GB2618201A

GB2618201A - Brake

Info

Publication number: GB2618201A
Application number: GB2303272.5A
Authority: GB
Inventors: Alexander Shute Neil
Original assignee: Volumatic Ltd
Current assignee: Volumatic Ltd
Priority date: 2022-03-07
Filing date: 2023-03-06
Publication date: 2023-11-01
Also published as: GB202203130D0; GB202303272D0

Abstract

A centrifugal brake for a conveyance such as a cash trolley, the brake 40 comprising a body 42 connectable to an axle 38, a first arm 44 having a first end 50 and a second arm 46 having a first end 64, the first arm 44 and the second arm 46 each being pivotably mounted to the body 42 at respective first and second pivot points 62, 76. The first arm 44 and the second arm 46 being restrained by resilient biasing means, e.g., helical spring 48 or torsion spring (148a, fig 11) arranged to urge the first end 50 of the first arm 44 and the first end 64 of the second arm 46 towards one another so that the arms 44, 46 are in equilibrium or relaxed state. When the trolley exceeds a specified velocity, e.g., pushed fast during a theft, the arms assume a non-equilibrium state and the brake is applied.

Description

BRAKE

This invention relates generally to a brake. More specifically, although not exclusively, this invention relates to a centrifugal brake, for example a centrifugal brake for a conveyance such as a cash trolley.

Cash trolleys, also known as security trolleys or cash collection or transportation trolleys, are robust containers for the secure collection and transportation of valuable items, such as valuable documents for example cash or money, e.g. bank notes and coins. Such containers typically include a reinforced housing, in which the valuable items may be stored.

Locks are provided on doors or other access openings in order to prevent unauthorised access to the contents of the reinforced housing. Examples of such locks include locks which can only be opened with an appropriate key. Other access openings include one-way tilted cash chutes, which allow items to be deposited into the reinforced housing. It is not possible to remove items from the reinforced housing via such tilted cash chutes. Other mechanisms for improving the security of valuable items within known cash trolleys include alarms and anti-tamper devices.

Cash trolleys need to be moved around a retail environment, e.g. between a cash till and an office, as well as outside of the retail environment, e.g. for collection by a secure cash collection service. Castors are, therefore, provided on the base of such trolleys in order to facilitate movement of the, potentially heavy, reinforced housing. A handle, typically a bar which extends across the width of the cash trolley, is also provided in order to improve the manoeuvrability of the cash trolley.

It is a non-exclusive object of the invention to improve the security of valuable items within cash trolleys.

It is a further non-exclusive object of the invention to prevent the unauthorised removal, i.e. theft, of cash trolleys.

Accordingly, an aspect of the invention provides a brake for a conveyance. The brake may be a centrifugal brake. The brake may comprise a body connectable to an axle. The brake may further comprise a first arm having a first end and a second arm having a first end.

The first arm may be pivotably mounted to the body at a first pivot point. Additionally or alternatively, the second arm may be pivotably mounted to the body at a second pivot point. The first arm and the second arm may be interconnected by resilient biasing means or a resilient biaser. Additionally or alternatively, the first arm and the second arm may be operably engaged, for example restrained by resilient biasing means or a resilient biaser.

The resilient biasing means may be arranged to urge the first end of the first arm and the first end of the second arm towards one another.

According to an aspect of the invention there is provided a brake for a conveyance, the brake comprising a body connectable to an axle, a first arm having a first end and a second io arm having a first end, the first arm and the second arm each being pivotably mounted to the body at respective first and second pivot points, the first arm and the second arm being engaged by resilient biasing means (or resilient biaser or biasers) arranged to urge the first end of the first arm and the first end of the second arm towards one another.

is According to an aspect of the invention there is provided a brake for a conveyance, the brake comprising a body connectable to an axle, a first arm having a first end and a second arm having a first end, the first arm and the second arm each being pivotably mounted to the body at respective first and second pivot points, the first arm and the second arm being interconnected by a resilient biasing means arranged to urge the first end of the first arm and the first end of the second arm towards one another.

According to another aspect of the invention there is provided a brake for a conveyance, the brake comprising a body connectable to an axle, a first arm having a first end, the first arm being pivotably mounted to the body at a first pivot point, the first arm being connected to a connection point of the body by a resilient biasing means arranged to urge the first end of the first arm towards the connection point.

In an embodiment the connection point may a lug on the body. In another embodiment the connection point may be a second arm.

The second arm may be pivotally connected to the body at a second pivot point. The arm may have a first end. The resilient biasing means may connect the first end of the second arm to the first arm.

Advantageously, the brake is a mechanical brake and can readily be incorporated into existing conveyances such as cash or security trolleys. The brake is configured to prevent movement of a conveyance if the velocity of the conveyance exceeds a predetermined velocity (i.e. a braking velocity). The brake may be configured to prevent movement of a conveyance at speeds greater than walking speed, e.g. at speeds greater than approximately 6 kilometres per hour (approximately 3.5 miles per hour), for example at speeds greater than approximately 7 kilometres per hour (approximately 4 miles per hour), or at speeds greater than approximately 8 kilometres per hour (approximately 5 miles per hour).

By providing a brake with a relatively low breaking velocity (e.g. less than 8 km/h) it is possible to allow the conveyance to be conveyed at low velocities whilst inhibiting or preventing locomotion at higher velocities. This is advantageous in the field of cash or security trolleys where unauthorised attempts to remove the trolley will likely occur at higher speeds, namely unauthorised users will tend to try to run away with the trolley, whilst authorised users will tend to walk with the trolley.

The following features apply to any aspect of the invention.

The first and second arm being restrained by the resilient biasing means may mean resisting movement of the first end of the first and/or second arm away from one another.

The brake may be a centrifugal brake. That is, a brake that uses centrifugal forces (e.g. only centrifugal forces) to limit the speed or stop the conveyance.

In embodiments, the brake has an equilibrium or relaxed state wherein the first and second arms are entirely within the perimeter of the body and a non-equilibrium state wherein at least a portion of one or other of the first and second arms extend beyond the perimeter of the body.

The equilibrium state may be experienced by the brake when an associated conveyance is being located at or below a breaking velocity. The non-equilibrium state may be experienced by the brake when an associated conveyance is being located at or above a breaking velocity.

In embodiments, the body comprises an aperture for receipt of an axle.

In embodiments, the body is symmetrical about the aperture. The body may, for example, have rotational or radial symmetry. The body may have a periphery which is circular or polygonal.

In embodiments, the first arm and/or the second arm is elongate having a second end. The first arm may have a first length di. The first length di may be, for example, defined between the first end and the second end of the first arm. The second arm may have a second o length d2. The second length d2 may be, for example, defined between the first end and the second end of the second arm. The first length di of the first arm may be selected to at least in part determine the braking velocity in a first, e.g. forward, direction. The second length d2 of the second arm may be selected to at least in part determine the braking velocity in a second, e.g. backward or reverse, direction. The first length di may be the same as is the second length d2, for example so that the contribution to the braking velocity in the first direction is the same as the contribution to the braking velocity in the second direction. Alternatively, the first length di may be less than the second length d2 or the first length di may be greater than the second length d2, for example so that the contribution to the braking velocity in the first direction is different to the contribution to the braking velocity in the second direction.

In embodiments, the first arm and/or the second arm is curved. By having a curved arm the effective length of the arm which can be accommodated on a body may be increased. This may help to achieve the required performance as the radius through which the arm pivots may be increased.

In embodiments, the first arm and/or the second arm is pivotally mounted to the body at or towards its second end, preferably at its second end.

In embodiments, the body has a maximal transverse dimension D. The first length di of the first arm may satisfy the requirement di0.5D. The second length d2 of the second arm may satisfy the requirement d2a13.5D. In this way, the first arm and/or the second arm is eccentrically mounted with respect to the aperture in the body. In other words, the first arm and/or the second arm is mounted off-centre relative to the aperture in the body. In an embodiment di and/or d2 may be less than D. In an embodiment, di may be the straight-line length between the first pivot point and a or the hook or pawl portion of the first end. In an embodiment, d2 may be the straight-line length between the second pivot point and a or the hook or pawl portion of the second end.

