Multi-purpose multi-wheeled vehicle and container multi-wheeled vehicle

Abstract

This multi-purpose multi-wheeled vehicle comprises: two or more front wheels (4) that are configured to be driven and steered; and four or more rear wheels (16) that are housed in a chassis frame part (2) extending from the rear part of a driver seat part (1) and that have a diameter smaller than that of the front wheels (4). Some of the rear wheels (16) include a caster mechanism (12) configured to be freely rotatable, and are configured to follow the movement of the multi-purpose multi-wheeled vehicle by the caster mechanism (12). The multi-purpose multi-wheeled vehicle satisfies at least one of predetermined conditions including a condition that at least one or two of the rear wheels (16) are locked to face forward or in the straight direction at any one of times when the steering wheel is normally turned, when the multi-purpose multi-wheeled vehicle goes around a curve, and when the turn signal is turned on.

Description

Multi-purpose multi-wheeled vehicles and container multi-wheeled vehicles

[0001] The present disclosure relates to a vehicle chassis having a plurality of small diameter rear wheels with freely swivel caster mechanisms, and to a vehicle having a removable cargo container, equipment, passenger compartment, etc. mounted on such a chassis.

[0002] While many steam-powered vehicles and agricultural machinery were developed in the UK, gasoline-powered automobiles made remarkable progress in the US. Perhaps the prototype of automobile wheels was a horse-drawn carriage wheel? To compensate for the drawback of tires, which tend to get punctured easily, there are photographs of cars with a spare wheel mounted on the side or back. The car depicted in such a photograph is likely a Model T Ford.

[0003] Vehicles that travel in wilderness areas, such as safaris, always carry a spare tire on the back. From the early days of the development of gasoline-powered automobiles, it may have been considered rational to make all four wheels the same size so that the spare tire could be swapped out at any time to compensate for the fatal flaw of tires, which are prone to punctures.

[0004] In Japan and many other developed countries, roads are increasingly paved with asphalt and other materials. Meanwhile, puncture-resistant tires made with braided steel cords have been developed, as have airless tires. In other words, with the advances being made in both road surfaces and tires, it can be said that the incidence of punctures has dropped dramatically compared to the past.

[0005] Even if a tire is punctured, there is now technology that allows you to temporarily increase the tire pressure with a small tank and move the vehicle to a location where it can be repaired. Given this, perhaps there is less need for each wheel of a car to be the same size than there once was. This is the initial starting point for the multi-purpose multi-wheeled vehicle of the present disclosure.

[0006] Japanese Patent Application Laid-Open No. 2025-027707 Japanese Patent Application Laid-Open No. 2007-320502 Japanese Patent Application Laid-Open No. 07-081639 Japanese Utility Model Application Laid-Open No. 59-012767

[0007] The objective of this disclosure is to improve wheel size, which has been overlooked until now, as well as improve rear wheel suspension in FF vehicles and improve the cargo bed of multi-purpose vehicles.

[0008] FIG. 1 is a partially see-through perspective view of a vertical fork-type vehicle including a chassis frame and a self-propelled loading platform attached to the chassis frame. FIG. 2 is a comparative diagram of the operation of the vertical fork-type vehicle of FIG. 1. FIG. 3 is a plan view of the chassis frame of the vertical fork-type vehicle of FIG. 1 and the loading platform attached detachably to the chassis frame. FIG. 4 is a side view of the loading platform of FIG. 1, showing a three-section container and the foot supporting the container. FIG. 5 is a perspective view of a traveling unit provided in the vehicle of FIG. 1. FIG. 6 is a plan view of the traveling unit of FIG. 5. FIG. 7 is a plan view of a traveling unit with an additional rotation axis provided in the vehicle of FIG. 1. FIG. 8 is a plan view showing the state in which the rotation axis E and rotation axis F of the traveling unit of FIG. 7 are rotated and the wheels are translated to change the distance between the wheels. FIG. 9 is a comparative diagram of turning during steering operation between a normal four-wheel vehicle and a front-wheel drive, front-wheel steering vehicle with multiple rear wheels. Fig. 10 is a perspective view of a horizontal fork-shaped vehicle. Fig. 11 is a side view and a plan view of the horizontal fork-shaped vehicle of Fig. 10. Fig. 12 is a side view and a plan view showing a state in which the traveling unit of the horizontal fork-shaped vehicle of Fig. 10 is oriented in a lateral direction perpendicular to the direction of travel so that the vehicle can move laterally. Fig. 13 is a side view and a plan view of a vehicle with one row of horizontal fork-shaped portions. Fig. 14 is a perspective view of the vehicle with one row of horizontal fork-shaped portions of Fig. 13.

[0009] Overview In this disclosure, we consider vehicles that are primarily equipped with tires on the front wheels with a diameter of approximately 45 to 70 centimeters, the size used for ordinary passenger cars or freight vehicles, and that are front-wheel steering and primarily front-wheel drive. Front-wheel steering and front-wheel drive systems are generally called FF systems.

[0010] In a typical FF vehicle, the rear wheels are usually the same as the front wheels, but in this disclosure, we consider a method of bearing the load by significantly reducing the size of the rear wheels and increasing the number of them.

[0011] The following explanation will be given with reference to the diagram. ● A propulsion unit that can be folded into a small size The propulsion unit is an independent suspension device that is connected to the chassis frame via a rotating shaft and is formed by integrating arms, shock absorbers, struts, springs, wheels, and axles, and is placed between the chassis and the ground.

[0012] 1 and 2 are diagrams showing a vehicle equipped with eight wheels with smaller diameters instead of the two rear wheels of a conventional four-wheel vehicle. In a vehicle according to the present disclosure, the ground contact pressure and ground contact area of ​​the tires of the two rear wheels of a conventional four-wheel vehicle are distributed and shared among at least four rear wheels, or more than four wheels (eight wheels in FIGS. 1 and 2).

[0013] By distributing the load over four or more wheels, the diameter of those wheels can be made smaller. This also reduces the unsprung weight. To support these small diameter wheels, we use a traveling unit 5, which has a structure that reduces its vertical dimension when folded.

[0014] The independent suspension type traveling unit 5 (shown in Figs. 5 and 6) is a unit that includes wheels, suspension, etc. The structure of the traveling unit 5 will be described in detail later.

[0015] In Figure 2, the upper part shows a comparison between the propulsion unit 5' during normal driving and the lower part shows the propulsion unit 5'' when folded. The small wheel diameter has the advantage of reducing the height 2L of the loading platform when the propulsion unit 5 is folded, i.e., allowing the top of the loading platform to be lowered.

