it is easy to access the inside of the cargo pod 54, from the rear of the cycle, when it is located on the cycle 10.

The cargo pod 54 can come in different shapes and forms for example, the cargo pod 54 may only comprise of a base 58, a front wall 66 and two side walls 62, 64. This allows the cargo pod 54 to be able to carry different types of cargo such as long materials, plants or a wheelchair, for example.

A front rail 70 is attached to the front wall 66 and extends horizontally across at least a part of its width. Side rails 72, 74 are mounted to respective side walls 62, 64 and extend horizontally from the front wall 66 to the rear wall 68. In this embodiment, the side rails 72, 74 extend around the rear wall 68 and are connected together by a rear rail 76.

A stop member 78 is provided on each side wall 62, 64 below the side rails 72, 74 proximate the rear wall 68. A handle 80 is attached to the rear wall 68 and enables the cargo pod 54 to be manoeuvred by hand to a desired position. It will be noted that the front ends of the side rails 72, 74 are cranked upwardly to facilitate engagement with the cycle 10 as described further below.

Referring now to Figures 3 and 8, the cycle 10 can be driven by a conventional pedal drive including at least one chain ring 88 driven by left and right cranks 79 and pedals 80. A drive shaft, preferably a differential axle 82 is rotationally mounted in the U-shaped rear section 14. A drive sprocket 84 driving a differential hub 86 is mounted substantially centrally on the differential axle 82 and is connected to the pedal drive by the chain ring 88. The pedals 80 can drive a geared hub (not shown) situated midway between the pedal cranks 79 and the drive sprocket 84, whilst a frame mounted motor (not shown) can drive a further sprocket arranged to be coaxially adjacent and attached to the drive sprocket 84. Similar to the geared hub, the frame mounted motor can directly drive the differential hub 86 which in turn drive the differential axle 82.

Chain rings 90 are provided on the ends of the differential axle 82 which drive the rear wheels 42, 44 through chains and sprockets. Braking discs 92 are provided on each of the chain rings 90, which are braked by brake callipers 94. The callipers 94 can be actuated mechanically, electrically or hydraulically. The braking force must be applied equally to prevent swerving of the cycle 10. Callipers 94 actuated hydraulically can achieve this with a single brake lever (not shown) pressurising a hydraulic line with branches to both callipers 94 such that the callipers 94 are subject to equal pressure.

The side bars 48, 50 are moved up and down by a plurality of jacks 96. In the embodiment shown in Figure 5, there are four jacks 96, two for lifting the front and rear of each side bar 48, 50. In another embodiment shown in Figure 5, there are six jacks 96, two for lifting the front, centre and rear of each side bar 48, 50. The jacks 96 are linked together so that they move up and down in unison. The jacks on each side member 26,28 are linked together by means of a chain drive 97, which drives a screw through a sprocket on each jack 96. However, it will be appreciated that the jacks 96 could be driven hydraulically or electrically or using other mechanical means such as a drive shaft or similar. It is important that they operate together, in order to raise the cargo pod 54 evenly.

In the current embodiment, as shown in Figure 6, the jacks 96 are driven by a linear electric motor 98. The motor 98 is mounted in a cradle 100 comprising a base plate 102 and spaced vertical flanges 104, 106. The motor 98 is supported within the cradle 100, such that it can move from side to side to a limited extent. A piston 108 of the motor 98 is driven in a direction to one side or other of the cradle 100 dependent on whether the side bars 48, 50 are being raised or lowered. The piston ends of the motor 98 are connected to ends of a chain 109 which connect with the jacks 96 on either side of the cycle 10.

Latching means is provided on the U-shaped rear section 14. The latching means comprises a latch pawl 112 and a latch 114. The latch pawl 112 is mounted to the left-hand end of the piston 108, as viewed in Figure 6. The latch pawl 112 engages with the latch 114, when the piston 108 is almost fully moved to the left (as viewed). This corresponds to the jacks 96 being in a fully raised position. The latch 114 and latch pawl 112 serve as a locking means for holding the jacks 96 and the cargo pod 54 in a raised position during transit of a cargo pod 54. This takes the load off the motor 98.

