FIELD OF THE TECHNIQUE

The present invention relates to a cargo vehicle. In particular, the present invention relates to a Pedal-operated cargo vehicle configured to support at least one load, advantageously intended to be used for transporting objects of any type and/or people in addition to the driver.

The present invention therefore finds advantageous use in the technical sector of the production, marketing and distribution of pedal vehicles, in particular of pedal-operated vehicles and even more particularly of pedal-operated cargo tricycles or quadricycles, preferably but not necessarily electrically assisted.

STATE OF THE ART

Many different models of pedal cargo vehicles are known in the reference technical sector (also known, in the technical jargon of the sector, with the term "cargo bike") designed for the transport of people and/or things in addition to driver.

These pedal cargo vehicles are generally equipped with a support frame to which wheels are rotatably constrained, which can be rotated about a horizontal rotation axis to make the pedal vehicle advance on the ground.

Pedal-operated vehicles normally comprise at least one saddle configured to support the driver in a seated position and at least one control handlebar mechanically connected to a steering wheel for controlling the rotation of at least one front wheel.

In a per se known manner, pedal cargo vehicles comprise actuation pedals, provided at and below the seat and mechanically connected, by means of a transmission known to those skilled in the art, to at least one of the aforementioned wheels and are configured to be operated by the rotating driver to advance the pedal vehicle.

Pedal-operated vehicles normally comprise three wheels, of which two rear wheels, placed laterally flanked to the support frame and configured to rotate around the same horizontal rotation axis, and at least one central front wheel or two front wheels, also arranged they are placed side by side to the support frame and aligned to rotate around the same axis of horizontal rotation.

Known type pedal cargo vehicles comprise at least one loading platform, mechanically mounted on the support frame and provided with at least one substantially horizontal bottom wall intended to support said at least one load.

Generally, the loading platform can be provided in front of the seat. However, this is not fully satisfactory if it is necessary to transport bulky loads, even consisting of a large quantity of small packs, since, as it is not possible to create a stack that is too high which would prevent the driver from seeing, it is necessary to create a loading platform with a high horizontal extension, with consequent problems of bulk and driveability of the vehicle.

The cargo bed of a Pedal-operated cargo vehicle is configured to support very heavy loads, even over several tens of kilograms in addition to the driver. The heavy weight load that can be transported by the known type pedal cargo vehicles inevitably leads to a mechanical stress on the support frame and on the wheels.

In order to at least partially obviate this drawback, the implementation of shock absorbing means mechanically interposed between the loading platform and at least the wheels rotatably constrained therein is known. However, the known pedals cargo vehicles with have a plurality of drawbacks.

In particular, in order to ensure adequate mechanical resistance, which allows to transport loads even higher than 300kg, the vehicles themselves, and in particular the corresponding frames, are often excessively heavy, thus requiring a high force to be handled. This is added to the weight of the load, and therefore requires a considerable effort on the part of the user and/or a high energy consumption if an electric motor is present.

In order to overcome this drawback, cargo vehicles made of tubes wrapped in light and resistant materials such as glass fiber are known.

However, even these solutions are not fully satisfactory as they are in any case excessively heavy and/or insufficiently resistant from a mechanical point of view.

Furthermore, the transport of heavy loads requires a considerable effort on the part of the user, in particular on uneven and/or uphill soils.

This can be partially solved in the case of pedal assisted cargo vehicles, which include an electric motor. However, even this solution is not fully satisfactory as, again due to the heavy load, the electric motor is subjected to a considerable effort, and therefore consumes large quantities of electricity, thus limiting its autonomy and/or forcing the installation of high speed batteries capacities, which are expensive and/or cumbersome.

GB2584919 describes a rear-wheel drive and rear-load cargo bike in which the frame can be made, at least in part, of carbon fiber. However, this solution is not fully satisfactory since the frame is made by means of a plurality of different pieces which must be suitably associated with each other, thus increasing the construction complexity and the risk of breakage.

US2020/0216135 describes a front load cargo bike in which the frame can be made, at least partially, in carbon fiber. However, this solution is not fully satisfactory since the forward position of the load prevents the transport of bulky objects since they would prevent the driver from having clear visibility.

CN1116173 discloses a bicycle with a rear rack that can be made at least partially of carbon fiber. However, this solution is not fully satisfactory as this type of bicycle cannot be used to carry large loads since the luggage rack is too high, and consequently presents evident stability problems.

OBJECTS OF THE INVENTION

The object of the invention is to propose a pedal cargo vehicle, which allows to solve, all or at least in part, the drawbacks present in the prior art mentioned above. A further object of the invention is to propose a Pedal-operated cargo vehicle which is easy, quick and economical to manufacture.

