Multi-use vehicle and method for reconstructing a multi-use vehicle

Abstract

A utility vehicle (100) configured for transporting one or more passengers and / or goods by pushing or pulling the vehicle (100), and a method (1000) for reconstructing a utility vehicle (100), the utility vehicle (100) comprising:-a chassis (106) forming a load bearing structure of the vehicle (100); -at least three wheels (104, 204) associated with the chassis (106), where at least one wheel (204) forms part of a wheel assembly (200) comprising a base (202) relative to which the wheel (204) is rotatable about at least a first wheel axis of rotation (A1), where the at least three wheels (104, 204) are associated with the chassis (106), the wheel assembly (200) is configured to be arranged relative to the utility vehicle (100) in at least a first orientation in which a wheel (204) of the wheel assembly (200) relative to the wheel assembly axis of rotation (A3) is arranged in a state of use.

Description

Technical Field

[0001] The present disclosure relates to a vehicle that can be reconfigured for transporting one or more individuals, transporting pets, and / or transporting goods, and for transporting by pushing, pulling, or, for example, by bicycle towing. More specifically, the present invention relates to a multi-purpose vehicle configured for transporting one or more passengers and / or goods and to a method for reconfiguring the multi-purpose vehicle. Background Art

[0002] Multi-purpose vehicles, such as reconfigurable bicycle trailers that can also be configured as baby strollers and / or used for towing while skiing, etc., are becoming increasingly common to facilitate a healthy, comfortable, and environmentally friendly lifestyle. Such vehicles can be used for a variety of purposes, allowing children, pets, and a variety of goods to be transported during daily commuting and / or for recreational use.

[0003] Multi-purpose vehicles are generally collapsible, for example, to facilitate storage or transportation. Thus, the vehicle typically has a foldable chassis, which is usually a metal frame construction to which fabric covers and / or plastic covers are attached to form a seat base and / or a passenger compartment. Similarly, one or several wheels of the vehicle are usually detachable wheels, which not only reduce the size of the vehicle during storage but may also be necessary for a particular vehicle configuration. For example, when towing by bicycle, in most cases, the front wheel of the vehicle needs to be removed.

[0004] Manufacturers of multi-purpose vehicles have been striving to improve the usability and user-friendliness of their products, especially during the reconfiguration between different uses of the multi-purpose vehicle. Summary of the Invention

[0005] In view of the above, an object of the present invention is to provide an improved multi-purpose vehicle that alleviates at least one drawback of the prior art. For example, an object of the present invention is to provide a multi-purpose vehicle in which it is facilitated to reconfigure between different purposes of the multi-purpose vehicle. In addition, an object of the teachings herein is to provide a multi-purpose vehicle with improved user safety and user-friendliness. Additionally, an object of the teachings herein is to provide a multi-purpose vehicle with improved reliability and durability.

[0006] In a first aspect, there is provided a multi-purpose vehicle configured for transporting one or more passengers and / or goods by pushing or pulling the vehicle, the vehicle comprising:

[0007] - a chassis that forms a load-bearing structure of the vehicle,

[0008] - At least three wheels, which are associated with a chassis. At least one wheel forms part of a wheel assembly including a base, and the wheel is rotatable relative to the base about at least a first wheel rotation axis. The wheel assembly is configured to be arranged relative to a multi-purpose vehicle in at least a first orientation in which the wheel of the wheel assembly is arranged in a use state relative to the wheel assembly rotation axis and in a second orientation and / or a third orientation about the wheel assembly rotation axis. The first orientation is separated from the second orientation by an angle of the wheel assembly about the wheel assembly rotation axis and / or the first orientation is separated from the third orientation by an angle of the wheel assembly about the wheel assembly rotation axis, and wherein the wheel assembly in its second orientation can be released from the multi-purpose vehicle, and / or wherein the wheel assembly in its third orientation is in a stowed state. Thus, the multi-purpose vehicle can be easily reconfigured by changing the orientation of the wheel assembly to a use state, a stowed state, and / or a releasable state. It is not necessary to remove the wheel assembly of the vehicle to reorient it to the stowed state. In addition, the entire wheel assembly can be released by only reorienting the wheel assembly to the second orientation.

[0009] The first orientation and the second orientation of the wheel assembly can be separated by an angle between 30° and 120°, preferably by an angle of about 90°. Of course, it is conceivable that the first orientation and the second orientation can be separated by an angle outside the above interval. However, separating by a larger angle reduces the risk of misplacing the wheel assembly in the first orientation. For example, separating by a smaller angle may create a risk that the user may misplace it near the second orientation thinking that the wheel assembly is in the first orientation, causing it to accidentally disengage from the vehicle subsequently.

[0010] The third orientation of the wheel assembly can be separated from the first position by an angle of about 180°. The wheel of the wheel assembly will thus be arranged in a stowed position, minimizing the risk of it causing an obstruction during vehicle use.

[0011] The wheel assembly can be configured to rotate from the first position to the second position and / or to the third position, wherein the wheel of the wheel assembly moves along an arc only in the vertically upward direction. Thus, it is not necessary to raise any part of the vehicle off the ground to change the orientation of the wheel assembly. This is particularly beneficial when the vehicle is used as a bicycle trailer, as the vehicle can be connected to a bicycle while being reconfigured such that the wheel assembly, for example, is reoriented from the first orientation to the third orientation, or vice versa. During this process, the need for the user to support the vehicle is also reduced.

[0012] The wheel assembly may include a tensioning element configured to provide a pre-tensioning force between the base and the wheel assembly attachment on the multi-purpose vehicle in a direction pressing the base against the corresponding wheel assembly attachment. The tensioning element may also support the wheel assembly as the wheel assembly rotates about the wheel assembly rotation axis. The tensioning element facilitates locking and unlocking the wheel assembly to reorient it.

