Pull car, bicycle and cargo vehicle

Abstract

To suppress a pitching action caused by a pull car.SOLUTION: A pull cart 4 is coupled behind a bicycle 2, and towed. The pull cart 4 comprises a cart body 41 and a deck part 45 supported by the cart body 41. The cart body 41 comprises: a wheel support part 42 which pivotally supports a pair of wheels 44 to the right and left across the deck part 45; and a fitting part 40 which fits a long-sized coupling part 3 to a front part, the coupling part 265 having a structure such that a base end part 32 is pivoted on a vertical axis and a tip part 33 is pivoted on the bicycle on a horizontal axis in a right-left direction. The fitting part 40 has a bearing part 401 which pivots the base end part 32 of the coupling part 3 on the front part so that the tip part 33 of the coupling part 3 is located before axle position of the rear wheel 24 of the bicycle 2.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a handcart, a bicycle, and a luggage transport vehicle in which a handcart and a bicycle are coupled together. [Background technology]

[0002] In recent years, transportation services for collecting and delivering packages have become popular. Packages are typically delivered to regional offices, from where they are transported to the nearest location by small truck, or transferred directly to a handcart pulled by a bicycle and delivered to each destination. For such package deliveries, an electrically assisted bicycle pulling the handcart is typically used (see Patent Documents 1 and 2, and Non-Patent Documents 1 and 2).

[0003] Patent Document 1 describes a coupled vehicle in which the rear end of an electrically assisted bicycle is connected to the lower front part of a four-wheeled towed vehicle with a carrier via a link mechanism. Patent Document 2 describes a handcart with a carrier above the wheels that is coupled to the rear end of the bicycle carrier and towed.

[0004] Furthermore, Non-Patent Document 1 describes a small-lot delivery handcart that is attached to and pulled by an electrically assisted bicycle. This handcart can be equipped with a hand-pushed cart so that packages can be transported inside apartment buildings, through narrow alleys, etc. Non-Patent Document 2 describes a configuration in which the hand-pushed handcart can be attached to the carrier of a bicycle with a string so that it can be pulled as needed. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Patent Publication No. 2024-19973 [Patent Document 2] Design Registration No. 1766919 [Non-patent literature]

[0006] [Non-Patent Document 1] https: / / www.dainichi-m.co.jp [Non-patent document 2] https: / / takaki.co.jp. Summary of the Invention [Problem to be solved by the invention]

[0007] The bicycle described in Patent Document 1 requires a large-scale coupling device between it and the towed vehicle, and the towed vehicle is a four-wheeled vehicle, which means that there are certain limitations to its operability and versatility.

[0008] Furthermore, the bicycles described in Patent Document 2 and Non-Patent Documents 1 and 2 are all connected to the front end of a trailer at the rear end. Therefore, if a force that causes the front of the trailer to float up and down (pitching) occurs due to the influence of the slope, roughness, or unevenness of the road surface, or the weight of the luggage, the force of this floating up can act to lift the rear wheel of the bicycle, potentially destabilizing the bicycle's position. Furthermore, since they do not have a dedicated attachment for connecting the trailer, the condition of the connection varies depending on the rider, and there are certain limitations to how effectively the bicycle can be towed.

[0009] The present invention has been made in consideration of the above, and aims to provide a handcart, a bicycle, and a luggage transport vehicle that can suppress pitching motion induced in the handcart. [Means for solving the problem]

[0010] The handcart of this invention is a handcart that is connected to the rear of a bicycle and towed, and comprises a body and a loading platform supported by the body, the body comprising wheel support sections that support a pair of wheels on either side of the loading platform, and a mounting section that attaches the long connecting section to the front, the connecting section having a base end that is supported around a vertical axis and a tip that is supported on the bicycle around a horizontal axis in the left-right direction, and the mounting section has a bearing section that supports the base end of the connecting section at the front so that the tip of the connecting section is positioned forward of the axle position of the rear wheel of the bicycle.

[0011] According to the present invention, by supporting the long connecting section from the front of the wheelbarrow at a position extending forward of the axle position of the rear wheel of the bicycle, even if the wheelbarrow is induced to pitch due to road conditions, weight, etc. and the front of the wheelbarrow tries to rise up, the weight of the entire bicycle acts as a load, suppressing the pitching motion of the wheelbarrow.

[0012] Furthermore, in the present invention, the mounting portion is disposed on the upper side of the front portion of the vehicle body, which facilitates the mounting work.

[0013] The wheel support portion supports the axle of the wheel behind the center of the platform in the fore-and-aft direction. With this configuration, a downward moment acts on the front of the trailer, thereby suppressing pitching motion.

[0014] The wheel support portion supports the axle of the wheel at a position higher than the base of the loading platform. With this configuration, the base is closer to the road surface, making it possible to suppress shaking in the front, back, left, and right directions.

[0015] The bearing portion is also equipped with a structure that releases the pivotal support between the base end of the connecting portion and the front portion. With this configuration, the connecting portion can be removed from the front of the cart, so the connecting portion does not get in the way, even when, for example, separating the cart from the bicycle and storing it.

[0016] The present invention also includes a brake mechanism that applies braking to the pair of wheels, and a brake transmission unit that transmits braking operation from the bicycle to the brake mechanism, with a brake wire that has a joint that can be connected and disconnected midway.This configuration allows for complete disconnection from the bicycle.

[0017] The bicycle of the present invention is a bicycle that can be towed by connecting a trailer to the rear, and is equipped with front and rear wheels, and a bearing portion that supports the tip of a long connecting portion extending forward from the front of the trailer around a horizontal axis in the left-right direction, above the rear wheel and forward of the axle of the rear wheel.

