WO2023111599A1

WO2023111599A1 - Electric scooter

Info

Publication number: WO2023111599A1
Application number: PCT/GB2022/053296
Authority: WO
Inventors: Ashley May; Robin Harris
Original assignee: Hilo Ev Limited
Priority date: 2021-12-17
Filing date: 2022-12-19
Publication date: 2023-06-22

Abstract

A vehicle in the form of an electric scooter of the kind comprising: an electric drive unit for powered propulsion of the vehicle; a footboard for a user to stand on during movement of the vehicle, the footboard having a front end and a rear end; a front wheel toward the front end of the footboard, the front wheel being rotatable relative to said footboard about a first wheel axis; and a rear wheel toward the rear end of the footboard, the rear wheel being rotatable relative to said footboard about a second wheel axis. The front wheel is movable relative to a steering axis for steering the vehicle. The front wheel has an outer diameter which is larger than the outer diameter of the rear wheel.

Description

ELECTRIC SCOOTER

TECHNICAL FIELD

This disclosure relates to a vehicle, more particularly, but not exclusively, to a scooter, for example an electric scooter.

BACKGROUND

Micro mobility vehicles, such as electric scooters and powered bicycles, are becoming more popular as people seek alternatives to travelling by car to reduce carbon emissions. Particularly within cities, micro mobility vehicles can have the beneficial effect of improving mobility and reducing traffic congestion and pollution for short distance travel.

Nevertheless, concerns about the safety of micro mobility vehicles exist and such vehicles are still not permitted for road use in many countries, such as the UK.

Moreover, a problem exists with micro-mobility vehicles wherein the vehicle may become unstable upon encountering obstacles on a running surface such as a road or pavement surface, particularly if the vehicle is travelling at significant speed. Such obstacles may, for example, include a curb between a road surface and pedestrian pavement surface, or unevenness or defects in such road surfaces such as stones and potholes.

There thus exists a need for improvements in safety and stability for micro mobility vehicles.

SUMMARY

According to a first aspect of the disclosure, there is provided vehicle comprising: a footboard for a user to stand on during movement of the vehicle, the footboard having a front end and a rear end; a front wheel toward the front end of the footboard, the front wheel being rotatable relative to said footboard about a first wheel axis; and a rear wheel toward the rear end of the footboard, the rear wheel being rotatable relative to said footboard about a second wheel axis; wherein the front wheel is movable relative to a steering axis for steering the vehicle; and wherein the front wheel has an outer diameter which is larger than the outer diameter of the rear wheel. The inventors have found that providing a front wheel which has a larger outer diameter than the outer diameter of the rear wheel, the stability of the vehicle's handling and steering is improved. This has been found to be particularly true in the field of scooters, both powered (e.g. electric scooters) and unpowered scooters. In particular, it has been found that such vehicles maintain stability when encountering obstacles in the road such as potholes. This is because increasing the size of the front wheel raises the height of the first wheel axis with respect to the running surface, leading to a decrease in the "angle of attack" of the vehicle, or the angle between the tangent of the wheel at point of contact with the obstacle and the horizontal. This in turn means that less horizontal force must be applied by the wheel to overcome the obstacle, and thus that more forward momentum is maintained. Moreover, since the bulk of the mass of the user has already overcome the obstacle by the time the rear wheel impacts the obstacle, the angle of attack of the rear wheel is of comparatively little consequence. The rear wheel can thus be made smaller than the front wheel to minimise the mass and size of the vehicle whilst still achieving the improved stability.

In exemplary embodiments, the vehicle is in the form of an electric scooter of the kind comprising : an electric drive unit for powered propulsion of the vehicle.

In exemplary embodiments, the vehicle is a two-wheeled electric scooter, with the frontwheel and the rear wheel mounted along a longitudinal centre axis of the footboard.

In exemplary embodiments, the vehicle includes a main body defining front and rear ends of the vehicle, the main body comprising the footboard.

In exemplary embodiments, the main body includes a front region extending from the footboard to partially circumscribe the front wheel.

In exemplary embodiments, the main body comprises a main region comprising the footboard. In such embodiments, the front region may extend from the main region. Optionally, the front region is integral with the main region. For example, in certain embodiments, the main body comprises a moulded body. In such embodiments, the body may be moulded in sections which are later welded or otherwise fixed together to form a unit (e.g. along a longitudinal centre line of the main body).

Conventional vehicles of a type comprising a footboard, for instance, scooters, do not comprise a main body extending from the front to the rear end of the vehicle. Instead, such conventional vehicles usually comprise a frame consisting of (usually metal) pipes, and tubes which are bolted or welded together, with the footboard being provided as a discrete unit, similarly bolted or welded to the rest of the frame. Typically, the front and rear wheels are mounted on respective forks such that the front and rear wheels project beyond the frame. In such conventional vehicles, therefore, the frame does not define the front and rear ends of the vehicle as in the vehicle of the present disclosure.

In exemplary embodiments, the front region extends beyond the first axis of rotation of the front wheel.

It has been found that vehicles having larger front wheels as in the present invention generate greater spray or splashing when the front wheel impacts pools of water on a road surface. That is, water from the road surface may be projected over a greater distance by the larger front wheel. The front region extending beyond the first axis of rotation helps to reduce the impact of such spray or splashing for the user of the vehicle.

In exemplary embodiments, when viewed in plan from above, the front region is wider than the front wheel at a point directly above the first axis of rotation of the front wheel. In this way, stresses on the main body when the rider leans to steer are distributed more uniformly over the front wheel, thus improving cornering stability. Moreover, the impact of spray or splashing from the larger front wheel may be further reduced.

Optionally, the front region extends downwardly to shield a portion of both lateral sides of the front wheel. The shields either side of the front wheel therefore help to protect components of the front vehicle arranged within the front region from this greater risk of splashing and contamination.

In exemplary embodiments, the front region forms a shroud defining a cavity within which the front wheel is received. The shroud acts to protect the front wheel and internal components of the vehicle from the greater risk of splashing and contamination engendered by the larger front wheel. Further, because the shroud is part of the main body, rather than constituting a separate, standalone element, stresses acting on the shroud region are distributed over the whole body, helping to increase the rigidity of the main body, in turn resulting in better vehicle handling. Optionally, the shroud obscures a sector of the lateral sides of the front wheel. This provides greater coverage of the larger front wheel, and thus acts to increase protection for the larger front wheel against debris and contamination. Optionally, the sector of the front wheel obscured by the shroud subtends an angle of at least 90 degrees. According to this arrangement, a lower edge of the main body can be extended continuously along a straight line between the main region comprising the footboard and the shroud. In this way, there are no gaps between the main region of the main body and the shrouds of the front region. This helps to further reduce moisture or debris from the road surface disrupting operation of the larger front wheel.

In exemplary embodiments, the vehicle comprises a steering column in communication with the front wheel, for movement of the front wheel relative to the steering axis to steer the vehicle.

In exemplary embodiments, the steering column extends through the front region of main body.

In exemplary embodiments, the steering column extends through the front region, and the front region is configured to allow the steering column to rotate within the front region. In exemplary embodiments, the front region includes one or more curved tracks through which the arms of the steering column extend, and within which said arms may move during rotation of the steering column. Optionally, the front region includes first and second opposing arcuate tracks for allowing movement of a respective arm of the steering column during steering of the front wheel.

In exemplary embodiments, the vehicle comprises a steering column in communication with the front wheel and extending through the front region of main body. By arranging the steering column to extend through the front region of the main body, stresses caused by the rider tilting the steering column as they steer are distributed throughout the main body, thus leading to improved vehicle handling. Further, the arrangement according to exemplary embodiments in which the steering column extends through the front region of the main body is significantly different from conventional vehicles in which the steering column is usually supported within a tube which is bolted to the frame of the vehicle.

In exemplary embodiments, the steering column is rotatable along the steering axis and is further movable about a folding axis between a steering position in which the steering column is operational and a stowed position in which the steering column is displaced from the steering axis in the direction of the footboard. This allows the vehicle to be stored conveniently and compactly. Optionally, the steering column extends in a direction parallel with the footboard in the stowed position. This provides improved compactness in the stowed position. Further optionally, in the stowed position, the steering column extends in a space envelope defined between two parallel tangents of the front wheel. Accordingly, the maximum lateral dimension of the vehicle in the stowed position is limited to the outer diameter of the front wheel, thus reducing the overall volume taken up by the vehicle. In exemplary embodiments, the folding axis is offset from and above the first wheel axis in use. Offsetting the folding axis from the first wheel axis in this way means that the steering column can be rotated closer to the footboard, allowing for a more compact configuration.

