WO2020175981A1

WO2020175981A1 - Transformable cycle

Info

Publication number: WO2020175981A1
Application number: PCT/NL2020/050105
Authority: WO
Inventors: Nikolai Rolf Carels
Original assignee: Yaya BV
Current assignee: Yaya BV
Priority date: 2019-02-26
Filing date: 2020-02-21
Publication date: 2020-09-03
Anticipated expiration: 2021-08-26
Also published as: EP3931072A1; NL2022639B1

Abstract

A cycle (1) is provided which comprises a first cycle portion (17) and a second cycle portion(19), and a steering assembly(35), comprising a steering handle (11) in the first cycle portion (17) and a steerable wheel (5) in the second cycle portion (19) operably connected together for steering the cycle (1). The first and second cycle portions (17, 19) are adjustably coupled for reversibly transforming the cycle (1) from a first, relatively long, configuration to a second, relatively short, configuration with respect to a length direction (L). The first cycle portion (17) comprises a first steering portion of the steering assembly and the second cycle portion (19) comprises a second steering portion of the steering assembly.

Description

Transformable cycle

TECHNICAL FIELD

The present disclosure relates to cycles, in particular cargo bicycles, more in particular cargo bicycles having a cargo hold in front of a steering handlebar, wherein a front wheel may be arranged in front of the cargo hold.

BACKGROUND

Cargo bicycles of the above-referenced type are well known. It is generally desired that the volume and/or weight of the cargo transportable in the cargo hold is maximized.

However, a contrasting desire is that the volume and/or weight of the cycle is minimised, in particular when no cargo is transported and/or when stationing the cycle.

E.g. DE 10 2014 110 261 discloses a cargo bicycle with a front wheel, a rear wheel, a first frame part for arranging saddle, handlebar, bottom bracket, cranks and pedals and a second frame part with a loading area being flat in use position, characterized in that the loading surface is

articulated on the second frame part and pivoted in an

inoperative position into a raised position and in that the second frame part has connecting means to the first frame part by means of which it is adjustable from a use position with a long wheelbase into a shortened rest position with a short wheelbase .

It is noted that several other types of transformable cargo cycles have been developed. E.g., CA 2 657 836 discloses a reconfigurable bike-carrier, including an interchangeable carrier selected from a set of interchangeable carriers. DE 20 2018 001 016 discloses a size-adjustable cargo carrier for vehicles, wherein the carrier has a fixed bottom plate

providing a cargo area and wherein the cargo volume can be broadened by means of side walls. NL 2000227 discloses a cargo bicycle having a cargo hold with foldable sides. In these disclosures the respective cycle frames have a fixed length.

Also, other cycle types having a length-adjustable frame are known. E.g. US 5,607,171 discloses a recumbent bicycle including a frame having a longitudinal main tube divided into a main tube front section telescopically inserted into a main tube rear section to form an adjustable length frame. CN 201439369 U discloses a driving structure of a leisure fitness bicycle. The frame is provided with a front frame rod and a rear frame rod, sleeved and adjusted in parallel and fixedly combined by a positioning member for length adjustment of the frame.

In addition, cargo cycles with modular frames are known, e.g. from US 2014/0091551, DE 10 2016 214 987 and WO 2017/124117.

In view of the foregoing, there remains a desire for a cargo bicycle that is at least one of more versatile, more comfortable, more user friendly and enabling transport of cargos of greater volume, weight and/or value such as persons and pets.

SUMMARY

Herewith improvements in cycles of the aforementioned types are provided as set out in the following.

In an aspect a cycle is provided, in particular a cargo cycle, comprising a first cycle portion and a second cycle portion. The cycle comprises a steering assembly, comprising a steering handle in the first cycle portion and a steerable wheel in the second cycle portion operably connected together for steering the cycle in a riding direction. The first cycle portion comprises a first steering portion of the steering assembly and the second cycle portion comprises a second steering portion of the steering assembly. The first and second cycle portions are adjustably coupled for

reversibly transforming the cycle from a first, relatively long, configuration to a second, relatively short,

configuration with respect to a length direction. The first and second steering portions are operably and displaceably connected rotary about at least one axis of rotation

substantially extending in the length direction for operably transmitting steering action between the steering handle and the steerable wheel.

In particular, at least a first part of the first steering portion is rotary about a first axis of rotation and at least a second part of the second steering portion is rotary about a second axis of rotation, the first and second axes of rotation extending in the length direction, the first and second parts being displaceable relative to each other in the length direction and drivably connected for operably transmitting steering action between the steering handle and the steerable wheel by rotation of the first and second parts about the first and second axes of rotation.

Plural such axes of rotation substantially extending in the length direction, e.g. the first and second axis of rotation discussed above, may coincide.

