Note: Descriptions are shown in the official language in which they were submitted.
CA 02504519 1994-04-15
BICYCLE RACK
This application is a division of application
No. 2,121,414 filed 15 April, 1994.
This invention relates to racks for carrying
two-wheeled vehicles and more particularly to a
bicycle rack adapted for use in conjunction with
public transit vehicles.
Background of the Invention
To reduce traffic congestion and pollution
from automobile exhaust, transit authorities are
continually searching for ways to enhance transit
system ridership. One way to enhance such
ridership is to encourage bicycle riders to use
public transportation for long-haul portions of
their trips and to rely on their bicycles for short
trips at either end of their transit system travel.
Encouraging such bicycle use will cause greater
numbers of transit system users to leave their cars
behind and the result will be reduced pollution
and traffic congestion. Passengers may be more
inclined to use mass transit if they know that they
will still be able to travel moderate distances
relatively easily at either end of their transit
ride, without having to further wait for connecting
vehicles. Transit travel is further enhanced by
having a bicycle available when further travel is
to areas near transit lines but not directly served
thereby.
However, transporting a bicycle on the
transit vehicle is a problem. At periods of low
ridership, it is relatively straightforward to
bring a bicycle onto a bus or train, since there
is ample room to accommodate both the rider and
the bicycle. However, during peak hours, busses
or trains are typically filled to capacity and
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therefore, bringing a bicycle on board is difficult
if not impossible. A bicycle brought on board
during peak hours can impede the entry and exit of
other passengers. Further, once the bicycle is on
board, if large numbers of passengers board later,
it can be difficult for the bicycle rider to exit
at a desired stop without injuring other passengers.
To alleviate such problems, some transit
systems have banned bike riders during peak hours.
However, such a ban defeats the goal of increasing
ridership and encouraging bicyclists to use the
system. Therefore, transit systems have employed
bicycle racks in conjunction with busses or trains
wherein the bicycle racks are attached externally
to the vehicle. With some externally mounted bike
racks, the bus driver or train operator must load
the bike for the rider. In cases where the bus
operator loads the bike, transit system efficiency
is reduced since time is required for the transit
operator to leave his operating position to assist
with loading the bicycle onto the bike rack after
having previously secured the vehicle to prevent
undesired movement. Some systems employ racks
where the riders must load the rack themselves
without assistance from the driver. Such racks
have heretofore been difficult to load, requiring a
rider to set the bicycle aside and use both hands
to bring the rack into a loading position. Only
then could the rider pick up the bicycle and place
it in the rack. When more than one bike was loaded
onto the rack, it became difficult to add additional
bikes as other bicycle riders board the transit
system. Further, with more than one bike on a
rack, it is difficult to remove bikes held at the
rear of the rack, typically requiring the removal
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of all the bikes in front of the rear bike. Then,
the other bikes, whose owners are not leaving the
transit system at that particular stop point, would
have to be reloaded onto the rack. Often, bicycle
riders are required to sit near the front of the
bus in order to be able to disembark and move their
bicycles out of the way of bicycles at the back of
the rack. Such extra unloading and loading
undesirably lengthens the time required at that
particular transit stop, which can lead to
passenger frustration and difficulty in maintaining
scheduling of subsequent stops.
Heretofore, bicycle racks for mounting to
transit vehicles have employed relatively elongated
members which extended a substantial distance from
the transit vehicle. However these elongate members
are typically small in cross section relative to
their length, and might result in unintended
collision between the elongate members of the rack
and other objects when no bicycles are mounted
thereon, since the transit vehicle operator or
persons driving near the transit vehicle might
not see the elongate member. Such unintentional
collisions could damage the rack, the bus, the
bicycles or the object collided with. If the rack
was made to fold up when not in use, it has
heretofore been necessary to have the transit
operator lower the rack prior to loading, or if
the rack is lowered by the riders, the operation
required excessive expenditure of time.
