GB2626369A

GB2626369A - Adjustable drive wheel mechanism

Info

Publication number: GB2626369A
Application number: GB2300885.7A
Authority: GB
Inventors: Day Amanda
Original assignee: Nzp1027 Ltd
Current assignee: Nzp1027 Ltd
Priority date: 2023-01-20
Filing date: 2023-01-20
Publication date: 2024-07-24
Also published as: GB202300885D0; WO2024153815A1

Abstract

A drive wheel system 100 comprises a frame connector 160 configured to be rotatably connected to a portion 142 of a frame 140 of a vehicle 150, a wheel connector 162 configured to connect to a wheel 110; and an arm 164 extending between the frame connector and the wheel connector, wherein the arm has a first configuration and a second configuration, wherein in the second configuration the wheel connector is located further forward than in the first configuration. The system may comprise a head tube 142 which may also define a steering axis. A second invention relates to a vehicle comprising a first frame portion (270, see fig. 4) comprising a head tube and a second frame portion (280), wherein the second frame portion is movable relative to the first frame portion. The frame having a first and second configuration, wherein in the second configuration the head tube angle is less than in the first configuration. The first frame may comprise a frame locking mechanism which may be a piston, damper, or spring. Another embodiment of the invention may be the combination of both the first and second inventions.

Description

Adjustable Drive Wheel Mechanism

Field

Embodiments described herein relate generally to an adjustable or reconfigurable drive wheel mechanism, and in particular, but not exclusively, for use in a child transportation apparatus reconfigurable between at least two modes of operation.

Background

Strollers, perambulators (prams) or pushchairs are used to transport children who may not be able to or may not wish to walk or otherwise propel themselves on an entire journey or trip. Children, particularly toddlers or young children, may not be as capable or willing to walk for as far or as long as an accompanying adult. Accordingly, strollers, perambulators (prams) or pushchairs provide the ability for the accompanying adult to push the child along for all or parts of the journey or trip as appropriate.

The child may become restless or lack stimulation when pushed the entire time, so the child may not wish to be pushed along sitting, lying or slouching in a stroller, perambulator (pram) or pushchair for the entire time. The child may wish to be active, such as to get out of the stroller, perambulator (pram) or pushchair, perhaps walking for at least a part of the journey or trip.

Where a child's walking may be tiresome for the child and/or the accompanying adult, another form of child transportation may be desirable for the child and/or the accompanying adult. For example, the child and or the accompanying adult may wish the child to use a scooter, tricycle, bicycle or the like. The scooter, tricycle, bicycle or the like may allow or assist in transporting the child at a pace conforming or better conforming to a desired pace of the accompanying adult, such as when compared to the child's walking pace. The scooter, tricycle, bicycle or the like may allow or assist the child to be stimulated or entertained. For example, the child may consider scootering or cycling to be more fun than walking. Scootering and cycling may provide alternative transport to walking or sitting in a stroller or pushchair.

Typically at the start of a journey or trip a child and/or the accompanying adult may have a free choice whether to complete the journey or trip by walking and/or pushing in a pushchair, stroller or perambulator (pram); or to complete the journey by walking and/or scootering or cycling or the like. Accordingly, either a pushchair, stroller or perambulator (pram) can be taken for the journey or trip; or a scooter, tricycle, bicycle or the like can be taken for the journey or trip.

Examples of reconfigurable transportation apparatuses are disclosed in WO 2018/025002 (Day) and WO 2020/212401 (Day).

A problem with some existing wheel mechanisms is that they are not well suited to reconfiguration between a "passive mode" where the wheel is intended to follow a direction of travel dictated by the motion of the apparatus (for example in a stroller), and "active mode" where the wheel is intended to be driven or controlled by a user (for example in a tricycle).

It is an object of at least one or more embodiments or features of the present disclosure to address one or more problems or disadvantages associated with the prior art.

Summary

The present invention is based on the finding that it is possible to provide a drive wheel mechanism that can be reconfigured between a first configuration suitable to function as a "caster wheel" mode and a second configuration suitable to function as a "drive wheel" mode.

According to a first aspect, there is provided a drive wheel system comprising: a frame connector configured to be rotatably connected to a portion of a frame of a vehicle, a wheel connector configured to connect to a wheel; and an arm extending between the frame connector and the wheel connector, wherein the arm has a first configuration and a second configuration, wherein in the second configuration the wheel connector is located further forward than in the first configuration.

In the first configuration, the system may define a first trail distance. In the second configuration, the system may define a second trail distance. The first trail distance may be greater than the second trail distance.

The trail distance may be defined as the distance, e.g. horizontal distance, between the intersection of an axis of the frame connector with the ground, and the point of contact of the wheel with the ground, e.g. the vertical projection of the wheel connector on the ground.

