FOR A PERSONAL MOBILITY DEVICE

BACKGROUND

[0001] In urban centers, vehicles such as cars may contribute to and suffer from congestion and gridlock. Waiting in traffic may cost occupants time and fuel. Furthermore, parking may not be available near an occupant's final destination. The occupant must travel the remaining distance from a parking location for the vehicle to the final destination, which is sometimes referred to as the last-mile problem.

[0002] Personal mobility devices, such as bicycles, are often transported with vehicles. Packaging personal mobility devices in or on a vehicle during transportation creates difficulties, especially with relatively small vehicles.

BRIEF DESCRIPTION OF THE DRAWINGS

[0003] Figure 1 is a perspective view of a vehicle in hidden line including two rails.

[0004] Figure 2A is a magnified exploded perspective view of an attachment feature of a rail and a bracket on a roof of the vehicle.

[0005] Figure 2B is a magnified perspective view of the attachment feature of the rail and the bracket from FIG. 2A, with the attachment feature and the bracket shown, and a portion of a fastener inserted into and extended through slots in the attachment feature and the bracket, with the fastener in a disengaged position.

[0006] Figure 2C is a magnified perspective view, with the attachment feature and the bracket shown in an attached position, and the fastener in an engaged position.

[0007] Figure 3 is a side view of the rail in an arced configuration.

[0008] Figure 4 is a side view of the rail in a circular configuration.

[0009] Figure 5A is a magnified perspective view of a first attachment feature and a second attachment feature of the rail, with the rail in the circular configuration. [0010] Figure 5B is a magnified perspective view of the first attachment feature and the second attachment feature of the rail, and a portion of a fastener inserted into and extended through slots in first attachment feature and the second attachment feature, with the fastener in a disengaged position.

[0011] Figure 5C is a magnified perspective view of the first attachment feature and the second attachment feature of the rail, and a portion of a fastener inserted into and extended through slots in first attachment feature and the second attachment feature, with the fastener in an engaged position.

[0012] Figure 6A is a side view of the rail assembled to spokes and a hub to form a wheel.

[0013] Figure 6B is a side view of the wheel as assembled.

[0014] Figure 6C is a side view of a bicycle including two of the wheels from

FIG. 6B.

[0015] Figure 7 is a side view of the rail assembled to a motorized hub to form a motorized wheel.

DETAILED DESCRIPTION

[0016] With reference to the Figures, wherein like numerals indicate like parts throughout the several views, a roof 12 of a vehicle 10 includes rails 14. The rails 14 include a first layer 16 having a top side 18 and a bottom side 20. The first layer 16 is elongated between a first end 22 and a second end 26. A plurality of kerfs 30 are spaced from each other along the bottom side 20 of the first layer 16. A rubber layer 32 is supported by the top side 18 of the first layer 16.

[0017] As further discussed below, the rails 14 include a first attachment feature 24 at the first end 22 of the first layer 16, and a second attachment feature 28 at the second end 26. The first and second attachment features 24, 28 are configured to removably attach to brackets 40 that may be fixed to the roof 12 of the vehicle 10, as set forth further below.

[0018] When removed from the vehicle 10, the rails 14 are configured to be bendable into a circular configuration. In the circular configuration, the first attachment feature 24 and the second attachment feature 28 can be aligned and attached together, e.g., with a fastener, as set forth further below. In this way, the rails can also be used as wheels 44 for personal mobility devices, such as a bicycle 46 as shown in Figure 6C.

[0019] Figure 1 illustrates the rails 14 attached to the roof 12 of the vehicle 10. When attached to the roof 12, the rails 14 are in an arced configuration. The rails 14 may be used to support bulky cargo and other items (not shown) secured to the rails 14, including items that may not be transportable inside the vehicle 10, or that may be inconvenient to transport inside the vehicle 10. For example, the items can be placed on the roof 12 of the vehicle 10 and secured to the rails 14 with rope, bungee cords, straps, and the like.

