Collapsible wagon

Abstract

A collapsible wagon is provided in the form of a frame including upper and lower frame portions, pivot arms, crossbars, and a handle. The pivot arms and the crossbars pivotably engage the lower frame portion. The upper frame portion pivotably engages the pivot arms and pivotably and slidably engages the crossbars. Thus, the collapsible wagon can transition between a deployed configuration and a collapsed configuration. The collapsible wagon further includes two wheels and two support legs coupled to the lower frame portion. The two wheels are positioned opposite of the handle, while the two support legs are positioned on the same side of the wagon as the handle. The two wheels can be decoupled from the lower frame portion and the support legs can be arranged in a stowed configuration when the wagon moves into the collapsed configuration.

Description

COLLAPSIBLE WAGONCross-Reference to Related Applications

[0001] This Application claims priority to U.S. Provisional Patent Application Serial No. 63 / 619,893, filed on January 11, 2024, entitled “COLLAPSIBLE WAGON,” currently pending, the entire disclosure of which is incorporated herein by reference.Field of Invention

[0002] The present invention relates generally to wheeled carts, and more particularly to a wagon that is selectively collapsible.Background of Invention

[0003] To enjoy a day outside, consumers often load a wagon with chairs, umbrellas, drinks, and the like. Conventional wagons typically include a large basket that is attached to a set of wheels that are adapted to roll smoothly on hard, flat, surfaces. Many conventional wagons also include a pivotable handle which allows a user to push or pull the wagon without bending over.

[0004] However, conventional wagons are ill-suited for use when consumers travel to the beach. To begin, the conventional wagons are typically equipped with four wheels that are difficult to roll over sand. Instead of rolling, the wheels often simply plow through the sand, which makes pulling the wagon difficult. Additionally, conventional wagons are frequently equipped with pivotable handles that can impede navigating the wagon through the sand, as the handles move as a force is applied to them. Furthermore, conventional wagons have a large footprint, making the wagons cumbersome to store when not in use.Summary of the Invention

[0005] The present invention overcomes many of the shortcomings and limitations of the prior art devices discussed above. The invention described includes several instances of a collapsible wagon (referred to hereinafter as a “wagon”). The wagon includes an articulatable, collapsible frame that may move between a deployed configuration and acollapsed configuration. More specifically, in the deployed configuration, the wagon may aid a user in transporting items. In comparison, once the user has ceased using the wagon, the wagon may be transitioned to the collapsed configuration for more compact storage, easier transport and / or easier handling.

[0006] The articulatable, collapsible frame may include a lower portion coupled to an upper portion by one or more crossbars. The frame may also be attached to a lower skid plate. The frame and / or lower skid plate may couple to and support a soft-sided basket that is positioned within the frame. Selectively removable wheels may also be engaged with the frame. As the frame transitions from the deployed configuration to the collapsed configuration, the one or more crossbars may pivot relative to a lower portion of the frame and slide in a track provided in an upper portion of the frame. Meanwhile, the basket may fold such that the basket has a smaller volume while still being substantially retained between the upper and lower portions of the frame. Additionally, the wagon may include folding, stowable support legs that may pivot or rotate relative to the lower portion of the frame.

[0007] The frame may be composed of any suitable, relatively rigid material, such as plastic, metal, and carbon fiber. To facilitate the folding process, the basket may be composed of any suitable flexible material, such as plastic, fabric, and leather. In addition, the basket may be designed to “reversibly” fold such that the basket can repeatedly be placed in an open configuration (i.e., when the wagon is deployed) and a folded configuration (i.e., when the wagon is collapsed).

[0008] When the wagon is in the collapsed configuration (e.g., when the frame is collapsed, the wheels are removed, and the legs are stowed) the overall size of the wagon may be reduced such that the wagon may be compactly stored. As will be appreciated, the overall size of the wagon may also be substantially reduced by only collapsing the frame.

[0009] To deploy the wagon, the user may simply reverse the collapsing process. For example, the user may attach the wheels to the frame via a snap-on method, unfold the support legs, and separate the upper and lower frame portions from one another. As the upper and lower frame portions are separated, the one or more crossbars may slide relative to the upper frame portion.

[0010] These and other aspects and advantages of the present invention will become apparent to those skilled in the art after considering the following detailed description in connection with the accompanying drawings.Brief Description of Drawings

[0011] Fig. 1A is an isometric view of a wagon in a deployed configuration, the wagon constructed according to the teachings herein;

[0012] Fig. IB is a front isometric view of the wagon of Fig. 1A;

[0013] Fig. 2 is an isometric view of the wagon of Fig. 1 with a basket of the wagon removed for clarity;

[0014] Fig. 3 is a top plan view of the wagon of Fig. 1 A;

[0015] Fig. 4 is a bottom plan view of the wagon of Fig. 1A;

[0016] Fig. 5 is a front elevation view of the wagon of Fig. 1A;

[0017] Fig. 6 is a rear elevation view of the wagon of Fig. 1A;

[0018] Fig. 7 is a first side elevation view of the wagon of Fig. 1A;

[0019] Fig. 8 is a second side elevation view of the wagon of Fig. 1 A;

[0020] Fig. 9 is an enlarged, isometric view of an upper track of the wagon of Fig. 1A;

[0021] Fig. 10 is an enlarged, isometric, partial cross-sectional view of a wheel and hub assembly of the wagon of Fig. 1A taken along line 10-10 of Fig. 7;

[0022] Fig. 11 is an isometric view of the wagon of Fig. 1A including a frame in a collapsed configuration, with some components removed for clarity;

[0023] Fig. 12 is a top plan view of the wagon of Fig. 11 with selected crossbars removed for clarity;

[0024] Fig. 13 is a bottom plan view of the wagon of Fig. 12;

[0025] Fig. 14 is a front elevation view of the wagon of Fig. 12;

[0026] Fig. 15 is a rear elevation view of the wagon of Fig. 12;

[0027] Fig. 16 is a first side elevation view of the wagon of Fig. 12;

[0028] Fig. 17 is a second side elevation view of the wagon of Fig. 12; and

[0029] Fig. 18 is an enlarged isometric view of the upper track of the wagon of Fig.12.

[0030] While the disclosure is susceptible to various modifications and alternative forms, a specific instance thereof is shown by way of example in the drawings and will herein be described in detail. It should be understood, however, that the drawings and detailed description presented herein are not intended to limit the disclosure to the particular instance disclosed, but to the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the present disclosure as defined by the appended claims.Detailed Description

[0031] The invention will now be described with reference to the drawing figures, in which like reference numerals refer to like parts throughout. For purposes of clarity in illustrating the characteristics of the present invention, proportional relationships of the elements have not necessarily been maintained in the drawing figures.

[0032] Turning to Fig. 1A, a wagon 100 is arranged in a deployed configuration 102 in which the wagon 100 may be used to transport items. The wagon 100 may be particularly useful in transporting items across rough, irregular, and / or soft terrain (e.g., sand, gravel, loose soil, etc.). The wagon 100 may be provided in the form of a frame 104, a basket 106, wheel assemblies 108, and a pivot tray 110. The frame 104 may be composed of extruded, substantially tubular elements, sheet materials, and / or linkages composed of, by way of example, plastic, metal, and / or carbon fiber. In certain instances, at least a portion of the frame 104 may be partially or substantially hollow. The frame 104 may be coupled to and / or support the basket 106 and the pivot tray 110. The frame 104 may also be articulatable and collapsible, as will be explained in greater detail below.

