WO2024153815A1 - Mécanisme de roue d'entraînement réglable - Google Patents

Mécanisme de roue d'entraînement réglable Download PDF

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Publication number
WO2024153815A1
WO2024153815A1 PCT/EP2024/051319 EP2024051319W WO2024153815A1 WO 2024153815 A1 WO2024153815 A1 WO 2024153815A1 EP 2024051319 W EP2024051319 W EP 2024051319W WO 2024153815 A1 WO2024153815 A1 WO 2024153815A1
Authority
WO
WIPO (PCT)
Prior art keywords
frame
configuration
arm
wheel
vehicle
Prior art date
Application number
PCT/EP2024/051319
Other languages
English (en)
Inventor
Amanda Day
Original Assignee
NZP1027 Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by NZP1027 Ltd filed Critical NZP1027 Ltd
Publication of WO2024153815A1 publication Critical patent/WO2024153815A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62B—HAND-PROPELLED VEHICLES, e.g. HAND CARTS OR PERAMBULATORS; SLEDGES
    • B62B7/00—Carriages for children; Perambulators, e.g. dolls' perambulators
    • B62B7/04—Carriages for children; Perambulators, e.g. dolls' perambulators having more than one wheel axis; Steering devices therefor
    • B62B7/044—Carriages for children; Perambulators, e.g. dolls' perambulators having more than one wheel axis; Steering devices therefor three wheeled
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62B—HAND-PROPELLED VEHICLES, e.g. HAND CARTS OR PERAMBULATORS; SLEDGES
    • B62B7/00—Carriages for children; Perambulators, e.g. dolls' perambulators
    • B62B7/04—Carriages for children; Perambulators, e.g. dolls' perambulators having more than one wheel axis; Steering devices therefor
    • B62B7/044—Carriages for children; Perambulators, e.g. dolls' perambulators having more than one wheel axis; Steering devices therefor three wheeled
    • B62B7/046—Carriages for children; Perambulators, e.g. dolls' perambulators having more than one wheel axis; Steering devices therefor three wheeled with interchangeable front wheel unit
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B33/00—Castors in general; Anti-clogging castors
    • B60B33/04—Castors in general; Anti-clogging castors adjustable, e.g. in height; linearly shifting castors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62B—HAND-PROPELLED VEHICLES, e.g. HAND CARTS OR PERAMBULATORS; SLEDGES
    • B62B7/00—Carriages for children; Perambulators, e.g. dolls' perambulators
    • B62B7/04—Carriages for children; Perambulators, e.g. dolls' perambulators having more than one wheel axis; Steering devices therefor
    • B62B7/042—Steering devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62B—HAND-PROPELLED VEHICLES, e.g. HAND CARTS OR PERAMBULATORS; SLEDGES
    • B62B7/00—Carriages for children; Perambulators, e.g. dolls' perambulators
    • B62B7/04—Carriages for children; Perambulators, e.g. dolls' perambulators having more than one wheel axis; Steering devices therefor
    • B62B7/12—Carriages for children; Perambulators, e.g. dolls' perambulators having more than one wheel axis; Steering devices therefor convertible, e.g. into children's furniture or toy
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62B—HAND-PROPELLED VEHICLES, e.g. HAND CARTS OR PERAMBULATORS; SLEDGES
    • B62B9/00—Accessories or details specially adapted for children's carriages or perambulators
    • B62B9/10—Perambulator bodies; Equipment therefor
    • B62B9/12—Perambulator bodies; Equipment therefor involving parts that are adjustable, attachable or detachable
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62B—HAND-PROPELLED VEHICLES, e.g. HAND CARTS OR PERAMBULATORS; SLEDGES
    • B62B2206/00—Adjustable or convertible hand-propelled vehicles or sledges
    • B62B2206/006—Convertible hand-propelled vehicles or sledges
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62B—HAND-PROPELLED VEHICLES, e.g. HAND CARTS OR PERAMBULATORS; SLEDGES
    • B62B2301/00—Wheel arrangements; Steering; Stability; Wheel suspension
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62B—HAND-PROPELLED VEHICLES, e.g. HAND CARTS OR PERAMBULATORS; SLEDGES
    • B62B2301/00—Wheel arrangements; Steering; Stability; Wheel suspension
    • B62B2301/04—Wheel arrangements; Steering; Stability; Wheel suspension comprising a wheel pivotable about a substantially vertical axis, e.g. swivelling castors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62B—HAND-PROPELLED VEHICLES, e.g. HAND CARTS OR PERAMBULATORS; SLEDGES
    • B62B2301/00—Wheel arrangements; Steering; Stability; Wheel suspension
    • B62B2301/05—Details of the attachment of the wheel assembly to the chassis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62B—HAND-PROPELLED VEHICLES, e.g. HAND CARTS OR PERAMBULATORS; SLEDGES
    • B62B2301/00—Wheel arrangements; Steering; Stability; Wheel suspension
    • B62B2301/10—Adjusting the position of the wheel axles to increase stability
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62B—HAND-PROPELLED VEHICLES, e.g. HAND CARTS OR PERAMBULATORS; SLEDGES
    • B62B2301/00—Wheel arrangements; Steering; Stability; Wheel suspension
    • B62B2301/20—Resilient wheel suspension using springs

Definitions

  • Embodiments described herein relate generally to an adjustable or reconfigurable drive wheel mechanism, and in particular, but not exclusively, for use in a child transportation apparatus reconfigurable between at least two modes of operation.
