Technical Field

The present invention relates to a bicycle rack. The bicycle rack may be configured for mounting to a motor vehicle, for example a car or van.

Background

Bicycle racks are devices which allow a user to safely secure one or more bicycles for transport or storage. In particular, if mounted to a motor vehicle, a bicycle rack must fix the bicycles in a secure manner in order to withstand the mechanical demands of road transport, such as vibration and wind resistance.

In general, a bicycle rack is mounted to the rear or roof of the vehicle. Each bicycle rests a frame tube or one or both of its wheels on a weight bearing member of the bicycle rack, which may be a rail or a projecting arm. It should be noted that both frame tubes and wheels are sensitive to improper handling. Frame tubes of particularly lightweight bicycles are susceptible to being compromised by transmitted vehicle vibrations, crushing or denting from impact. Most bicycle wheels are of lightweight, tensioned construction making them ill-suited to rough handling. Typically, the bicycle is further secured by straps and clamping devices. Conventional bicycle racks require a user to lift a bicycle manually onto a weight bearing member, whether a rail or arm.

A bicycle to be loaded onto a bicycle rack may be an electric bicycle (which may be referred to as an e-bike). Because of the additional battery, motor and auxiliary equipment these are very heavy relative to conventional bicycles - averaging around 25 Kg, twice that of a normal bicycle. Furthermore, from a demographic perspective, users of e-bikes tend to be older and less physically capable. Consequently, it may be difficult or impossible for a user to lift their e-bike to load it onto a bicycle rack.

It is an object of the present invention to provide a bicycle rack which overcomes or mitigates a problem associated with the prior art. Summary of Invention

According to a first aspect of the invention there is provided a bicycle rack comprising a base and a rotatable support structure, the rotatable support structure comprising one or more arms which are pivotally connected to the base at a proximal end, and further comprising one or more sockets connected to a distal end of the one or more arms, each socket including a slot which extends into the socket from a mouth of the socket; wherein the rotatable support structure is pivotally moveable between a storage position in which the sockets face upward, securing the bicycle, and a loading position in which the sockets face outward to allow a crank arm of a bicycle to be pushed into a socket without lifting the bicycle.

Advantageously, the present invention receives the bicycle by one of its crank arms without lifting the bicycle. Typically crank arms, being of resilient construction, are suited to bear the load, impacts and vibration experienced as the main rack-bicycle interface when mounted to a vehicle. Receiving the crank arm without lifting the bicycle is particularly advantageous where lifting the bicycle could otherwise pose a difficulty (e.g. due to user strength and/or the mass of the bicycle [e.g. in the case of an electric bicycle]). The bicycle rack may be provided with an actuator which is configured to rotate the rotatable support structure.

Advantageously, the actuator automates the transition of the rack from a loading position to a storage position. The actuator thus allows those of limited physical strength to easily load and transport bicycles onto a vehicle.

The rotatable support structure may otherwise be described as a rotatable section.

The actuator may extend between the base and the one or more arms.

The pivoting connections between the base, the actuator and at least one of the arms may form a pin-jointed triangle.

Advantageously, such a triangular structural configuration is rigid and resistant to unintended deformation. The actuator may be a linear actuator.

Advantageously, a linear actuator preserves frontal profile of the bicycle rack such that no extra width is incurred by its inclusion.

The bicycle rack may comprise multiple arms and a cross-member which extends between the arms.

Advantageously, a cross member extending between multiple arms enhances the rigidity of the bicycle rack.

The bicycle rack may be provided with an arrestor plate, wherein an arrestor plate projects away from each socket, to prevent excessive rotation of a rear wheel of a mounted bicycle.

Advantageously, when the bicycle rack is mounted on a vehicle orwall, the arrestor plate prevents the rear bicycle wheel from abutting the vehicle or wall, and causing damage (e.g. soiling).

The socket may comprise a slot provided in a side of the socket, the slot extending away from a mouth of the socket.

The slot may extend partway along the socket.