[0013] The wheel assembly may include a fastening member configured to be movable through a corresponding first opening in the wheel assembly attachment on the multi-purpose vehicle when the wheel assembly is in at least a second orientation, and wherein, when the wheel assembly is in at least a first orientation, the fastening member is configured to be engageable against an adjacent surface on the multi-purpose vehicle.

[0014] The fastening member may be arranged on the tensioning element and thus rotate therewith during reorientation of the wheel assembly.

[0015] The adjacent surface may be arranged on an elastic member configured to elastically deform upon engagement of the fastening member when the tensioning element provides the pre-tensioning force. Thus, the pre-tensioning force for attaching the wheel assembly and fastening the wheel assembly in at least the first and second orientations can be controlled to achieve a secure attachment while avoiding unnecessarily high material stresses. Thereby, the durability of the vehicle is improved.

[0016] The first opening may be arranged in the elastic member and a second opening may be provided in the wheel assembly attachment through which the first opening is accessible.

[0017] The fastening member may be movable through the second opening when the wheel assembly is in any orientation about the wheel assembly rotation axis, thereby facilitating ensuring that the wheel assembly is attached to the elastic member and does not erroneously abut against any other surface in the second opening. The second opening is arranged outside the first opening.

[0018] The wheel of the wheel assembly may be arranged in a caster configuration such that the wheel is rotatable relative to the base about a second wheel rotation axis. The multi-purpose vehicle may also include a rotation locking mechanism including a locking member that may engage in a corresponding first locking recess such that rotation of the wheel about the second wheel rotation axis is prevented, wherein the locking member is configured to automatically engage in the first locking recess at least when the wheel assembly is in a third orientation that is separated from the first position by an angle of about 180°, and to automatically disengage from the first locking recess at least when the wheel assembly is in the first orientation. Thus, by reorienting the wheel assembly, the wheel will be automatically locked and unlocked for rotation about the second wheel rotation axis. When the wheel assembly is in the third orientation (i.e., stowed), the wheel does not rotate about the second wheel rotation axis, which reduces the risk of the wheel blocking and interfering with the use of the vehicle.

[0019] The locking member can be configured to automatically engage in the first locking recess and automatically disengage from the first locking recess by gravity.

[0020] The locking member can include a plurality of anti-friction elements, and / or wherein the locking member is made of a material having a density between 3 g / cm 3 and 15 g / cm 3 , preferably between 6 g / cm 3 and 8 g / cm 3 , so as to improve the automatic locking function of the rotary locking mechanism. The locking member provided with anti-friction elements reduces the risk of adverse effects caused by, for example, dirt, which may cause the locking member to jam.

[0021] In a second aspect, a method for reconstructing the multi-purpose vehicle of the first aspect is provided, the method including:

[0022] - adjusting the reorientation locking mechanism of the wheel assembly,

[0023] - arranging the wheel assembly in a first orientation relative to the axis of rotation (A3) of the wheel assembly corresponding to the use state, and / or

[0024] - arranging the wheel assembly in a second orientation corresponding to the state in which the wheel assembly can be released from the multi-purpose vehicle, and / or

[0025] - arranging the wheel assembly in a third orientation corresponding to the stowed state of the wheel assembly. Description of the Drawings

[0026] With reference to the accompanying drawings, embodiments of the present invention cited as examples are described in more detail below.

[0027] In the drawings:

[0028] Figure 1 A perspective view of the multi-purpose vehicle is disclosed.

[0029] Figure 2a and Figure 2b A detailed perspective view of the multi-purpose vehicle and the wheel assembly is disclosed.

[0030] Figure 3 A detailed perspective view of the multi-purpose vehicle having the wheel assembly in the third orientation is disclosed.

[0031] Figure 4 A perspective view of the wheel assembly is disclosed.

[0032] Figure 5 An exploded view of the wheel assembly is disclosed.

[0033] Figure 6 A perspective view of a wheel assembly is disclosed.

[0034] Figure 7a A detailed perspective view of a wheel assembly attachment is disclosed.

[0035] Figure 7b A detailed perspective view of a wheel assembly is disclosed.

[0036] Figure 7c A detailed perspective view of a wheel assembly attachment is disclosed.

[0037] Figure 8 A top view of a wheel assembly with a tensioning element in a retracted state is disclosed.

[0038] Figure 9 A top view of a wheel assembly with a tensioning element in an extended state is disclosed.

[0039] Figure 10 A side view of a wheel assembly is disclosed.

[0040] Figure 11 A perspective view of a wheel fork of a wheel assembly is disclosed.

[0041] Figure 12 A detailed bottom view of the base of a wheel assembly is disclosed

[0042] Figure 13 A perspective view of a locking member is disclosed.

[0043] Figures 14a to 14e Steps of a method for reconstructing a multi-purpose vehicle are disclosed.

[0044] Figure 15 A schematic flowchart of a method for reconstructing a multi-purpose vehicle is disclosed.

[0045] The accompanying drawings illustrate illustrative exemplary embodiments of the present invention and are therefore not necessarily drawn to scale. It should be understood that the embodiments shown and described are exemplary and the present invention is not limited to these embodiments. It should also be noted that some details in the drawings may be exaggerated for better description and illustration of the present invention. Unless otherwise specified, like reference numerals refer to like elements throughout the specification. Detailed Description

[0046] The teachings herein will be described more fully hereinafter with reference to the accompanying drawings, in which certain embodiments are shown. Throughout the drawings, like numbers refer to like elements.