The first and second steering portions being operably connected rotary about at least one axis of rotation

substantially extending in the length direction for operably transmitting steering action between the steering handle and the steerable wheel causes that, at least there, the steering action is transmitted in another direction than the direction of displacement of the first and second steering portion and/or the direction of length adjustment of the steering assembly and the cycle. Thus, these directions, and mechanical realisation thereof, may be decoupled. This is markedly different from prior art cycles wherein either the steering handle is directly coupled with the steerable wheel as in a traditional bicycle, or the steering action is transmitted in the length direction by a longitudinal action of the steering assembly, usually a pulling/pushing rod connected to and extending between on one side a steering axle connected with a steering handlebar and on an opposite side a wheel steering axle. In such case mechanical reliability and robustness for the steering action on one hand and (ease of) adjustability of the cycle conflict each other. The presently provided cycle resolves such

conflict .

The cycle may be reversibly transformable between one or more configurations in between the first and second

configurations, preferably being substantially continuously transformable. Several or each of the possible configurations of the cycle may be fixed, and the cycle may be configured such that it can be ridden in several or each of its possible configurations .

The cycle may be a bicycle, facilitating a relatively narrow shape or be provided with more than two wheels, e.g. three or four wheels of which one or more than one may be steerable as indicated above.

The steerable wheel may be a front wheel,

facilitating steering behaviour along curves.

The steering handle may be a handlebar or a steering wheel, one or more stick grips or any other suitable steering handle .

The first and second steering portions may be

telescopically coupled. The first and second steering portions may have a noncircular cross-sectional shape with respect to the axis of rotation, for operably engaging each other and transmitting the steering action by rotation about the axis of rotation. Preferably, the noncircular cross-sectional shapes are mated and/or closely-fitting. A telescopically arrangement of parts having corresponding noncircular cross-sectional shapes may be preferred.

In an aspect, a cycle is provided, in particular a cargo cycle, comprising a first cycle portion and a second cycle portion. The cycle comprises a steering assembly, comprising a steering handle, possibly in the first cycle portion, and a steerable wheel, possibly in the second cycle portion, the steering handle and steerable wheel operably connected together for steering the cycle in a riding

direction. The first and second cycle portions may be

adjustably coupled for reversibly transforming the cycle from a first, relatively long, configuration to a second,

relatively short, configuration with respect to a length direction. The steering assembly comprises at least one coupling for operably transmitting in two different directions at a non-zero angle to each other steering action between the steering handle and the steerable wheel.

The steering assembly may comprise at least one of gears, pinions, worm wheels, toothed racks, universal joints in particular cardan joints, and steering chains and/or steering cables, for operably transmitting steering action between the steering handle and the steerable wheel along a non-linear path bent path, wherein axes of rotation of

portions of the steering assembly extend at different angles to each other. This facilitates transmitting steering action in directions arranged at an angle with respect to each other; e.g. around a bend. E.g., in one section of the steering assembly a steering axle connected to a steering handle (-bar) may extend in a generally vertical or somewhat inclined angle to the vertical in a customary direction for bicycles, e.g. between about 60 and 90 degrees to a horizontal road surface, whereas in another section of the steering assembly parts may extend generally in the length direction of the cycle for operably transmitting steering action by rotation about the longitudinal axis of rotation, which itself may extend

generally horizontal and possibly perpendicular to the

aforementioned steering axle. Likewise, in a section of the steering assembly a wheel steering axis of rotation may extend substantially vertical and/or perpendicular to the axis of rotation for rolling of the wheel, possibly generally parallel to the steering axle connected to a steering handle.

The coupling enables providing a steering action by structures of a steering assembly extending in two directions at a non-zero angle to each other, e.g. an angle in a range of about 15 to 90 degrees. This facilitates constructing a steering handlebar and steering axle in a conventional shape in combination with steering portions operably connected rotary about an axis of rotation substantially extending in a riding direction of for operably transmitting steering action between the steering handle and the steerable wheel. It has been found that such coupling may be constructed substantially without friction and/or play therewith enabling a direct interaction between the steering handle and the steerable wheel, providing accurate control of and/or feedback from the steering .

In an aspect, a cycle is provided, in particular a cargo cycle, comprising a first cycle portion and a second cycle portion. The cycle comprises a steering assembly, comprising a steering handle in the first cycle portion and a steerable wheel in the second cycle portion operably connected together for steering the cycle in a riding direction. The first and second cycle portions are adjustably coupled for reversibly transforming the cycle from a first, relatively long, configuration to a second, relatively short,

configuration with respect to a length direction. The cycle comprises, for reversibly providing the transformation of the cycle from the first to the second configuration, at least one of: a spindle-and-nut coupling, a toothed rack coupling, a traveller and tether coupling and a transformation driving assembly. Such transformation driving assembly may comprise one or more of an operation handles, pedals and a

transformation driving motor, e.g. an electromotor and/or a combustion engine.

A spindle-and-nut coupling is an effective system requiring relatively little space and generally being reliably self-braking. A toothed rack coupling may be formed as a rather-and-pawl coupling, also or alternatively, the toothed rack may be engaged by a worm wheel and/or a gear for

determining different relative positions of the spindle and nut, the ratchet and the pawl, the rack and the worm wheel, and/or the rack and the gear, respectively, for determining the various configurations of the cycle. In a traveller and tether coupling, the tether can pull the traveller along a track and tethers to opposite directions can accurately position the traveller on the track, e.g. as in a crane trolley. Chains and /or wires may serve as tether. The

traveller may be a rolling trolley and/or a slider along the track; the track may be a tube in which the traveller travels. Such couplings facilitate effecting the transformation

relative to decoupling cycle portions and rearranging the decoupled portions, and/or relative to adjusting (possibly telescopic) frame tubes.

