JP7632984B1 - Multi-purpose multi-wheeled vehicle and its removable loading platform - Google Patents

Abstract

[Problem] The problem is to improve the wheel size and rear wheel suspension of FF vehicles, and further to improve the cargo bed of multi-purpose vehicles.
[Solution] This vehicle has small and numerous rear wheels, mainly a caster trail system, and can change the height of the vehicle from the road surface using arms or struts, allowing it to lift, hold, and transfer containers on the platform by itself, making it possible to move containers without a forklift and significantly reducing the amount of work required for sorting. In addition, because it has the characteristics of being able to lower the floor compared to normal vehicles and providing an opening on the side, this vehicle can be used in a wide range of applications, from campers, kitchen cars, and ambulances to various specialized vehicles and heavy transport vehicles.
[Selected Figure] Figure 1

Description

This invention relates to a chassis equipped with multiple caster trail type small rear wheels, and to a vehicle equipped with such a chassis and a removable cargo container, facilities, passenger compartment, etc.

While many steam-powered vehicles, agricultural machinery, and other machines were developed in the UK, gasoline-powered automobiles were developed most remarkably in the US.

The prototype of the wheel probably dates back to the days of horse-drawn carriages, as there are photographs of cars with a spare wheel on the side or back to compensate for the drawback of tires being prone to punctures. Perhaps it was a Model T Ford?

Vehicles that go into the wilderness, such as safaris, always have one wheel on the back. To compensate for the fatal flaw of tires, which are prone to punctures, and to make them replaceable at any time, it may have been considered rational for gasoline-powered vehicles to have all four wheels of the same size from the beginning of their development.

Now, in Japan and many other developed countries, roads are being paved with asphalt and other materials.

On the other hand, puncture-resistant tires with woven steel cords have been developed, as well as 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.

Even if you have a flat tire, there is a technique that allows you to temporarily increase the air pressure with a small tank and move to a place where repairs can be made.

So maybe there is less need for all the wheels on a car to be the same size than there once was. That was the starting point of this invention.

The following patent documents can be mentioned as known techniques related to the present invention.
Patent application 2023-132762 Patent Publication No. 2007-320502 Patent Publication No. 07-081639 Real all 1984-012767

The objective of this invention is to improve wheel size, which has been overlooked until now, as well as rear wheel suspension in front-wheel drive vehicles, and the cargo bed of utility vehicles.

●Explanation of the overall picture

Here we state the goal of this invention.

In this invention, we consider vehicles that are mainly equipped with tires on the front wheels, with a diameter of about 45 to 70 cm, the size used for ordinary passenger cars and freight cars, and that have front-wheel steering and are mainly front-wheel drive. This is generally called the FF system.

In a normal FF car, the rear wheels are usually the same as the front wheels. However, in this application, we consider a method of supporting the load by significantly reducing the size of the rear wheels and increasing their number.

The following explanation will be given with reference to the diagram.

●Travel unit that folds up small

Here, the traveling unit is an independent suspension device that is connected to the chassis by a rotating shaft and is formed by integrating arms, shock absorbers, struts, springs, wheels, axles, etc., and is the part that is placed between the chassis and the ground.

Figures 1 and 2 show that the two rear wheels of conventional four-wheeled vehicles are now replaced by eight wheels with smaller diameters.

The ground contact pressure and contact area that was previously shared by the two rear tires will now be shared by at least four rear wheels, or more than four wheels (eight wheels in Figures 1 and 2).

By distributing the load, the wheel diameter can be made smaller. The unsprung weight can also be reduced.

To support these small diameter wheels, we use a running unit 5 that can be folded up to reduce its height and width.

This independent suspension type running unit 5 (Fig. 5, Fig. 6) combines the wheels, suspension, etc. into one unit. This will be described in detail later.

Figure 2 compares normal driving (top) 5' with folded (bottom) 5''. The smaller wheel diameter has the advantage that the height 2L of the loading platform when the running unit 5 is folded can be reduced, allowing the top plate of the loading platform to be lowered.

● Chassis frame with built-in running unit

The chassis 2 in Figures 1, 2 and 3 has the driving unit 5 housed within the chassis frame that extends like two sleeves from the rear of the driver's seat. Figure 1 shows the layout, and Figure 3 shows the view from above.

Since the shape resembles the forks of a forklift, the frame parts 2 of the two sleeves will be called the fork-shaped chassis, and the space between the two sleeves will be called the fork gap 3, after the partial name for the "gap between the forks" in tableware. See Figure 1.

The width of this fork gap 3 is larger than the pallet portion 7 of the loading container 6. Sometimes slide rails, rollers, etc. are installed.

The inner part of the fork-shaped frame 2 is depicted here as parallel, but it could be tapered to fit in even more easily.

●Removable cargo container

In Figures 1, 2, and 3, there is a dedicated loading platform container 6 on the right side of the fork-shaped chassis on the left.

Below and in the center of the loading container 6 is a removable pallet-like member 7. The member 7 may also have extendable, movable feet 8.