A further object of the invention is to propose a Pedal-operated cargo vehicle which has a high mechanical resistance.

A further object of the invention is to propose a Pedal-operated cargo vehicle that can be used to carry bulky and/or heavy loads.

A further object of the invention is to propose a Pedal-operated cargo vehicle which has reduced consumption.

A further object of the invention is to propose a Pedal-operated cargo vehicle which can be easily driven even by an inexperienced and/or physically untrained user. A further object of the invention is to propose a Pedal-operated cargo vehicle that can be used on uneven terrain and/or in areas that are not flat and have ups and downs.

A further object of the invention is to propose a Pedal-operated cargo vehicle which can be transported easily in conditions of non-use.

A further object of the invention is to propose a Pedal-operated cargo vehicle that can be stored efficiently.

A further object of the invention is to propose a Pedal-operated cargo vehicle which is an improvement and/or alternative with respect to traditional solutions.

SUMMARY OF THE INVENTION

All these objects, both individually and in any combination thereof, and others which will result from the following description, are achieved, according to the invention, with a Pedal-operated cargo vehicle according to claim 1.

In particular, the present The invention relates to a pedal-operated cargo vehicle 1 of the type configured to carry a user and a load which can preferably consist of goods, configured to carry loads over 100 kg in addition to the driver, and preferably over 300 kg comprising:

- a support frame 2, - at least one wheel 62, 62’, on which the vehicle 1 rests, and associated with said support frame 2,

- locomotion means 12, configured to be operated by the user and to allow the movement of the vehicle 1 , and associated with said support frame 2, - a handlebar 6 configured to be operated by the user, and connected to said at least one wheel 62 in order to allow steering of the vehicle 1 ,

- a saddle 4 configured to accommodate a user in a seated position,

- a surface 241 A configured to accommodate the load to be transported, and characterized in that said support frame 2 is made, at least partially, of carbon fiber. Advantageously, said support frame 2 is composed of two monocoque portions 22, 24 made of carbon fiber.

Advantageously, said portions 22 and 24 are associated in the direction of advancement of the vehicle itself, thus defining a front portion 22 and a rear portion 24, and that said surface 241 A is defined in said rear portion 24, while said locomotion means 12 said saddle 4 and said handlebar 6 are associated with said front portion 22.

Conveniently, said front portion 22 and said rear portion 24 are connected in a stable and reversible manner in a rear position with respect to the position 222 held by the user when driving the vehicle 1 .

Advantageously, said front portion 22 and said rear portion 24 are associated by means of screws 9 positioned inside suitable holes 223, 248 obtained in a connecting portion 226 present in said front portion 22 and a further connecting portion 246 defined in said portion rear 24.

Advantageously, in each portion 22, 24 there are several holes 223, 248 considering the number of screws 9 necessary to obtain a stable connection between said front portion 22 and said rear portion 24, and that said holes 223 248 are arranged along at least one row along the longitudinal direction of the vehicle 1 , in order to allow the modification of the distance between said two portions 22, 24.

Conveniently, said front portion 22 is associated with two wheels 62, and/or said rear portion 24 is associated with two further wheels 62’. Preferably said locomotion means 12 comprise two pedals 121 , and/or an electric motor, substantially defining the vehicle 1 as a pedal assisted vehicle.

Advantageously, each wheel 62, 62’ is equipped with an independent damping element 5, 5'.

Advantageously, the rear wheels are associated with said rear portion 24 by means of a corresponding leaf spring cushioning element, preferably made entirely of carbon fiber embedded in an epoxy resin. Advantageously, the Pedal-operated cargo vehicle is characterized in that it is front-wheel drive.

DESCRIPTION OF THE FIGURES

The present invention is further clarified hereinafter in a preferred embodiment thereof reported for purely illustrative and non-limiting purposes with reference to the attached drawing tables, in which:

Figure 1 shows a perspective view from above Pedal-operated cargo vehicle according to the invention with the two separate portions,

Figure 2 shows it with the two separate portions in side view,

Figure 3 shows it in a perspective view from above with the two portions joined,

Figure 4 it shows with the two portions joined in side view,

Figure 5 shows a shock absorber element of the cargo vehicle in side view,

Figure 6 shows it in a perspective view, and

Figure 7 shows it in an exploded perspective view.

DETAILED DESCRIPTION OF THE INVENTION AND OF SOME OF ITS PREFERRED EMBODIMENTS

As it clearly appears from the figures, the present invention relates to a pedal vehicle configured to support at least one load.