[0033] The basket 106 may be composed of a thin, flexible material such as plastic, rubber, leather, fabric, and the like, although the basket 106 may also be provided in other forms. Generally, when the wagon 100 is in the deployed configuration 102, the basket 106 may be arranged in a substantially rectangular-prism shape, although the basket 106 may also be provided in other shapes. In addition, the basket 106 may include an interior 107. When the wagon 100 is in the deployed configuration 102, a user may insert and remove objects from the interior 107. Thus, the basket 106 may provide a convenient location for the user to store items when the wagon 100 is in use.

[0034] The wheel assemblies 108 may be releasably attachable to the frame 104, or, alternatively, the wheel assemblies 108 may be integrally formed with the frame 104. The wheel assemblies 108 may be sized, shaped, and positioned to traverse soft, irregular, and / or rough terrain. For example, the wheel assemblies may be designed to traverse terrain such as sand, gravel, and loose soil in addition to substantially smooth, flat surfaces. The wagon 100 may be provided with at least two wheel assemblies 108, as shown, although the wagon 100 may be provided with additional wheel assemblies (e.g., four wheel assemblies, six wheel assemblies, etc.).

[0035] The wagon 100 may also be provided in a nearly limitless number of known and reasonably foreseeable alternative shapes and constructions than those described herein.

[0036] As shown in Fig. IB, the wagon 100 may include a tab 112 coupled to the frame 104. The tab 112 may be provided in the form of a thin, substantially oval-shaped body including an aperture 113 extending therethrough, although the tab 112 may also be provided in other forms. In some instances, the tab 112 may be rotatably coupled to the frame 104. For example, the tab 112 may be rotatably coupled to a pivot arm or a crossbar of the frame 104. The wagon may also include a bolt member 114 or another similar protrusion extending outwardly and away from the frame 104. In some instances, the bolt member 114 may be positioned below the tab 112. Together, the tab 112 and the bolt member 114 may be designed to help retain the wagon 100 in a collapsed configuration (see, e.g., Figs. 11-18). Particularly, when the wagon 100 is in the collapsed configuration, the bolt member 114 may be inserted into the aperture 113 of the tab 112. When the tab 112 and the bolt member 114 are engaged with each other, the movement of portions of the frame 104 (e.g., an upper portion and lower portion of the frame 104) relative to each other may be substantially prevented.

[0037] While only a single instance of the tab 112 and the bolt member 114 is shown in Fig. IB, additional tabs and bolt members may also be provided with the wagon 100. For example, a second tab and a second bolt member may be provided on the opposite side of the frame 104. Furthermore, the tab 112 and the bolt member 114 may be positioned elsewhere on the frame 104. In some instances, the tab 112 and bolt member 114 may not be provided with the wagon 100.

[0038] Referring still to Fig. IB, the basket 106 of the wagon 100 may include various pockets designed to store, hold, or otherwise retain objects. For example, the basket 106 may include a first pocket 115 having a first closure mechanism 116 and a second pocket 117 having a second closure mechanism 118. The first pocket 115 may be positioned on an outer surface 119 of the basket 106 and the second pocket 117 may be positioned in the interior 107 of the basket 106, although the first and second pockets 115, 117 may also be positioned elsewhere on the basket 106. The basket 106 may also include fewer pockets or more pockets than shown in Fig. IB.

[0039] The first and second closure mechanisms 116, 118 may be designed to selectively open and close the first and second pockets 115, 117, respectively. As such, a user may actuate the first and second closure mechanisms 116, 118 to place the first and second pockets 115, 117 into an open configuration and a closed configuration. When the first and second pockets 115, 117 are in the open configuration, the user may add and / or remove objects from the first and second pockets 115, 117. In comparison, placing the first andsecond pockets 115, 117 in the closed configuration may help retain objects within the first and second pockets 115, 117. The first and second closure mechanisms 116, 118 may be provided in the form of buttons, snaps, hook and loop fasteners, buckles, zippers, and other similar known mechanisms. For example, as shown, the first and second closure mechanisms 116, 118 may be provided as zippers. In certain cases, the first and second pockets 115, 117 may be provided without the first and second closure mechanisms 116, 118.

[0040] Turning to Fig. 2, the frame 104 includes an upper frame portion 120, a lower frame portion 122, a skid plate 124, a handle 126, a first crossbar 128, a second crossbar 130, a first pivot arm 132, and a second pivot arm 134. In certain instances, the first crossbar 128 and the second crossbar 130 may be substantially mirror images of one another, although the first and second crossbars 128, 130 may be different from one another. Similarly, the first pivot arm 132 and the second pivot arm 134 may be substantially mirror images of one another, although the first and second pivot arms 132, 134 may also be different from one another. The arrangement of the upper frame portion 120, the lower frame portion 122, the first and second crossbars 128, 130, and the first and second pivot arms 132, 134, may impart the frame 104 with a generally rectangular footprint, although the footprint of the frame 104 may also have other shapes. In addition, the upper frame portion 120 of the frame may be articulably coupled to the lower frame portion 122. Thus, the frame 104 may be positioned in the deployed configuration 102, as shown in Fig. 2, and also moved into the collapsed configuration (illustrated in Figs. 11-18).

[0041] The first crossbar 128, the second crossbar 130, the first pivot arm 132, and the second pivot arm 134 may be pivotable relative to the lower frame portion 122. More particularly, the first crossbar 128 and the first pivot arm 132 may be coupled via a first hinge joint 135a that acts as a pivot point for the first crossbar 128 and the first pivot arm 132, while the second crossbar 130 and the second pivot arm 134 may be coupled via a second hinge joint 135b that acts as a pivot point for the second crossbar 130 and the second pivot arm 134. The first hinge joint 135a may be provided as any coupling mechanism that allows for the rotation of the first crossbar 128 and the first pivot arm 132 relative to each other, and the second hinge joint 135b may also be provided as a similar or identical coupling mechanism that allows for the rotation of the second crossbar 130 and the second pivot arm 134 relative to each other. When the first crossbar 128, the second crossbar 130, the first pivot arm 132, and the second pivot arm 134 are pivoted downwardly (e.g., toward the skid plate 124), the upper frame portion 120 of the frame may move downwardly and towards the lower frame portion 122.

[0042] In some instances, the basket 106 (see, e.g., Fig. 1A) may substantially surround each of the first crossbar 128, the second crossbar 130, the first pivot arm 132, and the second pivot arm 134. In other instances, one or more of the first crossbar 128, the second crossbar 130, the first pivot arm 132, and the second pivot arm 134 may be positioned outside of the basket 106. For example, the first crossbar 128 and the second crossbar 130 may be positioned and located inside the basket 106, while the first pivot arm 132 and the second pivot arm 134 are positioned and located outside of the basket 106.