  • Strollers, perambulators (prams) or pushchairs are used to transport children who may not be able to or may not wish to walk or otherwise propel themselves on an entire journey or trip. Children, particularly toddlers or young children, may not be as capable or willing to walk for as far or as long as an accompanying adult. Accordingly, strollers, perambulators (prams) or pushchairs provide the ability for the accompanying adult to push the child along for all or parts of the journey or trip as appropriate.
  • the child may become restless or lack stimulation when pushed the entire time, so the child may not wish to be pushed along sitting, lying or slouching in a stroller, perambulator (pram) or pushchair for the entire time.
  • the child may wish to be active, such as to get out of the stroller, perambulator (pram) or pushchair, perhaps walking for at least a part of the journey or trip.
  • a child’s walking may be tiresome for the child and/or the accompanying adult
  • another form of child transportation may be desirable for the child and/or the accompanying adult.
  • the child and or the accompanying adult may wish the child to use a scooter, tricycle, bicycle or the like.
  • the scooter, tricycle, bicycle or the like may allow or assist in transporting the child at a pace conforming or better conforming to a desired pace of the accompanying adult, such as when compared to the child’s walking pace.
  • the scooter, tricycle, bicycle or the like may allow or assist the child to be stimulated or entertained.
  • the child may consider scootering or cycling to be more fun than walking. Scootering and cycling may provide alternative transport to walking or sitting in a stroller or pushchair.
  • a child and/or the accompanying adult may have a free choice whether to complete the journey or trip by walking and/or pushing in a pushchair, stroller or perambulator (pram); or to complete the journey by walking and/or scootering or cycling or the like. Accordingly, either a pushchair, stroller or perambulator (pram) can be taken for the journey or trip; or a scooter, tricycle, bicycle or the like can be taken for the journey or trip.
  • a pushchair, stroller or perambulator scooter, tricycle, bicycle or the like
  • a problem with some existing wheel mechanisms is that they are not well suited to reconfiguration between a “passive mode” where the wheel is intended to follow a direction of travel dictated by the motion of the apparatus (for example in a stroller), and “active mode” where the wheel is intended to be driven or controlled by a user (for example in a tricycle).
  • the present invention is based on the finding that it is possible to provide a drive wheel mechanism that can be reconfigured between a first configuration suitable to function as a “caster wheel” mode and a second configuration suitable to function as a “drive wheel” mode.
  • a drive wheel system comprising: a frame connector configured to be rotatably connected to a portion of a frame of a vehicle, a wheel connector configured to connect to a wheel; and an arm extending between the frame connector and the wheel connector, wherein the arm has a first configuration and a second configuration, wherein in the second configuration the wheel connector is located further forward than in the first configuration.
  • the system may define a first trail distance.
  • the system may define a second trail distance.
  • the first trail distance may be greater than the second trail distance.
  • the trail distance may be defined as the distance, e.g. horizontal distance, between the intersection of an axis of the frame connector with the ground, and the point of contact of the wheel with the ground, e.g. the vertical projection of the wheel connector on the ground.
  • the portion of the frame of the vehicle may be comprise or may be a head tube.
  • the frame connector and/or the head tube may define a steering axis.
  • the wheel connector may be configured to connect to a wheel, e.g. by means of an axle.
  • the drive wheel system may comprise a/the wheel.
  • the arm may comprise a first arm portion and a second arm portion.
  • the first arm portion may be stationary relative to the frame connector.
  • the first arm portion may be unitary with the frame connector.
  • the first arm portion may be rotatable relative to, e.g. within, a/the portion of the frame, e.g. head tube.
  • the second arm portion may be moveable relative to the first arm portion.
  • the second arm portion may be pivotally and/or hingedly connected to the first arm portion.
  • the first arm portion When the first arm portion is unitary or “one-piece” with the frame connector, the first arm portion may be considered to be absent, and/or the second arm portion may be considered to be connected to and/or to be moveable relative to the frame connector.
  • the second arm portion may have a first position in which the arm is in the first configuration, and a second positon in which the arm is in the second configuration.