[0047] Figure 1 , Figure 2a and Figure 2bPerspective views of a multi - purpose vehicle 100 with wheel assemblies 200 in a first orientation and in a second orientation are respectively disclosed. The vehicle 100 according to the teachings herein should be construed as, for example, towable by a bicycle and convertible to be used as a baby stroller and / or a bicycle trailer for towing by a person wearing a harness. Thus, the multi - purpose vehicle 100 enables at least one of the wheels 104, 204 of the vehicle 100 to be reconfigured. For example, when the vehicle 100 is used as a bicycle trailer, at least one of the wheels 104, 204 of the vehicle 100 can be removed from the vehicle 100 as needed. In some embodiments, all of the wheels 104, 204 of the vehicle 100 can be removed from the vehicle 100. The vehicle 100 is shown as a four - wheeled vehicle 100 having two front wheels 204 and two rear wheels 104, with the rear wheels 104 being larger than the front wheels 204. However, it should be recognized that the teachings herein can also be applied to, for example, a three - wheeled vehicle having only one front wheel.

[0048] As shown, the multi - purpose vehicle 100 can include a chassis 106, which forms the load - bearing structure of the vehicle 100. The chassis 106 can be made of a metal material such as aluminum and / or a plastic material, and enables the vehicle 100 to be collapsed into a folded state that occupies less space. The vehicle 100 can also be provided with a cover 102, which forms a compartment for accommodating one or more passengers and / or cargo / pets, etc. The cover 102 can be formed by one or more parts of fabric and / or plastic material, and can be detachably attached to the chassis 106.

[0049] As Figure 1 、 Figure 2a and Figure 2b Further shown, at least one wheel 204 of the multi - purpose vehicle 100 forms part of a wheel assembly 200. The wheel assembly 200 should be construed as an independent unit that can be detachably connected by re - orientation relative to the multi - purpose vehicle 100. In a preferred embodiment, the multi - purpose vehicle 100 can include two wheel assemblies 200, which form the front - wheel pair of the four - wheeled multi - purpose vehicle 100.

[0050] Each wheel assembly includes a base 202, and the wheel 204 of the wheel assembly 200 can rotate relative to the base about at least a first wheel rotation axis A1. The first wheel rotation axis A1 of each wheel assembly 200 forms the axis about which the associated wheel 204 rotates when the multi - purpose vehicle 100 is in motion, i.e., it is the central axis of the wheel 204.

[0051] Each wheel assembly 200 is configured to be arranged relative to the multi - purpose vehicle 100 such that the wheel 204 of the wheel assembly 200 is arranged relative to the wheel - assembly rotation axis A3 in such asFigure 1 At least a first orientation of the use state shown. The use state should be interpreted as being oriented together with the wheels 204 of the multi-purpose vehicle 100, which are arranged such that they are configured to carry at least a part of the load of the vehicle 100. The wheel assembly rotation axis A3 is the axis about which the wheel assembly can be reoriented to reconfigure the multi-purpose vehicle 100 to suit its different purposes.

[0052] In addition, as Figure 2a shown, each wheel assembly 200 can be configured to be positioned in a second orientation relative to the wheel assembly rotation axis A3. As Figure 2b shown, the wheel assembly 200 in its second orientation can be loosened from the multi-purpose vehicle 100 and connected to the multi-purpose vehicle. Figure 1 The first orientation shown is separated from the second orientation by a second orientation angle of the wheel assembly 200 about the wheel assembly rotation axis A3. As Figure 2a and Figure 2b shown, the second orientation can be separated from the first orientation by an angle between 30° and 120°, preferably by an angle of about 90°. When the wheel assembly 200 is in the second orientation, the wheel assembly can be removed from the multi-purpose vehicle 100 and attached to the multi-purpose vehicle.

[0053] As Figure 3 shown, each wheel assembly 200 can be configured to be arranged in a third orientation about the wheel assembly rotation axis A3. The third orientation is separated from the first orientation by a third orientation angle of the wheel assembly 200 about the wheel assembly rotation axis A3. When in the third orientation, the wheel assembly 200 is arranged in a retracted state. The retracted state should be interpreted as an orientation in which the wheels 204 of the wheel assembly 200 are not configured to carry the load of the multi-purpose vehicle 100. As Figure 3 shown, the third orientation can be separated from the first orientation by an angle of about 180°. The wheel assembly 200 is configured to be fastened when in the third orientation such that the orientation of the wheel assembly 200 cannot be accidentally changed.

[0054] The wheel assembly 200 can also be configured to be arranged in the first orientation as defined herein, the second orientation as defined herein, and the third orientation as defined herein. It should also be recognized that the second orientation is defined as the orientation in which the wheel assembly can be loosened from the multi-purpose vehicle 100. Thus, more than one second orientation can be provided when the wheel assembly 200 rotates 360° about the wheel assembly rotation axis A3. Similarly, it should be recognized that the third orientation is defined as the orientation in which the wheel assembly 200 is retracted. Therefore, more than one third orientation can be provided when the wheel assembly 200 rotates 360° about the wheel assembly rotation axis A3.

[0055] In addition, in one embodiment including a first orientation, a second orientation, and a third orientation of the wheel assembly, the angle about the wheel assembly rotation axis A3 by which each second orientation is separated from the first orientation is different from the angle about the wheel assembly rotation axis A3 by which each third orientation is separated from the first orientation.

[0056] The wheel assembly 200 can be configured to be attached to a wheel assembly attachment 108 formed on the vehicle 100. The wheel assembly attachment 108 can be formed as an integral part of the chassis 106 and / or as a separate part connected to the chassis such that it enables the weight of the vehicle 100 to be transferred to the wheel assembly 200 via the wheel assembly attachment 108.