[0018] According to this invention, the long connecting part extending forward from the cart is pivoted in front of the rear axle of the bicycle, so even if the cart is induced to pitch due to rough road conditions or the like and the front of the cart tries to lift up, the weight of the bicycle acts as a load on the tip of the connecting part, suppressing the lifting motion and suppressing the pitching motion of the cart as a whole, which in turn reduces the instability of the bicycle's balance.

[0019] The bicycle also has a carrier above the rear wheel, and the bearing is located at a height between the rear wheel and the carrier. With this configuration, the carrier can be used as is.

[0020] The vehicle also includes an electric assist mechanism that transmits an auxiliary output to the rear wheels via an electric motor in accordance with the rotational state of one of the front wheels and the rear wheels. This configuration reduces the workload of the occupant.

[0021] Furthermore, since the present invention is a luggage transport vehicle consisting of the bicycle and the handcart, it is possible to provide a highly workable luggage transport vehicle in which unexpected pitching movements during transport due to road conditions, etc. are suppressed. [Effects of the Invention]

[0022] According to this invention, a long connecting section is extended from the trailer to a position forward of the axle position of the rear wheel of the bicycle, and the bicycle's own weight is used as a load, thereby suppressing pitching motion induced in the trailer by rough roads, etc., and ultimately suppressing instability in the bicycle's balance. [Brief explanation of the drawings]

[0023] [Figure 1] 1 is a schematic overall side view showing an embodiment of a luggage transport vehicle according to the present invention. [Figure 2] 1 is a perspective view showing one embodiment of a connecting structure between a bicycle and a trailer; [Figure 3] 1A and 1B are diagrams showing one embodiment of a connecting member for connecting a bicycle and a trailer, in which (A) is a plan view and (B) is a side cross-sectional view. [Figure 4] 1 is a side view showing an embodiment of the schematic configuration of a handcart. FIG. [Figure 5] FIG. 1 is a perspective view showing one embodiment of the overall structure of a handcart. [Figure 6] FIG. 10 is a diagram showing one embodiment of a locking mechanism for the slope plate at the rear of the cart. [Figure 7] 1A and 1B are diagrams showing one embodiment of a brake wire attachment / detachment structure, in which (A) is a top view of the joint member with the input side wire inserted therein, (B) is a top view of the cylindrical threaded portion and nipple holder aligned coaxially, and (C) is a top view of the output side wire. [Figure 8] 1A and 1B are diagrams showing the structure of an embodiment of the brake lever and its surroundings, in which (A) is a diagram showing a state in which the brake is not operated, and (B) is a diagram showing a state in which the brake is operated. [Figure 9] 1A and 1B are diagrams showing the brake lever and its surroundings according to an embodiment of the present invention, in which FIG. 1A shows a brake locked state, and FIG. 1B shows the state immediately after the brake is unlocked. DETAILED DESCRIPTION OF THE INVENTION

[0024] Fig. 1 is a schematic side view of an embodiment of a luggage transport vehicle 1 according to the present invention. The luggage transport vehicle 1 shown in Fig. 1 includes a bicycle 2, a handcart 4, and a connector 3 that connects the bicycle 2 and the handcart 4.

[0025] The bicycle 2 has a front frame 211 and a seat frame 212 that make up the body, which are connected in the fore-and-aft direction and in the center, and further has a head pipe 213 in an upright position attached to the front side of the front frame 211, and a chain stay 214 that extends rearward and sandwiches the drive unit 23 is attached to the lower part of the seat frame 212.

[0026] A rotating shaft extending vertically is journaled within the cylinder of the head pipe 213, and the front wheel 22 is rotatably supported at the lower end of the shaft via an axle 221. Although not shown in the figure, handlebars and brake levers are generally attached to the upper part of the shaft. Also, a saddle (not shown) is attached to the upper part of the seat frame 212.

[0027] The drive unit 23 is disposed substantially below the seat frame 212. The drive unit 23 includes a shaft 231 that rotatably supports a crankshaft (not shown), and a sprocket 232 that is concentric with the shaft 231. The rear wheel 24 is attached to the rear end of the chain stay 214 via an axle that is concentric with the sprocket 241. A chain 234 for transmitting rotational force is stretched between the sprocket 232 and the sprocket 241. Then, by pedaling (not shown), which is provided at the tip of the crankshaft (not shown) that is journaled on the shaft 231, the rotational force is transmitted to the rear wheel 24.

[0028] In this embodiment, the bicycle 2 is electrically assisted, and the components required for this are installed in the drive unit 23 in addition to the battery Ba. To briefly explain the configuration of the drive unit 23, an electrically assisted type is equipped with a sensor (not shown) that measures rotational output on either the front wheel 22 or the rear wheel 24. A control unit such as a microcomputer provided in the drive unit 23 drives a built-in electric motor (not shown) with an auxiliary output corresponding to the rotational output, and this auxiliary output is transmitted to the chain 234 via an auxiliary sprocket (not shown) or the like.

[0029] As will be described later, in this embodiment, brakes, such as mechanical disc brakes, are installed on the axles of the bicycle 2 and the wheelbarrow 4, and brake levers on the handlebars are connected to the disc brakes by brake wires. Operating the brake levers to switch the brake wires from a relaxed state to a tensioned state (pulled state) applies brakes to each wheel, thereby applying brakes to the front and rear wheels 22 and 24 of the bicycle 2 and both left and right wheels 44 of the wheelbarrow 4 together. The brake levers are also equipped with mechanisms for locking and releasing the brakes. Figures 8 and 9 are diagrams showing examples of the brakes, brake locks, and release operations, which will be described later.