A driving assembly facilitates effecting a transformation with the cycle portions being coupled, e.g. by allowing manipulation of at least part of the driving assembly remote from parts moving associated with the transformation, e.g. turning a handle connected with a gear instead of adjusting telescopic frame tubes. A driving assembly

comprising a motor may automate the transformation, further improving user comfort.

It is to be noted that the above-mentioned aspects may be provided independently and/or in any combination of two or more thereof and/or in any combination with one or more of the further features discussed in this disclosure.

The first cycle portion may comprise a further wheel and at least one of a saddle and a propulsion assembly for driving the further wheel. The propulsion assembly may then comprise e.g. one or more of pedals, gears, a chain, a belt, a cardan coupling, and a propulsion motor.

Thus, the transformation of the cycle between the first and second configurations may entail transformation of a wheelbase defined by the steerable wheel and the further wheel between a relatively large length and a relatively small length, corresponding to the first and second configurations, respectively .

The driving assembly may comprise a chain drive, a belt drive, a cardan drive or any other suitable drive for muscle-powering, e.g. pedals and cranks etc. and/or a driving engine which may comprise an electromotor and/or a combustion engine. A driving engine may provide all power for moving the cycle or for merely assisting muscle powering.

In case of a cycle comprising both a transformation driving motor and a propulsion motor, both motors may be connected to a common power source, e.g. both motors being electromotors connected to a single battery.

The first cycle portion may comprise a first frame portion and the second cycle portion may comprise a second frame portion, wherein at least part of the first and second frame parts are telescopic with respect to each other.

Telescopic frame portions facilitate that excess frame material may be stored away efficiently in a shortened configuration. Also, a telescopic construction may provide structural strength in extended and in shortened

configurations. Telescopic frame parts may also form a hollow assembly, facilitating covering delicate and/or potentially user-dangerous construction portions.

The cycle according to any aspect may comprise a cargo hold connected to the first and second cycle parts, the cargo hold being reversibly deformable associated with the transformation of the cycle between the first and second configuration .

Thus, the cycle may be used for transporting cargo, and transforming the cycle may leave other portions of the cycle largely unaffected, e.g. a user operation portion such as (an arrangement of) a saddle, driving assembly, steering handle, etc. The deformation may be between different

configurations for holding cargo or between a first

configuration for holding cargo and a second configuration unsuitable for holding cargo, e.g. a folded configuration like DE 10 2014 110 261 or similar to NL 2000227.

The cargo hold may be formed as a platform, a rack, a basket, a bag suspended from hooks and/or a frame, a box, etc. and/or suitable combinations thereof.

In case the first cycle portion may comprise a first cargo hold portion of the cargo hold and the second cycle portion may comprise a second cargo hold portion of the cargo hold, the cycle facilitates deforming the cargo hold together with transformation of the cycle as a whole, improving user comfort . Further, note that the size of a cargo hold may crucially determine the size of a cargo cycle relative to a traditional bicycle. Therefore, it is preferable that

transformation between the different configurations of a cargo cycle is concentrated in deformation of the cargo hold.

The cargo hold may be reversibly deformable by at least part of the first and second cargo hold portions being translatable with respect to each other in the length

direction for adjusting a cargo volume of the cargo hold.

Also, or alternatively, the cargo hold may be reversibly deformable by at least part of the cargo hold being

telescopic .

Translatable cargo holds portions, in particular a telescopic cargo hold, facilitate that the cargo hold is usable for transporting cargo in the cargo hold in different sizes of the cargo hold. Further, excess cargo hold material may be stored away efficiently.

In case the first cycle portion comprises a first frame portion and a first cargo hold portion of the cargo hold and the second cycle portion comprises a first frame portion and a second cargo hold portion of the cargo hold, at least part of the first and/or second cargo hold portion may form at least part of the first and/or second frame portion.

Thus, at least part of the cargo hold may provide structural strength to the cycle.

A cargo hold, in particular a cargo hold connected to the first and second cycle parts as discussed elsewhere, may be arranged between the steering handle and the steerable wheel. Thus, the cycle may be provided as a cargo cycle.

Such type of cargo cycle is preferred for balancing the cycle. In particular in case of the steerable wheel being a front wheel, such cycle is preferred for transporting delicate and/or valuable cargo since a user may continuously observe the cargo hold and any cargo held by it. This is particularly desirable for cargo cycles (for) transporting one or more (child) passengers in the cargo hold.

In any aspect a cargo hold may be provided which may comprise upstanding walls at partly defining a cavity, in particular a cavity accommodating one or more passengers, and/or wherein the cargo hold comprises a passenger seat, in particular comprising one or more seats at least partly contained in the cavity.

A cargo hold comprising upstanding walls defining a cavity facilitates storing cargo without it falling off and/or out of the cargo hold. Such cargo hold may also increase safety of any (child) passengers in the cargo hold. Passenger seats in or on the cargo hold may improve (child) passenger comfort .