The portion of the frame of the vehicle may be comprise or may be a head tube. The frame connector and/or the head tube may define a steering axis.

Typically, the wheel connector may be configured to connect to a wheel, e.g. by means of an axle.

The drive wheel system may comprise a/the wheel.

The arm may comprise a first arm portion and a second arm portion.

The first arm portion may be stationary relative to the frame connector. The first arm portion may be unitary with the frame connector.

The first arm portion may be rotatable relative to, e.g. within, a/the portion of the frame, e.g. head tube.

The second arm portion may be moveable relative to the first arm portion. The second arm portion may be pivotally and/or hingedly connected to the first arm portion. When the first arm portion is unitary or "one-piece" with the frame connector, the first arm portion may be considered to be absent, and/or the second arm portion may be considered to be connected to and/or to be moveable relative to the frame connector.

The second arm portion may have a first position in which the arm is in the first configuration, and a second positon in which the arm is in the second configuration.

Advantageously, the second arm portion may be lockable in the first position and/or in the second position. The second arm portion may be lockable in the first position and may be lockable in the second position.

The drive wheel system, e.g. the arm, may comprise an arm locking mechanism, e.g. an arm lock, configured to allow the arm to be locked in the first position and/or in the second position. The arm locking mechanism may be manually actuated. The arm locking mechanism may be electronically actuated.

The drive wheel system may comprise biasing means to bias the arm in the first configuration and/or in the second configuration, e.g. in the first configuration.

The biasing means may comprise a bias, e.g. a spring, to bias the arm in the first configuration and/or in the second configuration, e.g. in the first configuration.

The drive wheel system may form part of or may be provided in a vehicle, e.g. a child transportation apparatus such as a velocipede, e.g. a trike.

Advantageously, the drive wheel system may allow the wheel to be moved from a/the first configuration in which the trail distance is such that the wheel functions as a caster wheel, to a/the second configuration in which the trail distance is reduced, or in which the offset is positive, such that the wheel may function as a drive wheel, which may be powered, e.g. by an occupant of the transportation apparatus. Thus, in the first configuration, the drive wheel system may be in "stroller mode", and in the second configuration the drive wheel system may be in "drive mode", e.g. tricycle mode.

The term "offset" will be herein understood to refer to the distance between the steering axis and the centre of the wheel connector, e.g. wheel axle, measured perpendicular to the steering axis.

Thus, a "positive offset" means that the centre of the wheel connector, e.g. wheel axle, may be forward of the steering axis. This may improve steerability by an occupant of the vehicle, e.g. in tricycle mode.

There may be provided one or more further configurations.

The arm may have one or more further configurations. The arm may have one or more intermediate configurations, e.g. a third configuration, between the first configuration and the second configuration.

According to a second aspect there is provided a vehicle comprising: a frame; and a drive wheel system, wherein the frame comprises: a first frame portion and a second frame portion, wherein the second frame portion is moveable relative to the first frame portion, wherein the first frame portion comprises a head tube, wherein the frame has a first configuration and a second configuration, wherein in the second configuration the head tube angle is less than in the first configuration, and wherein the drive wheel system comprises: a frame connector configured to be rotatably connected to the head tube a wheel connector configured to connect to a wheel; and an arm extending between the frame connector and the wheel connector, wherein the arm has a first configuration and a second configuration, wherein in the second configuration the wheel connector may be located further forward than in the first configuration.

Typically, the first frame portion may be or may comprise a front frame portion. Typically, the second frame portion may be or may comprise a rear frame portion.

The first frame portion and the second frame portion may be connected to each other, e.g. directly connected to each other.

There may be provided one or more additional frame portions, e.g. a third frame portion, between the first frame portion and the second frame portion.

The head tube may define a steering axis.

The head tube angle or "HTA" may be typically defined as an acute angle measured between a horizontal line that corresponds to flat ground and the steering axis.

Thus, a greater (or "steeper") head tube angle means that the head tube angle will be nearer vertical and/or perpendicular to the ground. A lesser (or "shallower') head tube angle means that the head tube angle will be further away from vertical and/or further away from perpendicular to the ground.

The vehicle may comprise a drive wheel system according to the first aspect.

The vehicle may comprise at least one wheel, e.g. at least one front wheel, connected to the wheel connector.

The vehicle may comprise one or more wheels, e.g. one or more rear wheels, connected to the frame, typically connected to the second or rear frame portion. Typically, the vehicle may comprise one front wheel Typically, the vehicle may comprise a plurality of rear wheels, e.g two rear wheels.