[0057] Figure 4 A perspective view of the wheel assembly 200 is disclosed. As described above, each wheel assembly includes a base 202. The base 202 forms the portion of the wheel assembly 100 that is configured to be connected to the multi-purpose vehicle 100. The base 202 can be formed of plastic material and / or metal material as would be appreciated by those skilled in the art.

[0058] The wheel 204 of the wheel assembly 200 can be connected to the base 202 in a caster configuration, and the wheel assembly 200 further includes a fork 208 to which the wheel 204 is mounted. The fork 208 is preferably rotatably mounted to the base 202 such that the fork 208 and the associated wheel 204 can rotate relative to the base 202 about a second wheel rotation axis A2.

[0059] Figure 5FIG. 0 shows an exploded view of the wheel assembly 200 illustrating how the wheel fork 208 can be connected to the base 202. As shown, a shaft 216 can be provided that is connected to the wheel fork 208 and also to a bearing 218 disposed in a corresponding opening 220 in the base 202. As the wheel fork 208 rotates relative to the base 202 about a second wheel rotation axis A2, the bearing 218 can reduce friction. The bearing can be a radial ball bearing or another type of bearing known to those skilled in the art suitable for this purpose. The shaft 216 can be rotationally fixed relative to the wheel fork 208 such that this rotation is achieved by the bearing 218 in the base 202. Alternatively, a bearing (not shown) can also be provided between the shaft 216 and the wheel fork 208 to also achieve relative rotation between the shaft 216 and the wheel fork 208. In one embodiment, the bearing 218 is provided in the wheel fork 208 while the shaft 216 is arranged to be rotationally fixed relative to the base 202. Since the entire wheel assembly 200 can be reoriented relative to the multi-purpose vehicle 100 and / or removed from the multi-purpose vehicle, it is not necessary to remove the wheel fork 208 from the base 202 during normal use. The bearing 218 and the shaft 216 will thus be less affected by the surrounding environment and thus less affected by dirt or debris, which reduces wear of the bearing 218 and improves durability.

[0060] Figure 6 FIG. 4 shows a perspective view of the wheel assembly 200. As Figure 6 shown, the wheel assembly 200 can include a tensioning element 210 that can be connected to a lever 206. The lever 206 is configured to effect axial movement of the tensioning element 210. In addition to the foregoing, the tensioning element 210 can also be regarded as a reorientation locking mechanism 210 that locks the wheel assembly in each orientation and unlocks the wheel assembly 200 such that its orientation can be changed.

[0061] Since the wheel assembly 200 can be configured to rotate about the tensioning element 210, the axial extension of the tensioning element 210 defines a wheel assembly rotation axis A3. Further, the tensioning element 210 is configured to be axially reciprocated along the wheel assembly rotation axis A3 by corresponding movement of the lever 206. The tensioning element 210 is configured to provide a pre-tensioning force between the base 202 and the wheel assembly attachment 108 on the multi-purpose vehicle 100 in a direction pressing the base 202 against the wheel assembly attachment 108. The tensioning element 210 thus has a retracted state and an extended state, as will be described in further detail below.

[0062] In addition, as Figure 6Further shown, the base 202 may be provided with at least one protrusion 214, which is arranged to protrude towards the multi-purpose vehicle 100. Preferably, two protrusions 214 are provided, one on each side of the tensioning element 210. Each protrusion 214 is configured to cooperate and engage with a corresponding recess 110 (shown in Figure 7a ), in the wheel assembly attachment 108, thereby forming a locking effect to prevent relative rotation between the base 202 and the wheel assembly attachment 108 when the tensioning element 210 is in the retracted state. Since the protrusions 214 and the corresponding recesses 110 will absorb or at least reduce any rotational force applied to the wheel assembly 200, the mutual engagement of each protrusion 214 and each recess 110 reduces the stress on the tensioning element 210.

[0063] In Figure 6 Further shown, the wheel assembly 200 may include a fastening member 212. The fastening member 212 is preferably arranged on and protrudes from the tensioning element 210. In a preferred embodiment, the fastening member 212 may be arranged such that it is rotationally fixed relative to the base 202, and thus rotates with the base as the wheel assembly 200 is reoriented from the first orientation to the second orientation and / or the third orientation, or vice versa.

[0064] As shown, the fastening member 212 may be arranged and configured such that it protrudes to the circumferential outside of the adjacent circumferential surface of the tensioning element 210, and the fastening member 212 is configured to be arranged to engage against the adjacent surface 116, whereby the tensioning element 210 provides a pre-tensioning force when the wheel assembly 200 is in at least the first orientation and optionally in the third orientation.

[0065] The fastening member 212 is shown as being substantially rectangular in shape. However, it should be recognized that the fastening member 212 may also be in other shapes. The fastening member 212 is configured to be movable through a corresponding first opening 114 (shown in Figure 7a ) in the wheel assembly attachment 108 on the multi-purpose vehicle when the wheel assembly 200 is in at least the second orientation. See Figure 7a , the first opening 114 corresponding to the fastening member 212 should be interpreted as the first opening 114 and the fastening member 212 being formed with each other such that the wheel assembly 200 can be fastened when in its first orientation and loosened when in the second orientation and / or fastened when in the third orientation of the wheel assembly 200. Thus, various shapes of the first opening 114 and the fastening member 212 may be within the scope of the present disclosure.

[0066] When the fastening member 212 is in at least the first orientation of the wheel assembly 200, it is configured to be able to engage against the adjacent surface 116 on the multi-purpose vehicle, as Figure 7bAs shown, the adjacent surface 116 is arranged away from the base 202 of the wheel assembly 200 and is preferably arranged inside the wheel assembly attachment 108.

