Human-powered multi-wheeled vehicle

Abstract

Muscle-powered two-wheeled vehicle which can be converted into a tricycle, comprising a pedal crank drive (3), a driver's seat (4), at least one luggage carrier, at least one rear wheel (8) connected to the vehicle frame (1) and at least one front wheel (7) connected thereto, as well as a handlebar (5), which operates without a wheelbase extending transmission linkage, characterized in that instead of a single front wheel (7), a front double wheel carrier with axle pivot steering and a tilting joint tilted backwards by at least 25 degrees to the horizontal is arranged in the area below a steering tube (10) and is supported on the vehicle frame (1) in the area between the steering tube (10) and a bottom bracket (13), wherein the axis of rotation (52) of the tilting joint consists of a rubber torsion spring (28b) and a pivot bearing (27b), which are arranged concentrically one behind the other.

Description

[0001] The invention relates to a muscle-powered two-wheeler that can be converted into a tricycle. Muscle-powered vehicles, in particular bicycles and tricycles, with a vehicle frame that allows the installation of a stable luggage rack and the integration of additional devices to improve driving stability with increased payload are known from the prior art. An extended bicycle frame that enables luggage transport on a rack arranged low between the bottom bracket and the front fork is known, for example, from US 592 886 A. In the solution presented, the frame extension means that the rotation axis of the handlebars and the steering axis of the front fork are no longer concentric. This results in indirect steering that takes some getting used to. This also applies to the solution presented in CA 2 657 836 A1, which has an additional front steering head.

[0002] DE 42 15 283 A1 discloses an extended bicycle frame that also features a low-mounted luggage rack between the bottom bracket and the front wheel. To compensate for the frame extension, the handlebars are curved far back. This eliminates the need for a rod that transmits the steering movement to the front fork. However, due to the enormous pivoting movement of the handlebars, the bicycle rides like a "wheelbarrow," especially at low speeds. Furthermore, comfortable loading of the low-mounted luggage rack is limited.

[0003] DE 201 01 190 U1 and DE 31 38 789 A1 propose conversion kits that allow the rear of a single-track vehicle to be converted into a multi-wheeled vehicle for cargo transport. Since the conversion kits are not capable of cornering, ride comfort is limited.

[0004] DE 43 23 120 A1 discloses a bicycle that can be converted into a cornering, two-track cargo tricycle using attachments attached to the front wheel fork. The luggage rack is partially located between the bottom bracket and the front wheel fork, but for structural reasons, it cannot be used in a single-track configuration. Furthermore, the tilt joint of the converted tricycle lacks any features for stabilizing the vertical starting position, negating the added comfort and safety when transporting heavy loads. Furthermore, the entire front end is intended to function as a turntable. Such steering is difficult to handle when cornering on uneven terrain due to the lateral forces generated by the wide track width.

[0005] A tilting technology with axle-pivot steering, which utilizes the restoring forces of springs and, if necessary, also blocks the vehicle's inclination with hydraulic devices, is known from DE 600 12 319 T2. However, the proposed technical solution for stabilizing the horizontal starting position is very complex and expensive, and results in a relatively high vehicle weight. Furthermore, it is not possible to right the vehicle in an inclined position, for example, to stop at a traffic light, using a suitable lever device.

[0006] In contrast, patent DE 36 11 417 A1 presents a tilting tricycle on which the horizontal starting position is stabilized with foot levers, but this solution is not suitable for muscle-powered vehicles with pedal cranks.

[0007] US 2008 / 0 197 597 A1 proposes a solution in which the tilting vehicle is raised using manually operated pull levers. It is doubtful that the muscle power of an average driver is sufficient for the described function.

[0008] Disc brakes are also known from the general state of the art, which are used to lock various tilting devices on recumbent bicycles. However, with a greater distance between the rider's seat and the tilting joint, the torque that must be held by the brake increases, which precludes the use of standard bicycle brakes. Furthermore, this solution does not allow the vehicle to return to its original vertical position. The rider must therefore remove their feet from the pedals when stopping, which would invalidate a significant argument for the use of multi-track, human-powered vehicles.

[0009] The new invention is therefore based on the task of designing a cost-effective, modular, muscle-powered vehicle on which interchangeable transport containers can be easily exchanged and which can be adapted to bulky loads by means of tilting double wheel carriers, while largely retaining the familiar and good-natured handling of a bicycle.