A Pedal-operated cargo vehicle means a vehicle whose movement is entrusted at least partially, and preferably predominantly, to the actuation by a user of pedals with which the vehicle is provided.

Conveniently, the vehicle according to the invention can be intended to be used for the transport of objects of any type and/or people in addition to the driver.

In particular, a pedal vehicle according to the present invention has been indicated as a whole with the reference 1. The Pedal-operated cargo vehicle 1 is of the type configured to carry a user and a load which preferably can consist of goods, and is preferably configured to carry loads over 100 kg in addition to the driver, and more preferably over 300 kg.

The Pedal-operated cargo vehicle 1 object of the present invention can advantageously be used by a user to move and at the same time to transport at least one load, such as for example one or more objects.

Preferably, the Pedal-operated cargo vehicle 1 object of the present invention is part of a type of pedal vehicle known in the technical jargon of the sector with the term "cargo bike", ie cargo bicycles. Conveniently, as is clear from the figures, the Pedal-operated cargo vehicle 1 is configured to transport the load in a rear position, with respect to the direction of travel, with respect to the user who operates the pedals and/or drives the vehicle.

The Pedal-operated cargo vehicle 1 , suitably usable for the transport of people and/or things, according to the present invention comprises a support frame 2.

The support frame 2 is advantageously made of light and resistant material, and in particular comprises fibers of carbon, and more particularly it is made of carbon fiber, that is, it consists only of carbon fiber and an impregnating epoxy resin. In particular, the frame can be constituted by an overlapping of unidirectional carbon fiber panels/sheets suitably overlapped, i.e. overlapping so that the main direction of the overlapping panels/sheets fibers is parallel or suitably angled in order to obtain the desired mechanical strength characteristics.

Conveniently, therefore, the frame 2 can be made starting from at least one suitable mold which is traditionally filled with the sheets of carbon fiber impregnated in a resin, preferably epoxy, and which is subjected to suitable forming processes at high temperature and pressure.

Advantageously, the support frame 2 can comprise, and preferably consist of, two separate portions 22, 24, each made of monocoque carbon fiber. In particular, the front portion 22 consists of a carbon fiber monocoque and the rear portion 24 consists of a further carbon fiber monocoque. More in detail, therefore, each portion 22, 24 can be made by using a corresponding mold. Preferably, each portion can be made by using a single corresponding mold, ie each portion can have no points in which different parts of the same portion are joined for example by gluing and/or welding, for example after the molding process. In particular, the front portion 22 can be configured to transport the user of the vehicle 1. Therefore, the front portion can define a driving position 222, configured to accommodate the user in a seated position. In particular, in correspondence with said driving position, a saddle 4 can be associated with the front portion 22 of the support frame 2, for example by inserting a special tubular firmly applied to the saddle itself in a special seat 224 positioned in correspondence with the driving position 222, and in particular in the seat tube 225.

The vehicle 1 comprises at least one front wheel 62 and at least two rear wheels 62’, on which the vehicle (1) rests, and associated with said support frame 2.

Furthermore, a handlebar 6 can be associated with the front portion 22 of the support frame 2, which allows the driving of the vehicle 1. Advantageously, the handlebar 6 can be connected to at least one front wheel 62, and preferably to two front wheels 62, both positioned substantially in the front position of the vehicle 1. In particular, the handlebar 6 can be connected to the front wheel(s) 62 by means of the headset 63 in such a way to be able to modify the orientation of the rotation plane of the wheels themselves in order to modify the direction of advancement of the vehicle 1.

On the front portion 22 of the support frame 2 are mounted:

- a saddle 4 configured to accommodate a user in a seated position,

- the handlebar 6 configured to be operated by the user, and connected to said at least one front wheel 62 by means of a headset 63 in order to allow steering of the vehicle 1 ,

- locomotion means 12 which are configured to be operated by the user in order to allow the movement of the vehicle 1.

Conveniently, the handlebar 6 can be connected to the wheel(s) through one or more suspension means, for example at least one element spring shock absorber 5. Advantageously, a spring shock absorber element 5 can be present for each front wheel 62. Conveniently, the front wheels 62 can be connected to the front portion 22 of the frame 2 through spring shock absorbing elements 5.

Conveniently, the headset 63 can traverse the steering tube 227 of the support frame 2.

The front portion 22 of the support frame 2 therefore comprises a seat tube 225 and a steering tube 227 which are connected by an upper tube 228 and a cross tube 229. Suitably the steering tube 227 can have a substantially greater vertical extension than seat tube 225.