[0067] As Figure 7b shown, the adjacent surface 116 can be arranged on the elastic member 112. The elastic member 112 can be formed by a spring element such as a leaf spring. In Figure 7b it, the elastic member 112 is isolated from the wheel assembly attachment 108 for illustrative purposes of its function and the engagement of the fastening member 212. It is also conceivable that the elastic member is formed of an elastic plastic material and / or a polymeric material. The elastic member 112 will provide a reliable pre-tensioning force through elastic deformation when engaged with the fastening member 212 while reducing the risk of forming any undesirable material stress due to the contact between the fastening member 212 and the adjacent surface 116.

[0068] As described above, the elastic member 112 is configured to elastically deform through the engagement of the fastening member 212 when the tensioning element 210 provides a pre-tensioning force. The elastic member 112 can also be integrally formed with the wheel assembly attachment 108, or as Figure 7a and Figure 7b shown, can be formed separately.

[0069] In Figure 7a and Figure 7b further shown, the first opening 114 can be arranged in the elastic member 112, and the first opening 114 is configured to receive the tensioning element 210 including the fastening member 212.

[0070] In addition, in Figure 7a and Figure 7c it is illustrated how the second opening 120 can be provided in the wheel assembly attachment 108, through which the first opening 114 can be accessed. In Figure 7c it, for clarity, the elastic member 112 is omitted. The fastening member 212 can be movable through the second opening 120 when the wheel assembly 200 is in any orientation about the wheel assembly rotation axis A3. The second opening 120 can be formed in the wheel assembly attachment 108 as an integral part thereof. The wheel assembly attachment 108 can be formed of a plastic material and / or a metal material. The second opening 120 configured such that the fastening member 212 can pass through when the wheel assembly 200 is in any orientation about the wheel assembly rotation axis A3 facilitates attaching the wheel assembly 200 to the multi-purpose vehicle 100. In addition, the risk of incorrectly attaching the wheel assembly 200 to the multi-purpose carrier 100 is reduced, for example, in an orientation where the fastening member 212 does not contact the adjacent surface 116 on the elastic member 114 but directly abuts against the wheel assembly attachment 108.

[0071] In addition, asFigure 7c As shown, the wheel assembly attachment 108 may include a bottom cavity 122 disposed behind the resilient member 112. The cavity 122 is configured such that the fastening member 122 can rotate therein.

[0072] In addition, as Figure 7b and Figure 7c shown, the tensioning element 210 may be provided with a support member 242. Preferably, the support member 242 is arranged to project coaxially with the wheel assembly rotation axis A3 on the side of the tensioning element 210 where the designed face faces the wheel assembly attachment 108. The support member 242 is configured to cooperate with the support recess 124, as Figure 7c shown, such that it is conducive to rotating the wheel assembly 200 about the wheel assembly rotation axis A3. This helps the user to reorient the wheel assembly 200. In one embodiment, when the support member 242 is disposed in the support recess 124, only the fastening member 212 can rotate relative to the wheel assembly attachment 108. More specifically, unless the support member 242 is aligned with the support recess 124, the fastening member 212 cannot fully move through the first opening 114 in the resilient member 112 and will thus come into contact with the first opening 114 when the wheel assembly 200 rotates. In addition, when the wheel assembly 200 is not arranged in the second orientation, the contact between the resilient member 112 abutment surface 116 and the fastening member 212 can prevent the support member 242 from being removed from the support recess 124. Therefore, the support member 242 and the support recess 124 together with the fastening member 212 and the resilient member 112 guide the wheel assembly 200 to rotate about the wheel assembly rotation axis A3 and, when it rotates between the first orientation and the third orientation of the wheel assembly 200, maintain the correct alignment of the wheel assembly 200 with the wheel assembly attachment 108. When the wheel assembly 200 rotates with the support member 242 located in the support recess 124, the fastening member 212 rotates unrestrictedly in the bottom cavity 122 of the wheel assembly attachment 108 and preferably does not contact the wall along the perimeter of the bottom cavity 122.

[0073] Figure 8 and Figure 9 show a top view of the wheel assembly 200. In Figure 8 , a wheel assembly 200 with a tensioning element 210 in a retracted state controlled by a lever 206 is shown. The lever 206 can pivot about the lever rotation axis A4 for placing the tensioning element 210 in a retracted state or an extended state, as Figure 9As shown. The lever 206 is pivotally connected to the tensioning element 210 along a lever rotation axis A4. The lever 206 includes a first contact surface 224, and the perpendicular distance from this first contact surface to the lever rotation axis A4 defines the retracted state of the tensioning element 210. When the tensioning element 210 is in the retracted state, the first contact surface 224 is arranged to contact the lever abutment surface 228 on the base 202. In addition, the lever 206 includes a second contact surface 226, which is angularly offset from the first contact surface 224 about the lever rotation axis A4. The perpendicular distance from the second contact surface 226 to the lever rotation axis A4 defines the extended state of the tensioning element 210 and is thus shorter than the corresponding distance between the first contact surface 224 and the lever rotation axis A4. When the tensioning element 210 is in the retracted state, the second contact surface 226 is arranged to contact the lever abutment surface 228 on the base 202.

[0074] In addition, as Figure 9 shown, a biasing member 230 can be provided between the tensioning element 210 and the base 202. The biasing member 230, which can be formed by a helical spring or another element with a similar function, is configured to bias the tensioning element 210 towards the extended position. The biasing member 230 thus facilitates maintaining contact between the lever 206 and the lever abutment surface 228 during movement of the lever 206 and thus facilitates controlling the movement of the lever 206. In addition, when the lever 206 is in the corresponding position where the second contact surface 226 contacts the lever abutment surface 228, since the biasing member 230 holds the tensioning element 210 in the extended state, the biasing member facilitates attaching the wheel assembly 200 to the multi-purpose vehicle 100 and removing it from the multi-purpose vehicle without user interaction.

