FIELD OF THE INVENTION

The invention relates to charging and securing micromobility vehicles.

BACKGROUND TO THE INVENTION

"Micromobility vehicle" is an umbrella term embracing bicycles, tricycles and scooters amongst other things.

There are a variety of locks for securing micromobility vehicles, e.g. bicycles are sometimes secured by a short length of chain passed through the bicycle frame and about a lamp post then connected end-to-end with a padlock to hold the bicycle until the operator returns with the key to unlock the padlock. Typically, users must carry their own lock which is inconvenient. Moreover, some neighborhoods are blighted by a chaos of micromobility vehicles locked to lamp posts, fences and railings.

Electric micromobility vehicles are becoming more popular and the assortment of electric micromobility vehicles is accompanied by an assortment of dedicated charging arrangements.

The invention aims to provide a convenient means of securing and charging micromobility vehicles.

SUMMARY

One aspect of the invention provides a connector for charging a micromobility vehicle; wherein the micromobility vehicle comprises an elongate element and a battery; the connector comprises an inlet into which the elongate element is relatively movable transverse to the elongate element; a blocking portion to block the elongate member moving relatively outwards; one or more threaded elements; a power receiver for receiving electricity; and a power transmitter for transmitting the electricity to the battery; the inlet comprises a converging section; side portions of the converging section inwardly converge relative to each other; and the one or more threaded elements comprise torque receivers by which the one or more threaded elements are rotatable to urge the blocking portion, inwards relative to the inlet, to clamp the elongate member against both of the side portions.

Preferably, at least one of a) the torque receivers are security torque receivers; and b) the connector comprises one or more shields for shielding the torque receivers; to impede nefarious reverse rotation of the one or more threaded elements.

The connector may comprise a body within which the shields are recessed.

The blocking portion may be configured to extend into the converging section. Optionally, the connector is configurable to clamp on to an element less than 25 mm in diameter, e.g. to clamp on to an 020 mm element. Optionally, the connector is configurable to clamp on to an element more than 35 mm or, more preferably, more than 50 mm in diameter, e.g. to clamp on to an 070 mm element.

Optionally, a charging apparatus comprises an operative portion; and the power receiver comprises embraceable structure for the operative portion to embrace and lock on at any selected relative orientation, within a range of relative orientations within a plane, of relative rotation, transverse to a direction.

Another aspect of the invention provides a connector for charging a micromobility vehicle; wherein the micromobility vehicle comprises a battery; a charging apparatus comprises an operative portion; and the connector comprises a mounting arrangement by which the connector is mountable on the micromobility vehicle; a power receiver for receiving electricity; and a power transmitter for transmitting the electricity to the battery; and the power receiver comprises embraceable structure for an operative portion to embrace and lock on at any selected relative orientation, within a range of relative orientations within a plane, of relative rotation, transverse to the spacing direction.

Preferably, the power receiver comprises two support portions mutually spaced in the direction to bracket the interior; and the support portions carry the embraceable structure within the interior. Most preferably, the embraceable structure spans the interior.

Optionally, the embraceable structure comprises electrical contacts to receive the electricity from the operative portion. Preferably, the electrical contacts comprise contact surface portions having revolved shapes concentric to an axis parallel to the spacing direction. Another aspect of the invention provides an apparatus for charging and securing at least a bicycle; wherein the bicycle comprises a seat post; the apparatus comprises an operative portion; the operative portion is mounted to move from a standby position to an operative position; the operative position is a position in which the operative portion is capable of cooperating with the connector to secure, and transmit electrical power to, the bicycle.

Optionally, the operative portion comprises an operative-portion inlet into which the embraceable structure is relatively movable; a latch member to block the embraceable structure moving relatively outwards from the operative-portion inlet; the latch member is lockable to lock the operative portion on the embraceable structure.

Another aspect of the invention provides a set comprising the connector and the operative portion.