In any aspect a cargo hold may be provided which may comprise upstanding lateral side walls relative to the length direction, which, in the first, relatively long, configuration of the cycle define at least part of a cavity of the cargo hold and in the second, relatively short, configuration, extend at least partly from the cargo hold, and possibly define at least one of a wheel space and a user body part space, in particular a leg space.

The lateral side walls may extend beyond a front and/or back wall of the cargo hold. It has been found that this conveniently and easily provides for storage of side wall material that is unused for forming a cavity of the cargo hold, and that it also provides protection for the cycle portion and/or used body portion at least partly covered by the side wall portion (s) .

The steering assembly may comprise a portion that is movable for operably transmitting steering action between the steering handle and the steerable wheel, that extends on a side of the steering handle opposite to the steerable wheel and that is rotary about an axis of rotation directed away from the steerable wheel with respect to the steering handle.

Such cycle may provide user comfort and/or user space. Further, this may facilitate placement of a cargo hold and possibly transformation of such cargo hold. Also, or alternatively, couplings between different parts of the steering assembly may be arranged at favourable angles to each other for improving transfer of steering action between such parts and/or for reducing friction and/or wear.

E.g., an angle of the axis of rotation of at least part of the steering assembly with respect to a plane

perpendicular to the length direction and between the

steerable wheel and the steering handle may be opposite to an angle between a steering axis of the steerable wheel and said plane .

The steering assembly may be substantially fully enclosed within a cycle frame. Thus, the steering assembly is protected from the environment and a user of the cycle, and the other way around.

BRIEF DESCRIPTION OF THE DRAWINGS

The above-described aspects will hereafter be more explained with further details and benefits with reference to the drawings showing a number of embodiments by way of

example .

Figs. 1 and 2 show a transformable cargo bicycle in a first, relatively long, configuration and, respectively, a second, relatively short, configuration;

Fig. 3 shows the cycle of Figs 1-2 in the second, relatively short, configuration; without a cargo hold;

Fig. 4 shows the cycle as in Fig. 3 with several frame parts removed; Figs. 5-6 show part of the cycle as in Figs. 3-4 with further parts removed from two viewing angles;

Fig. 7 shows detail VII indicated in Fig. 6;

Fig. 8 shows part of the cycle as in Fig. 6, but with the frame transformed for the first, relatively long,

configuration of the cycle cf. Fig. 1;

Figs. 9-11 show (parts of) of another embodiment of a transformable cargo bicycle in a first, relatively long, configuration, partly broken away (Figs. 10-11);

Figs. 12-14 similarly show the embodiment of Figs. 9- 11 in a second, relatively short, configuration.

DETAILED DESCRIPTION OF EMBODIMENTS

It is noted that the drawings are schematic, not necessarily to scale and that details that are not required for understanding the present invention may have been omitted. The terms "upward", "downward", "below", "above", and the like relate to the embodiments as oriented in the drawings, unless otherwise specified. Further, elements that are at least substantially identical or that perform an at least

substantially identical function are denoted by the same numeral, where helpful individualised with alphabetic

suffixes .

Further, unless otherwise specified, terms like

"detachable" and "removably connected" are intended to mean that respective parts may be disconnected essentially without damage or destruction of either part, e.g. excluding

structures in which the parts are integral (e.g. welded or moulded as one piece) , but including structures in which parts are attached by or as mated connectors, fasteners, releasable self-fastening features, etc. The verb "to facilitate" is intended to mean "to make easier and/or less complicated", rather than "to enable". Figs. 1 and 2 show a cycle 1, in the form of a cargo bicycle, having a front side F and a rear side R and a length direction L associated with the front and rear sides F, R. The cycle 1 comprises a frame 3, a steerable front wheel 5, a rear wheel 7, a saddle 9, a steering handlebar 11 and a generally box-shaped cargo hold 13 arranged between the steering

handlebar 11 and the front wheel 5. As options, the frame 3 comprises housing 14 and tubular sections 15. Other sections of the frame 3 ma also comprise a cavity and/or be tubular, saving weight and enabling accommodating and/or at least partly covering other portions of the cycle 1, e.g. a lock and/or a battery.

The cycle 1 comprises a propulsion assembly 16 for driving the rear wheel 7. In operation a user of the cycle 1 will ride the cycle by operating the propulsion assembly 16 and by manipulating the handlebar 11 for steering the front wheel 5 relative to the length direction L and thus steering the cycle 1 as a whole in a riding direction. See below.

Referring also to Fig. 3, the cycle 1 comprises a first cycle portion 17 and a second cycle portion 19,

comprising a first and second frame portion 3A, 3B,

respectively. The first cycle portion 17 comprises the

steering handlebar 11, and in the shown embodiment also the saddle 9 and the propulsion assembly 16. The steerable front wheel 5 is comprised in the second cycle portion 19.

Further, in the shown embodiment, the first cycle portion 17 comprises a first cargo hold portion 21 of the cargo hold 13 and the second cycle portion 19 comprises a second cargo hold portion 23 of the cargo hold.