[0075] Figure 10 A side view of the wheel assembly 200 as viewed from the side facing the multi-purpose vehicle 200 from the designed side is shown. Illustrated is how the wheel assembly 200 is configured to rotate from Figure 10 the first orientation shown to the second orientation shown in FIG. 2 and / or rotate to the third orientation as shown in Figure 3 wherein the wheel 204 of the wheel assembly 200 only moves vertically upward along the path defined by Figure 10The arcuate movement indicated by the arrow. In this way, the wheel assembly 200 can be brought from the first orientation to the second orientation and / or the third orientation, and vice versa, without having to lift the multi-purpose vehicle 100. This is particularly important when the multi-purpose vehicle 100 is connected to a bicycle by means of a towing bar, as lifting the multi-purpose vehicle 100 in such cases may cause the bicycle to tip over. Therefore, since the wheel assembly 200 can be removed or stowed after a connection has been established between the bicycle and the multi-purpose vehicle 100, providing the wheel assembly 200 according to the foregoing facilitates connecting the multi-purpose vehicle 100 to the bicycle. Thus, since the wheel assembly 200 can be removed / connected and stowed without having to lift any part of the vehicle 100, the user does not have to support the weight of the multi-purpose vehicle 100 during the process of connecting the vehicle 100 to the bicycle or disengaging the vehicle from the bicycle.

[0076] will be referred to hereinafter with reference to Figures 11 to 13 , wherein Figure 11 shows a perspective view of the fork 208 of the wheel assembly 200, Figure 12 shows a detailed bottom view of the base 202 of the wheel assembly 200, and Figure 13 shows a perspective view of the locking member 232. The wheel assembly 200 may be provided with a rotational locking mechanism 240. The rotational locking mechanism 240 is configured to prevent the wheel 204 (more specifically, the fork 208) from rotating relative to the base 202 about a second wheel rotation axis A2 at least when the wheel assembly 200 is in a third orientation that is separated from the first orientation by approximately 180°. Thus, when the wheel assembly 200 is in or near the third position, the rotation of the wheel 204 and / or the fork 208 about the second wheel rotation axis A2 can be automatically locked. This facilitates placing the wheel assembly 200 in the stowed position and reduces the risk of the wheel 204 protruding outside the perimeter of the vehicle 100.

[0077] The rotational locking mechanism 240 is further configured to automatically disengage when the wheel assembly 200 is arranged at least in the first orientation, such that the wheel 204 and the fork 208 can rotate and turn about the second wheel rotation axis A2.

[0078] The rotational locking mechanism 240 may include a locking member 232 that can engage in a corresponding first locking recess 236 such that rotation of the wheel 204 and / or the fork 208 about the second wheel rotation axis A2 is prevented. The locking member 232 is configured to automatically engage in the first locking recess 236 at least when the wheel assembly is in the third orientation and to automatically disengage from the first locking recess 236 at least when the wheel assembly 200 is in the first orientation.

[0079] As shown, the locking member 232 can be configured to extend around the second wheel rotation axis A2. The shape and / or arrangement structure of the locking member 232 prevents the wheel fork 208 from rotating by cooperating with the first locking recess 236. For example, the locking member 232 and the corresponding first locking recess 236 can be circular, but are arranged radially offset with respect to the second wheel rotation axis A2. In addition, the locking member 232 and the corresponding first locking recess 236 can have a non-circular shape as shown in Figures 11 to 13 such that the locking member 232 can only be arranged in the first locking recess 236 when the wheel 204 / wheel fork 208 and the base 202 are in a relative orientation. The locking member 232 can also be in the form of a pin that is offset with respect to the rotation axis A2.

[0080] The locking member 232 is configured to rotate with the wheel 204 and / or with the wheel fork 208 around the second wheel rotation axis A2. As shown in Figure 11 the locking member 232 can be arranged in the second locking recess 234, and the second locking recess 234 is arranged in the wheel fork 208. The second locking recess 234 is configured to receive the locking member 232 such that it does not engage with the first locking recess 236 when the wheel assembly 200 is at least in the first orientation. The second locking recess 234 can be configured to have a depth that is substantially corresponding to or greater than the height of the locking member 232 such that the locking member 232 does not protrude outside the second locking recess 234 when fully inserted therein.

[0081] The first locking recess 236 is configured to partially receive the locking member 232 such that the locking member 232 is configured to be arranged to engage with both the first locking recess 236 and the second locking recess 234 at least when the wheel assembly 200 is in the third orientation. Preferably, the depth of the first locking recess 236 is less than the height of the locking member 232 as measured along the second wheel rotation axis A2. Therefore, even when the locking member 232 is fully inserted into the first locking recess 236, the locking member 232 does not move out of engagement with the second locking recess 234.

[0082] Preferably, the locking member 232 is configured to automatically engage in and disengage from the first locking recess 236 by gravity. Thus, when gravity overcomes the frictional force between the locking member 232 and the second locking recess 234, the locking member 232 moves out of the second locking recess 234. When the relative orientation of the wheel 204 and / or the wheel fork 208 and the base 202 around the second wheel rotation axis A2 aligns the first locking recess 236 and the second locking recess 234, the locking member 232 moves into the first locking recess 236.