Another aspect of the invention provides an apparatus for charging and securing at least a bicycle; wherein the bicycle comprises a seat post; the apparatus comprises an operative portion; the operative portion is lockable and mounted to move from a standby position to an operative position; the operative position is a position in which the operative portion is capable of cooperating with at least one of the seat post and a connector carried by the seat post, to secure, and transmit electrical power to, the bicycle.

Preferably, the standby position is laterally offset, and/or vertically offset, from the operative position.

The operative portion preferably comprises a receiving arrangement to relatively- receive the seat post, e.g. to relatively-receive the seat post from behind. There may be a blocker to block a relative-retreat of the seat post from the receiving arrangement.

One or more guides may be provided to engage at least one tyre of the bicycle to align the bicycle. Preferably the one or more guides (and/or other tyre-engaging features) are arranged to hold the locked bicycle straight; that is prevent rotation about upright axes.

The apparatus preferably comprises one or more sensors. Optionally, the one or more sensors comprise an RFID sensor for sensing an RFID tag carried by the bicycle. Optionally, the one or more sensors comprise a sensor for sensing a magnetic portion of the connector. The apparatus may comprise a controller for controlling, in response to the one or more sensors, one or both of a locking status, of the operative portion, and a supply of the electrical power.

The apparatus preferably comprises an arm carrying the operative portion. The arm is preferably pivotally mounted at a pivotal mounting. The arm is preferably mounted to move up and down, e.g. the pivotal mounting may be mounted to move up and down a post.

Another aspect of the invention provides a connector for charging at least a bicycle; wherein the bicycle comprises a seat post and battery; the connector comprises a mountable portion mountable on the seat post; the mountable portion comprises one or more receiving elements to receive electrical power from an apparatus; and an output arrangement; and the output arrangement comprises at least one of wires to conduct the electrical power away from the mountable portion and toward the battery; and contacts engageable with wires to conduct the electrical power away from the mountable portion and toward the battery.

The mountable portion may comprise an RFID tag. The mountable portion may comprise a magnet. Optionally the mountable portion comprises communication wires and/or communication contacts.

Another aspect of the invention provides a system comprising an apparatus, for charging and securing, and a connector;

Another aspect of the invention provides an apparatus for charging a vehicle; wherein the vehicle comprises a target portion; the apparatus comprises an operative portion mounted to move from a standby position to an operative position; the operative position is a position in which the operative portion is capable of cooperating with the target portion to hold, and transmit electrical power to, the vehicle. BRIEF DESCRIPTION OF DRAWINGS

Figures 1 , 2 and 3 are perspective, front and side views of a charging apparatus and a bicycle;

Figure 4 is a rear perspective view of a charging apparatus and a bicycle;

Figure 5 is a rear perspective view of the charging apparatus of Figure 4 in its standby configuration;

Figure 6 is a rear view of the apparatus of Figure 5 partially deployed;

Figure 7 is a section view corresponding to the line A-A in Figure 6;

Figure 8 is a section view corresponding to the line B-B in Figure 7;

Figure 9 is a rear perspective view of the apparatus of Figure 5 in its operative configuration;

Figure 10 is an enlargement of detail B in Figure 9;

Figure 11 is a rear perspective view of the apparatus of Figure 5 in its operative configuration and holding an illustrative tube and fitting;

Figure 12 is an enlargement of detail A in Figure 11 ;

Figure 13 is a rear view of an operative portion of the apparatus of Figure 5;

Figure 14 is a section view corresponding to the line E-E in Figure 13;

Figure 15 is a section view corresponding to the line F-F in Figure 13;

Figure 16 is a perspective view of a connector;

Figure 17 is a top view of the connector of Figure 16 in combination with a sleeve; Figure 18 is a section view corresponding to the line B-B in Figure 17;

Figures 19, 20, 21 and 22 are front, side, rear and bottom views of the connector and sleeve of Figure 17;

Figure 23 is a section view corresponding to the line A-A in Figure 19;

Figure 24 is a perspective view of a bicycle;

Figure 25 is a perspective view of a scooter;

Figure 26 is a rear perspective view of the apparatus of Figure 5 and the scooter of Figure 25;