Bicycle racks according to the prior art have
secured the bicycles to the racks by use of straps
or clamps or other means that caused chipping of
the paint on the bicycles, leading to rider
dissatisfaction.
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Automated washing of vehicles with prior
art racks mounted thereon can become a problem.
Frequently the racks become entangled with the
washing apparatus, requiring the halting of the
washing process and operator intervention to
untangle the rack. It therefore becomes necessary
to remove the rack from the vehicle prior to
washing.
Summary of the Invention
In accordance with the present invention a
rack for securing a wheeled vehicle, for example a
bicycle, includes a wheel receiving means that
contacts a wheel of the bicycle at least at first
and second points. An engaging means for contacting
the wheel at a third point is also provided, thereby
engaging the bicycle's wheel at least at three
points thereof. The engaging means can comprise an
extensible arm hingedly mounted to a frame and which
is adapted to extend up over the wheel to engage
the wheel at an upper point thereof. The extensible
arm is retained in a stored position by a retaining
means until such time as the arm is extended by a
user. The rack is suitably hingedly attached to a
support, i.e., a transit vehicle and includes a
latch means for maintaining the frame in a stowed
position relative to the support.
It is accordingly an object of the present
invention to provide an improved bicycle rack.
It is a further object of the present
invention to provide an improved bicycle rack which
is well adapted for use with mass transit vehicles.
It is an additional object of the present
invention to provide an improved bicycle rack that
is easily stowed in an upright position but which
CA 02504519 1994-04-15
is also easily operated by unskilled or first-time
users.
It is a further object of the present inven-
tion to provide an improved bicycle rack that
5 enables multiple bicycles to be carried thereon
while allowing easy removal of one bike without
requiring removal of another.
A further object of the present invention
is to provide an improved bicycle rack that does
not chip or mark the paint on the bicycle.
The subject matter of the present invention
is particularly pointed out and distinctly claimed
in the concluding portion of this specification.
However, both the organization and method of
operation, together with further advantages and
objects thereof, may best be understood by
reference to the following description taken in
connection with accompanying drawings wherein like
reference characters refer to like elements.
Brief Description of the Drawincrs
FIG. 1 is plan view of a bicycle rack in
accordance with the present invention as mounted on
the front of a bus;
FIG. 2 is a sectional view taken along line
II-II of FIG. 1 illustrating the internal structure
of the extensible arm;
FIG. 3 is a partial side view of a bicycle
rack of the present invention with a bicycle
installed thereon, illustrating the engagement
between the bicycle and the rack;
FIG. 4 is a side view of the rack with a
bicycle installed thereon;
FIG. 5 is an end view of the bicycle rack in
the stowed position against the front of a bus; and
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FIG. 6 is an end view of the bicycle rack with
two bicycles installed thereon.
Detailed Description
Referring to the drawings and particularly
to FIG. 1, a plan view of a bicycle rack according
to the present invention as installed against a
bus, the bicycle rack 10 is mounted to the front
(or back) of the bus 12 (illustrated in cut-away
fashion) via bracket 14, wherein the bracket 14 is
connected to the bus with any suitable means. The
rack comprises a frame having left and right cross
members 38 and 38' which pivotally attach to
bracket 14 via a pair of hinges 16 thereby allowing
the rack to pivot from a stowed position, relatively
parallel with the vertical plane of the bus, to a
lowered position that is substantially perpendicular
to the vertical plane of the bus. In FIG. 1, the
rack is illustrated in the lowered position, and it
may be observed that cross members 38 and 38' extend
away from the front of the bus. The illustrated
embodiment of the rack comprises two bicycle receiv-
ing portions 18 and 20 that are carried by cross
arms 38 and 38'. The bicycle receiving portions are
suitably relatively narrow in width in relation to
their length, and are typically chosen to be of a
length slightly shorter than the front-to-back length
of the longest bicycle to be carried in the rack.