Advantageously, the slot on the side of the socket allows allows a pedal to project from the socket, such that a crank arm can be substantially inserted into the socket.

The socket may comprise an insert. The insert may also be removable.

Advantageously, the use of inserts facilitates: the manufacture of the rack, secure mounting, and easy ‘toolless’ replacement should damage occur. Further advantageously, standard inserts can be substituted for inserts accommodating nonstandard crank arms.

The bicycle rack may be provided with 2-6 sockets. Advantageously, the provision of multiple sockets supports the loading of multiple bicycles.

The rotatable support structure may comprise two arms.

The base may be configured to be mounted to the towing connection or interface of a motor vehicle.

Advantageously, this allows the bicycle rack of the present invention to be securely mounted to a wide range of motor vehicles.

The bicycle rack may further comprise one or more locking members.

Advantageously, the locking member(s) secures the rotatable support structure in one or more discrete rotational positions (such as the loading position, the storage position, or an intermediate position).

Brief Description of the Drawings

An embodiment of the disclosure will now be described by way of example only and with reference to the accompanying drawings, in which:

Figures 1 A and 1 B schematically depict from one side and from the front a bicycle rack according to an embodiment of the invention;

Figure 2 is a perspective view of a socket which forms part of the bicycle rack of Figure 1 ;

Figures 3A-3C depict loading of a bicycle onto the bicycle rack of Figures 1A,1 B and 2; and

Figure 4 is a perspective view of part of a bicycle rack according to another embodiment.

Detailed Description:

Figures 1A and 1 B schematically depict a bicycle rack 1 according to an embodiment of the present invention. Figure 1 A shows the bicycle rack 1 viewed from one side (left) and Figure 1 B shows the bicycle rack viewed from the front. The bicycle rack 1 comprises a base 2, an actuator 3 and a rotatable section 4. The rotatable section 4 comprises a pair of arms 5a, b pivotally connected to the base 2 at a proximal end 6 and attached to a cross-member 8 at a distal end 7. A set of sockets 9 project from the cross-member 8. Each socket 9 is configured to accept insertion of a bicycle crank-arm, as explained further below. Also attached to the cross-member 8 are a set of arrestor plates 10, an arrestor plate being provided for each socket 9. The base is configured to be attached to a motor vehicle chassis by a pair of 16mm bolts corresponding to the mounts for a variety of international towing connections and interfaces. The attachment is conventional and so is not depicted. The rotatable support section 4 may otherwise be described as a rotatable support structure.

The actuator 3 is pivotally connected to one of the arms 5a and to the base 2. A proximal end 11 of the actuator 3 is connected by a pivoting connection 13a to the base 2. A distal end 12 of the actuator 5 is connected by a pivoting connection 13b to the distal end 7 of the arm 5a. The connections between the arms 5a, b and the base 2 are also pivoting connections 13c.

The pivoting connections 13a-c define a pin-jointed triangle. One side of the triangle, which is formed by the actuator 3, has a variable length. The actuator 3 is an electrical linear actuator, which converts rotation of a motor into linear travel by means of a screw, such that the actuator's length may be extended and contracted. When the actuator 3 is in its contracted configuration, the rotatable section 4 is lowered (and is in a lowered configuration) and when the actuator is extended, the rotatable section is raised (and is in a raised configuration). Thus, extent of actuator travel defines two triangular geometries such that the sockets 9 are raised and lowered., These may be referred to as the loading and storage positions respectively. Figures 1A and 1 B depict the rotatable section 4 in the raised configuration. An arrow 14 indicates the direction of rotation of the rotatable section 4.

In the loading and/or storage positions, the rack geometry may be secured by a mechanical lock. The mechanical lock may comprise one or more locking members, such as plungers (e.g. a T-handle plunger, to name one example). The locking member may be lockable in a retracted configuration. The locking member may be disposed on the base (e.g. directly thereon, or on an additional member thereof). Alternatively, the locking member may be disposed on an arm. Each locking member may be disposed such that it lines up with a corresponding depression or orifice. Interaction between the locking member and the corresponding depression or orifice (e.g. the locking member being received by the depression or orifice) provides the locking functionality. Where the locking member is disposed on the base, the corresponding depression or orifice is preferably disposed on an arm (e.g. the arm being pivotally connected to the base). Conversely, where the locking member is disposed on the arm, the corresponding depression or orifice is preferably disposed on the base.

