Wheeled luggage items with integrated personal mobility capabilities

Abstract

The wheeled luggage item includes a base defining an interior cavity and a liner configured to partition the interior cavity into a first portion and a second portion physically separated from the first portion. A personal luggage item may be stored within the first portion of the cavity. A first wheel and a second wheel are pivotally coupled to the base so as to be movable between a stowed position within the second portion of the cavity and a deployed position outside the base to enable a riding mode of the luggage item. A steering lever is pivotally deployable for operative connection to the first wheel, thereby enabling the first wheel to be steered by a user riding the luggage item in the riding mode. A battery within the interior cavity may power an in-wheel motor operatively connected to the second wheel to propel the luggage item in the riding mode.

Description

[Technical Field]

[0001] FIELD OF THE INVENTION The embodiments disclosed herein relate to luggage items, and more particularly to wheeled luggage items that can be converted into personal mobility devices. [Background technology]

[0002] It is well known that suitcases and other luggage items incorporate wheels to facilitate movement of the luggage by users, but under certain travel conditions, as well as age, fatigue, and / or other infirmities, users may find it difficult to roll luggage items over required distances. Summary of the Invention

[0003] In one aspect of the embodiments described herein, a wheeled luggage item is provided. The luggage item includes a base defining an interior cavity and a liner configured to partition the interior cavity into a first portion and a second portion physically separated from the first portion. The wheels are pivotally coupled to the base so as to be movable between a stowed position within the second portion of the cavity and a deployed position outside the second portion of the cavity.

[0004] In another aspect of the embodiments described herein, there is provided a wheeled luggage item. The luggage item includes a base and steerable wheels pivotally coupled to the base so as to be movable between a stowed position and a deployed position. First and second steering levers are pivotally coupled to the base. The first and second steering levers are operatively connected to the wheels such that, when the wheels are in the deployed position, simultaneous rotation of the first steering lever in one of a first rotation direction and a second rotation direction opposite the first rotation direction and rotation of the second steering lever in the other of the first rotation direction and a second rotation direction enables steering of the wheels.

[0005] In yet another aspect of the embodiments described herein, a wheeled luggage item is provided. The luggage item includes a base defining an interior cavity and wheels pivotally coupled to the base for movement between a stowed position and a deployed position. First and second steering levers are pivotally coupled to the base. A gear set is operably connected to the first and second steering levers. A torque transmission member is operably connected to the gear set such that simultaneous rotation of the first steering lever in one of a first rotation direction and a second rotation direction opposite the first rotation direction and rotation of the second steering lever in the other of the first and second rotation directions causes rotation of the torque transmission member in an associated torque direction. The luggage item also includes first and second steering cables operably connected to the torque transmission member and the wheels, such that rotation of the torque transmission member in the associated torque direction causes the wheels to pivot in the associated direction when the wheels are in the deployed position. [Brief explanation of the drawings]

[0006] The accompanying drawings, which are incorporated into and constitute a part of the specification, illustrate various disclosed systems, methods, and other embodiments. It will be understood that the boundaries of elements shown in the drawings (e.g., boxes, groups of boxes, or other shapes) represent one embodiment of the boundaries. In some embodiments, one element may be designed as multiple elements, or multiple elements may be designed as one element. In some embodiments, an element shown as an internal component of another element may be implemented as an external component, and vice versa. Furthermore, components may not be drawn to scale. Additionally, for simplicity and clarity of the drawings, and where appropriate, corresponding or similar components of different embodiments of the invention appearing in different drawings may be labeled with like reference numerals. [Figure 1A-B] 1A and 1B are schematic perspective views of a wheeled luggage item according to an embodiment described herein, the luggage item being shown in its transport mode. [Figure 1C]FIG. 1C is a schematic perspective view of the wheeled luggage item of FIGS. 1A and 1B, showing that the riding wheels of the luggage item are housed within a portion of the item's internal cavity when the luggage item is in transport mode. [Figure 1D] FIG. 1D is a schematic block diagram of a wheeled luggage item according to an embodiment described herein, showing the brake, throttle, and control systems of the luggage item for use in a ride-on mode. [Figure 2] FIG. 2 is a schematic perspective view of the wheeled luggage item of FIGS. 1A and 1B, shown in the riding mode of the device. [Figure 2A] FIG. 2A is a view of the wheeled luggage item of FIGS. 1A and 1B from the front of the device. [Figure 2B] FIG. 2B is a schematic end view of a steering handle of a luggage item incorporating a twist grip, illustrating operation of the twist grip to control the throttle and brake of the luggage item when in a riding mode. [Figure 3] FIG. 3 is a schematic side view of the wheeled luggage item of FIG. 2, showing a passenger or user seated in the seating structure of the device with the seating structure in a raised position. [Figure 4] FIG. 4 is a schematic side view of the wheeled luggage item of FIG. 2, showing a passenger or user seated in the seating structure of the device with the seating structure in a stowed or lowered position. [Figure 5] FIG. 5 is a schematic perspective view of the front portion of the luggage item in the ride mode, showing the hardware mounting brackets configured to connect the steerable wheels to the base of the luggage item with the wheels locked in the deployed position. [Figure 5A] FIG. 5A is a schematic perspective view of the front portion of the luggage item shown in FIG. 5, showing the front mounting brackets and brakes incorporated into the steerable wheels. [Figure 6]6 is a schematic perspective view of the support frame of the luggage item of FIG. 2 supporting the front and rear wheels of the luggage item with the front and rear wheels in the deployed position for the riding mode. [Figure 7] FIG. 7 is a schematic cross-sectional view of a portion of a first or front wheel of a luggage arrangement in a deployed position, seen from below the wheel and showing the connection of the steering cable to the wheel hub. [Figure 8] FIG. 8 is a schematic front perspective view of a portion of a mechanism mounted inside the interior cavity of the base of the luggage item for steering the luggage item when the luggage item is in the riding mode and for maintaining the steering lever in the stowed position when the luggage item is in the transport mode. [Figure 9] FIG. 9 is a schematic rear perspective view of a portion of the steering mechanism shown in FIG. [Figure 10A] FIG. 10A is a schematic cross-sectional front view of a portion of the steering mechanism shown in FIGS. 8 and 9, showing the locking lever of the steering mechanism in an arrangement that pivotally steers the steering lever to the remainder of the steering mechanism to allow steering of luggage items in the ride mode. [Figure 10B] FIG. 10B is a schematic cross-sectional front view of FIG. 10A showing the locking lever in a position that allows the steering lever to be pivoted independently of the rest of the steering mechanism to a stowed position along the base of the luggage item. [Figure 10C] FIG. 10C is a schematic perspective view of a portion of the steering mechanism shown in FIGS. 10A and 10B, illustrating a detachable pivotal connection between a detent projection of a coupling member of the steering mechanism connecting to a member and a detent receptacle of a gear block of the steering mechanism. [Figure 11] FIG. 11 is a plot showing the generated driving force versus the angle of the twist grip when the twist grip is rotated in a first direction and the generated braking force versus the angle of the twist grip when the twist grip is rotated in a second direction opposite the first direction. DETAILED DESCRIPTION OF THE INVENTION

[0007] The present disclosure relates to a wheeled luggage item that can be converted by a user into one of a transport mode and a ride mode. In the transport mode, similar to a conventional rollable suitcase, a handle of the luggage item may be grasped by a user to roll the luggage item along a ground surface. In the ride mode, the luggage item is self-powered and configured to be driven by a user seated on the luggage item. The luggage item includes a base defining an interior cavity and a liner configured to partition the interior cavity into a first portion and a second portion physically separated from the first portion. Personal luggage items may be stored within the first portion of the cavity. First and second wheels are pivotally coupled to the base so as to be movable between a stowed position within the second portion of the cavity and a deployed position outside the base to enable the ride mode of the luggage item. A steering lever is pivotally deployable to operatively connect to the first wheel, thereby allowing the first wheel to be steered by a user riding the luggage item in the ride mode. A battery within the interior cavity may power an in-wheel motor operably connected to the second wheel to propel the luggage item in a riding mode. When not in use, the steering lever may be rotated into a cavity formed in the base such that the space occupied by the luggage item conforms to the allowable space envelope of a carry-on suitcase for commercial airline flights.

[0008] 1A and 1B are schematic perspective views of a wheeled luggage item 20 according to embodiments described herein. FIG. 1A shows the wheeled luggage item 20 in a transport mode in which the luggage item can be manually rolled along a ground in the manner of a conventional suitcase or other luggage. In one or more configurations, the wheeled luggage item may be configured to fit within the allowable spatial envelope of a carry-on suitcase for commercial airline flights (e.g., 22 inches by 14 inches by 9 inches) when the luggage item is in transport mode. The wheeled luggage item 20 may be provided with a telescoping handle 20z and conventional luggage rollers or wheels 20y (FIG. 1B) to facilitate a user's movement of the luggage item when the luggage item is in transport mode. FIG. 1B shows the wheeled luggage item 20 with the handle 20z deployed for transport.