By such provision, the vehicle may be described as a tricycle, e.g. when in the second configuration.

The vehicle may be or may comprise a child transportation apparatus.

The frame may comprise or may be a chassis.

The frame may comprise an engagement portion or receiving portion adapted to receive one or more occupant support devices.

The vehicle, e.g. child transportation apparatus, may comprise drive means configured to enable an occupant of the transportation apparatus to power, drive and/or steer the transportation apparatus.

The drive means may comprise a first configuration or position and a second configuration or position, wherein the drive means is closer to the engagement portion or receiving portion of the frame in the second configuration or position than in the first configuration or position.

It will be herein understood that the term "engagement portion or receiving portion" may not necessarily be limited to providing a releasable connection, but may also include or provide a permanent and/or one-piece connection between the frame and one or more occupant support devices. The engagement portion or receiving portion may include any part of the frame that provides connection between the frame and one or more occupant support devices. There may be provided one engagement portion or a plurality of engagement portions. One of more of the engagement portion(s) may be closer to the drive means in the second configuration than in the first configuration.

As mentioned above, the frame comprises a first frame portion, e.g. front frame portion, and a second frame portion, e.g. rear frame portion, wherein the first frame portion is moveable relative to the second frame portion. The frame has a first frame configuration and a second frame configuration, wherein in the second frame configuration the head tube angle is less than in the first frame configuration.

The frame may have one or more further configurations. The frame may have one or more intermediate frame configurations, e.g. a third frame configuration, between the first frame configuration and the second frame configuration.

The second frame portion, e.g. rear frame portion may be pivotally and/or hingedly connected to the first frame portion, e.g. front frame portion, e.g. around a frame pivot point.

In the first frame configuration, the first, e.g. front, frame portion and the second, e.g. rear, frame portion may define a first frame angle. In the second frame configuration, the first, e.g. front, frame portion and the second, e.g. rear, frame portion may define a second frame angle different from the first frame angle. The frame may be moveable from the first frame configuration to the second frame configuration by moving, e.g. pivoting, the second, e.g. rear, frame portion relative to the first, e.g. front, frame portion around the frame pivot point. Advantageously, this may result in a change of the head tube angle.

The vehicle, e.g. frame, may comprise a frame locking mechanism. The frame locking mechanism may be selected from a piston, a spring (e.g. a mechanical spring or a gas spring), or a damper. The frame locking mechanism may be manually actuated. The frame locking mechanism may be actuated electronically.

The frame locking mechanism may be configured to allow the frame to be locked in the first frame configuration and/or in the second frame configuration. The frame locking mechanism may comprise or may be a piston.

The frame locking mechanism may be configured to restrict, control and/or to assist movement of the frame between the first frame configuration and the second frame configuration. In such instance the term "frame locking mechanism" will be understood as not requiring the frame to be "locked", but rather to provide a degree of restriction, control, and/or assistance during movement of the frame between the first frame configuration and the second frame configuration. The frame locking mechanism may comprise or may a spring (e.g. a mechanical spring or a gas spring), or a damper.

As mentioned above, the arm of the drive wheel system has a first arm configuration and a second arm configuration, wherein in the second configuration the wheel connector is located further forward than in the first configuration. Advantageously, moving the arm from its first arm configuration and its second arm configuration may result not only in the wheel connector moving forward, but also in a change of the head tube angle. Moving the arm from its first arm configuration and its second arm configuration may cause a reduction in the head tube angle (i.e. may cause the head tube angle to be shallower and/or to move further away from vertical).

Advantageously, the combination of an adjustable frame and an adjustable drive wheel system, may provide multiple means of adjusting the wheel position, e.g. front wheel or drive wheel position, and the head tube angle. This may allow, in the combined first configurations, the wheel, e.g. front wheel, to function as a caster wheel, and may allow, in the combined second configurations, the wheel, e.g. front wheel, to function as a drive wheel.

The first configuration may be suitable to function as or may correspond to a "stroller mode" in which the front wheel operates as a "caster wheel" mode. In the first configuration, the vehicle may comprise or may be a stroller, push-chair or perambulation (pram) mode.

The second configuration may correspond to a "drive mode", e.g. "tricycle mode" in which the front wheel operates as a "drive wheel". In the second configuration a velocipede, e.g. a tricycle.

The method may comprise reconfiguring without removing and/or disturbing an occupant of the vehicle.

According to a third aspect there is provided a vehicle comprising a frame, wherein the frame comprises: a first frame portion comprising a head tube; and a second frame portion, wherein the second frame portion is moveable relative to the first frame portion, wherein the frame has a first configuration and a second configuration, wherein in the second configuration the head tube angle is less than in the first configuration.