The body may comprise an aperture through which it is connectable to an axle. The aperture may be centrally located on the body. The first and second pivot points may be eccentric with respect to the aperture, for example the central aperture. The first and second pivot points may be, for example, off-set or off-centre relative to a central axis (i.e. an axis of rotation) of the body. In embodiments, the first and second pivot points are o symmetrical about the aperture, e.g. the central aperture. The first and second pivot points may be equidistant from the axis of rotation of the body.

In embodiments, the first arm has a centre of mass which is located towards the first end of the first arm and/or the second arm has a centre of mass which is located towards the is first end of the second arm. The mass of the first arm and/or the second arm is thus asymmetrical such that the centre of mass is not at the mid-point or centre of the arm. The first end of the first arm may have a first mass. The first mass contributes to the centrifugal force directed outwards on the first arm from the centre of rotation of the body, and thus the function of the brake, when the body is rotated. The first end of the second arm may have a second mass. The second mass contributes to the centrifugal force directed outwards on the second arm from the centre of rotation of the body, and thus the function of the brake, when the body is rotated. The first mass of the first end of the first arm may be selected to at least part determine the braking velocity in a first, e.g. forward direction. The second mass of the first end of the second arm may be selected to at least in part determine the braking velocity in a second, e.g. backward or reverse direction. The first mass may be the same as the second mass, for example so that the contribution to the braking velocity in the first direction is the same as the contribution to the braking velocity in the second direction. Alternatively, the first mass may be less than the second mass or the first mass may be greater than the second mass, for example so that the contribution to the braking velocity in the first direction is different to the contribution to the braking velocity in the second direction.

The first end of the first arm and/or the second arm may be relatively massive compared to the second end of the respective arm. The first end of the first arm and/or the second arm may be larger and/or have a greater mass than the second end of the respective arm.

Without wishing to be bound by theory, it is believed that the relatively massive first end of the first arm and/or the second arm produces an inertial lag. In other words, the increased mass of the first end of the first arm and/or the second arm, increases the momentum required to move the respective arm. In order for the arm to move and for the brake to engage, the acceleration of the body of the brake needs to occur at a faster rate. In other words, the time taken for the body of the brake to reach the predetermined threshold velocity or braking velocity needs to be reduced. Advantageously, this means that the brake is activated when the speed of movement of a conveyance is increased more quickly, e.g. if an unauthorised person is attempting to steal the conveyance. The brake will activate to more slowly if the speed of movement of a conveyance is increased more gradually, for example during normal, authorised, use. The greater the rate of acceleration of the body, the faster the braking action is initiated. In other words, if the speed of rotation of the body is increased rapidly, the brake will engage the latch or brake member more quickly than if the speed of rotation of the body is increased gradually.

In embodiments the first arm and/or the second arm comprises a shaft and a head, the head providing the first end. The head may comprise a first portion, e.g. for engaging the resilient biasing means, and a second portion. The shaft may define a shaft axis. The head may extend to either side of the shaft axis. The first arm may thus be generally T-shaped.

The first portion may be configured for attachment to the resilient biasing means. The first portion may include, for example, a resilient biasing means connector. In embodiments, the resilient biasing means connector includes an aperture or opening or hole through which a first end of a resilient biasing means may be fastened or attached or connected. The attachment of the resilient biasing means at the first end of the first arm advantageously ensures that the centrifugal force action on the first arm has the greatest effect on the first end of the resilient biasing means and the braking action is initiated more quickly.

In embodiments, the first end of the first and/or second arm may comprise an engaging member, e.g. a hook or pawl portion or notch or groove. In embodiments, the engaging member of the first and/or second arm may be located on the outer surface of the first and/ second arm. In alternative embodiments, the engaging member of the first and/or second arm may be located on the inner surface of the first and/or second arm.

In embodiments, the second portion of the first end of one or each of the first and/or second arm may comprise the engaging member, e.g. a hook or pawl portion. In embodiments, the engaging member may be located on the outer surface of the first and/or second arm.

In embodiments, the body of the brake may comprise one or more abutment members, e.g. latch(es) or bar(s).

In embodiments, the or each engaging member of the first and/or second arm may be configured to engage with an abutment member, e.g. a latch or a bar, for example located io on the body, to engage the brake and stop or at least slow down the conveyance. In embodiments, the first end of the first arm and the second end of the second arm may each comprise an engaging member, e.g. a hook or pawl or notch or groove, for example located on the outer surface of each respective arm, for engaging with a respective abutment member located on the body of the brake.

In embodiments, the second portion of the first and/or second arm may, for example, include an engaging member, e.g. a hook or notch or groove, for example an engaging or locking hook which is configured for engagement with an abutment member, e.g. a latch, or a brake or stop member, a locking member.

In a specific embodiment, the brake is a centrifugal brake, and (e.g. second portion of) the first end of the first arm and (e.g. second portion of) the second end of the second arm may each comprise an engaging member, e.g. a hook or pawl or notch or groove, located on the outer surface of each respective arm, for engaging with a respective abutment member located on the body of the brake.

Advantageously, in use, the engaging member, e.g. the hook or pawl portion, engages the abutment member, e.g. a latch or brake member, to prevent further rotation of the body of the brake. For example, when the hook engages the latch or brake member, the brake is engaged and movement of the conveyance is prevented. The provision of the hook on the second portion of the first end of one of the arms, results in unidirectional braking. In other words, the brake is applied when the conveyance is moving in the same direction as the direction in which the open part of the hook or pawl portion is facing.

In embodiments, the body may comprise a first abutment member or surface e.g. for engaging with the first engaging member located on the first arm, and a second (e.g. separate, remotely located) abutment member or surface e.g. for engaging with the second engaging member located on the second arm.

In embodiments, the angle created between the first abutment member or surface, the centre of the axle, and the second abutment member or surface, is greater than 30 degrees, e.g. greater than 40 degrees, or greater than 50 degrees, or greater than 60 degrees, or greater than 70 degrees, or greater than 80 degrees, or greater than 90 degrees, or greater o than 100 degrees, or greater than 110 degrees, or greater than 120 degrees, or greater than 130 degrees, or greater than 140 degrees, or greater than 150 degrees, or greater than 160 degrees, or greater than 170 degrees. In embodiments, the angle created between the first abutment member or surface, the centre of the axle, and the second abutment member or surface may be 180 degrees or less.

Advantageously, the presence of more than one abutment member, e.g. two or more abutment members, located remotely from one another, for example such that an angle is created between the axle and the two abutment members that is greater than 30 degrees, enables the brake to be faster acting because the wheels of the conveyance need to travel a relatively shorter distance before the engaging member engages with an abutment member in comparison to brakes having only one abutment member. This is especially advantageous when the brake is a centrifugal brake.

In embodiments, the body of the brake may comprise more than two abutment surfaces, e.g. three or four abutment surfaces. In embodiments, the body of the brake may comprise a first abutment member and a second abutment member, each comprising two abutment surfaces. In embodiments, the first and second abutment members may be located remotely from one another such that the first and second abutment surfaces are located remotely from the third and fourth abutment surfaces Advantageously, the presence of more than two abutment surfaces provides a more efficient and fasting acting brake because the wheels of the conveyance need to travel a relatively shorter distance before the engaging member engages with an abutment surface in comparison to brakes having only two abutment surfaces. This is especially advantageous when the brake is a centrifugal brake.

In embodiments, the first end of the first and/or second arm may comprise an engaging member shaped to surround or encompass, e.g. at least 30% of, the perimeter of a respective abutment member located on the body of the brake. In embodiments, the first end of the first arm may comprise an engaging member shaped to surround or encompass, e.g. at least 30% of, the perimeter of a first abutment member located on the body of the brake, and the first end of the second arm may comprise an engaging member shaped to surround or encompass, e.g. at least 30% of, the perimeter of a second abutment member located on the body of the brake. In embodiments, the engaging member of the first and/or io second arm may be shaped to surround at least 30%, or at least 40%, or at least 50% of the perimeter of a respective abutment member located on the body of the brake.

Advantageously, the provision of engaging member(s) shaped to surround or encompass, e.g. at least 30% of, the perimeter of a respective abutment member provides greater contact with the abutment member, which provides a more reliable brake.