Conveniently, the upper tube 228 can have a substantially longitudinal development, preferably with a substantially zig-zag shape.

Conveniently, the transverse tube 229 can have a substantially elongated shape, with a substantially trapezoidal section, in order to house the different components, as will be clear later.

Preferably, the steering tube 227 can have a substantially triangular section. Advantageously, the front wheels 62 can be connected in a substantially symmetrical manner to the sides of the steering tube 227. In particular, the headset 63 can therefore comprise a pair of crosspieces 631 which substantially define a triangle, in order to ensure greater stability. Furthermore, there may be a cross member 632 which connects to the front end of the steering tube 227. Advantageously, said pairs of cross members 631 and said cross member 632 allow the transmission of the steering from the handlebar 6 to the front wheels 62. In particular, therefore, the crosspiece 632 acts as a tie rod, while the pairs of crosspieces 631 act as supports.

Advantageously, the vehicle 1 can comprise disc brakes 32, suitably controlled by means of suitable levers 32’ present in correspondence with the handlebar 6. The vehicle 1 comprises a loading platform 241 comprising a surface 241A configured to accommodate the load to be transported. The rear portion 24 of the support frame 2 comprises the loading platform 241 and is associated with at least two rear wheels 62’.

Conveniently, the support frame 2, and in particular said rear portion 24 defines said at least one loading platform 241 equipped with said at least one upper surface 241 A intended to support at least one load and at least one lower surface 241 B facing in a substantially opposite direction with respect to the upper surface 241A.

In accordance with the preferential embodiment illustrated in the attached figures, the loading platform 241 has a substantially planar shape and is preferably associated with the front portion 22 behind the saddle 4 with respect to the direction of travel of the vehicle 1

Conveniently, the pedal vehicle 1 it also comprises two rear wheels 62’ rotatably associated with the rear portion 24 of the support frame 2 in correspondence with the loading platform 3. Therefore, in a preferred embodiment the vehicle 1 comprises four wheels, and in particular two front wheels 62 and two 62’ rear wheels.

In a preferred embodiment, therefore, the vehicle 1 is a quadricycle.

Advantageously, the pedal vehicle 1 comprises further damping means 5’ mechanically associated with said two rear wheels 62'. In a preferred embodiment, the further damping means 5’ can be of the type described in the Italian patent application 102021000008027, which is intended to be included here by reference. In particular, the further cushioning means 5’ can comprise at least one leaf spring cushioning element 7, and preferably a leaf spring cushioning element 7 for each rear wheel 62'. Advantageously, the damping elements 7 can be made of carbon fiber, and preferably they can be made only of carbon fiber embedded in a resin, preferably epoxy. Each leaf spring cushioning element 7 can be made, at least partially, of composite material comprising carbon fibers in order to improve its mechanical characteristics, and in particular its rigidity and breaking strength, while keeping the weight as low as possible.

Advantageously, the leaf spring cushioning element 7 is constituted by unidirectional carbon fiber immersed in an epoxy resin matrix.

Advantageously, the leaf spring cushioning element 7 comprises: - a substantially arched elongated main body 8,

- at least one elongated secondary body 9 which is constrained to said elongated main body 8 and which is configured to increase the overall elastic modulus of said leaf spring cushioning element 7. Advantageously, the leaf spring cushioning element 7 can comprise a plurality of secondary bodies 9 mechanically constrained to the main body 8 configured to adapt the resistance to failure of the leaf spring itself.

In particular, the dimensions of the secondary bodies 9 - ie the thickness and length - and/or their number can be varied in order to obtain the mechanical properties required for the leaf spring 7, and more particularly at least one of breaking strength, rigidity longitudinal and/or torsional.

Advantageously, the elongated main body 8 is entirely and exclusively made of unidirectional carbon fibers embedded in epoxy resin. Conveniently, the carbon fibers can be oriented along the longitudinal direction of the main body 8. Advantageously, this allows to obtain considerable advantages as regards the resistance of the main body to bending, as well as to shear forces. Furthermore, the use of carbon fibers allows to obtain lower weights compared to glass fiber, as well as greater rigidity, which is necessary in a structural component such as a leaf spring.

Conveniently, in another possible embodiment, the main body 8 can be made of a composite material comprising at least partly unidirectional carbon fibers.

The main body 8 is endowed with high mechanical resistance, low density (from which the advantageous low weight derives), thermal insulation, resistance to temperature variations and to the effect of chemical agents, good flame retardant properties.