[0043] The lower frame portion 122 may couple to and / or support the skid plate 124. The skid plate 124 may be formed from the same materials as the other components of the frame 104 or from the same materials as the basket 106. Alternatively, the skid plate 124 may be formed from other durable materials including, by way of example, aluminum or other metals. Generally, the skid plate 124 may be designed to protect the basket 106 from impacts, such as those caused by debris thrown by the wheel assemblies 108 and / or the user bumping into another object. In addition, the skid plate 124 may help protect the basket 106 from wear and tear that may result from the basket 106 contacting the ground as the wagon 100 moves over rough or uneven terrain. In addition, the skid plate 124 may couple or attach to walls of the basket 106 (see, e.g., Fig. 1A) and / or provide a location upon which the basket 106 may sit. The skid plate 124 may also provide a surface upon which items placed into the basket 106 may sit.

[0044] Referring still to Fig. 2, the skid plate 124 may be coupled to the lower frame portion 122 of the frame 104. The skid plate 124 may be provided in the form of a substantially planar body 136 including one or more apertures 137 extending therethrough. The body 136 of the skid plate 124 may be substantially coplanar with the lower frame portion 122 of the frame 104. In certain instances, the walls of the basket 106 may extend upwardly and away from the body 136 of the skid plate 124. The one or more apertures 137 may be designed to help prevent the accumulation of moisture and / or small particulate matter in the basket 106. Thus, the one or more apertures 137 may help protect the items within the basket from damage caused by water accumulation and / or may help keep the basket 106 clean. For example, if water or sand enters the interior 107 of the basket 106, the one or more apertures 137 may allow the water or sand to pass through the body 136 of the skid plate 124. After the water or sand passes through the one or more apertures 137, the water or sand may flow to an environment surrounding the wagon 100, thereby exiting the wagon 100. Thus, the one or more apertures 137 may help facilitate the flow of fluids and small particulate materials out of the basket 106. In some instances, as shown in Fig. 2, the one or moreapertures 137 may be positioned on the skid plate 124 proximate to a frontward portion 138 and proximate to a rearward portion 139 of the wagon 100, although the one or more apertures 137 may also be positioned elsewhere on the skid plate 124.

[0045] It is to be understood that the body 136 of the skid plate 124 may be provided in other shapes and forms. For example, the skid plate 124 may be provided without the one or more apertures 137. As an additional example, the skid plate 124 may include additional sections that are not substantially coplanar with the body 136. For example, the skid plate 124 may include an additional section (not illustrated) positioned at or near the rearward portion 139 of the wagon 100. The additional section may extend upwardly at an acute angle from the lower frame portion 122 and the body 136 and may overlay or cover at least a portion of the basket 106. Similar to the body 136, the additional section may be designed to protect the wagon 100, and in particular the basket 106, from debris and other items in the surrounding environment.

[0046] The handle 126 may be positioned at the frontward portion 138 of the wagon 100. In an extended configuration, the handle 126 may extend outwardly and away from the basket 106. When the handle 126 is in the extended configuration, as shown in Fig. 2, the handle 126 may be substantially U-shaped, although the handle 126 may also be provided in other shapes and forms. The handle 126 may provide a convenient location for the user to grip the wagon 100 during use (e.g., when pushing or pulling the wagon 100). In some instances, the handle 126 may be designed to slide into the upper frame portion 120, which in turn may make the wagon 100 more compact for storage.

[0047] The wheel assemblies 108 may be positioned on the rearward portion 139 of the frame 104 and may be positioned opposite of the handle 126. Thus, when the handle 126 is lifted by the user, the wagon 100 may pivot about the wheel assemblies 108 relative to the ground. Pivoting the wagon 100 about the wheel assemblies 108 may place the center of mass of a load that is positioned in the basket 106 ahead of the wheel assemblies 108, relative to the direction of travel. Thus, during use, the wheel assemblies 108 are designed to be pulled up, over, and along surfaces of the terrain (particularly soft terrain like sand, gravel, loose soil, and the like) as opposed to being pushed down, into, and through the terrain, like the front wheels of a four-wheeled wagon.

[0048] Turning to Fig. 3, the upper frame portion 120 of the frame 104 may include a first upper side section 140, a second upper side section 142, a rear section 144, a first track 146, and a second track 148. Features of the first and second tracks 146, 148 are further described with reference to Fig. 9. The first upper side section 140 may couple to and / orsupport the first track 146, which may slidably and pivotably engage the first crossbar 128 of Fig. 2 via a first connector pin 160. Likewise, the second upper side section 142 supports the second track 148, which may slidably and pivotably engage the second crossbar 130 of Fig. 2 via a second connector pin 162. Thus, the first and second crossbars 128, 130 may each be slidable relative to the upper frame portion 120 of the wagon 100.

[0049] At least a portion of each of the first and second upper side sections 140, 142 may be substantially hollow such that they may receive at least a portion of the handle 126 when the wagon 100 transitions to the collapsed configuration. For example, some, substantially all, or all of a third upper side section 150 and a fourth upper side section 152 of the handle 126 may be received into the first upper side section 140 and the second upper side section 142, respectively. The third and fourth upper side sections 150, 152 may be slidably coupled to the first and second upper side sections 140, 142 to help facilitate the movement of the third and fourth upper side sections 150, 152 into and / or out of the first and second upper side sections 140, 142.

[0050] In addition to the third upper side section 150 and the fourth upper side section 152, the handle 126 may also include an upper forward section 154 and a grip 156. When the wagon 100 is in the deployed configuration 102, the third and fourth upper side sections 150, 152 may extend outwardly and away from the basket 106 and be arranged such that they are substantially parallel to one another. The upper forward section 154 may be coupled to the third and fourth upper side sections 150, 152, thereby forming a “U” shape of the handle 126. The grip 156 may be integrally formed with or coupled to the upper forward section 154 of the handle 126. The grip 156 may be formed from a soft, durable, and / or anti-slip material. As such, the grip 156 may be comfortable for the user to grasp as the wagon 100 is used, and the anti-slip material may help the user maintain his or her grip while pushing or pulling the wagon 100. In some instances, as shown in Fig. 3, the grip 156 may cover all of the upper forward section 154 of the handle 126 and extend onto the third and fourth upper side sections 150, 152. Alternatively, the grip 156 may only partially cover the upper forward section 154 and / or may not extend onto the third and fourth upper side sections 150, 152.

[0051] The pivot tray 110 may couple the first upper side section 140 to the second upper side section 142 at a forward end 158 of the upper frame portion 120. In instances in which the pivot tray 110 is not provided, the first and second upper side sections 140, 142 may be coupled via another component of the frame 104. The pivot tray 110 may include one or more recesses 164. The one or more recesses 164 may be shaped and designed to receive a variety of objects including, but not limited to, cups, cell phones, sunglasses, and other looseitems. In some instances, the one or more recesses 164 may be designed as, by way of example, cupholders, organization containers, pockets, and the like. In certain instances, the pivot tray 110 may not be provided with the one or more recesses 164.