In use, the locking member may only align with a corresponding depression or orifice when bicycle rack 1 is in a loading or storage position. When the rack 1 is in the loading or storage positions, the locking member(s) may be actuated (e.g. released or urged into engagement, depending upon the bias of the locking member [if any]) meshing the locking member and the corresponding depression or orifice. This forms a fixed mechanical connection (e.g. an interlock) between the locking member and the depression or orifice (and so the base and rotatable section). The mechanical lock is particularly advantageous in the storage position. In the absence of a lock, there is a risk that the rotatable section 4 will move downwards from the storage position (if the moment exerted by the rotatable section exceeds resistive force from the actuator). Advantageously, locking members can be arranged on both sides of the rotatable section 4, to counteract torsional forces on the bicycle rack.

A plurality of locking members may be incorporated corresponding to different rotational positions of the rotatable section 4. For example, a locking member may be incorporated at a position corresponding to the storage position (e.g. such that the locking member be received by a depression or orifice when the rotatable section 4 is in the storage position). A further locking member may be incorporated at a position corresponding to a position partway between the loading and storage positions (e.g. at 45°).

In some embodiments, the upward rotation from the loading to storage positions may be effected by a gas strut in place of the linear actuator. Because a gas strut exerts expansive pressure at all times, during loading a mechanical lock, such as one or more locking members, may be necessary to fix (e.g. hold) the rack in its loading position. An example of the above-described mechanical lock is shown in a further embodiment depicted in Figure 4, which will be described later in this document.

Referring back to Figures 1A and 1 B, the arrestor plates 10 are substantially planar structures, projecting away from their corresponding sockets 9, attached to crossmember 8 adjacent to the sockets. As such, they are configured to abut the rear wheels of a bicycles mounted by the adjacent socket, such that further rotation of the bicycle is prevented.

Power for the actuator may for example be provided by a battery of the vehicle to which the bicycle rack is fitted. The bicycle rack may include an electrical plug configured to engage with an electrical socket fitted to the vehicle (such connections are conventionally used for example for trailers and caravans). Alternatively, the bicycle rack 1 may be provided with its own battery.

In this embodiment, the bicycle rack 1 is substantially fabricated from hollow metal box section. A suitable construction may be manufactured from steel box section. Other suitable materials include other alloys (e.g. aluminium alloys), and composites. Hollow tube (e.g. having a generally circular cross-section), manufactured from any of the aforementioned materials, may otherwise be used. Moreover, components 8 and 9 may be substantially fabricated from hollow aluminum section, which offer ease of fabrication and strength at a reasonable weight. Components 8 and 9 may otherwise be manufactured from a composite material.

Figure 2 shows one of the sockets 9 in detail, and shows the manner in which a crank arm 20 is inserted into the socket. The socket 9 comprises a supporting member 22 which is fixed to the cross-member 8 (shown in truncated form) and further comprises an insert 24 which is received in the supporting member. The insert 24 may be formed as a single plastic structure. The insert 24, which may be formed by methods such as 3D printing or injection moulding, defines an opening 26 into which the crank arm 20 fits. The opening 26 may have a cross-sectional shape which is sized such that it can receive a conventional adult bicycle crank arm. For example, an opening 26 with a rectangular cross section of around 20 x 40mm would be suitable to receive a crank arm of an adult bicycle. A slot 28 is provided on one side of the insert 24. The slot 28 extends from the opening 26 and partway along the insert (extending towards the cross-member 8). A corresponding slot 30 is formed in the supporting member 22. The slot 28 in the insert is sufficiently wide to accommodate a pedal axle 32. This allows a pedal to project from the socket 9 (i.e. from the supporting member 22 and insert 24). The slot 28 may have a length which is sufficient to receive a substantial portion of a bicycle crank arm without the socket 9 coming into contact with a frame or chain rings of the bicycle. The slot 30 in the supporting member 22 may have the same dimensions as, or be larger than, the slot 28 of the insert 24.