[0083] To facilitate the movement of the locking member 232 induced by gravity, a plurality of anti-friction elements 238 may be provided for the locking member 232. The anti-friction elements 238 may be distributed around the inner and / or outer periphery of the locking member 232. Each anti-friction element 238 is formed by a protrusion which preferably has an extension in the direction of inserting the locking member 232 into each of the first locking recess 236 and the second locking recess 234. The anti-friction elements 238 reduce the contact surfaces between the locking member 232 and the first locking recess 236 and the second locking recess 234 respectively, thus reducing the holding force generated due to the friction between the locking member 232 and the base 202. The anti-friction elements 238 further reduce the risk of dirt wedging between the locking member 232 and the first locking recess 236 and the second locking recess 234 respectively.

[0084] The locking member 232 may be made of a material with a density between 3 g / cm 3 and 15 g / cm 3 and preferably between 6 g / cm 3 and 8 g / cm 3 The locking member 232 may be made of a metallic material such as zinc. Of course, other materials such as plastic materials and / or composite materials are also considered.

[0085] Figures 14a to 14e Together with Figure 15 An example of a method 1000 for reconstructing a multi-purpose vehicle 100 according to the teachings herein is illustrated. The method 1000 includes adjusting 1002 a wheel assembly locking mechanism 210 such as a tensioning element 210 of a wheel assembly 200, arranging 1004 the wheel assembly 200 in a first orientation relative to the wheel assembly rotation axis A3 corresponding to the use state, arranging 1006 the wheel assembly 200 in a second orientation corresponding to a state in which the wheel assembly 200 can be released from the multi-purpose vehicle 100 and / or arranging 1008 the wheel assembly 200 in a third orientation corresponding to a stowed state of the wheel assembly 200. The first orientation is separated from the second and third orientations by an angle of the wheel assembly about the wheel assembly rotation axis A3.

[0086] The first orientation of the wheel assembly 200 is illustrated in Figure 14a and is the orientation of the wheel assembly 200 belonging to the use state of the vehicle 100 (i.e., when the vehicle 100 is to be used to carry a load at least partially supported by the wheel assembly 200).

[0087] The second orientation in which the wheel assembly 200 can be released from the multi-purpose vehicle 100 is illustrated in Figure 14bIn which, the wheel assembly 200 rotates between 30° and 120° about the wheel assembly rotation axis A3, preferably rotating approximately 90° from the first orientation. It should be appreciated that, by definition, the second orientation can also be arranged to rotate approximately 180° from the Figure 14b orientation shown, i.e., such that the wheel 204 is arranged in front of the base 202. In other words, more than one second orientation can be provided. As Figure 14c shown, arranging the wheel assembly 200 in the second orientation 1006 may also include releasing / connecting 1006a the wheel assembly 200 of the vehicle 100. When arranged in the second orientation, the wheel assembly 200 can be released / connected to the vehicle 100 by a lateral movement as Figure 14c shown.

[0088] Figure 14d Illustrates the wheel assembly arranged 1008 in the third orientation, the third orientation of the wheel assembly 200 being separated from the first position by an angle of approximately 180°. When in the third orientation, the wheel assembly 200 is in the stowed position as described above.

[0089] Arranging the wheel assembly in the third orientation 1008 may also include locking 1008a the wheel 204 to prevent it from rotating about the second wheel rotation axis A2, as Figure 14d and Figure 14e shown. Locking 1008a the wheel 204 to prevent it from rotating may include arranging the wheel 204 in a predetermined orientation about the second wheel rotation axis A2 such that the engagement rotation locking mechanism 240 is engaged, as outlined in the description previously associated with Figures 11 to 13 and thus preventing the wheel 204 and / or the wheel fork 208 from further rotating about the second wheel rotation axis A2. Correspondingly, the rotation locking mechanism 240 can be configured to automatically disengage once the wheel assembly 200 is oriented close to or in the first orientation, such that the wheel 204 / wheel fork 208 can rotate about the second wheel rotation axis A2.

[0090] Adjustment 1002 of the reorientation locking mechanism 210 of the wheel assembly 200 can be performed before / during / after each change in orientation, as described previously in connection with Figure 8 and Figure 9 the description. More specifically, adjusting 1008 the reorientation locking mechanism 210 may include placing the tension element 210 in a retracted state before changing from the first orientation of the wheel assembly 200 to the second orientation and / or the third orientation and from the third orientation of the wheel assembly 200 to the second orientation and / or the first orientation. Adjusting 1008 the reorientation locking mechanism 210 may also include placing the tension element 210 in a retracted state when the wheel assembly 200 has reached any one of the first orientation and the third orientation, thereby preventing the wheel assembly 200 from accidentally changing its orientation about the wheel assembly rotation axis A3.

[0091] It should be understood that the present invention is not limited to the embodiments shown in the above and the drawings; on the contrary, those skilled in the art will recognize that many changes and modifications can be made within the scope of the appended claims.

Claims

1. A multi-purpose vehicle (100), the multi-purpose vehicle being configured to transport one or more passengers and / or goods by pushing or pulling the vehicle (100), the multi-purpose vehicle (100) comprises: - a chassis (106), the chassis forming a load-bearing structure of the vehicle (100), - at least three wheels (104, 204), the at least three wheels being associated with the chassis (106), wherein at least one wheel (204) forms part of a wheel assembly (200) including a base (202), the wheel (204) being rotatable relative to the base about at least a first wheel rotation axis (A1), wherein the wheel assembly (200) is configured to be arranged relative to the multi-purpose vehicle (100) in at least a first orientation in which the wheel (204) of the wheel assembly (200) is arranged in a use state relative to a wheel assembly rotation axis (A3), and in a second orientation and / or a third orientation about the wheel assembly rotation axis (A3), the first orientation being separated from the second orientation by an angle of the wheel assembly (200) about the wheel assembly rotation axis (A3) and / or the first orientation being separated from the third orientation by an angle of the wheel assembly (200) about the wheel assembly rotation axis (A3), and wherein the wheel assembly (200) in its said second orientation is releasable from the multi-purpose vehicle (100), and / or wherein the wheel assembly (200) in its said third orientation is in a stowed state.