  • the second arm portion may be lockable in the first position and/or in the second position.
  • the second arm portion may be lockable in the first position and may be lockable in the second position.
  • the drive wheel system e.g. the arm
  • the drive wheel system may comprise an arm locking mechanism, e.g. an arm lock, configured to allow the arm to be locked in the first position and/or in the second position.
  • the arm locking mechanism may be manually actuated.
  • the arm locking mechanism may be electronically actuated.
  • the drive wheel system may comprise biasing means to bias the arm in the first configuration and/or in the second configuration, e.g. in the first configuration.
  • the biasing means may comprise a bias, e.g. a spring, to bias the arm in the first configuration and/or in the second configuration, e.g. in the first configuration.
  • a bias e.g. a spring
  • the drive wheel system may form part of or may be provided in a vehicle, e.g. a child transportation apparatus such as a velocipede, e.g. a trike.
  • the drive wheel system may allow the wheel to be moved from a/the first configuration in which the trail distance is such that the wheel functions as a caster wheel, to a/the second configuration in which the trail distance is reduced, or in which the offset is positive, such that the wheel may function as a drive wheel, which may be powered, e.g. by an occupant of the transportation apparatus, or vice versa.
  • the drive wheel system in the first configuration, may be in “stroller mode”, and in the second configuration the drive wheel system may be in “drive mode”, e.g. tricycle mode.
  • offset will be herein understood to refer to the distance between the steering axis and the centre of the wheel connector, e.g. wheel axle, measured perpendicular to the steering axis.
  • a “positive offset” means that the centre of the wheel connector, e.g. wheel axle, may be forward of the steering axis. This may improve steerability by an occupant of the vehicle, e.g. in tricycle mode.
  • the arm may have one or more further configurations.
  • the arm may have one or more intermediate configurations, e.g. a third configuration, between the first configuration and the second configuration.
  • a vehicle comprising: a frame; and a drive wheel system, wherein the frame comprises: a first frame portion and a second frame portion, wherein the second frame portion is moveable relative to the first frame portion, wherein the first frame portion comprises a head tube, wherein the frame has a first configuration and a second configuration, wherein in the second configuration the head tube angle is less than in the first configuration, and wherein the drive wheel system comprises: a frame connector configured to be rotatably connected to the head tube; a wheel connector configured to connect to a wheel; and an arm extending between the frame connector and the wheel connector, wherein the arm has a first configuration and a second configuration, wherein in the second configuration the wheel connector may be located further forward than in the first configuration.
  • the first frame portion may be or may comprise a front frame portion.
  • the second frame portion may be or may comprise a rear frame portion.
  • the first frame portion and the second frame portion may be connected to each other, e.g. directly connected to each other.
  • a third frame portion between the first frame portion and the second frame portion.
  • the head tube may define a steering axis.
  • the head tube angle or “HTA” may be typically defined as an acute angle measured between a horizontal line that corresponds to flat ground and the steering axis.
  • a greater (or “steeper”) head tube angle means that the head tube angle will be nearer vertical and/or perpendicular to the ground.
  • a lesser (or “shallower”) head tube angle means that the head tube angle will be further away from vertical and/or further away from perpendicular to the ground.
  • the vehicle may comprise a drive wheel system according to the first aspect.
  • the vehicle may comprise at least one wheel, e.g. at least one front wheel, connected to the wheel connector.
  • the vehicle may comprise one or more wheels, e.g. one or more rear wheels, connected to the frame, typically connected to the second or rear frame portion.
  • the vehicle may comprise one front wheel.
  • the vehicle may comprise a plurality of rear wheels, e.g. two rear wheels.
  • the vehicle may be described as a tricycle, e.g. when in the second configuration.
  • the vehicle may be or may comprise a child transportation apparatus.
  • the frame may comprise or may be a chassis.
  • the frame may comprise an engagement portion or receiving portion adapted to receive one or more occupant support devices.
  • the vehicle e.g. child transportation apparatus, may comprise drive means configured to enable an occupant of the transportation apparatus to power, drive and/or steer the transportation apparatus.
  • the drive means may comprise a first configuration or position and a second configuration or position, wherein the drive means is closer to the engagement portion or receiving portion of the frame in the second configuration or position than in the first configuration or position.
  • engagement portion or receiving portion may not necessarily be limited to providing a releasable connection, but may also include or provide a permanent and/or one-piece connection between the frame and one or more occupant support devices.
  • the engagement portion or receiving portion may include any part of the frame that provides connection between the frame and one or more occupant support devices. There may be provided one engagement portion or a plurality of engagement portions. One of more of the engagement portion(s) may be closer to the drive means in the second configuration than in the first configuration.
  • the frame comprises a first frame portion, e.g. front frame portion, and a second frame portion, e.g. rear frame portion, wherein the first frame portion is moveable relative to the second frame portion.