Figure 27 is a perspective view of a charging apparatus;

Figure 28 is an enlargement of detail B in Figure 27;

Figure 29 is a cross-section view of the operative portion of the apparatus of Figure 27;

Figure 30 is a perspective view of a connector co-operable with the apparatus of Figure 27;

Figure 31 is a cross-section view of the connector of Figure 30 engaged with a large tube;

Figure 32 is a cross-section view of the connector of Figure 30 engaged with a small tube;

Figure 33 is a perspective view of a scooter carrying the connector of Figure 30 and being charged by the apparatus of Figure 27; and

Figure 34 is a plan view of an operative portion. DESCRIPTION OF EMBODIMENTS

The apparatus 1 ' comprises an operative portion 3' carried at the end of a horizontal arm 5'. The arm 5' extends sideways (that is, sideways with respect to the bicycle B) from a post T. The arm 5' is mounted to move up and down the post T.

Figures 1 , 2 and 3 show the operative portion 3' in an elevated standby position whereat it is out of the way to enable the bicycle B to be wheeled into place. The bicycle B is fitted with a connector 11 on its seat post SP.

The operative portion 3' sits directly above an upwardly open guide channel 9'. The guide channel 9' engages the tyres of the bicycle B to align the bike in its parking position ready for charging, that is align the bicycle B with respect to the apparatus 1 '.

After handlebars have passed the post 7', the operative portion 3' can be lowered to sit in front of the connector 11 . This may be a convenient two-handed operation. With the wheels of the bicycle B held in the guide channel 9', a user might simply hold the seat S with their right hand whilst manipulating the operative portion 3' with their other hand. Holding onto components S, 3' in this way and the operative portion 3' sitting in front of the connector 11 , the bicycle B can be pushed further forward so that the operative portion 3' receives the seat post SP and connector 11 from behind. The operative portion 3' is configured to take hold of and secure the bicycle B.

Figures 4 and 26 illustrate another apparatus 1 for charging and securing micromobility vehicles, e.g. vehicles such as the bicycle B and the scooter SC. The apparatus 1 comprises components 3, 5, 7, 9 analogous to components 3', 5', 7', 9'. Figures 4 and 5 show the apparatus 1 in its deployed and standby configurations respectively.

The arm 5 carries the operative portion 3 and is mounted to pivot about pivotal mounting 13 of a carriage 15 that is mounted to slide up and down the post 7. In this way, the standby position of the operative portion 3 is laterally offset from its operative position in which the operative portion 3 sits directly above the guide channel 9 (see Figure 6). In this example, the post 7 is laterally offset from a centreline of the bicycle (in its parking position) by a clearance C (see Figure 6). In its standby position (Figure 5) the operative portion 3 is laterally offset from the centreline of the bicycle by a similar clearance dimension. Preferably, the operative portion sits at a lateral clearance C of at least 200 mm.

Advantageously the post 1 is shorter than the handlebars HB so that the handlebars can simply pass straight over the post 1 . In another variant the lateral clearances may be upwards of 410 mm to clear wide handlebars, but this is not essential. Figure 2 illustrates an arrangement in which the handlebar projects laterally beyond portions of the apparatus 1 at the same height. With the wheels in the guide track 9 it is a simple operation to lean the bicycle outward away from the post to maneuver the handlebars thereabout.

The post internally carries a counterweight system 17 to take the weight of the arm 5 and carriage 15 so that minimal force is required from the operator to move the arm down the post 7. The operative portion 3 is mounted at the end of the arm 5 to pivot about a transverse axis TA to suit different seat tube angles (Figure 10). The operative portion 3 comprises a rearwardly open socket 3a, for receiving the fitting 11 , and coves 3b to accommodate tube T. A blocker 19 is profiled to be pushed out of the way, by the tube T as the tube T enters the operative portion 3, against a spring bias so as to spring back behind the tube T to block the tube T from retreating from the operative portion 3.