In exemplary embodiments, the vehicle includes a plurality of feet for supporting the vehicle with the footboard in an upright position. The feet further enhance the convenience of storage of the vehicle when not in use. In exemplary embodiments, the vehicle includes a main body having a front region which extends over the front wheel, wherein the feet are mounted on the front region and deployable from a passive to an active state. In exemplary embodiments, wherein said plurality of feet comprises at least one of said plurality on each side of the front wheel. Accordingly, the plurality of feet can form a tripod configuration with the front-wheel in the active state upon which the vehicle can be supported in an upright position with the footboard extending in a vertical direction. Further, the enlarged front wheel means that the vehicle is particularly stable when supported in the upright position by the feet.

In embodiments in which the vehicle includes a steering column which is movable about a folding axis between a steering position and a stowed position, as described hereinabove, the feet may only be deployable from the passive to the active state when the steering column is in the stowed position. This prevents inadvertent deployment of the feet when the vehicle is, for instance, in operation on the road.

In exemplary embodiments, a lower end of the steering column includes opposing arms which extend through the front region of the main body, such that the front wheel is located between the opposing arms. Each arm may be pivotably coupled to the front region of the main body, for movement of the steering column from the steering position to the stowed position. The arms act to stabilise and centre the steering column over the front wheel, especially as the steering column moves between the steering and stowed positions. Optionally, each arm is pivotably coupled via a respective pivot pin, wherein the pivot pins define the folding axis. For example, each arm is pivotably coupled via a respective pivot pin such that the pins define a common folding axis. This arrangement means that the folding axis can be defined within a circumference of the front wheel, without interfering with rotation of the front wheel. Providing a folding axis for the steering column which sits within a circumference of the front wheel provides a particularly compact arrangement in the stowed position. In exemplary embodiments, the pivot pins extend inwards towards each other from an internal surface of the respective arms. This arrangement inhibits debris becoming trapped in the pivot mechanism and also shields the pivot mechanism from damage. It also averts the risk of users getting their fingers trapped in the mechanism. Optionally, the front region of the main body covers the pivot pins. Covering the pivot pins with the front region of the main body in this way further inhibits debris becoming trapped in the pivot mechanism and shields the pivot mechanism from damage. It also averts the risk of users getting their fingers trapped in the mechanism. Optionally, when viewed in plan in a direction along a longitudinal centre axis of the steering column, the arms are located within the circumference of the steering column.

In exemplary embodiments, each arm is movable within a respective guide track defined in the front region for movement of the steering column from the steering position to the stowed position, the guide tracks extending along a longitudinal direction of the main body. The guide tracks act to constrain movement of the steering column as it transitions between the steering and stowed positions, thus reducing wear on the moving parts.

In some embodiments, the main body comprises inner wheel shields fitted over each lateral side of the front wheel. For example, in embodiments in which the front region of the main body forms a shroud defining a cavity within which the front wheel is received as described hereinabove, the inner wheel shields may be located under the shroud and over the lateral sides of the front wheel. Each of the arms at the lower end of the steering column may be mounted via a pivot pin to a respective one of the inner wheel shields. In some embodiments, each of the inner wheel shields may comprise a first and second stop for limiting movement of the steering column between the steering and stowed positions.

In exemplary embodiments, the vehicle is configured so that the steering column extends over the rear wheel in the stowed position. The smaller diameter of the rear wheel means that the steering column can rotate through a greater angle from the steering position and get closer to the footboard before rotation is restricted by the rear wheel.

In exemplary embodiments, the vehicle has a main body comprising the footboard, and the rear wheel extends through the main body. Optionally, the second wheel axis extends within the main body. According to such configurations, the rider's weight is more evenly distributed in the region of the rear wheel. This makes it easier for the rider to tilt the rear wheel by leaning and shifting their weight laterally to steer, thus meaning that less force is needed to steer the vehicle from side-to-side. Further, if the second wheel axis of the rear wheel extends within the main body, the length of footboard area is maximised without increasing the wheelbase. This is advantageous because longer footboards generally provide better cornering stability, whereas increases in the wheelbase may mean that more force is needed to turn the vehicle.

In exemplary embodiments, the main body includes a rear region defining the rear end of the vehicle, the rear wheel being mounted within the rear region, the rear region having a cover portion which extends over and around the portion of the rear wheel projecting above the second wheel axis. In this way, the main body acts to encapsulate and shield the rear wheel from, for example, debris and splashes. In exemplary embodiments, wherein the cover is in the form of a shroud defining a cavity within which a portion of the rear wheel is received. According to this configuration, coverage of the rear wheel is enhanced such that the rear wheel is better protected. Optionally, the shroud obscures the portion of the rear wheel projecting above the second wheel axis. Due to the smaller size of the rear wheel, the rear wheel is closer to the road surface and therefore more prone to contamination with moisture and debris from the road surface. Without the cover, the portion of the rear wheel projecting above the second wheel axis would otherwise be exposed since the second wheel axis extends within the main body, such that the main body provides some coverage for the lower portion of the rear wheel.

In embodiments in which the vehicle has a steering column which is movable from a steering position to a stowed position, an upper end of the steering column includes a concavity, recess or scallop, and wherein the vehicle is configured such that the concavity, recess or scallop is located over the rear wheel when the steering column is in the stowed position. The concavity, recess or scallop enables the steering column to rotate and be stowed closer to the main body, thus providing a more compact package in the stowed position. Optionally, the second wheel extends into the concavity, recess or scallop when the steering column is in the stowed position. In this way, the steering column can be positioned closer to the footboard in the stowed position, thus reducing the overall volume of the vehicle in the stowed position.

In exemplary embodiments in which the vehicle is in the form of an electric scooter comprising an electric drive unit for powered propulsion of the vehicle, the drive unit may be powered by an electric battery. The electric battery may be housed in a compartment in the main body, e.g. provided under the footboard. Components of the drive unit, such as an electric motor may also be housed within such a compartment (the same compartment or a separate compartment in the main body).

In exemplary embodiments, a width of the front wheel is greater than a width of the rear wheel. Additionally or alternatively, the ratio of the outer diameter of the front wheel to the outer diameter of the rear wheel is in the range 1.3 and 1.6, optionally in the range 1.4 and 1.5, and optionally 1.47. The inventors have found that ratios in these ranges provide optimum stability, particularly, but not exclusively, for scooters and electric scooters of generally conventional size and scale.

In exemplary embodiments, a width of the front wheel is greater than a width of the rear wheel. The inventors have found that the stability of vehicles of the type described above is greatly improved by making the front wheel both larger in diameter and width than the rear wheel. Optionally, the ratio of the width of the front wheel to the width of the rear wheel is in the range 1.1 to 1.3; optionally in the range 1.15 to 1.25. The inventors have found that ratios within these ranges provides optimum stability, particularly, but not exclusively, for scooters and electric scooters of generally conventional size and scale.

In exemplary embodiments, the front wheel has an outer diameter in the range 250 mm to 370 mm; optionally in the range 280 mm to 330 mm; and optionally in the range 310 to 320 (e.g. approximately 318 mm). The rear wheel may have an outer diameter in the range 150 mm to 270 mm; optionally, in the range 180 mm to 230 mm; and optionally in the range 210 mm to 220 mm (e.g. approximately 216 mm, which corresponds generally to conventional scooter wheel dimensions). Vehicles in accordance with the invention having front and rear wheel dimensions within these ranges have been found to provide improved stability over vehicles having front and rear wheels of the same size (especially conventional scooters, motorized or not, of the kind having wheel diameters in the range 210 mm to 220 mm), whilst also being convenient to store, handle and transport.

In exemplary embodiments, a width of the front wheel is in the range 40 mm to 100 mm; optionally in the range 50 mm and 70 mm; and optionally 60 mm. Additionally or alternatively, the width of the rear wheel is in the range 35 mm and 80 mm; optionally in the range 40 mm and 60 mm; and optionally 50 mm. The inventors have wheel widths in these ranges provide optimum stability, particularly, but not exclusively, for scooters and electric scooters of generally conventional size and scale, when the front and rear wheel outer diameters are within the exemplary ranges set out above. Such widths also allow for convenient to storage, manual handling and transport of the vehicle.