Conveniently, the main body 8 is made by molding. For the realization of the main body 8 in carbon fibers, the latter are advantageously first woven into cloths of carbon fabric and, once placed in place, they are immersed in the mold. Conveniently, a plurality of carbon fiber cloths can be used for each main body 8.

Advantageously, the leaf spring cushioning element 7 can comprise at least one elongated secondary body 9 attached to the elongated main body 8 and configured to increase the elastic modulus of the cushioning element 7. Conveniently the number and/or thickness of each secondary body 9 can be used to adjust the elastic response of the damping element 7.

Advantageously, said at least one secondary body 9 can be entirely and exclusively made of unidirectional carbon fibers embedded in epoxy resin. Conveniently, the carbon fibers can be oriented along the longitudinal direction of the secondary body 9. Conveniently, in another possible embodiment, said at least one secondary body 9 can be made of a composite material comprising at least partly unidirectional carbon fibers. Conveniently, each secondary body 9 is endowed with high mechanical strength, low density (from which the advantageous reduced weight derives), thermal insulation, resistance to temperature variations and to the effect of chemical agents, good fireproof properties.

The secondary body 9, in the rest configuration, advantageously defines a concavity congruent with the concavity defined by the main body 8.

More in detail, the secondary body 9 has a linear extension lower than the linear extension of the main body 8 and is mechanically constrained for all this linear extension to the external surface of the main body 8 itself.

Conveniently, the secondary body 9 is arranged in a substantially central position of the main body 8, ie substantially equidistant with respect to the first and second ends 8, 8’ of the main body 8.

Conveniently, the secondary body 9 is made by molding. For the realization of the secondary body 9 in carbon fibers, the latter are advantageously first woven into cloths of carbon fabric and, once placed in place, they are immersed in the mold. Conveniently, a plurality of carbon fiber cloths can be used for each secondary body 9.

Preferably, the secondary body 9 is made in the same mold in which the main body 8 is made. In this way, the secondary body thus made will be substantially equipped with the same shape and curvature as the main body 8, allowing their precise mechanical coupling.

Conveniently, the cushioning means 5 comprise at least one leaf spring cushioning element 7 as described above, which is mechanically connected below the lower surface 241 B of the loading platform 241 , is rotatably connected to each rear wheel 62’ and can comprise a body main 8 elongated, which is made at least partially of carbon fiber and is elastically yielding to cushion the weight of said load on said loading platform 241.

In this way, the pedal vehicle 1 according to the invention is equipped with means of cushioning 5 constructively simple and completely reliable, since the cushioning element 7 is mechanically simple and easy to assemble.

Furthermore, the provision of suitably making the leaf spring cushioning element 7 in carbon fiber makes the cushioning means 5 light and comfortable, reducing the overall weight of the vehicle 1 according to the invention.

Advantageously, the leaf spring cushioning element 7 can be of the elliptical type. In accordance with the preferential embodiment illustrated in the attached figures, the cushioning means 5 comprise at least two leaf spring cushioning elements 7, mechanically connected below the lower surface 241 B of the loading platform 241, arranged parallel to each other and side by side and configured to support mechanically and rotatably two corresponding rear wheels 62’.

The main body 8 suitably elongated defines a concavity, facing the lower surface 241 B of the loading platform 241 and on which concavity the two rear wheels 62’ are rotatably constrained.

Preferably, the elongated main body 8 extends between a first end 8’ pivoted to the lower surface 241 B of the cargo bed 241 and a second end 8" connected to the lower surface 241 B of the cargo bed 241 by at least one connecting rod 18 configured to allow a roto-translational motion of the second end 8” at least when the elongated main body 8 yields elastically.

In use, the first end 8’ and the second end 8" of the elongated main body 8 are arranged at a greater height, starting from the ground, with respect to the center of the main body 8 itself, or rather with respect to the center of the aforementioned concavity In accordance with the preferential embodiment illustrated in the attached figures and with particular reference to the attached figure 241 , the leaf spring cushioning element 7 can be moved elastically between a configuration at rest, in which it has a substantially arched shape equipped with a first linear distance D between the first 8’ and the second end 8", and a load configuration in which it has a substantially rectilinear shape with a second linear distance between the first 8' and the second end 8” greater than the first linear distance L, for absorb the weight of the load.

More in detail, the leaf spring cushioning element 7 of the cushioning means 5 is configured to yield elastically to absorb the weight of the load arranged on the loading platform 241 . In other words, the main body 8 yields elastically and is automatically moved by the configuration at rest to the load configuration, in which its shape varies to absorb the weight force of the weight of the load by means of its elastic expansion.