In embodiments, the first end of the first arm and/or a first end of the second arm has a peripheral portion shaped to correspond to the periphery of the body. Advantageously, the centre of mass of the arm is positioned as far outward as possible to increase the responsiveness of the brake, but does not extend beyond the periphery of the body (and thus does engage the latch) during normal use.

In embodiments, the first arm and the second arm may have the same configuration. The first arm and the second arm may be, for example, substantially the same shape. In use, the first arm and the second arm may be arranged such that the first and second arms are a mirror image of each other. The first arm and the second arm may be generally planar.

In embodiments, the brake may comprise a guide mechanism (or means). The guide mechanism may be configured to guide movement of the first arm, e.g. when it pivots about the first pivot point and/or to guide movement of the second arm, e.g. when it pivots about the second pivot point. The guide mechanism may comprise a first slot in the first arm. The guide mechanism may comprise a second slot in the second arm. The guide mechanism may comprise a pin, e.g. which may extend from the body. The pin may extend through the first slot and/or the second slot (where provided). The first and/or the second slot (where provided) may be elongate. The first and/or second slot (where provided) may be at least partially curved (e.g. may be arcuate). The pin may comprise a projection from the body, e.g. from a major surface thereof The pin may be integral to the body. Alternatively, the pin may be secured or connected to the body. In embodiments, the pin may be or comprise a bolt or other fixing. Where the pin is a bolt a securement (e.g. a nut) may be used to secure the pin in the first slot of the first arm and/or in the second slot of the second arm.

In embodiments, the body is planar. The body may be connectable to an axle such that the body is rotatably fast with said axle. The body may be circular (e.g. substantially) in plan view. In embodiments the brake may comprise a second body. The second body may o correspond to the body and/or may comprise any of the features described herein with respect to the body. The first and second arms may be located between (e.g. sandwiched between) the body and the second body, for example in a restrained or relaxed state or condition.

In embodiments, the resilient biasing means comprises one or more elastic member, for example one or more spring, e.g. one or more helical, torsion or coil spring. The length of the resilient biasing means in the relaxed state, the length of the resilient biasing means in the extended state and the stiffness of the spring (e.g. the spring constant) can each be selected according to the mass and length of the arms to ensure that when the speed of the body reaches a predetermined threshold velocity (i.e. the braking velocity), e.g. a speed greater than walking speed in either a forward or backward direction, e.g. at a speed greater than approximately 6 kilometres per hour (approximately 3.5 miles per hour), for example at a speed greater than approximately 7 kilometres per hour (approximately 4 miles per hour), or at a speed greater than approximately 8 kilometres per hour (approximately 5 miles per hour), the centrifugal force acting on the relevant arm is sufficient to overcome the force of the spring. The resilient biasing means may comprise one or more torsion springs. The or each torsion spring may define or provide an internal angle. The internal angle may comprise an angle between a first and second leg of the or each torsion spring (e.g. on a side opposed to a coil of the or each torsion spring). The internal angle of the or each torsion spring in the relaxed or equilibrium state, the internal angle of the or each torsion spring in the loaded state and the stiffness of the spring (e.g. the spring constant) can each be selected according to the mass and length of the arms to ensure that when the speed of the body reaches a predetermined threshold velocity (i.e. the braking velocity), e.g. a speed greater than walking speed in either a forward or backward direction, e.g. at a speed greater than approximately 6 kilometres per hour (approximately 3.5 miles per hour), for example at a speed greater than approximately 7 kilometres per hour (approximately 4 miles per hour), or at a speed greater than approximately 8 kilometres per hour (approximately Smiles per hour), the centrifugal force acting on the relevant arm is sufficient to overcome the force of the spring. Likewise, if the velocity of the body is less than the predetermined threshold velocity, e.g. at walking speed in a forward or backward direction, for example a speed less than approximately 8 kilometres per hour (approximately 5 miles per hour), for example less than 7 kilometres per hour (approximately 4 miles per hour), or at a speed less than 6 kilometres per hour (approximately 3.5 miles per hour), the centrifugal force acting on the arm is not able to overcome the force of the spring and the o brake is not engaged.

According to another aspect of the invention there is provided a conveyance comprising a brake according to the previous aspects of the invention.

For the avoidance of doubt, any of the features described herein with respect to the brake apply equally for the brake when comprised of a conveyance.

According to a further aspect of the invention there is provided a conveyance comprising a brake, e.g. a centrifugal brake, the brake comprising a body connectable to an axle, a first arm having a first end and a second arm having a first end, the first arm and the second arm each being pivotably mounted to the body at respective first and second pivot points, the first arm and the second arm being restrained by resilient biasing means arranged to urge the first end of the first arm and the first end of the second arm towards one another.

According to a further aspect of the invention there is provided a conveyance comprising a brake, e.g. a centrifugal brake, the brake comprising a body connectable to an axle, a first arm having a first end and a second arm having a first end, the first arm and the second arm each being pivotably mounted to the body at respective first and second pivot points, the first arm and the second arm being interconnected by a resilient biasing means arranged to urge the first end of the first arm and the first end of the second arm towards one another.

In embodiments, the conveyance comprises an axle extending through the body. A first pair of ground engaging motive means, e.g. first wheels, may be mounted on the axle. A first wheel of a first pair of wheels may be mounted, e.g. rotatably mounted, at one end of the axle and a second wheel of a first pair of wheels may be mounted, e.g. rotatably mounted, at the other, i.e. the opposite, end of the axle.

In embodiments, a wall of the conveyance is provided between a first of the first pair of wheels and the body of the brake. In other words, the wheel is positioned adjacent to one, e.g. an outer, surface of the wall and the body of the brake is positioned adjacent to another, e.g. an inner, surface of the wall.

In embodiments, the conveyance comprises a latch for engaging the first or second arm in use to brake the conveyance. The conveyance may comprises a first latch for engaging the first arm and a second latch for engaging the second arm in use. In use, the first latch may engage the first arm to prevent rotation of the body in a first, e.g. forward, direction.

Similarly, the second latch may engage the second arm to prevent rotation of the body in a second, opposite, e.g. backward or reverse, direction. The latch may engage the hook or pawl portion of the respective arm. The first latch and/or the second latch may extend in parallel relations to the axle. The first latch and/or the second latch may protrude or extend from the inner surface of the wall.

The wall may be a first wall. The conveyance may further comprise a second wall. The second wall may be opposite the first wall. The first latch and/or the second latch may extend to an inner surface of the second wall. The first latch and/or the second latch may be an elongate member, for example a bar, which extends between the first wall and the second wall. The first latch and/or the second latch may be positioned radially outward relative to the body. The first latch may be positioned in the vicinity of the first arm, for example the first latch may be positioned closer to the first arm than to the second arm. The second latch may be positioned in the vicinity of the second arm, for example the second latch may be positioned closer to the second arm than to the first arm.

The arrangement of the first and/or second latches or brake members inside the first and second walls of the conveyance makes it difficult for unauthorised personnel to view, access and tamper with the brake components.

In embodiments, the resilient biasing means comprises an elastic member, for example one or more spring, e.g. one or more helical, torsion or coil spring. The length of the resilient biasing means in the relaxed state, the length of the resilient biasing means in the extended state and the stiffness of the spring (e.g. the spring constant) may be selected according to the mass and length of the arms to ensure that when the speed of the body reaches a predetermined threshold velocity (i.e. the braking velocity), e.g. a speed greater than walking speed in either a forward or backward direction, e.g. at a speed greater than approximately 6 kilometres per hour (approximately 3.5 miles per hour), for example at a speed greater than approximately 7 kilometres per hour (approximately 4 miles per hour), or at a speed greater than approximately 8 kilometres per hour (approximately 5 miles per hour), the centrifugal force acting on the relevant arm is sufficient to overcome the force of the spring. . The resilient biasing means may comprise one or more torsion springs. The or each torsion spring may comprise or have an internal angle. The internal angle may comprise an angle between a first and second leg of the or each torsion spring (e.g. on a side opposed to a coil of the or each torsion spring). The internal angle of the or each torsion spring in the relaxed state, the internal angle of the or each torsion spring in the loaded state and the stiffness of the spring (e.g. the spring constant) can each be selected according to the mass and length of the arms to ensure that when the speed of the body reaches a predetermined threshold velocity (i.e. the braking velocity), e.g. a speed greater than walking speed in either a forward or backward direction, e.g. at a speed greater than approximately 6 kilometres per hour (approximately 3.5 miles per hour), for example at a speed greater than approximately 7 kilometres per hour (approximately 4 miles per hour), or at a speed greater than approximately 8 kilometres per hour (approximately 5 miles per hour), the centrifugal force acting on the relevant arm is sufficient to overcome the force of the spring. Likewise, if the velocity of the body is less than the predetermined threshold velocity, e.g. at walking speed in a forward or backward direction, for example a speed less than approximately 8 kilometres per hour (approximately 5 miles per hour), for example less than 7 kilometres per hour (approximately 4 miles per hour), or at a speed less than 6 kilometres per hour (approximately 3.5 miles per hour), the centrifugal force acting on the arm is not able to overcome the force of the spring and the brake is not engaged. In other words, the spring constant of the spring is selected to determine the braking velocity of the conveyance.