Referring to bicycle receiving portion 18 in
particular, the frame, which is formed of tubing,
is shaped to provide a first wheel well 22 positioned
at one end of the bicycle receiving member and
further comprises a wheel stop 23 at the outer edge
thereof, with a wheel support member 24 spanning the
central open width of wheel well 22 at a distance
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somewhat less than the radius of a typical bicycle
tire from the wheel stop 23. At the opposite end
of bicycle receiving portion 18 is a second wheel
well 26 comprising a wheel stop 27 and a wheel
support member 28, wherein wheel support member 28
is suitably positioned somewhat less than the radius
of a typical bicycle tire away from the stop 27
toward the center of wheel well 26. A second wheel
stop member 30 is provided as a part of wheel well
26 in opposite relation to wheel stop 27 such that
wheel support member 28 is approximately equidistant
from wheel stops 27 and 30.
Referring further to FIG. 1, the bicycle rack
includes an extensible arm 32 received by arm base
member 34 and mounted to bicycle frame cross
member 38 via arm base member 34. Base member 34
is pivotally mounted to bicycle frame cross
member 38 by double-leaf hinge member 36. Hinge
member 36 and the arm base member 34 are joined
such that arm base 34 extends a distance either
side of the hinge member, but to a greater extent
toward arm 32.
Referring now to FIG. 2, which is a cross
sectional view taken along line II-II of FIG. 1,
the interior construction of the arm 32 and base
member 34 and the engagement with the hinge 36 and
rack cross member 38 will be described in further
detail. As may be observed in FIG. 2, the hinge
member 36 is suitably supported by the cross
member 38, with a first leaf 40 of the hinge being
secured to the cross member (for example, by
welding). A second leaf 42 of the hinge member is
mounted to the arm base 34. The engagement
position between hinge leaf 42 and arm member 34 is
located somewhat off center from the longitudinal
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center of the arm base 34, such that a greater
extent of arm 34 is disposed between the end of the
arm base receiving arm 32 and hinge 36 than between
the hinge and the opposite end of arm base 34.
Arm 32 is suitably received within arm base 34
in a sliding manner such that arm 32 may extend and
contract relative to arm base 34, along the lines
indicated by arrow 44. A biasing element 46, which
in a preferred embodiment comprises a spring, is
attached to the end of arm 32 that is contained
within the interior of base 34. The biasing
element is secured to arm 32 by a pin 48, while the
distal end of the biasing element is held at the
distal end of arm base member 34 via pin 50 (also
visible in FIG. 1).
The biasing member 46 is operative to allow
arm 32 to be extended outwardly from the interior
of arm base 34, away from base pin 50, while
providing a retracting force so as to cause the
arm 32 to retract inwardly toward base pin 50 once
arm 32 is released. The advantages provided by
this arrangement will be described herewithin.
Referring to FIGS. 1 and 2 together, the
bicycle rack also includes a retaining member 54
for maintaining the arm member in a close
relationship with the rack when in a stowed
position (the arm member is illustrated in the
stowed position in both FIGS. 1 and 2). The
retaining member 54 suitably comprises a magnet
that engages arm base 34, wherein arm base 34 is
constructed of a ferromagnetic material. Retaining
member 54 mounts via mounting arm 56 to a portion
of wheel well 26. The hinged arrangement between
hinge member 36, cross member 38 and arm base 34
results in arm base 34 being rotationally movable
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along arc 52 (see FIG. 2), thereby allowing the arm
base (and arm 32) to swing upwardly away from
retaining member 54. Retaining member 54 also
serves as a stop for defining the lower limit of
movement of arm base 34 along arc 52.