Conveniently, in order to allow the aforementioned roto-translation of the second end 8” of the elongated main body 8 during the movement of the latter between the storage configuration and the loading configuration, the at least one connecting rod 18 is equipped with a length L substantially equal to the difference between the second linear distance between the first 8’ and the second end 8" in the load configuration and the first linear distance D between the said first 8' and the second end 8” in the rest configuration.

Advantageously, the damping means 5 comprise two connecting rods 18 arranged parallel and spaced apart, both configured to allow the aforementioned roto- translation of the second end 8” of the elongated main body 8. In accordance with the preferential embodiment illustrated in the attached figures, the damping means 5 comprise at least a first bracket 14, which is on one side rotatably constrained to the first end 8’ of the main body 8 and on the other is mechanically fixed to the surface 241 B of the loading platform 241. More in detail, the first bracket 14 is equipped with a fork 15 arranged around the first end 8’ of the main body 8. The first end 8' is equipped with a first through hole 17, aligned with corresponding first openings 15’ of the fork 15 of the first bracket 14.

The first hole 17 of the first end 8' of the main body 8 of the leaf spring 7 and the first openings 15’ of the fork 15 of the first bracket 14 are engaged by a first pin 16, such as for example a screw, which allows relative rotation between the first end 8’ of the main body 8 and the first bracket 14 itself.

With particular reference to the attached figure 5, the cushioning means 5 further comprise a first bearing 20 housed inside the first hole 17 of the first end 8’ of the main body 8. The first bearing 20 is crossed by the first pin 16 and allows a substantially friction less rotation.

The first pin 16 therefore defines a first rotation axis X, which, with the vehicle 1 in use, is substantially horizontal.

Conveniently, the first bracket 14 can comprise a first fastening wall 19 mechanically fixed to the lower surface 241 B of the loading platform 241. For example, the first fastening wall 19 of the first bracket 14 can be fastened to the loading platform 241 by means of screws or by welding or other fixing means known per se to those skilled in the art.

In this way, the first bracket 14 of the damping means 5 allows a rotation between the first end 8’ of the main body 8 of the damping element 7 and the loading platform 241 of the vehicle 1 .

Conveniently, in accordance with the embodiment preferentially illustrated in the accompanying figures, the damping means 5 comprise at least a second bracket 21, which is rotatably constrained by a part to the second end 8” of the main body 8, in particular by means of the aforementioned at least one connecting rod 18, and by another is mechanically fixed to the lower surface 241 B of the loading platform 241.

More in detail, the second bracket 21 is rotatably constrained to at least one and preferably to two connecting rods 18, by means of at least a second pin 22.

The second pin 22 defines a second rotation axis Y, advantageously parallel to the first rotation axis X and, with the vehicle 1 in use, is substantially horizontal. More in detail, the two connecting rods 18 are rotatably constrained to the second bracket 21 substantially defining a fork portion. This fork portion conveniently wraps laterally the second end 8” of the main body 8.

Each connecting rod 18 is advantageously provided with two corresponding first engagement holes 23 spaced apart by the aforementioned length L substantially equal to the difference between the second linear distance between the first 8 and the second end 8” and the first linear distance D between the first 8 and the second end 8”.

Advantageously, a first engagement hole 23 of each connecting rod is rotatably constrained to the second bracket 21 and the second engagement hole 23’ is rotatably constrained to the second end 8" of the elongated main body 8.

In order to allow a rotary connection between the second end 8” and the second bracket 21 of the cushioning means 5, the second end 8” is equipped with a second through hole 17’, aligned with corresponding second engagement holes 23' of at least one (and preferably two) connecting rods 18. The second hole 23’ of the second end 8" of the main body 8 of the leaf spring 7 and the second engagement holes 23' of the at least one connecting rod 18 are engaged by a third pin 24 , such as for example a screw, which allows relative rotation between the second end 8” of the main body 8 and the at least one connecting rod 18.

Advantageously, the third pin 24 defines a third rotation axis Z, substantially parallel to the first rotation axis X and to the second rotation axis Y. Furthermore, with the vehicle in use, the third rotation axis Z is substantially horizontal.

In this way, the at least one connecting rod 18 is rotatably constrained on one side by the second end 8” of the main body 8 and on the other by the second bracket 21.

In this way, following the exertion of a force on the floor of load 241 , the leaf spring cushioning element 7 is moved from the rest configuration to the working configuration and extends from an arched to a substantially extended configuration. In this situation, the first end 8’ of the main body 8 rotates around the first rotation axis X.