The supporting member 22 is formed from hollow steel box section. The supporting member 22 may otherwise be formed from aluminium or composite box section. The insert 24 may be formed such that it is a slip fit inside the supporting member 22. This may be achieved by sizing the outer surface of the insert 24 such that it has substantially constant cross-section consistent with the inner cross-section of the supporting member 22. Advantageously, this arrangement allows rapid production, secure mounting and easy “toolless” replacement, should damage occur. The insert 24 may be further secured by means of one or more bolts or screws configured to resist extraction of the insert from its supporting member 22.

Further advantageously, by virtue of the friction fit attachment, non-standard crank dimensions can be accommodated for readily, by swapping the insert to one of an appropriate configuration. For example, a child's bicycle is likely to have smaller crank arms, and an insert with a shorter slot 28 may be used. In the case of a child’s bike, the opening 26 may also be of a smaller cross-sectional area.

Figures 3A and 3B show the bicycle rack 1 in the loading position (i.e. with the actuator 3 contracted). The bicycle rack 1 is advantageously configured such that in the low position, a bicycle may be mounted without lifting it: by pushing the bicycle with a suitably-oriented crank arm 20 towards the bicycle rack 1 . For adult bicycles a suitable height for the sockets might be around 600-700mm above the base (when in the loading position), given that standard towbars are around 350mm above the ground. In Figure 3A the front wheel of the bicycle has been raised, and crank arm is oriented towards an outward-facing socket 9 of the bicycle rack. In Figure 3B, the crank arm has been received by the socket 9. In this position the bicycle's centre of gravity exerts a moment about the crank axle, causing the rear wheel to pivot toward the arrestor plate 10. The arrestor plate 10 prevents further movement of the rear wheel, the rear wheel abutting the arrestor plate. The bicycle has thus been received by the bicycle rack.

The bicycle may be further secured by two straps around the wheel and crank arm. The strap may be a ribbon of elastomeric material perforated at regular intervals along its length by holes. These straps may be attached to the arrestor plate 10 and supporting member 22 by a first end. In order to fasten the straps, the arrestor plate 10 and the supporting member 22 may additionally comprise a projecting knob or hook. In use, a second end of the strap is stretched around the wheel or crank arm, such that the hole is anchored by the projecting knob or hook. The resulting tension in the strap provides a securing force. The arrestor plate strap may be threaded between adjacent wheel spokes to secure the wheel. The supporting member strap may be wound around the crank arm such that it interferes with any substantial pedal axle movement, thereby securing the crank arm in the socket.

The actuator is then extended to the extended position, lifting the bicycle upward and inward with respect to the motor vehicle, and securing it, as shown in Figure 3C. The bicycle rack 1 is now in the storage position. When the bicycle rack is in the storage position, the socket 9 is oriented generally upward, preferably at an angle of less than 45° to the vertical. The angle is set by the preference that in the loading position the sockets should be substantially parallel to the ground (i.e. horizontal) to ease loading as described above. The weight of the bicycle pushes the bicycle crank arm downwards into the socket 9, thereby holding the bicycle in the socket.

When unloading bicycle rack 1 , the rotatable section 4 is lowered by contraction of the actuator 5, bringing the bicycle rack to the loading position. The socket 9 is oriented generally outward and substantially parallel to the ground. The bicycle can then be rolled out of the bicycle rack 1 .

The base 2 may additionally be provided with wheels as depicted in Figures 3A-C. In the embodiment of Figures 3A-C, the base is provided with four wheels 33a, b. The base has a proximal end adjacent to the towing connection or interface, and a distal end opposite facing outward in the same sense as the sockets 9. One pair of wheels 33a is provided at the distal end of base 2. Another pair of wheels 33b is provided such that one is substantially located at the distal end of the base and the other at the proximal end. The two wheel-pairs are arranged such that their axes of rotation are perpendicular to each other, to facilitate transport by rolling in multiple orientations. In other embodiments, a single pair of wheels may be provided on the base.