[0020] Alternatively or additionally, a cargo carrier (not shown) may be mounted to the roof 12 of the vehicle 10. For example, the rails 14 may be used as attachment points for the cargo carrier.

[0021] Although the vehicle 10 illustrated in Figure 1 is a sports utility vehicle, the vehicle 10 may be any type of passenger or commercial vehicle, such as a car, a truck, a crossover vehicle, a van, a minivan, a taxi, a bus, etc.

[0022] The rails 14 are removably attachable to the roof 12 of the vehicle 10, as shown in Figures 2A-C. The first and the second attachment features 24, 28 of the rails 14 are configured to removably attach to the brackets 40 on the roof 12 of the vehicle 10.

[0023] For example, the first attachment feature 24 can include a first wall 48. The first wall 48 is transverse to the first layer 16 of the rail 14. For example, the first wall 48 may be substantially perpendicular to the first layer 16, e.g., +/-5 degrees. The first wall 48 may define a slot 50. The bracket 40 can also include a wall 42 that defines a slot 90 that can align with the slot 50 in the first wall 48.

[0024] A fastener, such as cam lock 52, can removably attach the first wall 48 of the first attachment feature 24 of the rail 14 to the wall 42 of the bracket 40. The cam lock 52 may be constructed of metal, e.g., aluminum, steel, etc., or other suitable materials. [0025] With reference to Figure 2A, the cam lock 52 includes a cam tongue 54, a connecting shaft 56, and an engagement stop 58. The connecting shaft 56 has one end 92 rotatably attached to the cam tongue 54, and another end 94 attached to the engagement stop 58.

[0026] The cam tongue 54 has a tongue end 60 and a cam end 62. The cam tongue 54 has a first axis of rotation defined by the connecting shaft 56, and a second axis of rotation defined by a pin 96 that rotatably attaches the cam end 62 of the cam tongue 54 to the connecting shaft 56.

[0027] The engagement stop 58 can have a diameter greater than a width of the slot 50 of the first wall 48 and the slot 90 in the wall 42 of the bracket 40, but less than a length of the slot 50 and the slot 90.

[0028] As shown in Figures 2A-B, the cam tongue 54 of the cam lock 52 may be sized, shaped and oriented in such a way that it may be inserted into and extended tongue end 60 first through the slot 90 in the wall 42 of the bracket 40 and the slot 50 in the first wall 48. When the cam tongue 54 and the engagement stop 58 are on opposite sides of the wall 42 and the first wall 48, the cam tongue 54 may be rotated around the first axis of rotation such that a width of the cam tongue 54 is greater than the width of the slots 50, 90.

[0029] Referring to Figure 2C, the tongue end 60 may be movable toward the first wall 48 along the second axis of rotation of the cam tongue 54. When the cam tongue 54 and the engagement stop 58 are on opposite sides of the wall 42 and the first wall 48, the cam tongue 54 is rotatable to an engaged position in which the cam end 62 pinches the wall 42 and the first wall 48 between the cam tongue 54 and the engagement stop 58. Conversely, the cam tongue 54 is rotatable in an opposite direction to a disengaged position in which the cam tongue 54 and the engagement stop 58 release the wall 42 and the first wall 48 relative to each other. In this way, the first end 22 of the first layer 16 of the rail 14 can be removably attached to the bracket 40.

[0030] Alternatively, the engagement stop 58 of the cam lock 52 may be removably engageable with the connecting shaft 56, e.g., by threaded engagement. When the engagement stop 58 is removed from the connecting shaft 56, one of the engagement stop 58 and the cam tongue 54 may be on one side of the first wall 48 and the wall 42 of the bracket 40, and the other of the engagement stop 58 and the cam tongue 54 may be on an opposite side. The connecting shaft 56 may be inserted through the slots 50, 90 of the first wall 48 and the bracket 40, respectively. With the connecting shaft 56 extending through the slots 50, 90, the engagement stop 58 may engage with the connecting shaft 56. The cam tongue 54 may then be rotatable between the engaged position and the disengaged position, as described above.