This example of the connector 11 comprises a mountable portion in the form of a collar comprising left and right halves mutually fastened by fasteners 21 (Figure 23). Seat posts are typically in the range of 22 mm to 35 mm in diameter. Preferably, the connector has an internal diameter of 35 mm or more and is supplied with sleeves, such as sleeve 23 (Figure 18) of varying wall thickness and resilience so that a common connector can be snugly fitted to a range of seat posts of differing diameters. Profiled sleeves may be provided to suit non-round seat posts. The compact tube-hugging shape of the collar is robust.

The connector 11 is equipped with a respective receiving element 25 on each side.

As best shown in Figures 19 and 20, each receiving element includes top and bottom portions resiliently biased towards each other and profiled to receive and be driven apart by a respective conductive blade 27 of the operative portion 3 (Figures 10 and 15). Other arrangements of electrical contacts are possible and indeed wireless power transfer is an option, e.g. the fitting 11 may comprise a receiving element in the form of a receiving coil excitable by a transmitting coil of the operative portion 3.

The fitting 31 comprises RFID tag 29 and magnet 31 , and complementary thereto, the operative portion 3 comprises sensors in the form of RFID reader 33 and magnet sensor 35 (Figure 13). Wires 37 are internally routed along the arm 5 (Figure 15) and down the post 7 to a control unit via a caterpillar-track style cable guard 41 (Figure 7).

The RFID reader 33 could be mounted in any convenient point in or about the apparatus 1 . Indeed, the RFID tag might be replaced by a QR code or any other convenient means of identification. In this example the RFID reader 33 is mounted within the operative portion to sit in close proximity to the RFID tag 29 whereby the RFID tag 29 may take the form of an NFC tag. Some variants of the connector 11 may comprise a communications port and/or a tracking element, such as embedded GPS, for remote tracking and vehicle management.

In a preferred implementation of the concept, when the operative portion is in its standby position (Figure 5), the bicycle B can be wheeled into the guide track 9 with ease and advanced almost to its parking position. The arm 5 can then be pivoted to move the operative portion from its laterally offset position to sit in a high laterally central position (Figure 6). The arm 5 can then be pushed down to position the operative portion 3 in front of and in proximity to the operative portion 3 whereafter the bicycle B can be pushed forward. Preferably, the blocker 19 rides about the exterior of the seat post and clicks in place behind it and the controller 39 responds to the magnet sensor 35 signaling the presence of a vehicle to activate the RFID reader 3 to identify the vehicle, e.g. to identify that the vehicle is authorised to use the charging and securing service. Once the authorisation is complete, the controller 31 locks the operative portion 3 and energises the contacts 37 to transmit power to the fitting 11 . In this way, an authorised user manoeuvring the bicycle into the apparatus 1 and engaging the operative portion 3 simultaneously secures the bicycle and electrically connects the bicycle for charging. Preferably, the apparatus comprises one or more indicators to convey locking status and/or charging status to a user. The indicators could take the form of audible indicators or visual indicators such as LEDs. The indicators might be mounted in or on the post 7, or in or on the operative portion 3. By way of example, the indicator might take the form of a vibrator arranged to vibrate the operative portion to convey to a user that the apparatus 1 is locked and charging. Preferred variants of the system may convey locking status, charging status and/or other information to a user's portable computing device, e.g. to a smartphone. Most preferably, the system provides users remote from the apparatus 1 with an indication of the vehicle's battery status. Preferably, the apparatus 1 is configured to alarm if the locking actuator is not functioning.

This example of the fitting 11 comprises wires 43 emerging from its underside to transmit power to a battery of the bicycle. Other variants of the connector may comprise a power transmitter in the form of terminals to which wires can be connected. This example of the operative portion 3 comprises a locking mechanism that is electronically controlled by the controller 39. Preferably, the locking mechanism of the operative portion simply fixes the position of the blocker 19 and works in conjunction with a locking mechanism within the post 7 for locking the carriage 15. Locking the carriage 15 guards against the seat post SP being lifted away from the seat tube ST. The locking mechanism within the post may comprise a solenoid or other actuator, e.g. may comprise a pinion gear.