  • the frame has a first frame configuration and a second frame configuration, wherein in the second frame configuration the head tube angle is less than in the first frame configuration.
  • the frame may have one or more further configurations.
  • the frame may have one or more intermediate frame configurations, e.g. a third frame configuration, between the first frame configuration and the second frame configuration.
  • the second frame portion e.g. rear frame portion may be pivotally and/or hingedly connected to the first frame portion, e.g. front frame portion, e.g. around a frame pivot point.
  • the first, e.g. front, frame portion and the second, e.g. rear, frame portion may define a first frame angle.
  • the first, e.g. front, frame portion and the second, e.g. rear, frame portion may define a second frame angle different from the first frame angle.
  • the frame may be moveable from the first frame configuration to the second frame configuration by moving, e.g. pivoting, the second, e.g. rear, frame portion relative to the first, e.g. front, frame portion around the frame pivot point.
  • this may result in a change of the head tube angle.
  • the vehicle e.g. frame
  • the frame locking mechanism may be selected from a piston, a spring (e.g. a mechanical spring or a gas spring), or a damper.
  • the frame locking mechanism may be manually actuated.
  • the frame locking mechanism may be actuated electronically.
  • the frame locking mechanism may be configured to allow the frame to be locked in the first frame configuration and/or in the second frame configuration.
  • the frame locking mechanism may comprise or may be a piston.
  • the frame locking mechanism may be configured to restrict, control and/or to assist movement of the frame between the first frame configuration and the second frame configuration.
  • the term “frame locking mechanism” will be understood as not requiring the frame to be “locked”, but rather to provide a degree of restriction, control, and/or assistance during movement of the frame between the first frame configuration and the second frame configuration.
  • the frame locking mechanism may comprise or may a spring (e.g. a mechanical spring or a gas spring), or a damper.
  • the arm of the drive wheel system has a first arm configuration and a second arm configuration, wherein in the second configuration the wheel connector is located further forward than in the first configuration.
  • moving the arm from its first arm configuration and its second arm configuration may result not only in the wheel connector moving forward, but also in a change of the head tube angle.
  • Moving the arm from its first arm configuration and its second arm configuration may cause a reduction in the head tube angle (i.e. may cause the head tube angle to be shallower and/or to move further away from vertical).
  • the combination of an adjustable frame and an adjustable drive wheel system may provide multiple means of adjusting the wheel position, e.g. front wheel or drive wheel position, and the head tube angle.
  • This may allow, in the combined first configurations, the wheel, e.g. front wheel, to function as a caster wheel, and may allow, in the combined second configurations, the wheel, e.g. front wheel, to function as a drive wheel.
  • the first configuration may be suitable to function as or may correspond to a “stroller mode” in which the front wheel operates as a “caster wheel” mode.
  • the vehicle may comprise or may be a stroller, push-chair or perambulation (pram) mode.
  • the second configuration may correspond to a “drive mode”, e.g. “tricycle mode” in which the front wheel operates as a “drive wheel”.
  • a velocipede e.g. a tricycle.
  • the method may comprise reconfiguring without removing and/or disturbing an occupant of the vehicle.
  • a vehicle comprising a frame, wherein the frame comprises: a first frame portion comprising a head tube; and a second frame portion, wherein the second frame portion is moveable relative to the first frame portion, wherein the frame has a first configuration and a second configuration, wherein in the second configuration the head tube angle is less than in the first configuration.
  • this change in the head tube angle may allow a reduction in the trail distance and/or may improve steerability of the front wheel, in use.
  • the head tube may be configured to be connected to a drive wheel system.
  • the head tube may be configured to be connected to a frame connector of the drive wheel system.
  • the drive wheel system may be a drive wheel system according to the first aspect.
  • the first frame portion may be or may comprise a front frame portion.
  • the second frame portion may be or may comprise a rear frame portion.
  • the first frame portion and the second frame portion may be connected to each other, e.g. directly connected to each other.
  • a third frame portion between the first frame portion and the second frame portion.
  • the vehicle may comprise an occupant-steerable vehicle such as a velocipede, e.g. a tricycle, at least in the second configuration.
  • a method of reconfiguring a drive wheel system of a vehicle between a first configuration and a second configuration wherein the drive wheel system comprises: a frame connector configured to be rotatably connected to a portion of a frame of a vehicle, a wheel connector configured to connect to a wheel; and an arm extending between the frame connector and the wheel connector, wherein the method comprises moving the arm from a first configuration to a second configuration, wherein in the second configuration the wheel connector is located further forward than in the first configuration.
  • the drive wheel system may be as described in the first aspect.