[0009] FIG. 2 is another schematic perspective view of wheeled luggage item 20, showing the luggage item in a ride mode. In the ride mode, wheeled luggage item 20 is self-propelled and may be manually guidable using a steering mechanism so that a user can sit on the luggage item and use the luggage item in a personal transport mode. FIG. 2A is a front view of wheeled luggage item 20 in FIG. 2. In the embodiment described herein, wheeled luggage item 20 is configured to be manually convertible between transport mode and ride mode depending on the needs of the user.

[0010] As used herein, elements are "pivotally connected" and "pivotally connectable" to one another when they are connected to rotate together in unison. Elements are "removably pivotally connected" when the pivotal connection between the elements can be defeated or interrupted by an action on the wheeled luggage item (e.g., rotation of the locking lever 94 to a first position to allow free rotation of the steering levers 30a, 30b, as described herein, or sliding contact between the coupling member and the associated gear block in response to the application of excessive steering torque to the steering lever). Elements are "pivotally coupled" to one another when they are operably connected such that they are rotatable relative to one another (i.e., rotatable individually or separately) or one of the elements is rotatable relative to another. Additionally, the term "operably connected," as used throughout this specification, can include direct or indirect connections, including connections where there is no direct physical connection.

[0011] 1A-4, in one or more configurations, a wheeled luggage item 20 may include a base 22. The base 22 may include interconnected walls forming a first flat edge 22a defining a first plane P1, a second flat edge 22b extending from the first edge 22a, a third edge 22c extending opposite the first edge 22a, and a fourth edge 22d extending from the first edge 22a toward the third edge 22d to define a second plane P2. A first beveled edge 22e may connect the third edge 22c to the fourth edge 22d, and a second beveled edge 22f may connect the second edge 22b to the third edge 22c.

[0012] 4, a portion of the first edge 22a may define a seating surface for a user when the wheeled luggage item is in the riding mode. Additionally, the first edge 22a may be configured to form the top or uppermost edge of the wheeled luggage item 20. The second edge 22b may be configured to form the front or forward edge of the wheeled luggage item 20 when the wheeled luggage item 20 is in the riding mode, and the fourth edge 22d may be configured to form the rearward edge of the wheeled luggage item 20. The third edge 22c may be configured to form the lowermost or bottom edge of the base 22 when the wheeled luggage item 20 is in the riding mode.

[0013] 1A-4, the wheeled luggage item 20 may include a seating structure 24 having a first portion 24a and a second portion 24b extending from the first portion. The seating structure 24 may be operably connected to the base 22 so as to be rotatable relative to the base 22 between a first (stowed) configuration (shown in FIGS. 1A, 1B, and 4) and a second (raised) configuration (shown in FIGS. 2 and 3). The first portion 24a may form a seating surface located at a first height H1 above the ground surface GS1 when the seating structure 24 is in the first configuration and the wheeled luggage item 20 is in the riding mode. The second portion 24b may form a seating surface located at a second height H2 above the ground surface GS1 when the seating structure 24 is in the second configuration and the wheeled luggage item 20 is in the riding mode, the second height H2 being higher than the first height H1. The seating structure 24 may be rotated to the raised configuration of FIGS. 2 and 3 for taller users. A releasable locking mechanism (not shown) may be provided to maintain the seating structure 24 in the second configuration when elevated. When the seating structure 24 is in the stowed configuration, the first portion 24a may extend along the first edge 22a of the base so as to be flush with the first edge along plane P1, and the second portion 24b may extend along a portion of the fourth edge 22d of the base and be flush with plane P2 of the fourth edge 22d. One or more cushions may extend along the first and second portions 24a, 24b of the seating structure for occupant comfort. In some configurations, a gusset 24c may extend between the first and second portions 24a, 24b to help support the seating surface S2 when the seating structure is elevated.

[0014] Base 22 may also include a first surface 22g and a second surface 22h extending opposite first surface 22g. First surface 22g may extend between edges 22a-22f of the base to connect the edges along first sides of each of the edges. Similarly, second surface 22h may extend between edges 22a-22f of the base to connect the edges along second sides of each of the edges.

[0015] A first steering lever receiving portion 22s may be formed extending between the first edge 22a and the first surface 22g. The first steering lever receiving portion 22s may be configured to receive the first steering lever 30a therein when the first steering lever 30a (described in more detail below) is rotated to the first steering lever stowed position (shown in FIG. 1). Similarly, a second steering lever receiving portion 22t may be formed extending between the first edge 22a and the second surface 22h. The second steering lever receiving portion 22t may be configured to receive the second steering lever 30b therein when the second steering lever 30b (described in more detail below) is rotated to the second steering lever stowed position (shown in FIGS. 1A-1B).

[0016] 1-5, in combination, base edges 22a-22f and first and second faces 22g-22h may define an interior cavity 22j of base 22. Interior cavity 22j may be configured to receive and / or store items, such as luggage, to be transported within the base and other portions of wheeled luggage item 20. Liner 23 may be configured to partition interior cavity 22j into first portion 22k and second portion 22m adjacent to but physically separated from first portion 22k to prevent objects from moving between first portion 22k and second portion 22m. Liner 23 may be formed, for example, from a molded polymer. As seen in FIG. 5, outer edge 23a of liner 23 may abut or be adjacent to a wall of base 22 that forms edges 22a-22f of base 22 to maximize storage space within the base.

[0017] The first portion 22k of the interior cavity may form a receptacle configured to hold luggage and other items for transport by a user. Access to the first portion 22k of the interior cavity may be via an opening 22n formed along the first surface 22g. The opening 22n may be closed by a door 22w (FIG. 2) operably connected to the first surface 22g of the base. The door 22w may be pivotally connected to the base 22 relative to the remainder of the base 22, or the door 22w may be movable away from the opening 22n to open and allow user access to the contents of the first portion 22k of the interior cavity. The door 22w may have a relatively soft and flexible structure or a relatively hard and sturdy structure. The door 22w may be securable in a closed position along the first surface 22g to maintain luggage items within the first portion 22k of the interior cavity during movement of the wheeled luggage item 20. For example, the door 22w may be securable in a closed position using a zipper, a latch, or any other suitable mechanism. In certain configurations, the door 22w may have a pocket (not shown) (eg, a sleeve for storing and transporting a laptop computer 99) attached to the portion of the door 22w facing the first portion 22k of the interior cavity.

[0018] The second portion 22m of the interior cavity may be configured to form a wheel receiving portion for receiving therein a first wheel 40 and a second wheel 42 (described in more detail below) of the wheeled luggage item 20. The wheels 40, 42 may be configured to be deployable from the second portion 22m of the interior cavity as described herein to enable a user to ride the wheeled luggage item 20 in a ride mode.

[0019] 2A, a pair of footpegs 20p may be pivotally attached to base 22 along surfaces 22g and 22h. Footpegs 20p may be pivotally extended to support a user's feet in the riding mode and may be pivoted to reside within associated footpeg cavities formed by surfaces 22g, 22h.

[0020] 5, a wheel hinge pin sleeve receiver 22r may be formed in the base interior cavity 22j along the second beveled edge 22f. The receiver 22r may be configured to receive a hinge pin sleeve 60s of a wheel mounting bracket 60 (described in more detail below) therein to allow the wheel mounting bracket to be pivotally coupled to the base 22 via a hinge pin 61 extending through the sleeve 60s. Each end of the hinge pin 61 may then be secured to an associated portion of the base 22 within the base interior cavity 22j. The wheel mounting bracket 60 and attached first steerable wheel 40 may then pivot into (and out of) the second portion 22m of the interior cavity for storage and deployment.

[0021] 5, a steering cable passage 22p may be formed within the base interior cavity 22j to extend along the base second edge 22b. The steering cable passage 22p may be configured to receive therein a pair of steering cables 70a, 70b (described in more detail herein) that operably connect the steering levers 30a and 30b to the first wheel 40 supported by the wheel mounting bracket 60. The steering cable passage 22p may be configured to guide and protect the steering cables 70a, 70b extending therethrough.

[0022] 1D and 5A, elements of the brake 40b may be incorporated into the first wheel 40 and mounting bracket 60. In one or more configurations, the brake 40b may be a conventional hydraulic disc brake or another type of mechanical brake. In certain configurations, the brake may include an actuator 40m (e.g., a servo motor) and a brake master cylinder 40c connected to a caliper 40n by a hose 40y and operable to pressurize the caliper 40n to engage the first wheel 40, slowing and stopping the forward movement of the luggage item 20. The actuator 40m may be operably connected to the luggage item's control module 213 (described in more detail below) to receive control signals from the control module 213.