Advantageously, this change in the head tube angle may allow a reduction in the trail distance and/or may improve steerability of the front wheel, in use.

The head tube may be configured to be connected to a drive wheel system. The head tube may be configured to be connected to a frame connector of the drive wheel system.

The drive wheel system may be a drive wheel system according to the first aspect Typically, the first frame portion may be or may comprise a front frame portion. Typically, the second frame portion may be or may comprise a rear frame portion The first frame portion and the second frame portion may be connected to each other, e.g. directly connected to each other.

The vehicle may comprise an occupant-steerable vehicle such as a velocipede, e.g. a tricycle, at least in the second configuration.

According to a fourth aspect, there is provided a method of reconfiguring a drive wheel system of a vehicle between a first configuration and a second configuration, wherein the drive wheel system comprises: a frame connector configured to be rotatably connected to a portion of a frame of a vehicle, a wheel connector configured to connect to a wheel; and an arm extending between the frame connector and the wheel connector, wherein the method comprises moving the arm from a first configuration to a second configuration, wherein in the second configuration the wheel connector is located further forward than in the first configuration.

The drive wheel system may be as described in the first aspect.

According to a fifth aspect, there is provided a method of reconfiguring a drive wheel system of a vehicle between a second configuration and a first configuration, wherein the drive wheel system comprises: a frame connector configured to be rotatably connected to a portion of a frame of a vehicle, a wheel connector configured to connect to a wheel; and an arm extending between the frame connector and the wheel connector, wherein the method comprises moving the arm from a second configuration to a first configuration, wherein in the second configuration the wheel connector is located further forward than in the first configuration.

The drive wheel system may be as described in the first aspect.

According to a sixth aspect, there is provided a method of reconfiguring a vehicle between a first configuration and a second configuration, wherein the vehicle comprises: a frame comprising a first frame portion and a second frame portion, wherein the second frame portion is moveable relative to the first frame portion, and wherein the first frame portion comprises a head tube; and a drive wheel system comprising a frame connector configured to be rotatably connected to the head tube; a wheel connector configured to connect to a wheel; and an arm extending between the frame connector and the wheel connector, wherein the method comprises: moving the arm of the drive wheel system from a first arm configuration to a second arm configuration, wherein in the second arm configuration the wheel connector is located further forward than in the first arm configuration; and moving the frame from a first frame configuration to a second frame configuration, wherein in the second frame configuration the head tube angle is less than in the first frame configuration.

The method may comprise moving, e.g. pivoting, the second, e.g. rear, frame portion relative to the first, e.g. front, frame portion around the frame pivot point. Advantageously, this may result in a change of the head tube angle.

The method may comprise moving, e.g. pivoting, the second arm portion from its first arm position/configuration to its second arm position/configuration. This may cause the wheel connector to move forward. This may also result in a change of the head tube angle. Moving the arm from its first arm configuration to its second arm configuration may cause a reduction in the head tube angle (i.e. may cause the head tube angle to be shallower and/or to move further away from vertical).

The vehicle may be as described in the second aspect.

According to a seventh aspect, there is provided a method of reconfiguring a vehicle between a second configuration and a first configuration, wherein the vehicle comprises: a frame comprising a first frame portion and a second frame portion, wherein the second frame portion is moveable relative to the first frame portion, and wherein the first frame portion comprises a head tube; and a drive wheel system comprising a frame connector configured to be rotatably connected to the head tube; a wheel connector configured to connect to a wheel; and an arm extending between the frame connector and the wheel connector, wherein the method comprises: moving the arm of the drive wheel system from a second arm configuration to a first arm configuration, wherein in the second arm configuration the wheel connector is located further forward than in the first arm configuration; and moving the frame from a second frame configuration to a first frame configuration, wherein in the second frame configuration the head tube angle is less than in the first frame configuration.

The method may comprise moving, e.g. pivoting, the second, e.g. rear, frame portion relative to the first, e.g. front, frame portion around the frame pivot point.

Advantageously, this may result in a change of the head tube angle.

The method may comprise moving, e.g. pivoting, the second arm portion from its second arm position/configuration to its first arm position/configuration. This may cause the wheel connector to move rearward. This may also result in a change of the head tube angle. Moving the arm from its second arm configuration to its first arm configuration may cause an increase in the head tube angle (i.e. may cause the head tube angle to be steeper and/or to move closer to vertical).

The vehicle may be as described in the second aspect.

According to an eighth aspect, there is provided a method of reconfiguring a vehicle between a first configuration and a second configuration, wherein the vehicle comprises a frame comprising a first frame portion and a second frame portion, wherein the second frame portion is moveable relative to the first frame portion, and wherein the first frame portion comprises a head tube, wherein the method comprises: moving the frame from a first frame configuration to a second frame configuration, wherein in the second frame configuration the head tube angle is less than in the first frame configuration.