[0030] The bicycle 2 also has a luggage rack 25 above the rear wheel 24. The luggage rack 25 is assembled by connecting frames 261-264 in the front-to-rear and up-down directions using the seat frame 212 and the chain stay 214 by welding or the like. There is a required gap in the height direction between the top of the rear wheel 24 and the luggage rack 25. The frame 262 is disposed in the gap between the luggage rack 25 and the rear wheel 24. A bearing 265 (described below) is fixed to the approximate center of the frame 262 by welding or the like. As shown in FIG. 1, the bearing 265 is located between the luggage rack 25 and the rear wheel 24, forward of the axle of the rear wheel 24, for example, by a distance L1.

[0031] As will be described later, the tip of the coupling part 3 is connected to the bearing part 265. In this embodiment, the front wheel 22 has an outer diameter of 20 inches, while the rear wheel 24 has a smaller diameter of 16 inches. By making the rear wheel 24 smaller in diameter than the front wheel 22, the vehicle height of the trailer 4 can be lowered, making it easy to adopt a structure that allows the trailer 4 to be towed at a lower position. Furthermore, by setting the coupling position forward of the rear wheel 24, i.e., closer to the center of gravity of the bicycle 2, when a pitching motion is induced in the trailer 4, the weight of the entire bicycle 2 is applied to the trailer 4, thereby suppressing the pitching motion of the trailer 4.

[0032] The connecting part 3 has a long body 31, a base end 32 of which is journalled to the front part of the cart 4, and a tip end 33 of which is journalled to a bearing part 265. Details of the connecting part 3 will be described later with reference to Figures 2 and 3.

[0033] The cart 4 is a vehicle towed by the bicycle 2, and comprises a body 41 as a main part, wheels 44, and a carrier 45. The body 41 supports a pair of wheels 44 on either side of the carrier 45, and is connected to a connecting part 3 at the front. Details of the cart 4 will be described later using Figures 4 to 6.

[0034] FIG. 2 is a perspective view showing one embodiment of a connecting structure between a bicycle 2 and a handcart 4. FIG. 3 shows one embodiment of a connecting portion 3 between a bicycle 2 and a handcart 4, with (A) being a plan view and (B) being a side cross-sectional view. First, to explain the connecting portion 3 in more detail, the elongated body 31 is, for example, a cylindrical body, and when attached to the bicycle 2, the distal end portion 33 has a length dimension that extends, for example, by L1 (see FIG. 1) forward of the axle position of the rear wheel 24 of the bicycle 2. Note that FIGS. 2 and 4 to 7 are drawings of a prototype to explain the configuration of the embodiment shown in FIG. 1.

[0035] The base end 32 of the elongated body 31 is attached to an attachment part 40 located above the front of the vehicle body 41 that constitutes the handcart 4, more specifically, at the front and laterally central position. A cylindrical shape with a vertical axis is attached to the attachment part 40, for example, by welding, and the attachment part 40 is provided with a bearing part 401 with a notch cut out in the vertical middle part. Meanwhile, the base end 32 is formed with a tubular part 321 (see FIGS. 3(A) and (B)) that is oriented perpendicular to the elongated body 31. With this tubular part 321 concentrically fitted into the notch of the bearing part 401, a bolt (not shown) is passed through the tubular part 321 and tightened with a nut, etc., to realize a pivot support structure 402 (see FIG. 5). As a result, the elongated body 31 is connected to the vehicle body 41 so as to be swingable left and right relative to the vehicle body 41 around the base end 32.

[0036] As shown in FIG. 3A, the distal end portion 33 is configured as a pillow bearing unit. In this embodiment, the distal end portion 33 is configured to include an outer ring portion 331, an inner ring 332, and a sleeve 333. The outer ring portion 331 has a rod shape on the base end side and is fitted into the elongated body 31 or integrated therewith by screwing or the like. The distal end side of the outer ring portion 331 is formed in an annular shape, and its inner surface 331a is formed in a spherical concave shape with a required width. The inner ring 332 is formed in a cylindrical shape, and its outer surface is formed in a spherical convex shape with the same curvature as the inner surface 331a of the outer ring portion 331. The inner ring 332 is fitted into the inner surface 331a of the outer ring portion 331 so as to be rotatable relative to the inner surface 331a of the outer ring portion 331, with a bearing (not shown) sandwiched between them. The sleeve 333 has a cylindrical shape and is inserted into the cylindrical inner ring 332, and both ends are journaled by the bearing portions 265.

[0037] By employing a pillow bearing unit in the tip end portion 33, as shown in the plan view of FIG. 3(A), the bicycle 2 is able to rotate around axis OO via bearing portion 265, i.e., pitch, and also allows for rolling, as described below. When turning the bicycle 2 left or right, the rolling motion is effective because it generally involves tilting the body of the bicycle 2 in the turning direction, thereby balancing with centrifugal force and enabling turning with a shorter turning radius (smaller turning radius). On the other hand, if the connecting portion 3 does not employ a pillow structure, the bicycle 2 may be able to turn left or right relative to the cart 4, but it cannot tilt (roll) relative to the cart 4; in other words, it will remain upright, making it difficult to maneuver smoothly.