[0016] Chassis frame section 2 with built-in running unit The chassis frame section 2 shown in Figures 1, 2 and 3 has two extension sections that extend rearward parallel to each other from the rear of the driver's seat section. A running unit 5 is housed within the chassis frame section 2. Figure 1 is a perspective view of a vehicle that includes the chassis frame section 2. Figure 3 is a plan view of a vehicle that includes the chassis frame section 2.

[0017] Since the chassis frame portion 2 has a shape similar to the forks of a forklift, this chassis frame portion 2 is called a fork-shaped chassis portion, and the space between the two extension portions shown in Figure 1 is called a fork gap 3.

[0018] The width of the fork gap 3 is greater than the width of the pallet-like member 7 of the loading container 6. The fork-shaped chassis 2 may be provided on its inner side with a slide rail, rollers, or the like.

[0019] The extension of the fork-shaped chassis 2 is depicted as having a substantially constant width in Figures 1 to 3. However, if the extension is tapered so that the width of the fork gap 3 increases toward the rear of the vehicle, the loading container 6 can fit more easily into the fork-shaped chassis 2.

[0020] 1, 2 and 3, a dedicated loading container 6 is shown on the right side of the fork-shaped vehicle body 2.

[0021] A removable pallet-like member 7 is provided in the center of the lower part of the loading container 6. The pallet-like member 7 may be provided with extendable and movable feet 8. The loading container may simply be shaped to have at least one protrusion protruding downward.

[0022] The height at which the lower surface of the loading container on which the protrusion is provided is higher than the height of the fork-shaped chassis when folded, and at least one protrusion and the fork-shaped chassis have a shape that fits together perfectly.

[0023] The container 6 in Figure 1 is fitted with a pallet-like member 7 and folded legs 8, and is shown mounted on the chassis 2 shown on the left, moved to the right for clarity. Nothing is stretched over the fork gap 3, but a thin plate may be stretched over the top or bottom of the fork gap 3.

[0024] As shown in Figures 3 and the lower part of Figure 2, a vehicle 8'' carrying a loading container or the like can easily enter the fork gap 3. If the upper part of the fork gap 3 is boarded up, the boarded area can be made into a wide, low loading platform or stage, and seats can also be attached there to carry passengers.

[0025] Combination of fork-shaped platform and loading container: Loading and unloading of a loading container onto a fork-shaped platform will be described with reference to Figure 2. In the loading container shown on the right side of the lower part of Figure 2, the feet 8" of the pallet-shaped member are unfolded. In the lower part of Figure 2, the height of the bottom of the container 6 is indicated by the symbol 6L.

[0026] In the forked chassis shown on the left side of the lower part of Figure 2, the traveling unit 5 is folded to lower the vehicle height, and the minimum ground clearance 2XL is set to the minimum height at which the vehicle can move without interfering with the road surface.

[0027] (1) In this state, the vehicle equipped with the fork-shaped chassis can move just like a forklift. Specifically, the vehicle can move so that the extensions of the fork-shaped chassis sandwich the pallet-shaped member 7, taking it into the fork gap 3. Nowadays, when operating a vehicle in this manner, rearview monitor technology can be used, and there are also methods using a controller separate from the normal steering wheel.

[0028] To enable such vehicle movement, the height 2L of the top plate of the chassis 2 must be lower than the height 6L of the bottom surfaces of both ends of the container in the width direction. (2) Conversely, it is also possible to park the vehicle equipped with the chassis and move the loading container using the wheels attached to the feet 8'' of the loading container, thereby pushing the pallet-like member 7 of the container into the fork gap 3 of the fork-shaped chassis. The tip 7' of the pallet-like member is rounded, making it easier to insert between the two extensions of the fork-shaped chassis.

[0029] In both (1) and (2) above, when the loading container is placed in a predetermined position on top of the fork-shaped chassis, the folded traveling unit 5'' is unfolded as shown in the upper part of Figure 2 as traveling unit 5'. When the height of the top plate reaches the normal height 2H, the pallet-shaped member is lifted and firmly embraced by the chassis, and is loaded onto the chassis.

[0030] In this state, the container is secured to the fork-shaped chassis with a latch or electromagnetic clutch. The container's legs 8 are folded. The amount of lift of the loading container by the propulsion units is the difference between the height of the deployed propulsion units 5' and the height of the folded propulsion units 5'', which is roughly the same as the minimum ground clearance of the vehicle during normal driving, 2XH, so it can be said to be relatively small, about 15 cm.

[0031] It goes without saying that the vehicle according to the present disclosure cannot lift containers to high places like a normal forklift. As mentioned above, in addition to the basic function of normal driving, this propulsion unit also has the minimum necessary lifting function of lifting its own body and lifting up containers.

[0032] It is important to note that, unlike a normal forklift, this type of lifting is only possible when the fork-shaped chassis 2, the traveling unit housed therein, and the loading container with a dedicated pallet-shaped member attached to the bottom are all present.

[0033] Of course, if a member like the forks of a forklift is attached to the vehicle, it is possible to raise and lower a container within a very narrow range. In the case where a plate is attached to the underside of the fork gap, the traveling unit 5'' can be folded to the maximum extent to lower the vehicle height to the lowest level, and the following can be brought in and loaded: (A) a special container equipped with a pallet-like member with wheels, (B) various equipment, containers, etc. with wheels underneath, (C) various equipment, containers, etc. mounted on a dolly, etc. With these items loaded on the vehicle, the traveling unit can be unfolded and fixed so that the vehicle height rises to the standard height, and the vehicle can be moved.

[0034] Therefore, the advantage of this system is that forklifts and roller conveyors are no longer required when loading and unloading, and since the entire container is replaced, the manual work of loading and unloading cargo is reduced.

[0035] When a board is laid over the fork gap, containers and the like must be loaded by hand, using a roller conveyor, a forklift, or the like, just like with conventional trucks. However, the top plate formed by the board laid over the fork gap is located at a much lower position than that of conventional trucks.

[0036] Relationship between the loading container and the fork-shaped chassis: No components are provided above the fork-shaped chassis behind the driver's seat of the vehicle shown in Figure 1. However, an all-weather cover may be provided here to cover the fork-shaped chassis and the containers loaded thereon.

[0037] When weatherproofing vehicles, the containers covered by the weatherproofing can act as a skeleton framework or shelves to make the cargo inside the containers more visible and discoverable, eliminating the need to search deep inside the containers once they are loaded onto the truck.

[0038] Figure 4 shows a state in which a loading container divided into three pieces is about to be loaded onto the fork-shaped vehicle body 2. The pallet-shaped member 7 shown in Figure 4 has thin legs 7'', which have a foldable structure.