  • a method of reconfiguring a drive wheel system of a vehicle between a second configuration and a first configuration comprising: a frame connector configured to be rotatably connected to a portion of a frame of a vehicle, a wheel connector configured to connect to a wheel; and an arm extending between the frame connector and the wheel connector, wherein the method comprises moving the arm from a second configuration to a first configuration, wherein in the second configuration the wheel connector is located further forward than in the first configuration.
  • the drive wheel system may be as described in the first aspect.
  • a method of reconfiguring a vehicle between a first configuration and a second configuration wherein the vehicle comprises: a frame comprising a first frame portion and a second frame portion, wherein the second frame portion is moveable relative to the first frame portion, and wherein the first frame portion comprises a head tube; and a drive wheel system comprising a frame connector configured to be rotatably connected to the head tube; a wheel connector configured to connect to a wheel; and an arm extending between the frame connector and the wheel connector, wherein the method comprises: moving the arm of the drive wheel system from a first arm configuration to a second arm configuration, wherein in the second arm configuration the wheel connector is located further forward than in the first arm configuration; and moving the frame from a first frame configuration to a second frame configuration, wherein in the second frame configuration the head tube angle is less than in the first frame configuration.
  • the method may comprise moving, e.g. pivoting, the second, e.g. rear, frame portion relative to the first, e.g. front, frame portion around the frame pivot point.
  • this may result in a change of the head tube angle.
  • the method may comprise moving, e.g. pivoting, the second arm portion from its first arm position/configuration to its second arm position/configuration. This may cause the wheel connector to move forward. This may also result in a change of the head tube angle. Moving the arm from its first arm configuration to its second arm configuration may cause a reduction in the head tube angle (i.e. may cause the head tube angle to be shallower and/or to move further away from vertical).
  • the vehicle may be as described in the second aspect.
  • a method of reconfiguring a vehicle between a second configuration and a first configuration wherein the vehicle comprises: a frame comprising a first frame portion and a second frame portion, wherein the second frame portion is moveable relative to the first frame portion, and wherein the first frame portion comprises a head tube; and a drive wheel system comprising a frame connector configured to be rotatably connected to the head tube; a wheel connector configured to connect to a wheel; and an arm extending between the frame connector and the wheel connector, wherein the method comprises: moving the arm of the drive wheel system from a second arm configuration to a first arm configuration, wherein in the second arm configuration the wheel connector is located further forward than in the first arm configuration; and moving the frame from a second frame configuration to a first frame configuration, wherein in the second frame configuration the head tube angle is less than in the first frame configuration.
  • the method may comprise moving, e.g. pivoting, the second, e.g. rear, frame portion relative to the first, e.g. front, frame portion around the frame pivot point.
  • this may result in a change of the head tube angle.
  • the method may comprise moving, e.g. pivoting, the second arm portion from its second arm position/configuration to its first arm position/configuration. This may cause the wheel connector to move rearward. This may also result in a change of the head tube angle. Moving the arm from its second arm configuration to its first arm configuration may cause an increase in the head tube angle (i.e. may cause the head tube angle to be steeper and/or to move closer to vertical).
  • the first configuration may be suitable to function as or may correspond to a “stroller mode” in which the front wheel operates as a “caster wheel” mode.
  • the vehicle may comprise or may be a stroller, push-chair or perambulation (pram) mode.
  • the second configuration may correspond to a “drive mode”, e.g. “tricycle mode” in which the front wheel operates as a “drive wheel”.
  • a velocipede e.g. a tricycle.
  • the method may comprise reconfiguring without removing and/or disturbing an occupant of the vehicle.
  • the vehicle may be as described in the second aspect.
  • a method of reconfiguring a vehicle between a first configuration and a second configuration wherein the vehicle comprises a frame comprising a first frame portion and a second frame portion, wherein the second frame portion is moveable relative to the first frame portion, and wherein the first frame portion comprises a head tube
  • the method comprises: moving the frame from a first frame configuration to a second frame configuration, wherein in the second frame configuration the head tube angle is less than in the first frame configuration.
  • the method may comprise moving, e.g. pivoting, the second, e.g. rear, frame portion relative to the first, e.g. front, frame portion around the frame pivot point.
  • this may result in a change of the head tube angle.
  • the vehicle may be as described in the third aspect.
  • a method of reconfiguring a vehicle between a second configuration and a first configuration wherein the vehicle comprises a frame comprising a first frame portion and a second frame portion, wherein the second frame portion is moveable relative to the first frame portion, and wherein the first frame portion comprises a head tube
  • the method comprises: moving the frame from a second frame configuration to a first frame configuration, wherein in the second frame configuration the head tube angle is less than in the first frame configuration.
  • the method may comprise moving, e.g. pivoting, the second, e.g. rear, frame portion relative to the first, e.g. front, frame portion around the frame pivot point.
  • this may result in a change of the head tube angle.