The latch 114 has a handle 116, enabling its release for lowering of the load. The cargo pod 54 is lifted slightly to clear the latch 114 allowing the latch 114 to retract away from the latch pawl 112. The piston 108 of the motor 98 moves in a direction away from the latch 114 after the handle 116 has been released to move the latch pawl 112 away from the latch 114. The lowering of the cargo pod 54 continues until the cargo pod 54 is in contact with the ground, or an internal switch (not shown) causes the lowering of the cargo pod 54 to be cut out.

A rod 110 extends beneath the motor 98 and passes through apertures in the flanges 104, 106. The body of the motor 98 is engaged with the rod 110 by retaining flanges 118 on the rod 110. In other words, any lateral movement of the motor 98 between the flanges 104, 106 is connected to the lateral movement of the rod 110. They move together.

A latch switch 120 and an overload switch 122 are disposed outside the left and right flanges respectively, as viewed in Figure 6. The rod 110 extends through the flanges and at the extremities of its movement, contacts and actuates the switches 120, 122 as described further below. A shock absorber namely a plurality of spring washers 124, for example, Belville washers, are mounted about the rod 110, between the position of the motor 98 and the right-hand flange 106 (as viewed). The washers 124 substantially eliminate shock loading of the motor gearing during lifting of the side bars 48, 50. They also compress to a larger extent under heavier loads, and when a safe working load is exceeded, the overload switch 122 is operated.

The operation of the cycle 10 will now be described with reference in particular to Figures 4A to 40 and 7A to 7E. In Figure 4A, the cargo pod 54 is positioned at the rear of the cycle 10 and the side bars 48, 50 are disposed in a lowered position, ready to receive the cargo pod 54. The piston 108 of the motor 98 is fully extended to the right-hand side of the motor 98, as viewed in Figure 7A. The rod 110 is positioned substantially centrally of the flanges 104, 106.

The cargo pod 54 can then be pushed into the U-shaped rear section 14 of the cycle 10, until the side rails 72, 74 overlie respective side bars 48, 50, as shown in Figure 4B. The ends of the side members 26, 28 are chamfered at an angle. This presents a "birdmouth" entrance towards the rear of the cycle 10, which assists in guiding the cargo pod 54 between the side members 26, 28. In addition, the side bars 48, 50 have a chamfered leading edge to compliment the chamfer on the side rails 72, 74. The chamfered side members 26, 28 centralise the horizontal approach of the cargo pod 54 whilst the chamfered side rail 72, 74 of the cargo pod and the chamfered side bars 48, 50 centralise the vertical approach of the cargo pod 54.

A securing means such as a cargo pod latch 81 as shown in Figure 9A can be provided on the rear of each movable side bar 48, 50 for securing or locking the cargo pod 54 to the U-shaped rear section 14. On flat level ground, there is clearance between the underside of the side rails 72, 74 and the upper surface of the side bars 48, 50, to facilitate unimpeded positioning of the cargo pod 54 and any load within.

Referring to Figure 7B, when the cargo pod 54 has been pushed into the U-shaped rear section 14 of the cycle 10, the front wall 66 of the cargo pod 54 interacts with a hinge stop bar 17, shown in Figures 1A and 9A, on the head member 52 of the U-shaped rear section 14. The interaction causes a docking switch 15, shown in Figures 1A and 9A, to be actuated for supplying power to electrical components or circuit for example, supplying power to the motor 98, once the cargo pod is fully located within the U-shaped rear section 14.

The claw of the cargo pod latch 81 locks or holds the stop member 78 in place as shown in Figure 9B thereby, preventing the cargo pod 54 from sliding away from the U-shaped rear section and also prevents the cargo pod 54 from being stolen. The cargo pod latch 81 can be manually released when retrieving the cargo pod 54 from the cycle 10.