[0031] The cam lock 52 illustrated in the Figures and discussed above can removably attach the rail 14 and the bracket 40. In the alternative to the cam lock 52, other fasteners, including nuts and bolts, screws, hook-and-loop fasteners, etc., may also be suitable.

[0032] As shown in Figure 5A-C, the second attachment feature 28 at the second end 26 of the first layer 16 includes a second wall 64. The second attachment feature 28 may be a mirror image of the first attachment feature 24. The second wall 64 is transverse to the first layer 16 of the rail 14. For example, the second wall 64 may be substantially perpendicular to the first layer 16, e.g., +/-5 degrees. The second wall 64 may define a slot 66. The second attachment feature 28 can removably attach the second end 26 of the first layer 16 of the rail 14 to the bracket 40 on the roof 12 of the vehicle 10 in a like manner as the first attachment feature 24 discussed above.

[0033] Figure 3 illustrates the rail 14 in the arced configuration. The bottom side 20 of the first layer 16 may include the kerfs 30. The kerfs 30 are spaced from each other along an axis A of the rail 14 (in the arced configuration), i.e., longitudinally spaced along the rail 14. The bottom side 20 of the first layer 16 may include kerfs 30 spaced from each other from the first end 22 to the second end 26 along the axis A of the rail 14 (in the arced configuration), i.e., longitudinally spaced along the rail 14. The kerfs 30 have opposing sides 68, 70. [0034] When the rail 14 is in the arced configuration, the opposing sides 68, 70 of the kerfs 30 on the bottom side 20 of the first layer 16 may be separated from each other, as shown in Figure 3. When the rail 14 is in the circular configuration as shown in Figure 4, the opposing sides 68, 70 of the kerfs 30 on the bottom side 20 of the first layer 16 may contact each other.

[0035] As shown in Figures 6A-B, the bottom side 20 of the first layer 16 can also include openings 72. The openings 72 may be spaced from each other along the axis A of the rail 14 (in the arced configuration), i.e., longitudinally spaced along the rail 14. The openings 72 may be spaced from each other from the first end 22 to the second end 26 on the bottom side 20 of the first layer 16. The openings 72 may be configured to receive spokes 74, i.e., sized, shaped, and oriented in a way to suitably receive the spokes 74 in the circular configuration. The first layer 16 can be constructed of plastic, and any other suitable material.

[0036] With reference to Figures 3 and 4, the rail 14 can include the rubber layer 32. The rubber layer 32 may extend circumferentially about the top side 18 of the first layer 16 in the circular configuration. The rubber layer 32 has an outer side 34 and in inner side 36. The inner side 36 of the rubber layer 32 is supported by the top side 18 of the first layer 16. The outer side 34 of the rubber layer 32 can include a plurality of kerfs 38.

[0037] The kerfs 38 on the outer side 34 of the rubber layer 32 are spaced apart from each other along the axis A of the rail 14 (in the arced configuration), i.e., longitudinally spaced along the rail 14. For example, as shown in Figures 4 and 6, when the rail 14 is in the circular configuration, the kerfs 38 may be spaced apart from each other circumferentially about the outer side 34 of the rubber layer 32. For example, the kerfs 38 may be arranged along an entire circumference of the outer side 34 of the rubber layer 32. The kerfs 38 on the outer side 34 of the rubber layer 32 have opposing sides 78, 80. [0038] When the rail 14 is in the arced configuration, the opposing sides 78, 80 of the kerfs 38 on the outer side 34 of the rubber layer 32 may be contacting each other, as shown in Figure 3. When the rail 14 is in the circular configuration as shown in Figure 4, the opposing sides 78, 80 of the kerfs 38 on the outer side 34 of the rubber layer 32 may be separated from each other.