From a comparison of Figs. 1-2 may be apparent that the cycle 1 is reversibly transformable from a first,

relatively long, configuration (Fig. 1) to a second,

relatively short, configuration (Fig. 2) with respect to the length direction L. The length of the cycle 1 in a given configuration may be considered with respect to outside dimensions but a more appropriate measure may be the wheel base (e.g. as indicated by B1 in Fig. 1 and by B2 in Fig. 2), as defined by a separation along the length direction L between the positions P5, P7, at which the wheels 5, 7, of the cycle 1 contact a road for riding, in normal operating

conditions. For this transformation, the cargo holds 13 is reversibly deformable by the first and second cargo hold portions 21, 23 being translatable with respect to each other in the length direction L, therewith a cargo volume of the cargo holds 13 is adjusted.

In particular, the cargo hold 13 comprises a rear wall 25 and first side walls 27, a front wall 29 and second side walls 31, all upstanding relative to a bottom (not shown) and together defining a cavity C possibly accommodating one or more passengers for which a seat may be provided (not shown) . In a top portion the cargo hold 13 is provided with optional supports 33 which may be connected to first and second frame members of the frame 3 and provide structural robustness to the cycle 1 as a whole; e.g. see Figs. 9-14 to be discussed below .

Here, the rear wall 25 and first side walls 27 are attached to the first frame part 3A and form part of the first cycle portion 17; and the front wall 29 and second side walls 31 form part of the second cycle portion 19. Upon

transformation of the cycle between the first and second configurations, the cargo hold 13 is partly deformed. In the first configuration (Fig. 1), the side walls 27, 31 and partly overlap; in the second configuration (Fig. 2) the side walls 27, 31 partly overlap to a larger extent. The same applies to bottom parts overlapping to a lesser or greater extent (not shown) . Thus, at least part of the cargo hold 13 may be considered telescopic. The supports 33 may also be formed telescopic, preferably as telescopic tubes. Optionally, in at least the long configuration (Fig. 1) possibly exposed

portions of the supports 33 may be provided with covers 34.

Such covers 34 may be rigid and serve for defining a length of the cargo hold 13 and therewith for defining a particular configuration of the cycle 1.

It may be noted that as an option in the shown design part of the cargo hold 13 formed by the side walls 27, and accommodating part of the side walls 31 of the cargo hold 13 define a user body space U for at least part of the knees and feet of a user sitting on the saddle 9 and riding the cycle 1.

Referring now in particular to Figs. 3-8. various views of the cycle are shown, progressively broken away. E.g., in Fig. 4 the housing 14 and several tubular frame sections 15A, 15B are removed, compared to Fig. 3.

Best seen in Figs. 3-4 is that the propulsion

assembly 16 comprises, mounted to the frame 3, a pedal set 35, a sprocket 37 and a toothed belt 39 and a propulsion motor 41.

The first frame portion 3A of the first cycle portion 17, and the second frame portion 3B of the second cycle portion 19 are telescopic. In particular, the first frame portion 3A comprises a sleeve 43 and the second frame portion 3B comprises a beam 45, slidably accommodated in and coupled to the sleeve 43.

In the shown embodiment, the beam 45 is provided with a toothed rack 47 and at or near the sleeve 43 the first frame portion 3A is provided with a gear 49 matching and engaging (the teeth of) the toothed rack 47 and being operably coupled to a driving ( electro- ) motor 51. The beam 45, toothed rack 47, gear 49 and motor 51 facilitate providing the transformation of the cycle 1 from the first, long, to the second, short, configuration (Figs. 1 and 2, respectively) and back again by driving the gear 49 and therewith propelling the beam 45 via the toothed rack 47 with respect to the sleeve 43. In the shown embodiment, also any intervening configuration between the first and second configurations may be established.

Instead of a gear 51 having an axis of rotation perpendicular to a longitudinal direction of the beam 45, as shown, also a worm wheel having an axis of rotation parallel to the

longitudinal direction of the beam 45 may readily be used.

Alternatively, not shown, one of the frame portions may comprise a threaded spindle and the other portion may then comprise a cooperating threaded portion or nut portion. Upon rotating the spindle the nut portion is displaceable

substantially continuously. A tube portion surrounding at least part of the assembly may guide and/or provide protection of the spindle and/or nut and surroundings.

The sleeve 43 and the beam 45 have matching noncircular shapes supporting the frame 3 in the long and short configurations and in any intervening configuration and preventing relative rotation of the first and second frame parts 3A, 3B. The sleeve 43 and/or the beam 45 may each be monolithic or, as shown, an assembly of elements 43A, 43B;

45A.

The propulsion motor 41 and the transformation driving motor 51 may be connected to a common power supply and/or they may be connected to separate and/or common control unit (not shown) . A control unit may be fixed to the cycle 1, e.g. fixed to the handlebar 11, and/or be implemented as a program on a portable device, e.g. an "app" on a smartphone.

