Cargo mobility device

Abstract

NOT VISIBLE DUE TO STATUS OF PATENT

Description

[0001] CARGO MOBILITY DEVICE

[0002] CROSS-REFERENCE TO RELATED APPLICATION

[0003] This application claims priority from United States provisional patent application number 63 / 607,657 filed on 8 December 2023, which is incorporated by reference herein.

[0004] FIELD

[0005] This disclosure relates to a cargo mobility device. More particularly, but not exclusively, the present disclosure relates to a wheeled device for hauling, pulling or pushing cargo or a load thereon.

[0006] BACKGROUND

[0007] For centuries, people around the world have relied on human power or low-speed vehicles to transport heavy or bulky cargo across various distances. These tasks arise in a wide range of contexts, including small- and medium-scale farming, commercial agriculture, gardening, lawn care, horticulture, landscaping, general home and property maintenance, ranching, waste management, manual delivery services (such as last-mile cargo deliveries or areas where motorized vehicles are restricted), and construction.

[0008] Historically, hand-pushed, manual powered devices such as wheelbarrows, wagons and their modern variations have dominated this “micro cargo mobility” space because they are practical and low cost to use compared to motorized alternatives. In some cases, small tow-behind trailers or wagons pulled by a motorized vehicle are used in the place of manual-powered mobility devices.

[0009] However, there are two main problems with current cargo mobility technology. First, existing forms of micro cargo mobility technology, such as wheelbarrows and their equivalents, are inadequate for many transport tasks they are used for. They are severely limited in a) the type of cargo, b) the amount of cargo they can carry, and c) the distance they can carry it. Traditional wheelbarrows, for example, are typically restricted to carrying small loads (50 kg or less), over short distances (less than 1 km). These technologies are cumbersome and difficult to use, which makes them prone to causing bodily strain or injury, particularly in the back, shoulders, and joints. Additionally, their durability is limited - many wheelbarrows last only a few years, and some fail just after months of use, depending on the application.

[0010] Secondly, existing manual cargo technology fails to address a key gap in the micro-mobility space. This gap exists is between smaller, manual devices like wheelbarrows, and larger more complex motorized vehicles or animal draft power. There are many tasks that are simply too large for light-duty manual cargo mobility devices, but too small for heavy-duty motorized forms of transportation. For example, some loads such as lumber, or buckets of water, or bulky lawn waste can exceed the capacity of a standard wheelbarrow. As a result, these items must either be carried manually or be moved with motorized transportation. But, using larger motorized transportation may be inefficient for short trips, expensive to operate, or unsuitable for accessing certain areas where the load needs to be moved.

[0011] Low-tech, manual cargo mobility technology has been overlooked simply because industrialized economies and their technological infrastructure have prioritized highly efficient, mechanized solutions for essential cargo transport since the Industrial Revolution. While a majority of the population experiences mobility challenges associated with moving heavy or bulky goods, these needs have simply gone unaddressed by industry.

[0012] Throughout the world, in both highly industrialized and developing economies, micro cargo mobility represents one of the last remaining areas of minimal innovation. Currently, users must face a choice between: a) traditional wheelbarrows, which underperform, have limited capacity, are prone to breaking, and can lead to injury; or b) complex motorized cargo transportation, which is expensive to purchase and operate and may not always be optimal or appropriate for the specific transport task.

[0013] Designs like wheelbarrows, wagons, and trailers are centuries old, with little to no meaningful improvement over time. Thus, in a world with highly advance technological development, micro cargo mobility represents one of the last remaining frontiers of innovation with application globally.

[0014] The applicant considers there to be room for improvement.

[0015] The preceding discussion of the background is intended only to facilitate an understanding of the present disclosure. It should be appreciated that the discussion is not an acknowledgment or admission that any of the material referred to was part of the common general knowledge in the art as at the priority date of the application. SUMMARY

[0016] In accordance with an aspect of the disclosure there is provided a cargo mobility device, the device comprising: a support frame that supports a cargo container which defines a major weight bearing portion thereof; one or more wheels on which the support frame is pivotally mounted; and one or more handles that can pivot the support frame from a generally horizontal carrying position to an angled unloading position, wherein the one or more wheels are configured to rotate about an axis which is vertically below a central region of the major weight bearing portion of the cargo container when the support frame is in the generally horizontal carrying position.

[0017] The cargo mobility device may further include a towing hitch assembly that extends from the support frame. The towing hitch assembly may be pivotally coupled to the support frame so as to enable pivotal movement of the support frame independent of the towing hitch assembly, e.g., for unloading.

[0018] The towing hitch assembly may further include a lock. The lock may have a locked state and an unlocked state. The lock may be arranged for releasably receiving the support frame so as to be capable of locking the support frame in the generally horizontal carrying position, and to release it, e.g., to be moved by the handle / s to the angled unloading position.

[0019] The lock may be a spring-loaded latch lock.

[0020] The lock may be configured to releasably receive a cross bar of the support frame. The cross bar may extend across from the handle / s of the cargo mobility device.

[0021] The cargo mobility device may include a towing frame assembly which is connectable to a cross bar of the support frame. The cross bar may extend across from the handle / s of the cargo mobility device.

[0022] The towing frame assembly may have a first part that includes a clamp or fastener arranged to fasten it to the support frame of the cargo mobility device. The towing frame assembly may have a second part that is connectable to a towing vehicle. The second part of the towing frame assembly may be pivotally coupled to the first part. The first part of the towing frame assembly may include a projecting structure that has a joint which pivotally couples the projecting structure to the second part.

[0023] The second part of the towing frame assembly may include a pair of arms that extend towards a towing vehicle for fastening the arms thereto. The second part may include a cross member that extends between and / or can be fastened to one or more arms, e.g., that can connect to a towing vehicle. The cross member may have a lug which may be pivotally coupled to the joint of the first part.

[0024] The pivotally coupled first and second parts of the towing frame assembly may allow at least yawing movement of the cargo mobility device in relation to the towing vehicle.

[0025] The pivotally coupled first and second parts of the towing frame assembly may allow at least partial roll and / or pitch movement of the cargo mobility device in relation to the towing vehicle.

[0026] The towing frame assembly may be u-shaped.

[0027] The support frame may be made from a strong and / or tough and / or resilient material selected from the group consisting of: metals, steel, aluminium, plastics, polymers, carbon-fibre, metal alloys, composite materials, or a combination of one or more of these.

[0028] The support frame may be configured so as to be capable of carrying weight of up to 550 kilograms.

[0029] The cargo mobility device may include a motor and power source onboard the support frame. The motor may be arranged for driving the wheel / s to assist movement of the cargo mobility device by an operator.

[0030] The motor may be an electric motor. The power source may be a battery.

[0031] The support frame may have one or more legs that are pivotally coupled to the support frame. The one or more legs may be moveable between a lowered position and a raised position. The lowered position of the leg / s may be configured for supporting the cargo mobility device while stationary. The raised position of the leg / s may be configured to facilitate movement of the cargo mobility device.

[0032] The support frame may define one or more apertures therethrough. The apertures may be configured for receiving cargo objects to hang therefrom. The arrangement may be such that the cargo objects are substantially below a loading surface of the cargo container, e.g. while hanging from the aperture / s.

[0033] The support frame may include one or more adapter / s that are capable of receiving accessories to the cargo mobility device.

[0034] The adapter / s of the support frame may be male or female adapters that are configured for receiving cooperating male or female adapters of one or more vertical barrier / s that vertically extends a size of the cargo container.

[0035] Embodiments of the technology will now be described, by way of example only, with reference to the accompanying drawings.