[0052] The pivot tray 110 may also be coupled to and / or support a first pivot cover 166 and a second pivot cover 168. The first and second pivot covers 166, 168 may each be designed to retain components that allow the handle 126 to pivot upwardly and / or downwardly. In addition, the components within the first and second pivot covers 166, 168 may lock the handle 126 in position. As such, the handle 126 may be positioned at an angle relative to the pivot tray 110. When the handle 126 is positioned at an angle relative to the pivot tray 110, the wagon 100 may be easier for the user to push or pull during use. In certain instances, the first connector pin 160 and the second connector pin 162 may be substantially interchangeable such that they may be used in place of one another in the wagon 100. In certain instances, the handle 126 may not be pivotable relative to the frame 104. In such cases, the user need not worry about applying additional force to the handle 126 as required to help navigate the wagon 100 through soft or sandy terrain.

[0053] The pivot tray 110 may also include a first bore 169a and a second bore 169b that are provided on opposite sides of the pivot tray 110. Each of the first and second bores 169a, 169b may be provided as substantially linear, hollow portions extending partially or completely through the pivot tray 110. The first and second bores 169a, 169b may each include openings (not shown) provided on the forward end 158 of the upper frame portion 120 and additional openings (not shown) positioned toward the rear section 144 of the upper frame portion 120. The openings of the first and second bores 169a, 169b on the forward end 158 may be designed to receive and couple to the third and fourth upper side sections of 150, 152 of the handle 126, respectively. The additional openings of the first and second bores 169a, 169b may be designed to receive and couple to first and second upper side sections 140, 142 of the frame 104, respectively. As the wagon 100 is moved from the deployed configuration 102 to the collapsed configuration, the first upper side section 140 and the first bore 169a may slidably receive the third upper side section 150. Substantially simultaneously, the second upper side section 142 and the second bore 169b may slidably receive the fourth upper side section 152. Thus, the pivot tray 110 and the first and second upper side sections 140, 142 may facilitate a decrease in the overall size of the wagon 100 when the wagon 100 is arranged in the collapsed configuration.

[0054] In some instances, the first track 146 and the second track 148 may be substantially mirror images of one another. Alternatively, the first and second tracks 146, 148 may be different from one another.

[0055] Turning to Fig. 4, the lower frame portion 122 of the frame 104 may include a first lower side section 170, a second lower side section 172, a lower forward section 174, a first hub assembly 176, a second hub assembly 178, a first support leg 180, a second support leg 182, and a sled bar 184. The skid plate 124 may also include a first protrusion 190 and a second protrusion 192.

[0056] The first lower side section 170 may support and / or couple to the first hub assembly 176 at or proximate to a rear end 194 of the lower frame portion 122. Similarly, the second lower side section 172 may support and / or couple to the second hub assembly 178 at or proximate to the rear end 194. In turn, the first and second hub assemblies 176, 178 may be coupled to the wheel assemblies 108.

[0057] The sled bar 184 may couple the first lower side section 170 to the second lower side section 172 medially along the lower frame portion 122. Thus, the sled bar 184 may be designed to help provide stability to the lower frame portion 122 of the frame 104. In some instances, the sled bar 184 may be integrally formed with at least one of the first and second lower side sections 170, 172.

[0058] The first and second support legs 180, 182 may be designed to help support the wagon 100 when the wagon 100 is at rest. The first support leg 180 and the second support leg 182 may be pivotably engaged with the lower forward section 174. As best shown in Figs. 7 and 8, the first and second support legs 180, 182 may have a substantially U-shaped structure, although the first and second support legs 180, 182 may also be provided in a nearly limitless number of shapes and forms (e.g., a linear protrusion, a half-circle shape, an oval shape, and the like).

[0059] Referring again to Fig. 4, the first and second support legs 180, 182 may be at least partially covered and / or wrapped with a first foot sleeve 200 and a second foot sleeve 202, respectively. In certain instances, the first and second foot sleeves 200, 202 may be provided in the form of a durable material (e.g., a durable plastic, a durable metal) designed to help protect the first and second support legs 180, 182 from damage. As shown in Fig. 5, the first foot sleeve 200 may have a bottom surface 204, and the second foot sleeve 202 may have a second bottom surface 205. Each of the first and second bottom surfaces 204, 205 may contact the ground when the wagon 100 is not in use. In certain instances, the first and second bottom surfaces 204, 205 may have a large surface area to provide additional stability whenthe first and second support legs 180, 182 contact the ground. In certain instances, the first and second bottom surfaces 204, 205 may be provided with an anti-slip surface to help prevent the wagon from moving or rolling when the wagon 100 is at rest. In some instances, the wagon 100 may not be provided with the first and second foot sleeves 200, 202. In such instances, the first and second support legs 180, 182 may be provided with the first and second bottom surfaces 204, 205, respectively.

[0060] Referring once again to Fig. 4, in certain instances, the first support leg 180 and the second support leg 182 may be lockable and pivotably engaged with the sled bar 184 and / or the skid plate 124 via a first Hirth joint 196 and a second Hirth joint 198, respectively. In other instances, other lockable and pivotable joints known in the art may couple the first and second support legs 180, 182 to the sled bar 184. In yet other instances, the first and second support legs 180, 182 may be integrally formed with the frame 104, may not be pivotably coupled to the sled bar 184, and / or may not be actuatable with respect to the sled bar 184. The first and second Hirth joints 196, 198 may allow the first and second support legs 180, 182 to pivot or rotate such that the overall height of the wagon 100 may be reduced. For example, the first Hirth joint 196 may allow the first support leg 180 to be rotated inwardly (i.e., towards the second lower side section 172) and upwardly (i.e., towards the skid plate 124), while the second Hirth joint 198 may allow the second support leg 182 to be rotated inwardly (i.e., towards the first lower side section 170) and upwardly (i.e., towards the skid plate 124). Alternatively, or in addition, the first Hirth joint 196 may allow the first support leg 180 to be rotated outwardly (i.e., towards the first lower side section 170) and upwardly (i.e., towards the skid plate 124), while the second Hirth joint 198 may allow the second support leg 182 to be rotated outwardly (i.e., towards the second lower side section 172) and upwardly (i.e., towards the skid plate 124). The first and second Hirth joints 196, 198 may also facilitate the pivoting or the rotation of the first and second support legs 180, 182 in manners not described herein. When the first and second support legs 180, 182 are pivoted and / or rotated as described herein, the overall size of the wagon 100 may be reduced.

[0061] The first and second protrusions 190, 192 may each extend outwardly and away from a bottom surface 199 of the skid plate 124. In certain instances, the first and second protrusions 190, 192 may each be provided in the form of a substantially hollow rectangular prism that includes a top opening (not shown), although the first and second protrusions 190, 192 may also be provided in other shapes and forms. In addition, the first and second protrusions 190, 192 may be integrally formed with the skid plate 124. The first and second protrusions 190, 192 may be designed to accommodate the first and secondcrossbars 128, 130, respectively. For example, the first and second crossbars 128, 130 may extend into and be received by the first and second protrusions 190, 192, respectively. Thus, the skid plate 124 may accommodate the pivoting of the first and second crossbars 128, 130 relative to the lower frame portion 122. In some instances, the first and second protrusions 190, 192 may not be provided. In some such instances, the skid plate 124 may include openings or apertures (not shown) through which the first and second crossbars 128, 130 may extend.