[0038] Therefore, a pillow structure is employed, allowing sleeve 333 to tilt relative to the axis of outer wheel 331, enabling bearing 265, and therefore bicycle 2, to perform rolling motion. As a result, bicycle 2 can turn left and right relative to cart 4 using bearing 401, pitch using bearing 265, and even roll when turning left and right. Furthermore, because the connection to cart 4 is located as close as possible to bearing 265, which is the reference for pitching motion, i.e., the center of gravity of bicycle 2, even if cart 4 vibrates up and down due to the road surface condition (unevenness, slope) or traveling speed, the weight of bicycle 2 acts as a vibration load to suppress vertical vibration. Note that a pair of stoppers 403, located on the left and right of mounting part 40 in Figure 2, restrict the left and right turning range of bicycle 2 and are provided as needed.

[0039] Next, the cart 4 will be described. Fig. 4 is a side view showing one embodiment of the schematic configuration of the cart 4. Fig. 5 is a perspective view showing one embodiment of the overall structure of the cart 4. Fig. 6 is a diagram showing one embodiment of a locking mechanism for the slope plate 46 at the rear of the cart 4.

[0040] The car body 41 and the loading platform 45 of the handcart 4 are fixed together at the front, which corresponds to the right side in Fig. 5. More specifically, the car body 41 and the loading platform 45 have vertical plate portions at the front, and are connected and fixed together with a plurality of fasteners aligned in the left-right direction when the two plate portions are overlapped, as can be seen in Fig. 5. The car body 41 and the loading platform 45 are made of metal or the like, and may be solid materials, but in this embodiment hollow materials are used to reduce weight.

[0041] The body 41 has a front portion in the shape of a plate extending laterally, and a pair of arms 41a extending rearward from the left and right ends. In addition, auxiliary arms 41b, 41c for reinforcement are provided in addition to the base ends of the left and right parts of the body 41 toward the middle of the tip ends as needed.

[0042] Arm portion 41a extends diagonally downward toward the rear by a predetermined distance, and is connected to its end via damper 43 with arm-shaped wheel support portion 42, which also extends diagonally downward toward the rear by a predetermined distance. A wheel 44 is supported at the end of wheel support portion 42, and as shown in FIG. 1, a disc brake 442 is attached around the axle 441. Disc brake 442 applies braking force to the rotation of wheel 44 via a brake wire connected to the brake lever of bicycle 2.

[0043] The damper 43 is sandwiched between the holding portion 411 on the arm portion 41a side and the holding portion 421 on the wheel support portion 42 side. When the damper 43 is attached, the holding surfaces of the holding portions 411 and 421 on both sides are arranged to substantially face each other.

[0044] A support arm 412 and a swing shaft 413 are provided at the tip of the arm portion 41a. The swing shaft 413 pivotally supports the wheel support portion 42 at its base end. The support arm 412 extends downward from the swing shaft 413 and functions as a beam to support the loading platform portion 45, which will be described later.

[0045] In this embodiment, the damper 43 functions as a buffer material that absorbs vibrations from the wheels 44, and is, for example, cylindrical and made of a resin such as synthetic resin, such as urethane rubber, or natural rubber. By using this type of resin, it is possible to effectively absorb and mitigate sudden vibrations during compression, and also to prolong the return (restoration) time due to negative pressure, enabling effective vibration absorption.

[0046] Although not visible in the drawing, through holes are drilled in the opposing surfaces of the holding portion 411 and the holding portion 421. A bolt is loosely fitted between the holding portion 411 and the holding portion 421 with the damper 43 sandwiched therebetween, and a nut is screwed into the bolt to adjust the distance between the holding portion 411 and the holding portion 421, i.e., the state of the clamping pressure of the damper 43.

[0047] By using fasteners such as bolts and nuts (not shown) to make the holding portion 411 and the holding portion 421 function as a buffer while sandwiching the damper 43, when vibration is applied to the holding portion 421 from the road surface via the wheel 44, for example, the vibration is absorbed and mitigated when the damper 43 is compressed. At the same time, the restoration motion of the compressed damper 43 is also mitigated in the time direction. Therefore, the damper 43 absorbs and mitigates the impact transmitted to the vehicle body 41. Furthermore, when the damper 43 is replaced with one having a different length, the height of the vehicle body 41 can be adjusted by tilting the wheel support portion 42 around the swing shaft 413 more in the vertical plane in the fore-and-aft direction, or by raising it upright. Note that instead of replacing the damper 43 with one having a different length, a method may be used in which a required number of washers, for example, are sandwiched as a thickness adjustment jig between the holding portion 411 and the damper 43 or between the holding portion 421 and the damper 43 to change the overall length.

[0048] The loading platform 45 is interposed between the left and right arm portions 41a. The loading platform 45 is provided with a support arm 45a that extends a predetermined distance downward from the front and horizontally rearward from that position. The height of the support arm 45a corresponds to the height of the axle 441 of the wheel 44, and is more preferably set to a height position slightly lower than the axle 441, thereby suppressing swaying and shaking of the trailer 4 from side to side. As mentioned above, the height of the support arm 45a can be changed by adjusting the distance between the holding portion 411 and the holding portion 421 of the damper 43.

[0049] As shown in FIG. 5 , the support arms 45a are arranged parallel to each other on both the left and right sides, facing forward and backward, forming a base area between them. Multiple beams 451, for example, four beams 451, are provided between the left and right support arms 45a. Guide rails 452 of a required width are provided immediately inside the left and right support arms 45a, and a sheet 453 is laid on top of the beams 451 in the inner area. Convex guides are formed on both sides of the width of the guide rails 452. The base area between the left and right support arms 45a is configured to accommodate not only direct loading of cargo but also loading of a loaded cart. The distance between the left and right guide rails 452 is preferably set to correspond to the distance between the left and right casters of the cart to be loaded. A cart is a well-known device with casters attached to the four corners of the underside of the base and a hand-push frame attached to the top. In addition to carts, the objects that can be loaded include wheelchairs and various tools and equipment for use in emergencies.