  • the vehicle may be as described in the third aspect.
  • the first configuration may be suitable to function as or may correspond to a “stroller mode” in which the front wheel operates as a “caster wheel” mode.
  • the vehicle may comprise or may be a stroller, push-chair or perambulation (pram) mode.
  • the second configuration may correspond to a “drive mode”, e.g. “tricycle mode” in which the front wheel operates as a “drive wheel”.
  • a velocipede e.g. a tricycle.
  • the method may comprise reconfiguring without removing and/or disturbing an occupant of the vehicle.
  • a drive wheel system for a vehicle comprising: a frame connector configured to be connected to a portion of a frame of a said vehicle, a wheel connector configured to connect to a wheel; and an arm extending between the frame connector and the wheel connector, in which the drive wheel system is selectively configurable between a passive mode where a wheel, when connected, is intended to follow a direction of travel dictated by the motion of the vehicle, and an active mode where a wheel, when connected, is intended to be driven or controlled by a user.
  • a vehicle can be selectively reconfigurable between a passive mode and an active mode.
  • any aspect of the invention may equally apply to any other aspect and, merely for brevity, are not repeated.
  • the features of the drive wheel system according to the first aspect may apply to the vehicle according to the third aspect, and vice versa.
  • features described in relation to compositions can apply in relation to methods, and vice versa.
  • Figure 1 shows a schematic view of a caster wheel mechanism according to the prior art
  • Figures 2-3 show a drive wheel system according to a first embodiment
  • Figures 4-5 show a vehicle according to a second embodiment
  • Figures 6-8 show a vehicle according to a third embodiment
  • Figures 9-10 show a vehicle according to a fourth embodiment.
  • FIG. 1 shows a schematic view of a caster wheel mechanism 5 according to a conventional design.
  • the caster wheel mechanism 5 has a wheel 10, a wheel axis 15, a head tube 20, and a wheel connector 30 connecting the head tube 20 and the wheel 10.
  • the wheel connector 30 is rotatably connected to the head tube 20.
  • the distance between the projections of the head tube rotational axis 25 and the wheel axis 15 is called the trail “t”.
  • the wheel 10 when used in a vehicle and the vehicle is moved, the wheel 10 typically swivels so as to follow the direction of travel dictated by the motion of the vehicle.
  • this design is adequate when used in a vehicle intended to be controlled by pushing, pulling, or otherwise manoeuvring the vehicle, this design is sub-optimal when the wheel mechanism 10 is intended to be controlled (e.g. driven and/or steered) or by a user of the vehicle, e.g. by an occupant of a tricycle. This is because the wheel will want to follow the direction of movement that may be caused by a different person, e.g. a parent, moving the vehicle. If this movement is different from the direction desired by the occupant, e.g. child, this may cause harm or injury to the child.
  • Figures 2-3 show a drive wheel system 100 according to a first embodiment.
  • the drive wheel system 100 has a frame connector 160 configured to be rotatably connected to the head tube 142 of a frame 140 of a vehicle 150; a wheel connector 162 configured to connect to a front wheel 110; and an arm 164 extending between the frame connector 160 and the wheel connector 162.
  • the wheel connector 162 is configured to connect to the front wheel 110 by means of an axle (not shown).
  • the vehicle also has rear wheels 155 connected to the frame 140.
  • the arm 164 has a first configuration shown in Figure 2, and a second configuration shown in Figure 3.
  • the wheel connector 162 is located further forward (that is, in a normal direction of travel, in use) than in the first configuration.
  • further forward may mean in a direction opposite the rear wheels 155.
  • the frame connector 160 and the head tube 142 define a steering axis 143.
  • the trail distance may be defined as the distance between the intersection of the steering axis 143 with the ground and the point of contact of the front wheel 110 with the ground, e.g. the vertical projection of the wheel connector 162 on the ground.
  • the system 100 defines a first trail distance t1.
  • the system defines a second trail distance t2.
  • the first trail distance t1 is greater than the second trail distance t2.
  • the arm 164 includes a first arm portion 166 and a second arm portion 167.
  • the first arm portion 166 is stationary relative to the frame connector 160.
  • the first arm portion 166 is unitary with the frame connector 160.
  • the first arm portion 166 is rotatable relative to, e.g. within, the head tube 142.
  • the second arm portion 167 is moveable relative to the first arm portion 166.
  • the second arm portion is pivotally and/or hingedly connected to the first arm portion 167 via arm pivot 168.
  • a locking mechanism 169 configured to allow the arm 164 to be locked in the first configuration or in the second configuration.
  • the trail distance is such that the wheel functions as a caster wheel that follows the direction in which the vehicle 150 is pushed.
  • a user actuates the locking mechanism 169 in order to release the lock, and pivots the second arm portion 167 forward about the arm pivot 168 as shown by arrow A1.