The front and rear wheels may also each comprise a tyre, for instance a pneumatic tyre. In such embodiments, the larger diameter of the front wheel relative to the rear wheel also means that the front wheel tyre can contain a greater air volume than the rear wheel. In exemplary embodiments, the front wheel tyre is of a kind configured to contain an operative air volume in the range 1600 cm³ to 1750 cm³; optionally in the range 1650 cm³ to 1690 cm³; and optionally 1670 cm³. Additionally or alternatively, the rear wheel tyre is of a kind configured to contain an operative air volume in the range 750 cm³ to 880 cm³; optionally in the range 800 cm³ to 860 cm³; and optionally 830 cm³. The larger air volume contained by the front wheel greatly increasing its potential to reduce shock and vibration from the running surface into the steering column.

The diameter and width of the front and rear wheel also influences the respective contact areas of the tyres on the running surface. Assuming tyre pressures of between 35 and 50 Psi and a rider weight of between 50 and 90 kg, the contact area of the front wheel tyre may be in the range 22 cm² and 28 cm²; optionally in the range 24 cm² and 26 cm²; optionally 25 cm², for exemplary embodiments. Additionally or alternatively, the contact area of the rear wheel tyre may be in the range 16 cm² and 20 cm², optionally 18cm². The inventors have found that contact areas within these ranges provide good stability (particularly, but not exclusively, for scooters and electric scooters of generally conventional size and scale), without leading to undesirable increases in rolling resistance and weight of the wheels, or adverse effects on storage, manual handling and transport of the vehicle.

The front-wheel and rear-wheel may define a wheelbase. "Wheelbase" is a term of art. How the wheelbase is defined depends on the number and arrangement of the vehicle's wheels. In embodiments in which the vehicle is a two-wheeled vehicle with the front wheel and rear-wheel aligned along a longitudinal centre axis of the footboard, the term wheelbase is used herein to mean defined by the horizontal distance between the centre of a contact patch defined by the front wheel on a running surface and the centre of a contact patch defined by the rear-wheel on said running surface. In embodiments in which the vehicle comprises a tricycle arrangement with a single front-wheel and a plurality of rear-wheels rotatably mounted on a rear-wheel axle, the wheelbase is defined by the horizontal distance between the centre of the front wheel and the centre of the rear-wheel axle. In embodiments in which the vehicle is a four-wheeled vehicle with two front wheels rotatably mounted on a front-wheel axle and two rear wheels rotatably mounted on a rearwheel axle, the wheelbase is defined by the horizontal distance between the centre of the front-wheel axis and the centre of the rear-wheel axis.

In exemplary embodiments, the front-wheel and rear-wheel are mounted to define a wheelbase in the range 80 cm and 110 cm; optionally in the range 85 cm and 100 cm; and optionally 90 cm. In exemplary embodiments, a ratio of the wheelbase to the outer diameter of the front wheel is in the range 2 and 4; optionally in the range 2.5 and 3. The inventors have found that wheelbases sized within these ratios exhibit good stability whilst still maintaining good manoeuvrability and responsiveness in steering (particularly, but not exclusively, for scooters and electric scooters of generally conventional size and scale).

In exemplary embodiments, the steering axis defines a caster angle with the vertical of between 10° and 15°; optionally between 11° and 12°; optionally 11.5°. The inventors have found that caster angles within these ranges provides good control and responsiveness of steering (particularly, but not exclusively, for scooters and electric scooters of generally conventional size and scale).

In exemplary embodiments, the vehicle includes a main body comprising a shell defining front and rear ends of the vehicle, the footboard comprising part of the main body, wherein the main body includes a front region extending from the footboard to partially circumscribe the front wheel, and a main region, the footboard comprising part of the main region. The shell may comprise a moulded body.

In exemplary embodiments, the shell forms a hard outer case in which the various components of the vehicle are packaged. For instance, the shell may be moulded to include empty spaces, hollows or cavities to receive components of the vehicle. In some embodiments, the shell may be moulded to comprise respective cavities within which the front and rear wheels are located. In some embodiments the vehicle comprises a motor and a transmission for the transfer of power from the motor to one or more of said front and rear wheels. The shell can comprise respective empty spaces, hollows or cavities within which each of the motor and the transmission is received. Such vehicles may also comprise at least one battery for providing power to the motor. In such embodiments the shell can also comprise empty spaces, hollows or cavities within which the vehicle batteries are received. Optionally, the shell may be moulded such that the empty spaces, hollows or cavities are shaped to conform to the components which are to be received within said empty spaces, hollows or cavities.

The provision of a main body, for example, comprising a main body comprising a shell, or a case, which extends from the front to the rear end of the vehicle, according to the invention has been found to provide numerous advantages. In particular, it means that stresses are distributed over substantially the whole length and width of the vehicle, thus providing greater rigidity, and in turn providing better vehicle handling. Where the vehicle is powered by a motor, the greater rigidity also acts to reduce vibration in the body from the motor. The greater rigidity of the vehicle body also makes it possible to use less material, and also to use lighter weight material, for example, engineering polymers. This results in a reduced weight which further improves vehicle handling. The vehicle can also include a storage box releasably mountable on the steering column. The enlarged front wheel means that the vehicle can accommodate additional weight towards the front end of the vehicle without affecting stability. In exemplary embodiments, the vehicle is battery powered, and wherein the vehicle is configured to supply power from a battery to the storage box, for example for heating or refrigeration, when the storage box is connected to the steering column.

In exemplary embodiments, the vehicle comprises a motor and a transmission for the transfer of power from the motor to the front wheel. Although some embodiments of the invention may also include a motor and transmission to drive the rear wheel, the inventors have found that the provision of a larger front wheel according to the present invention facilitates the use of a larger and more powerful motor to drive the front wheel, thus obviating the need for an auxiliary drive system for the rear wheel.

According to a second aspect of the disclosure, there is provided a vehicle comprising: a footboard for a user to stand on during movement of the vehicle, the footboard having a front end and a rear end; a front wheel toward the front end of the footboard, the front wheel being rotatable relative to said footboard about a first wheel axis; and a rear wheel toward the rear end of the footboard, the rear wheel being rotatable relative to said footboard about a second wheel axis; wherein the front wheel is movable relative to a steering axis for steering the vehicle; wherein the vehicle includes a steering column in communication with the front wheel, wherein the steering column is movable about a folding axis between a steering position and a stowed position, and wherein the folding axis is parallel to the first wheel axis; wherein the vehicle further comprises a steering column lock operable for selectively locking the steering column in the steering position; wherein the lock comprises a wedge and slot arrangement, and the lock is engaged when the wedge is located in the slot, wherein one of the wedge or slot is located in the steering column and is aligned along a longitudinal axis of the steering column.

Thus, according to the second aspect of the disclosure, inadvertent rotation of the steering column about the steering column axis during operation of the vehicle is avoided. Further, because one of the wedge and the slot is provided in the steering column, and is aligned along the axis of the steering column, engagement of the steering lock acts to centre and support the steering column. Thus, in some embodiments, the vehicle does not comprise an additional front tube fixed onto the vehicle to support the steering column because the steering column lock provides adequate support to keep the steering column in an upright steering position during use. Elimination of the front tube allows weight savings on the vehicle.

In exemplary embodiments, the vehicle is in the form of a scooter, for example a scooter comprising two wheels, front and rear, aligned along a centre line of the vehicle.

In exemplary embodiments, the lock is configured so that the lock can only be engaged when the steering column is in a set rotational position relative to the steering axis. In this way, it can be avoided that the steering column locks in a position between the steering and the stowed positions.

Optionally, the wedge and slot have complementary cross-sections. Such an arrangement inhibits undesired motion of the wedge within the slot, thus avoiding unintended motion of the steering column and reducing wear of the wedge and the slot. Further optionally, the wedge and slot have cross-sections which have finite rotational symmetry.

Optionally, the cross-section of the slot is defined by a plurality of engagement walls, each engagement wall configured to interface and engage with a corresponding and complementary lateral wall of the wedge. Optionally, an internal angle between two adjacent engagement walls is no more than 90 degrees. The smaller internal angle acts to increase contact force of the engagement walls on the lateral walls of the wedge. Thus acting to improve the inhibition of undesired motion of the wedge in the slot, in particular vibratory motion.