[0036] BRIEF DESCRIPTION OF THE DRAWINGS

[0037] In the drawings:

[0038] Figure 1 is a three-dimensional view of an exemplary embodiment of a cargo mobility device according to aspects of the present disclosure;

[0039] Figures 2-3 are side views of the exemplary cargo mobility device in a substantially horizontal position for transporting, and an angled position for unloading;

[0040] Figure 4 is a diagrammatic representation of a known arrangement of a wheelbarrow;

[0041] Figure 5 is a diagrammatic representation of a wheelbarrow or cargo mobility device of the present disclosure, illustrating its more efficient and effective weight carrying capabilities;

[0042] Figure 6 is a three-dimensional view of another exemplary embodiment of a cargo mobility device according to aspects of the present disclosure, also showing a detail view of a portion marked “A”, to illustrate a locking device thereof;

[0043] Figure 7 is a bottom view of the cargo mobility device of Figure 6;

[0044] Figures 8-9 are side views of a towing hitch assembly that extends from a support frame of the cargo mobility device of Figure 6, showing the towing hitch assembly in a closed condition and an open condition respectively;

[0045] Figure 10 is a top view of the cargo mobility device of Figure 6, also showing a detail view of a portion marked “B” to illustrate the locking device thereof; Figures 11 -12 are top and three-dimensional views of another exemplary embodiment of the cargo mobility device according to aspects of the present disclosure, also showing detail views of portions marked “C” and “D” in these Figures, to illustrate a towing frame assembly thereof;

[0046] Figures 13-14 are side views of the exemplary embodiment of the of the cargo mobility device of Figure 6 being used with an exemplary motorised towing vehicle, showing connecting of the latch lock for transportation, and disconnecting of the latch lock to pivot the of the cargo mobility device for unloading;

[0047] Figures 15-16 are side and top views of the exemplary cargo mobility device of Figure

[0048] 11 being used with a bicycle;

[0049] Figure 17-18 are three-dimensional and side views of another exemplary cargo mobility device according to aspects of the present disclosure, showing a carrying cage or framework that can increase the carrying capacity thereof and / or to inhibit items from falling off, and also showing an associated towing frame assembly thereof;

[0050] Figures 19-21 are three-dimensional views and a side view of another exemplary cargo mobility device according to aspects of the present disclosure, showing another example of an optional carrying cage or framework that can increase the carrying capacity of the exemplary cargo mobility device shown in Figure 21 ;

[0051] Figures 22-23 are three-dimensional and side views of another exemplary cargo mobility device according to aspects of the present disclosure, showing barriers or railings that can be attached to adapters of the frame of the cargo mobility device, e.g., so as to increase its load carrying capacity, and / or to inhibit items from falling off; and

[0052] Figures 24-26 are three-dimensional views and a side view of yet another exemplary cargo mobility device according to aspects of the present disclosure, showing the support frame defining apertures therethrough, the apertures configured for receiving cargo objects to hang therefrom.

[0053] DETAILED DESCRIPTION WITH REFERENCE TO THE DRAWINGS

[0054] A cargo mobility device or wheelbarrow-type device or cart is disclosed. The cargo mobility device may be used for transporting various objects, goods, equipment, etc. The cargo mobility device may also be termed a load carrying device. Various examples are described in the present disclosure. It will be appreciated that the term “cargo” used in the present disclosure may refer to any object or item, goods, materials or anything having a weight that is loaded onto the device. The cargo mobility device may include a frame or chassis which may be arranged to support significant weight, e.g., up to 500 kg or more. The cargo mobility device or cart may be used to transport cargo objects or materials in a generally horizontal orientation or with its loading surface or loading bed in a generally horizontal position or orientation. On the other hand, the frame or chassis with loading bed or loading surface may be tilted, so as to move it to an angled or sloped orientation, e.g., for unloading or discharging the cargo items therefrom.

[0055] Various embodiments of the cargo mobility device and various accessories are disclosed. Figures 1 -3 show an example embodiment. An alternative embodiment is shown in Figures 6-10. A further alternative embodiment is shown in Figures 11 -12. Example use of these embodiments is illustrated in Figures 13-16. A yet further alternative embodiment is shown in Figures 17-18. A still further embodiment is shown in Figure 21 , with exemplary attachments or an accessory thereof in Figures 19-20. Alternative accessories for the embodiment of Figure 21 are shown in Figures 22-23. A yet further exemplary embodiment of the cargo mobility device is depicted in Figures 24- 26.

[0056] The Cargo Mobility Device of the present disclosure may provide a micro mobility tool that helps people move significantly heavy cargo (100-500+ kg) long distances (5+ km), over any terrain with very little physical input. In this way, the Cargo Mobility device both improves upon traditional cargo mobility technology (e.g., wheelbarrows and equivalents), while expanding the capacity of manual-powered cargo mobility technology. A versatile technology, the Cargo Mobility Device has a provision to be pulled behind a motorized vehicle, making it both a manual hand-pushed device and a low-speed towable wagon. Furthermore, the Cargo Mobility Device may have the provision for an electric assist, which uses an electric motor to help propel the device, aiding the user in its operation.

[0057] The scope of application for the Cargo Mobility Device described herein is vast because it not only covers the gap between manual forms of cargo mobility (e.g. wheelbarrows, low-speed trailers) and motorized forms of transportation (trucks, tractors, UTV’s), but often overlaps the duties of wheelbarrows and trucks. For example, the Cargo Mobility Device can outperform a wheelbarrow in small transport tasks, and also replace a truck or tractor for some larger transport tasks. At least ten potential markets that have demonstrated demand for the Cargo Mobility Device described herein include but are not limited to: 1 . Farming applications of all types and sizes; 2. Gardening; 3. Landscaping; 4. Horticulture; 5. General purpose home use, property maintenance, homesteading; 6. Ranching applications; 7. Waste management and clean-up; 8. Entertainment purposes such as event set-up; 9. Small business development such as mobile market stands; and / or 10. Manual delivery applications such as “last mile” cargo deliveries (or situations where motorized vehicles are not allowed), and construction applications.

[0058] It will be appreciated by those skilled in the art that any one or more of the features of any one or more of the embodiments described may be used in conjunction with any one or more of the features of the other embodiments. Throughout the Figures, like reference numerals may be used to designate like features or components. Various aspects of the cargo mobility device disclosed and discussed herein are illustrated in the accompanying drawings.

[0059] Referring to Figures 1 to 3, there is provided a cargo mobility device 10. In the present embodiment, the cargo mobility device 10 includes a support frame 12 that supports a cargo container 14 which defines a major weight bearing portion 16 thereof. The major weight bearing portion may be referred to as a major part of the cargo container 14 that carries a weight of the cargo. The major weight bearing portion may be diagrammatically depicted by the curly bracket in Figure 2. In the various embodiments of the present disclosure, one or more wheels may be provided for the cargo mobility device. In the present embodiment 10, a pair of wheels 18.1 , 18.2 are provided on which the support frame 12 is pivotally mounted. A wheel guard frame or wheel mounting structure 20 may be provided on which a hub 21 for each of the wheels may be mounted. The wheel mounting structure 20 may be rigidly attached to the support frame 12, and it may facilitate structural stability and strength of the wheels during use, e.g., increasing weight bearing capacity. One or more bearings may be provided to mount the wheels to the support frame, e.g., via the mounting structure 20. These bearings are described elsewhere in the present disclosure.

[0060] The cargo mobility device may include one or more handles. Presently, the cargo mobility device includes two handles 22.1 , 22.2. The handle / s may be arranged to pivot the support frame 12 from a generally horizontal carrying position (e.g., as shown in Figure 2) to an angled unloading position (e.g., as shown in Figure 3). The wheels 18.1 , 18.2 may be configured to rotate about an axis 24. This axis 24 may preferably be vertically below a central region 26 of the major weight bearing portion 16 of the cargo container 14 when the support frame 12 is in the generally horizontal carrying position (e.g., as shown in Figure 2). The cargo container 14 may have a main loading surface 82 at its bottom.