The method may comprise moving, e.g. pivoting, the second, e.g rear, frame portion relative to the first, e.g. front, frame portion around the frame pivot point.

Advantageously, this may result in a change of the head tube angle.

The vehicle may be as described in the third aspect.

According to a ninth aspect, there is provided a method of reconfiguring a vehicle between a second configuration and a first configuration, wherein the vehicle comprises a frame comprising a first frame portion and a second frame portion, wherein the second frame portion is moveable relative to the first frame portion, and wherein the first frame portion comprises a head tube, wherein the method comprises: moving the frame from a second frame configuration to a first frame configuration, wherein in the second frame configuration the head tube angle is less than in the first frame configuration.

The method may comprise moving, e.g. pivoting, the second, e.g rear, frame portion relative to the first, e.g. front, frame portion around the frame pivot point. Advantageously, this may result in a change of the head tube angle.

The vehicle may be as described in the third aspect.

The second configuration may correspond to a "drive mode", e.g. 'tricycle mode" in which the front wheel operates as a "drive wheel". In the second configuration a velocipede, e.g. a tricycle.

The features described in relation to any aspect of the invention may equally apply to any other aspect and, merely for brevity, are not repeated. For example, the features of the drive wheel system according to the first aspect may apply to the vehicle according to the third aspect, and vice versa. Also, features described in relation to compositions can apply in relation to methods, and vice versa.

Brief Description of Drawings

Embodiments of the invention are described with reference to the accompanying drawings, in which: Figure 1 shows a schematic view of a caster wheel mechanism according to the prior art; Figures 2-3 show a drive wheel system according to a first embodiment; Figures 4-5 show a vehicle according to a second embodiment; Figures 6-8 show a vehicle according to a third embodiment; Figures 9-10 show a vehicle according to a fourth embodiment.

Detailed Description

In the present disclosure, reference is made to a number of terms, which have the meanings provided below, unless a context indicates to the contrary.

The term "comprising" or variants thereof is to be understood herein to imply the inclusion of a stated element, integer or step, or group of elements, integers or steps, but not the exclusion of any other element, integer or step, or group of elements, integers or steps.

The term "consisting" or variants thereof is to be understood to imply the inclusion of a stated element, integer or step, or group of elements, integers or steps, and the exclusion of any other element, integer or step or group of elements, integers or steps Figure 1 shows a schematic view of a caster wheel mechanism 5 according to a conventional design. The caster wheel mechanism 5 has a wheel 10, a wheel axis 15, a head tube 20, and a wheel connector 30 connecting the head tube 20 and the wheel 10.

Typically, in this design, the wheel connector 30 is rotatably connected to the head tube 20.

The distance between the projections of the head tube rotational axis 25 and the wheel axis 15 is called the trail "t". In this design, when used in a vehicle and the vehicle is moved, the wheel 10 typically swivels so as to follow the direction of travel dictated by the motion of the vehicle.

Whilst this design is adequate when used in a vehicle intended to be controlled by pushing, pulling, or otherwise manoeuvring the vehicle, this design is sub-optimal when the wheel mechanism 10 is intended to be controlled (e.g. driven and/or steered) or by a user of the vehicle, e.g. by an occupant of a tricycle. This is because the wheel will want to follow the direction of movement that may be caused by a different person, e.g. a parent, moving the vehicle. If this movement is different from the direction desired by the occupant, e.g. child, this may cause harm or injury to the child.

Figures 2-3 show a drive wheel system 100 according to a first embodiment.

The drive wheel system 100 has a frame connector 160 configured to be rotatably connected to the head tube 142 of a frame 140 of a vehicle 150; a wheel connector 162 configured to connect to a front wheel 110; and an arm 164 extending between the frame connector 160 and the wheel connector 162.

Typically, the wheel connector 162 is configured to connect to the front wheel 110 by means of an axle (not shown).

The vehicle also has rear wheels 155 connected to the frame 140.

The arm 164 has a first configuration shown in Figure 2, and a second configuration shown in Figure 3. In the second configuration the wheel connector 162 is located further forward (that is, in a normal direction of travel, in use) than in the first configuration. In this embodiment, further forward may mean in a direction opposite the rear wheels 155.

The frame connector 160 and the head tube 142 define a steering axis 143.

The trail distance may be defined as the distance between the intersection of the steering axis 143 with the ground and the point of contact of the front wheel 110 with the ground, e.g. the vertical projection of the wheel connector 162 on the ground.