In exemplary embodiments, the wedge has a cruciform cross-section and the slot has a complementary cruciform cross-section. A complementary cruciform configuration of the slot and the wedge is effective for a number of reasons. Firstly, the cruciform shape helps to centre the steering column. Further, the cruciform shape increases the interface area between the wedge and slot for a given volume. This increased interface area allows more reaction force to be applied to inhibit vibrational motion of the steering column.

Optionally, the wedge has a tapering cross-section. In this way, as the wedge wears, the wedge will simply sink further into the slot, thus avoiding any gaps developing between the wedge and the slot in the engaged position. Such gaps could lead to undesired motion, or wobble, of the steering column.

In exemplary embodiments, the steering column comprises a shaft arranged to be translatable along the longitudinal axis in the steering position, further wherein translating the shaft along the longitudinal axis is operable to engage and disengage the steering column lock. In some such embodiments, the one of the wedge or slot located in the steering column is located at a lower end of the translatable shaft such that translation of the shaft downwards by a user directly pushes the wedge into the slot. In other embodiments the translatable shaft may comprise a shoulder or a flange which bears on an upper end of the wedge to push the wedge into the slot. The arrangement of the translatable shaft as described provides a particularly quick and easy means of engaging and disengaging the steering column lock.

In some embodiments, the vehicle additionally, or alternatively, comprises a storage lock operable to lock the steering column in the stowed position. The facility to lock the steering column in the stowed position makes the vehicle easier to store in the stowed position. In such embodiments, the storage lock may comprise a wedge and slot arrangement, wherein the lock is engaged when the wedge is located in the slot. In exemplary embodiments, the storage lock comprises the same one of the wedge or slot of the steering column which is located in the steering column. This same wedge or slot is utilised in the storage lock by engaging that same wedge or slot aligned along the steering column with a different slot or wedge, as appropriate, which is exclusive to the storage lock. For instance, in some embodiments, a wedge may be located in the steering column and aligned along the longitudinal axis of the steering column. This wedge can be engaged within a slot which is aligned along an upright direction (relative to an intended orientation of the vehicle when in use on the road) to lock the steering column in the steering position. Disengaging the steering column from the upright slot and rotating the steering column out of the steering position and into the storage position may then bring the steering column into an orientation wherein the wedge can engage a separate storage lock to lock the steering column in the stowed position.

In embodiments in which the vehicle comprises a steering lock and/or a storage lock with a wedge, the vehicle may also further comprise a handle in communication with the wedge, the handle being operable to disengage the wedge. Such an arrangement provides a convenient means of engaging and disengaging the steering lock and/or storage lock. In exemplary embodiments, the handle is simultaneously configured for carrying the vehicle.

In embodiments in which the vehicle comprises a steering lock and/or a storage lock with a wedge, the vehicle may also further comprise a handle in communication with the wedge, the handle being operable to disengage the wedge. Such an arrangement provides a convenient means of engaging and disengaging the steering lock and/or storage lock. In exemplary embodiments, the handle is simultaneously configured for carrying the vehicle. Optionally, the wedge is located in the steering column, further wherein the shaft comprises an inner shaft, wherein the steering column further comprises an outer shaft, the inner shaft being arranged within the outer shaft and being translatable thereto along the longitudinal axis of the steering column, wherein the wedge is mounted at a lower end of the inner shaft.

In exemplary embodiments, the vehicle includes a main body defining front and rear ends of the vehicle, wherein the main body includes a front region extending from the footboard to partially circumscribe the front wheel, further wherein the slot is formed in the front region and the wedge is located in the steering column. Optionally, the main body comprises a shell which defines a front and a rear end of the vehicle. The shell may comprise a moulded body.

In exemplary embodiments, the shell forms a hard outer case in which the various components of the vehicle are packaged. For instance, the shell may be moulded to include empty spaces, hollows or cavities to receive components of the vehicle. For instance, the shell may be moulded to comprise respective cavities within which the front and rear wheels are located. In some embodiments the vehicle comprises a motor and a transmission for the transfer of power from the motor to one or more of said front and rear wheels. The shell can comprise respective empty spaces, hollows or cavities within which each of the motor and the transmission is received. Such vehicles may also comprise at least one battery for providing power to the motor. In such embodiments the shell can also comprise empty spaces, hollows or cavities within which the vehicle batteries are received. Optionally, the shell may be moulded such that the empty spaces, hollows or cavities are shaped to conform to the components which are to be received within said empty spaces, hollows or cavities.

In exemplary embodiments, the steering column extends through the front region of main body. Optionally, the front region is configured so as to enable the steering column to be supported in use exclusively by the front region of the main body. This is different from conventional vehicles of the type comprising a footboard in which the steering column is usually supported within a tube which is bolted to the frame of the vehicle.

In some embodiments, a lower end of the steering column includes opposing arms which extend through the front region of the main body, wherein the front wheel is located between the opposing arms; wherein each arm is rotatably mounted to the main body via a respective pivot pin extending between the arms, the pivot pins defining the folding axis.

Optionally, each arm is movable within a respective guide track defined in the front region during movement of the steering column from the steering position to the stowed position, the guide tracks extending along a longitudinal direction of the main body.

According to this arrangement, the steering column can be supported on the main body exclusively by the front region of the main body, thus obviating the need for an additional front tube fixed to the main body to support the steering column.

In a third aspect of the disclosure, there is provided a vehicle comprising: a footboard for a user to stand on during movement of the vehicle, the footboard having a front end and a rear end; a front wheel toward the front end of the footboard, the front wheel being rotatable relative to said footboard about a first wheel axis; a rear wheel toward the rear end of the footboard, the rear wheel being rotatable relative to said footboard about a second wheel axis; and a motor and a transmission for the transfer of power from the motor to one or more of said front and rear wheels. The vehicle also comprises a compartment beneath the footboard. In exemplary embodiments the compartment is configured to house a battery, and the motor is in communication with the compartment for receiving power from a battery when located in the compartment.

In exemplary embodiments, the compartment can include an access door for providing access to the compartment. In exemplary embodiments, the access door is pivotal between a closed position and an open position. In particular, the access door may be hingedly movable about a door axis which is parallel with the second wheel axis. Providing a pivoting door enhances convenience of accessing the compartment over prior art arrangements in which the access door must be removed from the vehicle to access a compartment. In contrast, a door which pivots between closed and open configurations does not need to be repositioned each time the compartment is to be closed. In exemplary embodiments, the interior of the compartment is accessed from above the vehicle when said vehicle is oriented for normal use. For example, in embodiments which comprise an access door, the access door may comprise at least a portion of the footboard. Such an arrangement is advantageous because it reduces the likelihood of damage to electronic components due to water ingress into the compartment from splashes in the road, which could damage electronic component. The arrangement also improves the convenience of accessing the compartment because a user does not have to reorient the vehicle (for example turn the vehicle upside down or over onto its side) in order to access the compartment.

Some embodiments of the vehicle include a main body defining the front and rear ends of the vehicle, the front wheel being located toward the front end of the vehicle and the rear wheel being located toward the rear end of the vehicle. In such embodiments, the compartment may be formed in the main body, and at least a portion of the footboard may overlay the compartment in normal use of the vehicle. In such embodiments, at least a portion of the footboard may serve as an access door for the compartment, and be movable between a closed position, in which access to the compartment is prevented, and an open position, in which the access to the compartment is permitted. Again, this arrangement is advantageous because a user does not have to reorient the vehicle (for example turn the vehicle upside down or over onto its side) to access the compartment.

In exemplary embodiments, the front or rear end of the footboard is pivotably mounted on the main body, whereby the whole footboard serves as the access door for providing access to the compartment. Such an arrangement avoids a discontinuity in the footboard which may interfere with comfort and/or convenience during use.

In exemplary embodiments, the vehicle comprises a latch arrangement for releasably holding the access door in the closed position. In exemplary embodiments, the latch arrangement comprises a snap-fit between the access door and the main body of the vehicle. In this way, the door can easily and conveniently be resecured after accessing the compartment. In exemplary embodiments, the access door comprises a handle configured to enable a user to open and close the door to access the compartment. The handle may, for example, comprise a recess configured to enable a user to grip the footboard with their fingers.