2. The multi-purpose vehicle (100) according to claim 1, wherein, the first orientation and the second orientation of the wheel assembly (200) are separated by an angle between 30° and 120°, preferably by an angle of about 90°.

3. The multi-purpose vehicle (100) according to claim 1 or 2, wherein, the third orientation of the wheel assembly (200) is separated from the first position by an angle of about 180°.

4. The multi-purpose vehicle (100) according to any one of the preceding claims, wherein, the wheel assembly (200) is configured to rotate from a first position to a second position and / or to a third position, wherein the wheel (204) of the wheel assembly (200) moves only along an arc in the vertically upward direction.

5. The multi-purpose vehicle (100) according to any one of the preceding claims, wherein, the wheel assembly (200) includes a tensioning element (210), the tensioning element (210) being configured to provide a pre-tensioning force between the base (202) and the wheel assembly attachment (108) in a direction pressing the base (202) against a corresponding wheel assembly attachment (108) on the multi-purpose vehicle (100).

6. The multi-purpose vehicle (100) according to any one of the preceding claims, wherein, The wheel assembly (200) includes a fastening member (212) configured to be movable through a corresponding first opening (114) in a wheel assembly attachment (108) on the multi-purpose vehicle (100) when the wheel assembly (200) is in at least the second orientation, and wherein, when the wheel assembly (200) is in at least the first orientation, the fastening member (212) is configured to be engageable against an adjacent surface (116) on the multi-purpose vehicle (100).

7. The multi-purpose vehicle (100) according to claim 6 when dependent on claim 5, wherein, the fastening member (212) is arranged on the tensioning element (210).

8. The multi-purpose vehicle (100) according to claim 7 or 6 when dependent on claim 5, wherein, the adjacent surface (116) is arranged on an elastic member (112) configured to elastically deform upon the engagement of the fastening member (212) when the tensioning element (210) provides the pre-tensioning force.

9. The multi-purpose vehicle (100) according to claim 8, wherein, the first opening (114) is arranged in the elastic member (112) and a second opening (120) is provided in the wheel assembly attachment (108) through which the first opening (114) is accessible.

10. The multi-purpose vehicle (100) according to claim 9, wherein, the fastening member (212) is movable through the second opening (120) when the wheel assembly (200) is in any orientation about the wheel assembly rotation axis (A3).

11. The multi-purpose vehicle (100) according to any one of the preceding claims, wherein, the wheel (204) of the wheel assembly (204) is arranged in a caster configuration such that the wheel (204) is rotatable relative to the base (202) about a second wheel rotation axis (A2).

12. The multi-purpose vehicle (100) according to claim 11, the multi-purpose vehicle further comprising a rotation locking mechanism (240) including a locking member (232) engageable in a corresponding first locking recess (236) to prevent rotation of the wheel (204) about the second wheel rotation axis (A2), wherein, the locking member (232) is configured to automatically engage in the first locking recess (236) at least when the wheel assembly (200) is in a third orientation at an angle of about 180° apart from the first orientation and to automatically disengage from the first locking recess (236) at least when the wheel assembly (200) is in the first orientation.

13. The multi-purpose vehicle (100) according to claim 12, wherein, the locking member (232) is configured to automatically engage in and disengage from the first locking recess (236) by gravity.

14. The multi-purpose vehicle (100) according to claim 12 or 13, wherein, the locking member (232) includes a plurality of friction-reducing elements (238), and / or wherein, The locking member (232) is made of a material with a density between 3 g / cm 3 and 15 g / cm 3 , preferably between 6 g / cm 3 and 8 g / cm 3 .

15. A method (1000) for reconfiguring a multi-purpose vehicle (100), the vehicle (100) being configured to transport one or more passengers and / or goods by pushing or pulling the vehicle (100), the multi-purpose vehicle (100) comprises: - a chassis (106) that forms a load-bearing structure of the vehicle (100), - at least three wheels (104, 204), the at least three wheels being associated with the chassis (106), wherein at least one wheel (204) forms part of a wheel assembly (200) including a base (202), the wheel (204) being rotatable relative to the base about at least a first wheel rotation axis (A1), wherein the wheel assembly (200) is configured to be arranged relative to the multi-purpose vehicle (100) in at least a first orientation of the wheel (204) of the wheel assembly (200) being in a use state relative to a wheel assembly rotation axis (A3) and in a second orientation and / or a third orientation about the wheel assembly rotation axis (A3), the first orientation being separated from the second orientation by an angle of the wheel assembly (200) about the wheel assembly rotation axis (A3) and / or the first orientation being separated from the third orientation by an angle of the wheel assembly (200) about the wheel assembly rotation axis (A3), and wherein the wheel assembly (200) in its second orientation is releasable from the multi-purpose vehicle (100), and / or wherein the wheel assembly (200) in its third orientation is in a stowed state, the method (1000) comprising the steps of: - adjusting (1002) a reorientation locking mechanism (210) of the wheel assembly (200), - arranging (1004) the wheel assembly (200) in a first orientation relative to the wheel assembly rotation axis (A3) corresponding to a use state, and / or - arranging (1006) the wheel assembly (200) in a second orientation corresponding to a state in which the wheel assembly (200) is releasable from the multi-purpose vehicle (100), and / or - arranging (1008) the wheel assembly (200) in a third orientation corresponding to a stowed state of the wheel assembly (200).

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