Referring now to FIG. 3, a partial side view
of the bicycle rack according to the present
invention with a bicycle installed thereon, the
bicycle 58 is placed within the rack such that the
bicycle is oriented in an upright position relative
to the horizontal plane with the front wheel 60
placed within wheel well 26. The extensible arm
portion 32 is then pulled outwardly along line 44
away from hinge point 36 a sufficient distance so
as to allow the arm and arm base 34 to be pivoted
upwardly along arc 64 so as to pass over the upper
portion of the bicycle wheel. Once the extensible
arm has been moved upwardly in the direction of
arc 64 a sufficient distance so as to be positioned
above point 62 on the tire of wheel 60, the arm 32
is then released so as to allow biasing element 46
to cause the arm to retract back within base 34
along line 44 toward pin 50, thereby bringing the
upper part of arm 32 into firm engagement with the
bicycle tire at point 62. The biasing element is
sufficiently strong to provide bias to hold the arm
in firm engagement with the tire, thereby securely
holding the bicycle in the rack while still enabling
a user to pull the arm away from the tire for
unloading purposes. It may be observed from FIG. 3
that the bicycle tire is firmly held at least at
three points to provide a secure engagement between
the bicycle rack and the bicycle tire. In the
particular illustration of FIG. 3, the engagement
occurs at four points, namely at 27, 28, 30 and 62.
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However, depending on the size of the bicycle tire,
not all of points 27, 28 and 30 will engage the
bicycle wheel; a larger tire will contact the
bicycle rack at points 27 and 30, while smaller
5 tires will touch at points 28 and 30.
Referring to FIG. 1, it may be observed
that arm 32 includes a J-hook portion 66 at the
end distal from arm base 34. As visible in FIG. 4,
a side view of the rack with a bicycle installed
10 thereon, the J-hook portion 66 enables the arm
member to loop over the top of the bicycle tire so
the tire is substantially surrounded, thereby
preventing lateral movement of the bicycle from
disengaging the arm from the tire.
Referring again to FIG. 1, it may be observed
that bicycle receiving portion 20 is substantially
similar to bicycle receiving portion 18. However,
the orientation of portion 20 is reversed in
relation to that of receiving portion 18 such that
the front wheel well 26' and engaging arm 32' of
portion 20 are positioned at an opposite end of the
bicycle rack relative to the placement of well 26
and arm 32 on portion 18. This opposing relation
enables two bicycles to be mounted on the rack such
that the front wheel of a first bicycle 58 is
oriented in one direction when the bicycle 58 is
loaded in portion 18 and the front wheel of a
second bicycle 58' is oriented in the opposite
direction when bicycle 58' is loaded in portion 20.
The particular configuration of retaining
member 54' may be observed in FIG. 1, wherein
portions of arm base member 34' and arm 32' are cut
away, illustrating the disc-like member 54'.
The rack 10 suitably includes a latch 68
which is mounted to the rack at a central cross
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member 70, where central cross member 70 extends
between left and right members 38 and 38'. A
striker pin 72 is positioned in relation to the
frame of the vehicle 12 via mounting support 74
such that when the bicycle frame is pivoted
upwardly along the rotational axis of the pivot
hinges 16, latch 68 engages striker pin 72 thereby
providing a secure holding force to maintain the
rack in an upright or stowed position.
FIG. 5 is an end view of the rack 10 in the
upright position wherein latch 68 has firmly
engaged striker pin 72. The rack raises and lowers
along arc 69, defined by the engagement of the rack
10, hinges 16 and brackets 14. Latch 68 is
suitably a latch of the type known as a "slam
latch". Referring again to FIG. 1, latch 68
includes a release arm 76. In use, when release
arm 76 is pulled in the direction of arrow 78, the
latch disengages from striker pin 72, thereby
allowing the rack to pivot downwardly to a lowered,
bicycle-receiving position.
It may further be observed in FIG. 5 that
when the rack is in the upright position, the
extensible arms 32 and 32' arid their base
members 34 and 34' are held securely iri a stowed
position against retaining members 54 and 54'. The
arms are thereby prevented from swinging away from
the rack and toward the bus, ensuring that the arms
will not strike the front of bus 12 and cause
damage thereto.
FIG. 6 is end view of the rack according to
the present invention in its lowered position. The
lower limit of pivoting of the rack is defined by a
stop member 71 and its engagement with bracket 14.