At the same time, the second end 8" of the main body 8 rotates around the third rotation axis Z. With the lengthening of the main body 8 of the leaf spring cushioning element 7, the at least one connecting rod 18 rotates around the second rotation axis Y, also dragging the second end 8” of the main body 8 in roto-translation.

More clearly, the second end 8" rotates around the third rotation axis Z and also rotates and translates around the second rotation axis Y for a length equal to the length L of the connecting rod 18. In this way, the variation in the distance D which occurs during the elastic yielding of the leaf spring cushioning 7 is compensated by the aforementioned roto-translational motion of the second end 8” of the main body 8.

With particular reference to the attached figure 7, the cushioning means 5 can also comprise a second bearing 25 housed inside the second hole 17’ of the second end 8" of the main body 8. The second bearing 25 is crossed by the third pin 24 and allows a substantially frictionless rotation around the third rotation axis Z.

Conveniently, the second bracket 21 can comprise a second fastening wall 27 mechanically fixed to the lower surface 241 B of the loading platform 241. For example, the second fastening wall 27 of the second bracket 21 can be fastened to the loading platform

241 by means of screws or by welding or other fixing means known per se to those skilled in the art.

The second bracket 21 of the cushioning means 5 advantageously allows a roto- translation between the second end 8” of the main body 8 of the leaf spring cushioning element 7 and the loading platform 241 of the vehicle 1. Furthermore, the second fixing 27 of the second bracket 21 preferably always remains constrained to the loading platform 241 without rotating, even during the elastic yielding of the main body 8, thanks to the presence of the at least one connecting rod 18 which compensates for the variation in distance D between the ends 8’, 8" of the main body 8 itself. Advantageously, the elongated main body 8 is entirely made of unidirectional carbon fibers embedded in epoxy resin. Conveniently, the carbon fibers can be oriented along the longitudinal direction of the main body 8. Advantageously, this allows to obtain considerable advantages as regards the resistance of the main body to bending, as well as to shear forces. Furthermore, the use of carbon fibers allows to obtain lower weights compared to glass fiber, as well as greater rigidity, which is necessary in a structural component such as a leaf spring.

Otherwise, the main body 8 can be made of a composite material comprising at least partly unidirectional carbon fibers. Conveniently, the main body 8 is made by molding. For the realization of the main body 8 in carbon fibers, the latter are advantageously first woven into cloths of carbon fabric and, once placed in place, they are immersed in the mold. Conveniently, a plurality of carbon fiber cloths can be used for each secondary body 9.

The main body 8 is endowed with high mechanical resistance, low density (from which the advantageous low weight derives), thermal insulation, resistance to temperature variations and to the effect of chemical agents, good flame retardant properties. Advantageously, the leaf spring cushioning element 7 can comprise at least one elongated secondary body 9 constrained to the elongated main body 8 and configured to increase the elastic modulus of the cushioning leaf spring 7. Conveniently the number and/or thickness of each secondary body 9 can be used to adjust the elastic response of the shock-absorbing leaf spring 7.

Conveniently, the secondary body 9 is mechanically fixed on an external surface 70, facing in the opposite direction with respect to the lower surface 241 B of the loading platform, that is, in use, it faces towards the ground.

The secondary body 9, in the rest configuration, advantageously defines a concavity congruent with the concavity defined by the main body 8.

More in detail, the secondary body 9 has a linear extension lower than the linear extension of the main body 8 and is mechanically constrained for all this linear extension to the external surface of the main body 8 itself.

Conveniently, the secondary body 9 is arranged in a substantially central position of the main body 8, i.e. substantially equidistant with respect to the first and second ends 8’, 8" of the main body 8.

Advantageously, the elongated secondary body 9 is entirely made of fibers of unidirectional carbon embedded in epoxy resin. Conveniently, the carbon fibers can be oriented along the longitudinal direction of the secondary body 9.

Conveniently, the secondary body 9 is made by molding. For the realization of the secondary body 9 in carbon fibers, the latter are advantageously first woven into cloths of carbon fabric and, once placed in place, they are immersed in the mold. Conveniently, a plurality of carbon fiber cloths can be used for each secondary body 9.

Preferably, the secondary body 9 is made in the same mold in which the main body 8 is made. In this way, the secondary body thus made will be substantially equipped with the same shape and curvature as the main body 8, allowing their precise mechanical coupling.

The secondary body 9 is endowed with high mechanical resistance, low density (hence the advantageous reduced weight), thermal insulation, resistance to temperature variations and to the effect of chemical agents, good flame retardant properties.