[0023] 6, a support frame 22z may extend within the interior cavity 22j along the third edge 22c of the base to enable pivotal coupling of the first wheel 40 and the second wheel 42 to the base 22. Mounting brackets 60, 160 supporting the first wheel 40 and the second wheel 42, respectively, may be pivotally attached to the support frame 22z by associated first and second pivotable coupling mechanisms (not shown) to enable retraction and deployment of the first wheel 40 and the second wheel 42 from the second portion 22m of the interior cavity, as described herein.

[0024] 5, the wheel mounting bracket 60 may be pivotally coupled to the frame 22z by a hinge pin 61 to rotatably support the first wheel 40 on the frame 22z. The wheel mounting bracket 60 and the wheel 40 may be configured to be lockable in a first (stowing) configuration, in which the first wheel 40 rotatably coupled to the mounting bracket 60 is received (and maintained) within the second portion 22m of the base's interior cavity. The wheel mounting bracket 60 and the wheel 40 may also be configured to be lockable in a second (deployed) configuration, in which the first wheel 40 rotatably coupled to the mounting bracket 60 is maintained in its deployed position. A locking mechanism (not shown) may be operably connected to the mounting bracket 60 to secure the mounting bracket in the deployed configuration to support the first wheel 40 deployed. As seen in Figures 3 and 4, the wheel mounting bracket 60 may be pivotally coupled to the base 22 to support the first wheel 40 so that when the first wheel 40 is locked in the deployed position and in contact with the ground surface GS1, the first wheel extends below the lowest portion of the base 22 (in this case, the third edge 22c of the base).

[0025] 5, the wheel mounting bracket 60 may have a first end 60a that is pivotally coupled to the base 22. A hinge pin sleeve 60s (described above) may be located adjacent the bracket first end 60a and configured to receive a hinge pin 61 therein to pivotally secure the wheel mounting bracket to the base 22. The hinge pin sleeve 60s may have a first open end 60s-1, a second open end 60s-2 opposite the first open end 60s-1, and a body portion 60s-3 extending between the first and second ends. The body portion 60s-3 may be configured to allow portions of the steering cables 70a, 70b to be routed therethrough. Additionally, openings 60s-4 may be formed in the body portion 60s-3 to allow the steering cables 70a, 70b that enter the sleeve 60s at the first end 60s-1 to exit the sleeve 60s along the body portion 60s-3.

[0026] The wheel mounting bracket 60 may also have a second end 60b (i.e., a wheel support end) opposite the first end 60a. As seen in FIG. 5 , a steering knuckle 74 may be incorporated into the wheel mounting bracket second end 60b. The hub 40h of the first wheel 40 may be pivotally coupled to the steering knuckle 74 by a kingpin 40p in a known manner, thereby allowing the first wheel hub 40h and first wheel 40 to rotate about a kingpin axis 40x of the kingpin 40p. Rotation of the first wheel 40 about the kingpin axis 40x changes the direction the wheel 40 points to effect steering of the wheeled luggage item 20 by a user in the manner described herein.

[0027] 5, 6, and 7, the wheel mounting bracket 60 may also include an outwardly extending body portion 60c configured to extend from the second end 60b of the mounting bracket in a direction away from the fore-aft plane P9 (FIG. 7) of the base 22 when the mounting bracket 60 supports the wheel 40 in the wheel-extended position. As seen in FIG. 2A, considering the wheeled luggage item 20 to be a vehicle and the base 22 to be similar to the body of the vehicle when in the riding mode, the fore-aft plane P9 of the base 22 may be a vertical plane extending through the fore-aft axis of the base 22 when the base 22 is positioned in the riding mode. Referring again to FIGS. 5-7, the inwardly extending portion 60e of the mounting bracket 60 may be configured to extend from the end 60d of the outwardly extending body portion 60c in a direction toward the fore-aft plane P9 of the base 22 when the mounting bracket 60 supports the wheel in the wheel-extended position. Outwardly extending body portion 60c and inwardly extending portion 60e may combine to define a cavity 60f therebetween. Referring to Figure 7, cavity 60f may be configured to receive a portion of wheel 40 therein when the wheel turns in direction S2, as described in more detail below.

[0028] 5 and 7, in certain configurations, the mounting bracket 60 may have a two-piece construction formed by combining an outer bracket member 62 and an inner bracket member 63. The outer bracket member 62 and the inner bracket member 63 may be bolted or otherwise secured together. In such a configuration, the outer bracket member 62 may have an associated first end 62a and an opposite second end 62b. The first end 62a may have a hinge pin sleeve 60s mounted along it. The outer bracket member 62 may have a basic structure similar to that described above for the entire mounting bracket 60. That is, the outer bracket member 62 may have an outwardly extending body portion 62c configured to extend from the second end 62b of the outer bracket member in a direction away from the fore-aft plane P9 of the base 22 when the mounting bracket 60 supports the first wheel 40 in the first wheel deployed position. The outer metal fitting member 62 may also have an inwardly extending body portion 62e configured to extend from an end 62d of the outwardly extending body portion 62c in a direction toward the fore-aft plane P9 and the first end 63a of the outer metal fitting member when the mounting metal fitting 60 supports the first wheel 40 in the deployed wheel position.

[0029] In the two-piece configuration, the inner hardware member 63 may have an associated first end 63a and a second end 63b opposite the first end 63a. The inner hardware member 63 may have a basic configuration similar to that described above for the overall mounting bracket 60. That is, the inner hardware member 63 may have an outwardly extending portion 63c configured to mate with the inner surface of the outwardly extending portion 62c of the outer hardware member. The inner hardware member 63 may also have an inwardly extending portion 63e configured to extend from the end 63d of the outwardly extending portion 63c in a direction toward the fore-aft plane P9 of the base when the mounting bracket 60 supports the first wheel 40 in the wheel-deployed position, thereby matching the bracket inwardly extending portion 62e for attachment to the inwardly extending portion 62e of the outer hardware member 62. The outwardly extending portion 63c and the inwardly extending portion 63e of the inner fitting member 63 may combine to define a cavity 60f therebetween.

[0030] 5 and 7, the inner fitting member 63 may include a first passage 63p formed therealong and configured to receive a portion of the first steering cable 70a therein. The inner fitting member 63 may include a second passage 63r formed therealong and configured to receive a portion of the second steering cable 70b. When the outer fitting member 63 is secured to the inner fitting member 62 to form the mounting bracket 60, portions of the steering cables 70a, 70b extending along the passages 63p, 63r may be secured between the outer fitting 62 and the inner fitting 63. Thus, the passages 63p, 63r may help guide the steering cables 70a, 70b from the torque transmission member 65 (described below) to their respective connection locations on the first wheel hub 40h. In some configurations, a locking mechanism for securing the mounting bracket 60 in the deployed configuration may be incorporated into (or operably connected to) the inner fitting member 63. The wheels 40 may be pivotally coupled to the base 22 using mounting brackets 60 so as to be movable between a stowed position within the second portion 22m of the cavity and a deployed position outside the second portion of the cavity.

[0031] 5 and 7, a first steerable wheel 40 may be pivotally coupled to the base 22 for movement between a stowed position and a deployed position. In one or more configurations, the first wheel 40 may be pivotally coupled to the base 22 by pivotally coupling the wheel to the second end 60b of the mounting bracket. The first wheel 40 may include a tire 40a and a wheel hub 40h supporting the tire. An end of the first steering cable 70a may exit a passage 63p of the associated mounting bracket for connection to the hub 40h along a first side T1 of the hub. An end of the second steering cable 70b may exit a passage 63r of the associated mounting bracket for connection to the hub 40h along a second side T2 of the hub 40h opposite the first side of the hub. In the embodiments described herein, operatively connecting a first steering cable 70a to a first side T1 of the wheel hub 40h enables the wheel 40 to pivot in a first direction S1 about the kingpin axis 40x by applying a force to the first cable 70a via rotation of a torque transmission member 65 (described below). Operatively connecting a second steering cable 70b to a second side T2 of the wheel hub 40h also enables the wheel 40 to pivot in a second direction S2 opposite the first direction S1 about the kingpin axis 40x by applying a force to the second cable 70b via rotation of the torque transmission member 65 in the opposite direction. In one or more configurations, the first wheel 40 may be pivotally coupled to the mounting bracket second end 60b along a single side of the wheel 40, as shown in FIGS. 5 and 7.

[0032] 8-10C, wheeled luggage item 20 may be provided with a steering mechanism to enable a user seated in the wheeled luggage item to steer the item using first and second steering levers 30a, 30b. Steering lever 30a may have a steering handle 30h suitable for grasping with the user's right hand while riding in the luggage. Steering lever 30b may have a steering handle 30j suitable for grasping with the user's left hand while riding in the luggage.