Two bicycles 58 and 58' are mounted on the rack and
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the alternate placement of the bicycle holding arms
enables either bike to be easily mounted and
removed from the rack, without interfering with an
existing bike that may already be installed on the
rack. Since the front wheels of the bicycles face
in opposite directions, the handlebars of the bikes
do not interfere with one another. The horizontal
spacing between the two bicycle receiving portions
along line 80 (also visible in FIG. 1) is such that
a user may remove bicycle 58 from the rack without
requiring removal of front bicycle 58'. This is
particularly advantageous in transit system uses
wherein the owner of the inner bicycle 58 may leave
the transit vehicle and remove the bicycle 58
before the rider of bicycle 58' is ready to exit
the transit system.
To load a bicycle on the rack, a rider
approaches the rack and pulls downwardly on release
76 with one hand while continuing to hold the bicycle
with the other hand. The rack is then allowed to
lower to its loading position. Then, using both
hands, the rider lifts up the bicycle and places it
within either receiving portion 18 or 20, preferably
with the front wheel of the bicycle in wheel well 26.
Next, the rider lets go of the bicycle and pulls
extensible arm 32 upwardly and outwardly so as to
extend the arm up over the top of the front wheel.
The arm may then be released and the action of
biasing member 46 causes the arm to securely engage
the tire. The loading process is thereby completed.
To remove a bicycle from the rack, the user
merely steps up to the front wheel of the bicycle
and pulls extensible arm 32 or 32' outwardly so as
to disengage the J-hook portion thereof from the
bicycle tire. The rider then lowers the arm along
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the arc 52 defined by pivot hinge 36 so as to cause
arm base 34 to meet and be engaged by retaining
member 54. The extensible arm is then released,
whereupon the biasing element 46 causes the arm
to retract to its stored position. The action of
arm 32, arm base 34 and its pivot hinge 36 is such
that the arm stows itself automatically via the
force of gravity, i.e. once the user lets go of the
arm, the arm falls downwardly and is engaged by
retaining member 54. Once having released the
front wheel of the bicycle from engagement with
arm 32, the user lifts the bicycle up and out of
the bicycle receiving portion 18 or 20 and lowers
the bike to the ground. If the rider is the last
one to remove a bike from the rack, the rider
pushes the rack upwardly along the pivot range of
hinges 16 until such time as latch 68 engages
striker pin 72 and the rack is thus maintained in
the stowed position of FIG. 5.
The bicycle rack is suitably constructed of
tubing with rounded edges as illustrated so as to
allow the rack to be mounted to the front of a bus,
for example, while still allowing the bus to pass
through conventional washing equipment without the
rack becoming entangled therewith. Thus, it is
relatively easy to wash the bus in a conventional
manner without entangling the rack and damaging
either the rack, the bus or the bus washing
equipment. The relatively compact size of the rack
enables the turning radius of transit vehicles to
be maintained, since the rack does not extend a
significant distance beyond the front or back of
the transit vehicle.
It is therefore seen that the bicycle rack
according to the present invention enables use of
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the rack in transit systems without route delay
that might occur with the prior art, since the rack
is easily loaded and unloaded even by first-time
users. The rack is also advantageous in that it
accommodates a variety of types and sizes of
bicycles both with and without fenders, and since
the rack engages the bicycle only on the tires, no
marring or chipping of paint on the bicycle occurs.
There are no straps or cords which engage the
bicycle and which may become lost or which may harm
the bicycle. Further, the arrangement of the rack
is such that the bicyclists can load and unload
their bicycles from curbside, without requiring a
rider to stand beyond the bus on the street side
thereof, risking potential injury from a passing
car.
While a preferred embodiment of the present
invention has been shown and described, it will
be apparent to those skilled in the art that many
changes and modifications may be made without
departing from the invention in its broader aspects.
The appended claims are therefore intended to cover
all such changes and modifications as fall within
the true spirit and scope of the invention.
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