[0061] Presently, the support frame 12 may also include an upper rim 81 , and it 12 may have sides 79 that define the cargo container 14. Optionally, the front and back sides may be sloped or angled. These forward and back sides 79 may be sloped toward one another (e.g., sloped symmetrically as can be seen in Figure 2). In other words, the forward and back sides 79 of the cargo container 14 may be sloped or angled toward the central portion of the cargo container 14, and toward the axis 24. This may facilitate cargo items to be loaded towards the axis 24 which may distribute weight over the wheel / s.

[0062] Figures 4 to 5 are diagrammatic illustrations of how the load placement translates to the amount of weight the operator carries in each design, with the traditional wheelbarrow on the left (in Figure 4) and an exemplary embodiment of the Cargo Mobility Device on the right (in Figure 5). In other words, the present disclosure may facilitate a substantial portion of the weight of the cargo to be transferred to the one or more wheels, thereby alleviating the need for the user or operator to lift this weight via the handle / s. The user simply can simply balance the cargo on the wheel / s which facilitates easier movement, especially when using human power only. The central wheel placement also facilitates a steadier load carrying capability of the cargo mobility device.

[0063] A further exemplary embodiment 100 of a cargo mobility device 100 is shown in Figures 6-10, as well as in Figures 13-14. One or more features of the present embodiment 100 are similar to the embodiment 10 described above. For example, a support frame 112 of the present embodiment is similar, however it presently includes pivotal attachment points 113 that may attach a towing hitch assembly 115 that extends from the support frame 112 (see also Figure 14). The present embodiment may also include handle / s 122.1 , 122.2 as can be seen in the detail “A” view in Figure 6. The towing hitch assembly 115 is, in the present embodiment, pivotally coupled to the support frame 1 12 so as to enable pivotal movement of the support frame 1 12 independent of the towing hitch assembly for unloading (see, e.g., Figure 14).

[0064] As mentioned, in the present embodiment, the cargo mobility device is similar in some respects to the cargo mobility device described above with reference to Figure 1 . For example, its support frame 112 supports a cargo container 1 14 which defines a major weight bearing portion 116 thereof (also termed a central loading zone). A wheel axis of the wheels (two wheels in this case) is presently also generally vertically below a central region of the major weight bearing portion (or main load zone) 114 of the cargo container 314 when the support frame 1 12 is in the generally horizontal carrying position (e.g., as shown in Figure 6).

[0065] The towing hitch assembly 1 15 may further include a lock 1 17 for releasably receiving the support frame 112 so as to be capable of locking the support frame 112 in the generally horizontal carrying position, and to release it to be moved by the handle / s 122.1 , 122.2 to the angled unloading position, e.g., as shown in Figure 14.

[0066] Presently, the lock 117 may be a spring-loaded latch lock. However, it will be appreciated that many other types of locking device or fastening devices may be used to releasably fasten or lock the towing hitch assembly to the support frame. Presently, the lock 117 is configured to releasably receive a cross bar 1 11 of the support frame 112 (see detail “B” in Figure 10), the cross bar 11 1 extending across from the handle / s 122.1 , 122.2 of the cargo mobility device 100. The spring- loaded latch lock 1 17 may also have an associated handle, e.g., to move it between an open, unlocked condition, see Figure 8, and a closed, locked condition, see Figure 9. In the present embodiment, the towing hitch assembly 115 may include a socket type structure 119, e.g., for connecting to a ball-type hitch that may be associated with a towing vehicle (e.g., as diagrammatically illustrated in Figure 9). However, it will be appreciated that many other types of tow hook or towing hitch arrangements may be possible for the towing hitch assembly.

[0067] Another exemplary embodiment of the cargo mobility device 200 is shown in Figures 11 to 12, as well as in Figures 15-16. Many features of the present embodiment are similar to that of the embodiments of, e.g., Figures 1 and 6, which will not be repeated here for the sake of brevity.

[0068] In the present embodiment, the cargo mobility device 200 includes a towing frame assembly 230. The towing frame assembly 230 may be connectable to a cross bar 211 of a support frame 212 of the cargo mobility device 200. In the present embodiment, the cross bar 211 extends across from handle / s 222.1 , 222.2 of the cargo mobility device 200.

[0069] Referring to the detail “D” portion in Figure 12, the towing frame assembly 230 may have a first part 231 that includes a clamp or fastener arranged to fasten it to the support frame 212 (e.g., to the cross bar 21 1 ) of the cargo mobility device 200. The towing frame assembly 230 may have a second part 232 that can be connectable to a towing vehicle (see, e.g., Figures 15-16). The second part 232 may preferably be pivotally coupled to the first part 231 of the towing frame assembly 230. Presently, the first part 231 includes a projecting structure 240 (see also detail “C” in Figure 11 ) that has a joint 242 which pivotally couples the projecting structure 240 to the second part 232 of the towing frame assembly 230. The second part 232 of the towing frame assembly 230 may include a pair of arms 244.1 , 244.2 that extend towards a towing vehicle (e.g., bicycle 250 in Figure 15) for fastening the arms thereto. The second part 232 may include a cross member or brace 252. The brace or cross member 252 may be connectable to one or more arms that extend to the towing vehicle. In the present embodiment, the brace extends between the arms 244.1 , 244.2 and is fastened to the arms by fasteners. The cross member or brace may increase the rigidity of the towing frame assembly 230. In other words, the second part of the towing frame assembly may include a pair of arms (or one or more arms) that extend towards a towing vehicle for fastening the arms thereto. The second part 232 may include a cross member that extends between and / or can be fastened to one or more arms, e.g., that can connect to a towing vehicle. The cross member or brace 252 may have a lug 254 which is pivotally coupled to the joint 242 of the first part 231. A clamp or similar fastening device may be provided for the first part, e.g., to releasably attach it to the cross bar 211. Quick release pins (designated by broken lines in the Detail “D” view) or other fasteners may be used, as also described elsewhere in the present disclosure. The cross member or brace may also be connectable to another structure of a towing vehicle.

[0070] The pivotally coupled 242 first and second parts 231 , 232 of the towing frame assembly 230 may allow at least yawing 256 movement of the cargo mobility device 200 in relation to the towing vehicle 250, e.g., see Figure 16. The joint 242 may be facilitated, e.g., by one or more bearings. Ball bearings or roller bearings may be implemented. However, other ball and socket type connectors or universal couplings may also be used, e.g., to facilitate more degrees of freedom. The pivotally coupled first and second parts 231 , 232 of the towing frame assembly 230 may allow at least partial roll 258 and / or pitch 260 movement of the cargo mobility device 200 in relation to the towing vehicle 250. Presently, the bearing of the joint 242 may enable limited pitch and roll. However, further degrees of pitch and roll may be implemented, e.g., by way of a universal coupling or a ball and socket type coupling / joint. The towing frame assembly 230 may be generally u-shaped.

[0071] The joint 242 may be a ball and socket-type joint (sometimes called a ball-joint), also termed a female rod end or a rose joint rod. In other words, the projection 240 may be a female rod end which can be fitted to the lug 254 on the cross brace 252. It will further be appreciated that the arms 244.1 , 244.2 may be purpose-built arms that can connect to a towing vehicle such as a bicycle or any other towing vehicle (motorised or human powered). Alternatively, the arms 244.1 . 244.2 may form part of a cargo rack of the vehicle, e.g., an existing cargo rack of a bicycle. The cross member or cross brace 252 may be bolted or fastened to this cargo rack and its arms 244.1 , 244.2. U-shaped bolts may for example be used for this purpose, but many other configurations are possible. For example, the brace or cross brace (can also be called a bracket) may be fastened to the towing vehicle in another way, e.g., bolting it directly to a part of the vehicle.