[0033] In one or more configurations, one of the steering handles (e.g., steering handle 30h in the illustrated embodiment) may be implemented as a twist grip configured to be manually rotatable while a user is riding the luggage item in a ride mode. With reference to FIGS. 1D and 2B, twist grip 30h may incorporate (or be operatively connected to) an angle sensor 30s configured to detect the angle at which the twist grip is rotated in a first direction R1 or a second direction R2 opposite the first direction. As seen in FIG. 2B, in some configurations, first direction R1 may be a direction toward the rear of the luggage item in the ride mode, and second direction R2 may be a direction toward the front of the luggage item in the ride mode. As described herein, luggage item 20 may be configured such that rotation of twist grip 30h in first direction R1 controls operation of second wheel motor 42x to propel the luggage item forward. The luggage item 20 may also be configured such that rotation of the twist grip 30h in the second direction R2 controls operation of a brake 40b attached to the first (front) wheel 40 to slow or stop forward movement of the luggage item. The angle sensor 30s may have a wired or other operative connection to a control module 213 (described in more detail below) attached to the second portion 22m of the interior cavity of the base.

[0034] In one or more configurations, the steering mechanism may include a gear carrier 72 fixedly mounted to a support structure (not shown) located within a portion of the base's interior cavity 22j outside the liner 23 and inside the base's outer wall forming the base's second edge 22b. The gear carrier 72 may have a central opening 72a extending therethrough to accommodate passage of a fixed shaft 76 therethrough.

[0035] A gear set (generally designated 78) may be supported (e.g., using bearings) on the gear carrier 72 such that gears of the gear set can rotate as described herein within a portion of the base's interior cavity 22j. The gear set 78 may be configured to exert a force on steering cables 70a, 70b extending through the base 22 in response to rotation of the steering levers 30a, 30b as described herein.

[0036] A first gear block 80 may be rotatably coupled to the gear carrier 72 using one or more bearings 81. The first gear block 80 may have a central through opening 80a to allow passage of the fixed shaft 76 therethrough. The first gear block 80 may have a rotation axis X1. The first gear block 80 may have an outwardly facing first side 80b with a plurality of angularly spaced first detent receivers 80c extending along the first side. The detent receivers 80c may be configured to releasably engage complementary detent protrusions 82a formed on the first coupling member 82 (described in more detail below) by receiving each detent protrusion 82a between a pair of angularly adjacent detent receivers 80c.

[0037] A spring receiving cavity 80d may be formed adjacent to the opening 80a and may extend into the opening from the first side surface 80b. The opening 80a may have a shoulder 80e configured to support a first spring 85 (such as a coil spring) received therein. The first gear block 80 may have an inward-facing second side surface 80f opposite the first side surface 80b. A first bevel gear 80g may be formed along the second side surface 80f of the first gear block. The first bevel gear 80g may be configured to meshingly engage a plurality of pinion gears 86 rotatably coupled to the gear carrier 72, in the manner described herein. Thus, the detent receiving portion 80c and the first bevel gear 80g are pivotally connected.

[0038] The first spring 85 may be located within the spring receiving cavity 80d and may be configured to exert a force urging the first coupling member 82 away from the first gear block 80 (described in more detail below) to cause the detent protrusions 82a of the first coupling member 82 to disengage from their associated detent receiving portions 80c of the first gear block when the force maintaining the detent protrusions 82a engaged with the detent receiving portions 80c is released.

[0039] A second gear block 87 may be pivotally coupled to the gear carrier 72 using one or more bearings 88. The second gear block 87 may have a central through opening 87a that allows the fixed shaft 76 to pass therethrough. The second gear block 87 may have a pivot axis that is coaxial with the first gear block pivot axis (i.e., along axis X1). The second gear block 87 may have an outwardly facing first side 87b that includes a plurality of angularly spaced second detent receivers 87c extending along the first side. The detent receivers 87c may be configured to releasably engage complementary detent projections 89a formed on a second coupling member 92 (described in more detail below) by receiving each detent projection 89a between a pair of angularly adjacent detent receivers 87c. A spring receiving cavity 87d may be formed adjacent to the opening 87a and may extend into the opening from the first side 87b. The opening 87a may have a shoulder 87e configured to support a second spring 90 (such as a coil spring) received therein.

[0040] The second gear block 87 may have an inward-facing second side surface opposite the first side surface 87b. A second bevel gear 87g may be formed along the second side surface of the second gear block. The second bevel gear 87g may be configured to meshingly engage with the plurality of pinion gears 86 rotatably coupled to the gear carrier 72, in the embodiment described herein. Thus, the detent receiver 87c and the second bevel gear 87g are pivotally connected.

[0041] A second spring 90 may be located in spring receiving cavity 87d and exerts a force biasing second coupling member 92 away from second gear block 87 (described in more detail below). The detent protrusions 89a of the second coupling member 92 may be configured to disengage from the associated detent receiving portions 87c of the second gear block when the force maintaining the detent protrusions 89a engaged with the detent receiving portions 87c is released.

[0042] The gear set 78 may also include one or more pinion gears 86 rotatably coupled to the gear carrier 72 between the first gear block 80 and the second gear block 87. The pinion gears 86 may be configured to rotatably mesh with the first bevel gears 80g and the second bevel gears 87g of the first gear block 80 and the second gear block 87 during rotation of the steering levers 30a, 30b as described herein, such that all of the pinion gears 86 are rotatably coupled to their respective first bevel gears 80g and second bevel gears 87g. A first one of the pinion gears 86 may be configured to support a torque transmitting member 65 that is rotatably connected to the first one of the pinion gears 86. One or more additional pinion gears 86 may be rotatably coupled to the gear carrier 72 at a location angularly spaced along the gear carrier from the first pinion gear to help maintain the spacing between the first gear block 80 and the second gear block 87.

[0043] 8 and 9, the torque transmission member 65 may be rotationally connected to a first of the pinion gears 86. In the embodiment described herein, ends of the first and second steering cables 70a, 70b may be attached to the torque transmission member 65 and opposite ends of the first and second steering cables 70a, 70b may be attached to the hub 40h of the first steerable wheel 40 (FIG. 7), such that rotation of the torque transmission member 65 in an associated first torque direction V1 causes the steerable wheel 40 to turn in a first direction S1 and rotation of the torque transmission member 65 in an associated second torque direction V2 opposite the first torque direction V1 causes the steerable wheel 40 to turn in a second direction S2.

[0044] 5 and 7, the first steering cable 70a and the second steering cable 70b may extend downwardly through the base's internal cavity 22j and enter the hinge pin sleeve at the open end 60s-1. The first steering cable 70a and the second steering cable 70b may exit the hinge pin sleeve 60s at the opening 60s-4 and enter associated ones of the steering cable passages 63p, 63r formed in the mounting bracket 60. Referring to FIG. 7, the first steering cable 70a may be operably connected to a first side T1 of the wheel hub 40h to enable application of a force to the first cable to pivot the wheel in a first direction S1 about the kingpin axis 40x. The second steering cable 70b may be pivotally connected to a second side T2 of the wheel hub 40h opposite the first side of the wheel hub to enable the wheel 40 to pivot about the kingpin axis 40x in a second direction S2 opposite the first direction S1 by applying a force to the second cable 70b.

[0045] 8-10B, the first coupling member 82 may have a passage 82p extending therethrough to accommodate a portion of the fixed shaft 76. The first coupling member 82 may have a first end 82b incorporating the aforementioned detent protrusion 82a for engaging a complementary detent receiver 80c formed in the first gear block 80. A first end shoulder 82c may be provided adjacent the fixed shaft passage 82p to provide an abutment surface for the end of the first spring 85 extending from the spring receiving cavity 80d in the first gear block. The first coupling member 82 may have a second end 82d located opposite the first end 82b. A portion of the second end 82d of the first coupling member may extend from the base interior cavity 22j to the exterior of the base 22, where the second end 82d may be pivotally coupled to the first steering lever 30a. The first bushing 82e may be interposed between the first connecting member 82 and the base 22 at a location where the first connecting member 82 exits the base 22, and may support the first connecting member 82 rotatably relative to the base 22.

[0046] The first coupling member 82 may be operably connected to a gear set about the fixed shaft 76 (described in more detail below) to allow movement of the first coupling member 82 along the longitudinal axis X1 of the fixed shaft. The second end 82d of the first coupling member may have a cavity 82f with an inner shoulder 82g.

[0047] The first steering lever 30a may be pivotally coupled to the base 22 adjacent a first surface 22g (FIG. 2) of the base 22 such that the first steering lever 30a is movable between a stowed configuration (FIG. 1A) within the first steering lever receiving portion 22s and a deployed configuration (FIG. 2). The first steering lever 30a may be pivotally connected to the first coupling member 82 near the first coupling member second end 82d. With reference to FIGS. 1A and 8, the first steering lever 30a may have a locking lever receiving cavity 30z formed therealong that is configured to receive a locking lever 94 (described in more detail below) therein when the locking lever 94 is pivoted to its second configuration. The cavity 30z may be configured so that when the locking lever 94 is received within the cavity 30z, the locking lever 94 extends flush with the outer surface of the first steering lever 30a, or so that the locking lever 94 is recessed in the cavity 30z below the outer surface.