In the first configuration, as shown in Figure 2, the system 100 defines a first trail distance t1. In the second configuration, as shown in Figure 3, the system defines a second trail distance t2. The first trail distance t1 is greater than the second trail distance t2.

The arm 164 includes a first arm portion 166 and a second arm portion 167.

The first arm portion 166 is stationary relative to the frame connector 160. In this embodiment, the first arm portion 166 is unitary with the frame connector 160. The first arm portion 166 is rotatable relative to, e.g. within, the head tube 142.

The second arm portion 167 is moveable relative to the first arm portion 166.

The second arm portion is pivotally and/or hingedly connected to the first arm portion 167 via arm pivot 168.

As best shown in Figure 3, there is provided a locking mechanism 169 configured to allow the arm 164 to be locked in the first configuration or in the second configuration.

As shown in Figure 2, when in the first configuration, the trail distance is such that the wheel functions as a caster wheel that follows the direction in which the vehicle 150 is pushed.

In order to reconfigure the drive wheel system 100, a user actuates the locking mechanism 169 in order to release the lock, and pivots the second arm portion 167 forward about the arm pivot 168 as shown by arrow Al. This causes the wheel connector 162 to move forward, e.g. relative to the frame connector 160 and/or relative to the head tube 142, thus reducing the trail distance to t2 in the second configuration, compared to the trail distance ti in the first configuration. This also causes the overall distance between the wheel connector 162 and the frame connector 160 to be increased, which reduces the head tube angle (i.e. which moves the steering axis 143 away from vertical).

Figures 4-5 show a vehicle 250 according to a second embodiment. The vehicle 250 is depicted in a first configuration in Figure 4, and in a second configuration in Figure 5. The vehicle 250 of Figures 4-5 is generally similar to the vehicle 150 of the first embodiment, like parts denoted by like numerals, but incremented by '100'.

The description of the embodiment of Figures 4-5 focuses on the ability of the frame 240 to move from a first configuration (Figure 4) to a second configuration (Figure 5) so as to permit a change, e.g. a reduction, in the head tube angle.

The frame 240 has a front frame portion 270 and a rear frame portion 280. The rear frame portion 280 is moveable relative to the front frame portion 270 about frame pivot B. The front frame portion 270 has a head tube 242 which, in the first configuration of Figure 4, is substantially vertical (i.e. has a head tube angle of about 90°).

In order to move the frame from its first configuration (Figure 4) to its second configuration (Figure 5), the rear frame portion 280 is pivoted about frame pivot B relative to the front frame portion 270. This causes a reduction in the head tube angle in the second configuration, which may improve steerability of the vehicle 250, e.g. when in tricycle mode.

To allow this movement, the vehicle has a locking mechanism 285 which can lock the frame 240 in the first configuration and in the second configuration and/or which can restrict or assist movement between the first frame configuration and the second frame configuration.

In this embodiment the locking mechanism includes a damper 286 which is pivotally attached to the rear frame portion 280 at damper attachment pivot E. The damper 286 assists with the movement between the first frame configuration and the second frame configuration, making it gentler and more gradual. Damper 286 also helps absorb at least some of the weight when the child is in the vehicle 250. It will be appreciated that, in other embodiments, this may be achieved with a gas spring, a mechanism spring or an electronic mechanism.

The front frame 270 extends forward of the frame pivot B. The rear frame 280 extends rearward of the frame pivot B. The locking mechanism 285 includes a lock extension 287 pivotally connected to frame pivot B at one end, and to damper pivot D at its opposite end. The lock extension 287 has a set length between frame pivot B and damper pivot D, and extends rearward of the frame pivot B. In the first configuration, the damper 286 is in an extended state.

In order to actuate movement between the first configuration and the second configuration, a user pushes damper piston 286 into its contracted state, as shown in Figure 5.

Because lock extension 287 has a set length, shortening damper 286 causes the rear frame portion 280 to pivot relative to the front frame portion 270 about frame pivot B. This, in turn, causes a change in the angle between the front frame portion 270 and the rear frame portion 280, which causes a change (in this case a decrease) in the head tube angle, cause the steering axis to tilt rearward.

In this embodiment, the vehicle also includes a frame extension 290 extending upwards from the rear frame portion 280 and pivotally connected to the rear frame portion 280 at extension pivot C, which can be used to fold the vehicle 250. There is also provided a pushbar 292 pivotally connected to the frame extension 290.

Figures 6-8 show a vehicle 350 according to a third embodiment. Figures 6-8 illustrate the principles explained above in relation to the first embodiment of Figures 2- 3 and of the second embodiment of Figures 4-5.