In exemplary embodiments, the compartment comprises one or more contact points for operative connection of at least one battery to the motor. In exemplary embodiments, the compartment is configured to house a plurality of batteries for providing power to the electric motor. In exemplary embodiments, the compartment includes connection points for operatively connecting a selection of the plurality of batteries to an electrical component, wherein the selection consists of fewer than all of the plurality of batteries. Accordingly, the compartment may house spare batteries. Such an arrangement provides a convenient means of transporting spare batteries, enabling the user to simply swap which battery/batteries is/are in operative contact with the motor and/or other electrical component of the vehicle without curtailing their journey.

In exemplary embodiments, the vehicle comprises an electronic control module for controlling one or more operations of the vehicle. In such embodiments, the compartment may be configured to house the control module and provide electrical connection between the control module and one or more electronic components of the vehicle to enable communication between the same. In this way, the control module can conveniently be accessed for servicing.

BRIEF DESCRIPTION OF THE FIGURES

The invention will now be described, by way of example, by reference to the below figures, in which:

Figure 1 is a perspective view of a vehicle in accordance with this disclosure;

Figures 2A and 2B show, front and rear views, respectively, of the vehicle of figure 1;

Figure 3 is a side view of the vehicle of figure 1;

Figure 4 is a perspective view of the vehicle of figures 1 in a stowed configuration;

Figure 5 is perspective view of a distal portion of a steering column of the vehicle of figure 1;

Figures 6A and 6B are perspective views of the vehicle of figure 1 in a stowed configuration;

Figure 7 is a perspective view of the vehicle of figure 1 in a stowed configuration;

Figures 8A and 8B are perspective views of a front section of the vehicle of figure 1;

Figure 9 is a partial perspective view of a main body of the vehicle of figure 1;

Figure 10 is a top view of the vehicle of figure 1;

Figures 11A-C are perspective views of the vehicle of figure 1; and

Figure 12 is a front view of the vehicle of figure 1 in a stowed configuration.

DETAILED DESCRIPTION

Referring to figures 1, 2A and 2B, a vehicle 10 is in the form of an electric scooter having a main body 12, a front wheel 14, a rear wheel 16, and a steering column 18 in communication with the front wheel and configured to rotate about a steering axis to steer the vehicle. The steering column 18 has a proximal end and a distal end including a handlebar 20. The main body 12 includes a front region 22, a footboard 24 for a user to stand on during movement of the vehicle 10, and a rear splashguard 26. The steering column 18 extends through the front region 22 of the main body 12. The front region 22 is configured to enable the steering column 18 to rotate within the front region 22, as will be described in more detail below.

The front region 22 includes a front extension 28 and wheel covers 25A,25B. The front extension 28 extends forward from the footboard 24 and partially encircles the front wheel 14 to form a splashguard to protect a user from splashes from the front wheel 14. The wheel covers 25A,25B are arranged on either side of the front wheel 14 under the front extension 28 and partially cover the front wheel 14.

The front wheel 14 of the vehicle 10 is enlarged relative to the rear wheel 16. In particular, the front wheel 14 has an outer diameter of 318 mm and a width of 60 mm. The rear wheel 16 has an outer diameter of 216 mm and a width of 50 mm.

The enlarged front wheel 14 is driven by an electric drive unit including an electric motor which is powered by a battery pack housed in a compartment beneath the footboard 24, as will be described in more detail below. The enlarged front wheel 14 and correspondingly sized front region 22 of the main body 12 mean that more space is available in the vicinity of the front wheel 14, thus allowing the vehicle 10 to accommodate a larger and more powerful motor than would otherwise be feasible. Since more power can be provided to the front wheel 14, there is less need for an auxiliary drive system for the rear wheel 16.

Referring to figure 3, the steering column 18 is configured to pivot relative to the main body 12 about an axis A from an upright steering position (shown in figures 1 to 3) to a stowed position (shown in figure 4) in which the steering column 18 lies parallel to the footboard 24. The axis A is positioned parallel to, and above, an axis B about which the front wheel 14 rotates. The steering column 18 can be locked in either of the steering or stowed positions, as will be described in more detail below.

Referring now to figure 5, to enable the steering column 18 to lie parallel to the footboard 24 in the stowed position, the steering column 18 is provided with a scallop 27, or recess, just below the handlebar 20. In the stowed position, the rear wheel splashguard 36 nests inside the scallop 27, enabling the steering column 18 to be rotated closer to the footboard 24 and thus reducing the volume occupied by the scooter. The scooter can thus be more conveniently stored and transported.

Referring now to figures 6A, 6B and 7, the scooter is provided with two fold-out feet 29. The fold-out feet 29 are provided on the front region 22 of the main body 12 of the scooter side of the front wheel 14. The fold-out feet 29 are deployable in the stowed position only. Once deployed, the fold-out feet 29 together with the front wheel 14 define a tripod configuration upon which the vehicle 10 can be supported in an upright position in which the footboard 24 extends substantially vertically. A handle 31 is provided at a distal end of the steering column and can be used to carry the vehicle 10 in the stowed position. As will be described in more detail below, the handle 31 is also used for engaging and disengaging a steering column lock.

The mechanisms whereby the steering column 18 moves within the front region 22 of the main body 12, both to rotate about a steering axis to steer the vehicle, and to move the steering column between the steering (figure 8A) and stowed (figure 8B) positions, will now be described with reference to figures 8A and 8B in which a front portion of the vehicle 10 is shown with a first one of the wheel covers 25A,25B removed. In normal use, the wheel covers 25A,25B conceal the mechanisms, thus protecting the same from damage and debris.

In figures 8A and 8B, it can be seen that the front region 22 includes wheel sections 84 which ordinarily sit under the wheel covers 25A,25B on either side of the front wheel 14. Each of the wheel sections 84 depends down from the front extension 28 to partially cover the front wheel 14. The lower end of the steering column 18 includes first and second opposing arms 100, each of which extend through a respective arcuate track 90 defined in the front region 22. Each arm is pivotably coupled via a respective pivot pin to a respective one of the wheel sections 84 so as to define the folding axis A. The arcuate tracks 90 provide spaces within which the arms 100 can move during rotation of the steering column 18 to steer the vehicle.

Each arm 100 includes a forward edge 102, a rear edge 104, and a curved proximal edge

106. The forward edge 102 includes a first portion 105, substantially parallel to the rear edge 104, and a second angled portion 103. The intersection between the angled portion 103 of the forward edge 102 and the remainder of the forward edge 102 defines an elbow

107. The intersection between the rear edge 104 and the curved proximal edge 106 defines a first radiused corner 108. The intersection between the angled portion 103 of the forward edge 102 and the curved proximal edge 106 defines a second radiused corner 109. Each arm 100 is pivotably connected via a respective hinge pin 94 above the flared end portion 108 to a respective one of the wheel sections 84.

In order to guide and constrain motion of the arm 100 as the steering column rotates, the wheel sections 84 are provided with a specific profile which correlates with the edges of the arm 100. In particular, each wheel section 84 includes a hollow, or notched, region in which the arm 100 moves. The transition between the hollow or notched region and the raised surface of the wheel section 84 defines an upper shoulder 120 and a lower shoulder 110 against which the various edges of the arm 100 abut during rotation of the steering column 18. The lower shoulder 110 defines three distinct portions: a first straight portion 112 which extends horizontally; a second straight portion 114 which defines a right angle with the first straight portion 112 and a curved portion 116. The intersection between the second straight portion 114 and the curved portion 116 defines a first radiused corner 118, complementary in shape to the first radiused corner 108 between the rear edge 104 and the curved proximal edge 106 of the arm 100. The intersection between the horizontal first straight portion 112 and the vertical second straight portion 114 defines a second corner 113. The upper shoulder 120 defines two distinct portions: a first portion 122 which extends vertically; and a second portion 124 which extends initially horizontally from the first portion and then curves upwards towards the front end of the vehicle 10. The intersection between the first portion 122 and the second portion 124 defines a first corner 123 of the upper shoulder 120. The upper shoulder 120 is complementary in shape to the forward edge 102 of the arm 100 in the region of the elbow 107.

It can also be seen in figures 8A and 8B that the front extension 28 of the front region 22 is provided with a guide track comprising two substantially parallel tracks 86, each of which extends along the length of the front extension 28. Each arm 100 of the steering column 18 extends through a respective one of the tracks 86 to interface with the respective one of the wheel sections 84.