[0048] 10A and 10B, the second coupling member 92 may have a passage 92p extending therethrough to accommodate a portion of the fixed shaft 76. The second coupling member 92 may have a first end 92b incorporating the previously described detent protrusion 89a for engaging a complementary detent receiver 87c formed in the second gear block 87. A second end shoulder 87e may be provided adjacent the shaft passage 92a to provide an abutment surface for the end of the second spring 90 extending from the second gear block spring receiving cavity 87d.

[0049] The second coupling member 92 may have a second end 92d located opposite the first end 92b. A portion of the second end 92d of the second coupling member may extend from the base internal cavity 22j to the outside of the base 22, where the second end 92d may be pivotally coupled to the second steering lever 30b. A second bushing 92e may be interposed between the second coupling member 92 and the base 22 at a location where the second coupling member 92 exits the base 22 to pivotally support the second coupling member 92 relative to the base 22. The second steering lever 30b may be pivotally connected to the second coupling member 92 near the second end 92d of the second coupling member.

[0050] 10A and 10B, the second coupling member 92 may have a cavity 92k formed therein and a cavity opening at the second end 92d of the second coupling member. The cavity 92k may have a floor 92m therein for supporting a torque relief spring 100. The torque relief spring 100 may be any type of spring suitable for the purposes described herein. The torque relief spring 100 may have a first end abutting the floor 92m and a second end opposite the first end. The torque relief spring 100 may have a spring constant that is much greater than the spring constants of the first spring 85 and the second spring 90 described above (i.e., the torque relief spring 100 may be much “stiffer” than the first spring 85 and the second spring 90). A cap 101 may be added to the torque relief spring 100 to abut the torque relief spring at its second end. The cap 101 may be attached to the second end 76b of the fixed shaft 76 (described in more detail below) such that a force exerted by the fixed shaft 76 on the cap in the direction F1 is transmitted to the torque relief spring 100 to compress the torque relief spring. As seen in Figures 8, 10A, and 10B, the gear set 78 is attached to the gear carrier 72 between the first coupling member 82 and the second coupling member 92.

[0051] The second steering lever 30b may be pivotally coupled to the base 22 adjacent the second surface 22h of the base 22 so as to be movable between a stowed configuration within the second steering lever receiving portion 22t (FIGS. 1A and 1B) and a deployed configuration (FIGS. 2 and 8). The second steering lever 30B may be pivotally connected to the second coupling member 92 near a second end 92d of the second coupling member.

[0052] The fixed shaft 76 may have a first end 76a extending into the cavity 82f in the second end of the first coupling member and a second end 76b extending into the spring receiving cavity 92k in the second end of the second coupling member. As seen in FIGS. 10A and 10B , the fixed shaft 76 may enter the cavity 82f in the second end of the first coupling member and extend through the first coupling member 82, first gear block 80, gear carrier 72, second gear block 87, and second coupling member 92 to where the fixed shaft has a cap 101 affixed to a torque relief spring 100. The fixed shaft 76 may be axially movable along its longitudinal axis X1 in response to rotation of the locking lever 94, as described below. The fixed shaft 76 may be rotatable about axis X1. In combination, and as described herein, the locking lever 94, the locking shaft 76, and the torque relief spring 100 may enable the transmission of force along the axis X1, which causes the detent protrusion 82a of the first coupling member to releasably pivotally engage with the detent receiving portion 80c of the first gear block, and the detent protrusion 89a of the second coupling member to releasably pivotally engage with the detent receiving portion 87c of the second gear block.

[0053] The fixed lever 94 may be pivotally coupled to the fixed shaft 76 at the first end 76a thereof, thereby defining a pivot axis X3 between the fixed lever 94 and the fixed shaft 76. The fixed lever 94 may be configured to abut the inner shoulder 82g of the first coupling member within the second end cavity 82f of the first coupling member. The fixed lever 94 may be pivotable to (and lockable in) any of the first and second configurations (FIG. 10B) and (FIGS. 8, 10A).

[0054] 10B, in the first configuration of the locking lever 94, the first surface 94b of the locking lever 94 contacts the inner shoulder 82g of the first coupling member 82. In addition, the torque relief spring 100 (secured along the fixed shaft 76 by a cap 101) contacts the floor 92m of the second coupling member 92. With this configuration, the locking lever 94 is operably connected to the first coupling member and to the second coupling member.

[0055] The fixed lever 94 may be configured such that rotation of the lever in direction DD1 to a first configuration (where the first surface 94b of the lever abuts the inner shoulder 82g) moves the fixed shaft 76 in direction F2 ( FIG. 10B ). This movement allows the force exerted by the first spring 85 to urge the first coupling member 82 in direction F1 (opposite direction F2) away from the first gear block 80. This movement pivotally disengages the detent projection 82a of the first coupling member from the detent receiver 80c of the first gear block, thereby pivotally disconnecting the first coupling member 82 from the first gear block 80. Because the first steering lever 30a is pivotally connected to the first coupling member 82, the pivotal disconnection of the first coupling member 82 from the first gear block 80 allows the first steering lever 30a to be rotated independently of the gear set 78.

[0056] Similarly, pivoting the locking lever 94 to the first position allows the force exerted by the second spring 90 to bias the second coupling member 92 in the direction F2 away from the second gear block 87. This movement pivotally disengages the detent projection 89a of the second coupling member from the detent receiver 87c of the second gear block, thereby pivotally disconnecting the second coupling member 92 from the second gear block 87. Because the second steering lever 30b is pivotally connected to the second coupling member 92, pivotal disconnection of the second coupling member 92 from the second gear block 87 allows the second steering lever 30b to be rotated independently of the gear set 78.

[0057] 10A , when the fixed lever 94 is pivoted in direction DD2 to the second lever configuration, the second surface 94a of the fixed lever 94 contacts the inner shoulder 82g. This pivoting operates to move the fixed shaft 76 in direction F1. Because the torque relief spring 100 has a spring constant much greater than the spring constants of the first spring 85 and the second spring 90, movement of the fixed shaft 76 in direction F1 moves the second coupling member 92 in direction F1 against the separation force exerted by the second spring 90, thereby engaging the second coupling member detent protrusion 89a with the second gear block detent receiver 87c without any appreciable axial bias of the torque relief spring 100. This pivotally connects the second coupling member 92 and the second steering lever 30b, which is pivotally connected to the second gear block 87 and gear set 78. Similarly, movement of the fixed shaft 76 in direction F1 with the fixed lever 94 pressing against the shoulder 82g causes the first coupling member 82 to move in direction F2 against the separating force applied by the first spring 85, thereby engaging the detent projection 82a of the first coupling member with the detent receiver 80c of the first gear block. This causes the first coupling member 82 and the first steering lever 30a, which is pivotally connected to the first coupling member 82, to be pivotally connected to the first gear block 80 and gear set 78. Additionally, rotation of the fixed lever 94 in direction DD2 causes the fixed lever to be received in the first steering lever cavity 30z, thereby locking the fixed lever 94 in the received configuration so as to maintain the first coupling member 82 in pivotal connection with the first gear block 80 and the second coupling member 92 in pivotal connection with the second gear block 87. Thus, pivoting the locking lever 94 to the first position allows the first and second coupling members 82, 92 to be pivotally disconnected from the gear set 78. Additionally, pivoting the locking lever 94 to the second position urges the first and second coupling members 82, 92 toward each other and toward pivotal connection with the gear set 78, thereby pivotally connecting the first and second steering levers 30a, 30b to the gear set 78.

[0058] 1A-6, a second wheel 42 may be pivotally coupled to the base 22 so as to be movable between a stowed position within the first portion of the cavity (shown in FIGS. 1A-1C) and a deployed position (FIGS. 2, 3, and 4) outside the first portion of the cavity. In one or more configurations, the second wheel 42 is pivotally connected to the base 22 by pivotally coupling the wheel 42 to a second end of another mounting bracket 160 configured similarly to the previously described mounting bracket 60, but omitting the steering cable passage. The other mounting bracket 160 may be pivotally coupled to the frame 22z. The second wheel 42 may include a tire 42a and a second hub 42h supporting the tire 42a. As seen in the drawings, the wheel 42 may form the rear wheel of the wheeled luggage item 20. As seen in Figures 3 and 4, the wheel mounting bracket 160 may be pivotally coupled to the base 22 to support the second wheel 42 so that when the second wheel 42 is locked in the deployed position and in contact with the ground GS1, the second wheel extends below the lowest portion of the base 22 (in this case, the third edge 22c of the base).