The cargo pod latch 81 can be mechanically operated such as a spring-loaded latch or remotely operated hydraulically, electrically, or using any suitable means e.g., at a different location on the cycle 10 such as the handlebars 30 or wirelessly (WI-Fl) operated A lifting switch (not shown) is operated for raising the cargo pod 54 to a raised position through movement of the jacks 96 as shown in Figure 4C. The lifting switch is also operated for lowering the cargo pod 54 to a lowered position for example, after transport. The lifting switch can be a rocker switch. A first position of the rocker switch lifts the cargo pod 54 to the raised position and a second position of the rocker switch sets down the cargo pod 54 to the lowered position.

To lift the cargo pod 54 in the raised position, the piston 108 of the motor 98 is moved towards the flange 104 or the left-hand side of the motor 98. In this figure, the piston 108 is somewhat extended equally on either side of the motor 98. At the same time, the rod 110 moves towards the direction of the flange 106, closer to the overload switch 122. The washers 124 are compressed between the retaining flange 118 and the flange 106 due to the reduced distance between the retaining flange 118 and the flange 106.

Referring to Figure 70, the washers 124 are specified to compress by a known amount, when a given amount of load is applied to them. Thus, when the cargo pod 54 load reaches or exceeds the safe working load, the rod 110 moves towards the direction of the flange 106 further. The washers 124 are compressed by a set length due to the movement of the rod 110. The right-hand end of the rod 110 presses on the overload switch 122 thereby operating it. The overload switch 122 interrupts the power supply to the motor 98. The motor 98 is reversed allowing the piston 108 to reverse and move back to the right-hand side of the motor 98. Effectively, when the overload switch 122 is operated, the motor 98 allows the cargo to be lowered but not lifted.

Referring to Figure 7D, when the load does not reach or exceed the safe working load, the piston 108 is fully moved to the left-hand side of the motor 98. The latch pawl 112 mounted to the left-hand end of the piston 108, engages with the claws of the latch 114. The handle 116 of the latch 114 first moves slowly to an open position before snapping to a closed position as the latch pawl 112 engages with the claws of the latch 114. The right-hand end of the rod 110 moves slightly to a position towards to the overload switch 122.

Referring to Figure 7E, once the engagement between the latch pawl 112 and the latch 114 is established, the load is removed from the motor 98 by reversing the motor 98 causing the load to be secured to the latch 114. This causes the motor 98 to contract thereby, rendering the latch pawl 112 to be immovable by the latch 114. The body of the motor 98 moves towards the latch pawl 112 causing the rod 110 to actuate the latch switch 120. The actuation of the latch switch 120 causes power of the motor 98 to be withdrawn after the motor 98 has lowered the load from fully raised position onto the latch 11450 that the load cannot be lowered further and the latch 114 can support the load. The transfer of the load from the motor 98 to the latch 114 means that there is no load on the motor 98. This protects the motor 98 and the mechanism in general.

This corresponds to the jacks 96 being in a raised position, as shown in Figure 4C, and the cargo pod is in a transportable state. The distance between the retaining flange 118 and the flange 106 increases forming a gap between the washers 124 and the flange 106.

When the cargo pod 54 is fully secured to the U-shaped rear section 14, the front rail and stop member 78 are trapped beneath the side members 48, 50 and the head member 52. This stops the cargo pod 54 lifting off from the side bars 48, 50 over bumps on the road or ground and prevents theft of the cargo pod 54.

To lower the cargo pod 54 from the raised position, the latch 114 is manually operated by releasing its handle 116 for lowering the load. In order to release the latch 114, the cargo pod 54 must be slightly lifted to clear the latch 114. The latch 114 retracts and the load is lowered. The load will be lower until the cargo pod 54 is in contact with the ground or until an internal switch (not shown) cuts out the lowering of the load. The cargo pod 54 can then be drawn away from the U-shaped rear section 14 of the cycle 10.