[0010] According to the invention, the object is achieved by the features of patent claims 1 to 4. The core of the invention is therefore the idea that the axis of rotation of the handlebar is inclined backwards at a shallower angle than 69 degrees to the horizontal and that supporting frame tubes are arranged off-center in the area between the bottom bracket and the steering tube in order to create space for the attachment of a transport container with a low center of gravity, with the shortest possible distance between the driver's seat and the handlebar and collision-free movement of a centrally arranged front wheel.

[0011] And that the lower horizontal frame tube has a central course in the area of ​​the bottom bracket and only runs off-center near the collision area of ​​a centrally positioned front wheel, so that when a removable trolley case is inserted, it does not form an interfering contour for the wheels facing the bottom bracket.

[0012] And that instead of a single rear wheel, a rear double wheel carrier is arranged on the vehicle frame, which has two rear wheel swing arms which are moved in opposite directions via a compensating rocker, the rotational movement of the compensating rocker being damped by a torsion spring, and a rotatably mounted, manually operated lever is provided which has a contact surface parallel to its axis of rotation which presses on the compensating rocker in order to align it parallel to the axis of rotation of the lever.

[0013] And that in the area below the steering tube, instead of a single front wheel, there is a front double wheel carrier with axle pivot steering and a tilt joint tilted backwards by at least 25 degrees to the horizontal, which is supported on the vehicle frame in the area between the steering tube and the bottom bracket, whereby the axis of rotation of the tilt joint consists of a rubber torsion spring and a pivot bearing, which are arranged concentrically one behind the other.

[0014] The muscle-powered vehicle comprises a pedal crank drive, a driver's seat, at least one luggage carrier, at least one rear wheel connected to the vehicle frame and at least one front wheel connected thereto, as well as a handlebar which acts without a transmission linkage extending the wheelbase.

[0015] In addition to the features mentioned, the folding of the vehicle is possible by means of a folding joint, which represents an embodiment and should not be construed as a limitation of the invention.

[0016] In addition, the rear double wheel carrier, which replaces a single rear wheel, has two interconnected sprockets on the pivot axis of the rear swing arm. These sprockets bridge the center offset to the hub sprocket of a rear wheel mounted in the left rear swing arm in order to activate a pedal crank drive arranged on the left side of the vehicle frame. The rear double wheel carrier can be inserted into the dropouts of the vehicle frame and supported by the side stand mounting plate. Likewise, the front double wheel carrier, which replaces a single front wheel, can be inserted into the fork ends of a front fork. Instead of two front wheels, it can also have short skis, with a snow chain drive inserted into the dropouts of the vehicle frame instead of a single rear wheel. An auxiliary electric motor can also be provided in one of the wheels or at the bottom bracket.In this version, the corresponding battery is preferably located in the bottom of the interchangeable trolley case in order to supply its motorized wheels with energy if necessary.

[0017] The vehicle frame (1) of the muscle-powered vehicle preferably has a 20-inch front wheel (7) and a rear wheel (8), as well as a pedal crank drive (3), a driver's seat (4), and a handlebar (5) that acts directly, without a transmission linkage that increases the wheelbase. This means that the handlebar (5) and the front wheel fork (11) mounted in the steering tube (10) share a common axis of rotation, and no additional steering head is required in the front area.

[0018] Depending on the application, the vehicle can be expanded in several stages to become a four-wheeled vehicle with electric auxiliary drive by inserting innovative double wheel carriers into both the front wheel fork (11) and the rear dropouts (36a, b) of the vehicle frame (1). In further embodiments, the vehicle frame (1) also directly accommodates the double wheel carriers.

[0019] In Fig. 1 shows a bicycle which, in the lower part of the vehicle frame (1), which forms a luggage rack with its horizontal elements, accommodates a transport container designed as a trolley case (2). As shown in Fig. 2, the transport container can also be a permanently mounted shopping basket (6), the closed front of which acts as a splash guard to the front wheel (7) in the area below the steering tube (10), between the vertical frame tubes (9a, b). As shown in Fig. As shown in Figure 3, at least one of the vertical frame tubes (9a, b) can be designed as a screw-on element that is mounted on corresponding screw surfaces (12a, b). This disassembly is advantageous with regard to the manufacturing process because the frame can be straightened after the welding operation on a straightening bench designed for single-track vehicles, resulting in lower fixture and manufacturing costs.