  • This causes the wheel connector 162 to move forward, e.g. relative to the frame connector 160 and/or relative to the head tube 142, thus reducing the trail distance to t2 in the second configuration, compared to the trail distance t1 in the first configuration.
  • This also causes the overall distance between the wheel connector 162 and the frame connector 160 to be increased, which reduces the head tube angle (i.e. which moves the steering axis 143 away from vertical).
  • the variation of positioning of the front wheel relative to the frame connector 160 and/or relative to the head tube 142 facilitates and/or provides for reconfiguration between the passive mode where the wheel is intended to follow a direction of travel dictated by the motion of the apparatus (for example in a stroller), and the active mode where the wheel is intended to be driven or controlled by a user (for example in a tricycle).
  • Figures 4-5 show a vehicle 250 according to a second embodiment.
  • the vehicle 250 is depicted in a first configuration in Figure 4, and in a second configuration in Figure 5.
  • the vehicle 250 of Figures 4-5 is generally similar to the vehicle 150 of the first embodiment, like parts denoted by like numerals, but incremented by ‘100’.
  • the description of the embodiment of Figures 4-5 focuses on the ability of the frame 240 to move from a first configuration ( Figure 4) to a second configuration ( Figure 5) so as to permit a change, e.g. a reduction, in the head tube angle.
  • the frame 240 has a front frame portion 270 and a rear frame portion 280.
  • the rear frame portion 280 is moveable relative to the front frame portion 270 about frame pivot B.
  • the front frame portion 270 has a head tube 242 which, in the first configuration of Figure 4, is substantially vertical (i.e. has a head tube angle of about 90°).
  • the rear frame portion 280 is pivoted about frame pivot B relative to the front frame portion 270. This causes a reduction in the head tube angle in the second configuration, which may improve steerability of the vehicle 250, e.g. when in tricycle mode.
  • the vehicle has a locking mechanism 285 which can lock the frame 240 in the first configuration and in the second configuration and/or which can restrict or assist movement between the first frame configuration and the second frame configuration.
  • the locking mechanism includes a damper 286 which is pivotally attached to the rear frame portion 280 at damper attachment pivot E.
  • the damper 286 assists with the movement between the first frame configuration and the second frame configuration, making it gentler and more gradual. Damper 286 also helps absorb at least some of the weight when the child is in the vehicle 250. It will be appreciated that, in other embodiments, this may be achieved with a gas spring, a mechanism spring or an electronic mechanism.
  • the front frame 270 extends forward of the frame pivot B.
  • the rear frame 280 extends rearward of the frame pivot B.
  • the locking mechanism 285 includes a lock extension 287 pivotally connected to frame pivot B at one end, and to damper pivot D at its opposite end.
  • the lock extension 287 has a set length between frame pivot B and damper pivot D, and extends rearward of the frame pivot B.
  • the damper 286 is in an extended state.
  • damper piston 286 In order to actuate movement between the first configuration and the second configuration, a user pushes damper piston 286 into its contracted state, as shown in Figure 5. Because lock extension 287 has a set length, shortening damper 286 causes the rear frame portion 280 to pivot relative to the front frame portion 270 about frame pivot B.
  • the vehicle also includes a frame extension 290 extending upwards from the rear frame portion 280 and pivotally connected to the rear frame portion 280 at extension pivot C, which can be used to fold the vehicle 250.
  • a pushbar 292 pivotally connected to the frame extension 290.
  • Figures 6-8 show a vehicle 350 according to a third embodiment.
  • Figures 6-8 illustrate the principles explained above in relation to the first embodiment of Figures 2- 3 and of the second embodiment of Figures 4-5.
  • the vehicle 350 of Figures 6-8 is generally similar to the vehicle 150 of the first embodiment, like parts denoted by like numerals, but incremented by ‘200’, and to the vehicle 250 of the second embodiment, like parts denoted by like numerals, but incremented by ‘100’.
  • the frame 340 is in its first configuration, and the drive wheel system 300 is in its first configuration. In this configuration the vehicle is in “stroller mode”, whereby the front wheel 310 functions as a caster wheel.
  • the frame 340 is in its second configuration, and the drive wheel system 300 is also in its second configuration.
  • the vehicle is in “drive mode”, whereby the front wheel 310 can be steered and driven by an occupant of the vehicle, which may be a tricycle.
  • the frame 340 is reconfigured before reconfiguring the drive wheel system 300, it will be understood that the same effect would be achieved by reconfiguring the drive wheel system 300 before reconfiguring the frame 340.
  • the front frame portion 370 has a head tube 342 which, in the first configuration of Figure 6, defines a steering axis 343 that is substantially vertical (i.e. has a head tube angle of about 90°).