The controller 39 incorporates an RFID sensor for sensing an authorised user and is configured to unlock the operative portion in response thereto. The system may comprise an RFID card carried by the user and may be configured to unlock and remain unlocked whilst a user is proximity for the apparatus 1 in the manner of keyless entry for an automobile. There are other options, e.g. a user might send an unlock instruction from their smart phone via website. Preferred variants of the controller 39 are connected, e.g. wirelessly connected, to a telecommunications network. In this example, once a user carrying their RFID card (or other identifying element) moves into proximity with the apparatus 1 the operative portion 3 unlocks whereby the bicycle B can be reversed out of engagement with the operative portion 3 and out of the apparatus 1 more generally. The counterweight outweighs the arm 5/carriage 15 combination and the pivot axis of the pivotal mounting 13 is inclined so that once the operative portion 3 is released the carriage 15 rises and the arm 5 falls to move the operative portion 3 back to its standby position. There are other ways in which the operative portion 3 might be biased to return to its standby position. In this example, the arm 5 falls into a cradle atop the post 7.

Whilst an electronic locking system is preferred, there are other options. By way of example the operative portion may have a key cylinder. Such variants may comprise a much simpler variant of the controller 9 that may make no effort to identify the bicycle B and may instead rely on the key cylinder to prevent unauthorised access. Indeed, in principle, variants of the apparatus 1 that are not lockable may be useful, e.g. in the home context.

In public contexts, it may be convenient to provide sets of apparatus 1 . For space efficiency, the apparatuses 1 may be arranged for angled parking, be set at two or more different heights, and/or set at two or more different inclinations relative to horizontal. Preferred variants of the apparatus 1 are well adapted to charge a wide range of micromobility vehicles. The controller 39 in conjunction with a remote database enables station owners to control user access and parking fees. The set of apparatus may have an onsite control panel. The apparatus 1 comprises a horizontal tubular foot which in this example is formed by a metal tube. The foot supports the post and also provides a convenient protective conduit, e.g. for charging and/or communication cables. The cable(s) may connect the set of apparatus 1 to the onsite control panel. Remote control via a web-based application, e.g. using a computing device such as an iPad™, might take the place of the onsite control panel.

In the apparatus 1 , the controller 39 takes the form of an onboard control unit. In other implementations, the controller may be a distributed control system. In one implementation of the concept, a single onsite controller co-operates with a set of apparatus. This onsite controller may take the form of a station control panel that sends locking and unlocking instructions to the individual charging apparatus. The station control panel may comprise an industrial PC. There may be serial communications to control programmable chargers (e.g. control a respective programmable charger associated with each apparatus) or monitor battery charging and RFID readouts.

Optionally, the control panel comprises a data connection for metric data collection in the cloud, remote monitoring and software updates. It may also comprise general purpose input/output ports to detect lock/unlock events, trigger an alarm if the locking actuator is malfunctioning (e.g. trigger in response to limit switches associated with those actuators), read RFIDs, check IDs against remote database parameters (to safeguard against unauthorised or unintentional charging) and retrieve charge setpoints. Each apparatus 1 may have its own charger, preferably its own programmable battery charger. The set of apparatus may comprise an uninterruptable power supply (USP) in case of mains power failure. Each apparatus 1 may have its own USP. The station control panel may have its own user interface, e.g. it may have a touchscreen and/or an RFID reader.

Figures 27 to 33 illustrate a system 1 ", 11 " akin to the system 1 , 11 except as described.

Whereas the operative portion 3 is configured to pivot about the transverse axis TA, e.g. it is suited to different seat post angles, operative portion 3" is fixed with respect to arm 5". Operative portion 3" and connector 11 " are configured to mutually cooperate at a range of different relative angular orientations. In this particular implementation of the concept, the operative portion 3" presents a rearward facing operative portion inlet 3a" to embrace embraceable structure 11a". The embraceable structure 11 a" runs in the transverse direction and the inlet 3a" opens rearwardly so that embraceable structure 11 a" can be moved forward into the stationary inlet 3a".