[0072] In the various embodiments of the present disclosure, the support frame may be made from a strong and / or tough and / or resilient material selected from the group consisting of: metals, steel, aluminium, plastics, polymers, carbon-fibre, metal alloys, composite materials, or a combination of one or more of these. Lightweight and strong materials may be used. The skeletonised frame of the support frame may also facilitate light weight without compromising strength or toughness. The support frame may be configured so as to be capable of carrying weight of up to 550 kilograms. In certain cases, weights of roughly upwards of 100 kg, 150 kg, 200 kg, 250kg, or 300 kg, or 350 kg, or 400 kg, or 450 kg, or 500 kg or up to about 550 kg may be carried by the support frame of the cargo mobility device.

[0073] In some embodiments, the cargo mobility device may include a motor and power source (not shown) onboard the support frame. The motor may be arranged for driving the wheel / s to assist movement of the cargo mobility device by an operator. The motor may preferably be an electric motor, and the power source may be a battery, preferably a rechargeable battery. However, internal combustion engines or motors may also be used in some cases.

[0074] T urning now to Figures 17 and 18, there is shown another embodiment of a cargo mobility device 300. In the present embodiment, the cargo mobility device is similar in some respects to the cargo mobility device described above with reference to Figure 1 . For example, it also has a support frame 312 that supports a cargo container 314 which defines a major weight bearing portion 316 thereof. A wheel axis of the wheels (two wheels in this case) is presently also generally vertically below a central region of the major weight bearing portion (or main load zone) 316 of the cargo container 314 when the support frame 312 is in the generally horizontal carrying position (e.g., as shown in Figure 17).

[0075] Many features of the present embodiment 300 are similar to that of the embodiments of, e.g., Figures 1 , 6, and 12 which will not be repeated here for the sake of brevity. For example, the present embodiment 300 may also include a towing frame assembly 330, similar to that 230 described above with reference to Figure 12. However, there are some differences. For example, in the present embodiment, the cargo mobility device has a single handle 322 which extends across a width of the cargo mobility device.

[0076] In the present embodiment 300, the towing frame assembly 330 may be connectable to a cross bar 311 of the support frame 312 of the cargo mobility device 300. Presently, the cross bar 311 may be considered to be part of the handle 322, or part of the support frame 312. In other words, the whole cross bar may be used as a handle in some cases, or left and right portions thereof may be used as first and second handle portions. In the present embodiment, the cross bar 211 extends across from handle / s 322 of the cargo mobility device 300.

[0077] The towing frame assembly 330 may otherwise be similar to the towing frame assembly 230 described above. In the present embodiment 300, the support frame 312 may include one or more adapters 362 that are capable of receiving accessories to the cargo mobility device. For the sake of clarity, in Figure 17 these adapters are shown as open, female adapters, but it will be appreciated that corresponding adapters may be inserted or fitted to them, e.g., for fitting an accessory such as a cage 364 or barrier which is described in more detail below. The adapter / s 362 of the support frame 312 may be male or female adapters that are configured for receiving cooperating male or female adapters of one or more vertical barrier / s that vertically extends a size of the cargo container 300. In other words, a cage structure or barrier 364 may be fitted to the adapter / s 362 to extend the loading capacity and loading volume of the cargo mobility device 300. E.g., female apertures may be used in the adapters 362 and corresponding male projections may be fitted to them. It can also be the other way around, with male adapters on the frame 312, and female adapters on the cage or barrier 364. The cage or barrier may also have a lid on top thereof (not shown), and it may have a closure 367 that can be opened or closed, e.g., for loading cargo in and out.

[0078] Further embodiments 400, 500 are shown in Figures 19, 20, and 21 . In the present embodiment 400, the cage or barrier is slightly smaller (than the one 364 of Figure 17-18), and it 464 only extends above the major load / weight bearing portion 416 of the cargo mobility device 400. Figure 21 shows an exemplary cargo mobility device 500, which has adapters 562 near a rim of the cargo container 514, e.g., for fitting the cage or barrier 464 thereto. As before, the barrier may optionally have a lid and a closure or door.

[0079] The exemplary embodiment depicted in Figure 21 may be similar to that of Figures 1 -3, however it may, for example include female attachment adapters 562. These adapters 562 may be arranged to receive accessories, e.g., a railing 687 (e.g., as shown in Figures 22-23) or a cage or barrier 464 (e.g., as shown in Figures 19-20). The present embodiment 500 may be designed to be a more general-purpose mobility device, with a different wheel configuration and loading surface / bed compared to the exemplary embodiment of Figures 24-26 described elsewhere in the present disclosure. In general, the exemplary embodiment 500 of Figure 21 may be larger than the exemplary embodiment of Figure 24, e.g., so as to satisfy a wider range of transportation tasks.

[0080] For example, the embodiment of Figure 21 may include two wheels, such two motorcycle wheels, and a large, enclosed loading surface or bed 582, or cargo space, that can handle a variety of loose or packaged items. These wheels may be standard wheels with plain (non-motorized hubs), or one or more of the hubs may contain or be connected to electric motor / s, which may facilitate an electric assist provision for the Cargo Mobility Device. It may have side stands or legs 527 that are foldable, from an extended position to a collapsed position (i.e., a raised position) so the device can be towed more easily. The cargo bed in the embodiment of Figure 21 may accommodate substantial amounts of loose materials, such as sand, dirt, unpackaged produce, or other loose media. The enclosed loading bed may thus provide a universal utility that may be advantageous in certain applications. In addition, with two wheels spaced toward the lateral sides of the frame rotating about the same axis, the exemplary embodiment may be easy to balance and operate, even with a full load. Again, the extra-long handles may provide sufficient leverage and control so as to overcome large or difficult obstacles. Further, as described elsewhere, the weight distribution of the load over the wheels may transfers the cargo weight substantially directly to the wheels such that the wheels carry the weight rather than the operator (or so that the wheels carry a large majority of the weight, e.g., 75%, 80%, or preferably more than 80% or more of the weight).

[0081] A further embodiment 600 of a cargo mobility device is shown in figures 22-23. In the present embodiment, the cargo mobility device may have accessories fitted thereto, in the form of vertical barriers, fitted to adapters as described elsewhere in the present disclosure. This may not only extend the volume of the loading zone or major weight bearing portion of the cargo mobility device, but also alleviate items or cargo or objects from falling off.

[0082] Another exemplary embodiment of a cargo mobility device 700 is shown in Figures 24-26. In the present embodiment 700, a support frame 712 defines one or more apertures 770 therethrough. Presently, eight apertures are defined. The apertures 770 may be configured for receiving cargo objects 772 to hang therefrom 712. The arrangement may be such that the cargo objects 772 are substantially below a loading surface 782 of the cargo container 714 defined by the support frame 712. Presently, the support frame 712 may also include an upper rim or barrier (also termed a rail 793), and it may have sides 779 that define the cargo container 714.

[0083] A number of exemplary embodiments of the Cargo Mobility Device are explained in the present disclosure. One of skill in the art would understand that these examples (and the other examples above and below) are just that - exemplary - and not limiting. Moreover, one of skill in the art would understand that different aspects of these embodiments may be combined, and such combinations are contemplated within the scope of this disclosure based on the transport task and mobility requirement of the application.