A safety lock may be provided for enabling or disabling the transformation of the cycle 1 between different configurations. Such lock may comprise a mechanical locking element, such as a latch or bolt fixing the frame parts 3A, 3B to each other in a predetermined configuration and/or comprise controlling operation of the motor 51 (e.g. a master electrical switch) . Operation of the lock may also be

mechanical, e.g. by requiring a key and/or manipulation of a handle, one or more buttons or dials and/or, or the operation may be electronic such as by a pin-code, password, or a biometric feature which may be implemented in the

aforementioned control unit; a biometric feature may be a finger print or facial scan detected by an instrument of a portable device serving as control unit. Note that

sufficiently rigid covers 34 may also serve as a lock.

Best seen in Figs. 4-8, The cycle 1 comprises, accommodated in and covered by tubular sections 15 of the frame 3 (compare Figs. 3 and 4), a steering assembly 53 operably connecting the steering handlebar 11 with the

steerable front wheel 5. The steering assembly 53 comprises a first steering portion 53 A comprising a first series of beams 55, 57, 59 and a second steering portion 53B comprising a second series of beams 61, 63, 65. The steering portions 53A, 53B also comprise couplings 67, 69, and 73, 75 connecting the beams 55-65 in mutually different directions. The beams 59 and 61 of the first and second steering portions 53A and 53B are coupled by a further coupling 71 and are, thus coupled

displaceable with respect to each other, see below.

The beams 55-65 are rotary mounted through bearings 77, 79, 81 83, 85 in (tubular sections 15A, 15B of) the frame 3. In the shown embodiment, couplings 69 and 75 are pinion couplings and couplings 67, 73 are universal joints of the cardan type. Further, each beam 55-65 is rotary about its own direction of extension; e.g. steering beam 55 is rotary with respect to the frame 3 about a steering axis S and the

steerable front wheel 5 is rotary with respect to the frame 3 about a wheel steering axis W, which axes S, W may be parallel or extend at a nonzero angle to each other. Thus, adjacent pairs of coupled beams 55,57; 57,59; 61,63; 63,65; extend at mutually different angles, here at least with respect to the length direction L of the cycle 1, but will rotate together when one of the beams is subject to rotary action. It is found that a sequence of coupled beams may have very little play, or even no discernible play, so that the cycle's steering

behaviour may be accurate.

Best understood from Figs. 5-8, beams 59 and 61 are arranged in a direction substantially extending in the length direction and the beams 59, 61 are displaceable with respect to each other, here by being slidably connected in a

telescopic relationship with each other, in the shown case the beams 59 and 61 being, respectively, outer and inner beams to each other but this could be the other way around. Beam 59 is mounted rotary in bearings 81, 83 about an axis of rotation A substantially extending in the length direction L. Beam 61 is also mounted rotary about the axis of rotation A. The beams 59 and 61 are driveably connected, i.e. a rotation of one beam 59 or 61 about its respective axis of rotation A causes an according rotation of the coupled beam 61, 59 so that both coupled beams 59, 61 rotate together when one of the beams 59, 61 is subject to rotary action. For that, in the embodiment shown, the beams 59 and 61 have, in particular at or near the coupling 71 as shown in Fig. 7, matching noncircular cross- sectional shapes, here being rectangular, even substantially square, shapes, see also Fig. 5 near coupling 69. Thus, when so operably coupled, at any longitudinal relative position of the coupled beams 59, 61, the beams are drivably connected.

Thus, the first and second steering portions 53A, 53B are operably coupled for transmitting rotation about a common axis of rotation A and the steering assembly 53 as a whole is arranged for operably transmitting steering action between the steering handle 11 and the steerable wheel 5 in the first configuration of the cycle 1, i.e. at first length cf. Figs. 1 and 8, and in the second configuration of the cycle 1, i.e. at a second length cf. Figs. 2 and 6, and any configuration in between, by rotation of (the beams 59, 61 of) the first and second steering portions 53A, 53B about the axis of rotation A.

In another embodiment, not shown, beams 59, 61 or other parts of the first and second steering portions 53A, 53B may be mounted adjacent each other rotary about different axes of rotation, and be drivably connected for operably

transmitting the steering action by rotation about the

respective axes of rotation, e.g. by a meshing gear coupling. Preferably the respective axes of rotation are at least generally parallel. Gear teething for a meshing gear coupling may then extend along one or more of the beams 59, 61 for meshing along any overlapping distance of the beams 59, 61.

Also or alternatively, at least one of the beams 59, 61 and one or more associated gears may be displaceably attached, e.g. the gear(s) being slidable along the beam 59, 61.

It is noted that in the shown embodiment, the steering assembly 53 comprises a portion, here at least part of beams and couplings 57, 59, 61, 69, 81, that is movable for operably transmitting steering action between the steering handle 11 and the steerable wheel 5, that extends on a side of the steering handle 11 opposite to the steerable wheel 5 and that is rotary about an axis of rotation directed away from the steerable wheel 5 with respect to the steering handle 11. Thus, as indicated in Fig. 8, an angle of the axis of rotation K of e.g. beam 57 with respect to a plane P oriented

perpendicular to the length direction L and situated between the steerable wheel 5 and the steering handle 11 is opposite to an angle between the steering axis W of the steerable wheel 5 and said plane, said angles each being considered in a plane spanned by length direction L and the respective axis of rotation K, W.