[0039] For example, a vehicle configured as a large truck can be loaded with many small cargo containers, and the cargo containers can be unloaded at a base near a destination such as a consumer area, and then each of the containers can be loaded into a small car for transport.

[0040] In addition, containers loaded onto the vertical fork-shaped chassis can be modified in various ways. ●Normal running of the traveling unit Here, we will explain the traveling unit.

[0041] The traveling unit 5 is shown in Figures 5, 6, 7, 8, and 9. The traveling unit is the complete set from the suspension device to the wheels, but in the figures, springs, shock absorbers, struts, etc. are removed. In the figures, the arms and links are also simplified, and the kingpin angle, etc. are omitted.

[0042] The wheels on the left and right extensions of the fork-shaped chassis are supported by independent running units. A feature of the running units according to the present disclosure is that the connecting parts 12 are connected to the chassis so as to be rotatable around the center E, so that the direction of the wheels can be changed by rotating the running units.

[0043] Although power steering (self-steering) is possible, where the rotation of the base of the traveling unit is controlled by power, this section explains a driven steering system in which the wheels follow the movement of the front wheels or the entire chassis using a freely rotatable caster mechanism. Naturally, it would also be possible to configure the vehicle to switch between self-steering and driven steering.

[0044] 5, the connecting part 12 connected to the chassis has a rotation axis A at its bottom that supports the arm 13. The connecting part 12 moves so as to rotate the entire traveling unit around a rotation center 18 (rotation axis E).

[0045] The wheel 16 is supported by an arm 13 extending forward from the rotation axis A and an arm 14 extending rearward from the tip of the arm 13. The arm 13 is shorter than the arm 14.

[0046] 7, the traveling unit may further include a link C and an axle unit having a rotation axis F between the arm 14 and the wheel unit 16. By using such a link C and an axle unit having a rotation axis F, the position and angle of the wheel can be delicately adjusted.

[0047] In this case, the steering of the wheels can be controlled more freely, and for example, it is easy to intentionally oversteer or even change to understeer.

[0048] The propulsion unit may be configured to project an arm outward from the vehicle body when lateral G force is applied to the vehicle. By projecting the arm outward from the vehicle body and pushing out the wheels, it is possible to further stabilize the vehicle.

[0049] The propulsion units may be configured to adjust the roll of the vehicle by controlling the pressure applied to the springs of the left and right propulsion units at the suspension bases of the left and right propulsion units when lateral G force is applied to the vehicle.

[0050] Adjusting the distance between wheels As shown in Figures 7 and 8, the traveling unit is rotated by the rotation center 18, and even when the wheels move left and right, if the traveling unit has a rotation axis F, the angle of the wheels can be adjusted to the same direction as the direction of travel.

[0051] In Figure 8, the wheel center 17, which was on the same line S as the rotation center 18 in Figure 7, has moved in parallel to the dotted line T below the arrow shown in Figure 8. In this way, the distance between the corresponding left and right wheels can be freely adjusted.

[0052] In this state, if the wheels are changed to those for rails, the vehicle can run on rails of a streetcar, electric train, etc. Also, when lateral G is applied to the vehicle, the rotation axis F can be controlled with power to make the vehicle oversteer.

[0053] Movement of the propulsion units The propulsion units of the multi-wheeled vehicles shown in Figures 5 and 6 can be rotated at any desired angle around the rotation center 18 using current electronic control technology, which makes it possible to give each propulsion unit steering ability. Furthermore, it is also possible to make all or any of the rear wheels drive wheels.

[0054] When steering a vehicle's running unit with power steering, the smaller the caster trail of the wheels, the easier it is to turn the wheels. Conversely, if you want the wheels to be driven, that is, to move in accordance with the steering of the front wheels, it is advantageous for the wheels to have some caster trail.

[0055] It may also be possible to electrically turn on or off the presence or absence of caster trail for the wheels.The caster trail value may be controlled by providing a rotation axis or cam, etc., placed horizontally in the direction of travel at the connection part 12, tilting the connection part forward or backward, or by adjusting the angle of the kingpin.

[0056] However, in the following explanation, we will basically describe the case where the rear wheels are not power-steering or electronically controlled, but are steered solely by the front wheels. Vehicle Turning Diagram The left side of Figure 9 shows the wheels and turning center J of a normal four-wheeled vehicle turning.

[0057] U is the trajectory of the front wheel G', and V is the trajectory of the inner rear wheel H'. The wheels of a multi-wheeled vehicle are shown on the right side of Figure 9. The front wheels K, K' of the multi-wheeled vehicle shown on the right side of Figure 9 are no different from the front wheels G, G' of a four-wheeled vehicle shown on the left side of Figure 9.

[0058] The rear propulsion units L to O' of the multi-wheeled vehicle shown on the right side of Figure 9 are driven wheels. In other words, no driving force is applied to the rear propulsion units L to O', and they are not power-steering. The rear propulsion units L to O' are driven wheels, and simply follow the movement of the front wheels or the entire vehicle using freely rotatable caster mechanisms. These wheels can follow the front wheels almost faithfully when the vehicle is traveling at low speed on flat ground and with small steering inputs.

[0059] However, when a vehicle traveling at high speed makes a sudden turn in the steering wheel, lateral G forces are applied to the vehicle's center of gravity I or P, which can have various effects. For example, in the case of a four-wheeled vehicle shown on the left side of Figure 9, wheels G and H are more likely to skid in such a situation.

[0060] When lateral G forces are applied to the vehicle's center of gravity P (shown on the right side of Figure 9), the rear wheels, which only have the ability to rotate due to the caster mechanism, may become unstable. Furthermore, due to unevenness or a slope of the road surface, the connecting portion 12 of the propulsion unit may rotate unexpectedly, causing the front and rear of the propulsion unit to become reversed. This is unavoidable since the propulsion unit is a driven wheel that follows the movement of the front wheels or the entire vehicle via the caster mechanism.

[0061] First, a limit is placed on the rotation angle of the connecting part 12 of the traveling unit, which is freely rotatable by the caster mechanism. For example, the rotation angle of the connecting part 12 is limited to within the range of limit angle 19 in Figure 6. The rotation angle can be limited mechanically or electrically.

[0062] ●Geometry adjustment so that the wheels tend to move in a straight line.Also, by adjusting the rotation axis 18, E, or kingpin of the traveling unit, the wheels can be given the tendency to move in a straight line.

[0063] Normally, tilting the kingpin slightly forward will cause the wheels to tend to move toward the rear of the vehicle. ● Locking when traveling straightThe vertical dotted lines R in Figure 9 are the pivot points of each wheel when the wheels of each rear wheel unit are facing in a straight-forward direction. In other words, if the direction of the wheels of each rear wheel unit is fixed in the straight-forward direction rather than rotating freely to follow the movement of the front wheels or the vehicle as a whole, the wheels of each rear wheel unit will tend to move in a straight-forward direction, and the direction of travel of the vehicle will differ from the direction of travel corresponding to the steering angle of the front wheels.