[0039] As shown in Figure 5A-C, when the rail 14 is in the circular configuration, the first and the second attachment features 24, 28 of the first layer 16 are configured to removably attach to each other. As discussed above, the second attachment feature 28 at the second end 26 of the first layer 16 includes the second wall 64. The second wall 64 is oriented substantially perpendicular relative to the first layer 16 of the rail 14. The second wall 64 defines the slot 66.

[0040] The first attachment feature 24 at the first end 22 of the first layer 16 includes the first wall 48, as shown in Figures 2A-B. As set forth above, the first wall 48 and the second wall 64 may each be oriented substantially perpendicular relative to the first layer 16, and define the slots 50, 66, respectively. With reference to Figures 5A-C, the slot 50 in the first wall 48 can be alignable with the slot 66 is the second wall 64 in the circular configuration. In this way, fasteners such as cam lock 52 can removably attach the first and the second ends 22, 26 of the first layer 16 of the rail 14.

[0041] For example, as set forth above, the width of the slots 50, 66 can be smaller than the diameter of the engagement stop 58 of the cam lock 52, while the lengths of the slots 50, 66 can be greater than the diameter of the engagement stop 58. The cam tongue 54 of the cam lock 52 may be sized, shaped and oriented in such a way that it may be inserted into and extended tongue end 60 first through the slot 66 in the second wall 64 and the slot 50 in the first wall 48, as shown in Figure 5B. When the cam tongue 54 and the engagement stop 58 are on opposite sides of the second wall 64 and the first wall 48, the cam tongue 54 may be rotated around the first axis of rotation such that the width of the cam tongue 54 is greater than the width of the slots 50, 66.

[0042] Referring to Figure 5C, the tongue end 60 may be movable toward the first wall 48 along the second axis of rotation of the cam tongue 54. When the cam tongue 54 and the engagement stop 58 are on opposite sides of the second wall 64 and the first wall 48, the cam tongue 54 is rotatable to the engaged position in which the cam end 62 pinches the second wall 64 and the first wall 48 between the cam tongue 54 and the engagement stop 58. Conversely, the cam tongue 54 is rotatable in an opposite direction to the disengaged position in which the cam tongue 54 and the engagement stop 58 release the second wall 64 and the first wall 48 relative to each other. In this way, the first end 22 and the second end 26 may be releasably attached to each other in the circular configuration.

[0043] As discussed above, the cam lock 52 illustrated in the Figures can removably attach the first and the second ends 22, 26 of the rail 14 to each other. Alternatively, other fasteners, including nuts and bolts, screws, hook-and-loop fasteners, etc., may also be suitable.

[0044] Figures 6A-C show an example of a hub 76 and spokes 74. The spokes 74 may be fixed to the hub 76. As set forth above, the spokes 74 may be engaged with the rail 14 to form the wheel 44. For example, as shown in Figures 6A-B and as discussed above, the bottom side 20 of the first layer 16 of the rails 14 can include openings 72 configured to receive the spokes 74. The rails 14 can thereby be assembled into the wheels 44, and the wheels 44 attached to the bicycle 46, as shown in Figure 6C.

[0045] Figure 7 illustrates an example of the rail 14 configured into the wheel 44, further including a motorized hub 82. The motorized hub 82 can include a connector 84 mounted to the bottom side 20 of the first layer 16 of the rail 14. The connector 84 can include a flange 86 insertable into an aperture 88 in the bottom side 20 of the first layer 16. The motorized hub 82 may be configured to rotate the connector 84, including the flange 86, and thereby rotate the wheel 44, to form a motorized wheel 98. In this way, when the motorized wheel 98 is attached to personal mobility devices, the motorized hub 82 can turn the motorized wheel 98, thereby propelling personal mobility devices, such as the bicycle 46.

[0046] The disclosure has been described in an illustrative manner, and it is to be understood that the terminology which has been used is intended to be in the nature of words of description rather than of limitation. Many modifications and variations of the present disclosure are possible in light of the above teachings, and the disclosure may be practiced otherwise than as specifically described.