[0062] Turning to Fig. 5, features of the wheel assemblies 108, the first and second hub assemblies 176, 178, and the first and second support legs 180, 182 are further described. To begin, it is to be understood that the wheel assemblies 108 are substantially interchangeable. In other instances, however, the wheel assemblies 108 may not be interchangeable. Furthermore, the first and second hub assemblies 176, 178 may be substantially mirror images of one another, thereby facilitating the interchangeability of the wheel assemblies 108. In other instances, however, the first and second hub assemblies 176, 178 may not be mirror images of one another.

[0063] The wheel assemblies 108, the first support leg 180, and the second support leg 182 may extend downwardly beyond the lower forward section 174 of the frame 104 substantially equally. Thus, bottom surfaces 206 of the wheel assemblies 108 and the first and second bottom surfaces 204, 205 of the first and second foot sleeves 200, 202 may be substantially coplanar when the wagon 100 is in the deployed configuration 102. In addition, when the wagon 100 is in the deployed configuration 102, the bottom surface 199 of the skid plate 124 (see Fig. 4) may be substantially parallel with the ground. Thus, when the wagon 100 is in the deployed configuration 102, at rest, and not being lifted upwardly by the handle 126, the wagon 100 may sit substantially parallel with the ground both side-to-side and front- to-back.

[0064] Turning next to Fig. 6, the relative positions of the first and second pivot arms 132, 134 and the basket 106 when the wagon 100 is in the deployed configuration 102 are further described. For example, the first and second pivot arms 132, 134 may be located between the upper frame portion 120 and the lower frame portion 122 of the frame 104. In addition, the basket 106 may be located between the first and second pivot arms 132, 134. Furthermore, the first and second pivot arms 132, 134 may be positioned between wheels 210 of the wheel assemblies 108. Additionally, the first and second pivot covers 166, 168 may extend outwardly beyond the frame 104. It is to be understood that, in other instances, the components of the wagon 100 may be otherwise arranged or positioned.

[0065] Referring to Fig. 7, the arrangement and features of the second pivot arm 134 and the second support leg 182 are further described. The second pivot arm 134 is pivotably coupled to the second pivot cover 168 and the second hub assembly 178. Thus, the second pivot arm 134 is pivotable relative to the second upper side section 142. Similarly, the second pivot arm 134 is pivotable relative to the second lower side section 172 via the second hub assembly 178. Thus, the second pivot cover 168 and the second hub assembly 178 each help facilitate the movement of the wagon 100 from the deployed configuration 102 to the collapsed configuration by allowing for the second upper side section 142 to be moved towards the second lower side section 172. The particular arrangement of the second pivot arm 134, the second upper side section 142, and the second lower side section 172 may form a reverse “Z” shape that, in operation, may balance compactness and the structural integrity of the wagon 100 with the speed of deploying and / or collapsing the wagon 100 for use and storage.

[0066] Turning to Fig. 8, the arrangement and features of the first pivot arm 132 and the first support leg 180 are further described. The first pivot arm 132 may be pivotably coupled to the first pivot cover 166 and the first hub assembly 176. Thus, the first pivot arm 132 is pivotable relative to the first upper side section 140 via the first pivot cover 166. Similarly, the first pivot arm 132 is pivotable relative to the first lower side section 170 via the first hub assembly 176. Thus, the first pivot cover 166 and the first hub assembly 176 each help facilitate the movement of the wagon 100 from the deployed configuration 102 to the collapsed configuration by allowing for the first upper side section 140 to be moved towards the first lower side section 170. Similar to the reverse Z-shape described above for the second pivot arm 134, the second upper side section 142, and the second lower side section 172, the arrangement of the first pivot arm 132, the first upper side section 140, and the first lower side section 170 may form a “Z” shape that may help balance compactness with structural integrity and the speed of deploying and / or collapsing the wagon 100 for use and / or storage.

[0067] Further, the basket 106 may be supported by the skid plate 124 and is coupled to the upper frame portion 120. Thus, in the deployed configuration 102, the basket 106 is stretched between the skid plate 124 and the upper frame portion 120.

[0068] Referring to Figs. 7 and 8 together, the wagon 100 may be provided with various actuators or buttons designed to facilitate or allow movement of various components of the wagon 100 when the wagon 100 is transitioned between the deployed configuration 102 and the collapsed configuration. Generally, when the actuators or buttons are released(i.e., not depressed), motion of the various components may be substantially or completely prevented. In comparison, when the actuators or buttons are depressed (e.g., when the user applies a sufficient force to the actuators or buttons), motion of the various components may be allowed.

[0069] The handle 126 may be provided with one or more trigger buttons 207. The one or more trigger buttons 207 may be provided on an underside of the upper forward section 154, although the one or more trigger buttons 207 may be positioned elsewhere on the handle 126. The handle 126 may include two trigger buttons 207, although the handle 126 may include fewer or additional trigger buttons. When at least one of the one or more trigger buttons 207 is depressed, the upper forward section 154 of the handle 126 may be moved towards and away from the first and second upper side sections 140, 142. For example, depressing at least one of the one or more trigger buttons 207 may allow for the handle 126 to be collapsed into the frame 104 by allowing for the handle 126 to slide into the first and second upper side sections 140, 142. In comparison, when the one or more trigger buttons 207 are released, motion of the handle 126 may be substantially or completely prevented.

[0070] Alternatively, or in addition, the one or more trigger buttons 207 may allow for motion of the handle 126 about the first and second pivot covers 166, 168. In such instances, by depressing at least one of the one or more trigger buttons 207, mechanisms provided within the first and second pivot covers 166, 168 may be actuated, thereby allowing the user to rotate the handle 126 upwardly and downwardly. In comparison, when the one or more trigger buttons 207 are released, motion of the handle 126 may be substantially or completely prevented.

[0071] It is to be understood that the one or more trigger buttons 207 may be provided as any actuator that is known in the art. In addition, in some instances, the one or more trigger buttons 207 may not be provided with the wagon 100.

[0072] Like the one or more trigger buttons 207, at least one trigger button 208 may be provided on the first and second upper side sections 140, 142 of the frame 104. For example, a first trigger button of the at least one trigger button 208 may be positioned proximate or adjacent to the first track 146 and a second trigger button of the at least one trigger button 208 may be positioned proximate or adjacent to the second track 148, although additional or fewer trigger buttons may also be provided on the frame 104. In addition, the at least one trigger button 208 may be positioned elsewhere on the frame 104.

[0073] Generally, the at least one trigger button 208 may be designed to allow or help prevent the pivoting and / or other motion of the first and second crossbars 128, 130 when thewagon 100 is in the deployed configuration 102 and / or the collapsed configuration. More particularly, each trigger button of the at least one trigger button 208 may be in communication with locking means that substantially prevents the motion of the first connector pin 160 or the second connector pin 162, which in turn may prevent motion of the first crossbar 128 or the second crossbar 130. For example, the first trigger button of the at least one trigger button 208 may prevent motion of the first connector pin 160 when the first trigger button is released, and the second trigger button of the at least one trigger button 208 may prevent motion of the second connector pin 162 when the second trigger button is released. In comparison, when the at least one trigger button 208 is depressed, the locking means associated with the first and second connector pins 160, 162 may be disengaged, thereby allowing for motion of the first and second connector pins 160, 162 within the first and second tracks 146, 148, respectively. In turn, this may allow for the first and second crossbars 128, 130 to move (e.g., slide or pivot) relative to the first and second tracks 146, 148.