In embodiments, the conveyance comprises a second pair of ground engaging motive ro means, e.g. second wheels. The second wheels may be pivotable for steering the conveyance. The second wheels may be castors. A first castor and a second castor may be mounted to or fastened on a lower surface of the conveyance. The first wheels may have a larger diameter than the second wheels.

is The brake may be a first brake. The conveyance may comprise a second brake, the second brake comprising a body connectable to an axle, a first arm having a first end and a second arm having a first end, the first arm and the second arm each being pivotably mounted to the body at respective first and second pivot points, the first arm and the second arm being interconnected by a resilient biasing means arranged to urge the first end of the first arm and the first end of the second arm towards one another.

The second brake may be a centrifugal brake.

The second brake may be a brake as described in the preceding aspects of the invention.

In embodiments, the second wall of the conveyance is provided between one of the first wheels and the body of the second brake. In other words, the first wheel is positioned adjacent to one, e.g. an outer, surface of the second wall and the body of the second brake is positioned adjacent to another, e.g. an inner, surface of the second wall.

The first wall and/or the second wall may be an inner or internal wall of the conveyance.

The conveyance may include one or more outer walls. A first outer wall may be positioned outward of the first wall. One of the first wheels may be positioned between the first outer wall and the first wall. A second outer wall may be positioned outward of the second wall. The other of the first wheels may be positioned between the second outer wall and the second wall.

The arrangement of the first wheels between inner and outer walls of the conveyance makes it difficult for unauthorised personnel to view, access and tamper with the ground engaging motive means.

The axle may be a first axle, for example a front axle or a rear axle. The conveyance may further comprise a second axle to which a ground engaging motive means, e.g. a wheel, is rotatably connected at each of its ends. In such embodiments, the first axle may be one of the front axle or the rear axle and the second axle may be the other of the front axle or the io rear axle.

One or more brakes as described in the preceding aspects of the invention may be associated with the second axle.

The conveyance may be a conveyance for transporting valuable items (for example valuable documents such as bank notes, cheques and/or other currency), for example a trolley or other transportable container for the secure transfer of valuable items between two or more locations. In embodiments, the conveyance may be a cash trolley, e.g. a secure cash trolley. The conveyance may be formed as a trolley for transportation of valuable items and/or documents. The trolley may have a storage compartment, for example a secure storage compartment, for receipt of valuable items and/or documents.

In embodiments, the conveyance comprises a conveyance body and a pair of handles upstanding therefrom.

In embodiments, the conveyance comprises a forward drive direction and a backwards drive direction, the brake or brakes being operable to arrest motion in either or both the forward and reverse drive directions when the conveyance exceeds a specified or predetermined velocity (i.e. a braking velocity).

Alternatively the conveyance may only be movable in one direction and the brake may only comprise a single arm.

According to a further aspect of the invention there is provided a conveyance having wheels and an axle and comprising a brake, the brake comprising a body connected to the axle, a first arm having a first end, the first arm being pivotably mounted to the body at first pivot point, the first arm being engaged by resilient biasing means (or resilient biaser or biasers) arranged to urge the first end of the first arm inboard of the body, the conveyance comprising means to allow the wheels to rotate in one direction only. Said means to allow the wheels to rotate in one direction only may comprise a one-way roller clutch. The first end of the first arm may comprise a hook or pawl portion. The conveyance may comprise an abutment. The hook or pawl portion may be engageable with the abutment.

According to an aspect of the invention there is provided a cash trolley, e.g. a cash transportation trolley, comprising a first handle and a second handle.

The cash trolley may be a secure cash collection or transportation trolley.

In embodiments, the first handle and the second handle protrude generally upwardly at the rear of the cash trolley. The first handle and the second handle may, for example, protrude generally upwardly from an upper, e.g. an upward facing, surface of the cash trolley. Additionally, or alternatively, the first handle and the second handle may protrude generally upwardly from a rear, e.g. backward facing, wall of the cash trolley.

In embodiments, the first handle and the second handle may be spaced apart by a distance corresponding to the distance between a first side wall and a second side wall of the cash trolley, i.e. the width, of the cash trolley.

The first handle may have at least one crank or bend portion. The first handle may, for example have a first crank or bend portion and a second crank or bend portion. In embodiments, a first portion of the first handle extends outwardly, i.e. away from the rear wall of the cash trolley, and a second portion of the first handle extends upwardly, i.e. away from the upper surface of the cash trolley. Each of the first and second portion of the first handle has a length. The length of the first portion is greater than the length of the second portion.

In embodiments, the shape of the second handle is substantially the same as the shape of the first handle. The second handle may have at least one crank or bend portion. The second handle may, for example have a first crank or bend portion and a second crank or bend portion. In embodiments, a first portion of the second handle extends outwardly, i.e. away from the rear wall of the cash trolley, and a second portion of the second handle extends upwardly, i.e. away from the upper surface of the cash trolley. Each of the first and second portion of the second handle has a length. The length of the first portion is greater than the length of the second portion.

The shape and configuration of the first handle and the second handle is such that it is more difficult to manoeuvre the cash trolley, for example to lift the cash trolley and/or to move quickly (e.g. at faster than walking speed, for example at more than 8 kilometres per hour or 5 miles per hour) in either a forward or reverse direction.

In embodiments, the first handle and/or the second handle is shaped or formed from a hollow, e.g. tubular, structure. In the event of misuse, for example an unauthorised person grabbing and/or pulling the first and/or the second handle, the first and/or the second handle may advantageously fail, e.g. snap, thereby preventing removal of the cash trolley.

In embodiments, the first handle and/or the second handle comprises a relatively brittle material. In other words, a secure container of the cash trolley may comprise a first material and the first and/or second handle may comprise a second material, wherein the second material is more brittle than the first material. In the event of misuse, for example an unauthorised person grabbing and/or pulling the first and/or the second handle, the first and/or the second handle may advantageously fail, e.g. snap, thereby preventing removal of the cash trolley.

In embodiments, the cash trolley comprises a secure container having a height, a width and a depth. The height may be defined between a lower surface of the cash trolley and a, for example, the, upper surface of the cash trolley. The width may be defined between a, for example the, first side wall and a, for example the, second side wall of the cash trolley. The depth may be defined between a front wall and a, for example the, rear wall of the cash trolley. The cash trolley may be generally cuboid. The height of the cash trolley may be greater than the width of the cash trolley. The distance between the lower surface of the cash trolley and the upper surface of the cash trolley, i.e. the height, may be, for example, at least twice the distance between the first side wall and the second side wall, i.e. the width. The distance between the lower surface of the cash trolley and the upper surface of the cash trolley, i.e. the height, may be, for example, approximately three times the distance between the first side wall and the second side wall, i.e. the width. The height of the cash trolley may be greater than the depth of the cash trolley. The distance between the lower surface of the cash trolley and the upper surface of the cash trolley, i.e. the height, may be, for example, approximately 1.5 times the distance between the front wall and the rear wall, i.e. the depth. The depth of the cash trolley may be greater than the width of the cash trolley.