[0084] The exemplary embodiment 700 shown in Figures 24-26 may be designed to be compact, making it ideal for applications and areas where space is limited. In this embodiment, the Cargo Mobility Device may be equipped with a single sturdy 21” motorcycle wheel and a flat loading surface that can accommodate various types of cargo such as sacks, crates and boxes. This wheel may be a standard motorcycle wheel with a plain (non-motorized) hub, or the hub may contain an electric motor, facilitating a motor assist provision to aid in the operation of the Cargo Mobility Device. Its large wheel may allow it to move seamlessly across different terrains, including challenging ones like sand, rocks, potholes, and uneven surfaces, without getting stuck on obstacles. Moreover, the single wheel and a high loading deck can enable this embodiment to navigate through narrow paths, such as in gardens, tight urban spaces, walking paths, and between rows of crops with ease. A compact design also facilitates easier storage and transportation.

[0085] In the present embodiment 700, the frame may be designed to hold up to eight standard 20-litre buckets, which can be used to transport a variety of items commonly found in both urban and farming environments like water, paint, soil, produce, waste, and market goods. Accordingly, the frame in this embodiment has a flat loading surface that has openings to support containers such as sacks, crates, boxes, or the like that may be disposed above and / or below the loading surface 782, as shown in the exemplary Figures 24-26. The frame may also include a retaining element, such as the rail 793, disposed above the loading surface 782 so as to control or restrict the movement of cargo loaded and disposed on top of the loading surface.

[0086] As shown in Figures 24-26, the frame may be fully loaded with eight 20-litre buckets 772, which is substantially more than the amount and weight that a person can carry without a Cargo Mobility Device. As described above, the weight distribution makes this possible, by transferring a significant majority (e.g., about 80% or more) of the cargo weight directly to the wheel such that the wheel carries the weight rather than the operator. In an example use case, the operator may load four buckets above the wheel, and in such a case close to 100% of the weight would be over the wheel and carried by it, instead of by the operator.

[0087] In addition, because the frame may be configured to allow the load to be disposed below the loading surface or deck, the centre of gravity of the load may be significantly lower. In other words, because the apertures 770 of the frame 712 enable objects (e.g., buckets) to hang therefrom, the centre of gravity of the load may be lower (e.g., below the loading surface 714). This may make the Cargo Mobility Device easier to manoeuvre, even with a heavy load. In addition, since the load is disposed below the loading surface or deck, the Cargo Mobility Device can accommodate additional cargo on top of the buckets, if desired. Further, the extra-long handles provide sufficient leverage and control to overcome large or difficult obstacles, e.g., when moving or transporting over difficult or harsh terrain.

[0088] Referring now to Figures 1 to 24, the cargo mobility device of the various embodiments and associated support frame may have one or more legs. These legs may facilitate the cargo mobility device to stand when it is stationary. The legs will be described with reference to Figures 11 , 12 and 15, but it will be appreciated that the legs of the other embodiments may be similar (e.g., leg / s 27 of Figure 1 ). As seen in Figure 12, the support frame 12 may be pivotally coupled to one or more legs 227, presently two legs, one behind each wheel as seen in the top view of Figure 1 1. The one or more leg / s 227 may be moveable between a lowered position (shown in Figure 12) and a raised position (shown diagrammatically in broken lines Figure 15). The lowered position of the leg / s 227 may be configured for supporting the cargo mobility device while stationary. The raised or stowed position of the leg / s may be configured to facilitate movement of the cargo mobility device. The leg / s may be locked into either the lowered or raised / stowed positions, and snap-fit connections or locking clips may be provided. Optionally the leg / s may be spring-loaded or spring operated. Pivotable connections 243 or pivotal attachment points may be provided to connect the leg / s to the support frame 212. Suitable bracket / s may e.g., be attached to the guard around the wheel / s, or elsewhere on the support frame 212.

[0089] The cargo mobility devices of the present disclosure provides a technological advance in a space completely overlooked and underdeveloped by existing manufacturers. In other words, a need exists for a medium-duty cargo transportation device, fulfilling the gap for medium cargo transportation tasks. Medium capacity or medium weight in this context may be referred to as a loading capacity of roughly 100kg up to 250kg or up to 500kg or more.

[0090] I. Exemplary differences and improvements of the present disclosure over traditional wheelbarrows, tilt-truck carts, etc.

[0091] The Cargo Mobility Device described herein is distinct from other mobility tools or devices, such as a traditional wheelbarrow, or other more modern wheelbarrow variations or multi-wheeled push carts. Initially designed in Europe, the wheelbarrow commonly known today was intended to help people move smaller amounts of cargo (50 kg or less) short distances (a few hundred meters). By contrast, the Cargo Mobility Device of the present disclosure, and its various embodiments, is designed as a cargo vehicle rather than a mere jobsite tool. There are at least four major differentiators between the Cargo Mobility Device and existing wheelbarrows, namely: functionality, durability, versatility, and usability.

[0092] I. A. Functionality:

[0093] Simply put, the Cargo Mobility Device can transport roughly 10x more cargo, with significantly less effort than a traditional wheelbarrow or any related manual cargo transport device. With a working weight capacity of 500 kilograms, the cargo bed of the Cargo Mobility Device can accommodate much more volume and weight than any manual pulled device on the market. Furthermore, it can carry these types of large loads over a variety of terrain (especially off-road) with ease, due to the aspects and features of the present disclosure and the components of the cargo mobility described. I. B. Durability:

[0094] As a robust piece of equipment, the Cargo Mobility Device described herein may be designed to last up to ten years and may last for generations if used with care and properly maintained. On the other hand, market studies have shown that traditional wheelbarrows must be replaced in much shorter intervals, typically every few years, and in some instances, they only last for a year or period of several months. Some operations, like commercial farms, must replace an entire fleet of traditional wheelbarrows multiple times a year. Therefore, the Cargo Mobility Device presents economic as well as technological advances to the owner and operator. The Cargo Mobility Devices described herein will be produced with robust, heavy-duty components that may be specifically engineered for heavy use, meaning they are designed to handle more weight than in their current application on the Cargo Mobility Device. This helps to ensure they will last for a long time and require little service over long maintenance intervals. It is also preferable that all parts and materials are simple, ubiquitous, and locally available, so that they can be repaired and serviced easily with local equipment, knowledge, and skills. By contrast, many traditional wheelbarrow spare parts are not offered, and not designed to be replaced. Thus, the entire unit must be replaced rather than a bearing or axle, for example.

[0095] I. C. Versatility:

[0096] First, the Cargo Mobility Device can be pulled behind a motorized vehicle (or a human-powered one, or a combination of these, see Figures 13-16 for example), making it easy to move heavier loads over longer distances. When not needed as a trailer, the Cargo Mobility device can simply revert back to being a manual push device. Or, once towed to a jobsite, the Cargo Mobility Device can be unhooked, and then pushed by hand to the dumping site, if it cannot be accessed by trailer.

[0097] Second, the Cargo Mobility Devices may come with a provision for several add-ons that make the device more appropriate in a variety of use settings. For example, taller sides can be added which increases the cargo area. A covered top attachment may be provided to enclose the cargo area (also termed the loading zone or major weight bearing portion), protecting the contents from the elements. These attachments are also described elsewhere in the present disclosure.

[0098] I. D. Usability:

[0099] The Cargo Mobility Device is much more user friendly compared to a traditional wheelbarrow or wheelbarrow equivalent variations. All of, or substantially all of, the weight from the cargo bed is transferred to the wheels, rather than the wheelbarrow operator or his / her arms. This removes nearly all of the cargo weight from the operator, reducing the stress on muscles and joints, lowering the risk of injury, while increasing the load capacity. Also, the provision for an electric assist (e.g., a motor and battery) may allow for even greater usability, as it requires much less power input from the user. The electric motor assist is not shown in e.g., Figure 1 , but it will be appreciated that it can be easily fitted to one or more of the hub / s 21 or elsewhere on the support frame 12 with the necessary gear / s or driving arrangement / s to propel or at least assist with the movement of the wheels.