The inlet 3a" includes a spring mounted blocker 19". When the embraceable portion 11 a" is pushed into the inlet 3a", the blocker 19" is pushed away, downwardly in this case, against the spring bias. As the embraceable portion 11a" moves further into the inlet 3a", blocker 19" returns to position to block a relative retreat of the 11 a". A locking mechanism in the form of solenoid driven pin 32" is advanceable to lock the blocker 19" in position and thereby lock the operative portion 3" onto the embraceable structure 11 a".

Connector 11 " comprises a pair of forwardly projecting arms 1 1 b" mutually spaced to define an interior I. Preferably, the embraceable structure 1 1 a" spans the interior I so that it is supported at each end and is thereby more robust than a cantilevered structure of similar dimensions. Whilst spanning arrangements are preferred, in principle, a cantilevered version could be made to work as could a pair of opposed cantilevered portions on opposite sides of the interior I.

The embraceable structure 1 1 a" includes a central shaft (bolt 1 1 c" in this example) embraced by a set of annular components 1 1d", 1 1 e" comprising contacts 1 1d", for receiving power from the operative portion 3", and insulators 1 1 e". The arms 1 1 b" and embraceable structure 1 1 a" together constitute a power receiver 1 1 a", 1 1 b".

The operative portion 3" is equipped with a pair of contacts 3b" spring loaded to engage the contacts 1 1 d". The contacts 1 1d" have revolved exteriors to co-operate with the contacts 3b" at a range of angular orientations. In this example, the revolved external form is conical, although in other implementations of the concept the external form may be cylindrical or toroidal etc. Wires 11f’"connect with the contacts 1 1 c" through a body 1 1 g" of the connector 1 1 ". The wires 1 1 f" emerge from an underside of the body 1 1 ' wherefrom they may be routed to a battery of a micromobility vehicle. The emerging portions of the wire constitute a power transmitter 11 fi" (Figure 30).

In this example, the projections 1 1 b" take the form of mutually parallel arms that together define a fork. The embraceable structure 11 a" is positioned within a middle third of a length of one (preferably both) of the projections 11 b". The opposed internal faces of the projections 1 1 b" are upright, preferably vertical, and lengthwise (relative to the bicycle or other micromobility vehicle). Preferably, the operative portion 3" comprises uprights sides complementary to the upright faces bracketing the interior I. The interior I is only marginally, e.g. 5 mm, wider than the operative portion 3" whereby the projections 1 1 b" serve as guards to guard against inadvertent contact with the contacts 11d" (when those contacts are energised via the operative portion 3"). Preferably, the guarding is to achieve an ingress protection of at least IP2X. IP2X corresponds to guarding against objects greater than 12.5 mm in transverse dimension (e.g. guarding against fingers and similar objects). Preferably, the projections are configured to guard against access by objects 5 mm in transverse dimension.

Preferred variants of the connector 11 ' comprise a mounting arrangement 33" by which the connector is mountable. Preferably, the mounting arrangement 33" is configured to co-operate with any convenient upright portion of a micromobility vehicle, e.g. with a seat tube, seat post or steerer tube.

In this example, the mounting arrangement 33" comprises an inlet 33a" which, in this example, is defined by a pair of arms of the body 1 1g". The inlet comprises, at its outer end, a straight section 33ai" and, at its inward end, a converging section 33bii".

The converging section 33aii" comprises a pair of sides 34" that mutually converge in the inwards direction, that is, that mutually converge in the rightwards direction as drawn in Figure 31 .

The straight section 33aii is bracketed by a pair of rails 35". In this example, the rails 35" take the form of lengthwise channels open to the interior of the inlet 33a". A blocking portion 37" is mounted to run along the rails 35". The blocking portion 37" comprises a body of plastic and a pair of captured nuts 39". Bolts 41" pass rearwardly through the body 11 g" to engage the nuts 39". The bolt heads 41 a" are accessible from the front until shielding strips 47" are placed.