The distance between the front wall of the cash trolley and the rear wall of the cash trolley, i.e. the depth, may be, for example, approximately twice the distance between the first side wall and the second side wall, i.e. the width.

The dimensions and therefore the volume of the container of the cash trolley is greater than o conventional cash trolleys such that it is more difficult to manoeuvre, for example to lift the cash trolley and/or to move quickly (e.g. at faster than walking speed, for example at more than 8 kilometres per hour or 5 miles per hour) in either a forward or reverse direction, as there is a greater risk of tipping the trolley over.

is In embodiments, the cash trolley comprises a plurality of ground engaging motive means.

For the avoidance of doubt, any of the features described herein apply equally to any aspect of the invention.

Within the scope of this application it is expressly intended that the various aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the claims and/or in the following description and drawings, and in particular the individual features thereof, may be taken independently or in any combination. That is, all embodiments and/or features of any embodiment can be combined in any way and/or combination, unless such features are incompatible. For the avoidance of doubt, the terms "may", "and/or", "e.g.", "for example" and any similar term as used herein should be interpreted as non-limiting such that any feature so-described need not be present. Indeed, any combination of optional features is expressly envisaged without departing from the scope of the invention, whether or not these are expressly claimed. The applicant reserves the right to change any originally filed claim or file any new claim accordingly, including the right to amend any originally filed claim to depend from and/or incorporate any feature of any other claim although not originally claimed in that manner.

Embodiments of the invention will now be described by way of example only with reference to the accompanying drawings in which: Figure 1 is a schematic perspective view of a cash trolley; Figure la is a partial perspective view of the cash trolley of Figure 1 Figure 2 is a partial perspective view of the cash trolley of Figure 1, the cash trolley including a brake according to the present invention; Figure 3 is an alternative partial perspective view of the cash trolley of Figure 1, the cash trolley including a brake according to the present invention; Figure 4 is a front view of a brake according to the present invention; Figure 5 is an alternative front view of the brake of Figure 4; Figure 6 is a further alternative front view of the brake of Figure 4; Figure 7 is a partial perspective view of a brake according to a further embodiment of the present invention attached to a cash trolley; Figure 8 is a schematic perspective view of the brake shown in Figure 7; Figure 9 is a cut-away end view of the brake shown in Figure 8; Figure 10 is a cut-away perspective view of the brake shown in Figure 8; Figure 11 is a cut-away perspective view of the brake shown in Figure 8; and Figure 12 is a schematic side view of a torsion spring from the brake shown in Figure 8.

Referring now to Figures 1, 2 and 3, there is shown a conveyance for transporting valuable items in the form of a cash trolley 10. The cash trolley 10 includes a body 12, ground engaging motive means in the form of a first pair of wheels 14a, 14b and a second pair of wheels 16a, 16b, and a pair of handles 18a, 18b.

The body 12 is a generally cuboid hollow structure having a first side wall 20, a second side wall 22, a front wall 24, a rear wall 26, a top surface 28 and a base 30. The second side wall 22 includes a door 32 which enables access to the contents of the cash trolley 10. The door 32 includes a lock 34 to prevent unauthorised access to the contents of the cash trolley 10. The top surface 28 includes a one-way opening 36, through which valuable items, such as cash, can be deposited into the cash trolley 10. It is not possible for the contents for the cash trolley 10 to be accessed or removed via the one-way opening 36.

The body 12 is thus a secure container having a height H, a width W and a depth D. The height H of the cash trolley 10 is defined between a lower surface, i.e. the base 30, of the body 12 and an upper surface, i.e. the top surface 28, of the body 12. The width W of the cash trolley 10 is defined between the first side wall 20 and the second side wall 22 of the body 12. The depth D of the cash trolley 10 is defined between the front wall 24 and the rear wall 26 of the body 12. Referring now to Figure 1, the height H of the cash trolley is greater than the width W of the cash trolley. The height H of the cash trolley 10 is at least twice, for example approximately three times the width W. The height H of the cash trolley is also greater than the depth D of the cash trolley 10. The height H of the cash trolley 10 is approximately 1.5 times the depth D of the cash trolley 10. The depth D of the cash trolley 10 is greater than the width W of the cash trolley 10. The depth D of the cash trolley 10 is approximately twice the width W of the cash trolley 10.

The dimensions and therefore the volume of the body 12 or secure container of the cash trolley 10 is greater than that of conventional cash trolleys such that it is more difficult to manoeuvre, for example to lift the cash trolley 10 and/or to move quickly (e.g. at faster than walking speed, for example at more than 8 kilometres per hour or 5 miles per hour) in either a forward or reverse direction, as there is a greater risk of tipping the cash trolley 10 over.

With particular reference to Figure la, the first handle 18a and the second handle 18b protrude generally upwardly at the rear of the cash trolley 10. The first handle 18a and the second handle 18b protrude generally upwardly from an upper, e.g. an upward facing, surface, i.e. the top surface 28 of the body 12. The first handle 18a and the second handle 18b protrude generally upwardly from a rear, e.g. backward facing, wall, i.e. the rear wall 26, of the body 12.

The first handle 18a and the second handle 18b are spaced apart by a distance corresponding to the distance between the first side wall 20 and the second side wall 22 of the body 12, i.e. the width, of the cash trolley 10.

The first handle 18a has a first end 90a, or base, proximal to the body 12, a first curved or acuate portion, e.g. a first crank or bend 91a, a first generally straight portion 92a, a second curved or arcuate portion, e.g. a second crank or bend 93a, a second generally straight portion 94a and a second end 95a, or top distal to the body 12. The first end 90a is configured for connection or attachment to the body 12 of the cash trolley 10. The first generally straight portion 92a extends between the first end 90a and the first crank 91a. The first portion 92a extends outwardly, i.e. away from the rear wall 26 of the body 12. The second generally straight portion 94a extends between the second crank 93a and the second end 95a of the first handle 18a. The second portion 94a extends upwardly, i.e. away from the upper surface or top surface 28 of the body 12. The second portion 94a extends in a direction which is generally perpendicular to the directions of travel of the cash trolley 10 (i.e. forward and backward movement of the cash trolley 10). Each of the first portion 92a and the second portion 94a of the first handle 18a has a length. The length of the first portion 92a is greater than the length of the second portion 94a. The second portion 94a of the first handle 18a includes an optional covering or coating 96a, e.g. a non-slip or anti-slip covering or coating, which makes it easier for a user to grip the first handle 18a.

The shape of the second handle 18b is substantially the same as the shape of the first handle 18a. The second handle 18b has a first end 90b, or base, which is proximal to the body 12, a first curved or acuate portion, e.g. a first crank or bend 91b, a first generally straight portion 92b, a second curved or arcuate portion, e.g. a second crank or bend 93b, a second generally straight portion 94b and a second end 95b, or top, which is distal to the body 12. The first end 90b is configured for connection or attachment to the body 12 of the cash trolley 10. The first generally straight portion 92b extends between the first end 90b and the first crank 91b. The first portion 92b extends outwardly, i.e. away from the rear wall 26 of the body 12. The second generally straight portion 94b extends between the second crank 93b and the second end 95b of the second handle 18b. The second portion 94b extends upwardly, i.e. away from the upper surface or top surface 28 of the body 12. The second portion 94b extends in a direction which is generally perpendicular to the directions of travel of the cash trolley 10 (i.e. forward and backward movement of the cash trolley 10). Each of the first portion 92b and the second portion 94b of the first handle 18b has a length. The length L1 of the first portion 92b is greater than the length L2 of the second portion 94b. The second portion 94b of the second handle 18b includes an optional covering or coating 96b, e.g. a non-slip or anti-slip covering or coating, which makes it easier for a user to grip the second handle 18b.

The shape and configuration of the first handle 18a and the second handle 18b is such that it is more difficult to manoeuvre the cash trolley 10, for example to lift the cash trolley 10 and/or to move quickly (e.g. at faster than walking speed, for example at more than 8 kilometres per hour or 5 miles per hour) in either a forward or reverse direction.