[0059] 6, a known or later developed direct drive motor or other in-wheel motor 42x may be operatively connected to the second wheel 42 to drive the rotation of the second wheel 42 in a known manner during operation of the wheeled luggage item 20 in the transport mode. A battery 25 may also be mounted to the frame and operatively connected to the motor 42x to provide power to the wheel 42 to propel the wheeled luggage item 20 when the wheeled luggage item 20 is in the ride mode.

[0060] In one or more configurations, multiple planetary gearboxes 42g may be used to transfer motion from the motor 42x to the driven second wheel 42. For example, the motor 42x may be statically mounted to the wheel mounting bracket 160, and the output shaft of the motor 42x may be configured to meshingly engage two or more outer gears (not shown) that are rotatably coupled to a carrier that is rotatably connected to the wheel 42. As a result, rotation of the motor output shaft causes rotation of the outer gears and the rotatably mounted wheel 42. In this manner, the second wheel 42 may be driven by the motor 42x, in a known manner.

[0061] The motor 42x may be operatively connected (by wired or wireless connection) to the control module 213, which may send a throttle control signal to the motor 42x to control the speed of the motor according to the angle of the twist grip 30h detected by the angle sensor 30s.

[0062] 1D, luggage item 20 may include one or more processors 110. In one or more configurations, processor 110 may be the main processor of luggage item 20. For example, processor 110 may be an electronic control unit (ECU).

[0063] Luggage item 20 may include memory 112. Memory 112 may be random access memory (RAM), read-only memory (ROM), a hard disk drive, flash memory, or other suitable memory for storing modules. Memory 112 may include sensor data 119. In this context, "sensor data" means any information about sensors included in luggage item 20, including performance and other information about such sensors. As an example, sensor data 119 may include information about twist grip angle sensors 30s described herein.

[0064] The memory 112 may store a control module 213 for controlling aspects of the luggage item 20 when the item is used in ride mode. The luggage item 20 may include one or more such modules. The modules may be implemented as computer-readable program code that, when executed by the processor 110, performs one or more of the various processes described herein. One or more modules may be components of the processor 110, or one or more modules may be executed on and / or distributed to another processing system operatively connected to the processor 110. The modules may include instructions (e.g., program logic) executable by one or more processors 110. Alternatively, or additionally, one or more data stores 115 or another portion of the luggage item 20 may include such instructions.

[0065] Generally, a module, as used herein, includes a routine, program, object, component, data structure, etc. that performs a particular task or implements a particular data type. In further aspects, a memory generally stores the aforementioned modules. The memory associated with a module may be a cache or buffer integrated into a processor, RAM, ROM, flash memory, or another suitable electronic storage medium. In further aspects, modules contemplated by the present disclosure are implemented as an application-specific integrated circuit (ASIC), a system-on-chip (SoC) hardware component, a programmable logic array (PLA), or another suitable hardware component incorporating a defined configuration set (e.g., instructions) for performing the disclosed functions. In one or more configurations, one or more modules described herein may include elements of artificial intelligence or computational intelligence, such as neural networks, fuzzy logic, or other machine learning algorithms. Furthermore, in one or more configurations, one or more modules may be distributed across multiple modules described herein. In one or more configurations, two or more modules described herein may be combined into a single module.

[0066] The control module 213 may include computer-readable instructions that, when executed by the processor 110, cause the processor to control the rear wheel motor 42x to increase the driving force generated by the motor in proportion to the rearward angle to which the twist grip 30h is rotated as indicated by the angle sensor 30s. As seen in Figure 11, the control module 213 may be configured to reduce the motor power at small rearward angles of rotation of the twist grip 30h to allow regenerative recovery of energy from the forward momentum of the luggage item 20 as the luggage item slows down.

[0067] 5A and 11, the control module may include computer-readable instructions that, when executed by the processor 110, cause the processor to control the servo motor 60m to begin pressurizing the master cylinder 40c in response to a user's rotation of the twist grip to a predetermined forward angle. Pressurizing the master cylinder 40c may cause the caliper 40n to contact the wheel hub, which may slow the wheel 40 or brake the vehicle 40. The control module 213 may include computer-readable instructions that, when executed by the processor 110, cause the processor to control the servo motor 40m to increase pressurization of the master cylinder 40c in response to further rotation of the twist grip in direction R2. This may increase the pressure exerted by the caliper 40n on the wheel 40, thereby increasing the braking force on the wheel 40. The control module 213 may include computer-readable instructions that, when executed by the processor 110, cause the processor to control the servo motor 40m to reduce pressure in the master cylinder 40c in response to rotation of the twist grip 30h in the direction R1. This may reduce the pressure exerted by the caliper on the wheel 40, thereby reducing the braking force. The motor 42x may also be configured to enable regenerative recovery of energy from the forward momentum of the luggage item 20 while the caliper 40n is in frictional contact with the wheel 40 (i.e., while the brake 40b is engaged). This energy may be diverted to the battery 45 to assist in recharging the battery.

[0068] The operation of the throttle and brake mechanism will now be described with reference to the drawings.

[0069] To control the throttle to propel luggage item 20 forward, twist grip 30h may be rotated rearward in direction R1 as shown in Figure 2B. As shown in Figure 11, control module 213 may be configured to control operation of motor 42x to increase the driving force generated by the motor in proportion to the rearward angle to which twist grip 30h is rotated.

[0070] As seen in FIG. 11 , the twist grip may be rotated forward in direction R2 to slow and stop the luggage item 20. At a small rearward rotation angle of the twist grip 30h, the motor 42x may be reduced in power to allow regenerative recovery of energy from the forward momentum of the luggage item 20 as the luggage item slows down. This energy may be diverted to the battery 45 to help recharge the battery. When the user rotates the twist grip 30h to a predetermined forward angle, the control module 213 may generate a signal to cause the servo motor 40m to initiate active operation of the brake 40b. This causes the servo motor 40m to pressurize the cylinder 40c, causing the caliper 40n to frictionally engage the wheel 40.

[0071] The operation of the steering mechanism will now be described with reference to the drawings.

[0072] 1A , the wheeled luggage item 20 may initially be in a transport mode. In this mode, the wheeled luggage item 20 may be manually pulled along the ground like a conventional suitcase. The wheeled luggage item 20 may be manually converted from the transport mode to the ride mode. To convert the wheeled luggage item 20 to the ride mode, the first wheel 40 and the second wheel 42 may be unlocked from their respective stowed positions within the second portion 22m of the base's interior cavity and then rotated from their stowed positions to their respective extended positions (in direction G1 for wheel 40 and in direction G2 for wheel 42). The wheels 40, 42 may then be locked in their respective extended positions.

[0073] The locking lever 94 may be rotated in direction DD1 from the locking lever 94 second (locked) position (shown in FIGS. 1A, 8, and 10A) to the locking lever 94 first (unlocked) position (shown in FIG. 10B) to enable the rotational disconnection of the first coupling member 82 from the first gear block 80 and the second coupling member 92 from the second gear block 87, as described above. This allows the first steering lever 30a and the second steering lever 30b to be rotated independently of the gear set 78. The steering levers 30a, 30b may then be rotated to their respective up or steering positions (e.g., as seen in FIGS. 2-4) without rotating the first gear block 80 and the second gear block 87.

[0074] The locking lever 94 may then be pivoted in the direction DD2 back to the second configuration, as previously described, to lock the first coupling member detent projection 82a in engagement with the first gear block detent receiver 80c and the second coupling member detent projection 89a in engagement with the second gear block detent receiver 87c. This pivotally connects the steering levers 30a, 30b to the gear set 78, thereby enabling steering of the wheeled luggage item 20 when a user is seated therein.

[0075] As described above, when the fixed lever 94 is in the second configuration, the first gear block 80 is pivotally connected to the first steering lever 30a and pivotally coupled to the pinion gear 86 pivotally connected to the torque transmission member 65. The second gear block 87 is pivotally connected to the second steering lever 30b and pivotally coupled to the pinion gear 86 pivotally connected to the torque transmission member 65. Referring to Figures 7 and 9, simultaneous rotation of the first steering lever 30a in a first rotational direction W1 and rotation of the second steering lever in a second rotational direction W2 opposite the first rotational direction may produce rotation of the pinion gear 86 (including the pinion gear pivotally connected to the torque transmission member 65) in an associated first torque direction V1. Rotation of the pinion gear 86 (which is pivotally connected to the torque transmission member 65) in the direction V1 causes rotation of the torque transmission member 65 in the first torque direction V1. Rotation of the torque transmission member 65 in the first torque direction V1 pulls on the attached first steering cable 70a, which pulls on the first side T1 ( FIG. 7 ) of the hub attached to the end of the first steering cable 70a, thereby rotating the wheel 40 about the kingpin axis and causing the wheel 40 to pivot in the direction S1 ( FIG. 7 ). In the view shown in FIG. 9 , the first rotation direction W1 of the steering lever is toward the front of the moving wheeled luggage item 20, and the second rotation direction W2 is toward the rear of the moving wheeled luggage item 20 in the ride mode. Thus, while the luggage item 20 is moving forward due to the power supply, the user can steer the device toward the first side P9-a of the vertical plane P9 (i.e., toward the "left" side of the base 22 as seen by the user sitting on the luggage item as shown in Figures 3 and 4) by simultaneously rotating the first steering lever 30a forward and the second steering lever 30b rearward.