As can be seen in figure 8A, in the steering position, the arm 100 is in the 12 o' clock position, with the curved proximal edge 106 of the arm 100 resting on the curved portion 116 of the lower shoulder 110, and the first radiused corner 108 between the rear edge 104 and the curved proximal edge 106 of the arm 100 received in the radiused corner 118 between the second straight portion 114 and the curved portion 116 of the lower shoulder 110. In this position, the rear edge 104 of the arm 100 abuts against the second straight portion 114 of the lower shoulder 110, thus acting to restrain further rotation of the steering column 18 past the steering position. When a user begins to move the steering column 18 out of the steering position towards the stowed position, the arm 100 rotates clockwise about the hinge pin 94, bringing the rear edge 104 of the arm 100 out of alignment with the vertical second straight portion 114 of the lower shoulder 110. At this point, only the second corner 113 of the lower shoulder 110 remains in contact with the rear edge 104. Similarly, clockwise rotation of the arm 100 brings the first portion 105 of the forward edge 102 of the arm 100 out of alignment with the vertical first portion 122 of the upper shoulder 120, such that only the first corner 123 in the upper shoulder 120 remains in contact with the first portion 105 of the forward edge 102. As the arm 100 rotates, the curved proximal edge 106 of the arm 100 glides along the curved portion 116 of the lower shoulder 110. At the same time, the track 86 guides the arm 100 along the front extension 28, thereby preventing lateral movement of the steering column 18, and thus inhibiting wear of the arm 100.

At approximately the 1 o' clock position, the second radiused corner 109 of the arm 100 defined between the curved proximal edge 106 of the arm 100 and the angled portion 103 of the forward edge 102 reaches the end of the lower shoulder 110. Further rotation of the steering column 18 in the clockwise direction causes the curved proximal edge 106 of the arm 100 to move beyond the curved portion 116 of the lower shoulder 110 and off the lower shoulder 110. Eventually, no part of the curved proximal edge 106 of the arm 100 rests upon the curved portion 116 of the lower shoulder 110. At this point, the weight of the steering column 18 naturally causes the steering column 18 to tend to rotate into the stowed position. Referring to figure 8B, as the arm 100 rotates towards the 3 o'clock position in which the steering column 18 is in the stowed position, the rear edge 104 of the arm 100 moves into engagement with the first straight portion 112 of the lower shoulder 120. At the same time, the elbow 107 of the forward edge 102 of the arm 100 moves into engagement with the second portion 124 of the upper shoulder 110. The complementary form of the upper and lower shoulders with the forward, rear and curved proximal edges of the arm 100 helps to smoothly restrain motion of the arm 100 as the steering column 18 rotates about the hinge pin 94, thus acting to inhibit wear of the mechanism.

Referring again to both figures 8A and 8B, the scooter also includes a steering column lock operable to lock the steering column 18 in the steering position. In figures 8A and 8B, the steering column has been shown as semi-transparent for illustration purposes in order to reveal the locking mechanism. It can be seen that the steering column 18 in fact includes a tubular outer shaft 140 on which the arms 100 described above are defined, and an inner shaft 142 received within and configured to move longitudinally within the outer shaft 140. Each of the inner and outer shafts 140,142 includes respective proximal and distal ends which correspond with the proximal and distal ends of the steering column 18, described above. The proximal end of the inner shaft 140 is provided with a cruciform wedge element 130. An upper end of the cruciform wedge element 130 defines a wedge element shoulder 145. The outer shaft 142 defines an inwardly extending flange 147. A coil spring 143 is installed around the inner shaft 140 between the wedge element shoulder 145 and the inner flange 147 of the outer shaft 142. In figure 8A, the cruciform wedge element 130 is shown engaged within a complementarily shaped cruciform slot 132 defined in the front extension 28 of the main body 12 between the tracks 86 of the guide track and at a forward end thereof. In this way, the steering column 18 is locked in place at the forward end of the guide track 86, and thus locked in the steering position.

Referring briefly again to figure 7, the inner shaft 142 of the steering column 18 is mechanically coupled to the handle 31. Accordingly, when the steering column 18 is in the steering position, the user may pull the inner shaft 140 of the steering column 18 distally via the handle 31. Referring again to figures 8A and 8B, as the inner shaft 140 moves distally with respect to the outer shaft 142, the coil spring 143 is compressed between the flange 147 on the outer shaft 142 and the wedge element shoulder 145. Compression of the coil spring 143 resists movement of the inner shaft 140 distally within the outer shaft 142, thus helping to inhibit inadvertent movement of the inner shaft 140 within the outer shaft 142. As the inner shaft 140 moves within the outer shaft 142, the cruciform wedge element 130 is pulled out of engagement with the cruciform slot 132. The entire steering column 18, including the outer shaft 92, can then be rotated about the main body 12 by pivoting the arms 100 about the hinge pins 94, as described above.

When it is desired to move the steering column 18 from the stowed position to the steering position, the user can rotate the steering column 18 about the main body into the steering position such that the arms 100 are approximately at the 12 o'clock position and the wedge is aligned with the slot. The user then pushes the inner shaft 140 proximally via the handle 31 to engage the wedge 130 in the slot 132. It will be appreciated that the complementary cruciform cross-sections of the wedge and the slot act to inhibit undesired motion, or wobble, of the steering column 18 in the steering position. It can further be seen that the cruciform cross-section of the wedge element 130 tapers towards the proximal end thereof. In this way, as the cruciform wears, the cruciform will simply sink further into the slot 132, thus avoiding any gaps developing between the wedge and the slot in the engaged position. Such gaps could lead to undesired motion, or wobble, of the steering column 18.

In the present embodiment, the steering column 18 is only provided with a locking mechanism which is operable to lock the steering column 18 in the steering position. In other embodiments, an additional locking mechanism may be provided which is operable to lock the steering column 18 in the stowed position. Such a locking mechanism may also comprise an additional cruciform slot towards a rear end of the tracks of the guide track 86. The rear slot may be configured similarly to the forward slot and may interact with the wedge in the same way as described above in relation to the forward slot. Thus, in such embodiments the user may utilise the handle 31 to push the inner shaft 142 of the steering column 18 proximally, and thereby engage the wedge in the slot to lock the steering column 18 in the stowed position.

Referring now to figures 9 and 10, the arrangement of electrical components in the compartment will now be described. As can be seen in figure 9, the footboard 24 of the vehicle 10 is mounted on the main body 12 via a hinge 36 at the forward longitudinal end of the footboard 24. The footboard 24 can therefore be lifted up and pivoted about the main body 12 to access the compartment in the main body 12. A fingerhold is conveniently provided at the rear longitudinal end to allow a user to gain purchase on the footboard 24. By arranging the compartment to be accessible from above in this way, the compartment is less susceptible to water ingress when riding in wet conditions. Thus, the arrangement of the compartment helps to inhibit water damage to the electrical components within the compartment. To further mitigate the chance of electronic components in the compartment being compromised by splashes from the road, the footboard 24 is provided with an annular rim configured for snap-fit sealing engagement in an annular recess defined in the main body 12. In other embodiments a sealing gasket may also be provided around the mouth of the compartment to further help to fluidly seal between the compartment and the footboard 24. Snap-fit locking of the compartment makes it much easier and more convenient for users to access, and re-secure, the compartment, as additional tools are not required.

Referring to figure 9 in particular, the compartment is configured with three battery pack mounting recesses 40A,40B,40C mounted along a longitudinal direction of the main body 12. The rear battery pack mounting recess 40A includes a connection point comprising a female connector 46 configured to receive and establish electrical connection with a male connector 48 on the battery pack 44. The forward two battery pack mounting recesses 40B,40C are not provided with connection points. Instead, these battery pack mounting recesses are configured to house spare battery packs. In this way, a user can conveniently transport spare battery packs on long journeys. On the other hand, where the scooter is only being used for a short journey, the user can choose to leave the forward two battery pack mounting recesses 40B,40C empty to minimise the weight of the vehicle 10. Referring now to Figures 1, 11A-C and 12, the scooter is designed to accommodate various accessories on the steering column 18. Referring to figure 1 in particular, for this purpose, a steering column 18 adapter 72 is provided on the steering column 18. The steering column 18 adapter 72 includes a first portion 72A which fits around the steering column 18, and a second portion 72B protruding from a lower end of the first portion 72A. The second portion 72B projects over the front extension 28 of the main body 12 and forms a seat to accommodate the accessories.