[0020] Depending on the maximum luggage load, a second off-center vertical frame tube (9a, b) on the vehicle frame (1) can be completely omitted, as shown in Fig. 9. The one-sided solution is also advantageous when using a folding joint (16), as shown in Fig. 4 because in this version the single-track vehicle can be folded in parallel when the transport container is dismantled.

[0021] The off-center arrangement of the vertical frame tubes (9a, b) in the area below the steering tube (10) was primarily chosen in the new invention to create sufficient clearance for transporting low-lying luggage. In conjunction with the omission of a front mudguard, this results in a saving of 50 to 80 mm in terms of the distance between the rider's seat (4) and the handlebars (5). In addition, the steering tube (10) is not inclined backwards at 71 to 69 degrees to the horizontal as is usual on bicycles, but is positioned flatter at approximately 65 degrees, which means that the handlebars (5) are again shifted further back in relation to the rider's seat (4). The seat tube can also be inclined further forward, as on triathlon bicycles.Since the stem (14) of the handlebars (5) is either centrally positioned or even rotated backwards, the distance between the rider's seat (4) and handlebars (5) is similar to that found on conventional bicycles with 26 or 28-inch wheels. The riding experience is therefore comparable, meaning no adjustment is required, as is the case with long, single-track cargo bikes, where a transmission linkage transmits the steering movement from the steering tube (10) to a separate front steering head. Compared to these cargo bikes, the new invention results in a shorter luggage compartment in the area between the rotating pedal crank mechanism (3) and the pivoting front wheel (7), but sufficient space is still created in this area for the arrangement of a transport container whose base area corresponds at least to the dimensions of a standard drinks crate.Without the innovative frame design, this could only be achieved with a very small 12-inch front wheel, which leads to nervous steering and limited ride comfort at higher speeds.

[0022] The innovative design of the vehicle frame (1) is particularly advantageous when the transport container is a cabin trolley or a shopping trolley, in which the extendable handle (17) and the wheels (18a, b) are arranged on the wide side. In this design, rolling suitcases (2) from a wide variety of manufacturers can be carried on the vehicle without hindering the rider's feet or knees. The rolling suitcase (2) can also be comfortably pushed into the vehicle frame (1) because the lower horizontal frame tube in the area of ​​the bottom bracket (13) initially has a central course and only becomes eccentrically oriented towards the vertical frame tubes (9a, b). In this way, the vehicle frame (1) does not form an interfering contour for the wheels (18a, b) either when inserting the rolling suitcase (2) or in the end position, provided that the side on which the wheels (18a, b) are arranged together with the handle (17) faces backwards.Even if the vehicle frame (1) has a top tube (38) with which the trolley case (2) should not collide when inserted, the models from different manufacturers can, thanks to the described design of the vehicle frame (1), be levered laterally over the lower frame tube, which is provided with suitable anti-skid protection, and then pushed forward. Securing in the end position can be achieved in the area of ​​the off-center vertical frame tubes (9a, b) using a conventional luggage strap. The trolley case (2) can also be specifically tailored to the vehicle by having a kink (19) on its front surface, as in . Fig. 14. This allows for precise insertion into the vehicle frame (1), which may have suitable elements in the area of ​​the vertical frame tubes (9a, b) or in the area of ​​the top tube (38) to allow click-in holders to snap into place on the trolley case (2).

[0023] The top tube (38) can also be extended beyond the steering tube (10) to integrate a headlight and to allow for the placement of click-in mounts for additional saddlebags on the left and right. If the novel vehicle frame (1) is designed without the top tube (38), as shown in Fig. As shown in Figure 4, the area behind the steering tube (10) can be designed for a variety of transport tasks and, for example, accommodate a golf bag. Instead of a transport container, a child seat or a restraint device for upright children can also be located there.

[0024] In Fig. 5 shows a rear extension of the vehicle frame (1), on which a permanently integrated pivot axis (20) for two rear wheel swing arms (21a, b) is arranged. Two interconnected sprockets (22a, b) are also mounted on the pivot axis (20), with one sprocket (22b) being connected to the pedal crank drive (3), which is arranged on the left side here, via a drive chain (23a), and the other sprocket (22a) being connected to the hub sprocket (24) of the left rear wheel (25a) via a further drive chain (23b). Since the chain wheels (22a, b) arranged on the rotational axis (20) of the rear wheel swing arms (21a, b) can easily bridge the axial offset to the hub chain wheel (24), depending on the distance at which they are connected to one another, and also enables a fork-shaped design of the rear wheel swing arms (21a, b), this solution allows the use of simple commercially available rear wheels (25a, b) instead of wheels with expensive and exotic hubs.