[0076] Similarly, simultaneous rotation of the first steering lever 30a in the second rotational direction W2 and the second steering lever 30b in the first rotational direction W1 may produce rotation of the pinion gear 86 (including the pinion gear rotationally connected to the torque transmission member 65) in an associated second torque direction V2 opposite to the first torque direction V1. Rotation of the pinion gear 86 rotationally connected to the torque transmission member 65 results in rotation of the torque transmission member 65 in the first torque direction V2. Rotation of the torque transmission member 65 in the second torque direction V2 pulls the second steering cable 70b, which pulls the second side T2 ( FIG. 7 ) of the hub, thereby rotating the wheel 40 about the kingpin axis and causing the wheel 40 to turn in a direction S2 opposite to direction S1. Thus, during powered forward movement of the luggage item 20, a user can steer the luggage item toward the second side P9-b of the vertical plane P9 (i.e., toward the "right" side of the base 22 as seen by a user sitting on the luggage item as shown in Figures 3 and 4) by simultaneously rotating the first steering lever 30a rearward and the second steering lever 30b forward. When turning in this direction, a portion of the wheel 40 enters the wheel mounting cavity 60f.

[0077] 10A, the torque relief spring 100 may be configured to apply a compressive force to the gear set 78 and the first coupling member 82 when the locking lever 94 is in the second configuration. For purposes of normal operation of the steering levers 30a, 30b, the force of the torque relief spring may be sufficient to maintain the first coupling member 82 in rotational connection with the first gear block 80 when the torque applied to the first steering lever is below a predetermined level.

[0078] 10C , the first coupling member 82 and first gear block 80 may be configured to allow the first coupling member 82 to be pivotally disconnected from the first gear block 80 against a force applied by a torque relief spring in response to the application of torque to the first steering lever 30a above a predetermined level. To achieve this effect, the side surfaces 82s of the detent projections 82a of the first coupling member and the walls 80w forming the sides of the detent receiver 80c of the first gear block may be complementary sloped or “sloped” to allow the detent projections 82a to slide relative to the receiver walls 80w in response to the application of torque to the first steering lever 30a above a predetermined level. This relative sliding movement may disengage the projections 82a from the receiver 80c, thereby pivotally disconnecting the first coupling member 82 from the first gear block 80 against the compressive force applied by the spring 100. Thus, for example, if excessive torque is applied to the first steering lever 30a by the rider in either rotational direction W1 or W2, the applied torque may cause the detent protrusion 82a to slide along the side surface 80w of the detent receiving portion 80c, thereby helping to separate the first coupling member 82 from the first gear block 80. This allows the first coupling member 82 to "slip" relative to the first gear block 80, thereby helping to prevent damage to the steering mechanism from excessive steering torque.

[0079] Similarly, the second coupling member 92 and second gear block 87 may be configured to permit the second coupling member 92 to be pivotally disconnected from the second gear block 87 against the force applied by the torque relief spring in response to the application of torque to the second steering lever 30b above a predetermined level. To achieve this effect, the side surfaces (not shown) of the detent protrusion 89a of the second coupling member and the walls (not shown) forming the sides of the detent receiver 87c of the second gear block may be complementarily sloped or “sloped” to permit the detent protrusion 89a to slide relative to the detent receiver 87c, as described above, in response to the application of torque to the second steering lever 30b above a predetermined level. This relative sliding movement may disengage the protrusion 89a from the receiver 87c, thereby pivotally disconnecting the second coupling member 92 from the second gear block 87 against the compressive force applied by the spring 100. Thus, for example, if excessive torque is applied by the rider to the second steering lever 30b in either rotational direction W1 or W2, the applied torque may cause the detent protrusion 89a to slide along the side of the detent receiving portion 87c, thereby helping to separate the second coupling member 92 from the second gear block 87. This allows the second coupling member 92 to “slip” relative to the second gear block 87, thereby helping to prevent damage to the steering mechanism from excessive steering torque. Thus, in the illustrated embodiment, the first coupling member 82 may be removably and pivotally connected to the first gear block 80, and the second coupling member 92 may be removably and pivotally connected to the second gear block 87.

[0080] In the foregoing detailed description, reference is made to the accompanying drawings, which form a part of this specification. In the drawings, like numerals identify essentially like elements unless the context dictates otherwise. The exemplary embodiments described in the detailed description, drawings, and claims are not meant to be limiting. Other embodiments may be utilized, and other changes may be made without departing from the scope of the subject matter proposed herein. It will be readily understood that aspects of the present disclosure, as generally described herein and illustrated in the drawings, can be arranged, substituted, combined, separated, and designed in a wide variety of different configurations, all of which are expressly contemplated herein.

[0081] The terms "a" and "an," as used herein, are defined as one or more than one. The term "plurality," as used herein, is defined as two or more than two, as well as two. The term "another," as used herein, is defined as at least a second or more. The terms "including" and / or "having," as used herein, are defined as comprising (i.e., open language). The phrase "at least one of ... and ...," as used herein, refers to and encompasses any and all possible combinations of one or more of the associated listed items. As an example, the phrase "at least one of A, B, and C" includes A only, B only, C only, and combinations thereof (e.g., AB, AC, BC, ABC).

[0082] While the terms and cited features of the invention have been described in connection with certain embodiments, it is to be understood that the invention is not limited to the disclosed embodiments, but rather is intended to cover equivalent structures and various modifications within the scope and spirit of the appended claims, which claims are to be accorded the broadest interpretation so as to encompass all equivalent structures and such modifications as permitted under law.

Claims

1. A wheeled luggage item, comprising: a base defining an interior cavity; a liner configured to divide the interior cavity into a first portion and a second portion physically separated from the first portion; a wheel pivotally coupled to the base for movement between a stowed position within the second portion of the cavity and a deployed position outside the second portion of the cavity; a seating structure that is rotatable between a stowed position in which a seating surface of the seating structure is positioned at a first height above the ground and a raised position in which another seating surface of the seating structure is positioned at a second height above the ground, the second height being higher than the first height; A wheeled luggage item.

2. 2. The wheeled luggage item of claim 1, wherein the base includes a first edge, a first surface extending along a first side of the first edge, and a second surface extending opposite the first surface along a second side of the first edge opposite the first side, the wheeled luggage item comprising: a first steering lever receiving portion extending between the first edge and the first surface; a second steering lever receiving portion formed between the first edge and the second surface; a first steering lever pivotally coupled to the base so as to be movable between a stowed position in the first steering lever receiving portion and a deployed position; a second steering lever pivotally coupled to the base so as to be movable between a stowed position in the second steering lever receiving portion and a deployed position; A wheeled luggage item that also features:

3. 2. A wheeled luggage item as described in claim 1, wherein the seat structure includes a first portion and a second portion extending from the first portion, the seat structure being rotatable relative to the base between the stowed position and the raised position, such that when the seat structure is in the stowed position and the wheeled luggage item is in the riding structure, the first portion forms the seating surface located at the first height above the ground, and when the seat structure is in the raised position and the wheeled luggage item is in the riding structure, the second portion forms the seating surface located at the second height above the ground.

4. 2. A wheeled luggage item according to claim 1, another wheel pivotally coupled to the base so as to be movable between a stowed position within the second portion of the cavity and a deployed position outside the second portion of the cavity; an in-wheel motor operatively connected to the other wheel to drive rotation of the other wheel during operation of the wheeled luggage item in a transport mode of the wheeled luggage item; A wheeled luggage item that also features:

5. 5. A wheeled luggage item according to claim 4, further comprising a battery operatively connected to the in-wheel motor so as to enable the battery to supply power to the in-wheel motor.

6. A wheeled luggage item, comprising: With the base, steerable wheels pivotally coupled to the base for movement between a stowed position and a deployed position; a first steering lever pivotally coupled to the base; a second steering lever pivotally coupled to the base; Equipped with the first steering lever and the second steering lever are operatively connected to the wheels such that, when the wheels are in the deployed position, the wheels can be steered by simultaneously rotating the first steering lever in one of a first rotation direction and a second rotation direction opposite to the first rotation direction and rotating the second steering lever in the other of the first rotation direction and the second rotation direction. Wheeled luggage items.