The vehicle 350 of Figures 6-8 is generally similar to the vehicle 150 of the first embodiment, like parts denoted by like numerals, but incremented by '200', and to the vehicle 250 of the second embodiment, like parts denoted by like numerals, but incremented by '100'.

In Figure 6, the frame 340 is in its first configuration, and the drive wheel system 300 is in its first configuration. In this configuration the vehicle is in "stroller mode", whereby the front wheel 310 functions as a caster wheel.

In Figure 8, the frame 340 is in its second configuration, and the drive wheel system 300 is also in its second configuration. In this configuration, the vehicle is in "drive mode", whereby the front wheel 310 can be steered and driven by an occupant of the vehicle, which may be a tricycle.

In order to reconfigure the vehicle between these two configurations, two steps are carried out, which are described below, using the principles explained above in relation to the first embodiment of Figures 2-3 and to the second embodiment of Figures 4-5. It will be understood that the order for those two steps is not essential. For example, whilst in this embodiment the frame 340 is reconfigured before reconfiguring the drive wheel system 300, it will be understood that the same effect would be achieved by reconfiguring the drive wheel system 300 before reconfiguring the frame 340.

As shown in Figure 6, the front frame portion 370 has a head tube 342 which, in the first configuration of Figure 6, defines a steering axis 343 that is substantially vertical (i.e. has a head tube angle of about 90").

In a first step, the frame 340 is moved to its second configuration as shown in Figure 7. This is carried out by following the principles described above in relation to the second embodiment (Figures 4-5), moving the rear frame portion 380 relative to the front frame portion 370. This results in a reduction of the head tube angle (i.e. tilting the head tube and steering axis rearward).

In a second step, the drive wheel system 300 is moved to its second configuration as shown in Figure 8. This is carried out by following the principles described above in relation to the first embodiment (Figures 2-3), moving the wheel connector 362 and front wheel 310. This also results in a further reduction of the head tube angle. This reduces the trail distance in the second configuration, and, in this case, causes a "positive offset", meaning that the centre of the wheel connector 362, e.g. front wheel axle, is forward of the steering axis 343. This may improve steerability by an occupant of the vehicle, e.g. in tricycle mode.

Steering handle 395 and seat 396 are also shown in Figures 7 and 8 for context.

Figures 9-10 show a vehicle 450 according to a fourth embodiment.

Figures 9 and 10 show a vehicle 450 corresponding generally to the vehicle 350 depicted in Figures 6 and 8 respectively, but illustrating the various parts in more detail for context.

In Figure 9, the vehicle 450 is shown in stroller mode, and, in use, a child would sit in the seat 496 with a user controlling the movement of the vehicle via pushbar 492.

In Figure 10, the vehicle 450 is shown in tricycle mode, and a child would sit in the seat 496 whilst controlling the movement of the vehicle via steering handle 495 and powering movement of the vehicle 450 via pedals 497.

It will be understood that the present embodiments are provided by way of example only, and that various modifications can be made to the present embodiments without departing from the scope of the invention.