[0050] Additionally, the position of the axle 441 of the wheel 44 is set at a distance L2 (see Figure 1) rearward from the midpoint in the fore-and-aft direction of the loading platform 45, more specifically, from the midpoint in the range from the mounting part 40 to the rear end of the support arm 45a. A downward load around the wheel 44 is constantly applied to the tip end 33 of the connecting part 3, thereby suppressing pitching movements such as the front of the cart 4 suddenly lifting up.

[0051] A pair of left and right slope plates 46 are attached to the rear end of the loading platform 45 at positions communicating with the left and right guide rails 452 as ladders for the carriage elevator. More specifically, a reinforcing plate 454 (see FIG. 6) is attached to the rear end of the loading platform 45, spanning the left and right guide rails 452. Hinges 461 are concentrically installed between the left and right portions of the reinforcing plate 454 and the base end of the slope plate 46. The slope plate 46 has at least a width corresponding to the width of the guide rails 452 and a predetermined length in the longitudinal direction. The left and right hinges 461 allow the slope plate 46 to swing about its axis. For example, FIG. 5 shows the slope plate 46 in an upward (stored) position, and FIGS. 1, 4, and 6 show the slope plate 46 in a position where its rear end abuts the road surface (in use).

[0052] A stopper 47 is erected on the back side of the base of the slope plate 46. The stopper 47 has a width dimension that spans the left and right slope plate 46 portions or across the left and right. The stopper 47 is designed so that when the tip of the slope plate 46 abuts against the road surface (FIGS. 1 and 4), the base end of the slope plate 46 simultaneously receives an acting force from the stopper 47. As a result, even if there is a difference in road surface height at the tips of the left and right slope plates 46, as long as the heights are equal on the left and right at the road surface positions where the stoppers 47 abut, it is possible to prevent the left and right sides of the cart 4 from becoming unbalanced or tipping over when the cart rides on the slope plate 46.

[0053] The left and right slope plates 46 may be separate units, but in this embodiment, they are integrated with a crosspiece 462 as shown in FIG. 6 . A locking mechanism 48 is provided on the crosspiece 462 in a direction perpendicular to the pivot axis of the hinge 461. In this embodiment, the locking mechanism 48 employs a latch structure and includes a clamp 480, a latch 481, and a fitting hole 482. The latch 480 is a metal plate attached to the crosspiece 462. Upright portions 4801 and 4802 at the upper and lower ends have through-holes, and an engaging pin 4803 is erected at the center. The latch 481 passes through the through-holes of the upright portions 4801 and 4802. The latch 481 has a lever-like upper portion bent, for example, into an L-shape, an engaged pin 4811 is erected radially at approximately the center in the vertical direction, and a retaining member 4812 is attached to the lower end.

[0054] A fitting hole 482 having a required size and depth is provided in the center of the beam 451 at the rear end of the base area.

[0055] In the above structure, for example, after use, the slope plate 46 is raised, the latch 481 is rotated 90 degrees from the orientation shown in FIG. 6 to disengage the engaging pin 4803, and the lower end is inserted into the fitting hole 482, thereby maintaining the slope plate 46 in the raised storage position. Conversely, from the raised position, if the latch 481 is rotated 90 degrees to the left or right and lifted, the lock with the fitting hole 482 is released, and the slope plate 46 can be tilted backward. In this state, the engaged pin 4811 is engaged with the engaging pin 4803, so that the latch 481 is prevented from returning to the fitting hole 482.

[0056] Next, we will explain how to separate the bicycle 2 and the cart 4 when the bicycle 2 is used as a luggage transport vehicle and has a cart 4 attached. For example, when a luggage transport company stores the bicycle 2 and the cart 4 in a garage or the like, it may be more efficient to store the bicycle 2 and the cart 4 separately rather than storing the cart 4 while it is still connected. In the case of separation, the bicycle 2 and the cart 4 are separated at the attachment part 40, and the brake wire that runs from the brake lever of the bicycle 2 to the disc brake 442 on the wheel 44 on the cart 4 side must also be disconnected. In this case, the attachment part 40 can be separated by undoing the fastening of the axle support structure 402, while the brake wire is disconnected as follows. By leaving the connecting part 3 on the bicycle 2 when separating, the long connecting part 3 can be stored above the rear wheel of the bicycle 2, thereby reducing the storage space.

[0057] 7 shows one embodiment of a brake wire attachment / detachment structure, with (A) a top view of the joint member 5 with the input wire W1 fitted inside, (B) a top view of the cylindrical threaded portion 51 and nipple holder 53 aligned coaxially, and (C) a top view of the output wire W2. The joint member 5 is installed near the connection point between the bicycle 2 and the cart 4, or at an appropriate location near the front of the cart 4.

[0058] The joint member 5 includes, starting from the input wire W1 in FIG. 7(A) and proceeding to the right, an outer support member 501 and a cover member 502, each having a female thread formed on its inner surface, a threaded portion 51, and an outer support member for the output wire W2 at the right end. A nut 52 is threaded onto the threaded portion 51. The input wire W1 has the same shape as the output wire W2 and, in this embodiment, includes a wire made of multiple thin steel wires or the like, each having a spherical ball portion Bo at its tip as an engaging portion, and a resin outer sheath that loosely fits the wire into the tube. A jig is attached to the tip of the outer sheath for inserting it into the outer support member 501. The dimensions of the exposed wire portions of the input wire W1 and the output wire W2 are set to correspond to the lengths inserted into each slit.