As well as supporting the weight of the accessories on the scooter, the adapter 72 is also configured to provide electrical power from the battery to the accessories. Referring to figure 8B, for this purpose, the adapter 72 is provided with a female electrical connector 74 configured to connect to a complementary male connector in the accessory. As can be seen best in figures 10 and 15, to deliver electrical power from the battery to the adapter 72, the front extension 28 of the main body 12 is provided with a male electrical connector 76 configured as a "rhino horn" projecting upwards from the front extension 28. The male electrical connector 76 is electrically connected to the battery pack 44 housed in the rear mounting recess 40A of the compartment beneath the footboard 24. Although not depicted, the lower surface of the second portion of the adapter 72 is provided with a female electrical connection complementary in shape to the male electrical connection of the front extension. The male electrical connector 76 of the front region 22 engages within the female electrical connection 74 on the underside of the adapter 72 as the steering column 18 is rotated into the steering position from the stowed position. In this way, the adapter 72 is electrically connected to the battery pack 44. As well as serving to transmit electrical power to the adapter 72, the male connector 76 also acts to support the weight of any accessory installed on the adapter 72, and thus resists any turning moment on the forward end of the second portion of the adapter 72 due to the weight of the accessory.

Referring to figure 11A, one accessory of the scooter is configured as a storage box 78. Although not depicted, the storage box 78 includes a male electrical connector on the underside thereof, which male electrical connector is configured to be received in the female electrical connector in the adapter 72 to thereby transmit electrical power from the battery pack 44 to the storage box 78. The storage box 78 is configured as an electronic safe and has an electronic locking mechanism which receives power from the vehicle 10 battery via the adapter 72.

In other embodiments, the storage box 78 may be specially designed for the storage of food items. In such embodiments, electrical power delivered to the storage box 78 from the battery pack 44 via the adapter 72 may be used by a heating and/or refrigeration unit to maintain food items within the storage box 78 at a desired temperature.

Figure 11B shows an alternative storage box 80 which may be used instead of the storage box 80 described in connection with figure 11B. The storage box 80 of figure 11B is substantially the same as the storage box 80 of figure 11A except the storage box 80 of figure 11B is taller than the storage box 80 of figure 11A and thus has a larger capacity.

Figure 11C shows a third type of accessory which may be used with the vehicle 10. The accessory of figure 11C is configured as a luggage shelf 82 which attaches to the adapter 72. The luggage shelf 82 has a seat portion which is longer and wider than the second portion of the adapter 72, and thus enables larger items, such as a small suitcase, to be supported on the vehicle 10.

It will be understood that this disclosure relates to a vehicle in the form of an electric scooter of the kind comprising : an electric drive unit for powered propulsion of the vehicle; a footboard for a user to stand on during movement of the vehicle, the footboard having a front end and a rear end; a front wheel toward the front end of the footboard, the front wheel being rotatable relative to said footboard about a first wheel axis; and a rear wheel toward the rear end of the footboard, the rear wheel being rotatable relative to said footboard about a second wheel axis. The front wheel is movable relative to a steering axis for steering the vehicle. The front wheel has an outer diameter which is larger than the outer diameter of the rear wheel.

For any of the foregoing embodiments, the vehicle may include any one of the following elements, alone or in combination with each other:

The vehicle may include a main body defining front and rear ends of the vehicle. The main body may comprising the footboard. The main body may include a front region extending from the footboard to partially circumscribe the front wheel. The main body may comprise a main region comprising the footboard. The front region may extends from the main region. The front region may be integral with the main region.

The main body may comprise a main region comprising the footboard. In such embodiments, the front region may extend from the main region. The front region may be integral with the main region. For example, the main body may comprise a moulded body. The body may be moulded in sections which are later welded or otherwise fixed together to form a unit (e.g. along a longitudinal centre line of the main body). The steering column may be rotatable along the steering axis and may further be movable about a folding axis between a steering position in which the steering column is operational and a stowed position in which the steering column is displaced from the steering axis in the direction of the footboard. The steering column may extend in a space envelope defined between two parallel tangents of the front wheel in the stowed position.

The contact area of the front wheel tyre may be in the range 22 cm² and 28 cm²; optionally in the range 24 cm² and 26 cm²; optionally 25 cm², assuming tyre pressures of between 35 and 50 Psi and a rider weight of between 50 and 90 kg. The contact area of the rear wheel tyre may be in the range 16 cm² and 20 cm², optionally 18cm².

The front-wheel and rear-wheel may be mounted to define a wheelbase in the range 80 cm and 110 cm; optionally in the range 85 cm and 100 cm; and optionally 90 cm. A ratio of the wheelbase to the outer diameter of the front wheel may be in the range 2 and 4; optionally in the range 2.5 and 3.

The steering axis may define a caster angle with the vertical of between 10° and 15°; optionally between 11° and 12°; optionally 11.5°.

The vehicle may include a main body comprising a shell defining front and rear ends of the vehicle. The footboard may comprise part of the main body. The main body may include a front region extending from the footboard to partially circumscribe the front wheel, and a main region. The footboard may comprise part of the main region. The shell may comprise a moulded body.

The shell may be moulded to include empty spaces, hollows or cavities to receive components of the vehicle. For example, the shell may be moulded to comprise respective cavities within which the front and rear wheels are located. The vehicle may comprise a motor and a transmission for the transfer of power from the motor to one or more of said front and rear wheels. The shell can comprise respective empty spaces, hollows or cavities within which each of the motor and the transmission is received. The shell can also, or alternatively, comprise empty spaces, hollows or cavities within which batteries for powering a motor of the vehicle are received. The shell may be moulded such that the empty spaces, hollows or cavities are shaped to conform to the components which are to be received within said empty spaces, hollows or cavities. The disclosure also provides a vehicle comprising : a footboard for a user to stand on during movement of the vehicle, the footboard having a front end and a rear end; a front wheel toward the front end of the footboard, the front wheel being rotatable relative to said footboard about a first wheel axis; and a rear wheel toward the rear end of the footboard, the rear wheel being rotatable relative to said footboard about a second wheel axis. The front wheel is movable relative to a steering axis for steering the vehicle. The vehicle includes a steering column in communication with the front wheel, wherein the steering column is movable about a folding axis between a steering position and a stowed position. The folding axis is parallel to the first wheel axis. The vehicle further comprises a storage lock operable for selectively locking the steering column in the stowed position. The lock comprises a wedge and slot arrangement, and the lock is engaged when the wedge is located in the slot. One of the wedge or slot may be located in the steering column and/or may be aligned along a longitudinal axis of the steering column.

The vehicle may further comprise a steering column lock operable for selectively locking the steering column in the steering position. The lock may comprise a wedge and slot arrangement, and the lock may be engaged when the wedge is located in the slot. One of the wedge or slot may be located in the steering column and/or may be is aligned along a longitudinal axis of the steering column.

The storage lock may comprise the same one of the wedge or slot of the steering column which is located in the steering column. This same wedge or slot may be utilised in the storage lock by engaging that same wedge or slot aligned along the steering column with a different slot or wedge, as appropriate, which is exclusive to the storage lock.

A wedge may be located in the steering column and aligned along the longitudinal axis of the steering column. This wedge can be engaged within a slot which is aligned along an upright direction (relative to an intended orientation of the vehicle when in use on the road) to lock the steering column in the steering position. Disengaging the steering column from the upright slot and rotating the steering column out of the steering position and into the storage position may then bring the steering column into an orientation wherein the wedge can engage a separate storage lock to lock the steering column in the stowed position.

Claims

1. A vehicle in the form of an electric scooter of the kind comprising: an electric drive unit for powered propulsion of the vehicle; a footboard for a user to stand on during movement of the vehicle, the footboard having a front end and a rear end; a front wheel toward the front end of the footboard, the front wheel being rotatable relative to said footboard about a first wheel axis; and a rear wheel toward the rear end of the footboard, the rear wheel being rotatable relative to said footboard about a second wheel axis; wherein the front wheel is movable relative to a steering axis for steering the vehicle; and wherein the front wheel has an outer diameter which is larger than the outer diameter of the rear wheel; optionally, wherein the vehicle is a two-wheeled electric scooter, with the frontwheel and the rear wheel mounted along a longitudinal centre axis of the footboard.