[0100] II. Exemplary features and design that may be provided by the present disclosure

[0101] Efficiently moving heavy cargo over varied terrain may require special design features, especially when done repeatedly over long periods of time, and over long distances. The Cargo Mobility Device of the present disclosure may have several features that may allow it to carry heavy loads (e.g., over 100kg, or in the range of 250kg up to 500 kg or more) over long distances (5+ km) and achieve the various technological benefits described herein. The Cargo Mobility Device and its features described herein provide a technological advance over traditional wheelbarrows or wheelbarrow equivalents, and it may provide several benefits and advantages not previously available.

[0102] II. A. Central, or substantially central, load placement

[0103] For example, the load placement in the Cargo Mobility Device differs from that of a traditional wheelbarrow. A traditional wheelbarrow places the load between the operator and the wheel (see Figure 4). As a result, the operator must carry between 33.33% up to 50% of the load depending on its placement. Conversely, the Cargo Mobility Device is designed so that the weight can be placed directly along the centreline of the wheel (see Figure 5), or substantially on top of a central axis of the wheel / s, making it so the operator carries virtually no weight at all, and must only balance the Cargo Mobility Device and move it forward. See also Figures 4-5 and their related description elsewhere in the present disclosure.

[0104] The traditional wheelbarrow design becomes more flawed the heavier the load. For example, if the operator would want to transport 100 kilograms in a traditional wheelbarrow, the operator would end up carrying roughly 33 kilograms, which is too heavy to move over a long distance. This amount of weight increases linearly, as more is placed in the traditional wheelbarrow. Conversely, in a Cargo Mobility Device described herein, more weight has a negligible effect on the operator as far as lifting the handles and moving the cargo mobility device is concerned.

[0105] The substantially centrally mounted wheel, or wheels, of the Cargo Mobility Devices described herein, transfers nearly all of the load to the wheels, rather than the operator. Letting the wheels carry the load rather than the operator may enable the Cargo Mobility Devices described herein to carry and move large loads. It is contemplated that the load can be placed directly over the wheel or wheels, or substantially over the wheel or wheels. For example, for many applications, the benefits of the present disclosure would be realized if at least 50% of the load is placed directly above the wheel, alternatively at least 60% of the load, or at least 75% of the load may be placed substantially above the wheel / s.

[0106] II. B. Long handles

[0107] Extra leverage is required to control a heavy load, particularly when moved over uneven or rough terrain. The Cargo Mobility Device described herein may include a pair of extra-long handles to give operators a needed leverage advantage. Traditional wheelbarrows, on the other hand, have short, narrow handles that are not ergonomic for a full-grown adult. This makes it difficult to operate and control a load because they provide inadequate leverage, causing the operator to carry much of the load, and also requires a significant amount of bending, putting strain on the back and shoulders.

[0108] For example, in some embodiments of the Cargo Mobility Device, there may be a pair of handles extending from the frame that are longer than traditional wheelbarrow handles. It is preferred, however, that the handles extend less than 3 meters (or up to 3 meters). Preferably, the handles are designed and configured to facilitate the operator to pull the device, although the handles may enable pushing as well. The handles may preferably extend from a region above the central axis (see 24 in Figure 1 ) of the wheel / s, measured in a horizontal direction, by 2 meters, or by 2.5 meters or by up to 3 metres to facilitate movement of heavier loads of up to about 500kg.

[0109] Referring to Figure 1 , a length or distance 97 from a region above the centre (or above the central axis 24) measured to the ends of the handles (e.g., 22.1 , 22.2) may be more than 1 m, or preferably more than 1 .2 m, or further preferably more than 1 .3 m, or further preferably more than 1 .4 m, or further preferably more than 1 .5 m. In an embodiment, this distance 97 may be about 1 ,5m, or from 1 ,45m up to 1 ,55m. These long handles may facilitate leverage and ease of use by the operator, to more easily handle the cargo mobility device. The additional leverage of the long handles may not only facilitate pitching (i.e., tipping or angling the device like in Figure 3), but it may also facilitate lateral (i.e., side to side) movement or yawing movement of the cargo mobility device, especially over rough terrain. A similar length may be measured from a region above the central axis of the wheel / s of any of the embodiments, up to end / s of the handle / s, to provide leverage and ease of control of the device to the user.

[0110] II. C. Large-diameter wheels The Cargo Mobility Device described herein may include large diameter (e.g., 21” or about 53.34 cm) spoked wheels, which allow for smooth operation in any terrain (the spokes are omitted from the drawings). For example, the wheels may be from 17” up to 21” in diameter (or from 43.18 cm up to 53.34 cm). It will be appreciated that other sizes may be possible, for example wheels of 55 cm diameter, or 40 cm diameter, or 45 cm, or 50 cm, and so on. Wheels of larger than 40cm (or larger than 45 cm) may be preferable for use over rough terrain. The large diameter wheels of 17” or more (or more than roughly 45cm) may also provide additional leverage to the user. This is because the centre of the wheel is higher from the ground, and the pivot point of the support frame is also higher from the ground. These larger wheels may facilitate tipping or pivoting the device (e.g., as shown in Figures 3 or 14), as well as facilitate handling it over rough or harsh terrain.

[0111] This type of relatively large wheel may offer an important advantage when operating off-road. In addition, a large diameter wheel means the cargo mobility device has a lower approach angle when going over obstacles, reducing the effort to pull the cargo mobility device up and over them. Large-diameter wheels can overtake many common obstacles with ease, such as a curb, pothole, rock, or rut. The advantage even extends to more uniform surfaces like a lawn, which still contains small bumps. Large wheels described herein provide a much smoother rolling experience across such surfaces, making it easier for the operator to traverse, while also controlling the load. In contrast, the small diameter wheels of most wheelbarrows create a bumpy ride quality, requiring more effort and a higher potential for spillage or tip-overs. Further, spoke-type wheels are lightweight and can flex to absorb bumps. And they are readily serviceable and can be repaired in case of a bend or crack in the wheel. On the other hand, traditional wheelbarrows use small diameter wheels that easily get stuck in holes, or even on small obstacles, which can cause the entire load bed to tip over and the contents to spill and potentially become damaged.

[0112] Various wheel configurations are contemplated. For example, some embodiments may feature a single, central wheel. Such configurations may provide greater manoeuvrability than an embodiment with two wheels opposed wheels rotating about the same axis, for example, although two such wheels may provide greater stability and balance.

[0113] II. D. Heavy-duty, pneumatic tires

[0114] The Cargo Mobility Device herein may include standard size, heavy-duty, pneumatic tires, such as heavy-duty motorcycle tires. Such tires help the Cargo Mobility Device easily roll over extreme or harsh terrain. Pneumatic (pressurized air) tires reduce rolling resistance and cushion the ride by absorbing impact, making it easier to move a heavily loaded cargo mobility device particularly over non-smooth surfaces. Designed for the road and high speeds (and preferably also for off- road and medium speeds) such tires can be long-lasting and robust, meaning they are difficult to puncture and may last for years.

[0115] Traditional wheelbarrows may use non-pneumatic or pneumatic tires. Such non-pneumatic tires are often made of a hard solid compound that can easily wear. They also create high friction with the ground, resulting in a high rolling resistance. Pneumatic tires used on traditional wheelbarrows also are deficient. For example, they are typically thin and low quality, meaning they puncture easily and become weathered quickly. These types of pneumatic tires are non-standard sizes, meaning replacement parts are more difficult to find, compared with more standardized tires found on motorcycles. The cargo mobility device of the present disclosure may implement standardized motorcycle-type tyres in some embodiments.