[0059] 7(B), threaded portion 51 is a cylinder whose inner surface has a polygonal, for example, hexagonal, cross section, and whose outer surface has male threads 511 formed on both sides except for a large-diameter portion on the left side. Threaded portion 51 also has a notch 512 drilled in a certain dimension range on the right side by a predetermined angle, for example, at least 60 degrees, and a concentric, small-diameter ring member is attached to the right end of the notch 512 as a stopper 513.

[0060] As shown in FIG. 7(A), the cover member 502 is threaded onto the left male thread of the threaded portion 51, and the nut 52 is threaded onto the right male thread of the threaded portion. The nut 52 has a slit 521 extending in the axial direction formed in a portion of its circumference, and a circular hole 522 formed in the approximate middle of its circumference, straddling the slit 521. The slit 521 has a width large enough to allow the wire portion of the output wire W2 to pass through, and the circular hole 522 has a diameter large enough to allow the ball portion Bo at the tip of the output wire W2 to be inserted and removed. Note that slits similar to the slit 521 are also formed in portions of the circumference of the jig (see FIG. 7(C)), the outer receiving member 501, and the cover member 502. As will be described later, the slits including the slit 521 are intended to allow the wire portions of the input wire W1 and the output wire W2 to pass between the inside and outside of the cylinder.

[0061] Next, nipple holder 53 is a cylinder whose outer surface has the same shape as the inner surface of threaded portion 51, and in this embodiment has a hexagonal shape. Nipple holder 53 has a slit 530 extending in the axial direction drilled in one of its outer surfaces, and further has two circular holes 531, 532 drilled side by side in the axial direction across slit 530.

[0062] The nipple holder 53 is fitted into the hexagonal cylinder from the left side of the threaded portion 51 with the ball portion Bo (not shown) at the tip of the input side wire W1 fitted into the circular hole 531 from the outside, and with the wire portions inserted into each slit, so that the phase is aligned within the hexagonal cylinder, that is, so that the circular holes 522 and 532 face each other during the screwing operation of the nut 52, as will be described later. Furthermore, a coil spring or the like is inserted as a force applying means (not shown) for the nipple holder 53. This causes the nipple holder 53 to be pressed against the stopper 513.

[0063] In this state, the nut 52 is screwed from the right side until the circular hole 522 faces the notch 512 and faces the circular hole 532 of the nipple holder 53 in the axial and phase directions. Then, at this position, the ball portion Bo at the tip of the output side wire W2 is inserted into the circular holes 522 and 532 in that order, and the wire portion of the output side wire W2 is also inserted into the slits 521 and 530 in that order. Next, the nut 52 is screwed all the way in (see FIG. 7(A)). Note that the circular holes 522 and 532 need to face each other within a range in which the circular hole 522 faces the notch 512 during the screwing operation of the nut 52. This can be achieved, for example, by adjusting the insertion phase of the nipple holder 53 into the threaded portion 51 or by forming at least one of the circular holes 522 and 532 to have a larger diameter than the ball portion Bo. In this state, when the brake lever is operated, the wire portion of the input wire W1 is pulled, and the nipple holder 53 moves to the left (left in Figure 7(A)) against the coil spring, which in turn pulls the output wire W2 to the left and applies braking force through the disc brake 442. When the brake lever is released, the reaction force of the coil spring returns the nipple holder 53 to the right position where it abuts against the stopper 513.

[0064] To disconnect the joint member 5, the output wire W2 can be disconnected from the joint member 5 by performing the reverse operation, thereby allowing the bicycle 2 and the cart 4 to be stored separately.

[0065] (Other inventions) (Invention 1) Invention 1 is a bicycle 2 that tows a trailer 4 connected to the rear, and has a front wheel 22 and a rear wheel 24, with the rear wheel 24 having a smaller diameter than the front wheel 22.

[0066] In conventional bicycles, the front and rear wheels have the same diameter, which means that the trailer is attached at a higher position. As a result, the rolling and vibrations that the trailer receives from the road surface are amplified as it moves further away from the road surface and are transmitted to the bicycle.

[0067] According to this invention, the rear wheel has a smaller diameter and is connected to the cart 4 at a lower height, so that the amplitude of lateral sway and vibration induced in the cart 4 is transmitted to the connection point with a small amplitude, thereby suppressing the amplitude on the bicycle 2 side. For example, the diameter of the front wheel may be 20 inches and the diameter of the rear wheel 24 may be 16 inches.

[0068] Furthermore, the bicycle 2 is connected to the trailer 4 at a position just above the rear wheel 24 via a long connecting part 3 whose base end 32 is connected to the front of the trailer 4. The connection is also made at a height between the rear wheel 24 and the carrier 25. This configuration allows for connection at a lower position, and the rear wheel 24 does not obstruct the connection. The bicycle 2 is connected to the connecting part 3 at a position forward of the axle of the rear wheel 24. This configuration suppresses pitching, mainly induced in the trailer 4 by road surface conditions, as the weight of the bicycle 2 acts as a load.

[0069] (Invention 2) Invention 2 is a trailer 4 that is connected to the rear of a bicycle 2 and pulled, and has a pair of guide rails 452 arranged on the left and right sides of the loading platform 45, and a slope plate 46 with a width that can swing at the rear end of the loading platform 45 and that connects to the guide rails 452 via a horizontal hinge 461 in the left-right direction.