The embodiment depicted in Figures 3A-C has a rotatable section 4 with an axis of rotation substantially perpendicular to the forward-reverse direction of the vehicle. Described another way, the rotatable section 4 is rotatable towards, and away from, a rear of the vehicle to which the bike rack 1 is mounted. In alternative embodiments, the rotatable section 4 may be pivotally connected to the base such that its axis of rotation is substantially parallel to the forward-reverse direction of the vehicle. Described another way, the rotatable section 4 may be rotatable in a plane at a substantially constant offset from the rear of the vehicle to which the bike rack 1 is mounted (e.g. rotatable in a plane generally parallel to the rear of the vehicle). Bicycles may thus be positioned at -90° to the vehicle (e.g. as opposed to that shown in Figures 3A-3C). Such an arrangement allows bicycles to be loaded and stored in the manner described above in connection with Figures 3A-C, with the difference being that the bicycle be pushed towards the bike rack 1 from the side of the vehicle (e.g. be side-loaded, from the left or right). Advantageously, such an arrangement reduces the protrusion of the stored bicycle from the vehicle. Loading is therefore more straightforward in confined spaces (e.g. where the rear of the vehicle is proximate a wall or other structure). It may be possible to store additional bicycles on the rack using the side-loaded embodiment.

Turning to Figure 4, a perspective view of part of a bicycle rack 101 according to another embodiment is provided. The bicycle rack 101 shares many features in common with bicycle rack 1 shown in the earlier Figures, and only the differences will be described. Features shared in common with the earlier embodiment are labelled by like reference numerals incremented by 100 in Figure 4. In addition to features already described in relation to bicycle rack 1 , bicycle rack 101 is provided with a mechanical lock comprising a first (lower) locking member 40 and second and third locking members 42, 44. Second and third locking members 42, 44 may be described as a pair of upper locking members. Also shown in Figure 4 is an orifice 50 which cooperates with the second locking member 42 when the rotatable section 104 is in the storage position. First and second base upright members 46, 48, which extend from the base 102, are also shown. Figure 4 depicts the bicycle rack 101 in its loading position. In the loading position, the first locking member 40, when actuated, forms a fixed mechanical connection with a corresponding orifice (obscured from view in Figure 4). This interaction releasably secures the bicycle rack in the loading position. In this embodiment, the locking members 40, 42, 44 are T-handle plungers, so the mechanical connection is achieved by releasing the plunger to engage with the corresponding orifice (when the rotatable section 104 is aligned accordingly). Such a loading position lock is advantageous because rotation of the rotatable section 104 of bicycle rack 101 is actuated by a gas-strut. The (obscured) orifice corresponding to locking member 40 is similar to the orifice 50 (albeit provided in a different position). Orifice 50 is configured to receive the second locking member 42 when the rotatable section 4 is in the storage position. The combination of second and third locking members 42, 44 may be described as a pair, and advantageously reduce the torsional loading transmitted through the bicycle rack 101 . The third locking member 44 is substantially the same as the second locking member 42, albeit provided in a different position. Second and third locking members 42, 44 are disposed on respective first and second base upright members 46, 48.

As described above, the rotatable section 104, and so bicycle rack 101 more generally, can be releasably secured in either of the loading or storage positions by selective actuation of the locking members 40, 42, 44. The first locking member 40 is actuated (e.g. received by the orifice 50) to releasably secure the rotatable section 104 in the loading position. The second and third locking members 42, 44 are actuated to releasably secure the rotatable section 104 in the storage position. It will be appreciated that the locking members 40, 42, 44 may need to be actuated (e.g. withdrawn from respective orifices) in order to rotate the rotatable section 104.