[0064] Here, by fixing two opposing running units or any running units, for example, N and N' in Figure 9, in a straight-line direction, and allowing the other running units to rotate freely to follow the movement of the front wheels using a caster mechanism, the turning center of the multi-wheeled vehicle can be determined at Q.

[0065] In Figure 9, of the freely rotatable propulsion units, those in rows L and M are facing left in the direction of travel, and the one in row O is facing right. On the right side of Figure 9, the trajectory of the front wheel K' in this case is indicated by U, and the trajectory of the rear wheel N' is indicated by V. Because only the rear wheels N and N' are fixed in the straight-ahead direction, the driving feel of the vehicle in this case is similar to that of a normal four-wheeled vehicle.

[0066] Note that if, instead of the N-row running unit, for example, the L-row or O-row running unit is fixed in the straight-line direction, the turning radius will change. If the L-row running unit is fixed in the straight-line direction, the vehicle will oversteer when making tight turns. If the M-row running unit is fixed in the straight-line direction, the center of gravity of the vehicle will be located on the vehicle's turning axis, resulting in neutral steering. If the O-row running unit is fixed in the straight-line direction, the vehicle will tend to understeer when making wide turns. Therefore, the vehicle's handling characteristics can be fine-tuned by changing which wheels are fixed in the straight-line direction.

[0067] It may also be possible to electronically determine which driving units to lock depending on the situation. It may also be possible to make the driving units power-steerable, and use electronic control to calculate which wheels to move at what angle.

[0068] In fact, if each driving unit were to rotate using power and be power steered individually, it would be possible to move the entire vehicle perpendicular to the direction of travel, rotate it on the spot, and achieve a variety of other movements, but there would be little need for such power steering when driving on normal roads.

[0069] It can be said that lateral G forces are not something to be concerned about when it comes to cars that are driven on public roads, not on race courses. In fact, lateral G forces have absolutely no positive effect on passengers or luggage.

[0070] Considering this, when traveling on a normal straight road, it is fine to lock the traveling unit in a straight direction, but there should be no major problem if the caster mechanism is still capable of rotating, allowing the vehicle to travel in a freely rotating state.

[0071] However, if the rear wheels have the ability to rotate due to the caster mechanism, when the car approaches a curve or the like and lateral G-forces are applied to the car, the movement of the rear wheels of the car will be unstable if the rear wheels still have the ability to rotate due to the caster mechanism, making it difficult to predict how the rear wheels will move.

[0072] Although it may seem like the opposite at first glance, some of the rear wheels that have the ability to rotate due to the caster mechanism need to be locked in a straight-ahead direction when going around a curve so that they do not have the ability to rotate due to the caster mechanism.

[0073] Conversely, if the vehicle has four or more rear wheels, at least two of them can be locked in a straight line at all times, and in fact must be locked in a straight line at all times. If at least two of the rear wheels are locked in a straight line at all times, the vehicle can be driven in the same way as a normal four-wheeled vehicle.

[0074] Locking in a straight-ahead direction when reversing the vehicle Another problem occurs when reversing the vehicle. The running unit becomes unstable when reversing the vehicle due to the rotational ability of its caster mechanism, even if the limit angle 19 is set.

[0075] If a driving force can be applied to the wheels, the wheels can be pulled backward while the vehicle is moving backward. However, the traveling unit described here is a driven wheel that has the ability to rotate using a caster mechanism, so it rotates freely.

[0076] Therefore, when the vehicle is moving backward, it is preferable to completely stop the rotation of the caster mechanism of the traveling unit and lock the traveling unit so that it faces only in the forward or reverse direction.If the vehicle is equipped with a mechanism for moving the traveling unit so that it faces only in the forward or reverse direction and a locking mechanism such as an electromagnetic clutch, the traveling unit can be quickly locked.

[0077] The propulsion unit can also be rotated using power. However, if you move the vehicle forward once before moving it in reverse, the propulsion unit will basically be facing in the direction of straight ahead. Therefore, if you lock the propulsion unit in that state, it will be easy to lock the propulsion unit in the straight ahead direction.

[0078] It would be easier for users to understand if the rear wheels were unconditionally locked in a straight-ahead direction when the shift lever was operated to the reverse position, without taking into consideration the rotational ability of the caster mechanism of the traveling unit and the number of rear wheels, as this would provide the same operating feel as moving backward on a normal four-wheeled vehicle.

[0079] On the other hand, if you set it this way, even a slight parallel movement of the vehicle will require you to turn around, which will be time-consuming. However, since the operation feels almost the same as a normal four-wheeled vehicle, this will not cause any major problems and there will likely be few complaints from users.

[0080] ●Load adjustment and running unit The rear wheels of the vehicle described in this specification usually support the load with four or more wheels, but if the cargo bed is empty or the load on the wheels is lighter than expected, the unnecessary running unit can be folded up.

[0081] This means that the optimal number of running units and their positions can be selected depending on the load. Since each running unit is independently mounted, it is possible to leave at least two running units locked forward in the deployed state while folding up the other running units without any problems.

[0082] If this is done, the vehicle will be the same as a normal four-wheeled vehicle. The above is an explanation of the frame and suspension when the vehicle has a vertical fork type. Next, we will explain the frame and suspension when the vehicle has a horizontal fork type.

[0083] Horizontal fork type chassis Figure 10 is a perspective view of a horizontal fork type vehicle. Figure 11 is a side view and a plan view of the horizontal fork type vehicle.

[0084] There is no significant difference between the propulsion units of horizontal fork-type vehicles and those of vertical fork-type vehicles. The chassis frame of a horizontal fork-type vehicle has a connecting frame portion 2''. At both the front and rear ends of the chassis frame, fork-shaped portions housing the propulsion units extend sideways at right angles from the connecting frame portion 2''.

[0085] The fork gap 3, which is the space between the front and rear fork-shaped portions, opens on the opposite side of the connecting frame part 2" in the width direction of the vehicle. Whether the fork gap 3 opens to the right or left of the vehicle may be changed depending, for example, on whether the road on which the vehicle travels is a right-hand or left-hand traffic road. Furthermore, although not shown, the connecting frame part 2" may be provided in the center in the width direction of the vehicle like a spine or keel.

[0086] Furthermore, instead of the connecting frame portion 2", a highly rigid plate-like member may be stretched over the entire floor portion of the chassis frame portion. If the vehicle is a vehicle for carrying heavy loads, it is possible to provide multiple running units on the chassis frame portion, and if necessary, it is also possible to increase the number of fork-shaped portions on the chassis frame portion.