In one example of the invention, the first handle 18a and the second handle 18b are each shaped or formed from a hollow, e.g. tubular, structure. In the event of misuse, for example an unauthorised person grabbing/pulling either or both of the first 18a and the second handle 18b, the first handle 18a and/or the second handle 18b may fail, e.g. snap, thereby preventing movement, e.g. unauthorised removal or theft, of the cash trolley 10.

In another example of the invention, the first handle 18a and the second handle 18b each comprise a relatively brittle material. In other words, the body 12 or secure container of the cash trolley 10 comprises a first material and either or both of the first handle 18a and the second handle 18b comprises a second material, wherein the second material is more brittle than the first material. In the event of misuse, for example an unauthorised person grabbing/pulling either or both of the first handle 18a and the second handle 18b, the first handle 18a and/or the second handle 18b may fail, e.g. snap, thereby preventing movement, e.g. unauthorised removal or theft, of the cash trolley 10.

With reference to Figure 3, the base 30 of the body 12 is stepped such that a first portion 30a of the base 301s closer to the ground than a second portion 30b of the base 30 when the cash trolley 10 is stationary on a level surface. The walls 20, 22, 24, 26 of the body 12 of the cash trolley 10 extend beyond the first and second portions 30a, 30b of the base 30. In other words, the lowermost edges or surfaces of each of the walls 20, 22, 24, 26 are closer to the ground than either the first or second portions 30a, 30b of the base 30 when the cash trolley 10 is stationary on a level surface.

With particular reference to Figures 2 and 3, the wheels 14a, 14b, 16a, 16b are positioned within the walls 20, 22, 24, 26 of the body 12 of the cash trolley 10. The wheels 14a, 14b are mounted at opposite ends of an axle 38. The axle 38 is positioned above an inner surface of the first portion 30a of the base 30 such that the axle 38 is housed within the body 12 of the cash trolley 10. The wheels 16a, 16b are castor wheels which can be fixed to a lower surface of the second portion 30b of the base 30. The wheels 16a, 16b are thus outside the body 12 of the cash trolley 10, but hidden behind the walls 20, 22, 24, 26 of the body 12.

The body 12 of the cash trolley 10 also includes a first internal wall 78, a second internal wall (not shown), a first bar 60 and a second bar 74 The first bar 60 and the second bar 74 act as latches, as will be described further below.

The first internal wall 78 extends from the first base portion 30a and has a flange 80 which is fixed to an inner surface of the front wall 24 by welding or other suitable fixing method. The internal wall 78 has an opening through which the axle 38 extends. The wheel 14a is thus sandwiched between the first side wall 20 and the first internal wall 78.

The second internal wall (not shown) similarly extends from the first base portion 30a and has a flange (not shown) which is fixed to the inner surface of the front wall 24. The second internal wall includes an opening through which the axle 38 extends. The wheel 14b is sandwiched between the second side wall 22 and the second internal wall.

It should be noted that sufficient space is provided between the first side walls 20, the second side wall 22, the first internal wall 78 and the second internal wall and the wheels 14a, 14b that the walls do not interfere with movement, i.e. rotation, of the wheels.

The first bar 60 extends from the first internal wall 78 across the width of the body 12 to the second internal wall. Similarly, the second bar 74 extends from the first internal wall 78 across the width of the body 12 to second internal wall. The first bar 60 is positioned such that it is between the front wall 24 and the axle 38. The second bar 74 is positioned such that it is between the rear wall 26 and the axle 38. Each of the first bar 60 and the second bar 74 extend across the width of the body 12 in a direction that is parallel to the direction in which the axle 38 extends across the width of the body 12. It is shown that the angle created between the centre of the axle 38 and the first bar 60 and second bar 74, wherein the centre of the axle is the vertex of the angle, is approximately 180 degrees in this embodiment. More generally, the angle may be greater than 30 degrees.

The cash trolley 10 includes at least one brake 40 that is mounted to the axle 38 in a position that is inward of the first internal wall 78 as will be described further below. The brake 40 will now be described with particular reference to Figures 3 to 6.

The brake 40 is a centrifugal brake and includes a body 42, a first arm 44, a second arm 46 and a resilient biasing means 48 comprising an elastic member in the form of a helical spring.

The body 42 is a generally circular, planar structure. The body 42 has a central aperture through which the axle 38 extends, in use. The body 42 has a first pivot point 62 and a second pivot point 76. The central axis of each of the first pivot point 62 and the second pivot point 76 are off centre relative to the central axes of each of the body 42 and the axle 38. In other words, each of the first pivot point 62 and the second pivot point 76 are eccentric with respect to the axle 38. In the arrangement shown in Figures 3 to 6, the first and second pivot points 62, 76 are symmetric about the axle 38. The first and second pivot points 62, 76 are generally equidistant from the central axis of the axle 38.

The first arm 44 has a first end 50 and a second, opposite, end 52. The first arm 44 has a head at the first end 50 and a shaft which extends from the first end 50 to the second end io 52. The shaft defines a shaft axis. The head or first end 50 extends to either side of the shaft axis, such that the first arm 44 is generally T-shaped. The head or first end 50 of the first arm 44 has a first portion 54 and a second portion 56. The first portion 54 is configured for attachment to the helical spring 48. In this example, a first end 48a of the helical spring 48 is fastened to an opening 58 in the first portion 54 of the first end 50. The second portion is 56 is configured for engagement with the first bar or latch 60, the outer circumference of which acts as a stop or engaging or locking member. In this example, the second portion 56 comprises an engaging member in the form of a hook or pawl portion into which the abutment member in the form of the first latch 60 may be received, as will be described further below. The second end 52 of the first arm 44 is configured so that it can be pivotably mounted to the body 42 at the first pivot point 62.

Similarly, the second arm 46 has a first end 64 and a second, opposite, end 66. The second arm 46 has a head at the first end 64 and a shaft which extends from the first end 64 to the second end 66. The shaft defines a shaft axis. The head or first end 64 extends to either side of the shaft axis, such that the second arm 46 is generally T-shaped. The head or first end 64 of the second arm 46 has a first portion 68 and a second portion 70. The first portion 68 is configured for attachment to the helical spring 48. In this example, a second end 48b of the helical spring 48 is fastened to an opening 72 in the first portion 68 of the first end 64. The second portion 70 is configured for engagement with the second bar or latch 74, the outer circumference of which acts as a stop or engaging or locking member. In this example, the second portion 70 comprises an engaging member in the form of a hook or pawl portion into which the abutment member in the form of the second latch 74 may be received, as will be described further below. The second end 66 of the second arm 46 is configured so that it can be pivotably mounted to the body 42 at the second pivot point 76.

The brake 40 is assembled as follows. The second end 52 of the first arm 44 is pivotably mounted to the body 42 at the first pivot point 62. Similarly, the second end 66 of the second arm 46 is pivotably mounted to the body 42 at the second pivot point 76. The first end 48a of the helical spring is fastened to the opening 58 in the first portion 54 of the first end 50 of the first arm 44. Likewise, the second end 48b of the helical spring is fastened to the opening 72 in the first portion 68 of the first end 64 of the second arm 46. The helical spring is configured to urge the first end 50 of the first arm 44 and the first end 68 of the second arm 46 towards one another (as shown in Figure 4) when the brake is disengaged. In this equilibrium or relaxed state, the first arm 44 and the second arm 46 are entirely within the perimeter of the body 42.

The body 42 of the brake 40 is positioned inward of the first internal wall 78 such that the axle 38 extends though opening in the first internal wall 78 and the aperture in the body 42 of the brake 40. The body 42 of the brake 40 is rotatably fixed to the axle 38. In this way, the body 42 is rotatably fast with the axle 38 and rotation of the wheels 14a, 14b results in rotation of the body 42 of the brake 40.

If a second brake 40 is required, it is positioned inward of the second internal wall such that the axle 38 extends through the aperture in the body 42 of the second brake 40 and the opening in the second internal wall. The body 42 of the second brake 40 is rotatably fixed to the axle 38 such that the body 42 is rotatably fast with the axle 38 and rotation of the wheels 14a, 14b results in rotation of the body 42 of the second brake 40.

Operation of the brake 40 will now be described with particular reference to Figures 4, 5 and 6.