[0116] II. E. Sealed, heavy-duty roller or ball bearings

[0117] The Cargo Mobility Device herein may preferably include sealed roller bearings in the wheel hubs, such as those designed for motorcycle (or mountain-biking) applications. These bearings are highly efficient and are long-lasting so that the Cargo Mobility Device will roll and move smoothly and substantially effortlessly for a long period of time. Although the wheel bearings may seem like a trivial component of the Cargo Mobility Device, they may provide significant advantages over known wheelbarrows. The wheel bearing component may allow the entire device to operate well in adverse conditions or during heavy-duty use. In other words, if the bearing is compromised, the entire Cargo Mobility Device may become ineffective, so, the bearing may be chosen to be heavy duty and sealed against the elements or mud etc. the bearings may also be installed to facilitate easy removal and replacement in the field if necessary.

[0118] By contrast, traditional wheelbarrows do not use roller bearings. Instead, plain bearings (also termed a bush or bushings) are common, where the axle shaft directly rotates within a hole. One known problem with such bushings is that, over time, the hole becomes enlarged, and the entire axle shaft and wheel become lopsided, or it may wobble significantly during use, e.g., as result of the enlarged hole and increased tolerances between the hole and the axle of the wheel. This can result in total loss of functionality, increased resistance, directional pulling, vibration, noise, and other drawbacks.

[0119] The sealed roller bearings (or sealed ball bearings) in the wheel hubs (e.g., inside hub / s 21 ) of the cargo mobility device of the present disclosure may provide increased performance and reliability in comparison to previously known wheelbarrows. II. F. Exemplary welded steel frame

[0120] Exemplary embodiments of the cargo mobility device described herein may have a frame. The frame, also termed a support frame, may be a truss-style design, for example. The framework may also be termed a skeletonised framework. In a ‘unibody’ type of design, the frame may also contain the cargo loading area. Such a design gives the device significant rigidity, enabling it to handle the torsional loads that occur when manoeuvring on rough terrain. All of the frame joints may be welded. In such an embodiment, the frame can handle the torsion and bending stresses associated with moving heavy loads on varied terrain. The frame may also be coated with a durable rust-resistant coating.

[0121] By contrast, most, if not all, traditional wheelbarrow frames are bolted, rather than welded together. Additionally, wheelbarrow frame members are typically bolted to the cargo bucket, which is a separate entity. Over time, the stresses from use cause the bolt holes to enlarge and loosen a) between frame members, and b) between the frame and the bucket, which may render the device unstable or unusable in some cases.

[0122] II. G. Loading surface / bed

[0123] The frame of the Cargo Mobility Device described herein may have a loading surface or bed (see, e.g. 82 in Figure 1 , or 782 in Figure 25), which may be referred to as a cargo surface or bed. The cargo surface or bed bay be flat or substantially flat. In an exemplary embodiment 700, it may have various openings designed to fit and hold common containers, such as buckets or bins. Such containers, when engaged with the openings in the loading surface or bed, may be substantially disposed below the loading surface. The cargo surface or bed may also be concave or angled (e.g., Figure 1 with the loading surface 82 and sides 79 forming the bed or cargo container). It may be open or enclosed, or substantially enclosed, so as to accommodate loose goods. Various shapes of enclosed, concave cargo beds are contemplated. For example, the shape of the loading bed may be symmetrical, which is different from a traditional wheelbarrow, given that the load may be substantially placed directly over the wheels. In further embodiments, it is contemplated that the Cargo Mobility Device may have more than one loading bed, or at least a loading bed that is a combination of a flat loading surface and a concave, enclosed bed or bucket.

[0124] II. H. Exemplary attachments to the cargo mobility device

[0125] The frame or chassis of the Cargo Mobility Device described herein may be robust and versatile. In this regard, it may be suited to accommodate multiple attachments to facilitate greater customization to a particular application using multi-purpose interfaces for such attachments. Accordingly, the frame of the Cargo Mobility Device may include a plurality of adapters disposed on the frame near the edges of the loading surface / bed, and / or on the handles so as to accommodate various attachments. See, e.g., the adapters 562 shown in dotted lines in Figure 21 which may be provided on any one or more of the embodiments too. Such adapters may be, for example, male or female type adapters that are configured to receive a matching female component or male component, respectively, on an attachment. Such adapters may be positioned, for example, at the corners, and / or along or cantered along the front, the back, or sides of the cargo bed or surface, and / or on the ends of the handles.

[0126] For example, as described above, the Cargo Mobility Device may be particularly designed to be pulled, as opposed to pushed (although it is configured for both configurations). The Cargo Mobility Device may be attached to a variety of other devices such as a bicycle, car, motorbike, tractor, ATV, UTV or animal via one or more of the adapters using a trailer adapter. The trailer adapter may also be termed a towing frame assembly 230 (see, e.g., Figure 12), or a towing hitch assembly 115 (see, e.g., Figures 13-14). This trailer adapter or towing assembly may be configured specifically for motorised towing, or for human-powered towing, or combinations of these. Thus, the Cargo Mobility Device may be used as both a trailer and as a hand-pulled or hand-pushed mobility device. Known low speed trailers are not designed to be detached from its hitch and then pushed around by hand. In fact, trailers are typically too heavy to be pushed by hand, and do not even have handles. Thus, the trailer attachment can turn the Cargo Mobility Device into a two-in-one device, which can make its application even more robust and versatile.

[0127] The trailer attachment or towing frame assembly 230 may include a standard size / s trailer receiver that is fixed to a U-shaped harness. To convert the Cargo Mobility Device into a trailer / wagon / towable device, the U-shaped trailer attachment may be arranged to slide over or inside handle pipes or cross bar of the Cargo Mobility Device. The trailer attachment may be fastened using quick release pins 259 (see Figure 12, Detail “D”) that, e.g., go through the handle pipes / or cross bar, and a clamp of the trailer attachment or towing frame assembly 230. Moreover, the two side stand legs 227 may be arranged to fold upwards and are held in an upright transit position away from the ground. The Cargo Mobility Device can then be fixed to a bicycle or other human powered vehicle, e.g., as shown in Figure 15. To convert the Cargo Mobility Device back into a wheelbarrow-type device, the quick release pins 259 going through the handle pipes can be removed, and the side stands or legs 227 folded down and locked into their downright positions. Once unclipped or loosened, the towing frame assembly or towing attachment 230 may then slide out of, or over the handle pipes to be removed, and the cargo mobility device may be used without it. The Cargo Mobility Device can also be fixed to a motorized vehicle with a ball hitch and socket type structure 1 19 arrangement. This is described elsewhere in the present disclosure e.g., with reference to Figure 9 and 13-14. Another exemplary attachment is a stake-side attachment. While the Cargo Mobility Device can carry heavy weight, a stake-side attachment like a railing (see exemplary barrier or railing 687 in Figure 23) may increase the ability to carry high volumes of cargo. Like the pickup trucks of old, adding an attachment where removable high sides could slip into the base or frame via the adapters 562 (see exemplary female adapters in Fig. 21 ) can significantly increase, e.g., double the volume of the cargo container. This may be useful in settings where the cargo has a high volume, but lower weight, such as in landscaping or garden industries where large amounts of yard waste is heaped, or in certain types of low-density crop farming like wheat, or in recycling and waste industries. In combination with the trailer hitch attachment, the stake-side attachment can significantly increase the cargo hauling capacity of the Cargo Mobility Device even with heavier, dense materials. For example, fitted with a railing and trailer hitch towed behind a vehicle, the Cargo Mobility Device could carry twice the load of the same unit without railings and pulled manually.