[0025] To allow the vehicle to lean in curves, the rear wheel swing arms (21a, b) can be moved in opposite directions. For this purpose, a compensating rocker (26) is pivotally mounted on the vehicle frame (1). Its mounting consists of the Fig. 11, consists of a bearing block (27a) with integrated plain or roller bearings, wherein a commercially available rubber torsion spring (28a) is arranged in a housing concentrically to the axis of rotation (31) of the bearing. In this housing, a square tube (30) is held centrally by four offset rubber elements (29). In the new invention, the square tube (30) of the rubber torsion spring (28a) is connected to a shaft which runs through the plain or roller bearing of the bearing block (27a) and is connected to the compensating rocker (26). In this way, a rotary movement of the compensating rocker (26) leads to a rotary movement of the square tube (30), which deforms the rubber elements (29) and counteracts the rotary movement with a damping spring force. At the same time, a precisely defined axial position is maintained by the bearing block (27a) with the plain or roller bearing.The rubber torsion springs (28a) are available inexpensively in various degrees of hardness and can be easily replaced along with the housing, facilitating adaptation to different load conditions or driving styles. Since the compensating rocker (26) is connected to the rear wheel swing arms (21a, b) at its outer ends on the left and right via a connecting rod, the rubber torsion spring (28a) tends to right the vehicle to its horizontal starting position, resulting in smooth handling even with a heavy load.

[0026] However, the resistance of the rubber torsion spring (28a) must not be so strong that the vehicle and its driver automatically remain upright; otherwise, excessive force would be required to bring the vehicle into the lean position when cornering. To solve this contradictory requirement, a rotatably mounted, manually operated lever (32) is preferably arranged on the pivot axis (20) of the two rear wheel swing arms (21a, b). The angled extension (15) of the lever has a contact surface (33) parallel to the pivot axis (20), which presses against the compensating rocker (26). In order to be able to apply sufficient leverage, the manually operated lever (32) has a long and a short end extending from the pivot axis (20). The angled extension (15) is arranged at the short end.The driver acts at the long end, requiring minimal force, as the balancing rocker (26) is already preloaded on both sides by the rubber torsion spring (28a), which tends to move the vehicle back to its vertical starting position. A suitable locking mechanism allows the manually operated lever (32) to be fixed in the pressed-down end position, thus locking the entire tilting mechanism with a robust and cost-effective machine element.

[0027] The lever (32) is preferably operated by hand, as this allows the rider to keep both feet on the pedals, which facilitates powerful acceleration after a stop. In principle, however, the long end of the lever (32) can also be bent downwards, and its direction of rotation can be reversed by a gear, allowing the rider to operate the lever (20) with the heels of their feet. Independently of this, the lever (32) can also be operated via a backpedal function of the pedal crank mechanism (3). For this purpose, the rider's seat is spring-mounted and movable in the vertical direction. It has a rotatably mounted chain wheel on a downward-facing bracket, which is engaged with the drive chain (23a) when the rider sits down on the rider's seat (4). This rotatably mounted chain wheel has a freewheel and is only driven backwards, so that it is moved by a backpedaling movement of the pedal crank mechanism (3).A rod is also attached to this sprocket, which is connected to the lever (32), moves it in the backpedal position, and presses the contact surface (33) onto the compensating rocker (26) to align it parallel to the rotation axis (20). Without the weight of the rider on the driver's seat (4), the aforementioned sprocket cannot engage the chain (23a), thus maintaining the standard freewheel function of the single-sided rear-wheel drive when the vehicle is reversed without load. Due to the structural projections of the sprocket mount and its rod, this solution is particularly suitable when using a low-positioned reclining seat (59).

[0028] The described rear double wheel carrier can be designed as a removable part, as in Fig. 8. In this embodiment, an angled longitudinal member (34) is attached to the tube forming the pivot axis (20), to which a short cross member (35) is arranged, which largely corresponds to a conventional bicycle rear wheel axle. The cross member (35) is inserted into the dropouts (36a, b) of the vehicle frame (1), which optionally accommodates a single rear wheel (8), and is secured with a screw connection. To prevent the longitudinal member (34) from twisting at the screw connection, it is extended so far that its torque is supported on the fastening plate (37), to which the side stand or the main stand is attached to the vehicle frame (1) when used on a single track.