The first locking member 50 is advantageously mounted to a bracket 52. The bracket 52 defines a lower limit of travel of the rotatable section 104. The bracket 52 is preferably coupled to the base 102. The bracket 52 may be defined by angled bar. The bracket 52 may be described as a catch. The bracket 52 engages the arm 105b when the rotatable section 104 is in the loading position shown in the illustrated embodiment.

A pair of wheels 133a is provided on the base 102. The connections between the arms 105a, 105b and the base 102 are pivoting connections 113c. Although the bicycle is secured by bicycle racks 1 , 101 its handlebars, fork and front wheel are able to pivot freely. This may be undesirable. For example, if multiple bicycles are being held by the bicycle rack then the handlebars and/or front wheels of the bicycles may bump into each other. Therefore, the handlebars may be secured by means of a device comprising an extendable or telescoping beam with two gripping devices at either end. The gripping devices may be similar in configuration to chemical laboratory retort clamps, having a set of opposed jaws tightened by means of a screw. In use, the gripping devices are tightened to the handlebars and seatpost, securing the handlebars (i.e. preventing movement of the handlebars). Advantageously, the variable length of the device allows compatibility with different sizes and geometries of bicycle.

The present invention reduces the manual exertion involved in storing bicycles on motor vehicles. The is no need for a user to lift the bicycle when mounting the bicycle to the bicycle rack. This is particularly advantageous in the case of 'e-bikes which are of substantial weight.

Because the inserts are removable from the sockets, this advantageously allows the bicycle rack to be used to carry other equipment. For example, the inserts suitable for bicycles may be replaced with insert configured to receive skis, or configured to receive surfboards, etc. In general, inserts configured to receive different types of equipment may be used.

The above-described bicycle racks 1 , 101 are largely fabricated from steel box section due to its load-bearing properties and ease of fabrication. However, alternative materials and shapes could be used. Suitable materials include steel alloys, aluminium alloys, polymers, composites or any other materials having good load bearing characteristics. With regard to shape, other beam cross sections may be suitable, such as tubing or I- beams.

The depicted bicycle racks 1 , 101 are of a particular structural configuration, having two pivoting arms 5a, b, 105a, 105b connected to a cross-member 8. It will be appreciated that different configurations may be constructed which achieve the same effect. For example, a rotatable section comprising three or more pivoting arms each terminating in a socket could conceivably load and store three or more bicycles. Such a configuration has significantly disadvantageous aspects, namely that, in the absence of any cross members, the structure would lack (lateral) rigidity and require multiple actuators. In another example, a cross member may be provided partway down the arms.

The depicted bicycle rack 1 has three sockets. However, it is also possible to vary the number of sockets from one to any practical number (e.g. 2 to 6). The only limit being imposed by practical considerations of road transport, such as lane width.

The socket inserts may be constructed from plastic. Alternately the inserts may be formed from steel or other material. The sockets may be formed as single piece components (i.e. for use without a removable insert). This may be done for example by welding or stamping equivalent receiving structures into the supporting member.

Indeed, any structure capable of receiving a crank arm such that a first and second end of the crank arm are restricted from moving relative to each other would fulfil the same purpose of capturing the bicycle. For example, a wire frame could be constructed in a manner to capture the pedal axle end and the bottom bracket end, achieving substantially the same result as the above-described embodiments.

Whilst the presently-described embodiments comprise a linear actuator or gas strut, rotation may also be effected by other electrical, hydraulic or pneumatic devices such as a servomotor. Alternatively, rotation might be effected manually by the user. In case of manual operation, mechanical devices which may employ mechanical advantage would reduce the degree of physical strength required to lift the device, such as a pulley system or geared ratchet.

The utility of the present invention is, moreover, not limited to motor vehicle mounting. By mounting the present invention in a stationary situation, such as a wall, it also fulfils a role as a stationary bicycle rack for storage.

It will be appreciated by one of ordinary skill in the art that the invention has been described by way of example only, and that the invention itself is defined by the claims. Numerous modifications and variations may be made to the exemplary design described above without departing from the scope of the invention as defined in the claims.