[0087] 1 and 2, vehicles with vertical forks can transport cargo stored in containers and the like to their destination, load and unload the containers, and transfer cargo, streamlining these operations. Therefore, vehicles with vertical forks are suitable for transporting container-type cargo beds.

[0088] In contrast, when the vehicle with a horizontal fork type platform shown in Figure 11 is stopped and the chassis frame is placed on the ground, when viewed from the direction in which the fork gap 3 opens, only the cross section of the fork-type loading platform 2' is visible, and the fork gap 3 becomes a wide open space with no steps at the entrance to the open space. This may make it easy to use depending on the purpose.

[0089] For example, if a horizontal fork-shaped vehicle is configured as a kitchen car or camper, when the chassis frame is landed, there is no step or threshold at the entrance to the open space formed by the fork gap 3, making it easy to enter and exit the open space from the side of the vehicle. This is a major difference from conventional kitchen cars.

[0090] Figure 12 shows a vehicle with a horizontal fork-type drivetrain, with the propulsion unit mounted inside the fork frame facing sideways. The vehicle can move sideways by lifting the front wheels so that they do not touch the ground and rotating the rear propulsion unit so that the wheels are facing perpendicular to the front-to-rear direction of the vehicle.

[0091] When moving a vehicle sideways in this way, high speed is not necessary at all. It is dangerous for the vehicle to move quickly, and there is no need for it to move fast. Furthermore, this type of configuration that allows vehicles to move sideways would be useful because it would allow containers to be moved sideways, or the vehicle alone to be moved while leaving only the container in place.

[0092] Horizontal fork-shaped vehicles would be easy to use as kitchen cars, campers, ambulances, doctor cars, or nursing care vehicles. Horizontal fork-shaped vehicles with many heavy-duty sections could be used for a variety of purposes, such as heavy-duty transport vehicles, aerial work platforms, or tank trucks, thereby contributing to society. Depending on the application, rear-wheel steering or rear-wheel drive may also be required.

[0093] On the other hand, a lightweight vehicle with a horizontal fork configuration may have a single row of horizontal forks instead of two rows of horizontal forks. The horizontal fork configuration vehicles shown in Figures 13 and 14 have a single row of horizontal forks only at the rear end of the vehicle. Also, there is no fork connection frame 2'', and instead a solid floor panel is provided across the entire floor portion of the chassis frame.

[0094] Figure 14 is a perspective view of a vehicle with a row of horizontal fork-shaped sections, showing the state with the doors removed. Even with a vertical fork-shaped vehicle, it is possible to create a vehicle suitable for sports by attaching floor panels to the floor part of the chassis frame.

[0095] In that case, if the number of rotation axes of the driving unit is increased and the direction in which the wheels face can be moved outward as shown in Figures 7 and 8, it may be possible to enjoy a driving sensation that is completely different from that of conventional four-wheeled vehicles. If a structure that enables rear-wheel drive is added to the vehicle, it may also be possible to drive in a sporty manner.

[0096] Summary: Let's summarize the above configuration. We will explain it separately in two parts: A, which is related to the suspension, and B, which is related to the chassis.

[0097] (Appendix A1) A chassis of a multi-wheeled multi-purpose vehicle that is a front-wheel drive vehicle and has rear wheels that follow the movement of the vehicle, comprising: two or more front wheels configured to be driven and steered; and four or more rear wheels having a diameter smaller than that of the front wheels, wherein the rear wheels have caster mechanisms configured to be freely rotatable and are configured to follow the movement of the multi-purpose vehicle via the caster mechanisms; (1) at least one of the rear wheels is locked to face forward or in a straight-ahead direction when: - at all times; - when the steering wheel is turned; - when the multi-purpose vehicle is turning a corner; or - when a turn signal is on; (2) when the multi-purpose vehicle is moving backward or when the shift lever is in the reverse position, at least one of the rear wheels is locked to face forward or in a backward direction; (3) the rotation angle of the rear wheels is limited to prevent them from rotating in an unintended direction. (4) By adjusting the alignment so that the kingpin of the rear wheel having the caster mechanism is tilted slightly forward, the rear wheel is set to almost always tend to lean forward. By satisfying one or more of the above (1) to (4), the suspension of a multipurpose multi-wheeled vehicle is configured so that it can be handled in a manner similar to that of a normal four-wheeled vehicle.

[0098] (Appendix A2) A chassis of a multi-wheeled multi-wheeled vehicle with a drive system of FR or 4WD or higher, comprising: two or more front wheels that are driven and steered, or configured to be steered; and four or more rear wheels with a diameter smaller than that of the front wheels, wherein the rear wheels have caster mechanisms configured to be freely rotatable and are configured to follow the movement of the multi-wheeled vehicle via the caster mechanisms, (1) at least two of the rear wheels are drive wheels configured to be power-driven, and the drive wheels are in one of the following states: - locked facing in a straight forward direction so that the multi-wheeled vehicle is treated in the same manner as a four-wheeled vehicle with neutral steering; - configured to be able to be steered independently so that the multi-wheeled vehicle is treated in the same manner as a four-wheeled vehicle with over-steering. (2) When the multipurpose multi-wheel vehicle is moving backward or when the shift lever is in the reverse position, at least two of the rear wheels are locked to face forward or backward and are configured to exert driving force in the rear direction; (3) The rear wheels that are not drive wheels are configured to have the caster mechanism and the angle at which they can rotate is limited so that they do not rotate in an unintended direction; (4) The kingpin of the rear wheels that are not drive wheels and have the caster mechanism is aligned so that it is tilted slightly forward, so that the rear wheels almost always tend to face in the forward direction. By satisfying any one or more of (1) to (4) above, the suspension of a multipurpose multi-wheel vehicle is configured to be able to be handled in a manner that is somewhat similar to that of a normal four-wheel drive four-wheel vehicle.