[0029] A second luggage basket (39) can be arranged on the rear double wheel carrier, as shown in Fig. 7. In addition, the distance between the connected sprockets (22a, b) on the pivot axis (20) can be increased in order to widen the track width in which the two rear wheel swing arms (21a, b) are arranged, thereby increasing the free space between the rear wheels (25a, b) and allowing a stable transport bracket (40) to be arranged there. In this embodiment, it is possible to attach a trolley (42) to the rear double wheel carrier, which is considerably larger than the trolley case (2). The insertion of a trolley (42) is facilitated by the transport bracket (40), since a suitably designed trolley (42) can be tilted on it and conveniently levered from the ground onto the vehicle, as shown in Fig. 16. With the interchangeable trolley (42), for example, the transport and picking of mail items can be carried out more efficiently than with a smaller transport container.

[0030] Of course, the combination of a removable trolley (2) located between the bottom bracket (13) and the steering tube (10) and a removable trolley (42) located near the rear double wheel carrier is also possible. The removable rear double wheel carrier can also be mounted on any standard bicycle, if necessary with adjustable adapter elements. The described rear double wheel carrier is also suitable for mounting on a recumbent bicycle, as shown in Fig. 19 shown.

[0031] The invention provides for the arrangement of a novel double wheel carrier with axle stub axles (41a, b) in the front area, as in Fig. 10. The corresponding steering knuckle mounts (49a, b) are arranged on a V-shaped support (50) which has a mounting plate (51). For cornering, a rubber torsion spring (28b) and a bearing block (27b) with integrated sliding or roller bearings are attached to the plate, forming the pivot axis (52) of the tilt joint, as shown in Fig. 18. Similar to the mounting of the compensating rocker (26) on the rear double wheel carrier, the tilt joint of the front double wheel carrier also features a rubber torsion spring (28b) and a bearing block (27b) with integrated sliding or roller bearings arranged concentrically one behind the other. However, the attachment is not one-sided here; instead, the base body (58) of the tilt joint features a double clamp (53) to which both the rotating center of the rubber torsion spring (28b) and the rotating center of the sliding or roller bearing are attached.

[0032] The base body (58) of the tilt joint also has a screwing plate (43) to which it is attached to a cross member (44) of the vehicle frame (1), as shown in Fig. 10 shown.

[0033] The rotational axis (52) of the tilt joint is inclined backwards by at least 25 degrees from the horizontal, so that a steering movement is inevitably produced when the vehicle is tilted, as is known, for example, from skateboards. In addition, the two front wheels (48a, b), which are preferably designed as 18-inch wheels, are freely steerable via a steering linkage (45). For this purpose, the steering linkage (45) is connected to an adapter device that is rotatably mounted on the front double wheel carrier. The adapter device has a cross member (46) that largely corresponds to a conventional bicycle front wheel axle. Since the rotational axis (54) of the adapter device is arranged concentrically to the rotational axis of the steering tube (10) and is matched to the dimensions of the fork ends (47a, b), the front wheel fork (11) moves together with the cross member (46) when inserted, thereby transmitting the steering movement to the two front wheels (48a, b).

[0034] The front fork (11) is preferably designed without suspension, as otherwise additional devices are required to compensate for the travel of the spring elements. If suspension is desired, it can be provided in the area of ​​the two steering knuckles (49a, b).

[0035] If the use of the vehicle is not required alternately with a single front wheel (7) and a double wheel carrier, the interchangeability of the double wheel carrier can be dispensed with and instead of a front wheel fork (11) only a continuous tube (57) with a driver (60) for the steering rod (45) can be rotatably mounted in the base body (58) of the tilt joint, as in Fig. 13 shown.

[0036] The front double wheel carrier can also be supported on the down tube or in the bottom bracket area of ​​standard bicycles using suitable support adapters. Furthermore, a rotatably mounted, manually operated lever (32) can be arranged on the base body (58) of the tilt joint. This lever has contact surfaces parallel to its axis of rotation that press against the possibly inclined V-shaped carrier (50) to align it parallel to the axis of rotation of the lever (32).

[0037] As in Fig. As shown in Figure 13, short skis (55) can be attached to the axles (49a, b) instead of wheels. In this embodiment, a snow chain drive (56), as known from mountain vehicles, is preferably used in the dropouts (36a, b) of the vehicle frame (1).