When a user pushes the cash trolley 10 at normal, e.g. walking, speed, for example at approximately 4.5 kilometres per hour (approximately 3 miles per hour) the wheels 14a, 14b, 15a, 15b rotate in the direction of travel of the user. The axle 38 rotates and causes the body 42 of the brake 40 to rotate in the direction of travel. At this speed of rotation of the body 42, the centrifugal force acting on the first and second arms 44, 46 is not sufficient to overcome the force of the helical spring 48. Outward movement of the first and second arms 44, 46 about the first and second pivot points 62, 76 is thus prevented by the helical spring 48, which urges the first ends 50, 64 of the first and second arms 44, 46 towards one another, as illustrated in Figure 4. In other words, the brake 40 is in an equilibrium or relaxed state.

If a user attempts to push the cash trolley 10 at a faster, e.g. running, speed, for example at approximately 8 kilometres per hour (approximately 5 miles per hour) the speed of rotation of the body 42 of the brake is increased. As the speed of rotation of the body 42 increases, so does the centrifugal force acting on the first and second arms 44, 46.

As shown in Figure 5, once the speed of rotation of the body 42 of the brake 40 in a forward direction F exceeds a predetermined threshold velocity, or braking velocity, the centrifugal force acting on the first arm 44 is sufficient to overcome the force of the helical spring 48. The first arm 44 moves in an anti-clockwise direction about the first pivot point 62, stretching the helical spring 48. The distance travelled by the first arm 44 is restricted by the engagement of the hook or pawl on the second portion 56 of the first arm 44 with the outer surface of the first latch 60. The engagement of the hook or pawl of the first arm 44 with the first latch 60 prevents further rotation of the body 42, which in turn prevents rotation of the axle 38 and the wheels 14a, 14b. In this non-equilibrium state, the first arm 44 extends beyond the perimeter of the body 42.

In this way, if a person attempts to run forwards with the cash trolley 10, or quickly push the cash trolley 10 in a forward direction, the brake 40 will prevent movement of the wheels 14a, 14b and, therefore, stop the cash trolley 10. In other words, if a person attempts to steal the cash trolley 10, they will not be able to move forwards (either pushing or pulling the cash trolley 10) at a faster pace than walking speed or pace. If they attempt to move faster, the brake 40 will stop the wheels 14a, 14b of the cash trolley 10.

Similarly, and as illustrated in Figure 6, if the speed of rotation of the body 42 of the brake 40 in a rearward or backward or reverse direction R exceeds the predetermined threshold velocity, or braking velocity, the centrifugal force action on the second arm 46 is sufficient to overcome the force of the helical spring 48. The second arm 46 moves in a clockwise direction about the second pivot point 76, stretching the helical spring 48. The distance travelled by the second arm 46 is restricted by the engagement of the hook or pawl on the second portion 70 of the second arm 46 with the outer surface of the latch 74. The engagement of the hook or pawl of the second arm 46 with the second latch 74 prevents further rotation of the body 42, which in turn prevents rotation of the axle 38 and the wheels 14a, 14b. In this non-equilibrium state, the second arm 46 extends beyond the perimeter of the body 42.

In this way, if a person attempts to run backwards with the cash trolley 10, or quickly pull or drag the cash trolley 10 in a rearward or reverse direction, the brake 40 will prevent movement of the wheels 14a, 14b and, therefore, stop the cash trolley 10. In other words, if a person attempts to steal the cash trolley 10, they will not be able to move backwards (either pulling or pushing the cash trolley 10) at a faster pace than walking speed or pace. If they attempt to move faster, the brake 40 will stop the wheels 14a, 14b of the cash trolley 10.

It is shown that each hook of the first arm 44 and second arm 46 is shaped to surround or encompass at least 30% of the perimeter of a respective first latch 60 and second latch 74 respectively. Advantageously, the provision of engaging member(s) shaped to surround or encompass, e.g. at least 30% of, the perimeter of a respective abutment member provides greater contact with the abutment member, which provides a more reliable brake.

It is also shown that each of the first latch 60 and second latch 74 comprise two abutment surfaces each. This is because, in use, the engaging members (i.e. the hooks of the first and second arms 44, 46) may abut either the top or bottom surface of each of the first and second latches 60, 74 to cause the conveyance to brake. This is advantageous because the wheels of the conveyance have to travel a relatively shorter distance before the brake is engaged in comparison to only having two abutment surfaces.

Referring now to Figure 7, there is shown a brake 140 according to another embodiment of the invention, where the brake 140 is mounted to the axle 138 of the cash trolley 110. The brake 140 and trolley 110 have many features in common with the brake 40 and trolley 10 of Figures 1 to 6, with like-references preceded by a '1' and not described herein further. Only features which differ from those described for the brake 40 and trolley 10 of Figures 1 to 6 are further described.

The brake 140 is mounted to the axle 138 of the cash trolley 110. In this embodiment the axle 138 has a circular cross-section. However, in embodiments the axle 138 may have a different cross-sectional shape (e.g. square or rectangular).

Referring now to Figures 8 to 12, the brake 140 is a centrifugal brake and includes a first body 142, a second body 143, a first arm 144, a second arm 146 and resilient biasing means 148a, 148b. The resilient biasing means 148a, 148b comprises first and second torsion springs 148a, 148b (see Figure 10).

The first and second arms 144, 146 are located between (e.g. sandwiched between) the first and second bodies 142, 143. As explained below, the arms 144, 146 are located between the first and second bodies 142, 143 so as to be pivotably movable.. Each of the first and second bodies 142, 143 is secured to the axle 138 of the cash trolley 110 via first io and second hollow bosses Bl, B2. The first hollow boss B1 extends from a major surface of the first body 142. The first hollow boss B1 is positioned at the centre of the first body 142. The second hollow boss B2 extends from a major surface of the second body 143. The second hollow boss B2 is positioned at the centre of the second body 143.

The first body 142 has first and second pivot points 162, 176. The second end 150 of the first arm 144 is rotatably fixed to the first pivot point 162. The second end 164 of the second arm 146 is rotatably fixed to the second pivot point 176.

The first and second arms 144, 146 have a different shape in this embodiment than in the brake 40 shown in Figures 1 to 6. In this embodiment, the first arm 144 and second arm 146 each comprise an extension El, E2 adjacent their first ends. An elongate slot Si, S2 is provided in each extension El, E2. The elongate slots Si, S2 are arcuate, in this embodiment. A pin P (e.g. provided by a bolt or other extension) extends from the first body 142, e.g. from the same major surface which comprises the first and second pivot points 162, 176. The pin P extends through the elongate slots Si, S2 of both of the first and second arms 144, 146. The pin P and elongate slots Sl, S2 together comprise a guide mechanism G. The guide mechanism G acts, in use, to guide movement of the first and/or second arm 144, 146 (as will be described in greater detail below).

The second body 143 has the same size and shape as does the first body 142, in this embodiment. However, in embodiments the size and/or shape may differ. The first and/or second pivot points 162, 176 may be connected to or attached to the second body 143 (e.g. in addition to the first body 142). Additionally or alternatively, the pin P may be connected to or attached to the second body 143 (e.g. in addition to the first body 142).

The first and second arms 144, 146 are deployable, in use, to brake the conveyance, e.g. cash trolley 110, to which the brake 140 is mounted. This braking occurs in a similar manner to that described above with respect to the embodiment shown in Figures 1 to 6. The first and second arms 144, 146 are movable (via centrifugal force) from a first, stowed position (as shown in Figure 9) to a second, deployed position in which the cash trolley 110 is braked. In the second, deployed position the first arm 144 engages with the first bar 160 of the conveyance or cash trolley 110. Alternatively, if the cash trolley 110 is being moved in the opposite direction then in the deployed position the second arm 146 engages with the second bar 174 of the cash trolley 110.

The first torsion spring 148a is associated with the first arm 144, in use. As shown in Figure 12, the first torsion spring 148a comprises first and second legs Li, L2 each of which extend from a coil C. The end of the first leg Li includes a hooked portion H1 which is configured to engage with a side of the first arm 144 (between the first and second ends 150 thereof), in use (see Figures 10 and 11). The end of the second leg L2 includes a hooked portion H2 which is configured to be received in an aperture Al through the first body 142 (see Figure 9).