[0128] Another exemplary attachment is an enclosed topper attachment. Like a topper on a pickuptruck, a topper attachment (also termed a lid or roof attachment) for the Cargo Mobility Device may create an enclosed loading area with easy access e.g., from a flip-up lid. This may be useful in applications where a load is sensitive to the elements (wind and rain), such as street sweepers, waste collectors, construction workers, or landscapers. Additionally, a topper or lid closure may secure the load in the case that it is valuable. Another exemplary attachment is a bucket attachment, which would make it easy to transport buckets with a cargo bed that otherwise is primarily or fundamentally designed to carry loose materials. Thus, it may be desirable to increase the versatility of the Cargo Mobility Device by providing a simple grid overlay attachment via the frame adapters that is disposed over the top an enclosed or concave cargo bed that transforms it into a bucket carrying device. Moreover, while buckets were used as an example, it is contemplated that such a grid overlay could be specifically designed to accommodate other common containers.

[0129] Yet another exemplary attachment is a “market” top attachment. Such an attachment would effectively convert the Cargo Mobility Device into a mobile market, making it easier for small business owners to sell their products. For example, a flat top attachment may be placed over the loading bed or surface to display products and facilitate access to cargo below the flat top attachment. Such dual display and access purposes could be achieved using a hinged-type flat top attachment.

[0130] Another exemplary attachment for use with the frame adapters would be a stretcher / medical attachment. Because of its ability to carry heavy loads, and its manoeuvrability and sturdiness, the Cargo Mobility Devices disclosed herein may also be used to move people in healthcare or emergency settings or situations. In some settings, where ambulance services or other vehicle services are limited or unavailable, such as areas that are inaccessible by motor vehicles or access by motor vehicles would be impractical or inappropriate, there may be a need manually move a person or patient, including, but not limited to military applications or other emergency care situations.

[0131] III. Exemplary operation of the Cargo Mobility Device

[0132] As described above, the Cargo Mobility Device may be designed for manual mobility and transport by being pulled (preferred) or pushed by an operator. For example, as shown in the accompanying Figures, the extra-long handles may be designed to accommodate pulling as the primary or preferred mode of operation. In this way, the handles extend far enough from the frame or the cargo bed, and may be connected via a cross bar located substantially toward the distal end of the handles, to accommodate a person to situate themselves between the frame and the cross bar with their back to the cargo bed to facilitate lifting and walking of the Cargo Mobility Device via the handles without obstruction or interference by the other components of the Cargo Mobility Device. In some embodiments, it is also envisioned that the Cargo Mobility Device would be equipped with motorized assist functionality, more preferably using electric motors to assist with the rotation of the one or more wheels.

[0133] The foregoing description has been presented for the purpose of illustration; it is not intended to be exhaustive or to limit the technology to the precise forms disclosed. Persons skilled in the relevant art can appreciate that many modifications and variations are possible in light of the above disclosure. The language used in the specification has been principally selected for readability and instructional purposes, and it may not have been selected to delineate or circumscribe the inventive subject matter. It is therefore intended that the scope of the present disclosure be limited not by this detailed description, but rather by any claims that issue on an application based hereon. Accordingly, the present disclosure is intended to be illustrative, but not limiting, of the scope of any accompanying claims.

[0134] Finally, throughout the specification and any accompanying claims, unless the context requires otherwise, the word ‘comprise’ or variations such as ‘comprises’ or ‘comprising’ will be understood to imply the inclusion of a stated integer or group of integers but not the exclusion of any other integer or group of integers.

Claims

CLAIMS:1 . A cargo mobility device, the device comprising: a support frame that supports a cargo container which defines a major weight bearing portion thereof; one or more wheels on which the support frame is pivotally mounted; and one or more handles that can pivot the support frame from a generally horizontal carrying position to an angled unloading position, wherein the one or more wheels are configured to rotate about an axis which is vertically below a central region of the major weight bearing portion of the cargo container when the support frame is in the generally horizontal carrying position.

2. The cargo mobility device as claimed in claim 1 , wherein the device further includes a towing hitch assembly that extends from the support frame, the towing hitch assembly being pivotally coupled to the support frame so as to enable pivotal movement of the support frame independent of the towing hitch assembly for unloading.

3. The cargo mobility device as claimed in claim 2, wherein the towing hitch assembly further includes a lock for releasably receiving the support frame so as to be capable of locking the support frame in the generally horizontal carrying position, and to release it to be moved by the handle / s to the angled unloading position.

4. The cargo mobility device as claimed in claim 3, wherein the lock is a spring-loaded latch lock.

5. The cargo mobility device as claimed in claim 3 or claim 4, wherein the lock is configured to releasably receive a cross bar of the support frame, the cross bar extending across from the handle / s of the cargo mobility device.

6. The cargo mobility device as claimed in claim 1 , wherein the cargo mobility device includes a towing frame assembly which is connectable to a cross bar of the support frame, the cross bar extending across from the handle / s of the cargo mobility device.

7. The cargo mobility device as claimed in claim 6, wherein the towing frame assembly has a first part that includes a clamp or fastener arranged to fasten it to the support frame of the cargo mobility device, and wherein the towing frame assembly has a second part that is connectable to a towing vehicle, the second part being pivotally coupled to the first part.

8. The cargo mobility device as claimed in claim 7, wherein the first part includes a projecting structure that has a joint which pivotally couples the projecting structure to the second part.

9. The cargo mobility device as claimed in claim 8, wherein the second part includes a pair of arms that extend towards a towing vehicle for fastening the arms thereto, and wherein the second part includes a cross member that extends between the arms, the cross member having a lug which is pivotally coupled to the joint of the first part.

10. The cargo mobility device as claimed in any one of claims 7 to 9, wherein the pivotally coupled first and second parts of the towing frame assembly allow at least yawing movement of the cargo mobility device in relation to the towing vehicle.1 1. The cargo mobility device as claimed in any one of claims 7 to 10, wherein the pivotally coupled first and second parts of the towing frame assembly allow at least partial roll and / or pitch movement of the cargo mobility device in relation to the towing vehicle.

12. The cargo mobility device as claimed in any one of claims 7 to 11 , wherein the towing frame assembly is u-shaped.

13. The cargo mobility device as claimed in any one of the preceding claims, wherein the support frame is made from a strong and / or tough and / or resilient material selected from the group consisting of: metals, steel, aluminium, plastics, polymers, carbon-fibre, metal alloys, composite materials, or a combination of one or more of these.

14. The cargo mobility device as claimed in claim 13, wherein the support frame is configured so as to be capable of carrying weight of up to 550 kilograms.

15. The cargo mobility device as claimed in any one of the preceding claims, wherein the cargo mobility device includes a motor and power source onboard the support frame, wherein the motor is arranged for driving the wheel / s to assist movement of the cargo mobility device by an operator.

16. The cargo mobility device as claimed in claim 15, wherein the motor is an electric motor, and wherein the power source is a battery.

17. The cargo mobility device as claimed in any one of the preceding claims, wherein thesupport frame has one or more legs that are pivotally coupled to the support frame, wherein the one or more legs are moveable between a lowered position and a raised position, wherein the lowered position of the leg / s is configured for supporting the cargo mobility device while stationary, and wherein the raised position of the leg / s is configured to facilitate movement of the cargo mobility device.

18. The cargo mobility device as claimed in any one of the preceding claims, wherein the support frame defines one or more apertures therethrough, the apertures configured for receiving cargo objects to hang therefrom, the arrangement being such that the cargo objects are substantially below a loading surface of the cargo container.

19. The cargo mobility device as claimed in any one of the preceding claims, wherein the support frame includes one or more adapters that are capable of receiving accessories to the cargo mobility device.

20. The cargo mobility device as claimed in claim 19, wherein the adapter / s of the support frame are male or female adapters that are configured for receiving cooperating male or female adapters of one or more vertical barrier / s that vertically extends a size of the cargo container.