This may achieve one or more of providing additional (leg) space between the steering handle and the steerable wheel; provide space for an optional battery or fuel

compartment in a location that is easily accessible; optimize relative angles and/or directions for steering assembly beams and/or -couplings; provide space for accommodating length adjustment members associated with the transformation of the cycle 1, here in particular length of steering assembly beams 59 and 61 and frame portion beam 45.

Figs. 9-14 show likewise another embodiment of a transformable cargo bicycle 101 in a first, relatively long, configuration (Figs. 9-11) and in a second, relatively short, configuration (Figs. 12-14) . In view of many clear

similarities with the embodiments and options discussed above and reuse of the same reference symbols, except for an

increase by 100, (further) explanation of the present

embodiment concentrates on several differences. E.g. in this embodiment, the top portion the cargo hold 113 is provided with supports 133 are be connected to first and second frame members 115A, 115 of the frame 3 and provide structural robustness to the cycle 1 as a whole. The supports 133

comprise first and second support portions 133A, 133B, being telescopic in the length direction L. Support sections 133A' and 133B' may be formed as desired and/or at least part of such support structure 133 may be integrated in the cargo hold 113.

The support structure 133 may be used for supporting another cargo hold module, e.g. flexible wall sections, one or more baskets, bags and/or nets etc.

The cycle 101 further comprises an optional support bar 187, for supporting part of a cargo hold or for serving as a foot rest for a (child) passenger on a seat between the steering handle bar 111 and the wheel 105. E.g. a saddle, not shown, may be provided, preferably releasably.

The cargo hold 113 is provided with optional storage compartments having an optional lid 191, 192 e.g. for lights, locks, rain gear etc.

In the cavity C' a backrest 193 for a seat is

visible. The backrest 193 may be deformable, e.g. foldable, associated with a deformation of the cargo hold 113 between different configurations of the cycle 101.

The housing 114 is provided with optional hatches 195 for inspection and maintenance.

From a comparison of Figs. 9-11 and 12-14 may be seen that the beams 159, 161 are slidably connected in a telescopic relationship with each other, and that the coupling 169 of the beams 157 and 159 surrounds and accommodates the inner 161 in the short configuration (Figs. 11-14; compare with Figs. 5-6) .

The cycle 1 is provided with optional lights and reflectors 197.

The disclosure is not restricted to the above

described embodiments which can be varied in a number of ways within the scope of the claims. For instance, configuration transformation beams may be solid and/or be at least partly tubular and each may have any suitable cross-sectional shape.

As an example, in Figs. 1-8, beam 59 is formed as a modular beam comprising plural connected beam modules 59A, 59B

suitably attached such as here with flanges bolted together. Such modular construction may facilitate assembling the steering assembly and/or providing a desired length of the respective beam. The same applies to frame assembly beams e.g. beam 45. Instead of configuration transformation beams, tubes, etc., one or more deformable parts of the cycle may be

provided as a harmonica and/or scissors extension construction, e.g. like a scissors jack. In a scissor' s extension construction, layers of scissors portions may be provided in parallel arrangement and/or in mutually

perpendicular arrangement or in other suitable angles to each other.

The shown shapes of the cycle and portions thereof such as the box-shaped cargo hold are exemplary only and not limiting, unless explicitly stated otherwise. The cycle may be provided with numerous optional features not shown, such as a baggage rack over the rear wheel, handbrake grips, (kick-) stands, bells, lights, mud guards, coat guards, suspension assemblies, etc.

Elements and aspects discussed for or in relation with a particular embodiment may be suitably combined with elements and aspects of other embodiments, unless explicitly stated otherwise.

Claims

1. A cycle (1, 101), in particular a cargo cycle, comprising a first cycle portion (17, 117) and a second cycle portion (19, 119),

the cycle (1, 101) comprising a steering assembly

(35, 135), comprising a steering handle (11, 111) in the first cycle portion (17, 117) and a steerable wheel (5, 105) in the second cycle portion (19, 119) operably connected together for steering the cycle (1, 101),

wherein the first cycle portion (17, 117) comprises a first steering portion (53A, 153A) of the steering assembly (53, 153) and the second cycle portion (19, 119) comprises a second steering portion (53B, 153B) of the steering assembly (53, 153),

wherein the first and second cycle portions (17, 19; 117, 119) are adjustably coupled for reversibly transforming the cycle (1, 101) from a first, relatively long,

configuration to a second, relatively short, configuration with respect to a length direction (L) ,

characterized in that the first and second steering portions (53A, 53B; 153A, 153B) are displaceably and operably connected rotary about at least one axis of rotation (A) substantially extending in the length direction (L) for operably transmitting steering action between the steering handle (11, 111) and the steerable wheel (5, 105),

e.g., wherein at least a first part (59, 159) of the first steering portion (53A, 153A) is rotary about a first axis of rotation (A) and at least a second part (61, 161) of the second steering portion (53B, 153B) is rotary about a second axis of rotation (A) , the first and second axes of rotation (A, A) extend in the length direction (L) , the first and second parts (59, 61; 159, 161) being displaceable relative to each other in the length direction (L) and drivably connected for operably transmitting steering action between the steering handle (11, 111) and the steerable wheel (5, 105) by rotation of the first and second parts (59, 61; 159, 161) about the first and second axes of rotation (A, A) .