[0070] Conventional handcarts that are connected to and pulled by bicycles generally have a loading platform and can carry multiple packages. However, in addition to delivering packages to individual homes, there are also cases where packages are transported by handcart to the front of an apartment building and then distributed to each household. In such cases, it is more efficient and advantageous to distribute packages for multiple households by loading them onto a cart together. Therefore, it is desirable to have a configuration that allows a cart to be mounted on a handcart.

[0071] According to this invention, the handcart 4 is provided with a loading platform 45 to allow cargo to be loaded, and a pair of guide rails 452 and a slope plate 46 are arranged on the left and right sides to facilitate raising and lowering the cart and loading it on board.

[0072] The ramp plates 46 are provided in pairs, one on each side. This facilitates lifting and lowering of the cart. The ramp plate 46 is also provided with a locking mechanism 48 that allows it to be locked and unlocked in an upright position. This allows the ramp plate 46 to be stored in an upright position. The ramp plate 46 is also provided with a stopper 47, which is erected at the base end on the back side of the ramp plate 46 and has a height that allows the leading end of the ramp plate 46 to abut the road surface at a substantially right angle, and includes at least left and right portions. This prevents the cart 4 from tilting left or right even if the road surface is recessed or inclined on the left or right sides where the ramp plate 46 abuts the road surface. Therefore, the left and right posture balance of the cart during lifting and lowering is maintained as level as possible. The stopper 47 may be simply configured as a single, long, left and right piece.

[0073] (Invention 3) In the third invention, a handcart 4 includes left and right bodies 41 fixed to each other and a central loading platform 45 supported by the body 41. The body 41 includes arm portions 41a on each of the left and right sides, wheel support portions 42 downstream thereof, a support portion that supports the arm portions 41a and the wheel support portions 42 so that they can move relative to each other, and a damper 43 made of resin between the arm portions 41a and the wheel support portions 42. The support portion can be configured to support the arm portions 41a and the wheel support portions 42 slidably or swingably. For example, the support portion is a swing shaft 413 that pivotally supports the arm portions 41a and the wheel support portions 42.

[0074] Conventionally, when a buffer material is provided between two members, a coil spring or the like is generally interposed between them. However, a spring such as a coil spring has approximately the same time duration for compression and return (restoration), resulting in continuous transient vibration and limiting the buffering effect.

[0075] According to this invention, by using synthetic resin such as urethane or resin such as natural rubber as an absorber, compressive deformation occurs in a short time, while return (restoration) deformation takes a long time, making it possible to suppress transient vibration. Therefore, vibration transmitted from wheels 44 when traveling over rough roads, etc. is absorbed by damper 43, and vibration and swing to arm portion 41a of body 41 and loading platform portion 45 are suppressed.

[0076] Furthermore, by replacing the damper with one of a different length, the angle of the wheel support part 42 relative to the arm part 41a on the vehicle body side around the swing shaft 413 changes, and it becomes possible to change the distance from the wheel 44 to the swing shaft 413, that is, the height from the road surface to the swing shaft 413 and the loading platform part 45. As a result, it is possible to replace with a damper of a different length, taking into consideration, for example, the road surface condition, the weight of the cart, the amount of load, etc.

[0077] (Invention 4) Invention 4 features a luggage transport vehicle 1 comprising a bicycle 2 having a front wheel 22 and a rear wheel 24, and a trailer 4 having left and right wheels 44 that is coupled to the rear of the bicycle 2 and towed. The bicycle 2 is equipped with a brake operating unit and brake units provided on the front wheel 22 and the rear wheel 24 via brake wires on the front and rear wheels. A bifurcated portion is provided midway along the brake wire on one side of the front wheel 22 or the rear wheel 24, and the bifurcated brake wires for the left and right sides drive the brake units provided on the left and right wheels 44 of the trailer 4. The brake operating unit is also equipped with a lock lever that locks and releases the brake operating state. The bifurcated portion can employ various known configurations that increase the number of wiring lines, such as changing a single line of brake wire to two parallel lines of brake wire.

[0078] Conventionally, when transporting luggage using a handcart, in addition to pushing it by hand, a method of towing the handcart attached to the rear of a bicycle is known. In these methods, however, the brake device is only provided on the bicycle, so it is difficult to keep the handcart stationary and in a stable position due to the various loads that act on it when loading and unloading luggage, which reduces work efficiency and also limits the size and weight of the luggage that can be loaded, thereby limiting its versatility.

[0079] According to this invention, braking the front and rear wheels of the bicycle simultaneously brakes the left and right wheels of the towing trailer, providing a luggage transport vehicle with a braking function that is easy to operate. Furthermore, by simultaneously locking the front and rear wheels of the bicycle and the left and right wheels of the trailer, the trailer will not rear-end the bicycle when the bicycle is suddenly braked while in motion. Furthermore, by simultaneously locking the front and rear wheels of the bicycle and the left and right wheels of the trailer, the bicycle can be stopped using a planar contact point with the road surface, preventing the bicycle and trailer from moving relative to each other and becoming twisted. Furthermore, by locking the movement of the trailer, which has left and right wheels, a bicycle stand is not necessarily required. Furthermore, loading and unloading heavy objects becomes easier. The brake wire to the trailer may branch off and extend from the brake wire on the front wheel of the bicycle.