Advantageously, as clearly visible from figures 2 and 4, the rear wheels 62’ can be associated with said rear portion 24 so that the loading surface 241 is at a lower height than the top of the wheels themselves. Conveniently, in this way the stability of the cargo bike is guaranteed even in the presence of bulky and/or heavy loads.

The front portion 22 and the rear portion 24 are separated and are configured to be associated with each other in a stable and reversible manner. Advantageously, the front portion 22 and the rear portion 24 of the support frame 2 can be associated by means of screws. In particular, the front portion 22 comprises a flattened connecting portion 226 configured to abut a corresponding further connecting portion 246 defined on said rear portion 24. Preferably, therefore, said further connecting portion 246 is located in an upper position with respect to said position. The connecting portions 226, 246 can conveniently be configured so that the wheels 62, 62’, and in particular the respective fulcrums, are at the same level as the rear wheels 62', and in particular of the respective fulcrum. In particular, for this purpose the connecting portion 226 can be located at a substantially higher level than the central movement of the locomotion means, and in particular of the pedals 121.

Conveniently, the further connecting portion 246 can be defined by a plurality of holes 248 which are through and formed on the rear portion 24 of the support frame 2. In particular, said holes 248 preferably through holes can be positioned so as to be in correspondence with corresponding further holes 223 which are threaded, preferably blind, and are provided in said connecting portion 226. Conveniently, the holes can be sized so that the screws 9 are received inside the through holes 248 with the heads flush with the upper surface 241 A of the rear portion 24.

It is clear that the holes 248 can be threaded, while the additional holes 223 may pass through, allowing the insertion of screws d to the opposite side.

Conveniently there may be more holes 248 and more further holes 223 with respect to the number of screws necessary to obtain an effective connection between the front portion 22 and the rear portion of the frame 24. Conveniently in this way it is possible to fine-tune the distance between the two. portions 22, 24. Advantageously, the connecting portion 226 can be substantially defined by a horizontal tube which can substantially be positioned in correspondence with the rear sheath of a normal bicycle.

In a preferred embodiment the vehicle 1 can be front-wheel drive - ie the two front wheels 62 are connected to the locomotion means 12. In particular, the locomotion means can comprise a pair of pedals 121. In addition, the locomotion means locomotion 12 can comprise an electric motor (not shown), which can preferably deliver a torque which can be proportional to that imparted by the user to the pedals 121, ie it can be of the "pedal assisted" type. In an alternative embodiment, the electric motor can deliver a substantially constant torque, or proportional to the input of a suitable command, such as for example a button that can be positioned at the handlebar 6 of the vehicle 1.

The saddle 4, the handlebar 6 and the locomotion means 12 are all mounted on the same portion, ie the front portion 22, which is made/constituted in a carbon fiber monocoque, while the rear portion 24 - which includes the loading platform - is made/constituted in a different/further monocoque in carbon fiber. Conveniently, therefore, the frame 2 consists of two portions, each of which is made separately from the other in a corresponding monocoque in carbon fiber.

The locomotion means 12 advantageously further comprise at least one transmission (not illustrated in detail in the attached figures and per se well known to those skilled in the art) mechanically connected between the locomotion means 12 and at least one wheel, and in particular to at least a front wheel 62. Preferably, the transmission can mechanically connect the locomotion means 12 to both front wheels 62. Conveniently, the transmission can be of the shaft type or, more preferably, it can be a chain. Advantageously, the transmission can comprise a differential - not shown - which allows the front wheels to steer without generating undesirable friction.

Conveniently, the transmission can be single-gear, that is, it can have a reduction ratio of the rotation speed of the engine that is transmitted to the front wheels 62, which is fixed and/or unique. In particular, therefore, the transmission may not include a gearbox, in order to improve the efficiency of the electric motor.

Conveniently, the vehicle 1 can be equipped with a battery (not shown) which can be located inside the body of the frame 2, and preferably inside the body of the front portion 22 of the frame 2. Advantageously, the battery can be connected to an alternator (not shown), in turn connected with the front wheels 62, and possibly with the rear wheels 62’ in order to recover energy during braking.

Conveniently, the battery is configured to power further electric and/or electronic devices that can be associated with the vehicle 1 , for example a satellite navigator 11, or a light 13.

As is clear from what has been said, the cargo vehicle according to the invention is particularly advantageous as it can be made in a simple and economical way, while allowing a high load capacity in conditions of safety and stability and maintaining excellent performance in terms of speed and autonomy.

In particular, unlike that described in GB2584919, the cargo vehicle according to the present invention minimizes the number of junction points between the pieces that make up the frame, thus reducing the possible points of breakage and/or wear of the frame itself.