[0099] (Appendix A3) A chassis of a front-wheel drive multi-wheeled vehicle, which is a multi-wheeled vehicle having rear wheels that follow the movement of the vehicle, and which has an adjustable vehicle height, comprising: two or more front wheels configured to be driven and steered; and four or more rear wheels having a diameter smaller than that of the front wheels, wherein the rear wheels have caster mechanisms configured to be freely rotatable and are configured to follow the movement of the multi-wheeled vehicle by the caster mechanisms, and wherein the rear wheels are configured to have a feature that the vehicle height can be changed when an arm or a strut is folded and when it is extended, (1) at least one of the rear wheels is locked so as to face forward or in a straight-ahead direction in any of the following cases: - at all times; - when the steering wheel is turned; - when the multi-wheeled vehicle is turning a corner; or - when a turn signal is on. (2) When the multipurpose multi-wheeled vehicle is moving backward or when the shift lever is in the reverse position, at least one of the rear wheels is locked to face forward or backward; (3) The rotation angle of the rear wheels is limited so that they do not rotate in an unintended direction; (4) The kingpin of the rear wheel having the caster mechanism is adjusted so that it is tilted slightly forward, so that the rear wheel is set to almost always tend to face forward; (4') When the load carried by the multipurpose multi-wheeled vehicle is light, the necessary traveling units can be left unfolded and unnecessary traveling units can be folded up, so that the number of rear wheels that are in contact with the ground can be adjusted. By satisfying any one or more of the above (1) to (4'), the suspension of a multipurpose multi-wheeled vehicle can be handled in a manner similar to that of a normal four-wheeled vehicle and is configured to have the characteristic of being able to change the vehicle height.

[0100] Next, the chassis-related B will be described. (Appendix B1) A container multi-wheel vehicle with a vertical fork shape and a loading platform container, each equipped with two vertical fork-shaped chassis frame sections (Summary) A container multi-wheel vehicle comprising a lower vehicle section equipped with a vertical fork-shaped chassis frame section (B), and an upper vehicle section consisting of a loading platform container (C) having unevenness on its lower section that mates with the unevenness on the upper surface of the chassis frame section, and by combining the lower vehicle section and the upper vehicle section, the container multi-wheel vehicle is configured to have the function of being able to load and unload the loading platform container (C) by itself, (Vehicle lower section) The vehicle lower section comprises: (1) two or more front wheels that are configured to be driven and steered, (2) four or more rear wheels that are smaller than the front wheels, (3) a chassis including two vertical fork-shaped chassis frame sections (B) located on both sides of the vehicle body, and two or more rear wheel traveling units (A) housed vertically inside each of the two chassis frame sections, (3-1) The rear wheel traveling unit (A) includes the rear wheel, arm, shock absorber, strut, and spring, which are compactly assembled, and the rear wheel, which is configured to not receive driving force or steering force, is configured to follow the movement of the front wheel or the movement of the entire container multi-wheel vehicle by a caster mechanism, (3-2) The rear wheel traveling unit (A) is configured to have the function of absorbing shocks and supporting the vehicle body, and the function of lifting and holding objects placed on the chassis frame part (B) by adjusting and raising and lowering the height of the vertical fork-shaped chassis frame part (B) by folding the arm or adjusting the strut, (Upper part of the vehicle) The upper part of the vehicle is (4) provided with a detachable inverted convex-shaped loading container (C), at least a part of which can be placed in a concave fork gap formed between the two vertical fork-shaped chassis frame parts (B), (5) The rear wheel traveling unit (A) is configured to have the function of holding, securing, or opening the loading container (C) by itself by raising and lowering the chassis frame portion (B),(6) As described above, the loading platform container (C) can be easily moved, and therefore the loading platform container can be moved as a whole, thereby reducing the manual work of transferring cargo. As a result, the loading platform container (C), which can be freely removed, can be transferred by the vehicle itself. This is a vertical fork-shaped container multi-wheel vehicle.

[0101] (Appendix B2) A vertical fork-shaped multi-wheeled luggage vehicle with two vertical fork-shaped chassis frame sections that can be set to an extremely low floor (Summary) A multi-wheeled luggage vehicle, comprising: a vehicle underside having a vertical fork-shaped chassis frame section (B), wherein a highly rigid plate-like member is stretched on the upper or lower surface of the chassis frame section, (Vehicle underside) The vehicle underside comprises: (1) two or more front wheels that are configured to be driven and steered, (2) four or more rear wheels that are smaller than the front wheels, (3) a chassis including two vertical fork-shaped chassis frame sections (B) located on both sides of the vehicle body, and two or more rear wheel traveling units (A) housed vertically inside each of the two chassis frame sections, (3-1) The rear wheel traveling units (A) include the rear wheels, arms, shock absorbers, struts, and springs, which are compactly arranged, Among the rear wheels, those that are not configured to receive driving force or steering force are configured to follow the movement of the front wheels or the movement of the entire container multi-wheel vehicle by a caster mechanism, (3-3) The rear wheel traveling unit (A) is configured to have the function of absorbing shocks and supporting the vehicle body, and to be able to adjust the height of the vertical fork-shaped chassis frame section (B) by folding the arms or adjusting the struts, (3-4) A highly rigid plate-like member is stretched anywhere from the top to the bottom of the vertical fork-shaped chassis frame section (B), (3-5) With the function of being able to raise and lower the vehicle height by moving the traveling unit, (A) a dedicated container equipped with a pallet-like member with wheels, (B) various equipment, passenger seats, or containers equipped with wheels at the bottom, (C) A multi-wheeled luggage vehicle configured to allow for an extremely low floor setting, which is configured to have the function of transporting and loading various equipment, passenger seats, or containers placed on a cart, raising the vehicle height to the standard vehicle height, fixing the running unit, and moving the vehicle.

[0102] (Appendix B3) Horizontal fork-shaped container multi-wheel vehicle (Summary) A container multi-wheel vehicle comprising: a lower vehicle part equipped with a horizontal fork-shaped chassis frame part (D); and an upper vehicle part including a loading platform container (E) having unevenness on its lower part that mates with the unevenness on the upper surface of the chassis frame part, wherein the combination of the lower vehicle part and the upper vehicle part gives the multi-wheel container a function of being able to load and unload the loading platform container (E) by itself; (Vehicle lower part) The lower vehicle part comprises: (1) two or more front wheels configured to be driven and steered; (2) four or more rear wheels smaller than the front wheels; (7) a chassis including one or more horizontal fork-shaped chassis frame parts (D) extending laterally at right angles to the direction of travel; and two or more rear wheel traveling units (A) housed side by side inside the chassis frame part, (7-1) The rear wheel traveling unit (A) includes the rear wheel, arm, shock absorber, strut, and spring, which are compactly assembled; the rear wheel, which is configured to not be subjected to driving force or steering force, is configured to follow the movement of the front wheel or the movement of the container multi-wheel vehicle as a whole by a caster mechanism; (7-2) The rear wheel traveling unit (A) is configured to have the function of absorbing shocks and supporting the vehicle body, and the function of being able to adjust the height of the horizontal fork-shaped chassis frame section (D) by folding the arm or adjusting the strut, thereby lifting and holding objects placed on the horizontal fork-shaped chassis frame section (D); (7-3) A connecting frame section (E) configured to connect the horizontal fork-shaped chassis frame sections (D) to each other is provided on the side or center of the container multi-wheel vehicle, between each horizontal fork-shaped chassis frame section (D) or between one chassis frame section (D) and the vehicle compartment; (7-4) The fork gap (F) formed on the vehicle side on the side where the connecting frame portion (E) is not present is configured to be an open space communicating with the outside,Or, a strong plate-like member is provided anywhere from the top to the bottom of the horizontal fork-shaped chassis frame portion (D), and the plate-like member is configured to support the horizontal fork-shaped chassis frame portion (D) and the vehicle interior, (7-5) The upper part of the plate-like member is configured to form an open space with a low floor that is connected to the outside, (Upper part of the vehicle) (9) A horizontal fork-shaped container multi-wheel vehicle configured to have the function of being able to freely or fixedly mount various equipment including the loading container (E) or kitchen equipment, camping equipment, aerial crane equipment, special equipment, or a loading platform with wheels, on a fork gap (F) formed in the horizontal fork-shaped chassis frame portion (D) or on the upper part of the plate-like member that is placed anywhere from the bottom to the top of the horizontal fork-shaped chassis frame portion (D), thereby having the function of being able to load and unload various equipment by itself.