To install the connector 11" on a micromobility vehicle, the body 11 g" of the connector 1 T is placed over a complementary portion 45" of the micromobility vehicle so that that portion is relatively received into the inlet 33a". The blocking portion 37" is then positioned and engaged with bolts 41" to block the portion 45" moving relatively outwards from the inlet 30a". The bolt heads 41a" constitute torque receivers by which the bolts 4T can be tightened to clamp the portion 45" against the blocking portion 37" and against each of the sides 34". In this way, the connector 11" grips the portion of the micromobility vehicle to be carried thereby without rattling about on the portion of the micromobility vehicle. Clamping the portion of the micromobility vehicle within the converging section 33aii" laterally locates the connector 11” with respect to the portion of the micromobility vehicle. In this example, the converging section is V-shaped. Other shapes are possible.

The connector 1 T is advantageously reconfigurable to suit micromobility portions of different size and shape. Figure 31 shows the connector 11 engaged with a large tube 45". Figure 2 shows the connector 11" clamped on to a smaller tube 45a". Advantageously, the blocking portion 37 has an inwardly directed portion 37a" receivable within the converging section 33aii" to better co-operate with smaller vehicle portions. Preferably, the blocking portion 37" is configured to present a convex portion 37b" to the micromobility portion. Advantageously, one or more of the converging sides 34' and the blocking portion 37' may be configured to present a resilient surface to the micromobility portion to better grip the micromobility portion without scratching, etc. In this case, sides 34 and blocking portion 37' are lined with rubber.

Preferred forms of the connector 11" are configured to resist unauthorised removal. For this purpose, the torque receivers may be security torque receivers. By way of example, the heads 41 a" may be configured to resist engagement with typical tools (e.g. the bolt heads might comprise torx and/or Allen key sockets modified by the inclusion of a central pin to prevent the insertion of a typical Allen key or torx tool). Alternatively, the security torque receivers may be one-way torque receivers, e.g. including ratchet-like portions (e.g. akin to a clutch screw head or a Kinmar™ bolt) that provide minimal purchase in the unscrewing direction.

Preferably, the torque receivers are shielded so that, once the shields have been placed, the torque receivers are guarded. In this example, the shields 47" take the form of profiled strips. The shields 47" are fitted within complementary recesses formed within the body 11 g" so that the edges of the shield are guarded thereby depriving would-be thieves of engagement points by which the shields can be removed. A rear end of the shield 47" is mounted within a forwardly-open slot whilst a forward end of the shield 47" wraps around an end of the projection 11 b" and engages a groove on the interior of the projection 11 b".

In this example, the bolt heads 41 a' are linearly fixed by abutment with a portion of the body 11g' and extend outwards to engage and linearly drive the blocking portion (or more specifically the captured nuts 39" of the blocking portion 37"). Various alternative clamping arrangements are possible. By way of example, the bolts 41 ' might linearly move the blocking portion 37 and threadingly co-operate with threaded portions fixed relative to the body 11 g". Indeed, rotatable female-threaded portions are also possible. Each nut 39", bolt 41" combination constitutes a drive. Preferably, one of each such drive is located on each side of the vehicle portion 45".

The mounting arrangement 33" provides flexibility in the choice of mounting location whilst the power receiver 11 a", 11 b" is co-operable with the operative portions 3" at a wide range of relative angular orientations within an upright lengthwise plane of relative angular orientation. Preferably the range is at least 90 ^s , or more preferably at least 145 ^s , e.g. at least 180 ^s , wide. The combined flexibility of the mounting arrangement 33" and the power receiver 11 a", 11 b" enable a convenient mounting point to be found on most micromobility vehicles despite the vast array of markedly different micromobility vehicles, e.g. in connection with a bicycle having its seat fully lowered so that there is no exposed seat post, it might be convenient to mount the connector 11 " to project upwards from the top tube or as to project forwardly from the head tube.

The connector 11 " is one potential implementation of the concepts disclosed herein. Other examples are possible. In another implementation the contacts may be moved from the embraceable structure to the interior of the arms 11 b" or indeed replaced by a wireless power transfer.