In a relaxed or equilibrium state the first leg Li and the second leg L2 have an angle a between them of less than 180° (on the side opposed to the coil C). This angle a may be referred to as an internal angle a of the first torsion spring 148a. In this embodiment, in a relaxed state the angle a is 160°. When the first arm 144 is restrained by the first torsion spring 148a such that the first arm 144 is in the first, stowed position the angle a between the first and second legs Li, L2 is greater than in the spring's 148a relaxed state. In this embodiment, in this restrained condition in which the first arm 144 is in the first, stowed position the angle a between the first and second legs Li, L2 is 180°. In this way, the first torsion spring 148a acts to maintain the first arm 144 in the first, stowed position even when the cash trolley 110 to which the brake 140 is attached is stationary (or moving at a relatively minor velocity). When the first arm 144 is moved via centrifugal force to the second, deployed position the angle a between the first and second legs Li, L2 is greater than 180° On this embodiment the angle a is 210°). The force exerted by the first torsion spring 148a on the first arm 144 acts to urge the first arm 144 toward the first, stowed position. When a threshold value of centrifugal force is not acting against this urging the first arm 144 is therefore restrained in the first, stowed position.

The second torsion spring 148b is associated with the second arm 146, in use. The second torsion spring 148b is similar to the first torsion spring 148a and will not therefore be described in detail herein. The second torsion spring 148b is deployed with the second arm 146. A hooked portion H1 on the end of the first leg L2 of the second torsion spring 148b is configured to engage with a side of the second arm 146 (between the first and second ends 164 thereof). The end of the second leg L2 of the second torsion spring 148b includes a hooked portion H2 (see Figure 10) which is configured to be received in an aperture through the second body 146.

The velocity of the cash trolley 110 at which the first or second arm 144, 146 is moved to the second, deployed position can be altered by selection of various characteristics of the brake 140. For example, the following characteristics of the brake 140 have been found to control the velocity of the cash trolley 110 at which the first or second arm 144, 146 is moved to the second, deployed position: * The mass of the first and/or second arm 144, 146; * The position of the first and/or second pivot point 162, 176; * The material from which the first and/or second torsion spring 148a, 148b are formed (which effects the spring constant); * The thickness or diameter of the wire from which the first and/or second torsion spring 148a, 148b are formed; * The length of the first leg L1 of the first and/or second torsion spring 148a, 148b; and * The internal angle a of the first and/or second torsion spring 148a, 148b when in a relaxed state.

When the first arm 144 moves from the first, stowed position to the second, deployed position the guide mechanism G guides movement of the first arm 144. The first arm 144 pivots about the first pivot point 162 only to the extent by which the elongate slot Si is able to move relative to the pin P. In this way, the pin P acting in the elongate slot Si guides and restrains movement of the first arm 144. The length of the elongate slot 51 may be selected to ensure that the first arm 144 moves to a specific second, deployed position (in use). Without wishing to be bound by any particular theory, it has been found that provision of the guide mechanism G provides for a more reliable brake. Advantageously, the guide mechanism G ensures more accurate and repeatable movement On use) of the first arm 144 or second arm 146 into engagement with, respectively, the first arm 160 or second arm 174. Additionally, the guide mechanism G has been found to control the impact of the first arm 144 with the first bar 160 and/or of the second arm 146 with the second bar 174. In this way, engagement between the first arm 144 and the first bar 160 and/or between the second arm 146 and the second bar 174 is achieved more reliably. Additionally, wear and/or damage to the first and/or second arm 144, 146 and/or the first and/or second bar 160, 174 is mitigated. The useful life of the brake 140 is therefore relatively increased. Furthermore, the reliability of the brake 140 is also relatively enhance.

It will be appreciated by those skilled in the art that several variations to the aforementioned embodiments are envisaged without departing from the scope of the invention. For example, the resilient biasing means 48 of the brake 40 is described as an elastic member, e.g. a helical coil spring. It will be understood that, in alternative embodiments of the invention, any suitable resilient biasing means may be used. It will also be understood that the first and second ends 48a, 48b of the resilient biasing means 48 could be attached or fastened or connected to the first and second arms 44, 46 of the brake 40 in any suitable way.

In the embodiment described above, the first ends of the first and second arms are larger than the second ends of the first and second arms. In alternative embodiments of the invention, the first ends of the first and second arms may be made from a different material and/or include weights in order to ensure that when the speed of the wheel reaches the predetermined threshold velocity, the centrifugal force acting on the arms overcomes the force of the resilient biasing means.

In the embodiment described above, the body 42 is circular. In alternative embodiments of the invention, the body may be any shape e.g. any polygonal shape with rotational symmetry.

It will also be appreciated by those skilled in the art that any number of combinations of the aforementioned features and/or those shown in the appended drawings provide clear advantages over the prior art and are therefore within the scope of the invention described herein.

Claims

A brake for a conveyance, the brake comprising a body connectable to an axle, a first arm having a first end and a second arm having a first end, the first arm and the second arm each being pivotably mounted to the body at respective first and second pivot points, the first arm and the second arm being restrained by resilient biasing means arranged to urge the first end of the first arm and the first end of the second arm towards one another.
A brake according to Claim 1, the brake having an equilibrium or relaxed state wherein the first and second arms are entirely within the perimeter of the body and a non-equilibrium state wherein at least a portion of one or other of the first and second arms extend beyond the perimeter of the body.
A brake according to Claim 1 or Claim 2, wherein the body comprises a central aperture for receipt of an axle.
A brake according to Claim 3, wherein the body is symmetrical about the aperture.
A brake according to any preceding Claim 1, wherein the first arm and/or the second arm is elongate having a second end. 2. 3. 4. 5.
A brake according to Claim 5, wherein the first arm and/or the second arm is pivotally mounted to the body at or towards its second end A brake according to any preceding Claim, wherein the body has a maximum transverse dimension D and the length d of the first arm and/or the second arm satisfies the requirement d0.5D.
8. A brake according to any preceding Claim, further comprising a guide mechanism configured to guide movement of the first arm when it pivots about the first pivot point and to guide movement of the second arm when it pivots about the second pivot point.
A brake according to Claim 8, wherein the guide mechanism comprises a first slot in the first arm, a second slot in the second arm and a pin extending from the body and through the first slot and the second slot.
10. A brake according to any preceding Claim, wherein the first and second arms are interconnected by the resilient biasing means.
11 A brake according to any preceding Claim, wherein the resilient biasing means comprises one or more springs.
12. A brake according to any preceding Claim, wherein a centre of mass of the first arm and/or a centre of mass of the second arm is located towards the first end.
13. A brake according to any preceding Claim, wherein the first arm and/or the second arm comprises a shaft and a head, the head providing the first end.
14. A brake according to Claim 9, wherein the head comprises a first portion engaging the resilient biasing means and a second portion.
15. A brake according to Claim 9 or Claim 10, wherein the shaft defines a shaft axis and the head extends to either side of the shaft axis.
16. A brake according to Claim 10, wherein the second portion of the first end comprises a hook or pawl portion.
17. A brake according to any preceding Claim, wherein the first end of the first arm and/or the first end of the second arm has a peripheral portion shaped to correspond to a periphery of the body.
18. A conveyance comprising the brake of any preceding Claim.
19. A conveyance according to Claim 18, the conveyance further comprising an axle extending through the body, first wheels being mounted on the axle.A conveyance according to Claim 18 or Claim 19, comprising a latch for engaging the first or second arm in use to brake the conveyance.A conveyance according to Claim 20, wherein the latch extends in parallel relations to the axle.A conveyance according to any of Claims 18 to 21 when dependent on Claim 11, wherein the spring constant of the or each spring is selected to determine the braking velocity of the conveyance.A conveyance according to any of Claims 18 to 22, formed as a trolley for transportation of valuable items and having a storage compartment for receipt of valuable items.A conveyance according to any of Claims 18 to 23, further comprising a conveyance body and a pair of handles upstanding therefrom.A conveyance according to any of Claims 18 to 24, comprising a forward drive direction and a backwards drive direction, the brake being operable to arrest motion in either or both the forward and backwards drive directions when the conveyance exceeds a specified velocity. 20. 21. 22. 23. 24. 25.