[0103] (Appendix B4) (7-6) A horizontal fork-type multi-wheeled container vehicle according to Appendix B3, which may be configured to be rear-wheel driven when heavy equipment is loaded on top of the multi-wheeled container vehicle.

[0104] (Claim B5) A traveling unit multi-wheeled vehicle capable of steering in both longitudinal and lateral directions, comprising: (1) two or more front wheels configured to be driven and steered; (2) four or more rear wheels smaller than the front wheels; (10) a rear wheel traveling unit (A) mounted on a chassis; wherein the rear wheel traveling units are: (10-1) arranged vertically in a total of four or more on both sides of the vehicle, or (10-2) arranged horizontally in a total of four or more in the rear half of the vehicle; (10-3) the floor of the vehicle is made of a strong plate; (11-1) the rear wheel traveling unit (A) includes the rear wheels, arms, shock absorbers, struts, and springs, which are compactly arranged; and among the rear wheels, those configured to not be subjected to driving force or steering force are configured to follow the movement of the front wheels or the movement of the container multi-wheeled vehicle as a whole by a caster mechanism; (11-4) Some of the rear wheels are configured to be steerable or have an adjustable angle; (11-5) In addition to the rotational axis that rotates the entire rear wheel traveling unit, the rear wheel traveling unit has another rotational axis that changes the direction of only the wheel portion, thereby enabling the steering characteristics to have a tendency to oversteer, as in a normal four-wheeled vehicle, and the distance between the wheels to be adjusted; (11-6) Some of the rear wheels are configured to be able to apply driving force; (12) A traveling unit multi-wheeled vehicle that has four or more rear wheel traveling units (A) and is configured with the feature that various equipment, including seats, can be placed on the rear wheel traveling units (A).

[0105] The present disclosure relates to a multi-wheeled vehicle that can serve as the basis for a multi-purpose vehicle. The vehicle according to the present disclosure has a large number of small rear wheels and is configured to have rotational ability mainly through a caster mechanism. The vehicle according to the present disclosure is configured to be able to change the height of the chassis of the vehicle from the road surface using arms or struts. This function allows the vehicle to lift and hold a loading container, allowing the vehicle to transfer the container under its own power without relying on other equipment.

[0106] For example, the large truck and the small truck can each be configured as a vertical forklift vehicle. In this case, containers can be transferred from the large truck to the small truck without using a forklift and then transported to the destination or final distribution point. This significantly reduces the work of sorting and loading.

[0107] On the other hand, horizontal forklifts have the advantage that they can be lowered and have openings on the sides, making them suitable for use in campers, kitchen vans, ambulances, various special vehicles, and heavy transport vehicles.

[0108] As described above, vertical fork-type vehicles can streamline distribution, while horizontal fork-type vehicles can contribute to industrial development by serving as the base for special vehicles.

Claims

1. A multipurpose multi-wheel vehicle comprising: two or more front wheels configured to be driven and steered; a chassis frame extending from the rear of a driver's seat; and four or more rear wheels housed within the chassis frame and having a diameter smaller than that of the front wheels, some of the rear wheels having caster mechanisms configured to be freely rotatable and configured to follow the movement of the multipurpose multi-wheel vehicle via the caster mechanisms; (1) at least one or two of the rear wheels: - always; - when the steering wheel is turned; - when the multipurpose multi-wheel vehicle is turning; - when a turn signal is on; (2) when the multipurpose multi-wheel vehicle is moving backward or when the shift lever is in the reverse position, at least one or two of the rear wheels are locked to face forward or backward. (3) Of the rear wheels, those configured to have the ability to rotate by the caster mechanism have a narrow rotational angle limited so as not to rotate in an unintended direction; (4) The kingpin of the rear wheel having the caster mechanism is aligned so as to tilt slightly forward, so that the rear wheel is set to almost always tend to move in a forward direction; (5) When the multipurpose multi-wheel vehicle turns, some of the rear wheels configured to follow the movement of the front wheels or the entire chassis are locked by the caster mechanism so as to face in a straight direction; and the multipurpose multi-wheel vehicle is configured so that the turning radius of the multipurpose multi-wheel vehicle can be changed or selected depending on the position of the rear wheels that are locked so as to face in a straight direction when turning; (6) The multipurpose multi-wheel vehicle has two rotation axes configured to control the steering angle of the rear wheels, and the two rotation axes are configured to have the function of stabilizing the multipurpose multi-wheel vehicle or enabling the multipurpose multi-wheel vehicle to further oversteer. (7) At least two of the rear wheels have driving units locked in a forward direction and are always locked in a straight-ahead state.A multi-purpose multi-wheeled vehicle that satisfies one or more of the above (1) to (7).