The embraceable structure 11 a" is supported at each end and shielded by the supporting portions 11 b". This construction is robust and reduces the risk of electrocution. Other modes of construction are possible. In one implementation, one of the supporting portions 1 1 b" may be eliminated, leaving the embraceable structure 1 1 a" as a cantilevered piece. The free end of the cantilevered structure may comprise an insulating flange to shield the live components and/or the operative portion may be configured to cover the end of the cantilevered structure. In another variant, the embraceable structure may take the form of projections projecting from opposites sides of a single central support, e.g. the power receiver may have a T profile comprising a central support defining the long arm of the T and embraceable structure defining each of the two small arms of the T.

Figure 34 is a plan view of an alternative operative portion 3"' comprising a central portion 51 '" surrounded by a shield 53"'. In this example, the central portion 51 '" is akin to the operative portion 3" although the RFID reader is replaced by a RFID reader 29a'" mounted on an inside face of the shield 53'".

This example of the shield 53'" has a U-shaped profile when viewed from above to define spaces 53a'" either side of the central portion 5T" and into which variants of the supports 1 1 b" are receivable.

The shield 53'" helps to limit access to potentially live components and thus constitutes another means for achieving the desired ingress protection. It also limits access to the forward end of the connector whilst the connector is docked. Whereas, in the connector 1 1", the shields 47" wrap around the free ends of the support portions 1 1 b" and are in use shielded by the operative portion 3", in another variant of the connector (not shown) the support arms 1 1 b" may be shortened, e.g. shortened to terminate in rounded ends concentric to the embraceable structure 1 1 a". The shields 47" may be terminated on the outside of the support portions 11 b" and shielded by cover plates. When this truncated connector is docked in the operative portion 3'", the forwards ends of the shields 47" and the cover plates thereon are shielded by the shield 53'" so thieves cannot access the bolt heads to release the connector from the vehicle.

In a variant, the RFID tag 29" has a washer-like form and is carried by the bolt 11 c". Of course, there are other forms of RFID tag and mounting arrangements therefor by which a connector may be configured to co-operate with the reader 29a'". Various advantageous features disclosed herein may be implemented without other features disclosed herein. By way of example, variants of the mounting arrangement 33" may be usefully employed in contexts far removed from transferring electricity. Likewise variants of the power receiver 11 a", 11 b" may be usefully employed in combination with alternate mounting arrangements such as in combination with a quick release clamp, suitable adhesive or conventional fasteners.

Similarly the combination of operative portion 3" and connector 11" may be usefully employed in contexts other than the apparatus 1 ". Instead of being mounted at the end of an arm, the operative portion 3" might be simply tethered, e.g. at the end of one or more cables. Potentially a single sleeve may carry a cable or chain for securing the operative portion and wires for powering the operative portion.

RFID tag 29" is mounted on an inside of one of the arms 11 b" although other mounting locations are possible. Preferred variants of the operative portion 3" comprise a proximity sensor 30" configured to sense the presence of the connector 11 ", or more specifically to detect the presence of the embraceable structure 11 a" in this case. In a preferred implementation, the apparatus 1 " is triggered by the proximity sensor 30" to read the RFID tag 29". The embraceable structure 11 a" may comprise a magnet 11ei" to trigger the proximity sensor. Preferably the RFID tag uniquely identifies the connector.

The invention is not limited to the examples described herein; e.g. whilst two arms 5, 5' are disclosed, there are other options. By way of example, an arm might be telescopic or be arranged to retract within the post 7 or other mounting structure. Regardless of how the operative portion 3 is supported, the support is preferably lockable to guard against the seat post being lifted away from the seat tube.

The term "comprises" and its grammatical variants has a meaning that is determined by the context in which it appears. Accordingly, the term should not be interpreted exhaustively unless the context dictates so. Likewise, the article "a" or "an" preceding an element does not exclude the presence of a plurality of such elements unless the context dictates so.