The majority of the weight of the cargo pod 54 positioned on the lifting frame is supported by the rear wheels 42, 44 of the cycle 10. Therefore, the front section of the cycle 10 only needs the strength to carry transmission and the weight of a rider. Furthermore, the lifting means 46 of the cycle 10 is positioned close to the rear wheels 42, 44 at a relatively low position. This makes for good distribution of the load and improves the balance of the cycle 10. This also allows the cycle 10 to be compact and to be made from lighter materials since the cycle 10 does not need to support the weight of the cargo pod 54 or the load from a high and unstable position relative to the axle height of the rear wheels 42, 44.

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

CLAIMS1. A cycle for carrying cargo comprising: a cycle frame having a front section mounting a steerable front wheel and a U-shaped rear section having a head member and side members, with at least one rear wheel being mounted to each side member, a space disposed between the side members and rear wheels, and lifting means provided along the side members for engaging with and lifting a cargo pod positioned in the space.
2. A cycle as claimed in claim 1, in which the lifting means is a plurality of jacks.
3. A cycle as claimed in claim 1 or 2, in which movable side bars are provided and lie substantially above the side members of the U-shaped rear section.
4. A cycle as claimed in claim 2 or 3, in which the jacks connect the movable side bars to the U-shaped rear section.
5. A cycle as claimed in any of claims 2 to 4, in which the jacks are synchronised to move the movable side bars away from or towards the U-shaped rear section
6. A cycle as claimed in any of claims 3, in which the movable side bars connect to each other forming a movable U-shaped frame.
7. A cycle as claimed in any of claims 2 to 6, in which the jacks are driven by a motor, where piston ends of the motor are connected to a chain connecting the jacks on both side members of the U-shaped rear section.
8. A cycle as claimed in claim 7, in which a latch pawl is provided on one end of the piston of the motor.
9. A cycle as claimed in claim 8, when dependent on claim 2, in which the latch pawl engages with a latch to secure the cargo pod in a raised position and hold the jacks in place.
10. A cycle as claimed in claim 9, in which the latch includes a handle which is released for lowering the load.
11. A cycle as claimed in any of claims 7 to 10, in which a shock absorber is provided for eliminating shock loading of the motor.
12. A cycle as claimed in any of claims 7 to 11, in which an overload switch stops the operation of the motor when a safe working load has been reached or exceeded.
13. A cycle as claimed in any of claims 7 to 12, in which a latch switch cuts the power of the motor when the load is secured to the latch.
14. A cycle as claimed in any preceding claim, in which a docking switch is actuated supplying power to electrical components or circuit for example, supplying power to the motor, when the cargo pod is fully located within the U-shaped rear section.
15. A cycle as claimed in any preceding claim, in which at least one securing means secures the cargo pod to the U-shaped rear section.
16. A cycle as claimed in any preceding claim, in which a lifting switch is actuated for raising and lowering the cargo pod to a raised position and a lowered position.
17. A cycle as claimed in any preceding claim, in which the at least one rear wheel on each side member is disposed substantially at the centre or slightly offset from the centre towards the rear of the U-shaped rear section.
18. A cargo pod for use with a cycle for carrying cargo as claimed in claims 1 to 17, in which a plurality of wheels is provided on the cargo pod.
19. A cargo pod as claimed in claim 18, in which the cargo pod moves with the movement of the movable side bars of the cycle in a direction away from or towards the ground.
20. A cargo pod as claimed in any of claims 18 to 19, in which the centre of mass of the cargo pod is arranged to be just forward of the centre line of the rear wheels of the cycle frame of the cycle
21. A cargo pod as claimed in any of claims 18 to 20, in which the cargo pod comprises a base, a front wall and side walls.
22. A cargo pod as claimed in claim 21, in which a front rail is attached to the front wall and side rails are attached to side walls.
23. A cargo pod as claimed in claim 22, in which an end of each side rail disposed next to the front wall is curved upwardly.
24. A cargo pod as claimed in claim 22 or 23 in which the side rails of the cargo pod overlie the movable side bars of the cycle.
25. A cargo as claimed in any of claims 21 to 24, in which the front wall of the cargo pod interacts with a hinge stop bar on the cycle when the cargo pod is fully located within the U-shaped rear section of the cycle.