  • the frame 340 is moved to its second configuration as shown in Figure 7. This is carried out by following the principles described above in relation to the second embodiment ( Figures 4-5), moving the rear frame portion 380 relative to the front frame portion 370. This results in a reduction of the head tube angle (i.e. tilting the head tube and steering axis rearward).
  • the drive wheel system 300 is moved to its second configuration as shown in Figure 8. This is carried out by following the principles described above in relation to the first embodiment ( Figures 2-3), moving the wheel connector 362 and front wheel 310. This also results in a further reduction of the head tube angle. This reduces the trail distance in the second configuration, and, in this case, causes a “positive offset”, meaning that the centre of the wheel connector 362, e.g. front wheel axle, is forward of the steering axis 343. This may improve steerability by an occupant of the vehicle, e.g. in tricycle mode.
  • Steering handle 395 and seat 396 are also shown in Figures 7 and 8 for context.
  • Figures 9-10 show a vehicle 450 according to a fourth embodiment.
  • Figures 9 and 10 show a vehicle 450 corresponding generally to the vehicle 350 depicted in Figures 6 and 8 respectively, but illustrating the various parts in more detail for context.
  • the vehicle 450 is shown in stroller mode, and, in use, a child would sit in the seat 496 with a user controlling the movement of the vehicle via pushbar 492.
  • the vehicle 450 is shown in tricycle mode, and a child would sit in the seat 496 whilst controlling the movement of the vehicle via steering handle 495 and powering movement of the vehicle 450 via pedals 497.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Health & Medical Sciences (AREA)
  • Public Health (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)

Abstract

Un système de roue d'entraînement (100) comprend un raccord de cadre (160) conçu pour être raccordé de manière rotative à une partie (142) d'un cadre (140) d'un véhicule (150) ; un raccord de roue (162) configuré pour se raccorder à une roue (110) ; et un bras (164) s'étendant entre le raccord de cadre (160) et le raccord de roue (162), le bras (164) ayant une première configuration et une seconde configuration, dans la seconde configuration, le raccord de roue (162) étant situé davantage vers l'avant que dans la première configuration.
PCT/EP2024/051319 2023-01-20 2024-01-19 Mécanisme de roue d'entraînement réglable WO2024153815A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB2300885.7 2023-01-20
GB2300885.7A GB2626369A (en) 2023-01-20 2023-01-20 Adjustable drive wheel mechanism

Publications (1)

Publication Number Publication Date
WO2024153815A1 true WO2024153815A1 (fr) 2024-07-25

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Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2004052662A1 (fr) * 2002-12-10 2004-06-24 Shishiku Adokuraisu Kabushiki Kaisha Roulette amortissante
WO2005002882A1 (fr) * 2003-07-01 2005-01-13 Royalty Bugaboo Gmbh Poussette pliante pour enfant avec roue a suspension, roue a suspension et roue pivotante a suspension
US9757980B1 (en) * 2016-04-14 2017-09-12 Hamilton Caster & Manufacturing Company Swivel caster with swivel limiter and slide mechanism
WO2018025002A1 (fr) 2016-08-01 2018-02-08 Amanda Day Dispositif de transport
WO2020212401A1 (fr) 2019-04-15 2020-10-22 All Day Designs Ltd Appareil de transport
CN113401197A (zh) * 2021-06-30 2021-09-17 佛山市顺德区施艺五金实业有限公司 可移动的载物装置

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10080424T1 (de) * 1999-02-08 2001-07-26 Kayaba Industry Co Ltd Schwenkrolle
WO2002004236A1 (fr) * 2000-07-11 2002-01-17 Koji Yoshioka Mecanisme de suspension
US10207731B2 (en) * 2016-12-13 2019-02-19 Wonderland Switzerland Ag Expandable child carrier
US11712924B2 (en) * 2019-11-13 2023-08-01 Superior Tire and Rubber Corp. Caster assembly

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2004052662A1 (fr) * 2002-12-10 2004-06-24 Shishiku Adokuraisu Kabushiki Kaisha Roulette amortissante
WO2005002882A1 (fr) * 2003-07-01 2005-01-13 Royalty Bugaboo Gmbh Poussette pliante pour enfant avec roue a suspension, roue a suspension et roue pivotante a suspension
US9757980B1 (en) * 2016-04-14 2017-09-12 Hamilton Caster & Manufacturing Company Swivel caster with swivel limiter and slide mechanism
WO2018025002A1 (fr) 2016-08-01 2018-02-08 Amanda Day Dispositif de transport
WO2020212401A1 (fr) 2019-04-15 2020-10-22 All Day Designs Ltd Appareil de transport
CN113401197A (zh) * 2021-06-30 2021-09-17 佛山市顺德区施艺五金实业有限公司 可移动的载物装置

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GB202300885D0 (en) 2023-03-08

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