2. A cycle (1, 101) according to at least the introductory part of claim 1, preferably according to any preceding claim, wherein the steering assembly (53, 153) comprises at least one coupling (67, 69, 73, 75; 167, 169,

173, 175) for operably transmitting in two different

directions at a non-zero angle to each other steering action between the steering handle (11, 111) and the steerable wheel (5, 105), e.g. the steering assembly comprising one or more of gears, pinions, worm wheels, toothed racks, universal joints in particular cardan joints, and steering cables, for operably transmitting steering action between the steering handle (11, 111) and the steerable wheel (5, 105) along a non-linear path.

3. A cycle (1, 101) according to at least the introductory part of claim 1, preferably according to any preceding claim, comprising, for reversibly providing the transformation of the cycle (1, 101) from the first to the second configuration, at least one of a spindle-and-nut coupling, a toothed rack coupling (47-49; 147-149), a

traveller and tether coupling and a transformation driving assembly, which transformation driving assembly may comprise one or more of an operation handles, pedals and a

transformation driving motor (51, 151), e.g. an electromotor and/or a combustion engine.

4. The cycle (1, 101) according to any preceding claim, wherein the first cycle portion (17, 117) comprises a further wheel (7, 107) and at least one of a saddle (9, 109) and a propulsion assembly (16, 116) for driving the further wheel (7, 107),

wherein the propulsion assembly (16, 116) may comprise one or more of pedals (35, 135), gears, a chain, a belt (39, 139), a cardan coupling, and a propulsion motor (41 , 141) .

5. The cycle (1, 101) according to any preceding claim, wherein the first cycle portion (17, 117) comprises a first frame portion (3A, 103A) and the second cycle portion (19, 119) comprises a second frame portion (3B, 103B) , at least part (43, 45; 143, 145) of the first and second frame parts (3A, 3B; 103A, 103B) being telescopic with respect to each other.

6. The cycle (1, 101) according to any preceding claim,

comprising a cargo hold (13, 113) connected to the first and second cycle parts (17, 19; 117, 119), the cargo hold (13 ,113) being reversibly deformable associated with the

transformation of the cycle (1, 101) between the first and second configuration.

7. The cycle (1, 101) according to claim 6, wherein the first cycle portion (17, 117) comprises a first cargo hold portion (21, 121) of the cargo hold (13, 113) and the second cycle portion (19, 119) comprises a second cargo hold portion (23, 123) of the cargo hold (13, 113) .

8. The cycle (1, 101) according to claim 6 or 7, the cargo hold (13, 113) being reversibly deformable by at least part of the first and second cargo hold portions (21, 23; 121, 123) being translatable with respect to each other in the length direction (L) for adjusting a cargo volume of the cargo hold (13, 113) .

9. The cycle (1, 101) according to any one of preceding claims 6-8, the cargo hold (13, 113) being

reversibly deformable by at least part of the cargo hold (13, 113) being telescopic.

10. The cycle (1, 101) according to any preceding claim, comprising a cargo hold (13, 113) arranged between the steering handle (11, 111) and the steerable wheel (5, 105) .

11. The cycle (1, 101) according to any preceding claim, comprising a cargo hold (13, 113), wherein the cargo hold (13, 113) comprises upstanding walls (25, 27, 29, 31;

125, 127, 129, 131) at partly defining a cavity (C) , in particular a cavity accommodating one or more passengers, and/or wherein the cargo hold (13, 113) comprises a passenger seat, in particular comprising one or more seats at least partly contained in the cavity (C) .

12. The cycle (1, 101) according to any preceding claim, comprising a cargo hold (13, 113), wherein the cargo hold (13, 113) comprises upstanding lateral side walls (27,

31; 27, 131) relative to the length direction (L) , which, in the first, relatively long, configuration of the cycle (1,

101) define at least part of a cavity (C) of the cargo hold (13, 113) and in the second, relatively short, configuration, extend at least partly from the cargo hold (13, 113), and possibly define at least one of a wheel space and a user body part space (U) , in particular a leg space.

13. The cycle (1 101) according to any preceding claim, wherein the steering assembly (53, 153) comprises a portion (57, 59, 61, 69, 81; 157, 159, 161, 169, 181) that is movable for operably transmitting steering action between the steering handle (11, 111) and the steerable wheel (5, 105), that extends on a side of the steering handle (11, 111) opposite to the steerable wheel (5, 105) and that is rotary about an axis of rotation directed away from the steerable wheel (5, 105) with respect to the steering handle (11, 111) .

14. The cycle (1, 101) according to claim 13, wherein an angle of the axis of rotation of at least part of the steering assembly (53, 153) with respect to a plane

perpendicular to the length direction (L) and between the steerable wheel (5,105) and the steering handle (11, 111) is opposite to an angle between a steering axis (W) of the steerable wheel (5, 105) and said plane.

15. The cycle (1, 101) according to any preceding claim, wherein the steering assembly (53, 153) is

substantially fully enclosed within a cycle frame (3, 103) .