[0074] It is to be understood that the at least one trigger button 208 may be provided as any actuator known in the art. In addition, in some instances, the at least one trigger button 208 may not be provided with the wagon 100.

[0075] Referring again to Figs. 7 and 8, each of the first and second support legs 180, 182 may be provided with or in communication with a button 209. The button 209 of the first support leg 180 may be positioned proximate or adjacent to the first lower side section 170 and face the handle 126, and the button 209 of the second support leg 182 may be similarly positioned with respect to the second lower side section 172 and the handle 126. Alternatively, the button 209 may be positioned elsewhere on each of the first and second support legs 180, 182.

[0076] The button 209 may be designed to allow and / or help prevent motion of the first and second support legs 180, 182 relative to the first and second lower side sections 170, 172. For example, the button 209 may be in communication with a Hirth joint (i.e., the first Hirth joint 196 or the second Hirth joint 198) provided on the first support leg 180 or the second support leg 182. When the button 209 is depressed, actuation of the Hirth joint may be allowed, thereby allowing the first support leg 180 and / or the second support leg 182 to be moved upwardly, downwardly, and / or rotationally with respect to the first and second lower side sections 170, 172. In comparison, when the button 209 is released (i.e., not engaged) actuation of the Hirth joint associated with the button 209 may be prevented.

[0077] It is to be understood that the button 209 may be provided as any actuator known in the art. In addition, in some instances, the button 209 may not be provided with the wagon 100.

[0078] Referring now to Fig. 9, the first track 146 includes an elongated trough 220, an upper lip 222, a lower lip 224, a forward end cap 226, and a rear end cap 228. The first crossbar 128 is slidably and pivotably linked to the first track 146 via the first connector pin 160.

[0079] The trough 220 is attached to the first upper side section 140 and defines a channel 240. The upper lip 222 and the lower lip 224 each extend from the trough 220 and toward one another to define a slot 242, which is in communication with the channel 240. The forward end cap 226 and the rear end cap 228 are attached to the trough 220, the upper lip 222, and the lower lip 224. The forward end cap 226 and the rear end cap 228 further define the channel 240 and the slot 242.

[0080] The first connector pin 160 may include a shaft 244 and a flange 246. The flange 246 extends radially outwardly from the shaft 244. The shaft 244 may be attached to the first crossbar 128. Furthermore, the shaft 244 may extend through the slot 242 and the flange 246 such that the shaft 244 is captured in the channel 240 by the trough 220, the upper lip 222, the lower lip 224, the forward end cap 226, and the rear end cap 228. Thus, the first connector pin 160 slidably engages the first track 146. In operation, when the wagon 100 is deployed (i.e., when the wagon 100 transitions from the collapsed configuration to the deployed configuration 102), the first connector pin 160 slides from the rear end cap 228 toward the forward end cap 226.

[0081] In some instances, the first track 146 may include a detent protrusion, latch mechanism, and / or another locking means to retain the first connector pin 160 in position when the first connector pin 160 is proximate or adjacent to the forward end cap 226. In such instances, when the wagon 100 is in the deployed configuration 102, the first connector pin 160 may be captured in the first track 146 and releasably engaged with the locking means, thereby helping the wagon 100 remain in the deployed configuration 102.

[0082] It is to be understood that the second crossbar 130 may be analogously coupled to the second track 148 via the second connector pin 162 (see Fig. 3).

[0083] Turning to Fig. 10, the wheel assembly 108 includes the wheel 210, a spindle 250, a first bearing 252, and a second bearing 254. The wheel 210 is rotatably supported by the spindle 250 via the first bearing 252 and the second bearing 254. The second hub assembly 178 may include a hub shoe 258 retained in a housing 260. In operation, to mountthe wheel assembly 108 in the second hub assembly 178, the spindle 250 may slide against the hub shoe 258 and received by the housing 260.

[0084] As the wheel assembly 108 is mounted in the second hub assembly 178, a latch 261 of the wheel assembly 108 may encounter and snap into a notch 262 of the second hub assembly 178. The latch 261 may be snapably couplable to and / or pivotable in the spindle 250 and the notch 262 may be defined by the hub shoe 258. Thus, the wheel assembly 108 may be decoupled from the wagon 100 by pivoting the latch 256 out of the notch 262. In addition, the wheel assembly 108 may be re-coupled to the wagon 100 by snapping the latch 256 into the notch 262. It should be understood that the first hub assembly 176 analogously couples to the wheel assembly 108 (see, e.g., in Fig. 6).

[0085] Turning to Fig. 11, the wagon 100 is shown in a collapsed configuration 270 with the basket 106 and the skid plate 124 removed for clarity. It should be understood that, when the wagon 100 is in the collapsed configuration 270, the basket 106 may be folded between the upper frame portion 120 and the skid plate 124. In some instances, the basket 106 may be designed to be “reversibly” collapsible such that the basket 106 can be folded and then returned to the unfolded configuration as desired. For example, the basket 106 may be creased and / or pleated such that the basket 106 may compactly fold in a predetermined manner or by following a predetermined pattern.

[0086] When the wagon 100 is placed in the collapsed configuration 270, the upper frame portion 120 and the lower frame portion 122 may be brought toward one another, thereby reducing the volume and height of the wagon 100. For example, the upper frame portion 120 may be moved toward the lower frame portion 122 by (1) pivoting the first pivot arm 132 and the second pivot arm 134 and (2) by pivoting and sliding the first crossbar 128 and the second crossbar 130. Once the frame 104 has been fully collapsed, the first upper side section 140, the first pivot arm 132, and the first lower side section 170 may be aligned and / or substantially coplanar. Similarly, the second upper side section 142, the second pivot arm 134, and the second lower side section 172 may be aligned and / or substantially coplanar once the wagon 100 is in the collapsed configuration 270.

[0087] In addition, when the wagon 100 is in the collapsed configuration 270, the handle 126 may not extend as far outwardly from the basket 106 compared to the deployed configuration 102. More particularly, some, substantially all, or all of the third and fourth upper side sections 150, 152 (see Fig. 3) of the handle 126 may be received into the first and second upper side sections 140, 142 of the frame 104. As shown in Fig. 11, substantially all of the third and fourth upper side sections 150, 152 of the handle 126 have been received intothe first and second upper side sections 140, 142 of the frame 104, thereby reducing the overall volume and footprint of the wagon 100.

[0088] As the wagon 100 is actuated into the collapsed configuration 270, the first and second crossbars 128, 130 may move towards the rear section 144 of the wagon 100. As shown in Figs. 12 and 13, when the wagon 100 is moved into the collapsed configuration 270, the first connector pin 160 is moved rearwardly in the first track 146 toward the rear section 144. Substantially simultaneously, the second connector pin 162 is moved rearwardly in the second track 148 toward the rear section 144. The movement of the first and second crossbars 128, 130 may be substantially prevented once the first and second connector pins 160, 162 reach the end of the first and second tracks 146, 148 that are proximate to the rear section 144 of the wagon 100. To better show the first and second connector pins 160, 162, the first and second crossbars 128, 130 are not shown in Figs. 12 and 13.