2. A multipurpose multi-wheel vehicle comprising: two or more front wheels configured to be driven and steered; a chassis frame extending from the rear of a driver's seat; and four or more rear wheels housed within the chassis frame and having a diameter smaller than that of the front wheels, wherein the rear wheels have caster mechanisms configured to be freely rotatable and are configured to follow the movement of the multipurpose multi-wheel vehicle via the caster mechanisms; (1) at least one or two of the rear wheels: - always; - when the steering wheel is turned; - when the multipurpose multi-wheel vehicle is turning; - when a turn signal is on; (2) when the multipurpose multi-wheel vehicle is moving backward or when the shift lever is in the reverse position, at least one or two of the rear wheels are locked to face forward or backward. (3) The rear wheels have a narrow rotational angle that is limited so that they do not rotate in an unintended direction; (4) The kingpins of the rear wheels having the caster mechanisms are aligned so that they are slightly tilted forward, so that the rear wheels are set to almost always tend to move in a forward direction; (5) When the multipurpose multi-wheel vehicle turns, some of the rear wheels, which are configured to follow the movement of the front wheels or the entire chassis, are locked by the caster mechanisms so that they face in a straight line; and the multipurpose multi-wheel vehicle is configured so that the turning radius of the multipurpose multi-wheel vehicle can be changed or selected depending on the position of the rear wheels that are locked so that they face in a straight line when turning; (6) The multipurpose multi-wheel vehicle has two rotation axes that are configured to control the steering angle of the rear wheels, and the two rotation axes are configured to have the function of stabilizing the multipurpose multi-wheel vehicle or enabling the multipurpose multi-wheel vehicle to be further over-steered. (7) At least two of the rear wheels have driving units that are locked facing forward and are always locked in a straight-ahead state. A multi-purpose multi-wheeled vehicle that satisfies any one or more of (1) to (7) above.

3. A multipurpose multi-wheeled vehicle comprising: two or more front wheels configured to be driven and steered; a chassis frame extending from the rear of a driver's seat; and four or more rear wheels housed within the chassis frame and having a diameter smaller than that of the front wheels, some of the rear wheels having caster mechanisms configured to be freely rotatable and configured to follow the movement of the multipurpose multi-wheeled vehicle via the caster mechanisms; (1) at least two of the rear wheels are drive wheels configured to be power driven or power steered, and the drive wheels are in one of the following states: - locked facing in a straight forward direction so that the multipurpose multi-wheeled vehicle is treated in the same manner as a four-wheeled vehicle with neutral steering; or - configured to be able to be steered independently so that the multipurpose multi-wheeled vehicle is treated in the same manner as a four-wheeled vehicle with over-steering. (2) When the multipurpose multi-wheel vehicle is moving backward or when the shift lever is in the reverse position, at least two of the rear wheels are locked to face forward or backward and are configured to exert driving force in the rear direction; (3) The rear wheels that are not drive wheels are configured to have the caster mechanism, and at least one of them has a narrow rotation angle that is limited so that it does not rotate to face in an unintended direction; (4) The kingpin of the rear wheels that are not drive wheels and have the caster mechanism is aligned so that it is tilted slightly forward, so that the rear wheel almost always tends to face in the forward direction. A multipurpose multi-wheel vehicle that satisfies any one or more of the above (1) to (4).

4. A container multi-wheel vehicle comprising: a lower vehicle section equipped with a vertical fork-shaped chassis frame; and an upper vehicle section including a loading container having unevenness on its lower part that mates with the unevenness on the upper surface of the chassis frame section, wherein the combination of the lower vehicle section and the upper vehicle section is configured to have the function of allowing the loading container to be transferred by itself; the lower vehicle section comprises: two or more front wheels configured to be driven and steered; four or more rear wheels smaller than the front wheels; a chassis including two vertical fork-shaped chassis frame sections located on both sides of the vehicle body; and two or more rear wheel traveling units housed vertically inside each of the two chassis frame sections, wherein the rear wheel traveling units include the rear wheels, arms, shock absorbers, struts, and springs, which are compactly arranged; and the rear wheels, which are not configured to receive driving force or steering force, are configured to follow the movement of the front wheels or the movement of the container multi-wheel vehicle as a whole by means of a caster mechanism, The rear wheel traveling unit further includes a link consisting of two or more of the arms, and is configured to have the function of cushioning impacts and supporting the vehicle body, and the function of lifting and holding objects placed on the chassis frame unit by adjusting the height of the vertical fork-shaped chassis frame unit and raising and lowering it by folding the arms or adjusting the struts; the upper part of the vehicle is detachably provided with the inverted convex-shaped loading container, at least a portion of which can be placed in a concave fork gap formed between the two vertical fork-shaped chassis frame units; the rear wheel traveling unit is configured to have the function of holding, securing, or releasing the loading container by itself by raising and lowering the chassis frame unit; and the loading container can be easily moved, so that the loading container can be moved together, thereby reducing the manual work of transferring cargo. A vertical fork-shaped container multi-wheel vehicle.

5. A container multi-wheel vehicle comprising: a lower vehicle section having a horizontal fork-shaped chassis frame; and an upper vehicle section including a loading container with unevenness on its lower part that mates with the unevenness on the upper surface of the chassis frame section, wherein the combination of the lower vehicle section and the upper vehicle section gives the loading container the ability to be loaded and unloaded by itself; the lower vehicle section comprises: two or more front wheels configured to be driven and steered; four or more rear wheels smaller than the front wheels; a chassis including one or more horizontal fork-shaped chassis frame sections extending laterally at right angles to the direction of travel; and two or more rear wheel traveling units housed side by side inside the chassis frame section, wherein the rear wheel traveling units include the rear wheels, arms, shock absorbers, struts, and springs, which are compactly arranged; Among the rear wheels, those that are not subjected to driving force or steering force are configured to follow the movement of the front wheels or the movement of the entire container multi-wheel vehicle by a caster mechanism, and the rear wheel traveling units are configured to have the functions of absorbing shocks and supporting the vehicle body, and of lifting and holding objects placed on the horizontal fork-shaped chassis frame section by adjusting and raising or lowering the height of the horizontal fork-shaped chassis frame section by folding the arms or adjusting the struts, a connecting frame portion configured to connect the horizontal fork-shaped chassis frame portions to each other is provided on the side or center of the container multi-wheel vehicle, between the horizontal fork-shaped chassis frame portions or between one of the chassis frame portions and the vehicle compartment, and a fork gap formed on the vehicle side on the side where there is no connecting frame portion is configured to be an open space communicating with the outside, or a strong plate-shaped member is provided anywhere from the top to the bottom of the horizontal fork-shaped chassis frame portion, and the plate-shaped member is configured to support the horizontal fork-shaped chassis frame portion and the vehicle compartment, and the upper part of the plate-shaped member is configured to be an open space communicating with the outside with a low floor,A horizontal fork-shaped container multi-wheel vehicle configured to have the function of allowing the loading container or various equipment including kitchen equipment, camping equipment, aerial crane equipment, special equipment, or a wheeled loading platform to be loaded freely or fixedly in the fork gap formed in the horizontal fork-shaped chassis frame portion, or on the top of the plate-shaped member positioned anywhere from the bottom to the top of the horizontal fork-shaped chassis frame portion.

6. The horizontal fork-type multi-wheel container vehicle according to claim 5, which is configured to be capable of becoming rear-wheel drive when heavy equipment is loaded on top of the container multi-wheel vehicle.

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