[0080] Next, an example of the brake and brake lock and their release operations will be described. Fig. 8 is a structural diagram showing an embodiment of the brake lever and its surroundings, where (A) is a diagram showing the brake in an unoperated state and (B) is a diagram showing the brake being operated. Fig. 9 is a structural diagram showing an embodiment of the brake lever and its surroundings, where (A) is a diagram showing the brake in a locked state and (B) is a diagram showing the state immediately after the brake has been released.

[0081] As shown in Figure 8(A), a brake base 28 is fixed to the handle 27 via a fastener 282. The brake base 28 has a base body 281, and a brake lever portion 29 is supported so as to be able to swing via a swing shaft 292 in an appropriate position. More specifically, the brake lever 291 is supported around the swing shaft 292 on one side (the right side in the figure) of the base body 281, and the base end of the brake wire that faces the wheel is connected to the other side as shown. An engagement protrusion 283 is formed in an appropriate position on the base body 281.

[0082] A lock lever 293 is swingably supported on the brake lever portion 29 via a lock swing shaft 294 at a position spaced apart from the swing shaft 292. Although not shown in the figure, the lock lever 293 is biased in the clockwise direction by a biasing member such as a spring. Furthermore, at both ends of the lock lever 293, a lock operation portion 293a is provided on one side across the lock swing shaft 294, and an engaged shape 293b, such as a concave-convex or wavy shape, is formed on the other side. As will be described later, the engaged shape 293b restricts the clockwise swing of the brake lever 291, i.e., the brake release operation, when engaged with the engagement protrusion 283.

[0083] Next, a brief explanation of operation will be given. First, FIG. 8(A) shows the brake-unoperated state, in which the brake lever 291 is open relative to the handlebar 27 and the lock lever 293 is separated from the engaging protrusion 283. From this state, as shown in FIG. 8(B), the brake lever 291 is tightened toward the handlebar 27, and the lock pivot shaft 294 rotates counterclockwise relative to the pivot shaft 292, so that the engaged shape 293b of the lock lever 293 approaches a position facing the engaging protrusion 283. In this state, when the lock operating portion 293a is biased counterclockwise, the state becomes as shown in FIG. 9(A). That is, the engaged shape 293b engages with the engaging protrusion 283. In this state, even if the brake lever 291 is released, clockwise pivoting of the brake lever 291 is restricted. Therefore, the brake state is locked. 9(B), the brake lever 291 is pulled slightly (one step) to rotate the lock lever 293 counterclockwise, thereby releasing the engagement between the engaged shape 293b and the engaging protrusion 283, and the lock lever 293 rotates clockwise due to a biasing member such as a spring (not shown). As a result, the brake lever 291 is released from the brake lock and brake, and returns to the state shown in FIG. 9(A).

[0084] (Other forms) The above-described embodiments are illustrative in all respects and are not limiting. The scope of the present invention is defined by the claims, not the above-described embodiments. Furthermore, the scope of the present invention includes modifications from the embodiments within the scope of the claims. [Explanation of symbols]

[0085] 1. Luggage transport vehicle 2. Bicycles 22 Front wheel 24 rear wheels 25 Cargo bed 265 Bearing section 27 Handle 28 Brake base 29 Brake lever section 3 Connecting part 31 Long body 32 Proximal end 33 Tip 4 Handcart 40 Mounting part 401 Bearing section 41 Body 413 Swing Axis 42 Wheel support part 43 Damper 44 wheels 442 disc brake 45 Cargo area 452 guide rail 46 Slope Board 47 Stopper 48 Locking mechanism 5 Joint material

Claims

1. In a trailer that is connected to the rear of a bicycle and towed, a vehicle body and a loading platform supported by the vehicle body; The vehicle body includes a wheel support section that supports a pair of wheels on either side of the carrier section, and a mounting section that mounts the long connecting section to the front of the connecting section, the connecting section having a base end that is supported around a vertical axis and a tip end that is supported on the bicycle around a horizontal axis in the left-right direction, The mounting portion is a wheelbarrow having a bearing portion that supports the base end of the connecting portion on the front portion so that the tip of the connecting portion is positioned forward of the axle position of the rear wheel of the bicycle.

2. 2. The cart according to claim 1, wherein the attachment portion is disposed on the upper side of the front portion of the vehicle body.

3. 2. The cart according to claim 1, wherein the wheel support portion supports the axle of the wheel at a position rearward of the center of the loading platform portion in the fore-and-aft direction.

4. 2. The cart according to claim 1, wherein the wheel support portion supports the axle of the wheel at a position higher than the base of the loading platform portion.

5. 2. The cart according to claim 1, wherein the bearing portion has a structure for releasing the pivotal support state between the base end of the connecting portion and the front portion.

6. A handcart as described in claim 5, comprising a brake mechanism that applies a brake to the pair of wheels, and a brake transmission unit that transmits the brake operation from the bicycle side to the brake mechanism, and is a brake wire with a joint unit that can be connected and disconnected along the way.

7. In a bicycle towing a trailer attached to the rear, It has front and rear wheels, The bicycle is provided with a bearing portion that supports the tip of the long connecting portion extending forward from the front of the trailer around a horizontal axis in the left-right direction at a position above the rear wheel and forward of the axle of the rear wheel.

8. the bicycle is provided with a carrier above the rear wheel; 8. The bicycle according to claim 7, wherein the bearing portion is disposed at a height between the rear wheel and the carrier.

9. 8. The bicycle according to claim 7, further comprising an electric assist mechanism that transmits an auxiliary output to the rear wheel via an electric motor in accordance with the rotational state of one of the front wheel and the rear wheel.

10. A luggage transport vehicle comprising the trailer according to any one of claims 1 to 6 and the bicycle according to any one of claims 7 to 9.

Images