[0089] Turning to Figs. 14-17, when the wagon 100 is in the collapsed configuration 270, the frame 104 of the wagon 100 may be compactly folded to aid in, by way of example, transporting the wagon 100 in a vehicle and storing the wagon 100. More specifically, in the collapsed configuration 270, a distance X as measured from a top side 272 of the pivot tray 110 to an underside 274 of the lower frame portion 122 may be less than a diameter D of the wheels 210. Thus, when the wagon 100 is in the collapsed configuration 270, an overall height of the wagon 100 may be reduced as compared to the overall height of the wagon 100 in the deployed configuration 102 (see Figs. 1-10). In some instances, when the wagon 100 is in the collapsed configuration 270, the overall height of the wagon 100 may be reduced by at least about 30% to at least about 70%, although the reduction of the overall height of the wagon 100 may be somewhat less or even greater than these values. For example, when the wagon 100 is in the collapsed configuration 270, the overall height of the wagon 100 may be reduced by at least about 30%, or at least about 40%, or at least about 50%, or at least about 60%, or at least about 70% as compared to the overall height of the wagon 100 in the deployed configuration 102. As an additional example, when the wagon 100 is in the collapsed configuration 270, the overall height of the wagon 100 may be reduced by at least 30%, or at least 40%, or at least 50%, or at least 60%, or at least 70% as compared to the overall height of the wagon 100 in the deployed configuration 102. In some instances, the reduction in the overall height of the wagon 100 when the wagon 100 is actuated from the deployed configuration 102 to the collapsed configuration 270 may fall within a range bounded by any minimum value and any maximum value as described above.

[0090] In some instances, the wagon 100 may have a first overall height in the deployed configuration 102 and a second overall height in the collapsed configuration 270. In some instances, the second overall height may be at least about 30% to at least about 70% less than the first overall height, although the second overall height (as compared to the first overall height) may be somewhat less or even greater than these values. For example, when the wagon 100 is in the collapsed configuration 270, the second overall height may be at least about 30%, or at least about 40%, or at least about 50%, or at least about 60%, or at least about 70% less than the first overall height. As an additional example, the second overall height may be at least 30%, or at least 40%, or at least 50%, or at least 60%, or at least 70% less than the first overall height. In some instances, the second overall height may fall within a range bounded by any minimum value and any maximum value as described above.

[0091] Turning next to Fig. 18, to bring the wagon 100 into the collapsed configuration 270, the first crossbar 128 (not illustrated in Fig. 18 for clarity) may move or push the first connector pin 160 from the forward end cap 226 toward the rear end cap 228 of the first track 146 until the first connector pin 160 abuts the rear end cap 228. Once the first connector pin 160 abuts the rear end cap 228, further movement of the first connector pin 160 in the rearward direction may be substantially prevented.

[0092] In some instances, the first track 146 may include a detent protrusion, latch mechanism, and / or another locking means designed to retain the first connector pin 160 in position when the first connector pin 160 is proximate or adjacent to the rear end cap 228. In such instances, when the wagon 100 is in the collapsed configuration 270, the first connector pin 160 may be captured in the first track 146 and releasably engaged with the locking means, thereby helping the wagon 100 remain in the collapsed configuration 270. It is to be understood that the second crossbar 130 may be analogously coupled to the second track 148 via the second connector pin 162 when the wagon 100 is in the collapsed configuration 270.

[0093] Referring still to Fig. 18, features of the wheel 210 are further illustrated. Generally, the wheel 210 may be appropriately sized and shaped to roll in sand, including soft sands, although the wheel 210 may also be designed to efficiently roll over other types of terrain. To begin, the wheel 210 may be provided in a form of a substantially toroidal shape having an outer surface 300, although the wheel 210 may also be provided in other shapes. The rounded shape of the wheel 210 may help the wheel 210 move through sand as compared to wheels that do not have a substantially rounded shape. In some instances, the wheel 210 may have any tread pattern that is suitable for any terrain over which the wagon 100 may travel and / or that is suitable for the intended use of the wagon 100. For example, the outersurface 300 of the wheel 210 may include a tread pattern 301 having an undulating shape, a zigzag shape, and / or a serpentine shape, although the tread pattern 301 may also be provided in other forms. For example, the tread pattern 301 may include a substantially linear, horizontal protrusions 302 that are substantially bisected by a raised portion 304 substantially circumscribing the wheel 210.

[0094] As previously described with reference to Figs. 11-18, the wagon 100 may be actuated from a deployed configuration to a collapsed configuration. In addition, the wagon 100 may also be actuated from the collapsed configuration to the deployed configuration. In operation, to transition the wagon 100 from the collapsed configuration 270 of Fig. 11 to the deployed configuration 102 of Fig. 1A, the user may pull the upper frame portion 120 away from the lower frame portion 122. As seen when comparing Figs. 2 and 11, when the upper frame portion 120 is distanced from the lower frame portion 122, the first crossbar 128, the second crossbar 130, the first pivot arm 132, and the second pivot arm 134 pivot relative to the upper frame portion 120 and lower frame portion 122. Furthermore, as the wagon 100 transitions from the collapsed configuration 270 of Fig. 18, the first connector pin 160 may slide away from the rear end cap 228 and toward the forward end cap 226. It should be understood that the second crossbar 130 transitions from the collapsed configuration 270 to the deployed configuration 102 analogously via the second track 148 and the second connector pin 162.

[0095] When the wagon 100 is in the deployed configuration 102 (see, e.g., Fig. 1A) the wagon 100 may have a first volume Vi. In comparison, when the wagon 100 is in the collapsed configuration 270 of Fig. 11, the wagon 100 may have a second volume V2 that is somewhat or substantially smaller than the first volume Vi. The first and second volumes Vi, V2 may be defined as an external volume (i.e., a volume of a total three-dimensional space enclosed by the outermost boundaries of the wagon 100) of the wagon 100 when the wagon 100 is in the deployed configuration 102 and the collapsed configuration 270. In some instances, the second volume V2 may have a value that is at least about 25% less to at least about 80% less than the first volume Vi, although the second volume V2 may be less than or somewhat greater than these values. For example, the second volume V2 may have a value that is at least about 20% less, or at least about 30% less, or at least about 40% less, or at least about 45% less, or at least about 50% less, or at least about 55% less, or at least about 60% less, or at least about 65% less, or at least about 70% less, or at least about 80% less than the first volume Vi. As an additional example, the second volume V2 may have a value that is at least 20% less, or at least 30% less, or at least 40% less, or at least 45% less, or at least 50%less, or at least 55% less, or at least 60% less, or at least 65% less, or at least 70% less, or at least 80% less than the first volume Vi. In some instances, the second volume V2 may fall within a range bounded by any minimum value and any maximum value as described above.