[0038] By lowering the driver's seat (4) and placing the footrest on the off-center horizontal frame tube, the driver with the short skis (55) mounted can enjoy a dynamic downhill riding experience, which enhances the carving effect created by the turntable steering coupled to the vehicle's inclination.

[0039] All expansion stages and vehicle variants can be supplemented with supporting electric drives in the individual wheels or in the bottom bracket area. When using a trolley (2) or trolley (42), the associated battery is preferably located in the floor of the trolley (2) or trolley (42). This allows the relatively heavy battery to be conveniently transported to the charging station with the trolley (2), especially if the trolley (2) or trolley (42) has its own electric drive. Furthermore, in the latter version, the axle of the rollers (18a, b) can also be driven, thus enabling automation of the stair-climbing device, which is particularly common on shopping trolleys for older people. List of reference symbols

[0040] Details of the invention are explained in the following description of the preferred embodiments with reference to the drawings. Fig. 1 Isometric representation of a single-track vehicle with trolley case Fig. 2 Isometric representation of a single-track vehicle with luggage basket Fig. 3 Isometric representation of a vehicle frame with bolting surfaces Fig. 4 Isometric representation of a vehicle frame with folding joint Fig. 5 Isometric view from below of a rear double wheel carrier Fig. 6 Rear view of a rear double wheel carrier with lever Fig. 7 Side view of a tricycle with rear luggage basket Fig. 8 Isometric representation of a rear conversion kit Fig. 9 Isometric representation of a vehicle frame with short support Fig. 10 Isometric representation of a front conversion kit Fig. 11 Isometric representation of a rubber torsion spring and a bearing block Fig. 12 Isometric view of a front double wheel carrier Fig. 13 Side view of a vehicle with short skis Fig. 14 Isometric representation of a trolley case Fig. 15 Side view of a tricycle with tilted rear trolley Fig. 16 Side view of a tricycle with rear trolley Fig. 17 Rear view of a tricycle with rear trolley Fig. 18 Side view of a front double wheel carrier Fig. 19 Isometric representation of a tilting tricycle with reclining seat

Claims

[1] Muscle-powered two-wheeled vehicle, which can be converted into a tricycle, with a pedal crank drive (3), a driver's seat (4), at least one luggage carrier, at least one rear wheel (8) connected to the vehicle frame (1) and at least one front wheel (7) connected thereto, and a handlebar (5), which operates without a wheelbase extending transmission linkage, characterized by that instead of a single front wheel (7), a front double wheel carrier with axle pivot steering and a tilting joint tilted backwards by at least 25 degrees to the horizontal is arranged in the area below a steering tube (10) and is supported on the vehicle frame (1) in the area between the steering tube (10) and a bottom bracket (13), wherein the axis of rotation (52) of the tilting joint consists of a rubber torsion spring (28b) and a pivot bearing (27b), which are arranged concentrically one behind the other. [2] Muscle-powered two-wheeled vehicle, which can be converted into a tricycle, with a pedal crank drive (3), a driver's seat (4), at least one luggage carrier, at least one rear wheel (8) connected to the vehicle frame (1) and at least one front wheel (7) connected thereto, and a handlebar (5), which operates without a wheelbase extending transmission linkage, characterized by that on the vehicle frame (1) instead of the single rear wheel (8) there is arranged a rear double wheel carrier which has two rear wheel swing arms (21a, b) which are moved in opposite directions via a compensating rocker (26), the rotary movement of the compensating rocker (26) being damped by a torsion spring and a rotatably mounted, manually operated lever (32) being provided which has a contact surface (33) parallel to the axis of rotation (20) which presses on the compensating rocker (26) in order to align it parallel to the axis of rotation (20) of the lever (32). [3] Muscle-powered two-wheeled vehicle which can be converted into a tricycle, according to claim 2 characterized by that the rear double wheel carrier provided instead of a single rear wheel (8) is inserted into the dropouts (36a, b) of the vehicle frame (1) and is supported on the fastening plate (37) of the side stand. [4] Muscle-powered vehicle according to claim 1 characterized by that the front double wheel carrier provided instead of a single front wheel (7) is inserted into the fork ends (47a, b) of a front wheel fork (11). [5] Muscle-powered vehicle according to claim 2 characterized by that the front double wheel carrier has short skis (55) instead of two front wheels (48a, b) and that instead of a single rear wheel (8) a snow chain drive (56) is inserted into the dropouts (36a, b) of the vehicle frame (1).

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