Claims

CLAIMS: 1. A drive wheel system comprising: a frame connector configured to be rotatably connected to a portion of a frame of a vehicle, a wheel connector configured to connect to a wheel; and an arm extending between the frame connector and the wheel connector, wherein the arm has a first configuration and a second configuration, wherein in the second configuration the wheel connector is located further forward than in the first configuration.
2. A drive wheel system according to claim 1, wherein a first trail distance in the first configuration may be greater than a second trail distance in the second configuration.
3. A drive wheel system according to any preceding claim, wherein the portion of the frame of the vehicle comprises a head tube.
4. A drive wheel system according to any preceding claim, wherein the frame connector and/or the head tube define a steering axis.
5. A drive wheel system according to any preceding claim, wherein the arm comprises a first arm portion and a second arm portion.
6. A drive wheel system according to claim 5, wherein the first arm portion is stationary relative to the frame connector.
7. A drive wheel system according to claim 5 or claim 6, wherein the second arm portion is pivotally and/or hingedly connected to the first arm portion.
8. A drive wheel system according to any of claims 5 to 7, wherein the second arm portion has a first position in which the arm is in the first configuration, and a second positon in which the arm is in the second configuration.
9. A vehicle comprising the drive wheel according to any preceding claim.
10. A vehicle comprising: a frame; and a drive wheel system, wherein the frame comprises: a first frame portion and a second frame portion, wherein the second frame portion is moveable relative to the first frame portion, wherein the first frame portion comprises a head tube, wherein the frame has a first configuration and a second configuration, wherein in the second configuration the head tube angle is less than in the first configuration, and wherein the drive wheel system comprises: a frame connector configured to be rotatably connected to the head tube a wheel connector configured to connect to a wheel; and an arm extending between the frame connector and the wheel connector, wherein the arm has a first configuration and a second configuration, wherein in the second configuration the wheel connector may be located further forward than in the first configuration.
11. A vehicle comprising a frame, wherein the frame comprises: a first frame portion comprising a head tube; and a second frame portion, wherein the second frame portion is moveable relative to the first frame portion, wherein the frame has a first configuration and a second configuration, wherein in the second configuration the head tube angle is less than in the first configuration.
12. A vehicle according to any of claims 10 or 11, wherein the first frame portion comprises a front frame portion and wherein the second frame portion comprises a rear frame portion.
13. A vehicle according to any of claims 10 to 12, wherein the second or rear frame portion is pivotally and/or hingedly connected to the first or front frame portion.
14. A vehicle according to any of claims 10 to 13, wherein in the first frame configuration, the first or front frame portion and the second or rear frame portion define a first frame angle, and wherein in the second frame configuration, the first or front frame portion and the second or rear frame portion define a second frame angle different from the first frame angle.
15. A vehicle according to any of claims 10 or 14, wherein the frame is moveable from the first frame configuration to the second frame configuration by moving the second or rear frame portion relative to the first or front frame portion around a frame pivot point.
16. A vehicle according to any of claims 10 or 15, wherein the frame comprises a frame locking mechanism.
17. A vehicle according to claim 16, wherein the frame locking mechanism is selected from a piston, a spring, or a damper.
18. A vehicle according to any of claims 9 to 17, wherein the vehicle is a tricycle.
19. A method of reconfiguring a drive wheel system of a vehicle between a first configuration and a second configuration, wherein the drive wheel system comprises: a frame connector configured to be rotatably connected to a portion of a frame of a vehicle, a wheel connector configured to connect to a wheel; and an arm extending between the frame connector and the wheel connector, wherein the method comprises moving the arm from a first configuration to a second configuration, wherein in the second configuration the wheel connector is located further forward than in the first configuration.
20. A method of reconfiguring a drive wheel system of a vehicle between a second configuration and a first configuration, wherein the drive wheel system comprises: a frame connector configured to be rotatably connected to a portion of a frame of a vehicle, a wheel connector configured to connect to a wheel; and an arm extending between the frame connector and the wheel connector, wherein the method comprises moving the arm from a second configuration to a first configuration, wherein in the second configuration the wheel connector is located further forward than in the first configuration.
21. A method of reconfiguring a vehicle between a first configuration and a second configuration, wherein the vehicle comprises a frame comprising a first frame portion and a second frame portion, wherein the second frame portion is moveable relative to the first frame portion, and wherein the first frame portion comprises a head tube; and a drive wheel system comprising a frame connector configured to be rotatably connected to the head tube; a wheel connector configured to connect to a wheel; and an arm extending between the frame connector and the wheel connector, wherein the method comprises: moving the arm of the drive wheel system from a first arm configuration to a second arm configuration, wherein in the second arm configuration the wheel connector is located further forward than in the first arm configuration; and moving the frame from a first frame configuration to a second frame configuration, wherein in the second frame configuration the head tube angle is less than in the first frame configuration.
22. A method of reconfiguring a vehicle between a second configuration and a first configuration, wherein the vehicle comprises: a frame comprising a first frame portion and a second frame portion, wherein the second frame portion is moveable relative to the first frame portion, and wherein the first frame portion comprises a head tube; and a drive wheel system comprising a frame connector configured to be rotatably connected to the head tube; a wheel connector configured to connect to a wheel; and an arm extending between the frame connector and the wheel connector, wherein the method comprises: moving the arm of the drive wheel system from a second arm configuration to a first arm configuration, wherein in the second arm configuration the wheel connector is located further forward than in the first arm configuration; and moving the frame from a second frame configuration to a first frame configuration, wherein in the second frame configuration the head tube angle is less than in the first frame configuration.
23. A method of reconfiguring a vehicle between a first configuration and a second configuration, wherein the vehicle comprises a frame comprising a first frame portion and a second frame portion, wherein the second frame portion is moveable relative to the first frame portion, and wherein the first frame portion comprises a head tube, wherein the method comprises: moving the frame from a first frame configuration to a second frame configuration, wherein in the second frame configuration the head tube angle is less than in the first frame configuration.
24. A method of reconfiguring a vehicle between a second configuration and a first configuration, wherein the vehicle comprises a frame comprising a first frame portion and a second frame portion, wherein the second frame portion is moveable relative to the first frame portion, and wherein the first frame portion comprises a head tube, wherein the method comprises: moving the frame from a second frame configuration to a first frame configuration, wherein in the second frame configuration the head tube angle is less than in the first frame configuration.