[0096] In addition, when the wagon 100 is in the deployed configuration 102, the wagon 100 may have a first footprint Fi, whereas when the wagon 100 is in the collapsed configuration 270 the wagon 100 may have a second footprint F2 that is somewhat or substantially smaller than the first footprint Fi. The first and second footprints Fi, F2 may be defined as a horizontal area occupied on a flat plane when the wagon 100 is viewed from above (e.g., see Figs. 3, 12). In some instances, the second footprint F2 may have a value that is at least about 20% less to at least about 60% less than the first footprint Fi, although the second footprint F2 may be less than or somewhat greater than these values. For example, the second footprint F2 may have a value that is at least about 20% less, or at least about 30% less, or at least about 35% less, or at least about 40% less, or at least about 45% less, or at least about 50% less, or at least about 55% less, or at least about 60% less than the first footprint Fi. As an additional example, the second footprint F2 may have a value that is at least 20% less, or at least 30% less, or at least 35% less, or at least 40% less, or at least 45% less, or at least 50% less, or at least 55% less, or at least 60% less than the first footprint Fi. In some instances, the second footprint F2 may fall within a range bounded by any minimum value and any maximum value as described above.

[0097] It is to be understood that the collapsed configuration 270 illustrates a single instance in which the wagon 100 has been collapsed. As previously described, the wheels 210 may be decoupled from the wagon 100. When the wheels 210 are decoupled from the wagon 100, the wheels 210 may be stowed in the basket 106 (even while the basket 106 is collapsed) or stored elsewhere. Removing the wheels 210 from the wagon 100 may further reduce the overall height and volume of the wagon 100. In addition, the first and second support legs 180, 182 may be rotated and pivoted relative to the skid plate 124 to be arranged in a stowed configuration, as previously described. When the first and second support legs 180, 182 are arranged in the stowed configuration, the overall height and volume of the wagon 100 may be further reduced as compared to the overall height and volume of the wagon in the collapsed configuration 270.

[0098] When the first and second support legs 180, 182 are stowed and / or the wheels 210 are removed from the wagon 100, an overall height of the wagon 100 may be reduced by at least about an additional 10% to at least about an additional 30%, as compared to the overall height of the wagon 100 in the collapsed configuration 270. In addition, when firstand second support legs 180, 182 are stowed and / or the wheels 210 are removed from the wagon 100, a volume of the wagon 100 may be reduced by at least about an additional 5% to at least about an additional 15%, as compared to the second volume V2 of the wagon 100 in the collapsed configuration 270. Furthermore, the reduction in the overall height and the volume of the wagon 100 facilitated by stowing the first and second support legs 180, 182 and / or decoupling the wheels 210 from the wagon 100 may be somewhat less or even greater than these values.

[0099] As is evident from the foregoing description, certain aspects of the present invention are not limited by the particular details of the examples illustrated herein, and it is therefore contemplated that other modifications, applications, variations, or equivalents thereof, will occur to those skilled in the art. Many such changes, modifications, variations, and other uses and applications of the present constructions will, however, become apparent to those skilled in the art after considering the specification and the accompanying drawings. In addition, unless mention was made above to the contrary, it should be noted that all of the accompanying drawings are not to scale. All such changes, modifications, variations, and other uses in applications that do not depart from the spirit and scope of the present inventions are deemed to be covered by the inventions which are limited only by the claims which follow.

Claims

ClaimsWhat is claimed is:

1. A wagon compri sing : a frame having a front section and a rear section, the frame including a lower frame portion and an upper frame portion; a first support leg and a second support leg each coupled to the lower frame portion; a pivot arm pivotably engaged with the lower frame portion and the upper frame portion; and a crossbar pivotably engaged with the lower frame portion and the upper frame portion, wherein, when the pivot arm and the crossbar are actuated, the upper frame portion moves relative to the lower frame portion.

2. The wagon of claim 1, wherein: the upper frame portion further includes a track, the crossbar is coupled to the track, and when the wagon transitions from a deployed configuration to a collapsed configuration, the crossbar moves along the track and toward the rear section of the frame.

3. The wagon of claim 1, wherein: the pivot arm is coupled to the upper frame portion proximate to the front section of the frame and the lower frame portion proximate to the rear section of the frame, and the crossbar is coupled to the upper frame portion proximate to the rear section of the frame and to the lower frame portion proximate to the front section of the frame.

4. The wagon of claim 1, wherein, as the wagon transitions from a deployed configuration to a collapsed configuration, the upper frame portion moves toward the lower frame portion.

5. The wagon of claim 1 wherein, when the wagon transitions from a deployed configuration to a collapsed configuration, an overall height and a footprint of the wagon are reduced.

6. The wagon of claim 1 further including a basket positioned and located between the lower frame portion and the upper frame portion, the basket designed to fold when the wagon is actuated into a collapsed configuration.

7. The wagon of claim 1, wherein: the upper frame portion further includes a first side section, the lower frame portion further includes a second side section, and the first side section of the upper frame portion, the second side section of the lower frame portion, and the pivot arm are arranged in a Z-shape when the wagon is in a deployed configuration.

8. A wagon compri sing : an upper frame portion; a tray coupled to the upper frame portion; a lower frame portion coupled to a first wheel assembly; and a pivot arm engaged with the tray and the lower frame portion proximate to the first wheel assembly, wherein the wagon is designed to be selectively positioned into a deployed configuration and a collapsed configuration.

9. The wagon of claim 8, wherein, when the wagon is in the collapsed configuration, the upper frame portion is positioned and located adjacent to the lower frame portion.

10. The wagon of claim 8, wherein: the lower frame portion further includes a second wheel assembly and at least two support legs, at least a portion of each of the at least two support legs are positioned and located below the tray, andthe first wheel assembly and the second wheel assembly are positioned and located on the lower frame portion opposite the at least two support legs.

11. The wagon of claim 8 further including: a tab having an aperture extending therethrough, the tab coupled to the pivot arm; and a bolt positioned and located below the tab, the bolt extending outwardly from the lower frame portion, wherein, when the wagon is positioned in the collapsed configuration, the bolt is configured to be received in the aperture of the tab.

12. The wagon of claim 8 further including a substantially U-shaped handle extending outwardly from the tray, wherein the upper frame portion is designed to receive a portion of the handle.

13. The wagon of claim 8, wherein: the wagon further includes a handle slidably coupled to the tray and the upper frame portion, the upper frame portion is substantially hollow and further includes a first side section and a second side section, the tray further includes a bore extending therethrough, and at least a portion of the handle is designed to slide into the bore of the tray and the upper frame portion.

14. The wagon of claim 13, wherein the handle further includes a first trigger button, and, when the first trigger button is depressed, the handle is slidable into the tray and the upper frame portion.

15. A collapsible wagon comprising: a frame articulatable between a deployed configuration and a collapsed configuration, the frame including a front end and a rear end; a foldable basket coupled to the frame; a skid plate coupled to the frame; two wheels selectively couplable to the rear end of the frame,wherein the collapsible wagon has a first volume in the deployed configuration and a second volume in the collapsed configuration.

16. The collapsible wagon of claim 15, wherein the second volume is imparted with a value that is at least about 25% less to about 80% less than the first volume.

17. The collapsible wagon of claim 15, wherein the second volume is at least about 40% less than the first volume.

18. The collapsible wagon of claim 15, wherein the collapsible wagon has a first overall height in the deployed configuration and a second overall height in the collapsed configuration.

19. The collapsible wagon of claim 18, wherein the second overall height of the collapsible wagon is at least about 30% to at least about 70% less than the first overall height.

20. The collapsible wagon of claim 18, wherein the second overall height of the collapsible wagon is at least about 50% less than the first overall height.

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