2. A vehicle according to claim 1, wherein the vehicle includes a main body defining front and rear ends of the vehicle, the main body comprising the footboard; wherein the main body includes a front region extending from the footboard to partially circumscribe the front wheel; optionally, wherein the main body comprises a main region comprising the footboard, and wherein the front region extends from the main region; optionally, wherein the front region is integral with the main region.

3. A vehicle according to claim 2, wherein the front region extends beyond the first axis of rotation of the front wheel; wherein, when viewed in plan from above, the front region is wider than the front wheel at a point directly above the first axis of rotation of the front wheel; optionally, wherein the front region extends downwardly to shield a portion of both lateral sides of the front wheel.

4. A vehicle according to claim 2 or claim 3, wherein the front region forms a shroud defining a cavity within which the front wheel is received, such that the shroud obscures a sector of the lateral sides of the front wheel; optionally, wherein the sector of the front wheel obscured by the shroud subtends an angle of at least 90 degrees, and wherein a lower edge of the main body extends continuously along a straight line between the main region comprising the footboard and the shroud.

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5. A vehicle according to claim 2, wherein the vehicle comprises a steering column in communication with the front wheel, for movement of the front wheel relative to the steering axis to steer the vehicle; and wherein the steering column extends through the front region of main body.

6. A vehicle according to claim 5, wherein the steering column is rotatable along the steering axis and is further movable about a folding axis between a steering position in which the steering column is operational and a stowed position in which the steering column is displaced from the steering axis in the direction of the footboard; optionally, wherein the steering column extends in a direction parallel with the footboard in the stowed position; optionally, wherein the steering column extends in a space envelope defined between two parallel tangents of the front wheel in the stowed position.

7. A vehicle according to claim 6, wherein the folding axis is offset from and above the first wheel axis in use.

8. A vehicle according to claim 6 or claim 7, wherein vehicle includes a plurality of feet for supporting the vehicle with the footboard in an upright position; wherein the feet are mounted on the front region and deployable from a passive to an active state, at least one on each side of the front wheel in the active state; wherein the feet are only deployable from the passive to the active state when the steering column is in the stowed position.

9. A vehicle according to any of claims 6 to 8, wherein a lower end of the steering column includes opposing arms which extend through the front region of the main body, such that the front wheel is located between the opposing arms; wherein each arm is pivotably coupled to the front region of the main body, for movement of the steering column from the steering position to the stowed position; optionally, wherein each arm is pivotably coupled via a respective pivot pin, wherein the pivot pins define the folding axis; optionally, wherein the pivot pins extend inwards towards each other from an internal surface of the respective arms, wherein, when viewed in plan in a direction along a longitudinal centre axis of the steering column, the arms are located within the circumference of the steering column.

10. A vehicle according to claim 9, wherein each arm is movable within a respective guide track defined in the front region, for movement of the steering column from the steering position to the stowed position, the guide tracks extending along a longitudinal direction of the main body.

11. A vehicle according to any preceding claim, wherein the vehicle has a main body comprising the footboard, and wherein the rear wheel extends through the main body; optionally, wherein the second wheel axis extends within the main body.

12. A vehicle according to claim 11, wherein the main body includes a rear region defining the rear end of the vehicle, wherein the rear wheel is mounted within the rear region, the rear region having a cover portion which extends over and around the portion of the rear wheel projecting above the second wheel axis; optionally, wherein the cover is in the form of a shroud defining a cavity within which a portion of the rear wheel is received; optionally wherein the shroud obscures the portion of the rear wheel projecting above the second wheel axis.

13. A vehicle according to claim 11 or claim 12, wherein the vehicle comprises a steering column in communication with the front wheel, for movement of the front wheel relative to the steering axis to steer the vehicle; wherein the steering column extends through the front region of main body; wherein the steering column is rotatable along the steering axis and is further movable about a folding axis between a steering position in which the steering column is operational and a stowed position in which the steering column is displaced from the steering axis in the direction of the footboard; and wherein the vehicle is configured so that the steering column extends over the rear wheel in the stowed position; optionally, wherein the steering column extends in a direction parallel with the footboard in the stowed position; optionally, wherein an upper end of the steering column includes a concavity, recess or scallop, and wherein the vehicle is configured such that the concavity, recess or scallop is located over the rear wheel when the steering column is in the stowed position; optionally, wherein the second wheel extends into the concavity, recess or scallop when the steering column is in the stowed position.

14. A vehicle according to any preceding claim, wherein a width of the front wheel is greater than a width of the rear wheel; and/or wherein the ratio of the outer diameter of the front wheel to the outer diameter of the rear wheel is in the range 1.3 and 1.6, optionally in the range 1.4 and 1.5, and optionally 1.47; and/or wherein the ratio of the outer diameter of the front wheel to the outer diameter of the rear wheel is in the range 1.3 to 1.6, optionally in the range 1.4 to 1.5; and optionally 1.47; and/or wherein the ratio of the width of the front wheel to the width of the rear wheel is in the range 1.1 to 1.3; optionally in the range 1.15 to 1.25.

15. A vehicle according to any preceding claim, wherein the front wheel has an outer diameter in the range 250 mm to 370 mm and the rear wheel has an outer diameter in the range 150 mm to 270 mm; optionally, wherein a width of the front wheel is in the range 40 mm to 100 mm and a width of the rear wheel is in the range 35 mm and 80 mm.

16. A vehicle in the form of a scooter of the kind comprising: a footboard for a user to stand on during movement of the vehicle, the footboard having a front end and a rear end; a front wheel toward the front end of the footboard, the front wheel being rotatable relative to said footboard about a first wheel axis; and a rear wheel toward the rear end of the footboard, the rear wheel being rotatable relative to said footboard about a second wheel axis; wherein the front wheel is movable relative to a steering axis for steering the vehicle; wherein the vehicle includes a steering column in communication with the front wheel, wherein the steering column is movable about a folding axis between a steering position and a stowed position, and wherein the folding axis is parallel to the first wheel axis; wherein the vehicle further comprises a steering column lock operable for selectively locking the steering column in the steering position; wherein the lock comprises a wedge and slot arrangement, and the lock is engaged when the wedge is located in the slot, wherein one of the wedge or slot is located in the steering column and is aligned along a longitudinal axis of the steering column; optionally, wherein the lock is configured so that the lock can only be engaged when the steering column is in a set rotational position relative to the steering axis; optionally, wherein the wedge and slot have complementary cross-sections; optionally, wherein the wedge has a cruciform cross-section and the slot has a complementary cruciform cross-section.

17. A vehicle according to claim 16, wherein the steering column comprises a shaft arranged to be translatable along the longitudinal axis in the steering position, further wherein translating the shaft along the longitudinal axis is operable to engage and disengage the steering column lock.

18. A vehicle according to claim 16 or claim 17, wherein the wedge is located in the steering column, further wherein the shaft comprises an inner shaft, wherein the steering column further comprises an outer shaft, the inner shaft being arranged within the outer shaft and being translatable thereto along the longitudinal axis of the steering column, wherein the wedge is mounted at a lower end of the inner shaft; optionally, wherein the wedge has a tapering cross-section.

19. A vehicle according to any of claims 16 to 18, wherein the vehicle includes a main body defining front and rear ends of the vehicle, the main body comprising the footboard; wherein the main body includes a front region extending from the footboard to partially circumscribe the front wheel; further wherein the slot is formed in the front region; wherein a lower end of the steering column includes opposing arms which extend through the front region of the main body, such that the front wheel is located between the opposing arms; wherein each arm is pivotably mounted on the main body, for movement of the steering column from the steering position to the stowed position; and wherein each arm is movable within a respective guide track defined in the front region, for movement of the steering column from the steering position to the stowed position, the guide tracks extending along a longitudinal direction of the main body.

20. A vehicle according to any of claims 16 to 19, wherein the wedge and slot have complementary cross-sections (e.g. of cruciform shape); optionally, wherein the crosssection of the slot is defined by a plurality of engagement walls, each engagement wall configured to interface and engage with a corresponding and complementary lateral wall of the wedge; optionally, wherein an internal angle between two adjacent engagement walls is no more than 90 degrees.

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