7. 7. A wheeled luggage item according to claim 6, the first steering lever is pivotally connected to the base adjacent to a first surface of the base; the second steering lever is pivotally coupled to the base adjacent to a second surface of the base opposite the first surface; The first steering lever and the second steering lever are operably connected to the wheels, and by simultaneously rotating the first steering lever in a first rotation direction and the second steering lever in a second rotation direction opposite to the first rotation direction, the wheels can be steered in a first direction extending from the fore-and-aft plane of the base toward the first surface, and by simultaneously rotating the first steering lever in the second rotation direction and the second steering lever in the first rotation direction, the wheels can be steered in a second direction extending from the fore-and-aft plane of the base toward the second surface. Wheeled luggage items.

8. 7. A wheeled luggage item according to claim 6, a gear set operatively connected to the base; a torque transmission member operatively connected to the gear set and the steerable wheels such that rotation of the torque transmission member in a first torque direction turns the steerable wheels in an associated first direction and rotation of the torque transmission member in a second torque direction turns the steerable wheels in an associated second direction; Furthermore, the first steering lever and the second steering lever are operatively connected to the gear set such that simultaneous rotation of the first steering lever in the first rotational direction and rotation of the second steering lever in the second rotational direction produces rotation of the torque transmitting member in the first torque direction; the first steering lever and the second steering lever are operatively connected to the gear set such that simultaneous rotation of the first steering lever in the second rotational direction and rotation of the second steering lever in the first rotational direction produces rotation of the torque transmitting member in the second torque direction; Wheeled luggage items.

9. 9. A wheeled luggage item according to claim 8, wherein the gear set comprises: a first bevel gear pivotally coupled to the base and pivotally connectable to the first steering lever; a second bevel gear pivotally coupled to the base and pivotally connectable to the second steering lever; a pinion gear rotatably coupled to the base between the first bevel gear and the second bevel gear; Equipped with the torque transmission member is rotationally connected to the pinion gear; the pinion gear is configured to mesh and engage with the first bevel gear and the second bevel gear such that simultaneous rotation of the first steering lever in the first rotation direction and rotation of the second steering lever in the second rotation direction causes rotation of the pinion gear and the torque transmission member in the first torque direction. Wheeled luggage items.

10. 7. The wheeled luggage item of claim 6, further comprising a steering knuckle operatively connected to the base, the hub of the wheel being pivotally coupled to the steering knuckle by a kingpin so as to be rotatable about a kingpin axis of the kingpin, the wheeled luggage item comprising: a first steering cable operatively connected to a first side of the wheel hub and to the first steering lever such that application of a force to the first steering cable causes the wheel to pivot about the kingpin axis in a first direction; a second steering cable operatively connected to a second side of the wheel hub opposite the first side of the wheel hub and to the second steering lever such that application of a force to the second steering cable causes the wheel to pivot about the kingpin axis in a second direction opposite the first direction; A wheeled luggage item that also features:

11. 11. The wheeled luggage item of claim 10, wherein the steering knuckle is incorporated into a wheel mounting bracket that is pivotally coupled to the base, and the first steering cable and the second steering cable extend along the wheel mounting bracket to the wheel hub.

12. 12. The wheeled luggage item of claim 11, wherein the wheel mounting bracket has a first end pivotally coupled to the base, a second end incorporating the steering knuckle, and a body portion extending between the first and second ends, the body portion comprising: an outwardly extending portion configured to extend from the second end of the mounting bracket in a direction away from a fore-aft plane of the base when the mounting bracket supports the wheel in the deployed position; and an inwardly extending portion configured to extend from an end of the outwardly extending portion in a direction toward a fore-and-aft plane of the base when the mounting bracket supports the wheel in the deployed position; Including, the outwardly extending portion and the inwardly extending portion combine to define a cavity therebetween, the cavity being configured to receive a portion of the wheel therein when the wheel is turned in the first direction. Wheeled luggage items.

13. 7. A wheeled luggage item according to claim 6, a first coupling member pivotally connected to the first steering lever; a second coupling member pivotally connected to the second steering lever; a gear set mounted on the base between the first coupling member and the second coupling member; a locking lever operatively connected to the first coupling member and the second coupling member; Furthermore, Pivoting the locking lever to a first position allows the first and second coupling members to be pivotally disconnected from the gear set, and pivoting the locking lever to a second position urges the first and second coupling members into pivotal connection with the gear set, thereby pivotally connecting the first and second steering levers to the gear set. Wheeled luggage items.

14. 14. The wheeled luggage item of claim 13, further comprising a fixed shaft, the fixed lever being pivotally coupled to the fixed shaft and in contact with the first coupling member; the first coupling member, the gear set, and the second coupling member are located along the fixed shaft; the first coupling member is movably mounted on the fixed shaft such that rotation of the locking lever to the second configuration urges the first coupling member along the fixed shaft toward the second coupling member, thereby providing the first and second coupling members with a rotational connection with the gear set; Wheeled luggage items.

15. 14. A wheeled luggage item according to claim 13, a first spring interposed between the first connecting member and the gear set; a second spring interposed between the second connecting member and the gear set; Furthermore, the wheeled luggage item is configured such that pivoting of the locking lever to a first configuration can cause the first spring to urge the first coupling member away from the gear set and out of pivotal connection with the gear set, thereby pivotally disconnecting the first steering lever from the gear set; Pivoting of the locking lever to a first position may cause the second spring to urge the second coupling member away from the gear set and out of pivotal connection with the gear set, thereby pivotally disconnecting the second steering lever from the gear set. Wheeled luggage items.

16. 14. A wheeled luggage item as claimed in claim 13, wherein the first coupling member is configured to be releasably pivotally connected to the gear set when the locking lever is in the second position, the wheeled luggage item further comprising a torque relief spring configured to apply a force to the gear set and the first coupling member when the locking lever is in the second position, the force being sufficient to maintain the first coupling member in pivotal connection with the gear set when torque applied to the first steering lever is less than a predetermined level, and the first coupling member and the gear set are configured such that the first coupling member can be pivotally disconnected from the gear set against the force of the torque relief spring in response to application of torque to the first steering lever equal to or greater than the predetermined level.

17. 14. A wheeled luggage item according to claim 13, wherein the second coupling member is configured to be releasably pivotally connected to the gear set when the locking lever is in the second position, the wheeled luggage item further comprising a torque relief spring configured to apply a force to the gear set and the second coupling member when the locking lever is in the first position, the force being sufficient to maintain the second coupling member in pivotal connection with the gear set when a torque applied to the second steering lever is less than a predetermined level; the second coupling member and the gear set are configured such that the second coupling member can be rotationally disconnected from the gear set against the force of the torque reduction spring in response to application of torque equal to or greater than a predetermined level to the second steering lever. Wheeled luggage items.

18. A wheeled luggage item, comprising: a base defining an interior cavity; steerable wheels pivotally coupled to the base for movement between a stowed position and a deployed position; a first steering lever pivotally coupled to the base; a second steering lever pivotally coupled to the base; a gear set operatively connected to the first steering lever and the second steering lever; a torque transmission member operatively connected to the gear set such that simultaneous rotation of the first steering lever in one of a first rotation direction and a second rotation direction opposite the first rotation direction and rotation of the second steering lever in the other of the first rotation direction and the second rotation direction causes rotation of the torque transmission member in an associated torque direction; first and second steering cables operably connected to the torque transmission member and the wheel, wherein rotation of the torque transmission member in an associated torque direction causes the wheel to turn in the associated direction when the wheel is in a deployed position; and A wheeled luggage item.

19. 19. A wheeled luggage item according to claim 18, wherein the interior cavity is partitioned into a first portion and a second portion opposite and physically separated from the first portion, the wheeled luggage item comprising: another wheel pivotally coupled to the base so as to be movable between a stowed position within the second portion of the cavity and a deployed position outside the second portion of the cavity; an in-wheel motor operatively connected to the other wheel to drive rotation of the other wheel during operation of the wheeled luggage item in a transport mode of the wheeled luggage item; A wheeled luggage item that also features:

20. 19. A wheeled luggage item according to claim 18, wherein the gear set comprises: a first bevel gear pivotally coupled to the base and pivotally connectable to the first steering lever; a second bevel gear pivotally coupled to the base and pivotally connectable to the second steering lever; a pinion gear rotatably coupled to the base between the first bevel gear and the second bevel gear; Equipped with the torque transmission member is rotationally connected to the pinion gear; the pinion gear is configured to mesh and engage with the first bevel gear and the second bevel gear such that rotation of the steering lever in one of a first rotation direction and a second rotation direction and rotation of the second steering lever in the other of the first rotation direction and the second rotation direction cause rotation of the pinion gear and the torque transmission member in an associated torque direction; Wheeled luggage items.

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