The loading container may simply be shaped to have a convex bottom.
The protruding portion must be higher than the height of the fork-shaped chassis when folded, and the two must be shaped so that they fit together perfectly.

The container on the right in Figure 1 is fitted with a pallet member 7 and folded legs 8, and the image shows it moved to the right for easier understanding, mounted on the chassis on the left.

Fork gap 3 is left uncovered to serve as the road surface, but thin boards can also be placed on the bottom or top.

Vehicles such as the vehicle 8'' supporting the loading container can easily enter there. See the lower part of Figure 3 and Figure 2.

By attaching a board to the top of the fork gap 3, it is possible to create a wide, low loading platform or stage, and it is even possible to attach seats there to carry passengers.

●Combination of fork-shaped chassis and loading container

Figure 2 shows how a loading container is loaded onto and unloaded from the fork-type loading platform.

In the lower diagram of Figure 2, the loading container on the right has a pallet-shaped member car 8'' standing up, and the height of the bottom of the container 6 is 6L.

In the figure below, the fork-type chassis on the left has the running unit 5 folded up, and the ground clearance is 2XL, meaning the vehicle is lowered to the point where it can just about move.

(1) In this state, the fork-type chassis can move just like a forklift, and can move to pinch and take in the pallet member 7 in the fork gap 3. Nowadays, rear monitor technology is available, and there is also a method of using a controller separate from the normal handle.
The top plate height of the chassis 2, 2L, must be lower than the bottom height 6L of both sides of the container.

(2) Conversely, the chassis can be stopped and left as is, and the wheels 8'' of the loading container can be used to move and push the pallet-like member 7 of the container into the fork gap 3 of the chassis fork section. The tip 7' of the pallet has rounded corners, making it easier to insert between the forks.

●Lift function of the driving unit

In both (1) and (2), when the loading container comes to the top of the fork-shaped chassis, the running gear 5'' is raised to 5'. When the top plate reaches the normal 2H position, the pallet is lifted and firmly held by the chassis, and is then loaded.
At this point, the container is fixed to the fork-shaped platform by a latch or an electromagnetic clutch, and the legs 8 of the container are also retracted.

The lift width is between 5' and 5'', which is roughly the same as the minimum ground clearance of 2XH during normal driving, so it's only about 15cm, which is a very small amount.

Needless to say, you can't lift it to high places like you can with a normal forklift.

Thus, in addition to its basic function of normal driving, this traveling unit also has the minimum necessary lifting function of lifting the vehicle itself and holding up the container.

It is important to note that unlike a normal forklift, this type of lifting is only possible when certain conditions are met, such as a fork-type chassis, a running unit installed within it, and a special loading container with a pallet-like member attached underneath.

Of course, if you attach a part like the forks of a forklift, it might be possible to raise and lower it within a very narrow range.

When a plate is attached to the underside of the fork gap, when the traveling unit is set to the lowest position of 5'',

(A) Special containers equipped with wheels and pallet-shaped components, etc.
(B) Various equipment with cars underneath, containers, etc.
(C) Various equipment and containers on trolleys,
These items can be brought in and loaded, then the vehicle can be raised to the standard height and secured in place, and then the vehicle can be moved.

The advantage of this system is that it eliminates the need for forklifts and roller conveyors when loading and unloading, and by switching containers, it reduces the manual work of loading and unloading cargo.

If boards were placed above or below the fork gap, goods would have to be loaded by hand, by rolling them on a roller conveyor, or by using a forklift, the same as with current trucks, but the top and bottom boards would be much lower than those of current trucks.

●Relationship between loading container and fork-shaped platform

In Figure 1, the rear of the vehicle's driver's seat is currently open, but there is a way to add an all-weather cover to it.

This would allow the container to act as a skeleton framework or shelf, making the cargo easier to see and find, eliminating the need to search deep inside the boxes inside the truck container.

Figure 14 shows a loading platform container divided into three parts onto this fork-type chassis. Here, the pallet-type member has thin legs 7'', which can be folded up.

Large trucks are loaded with small cargo containers and transported, and the containers are unloaded at the base in the consumption area, and then each is loaded into a smaller vehicle for transport.

In addition, the containers on the vertical fork trolleys can be modified in a variety of ways.

●Normal operation of the driving unit

Now, I would like to explain about the running unit.

The running unit 5 is explained in Figures 5, 6, 7, 8, and 9. The running unit is a set from the suspension device to the wheels, but in the figures, springs, shock absorbers, struts, etc. are removed.
The arms and links have also been simplified, and the kingpin angle has been omitted.

Each wheel on the left and right fork-shaped chassis is supported by an independent running unit.

The characteristic of the traveling unit of this application is that the connection to the chassis is centered on the rotation center 12, center E, so that the direction in which the wheels face can be changed by rotating the traveling unit.

It is possible to use power steering (self-steering) by using power to rotate the base and steer it, but here we consider a method in which the wheel moves in a driven manner, following the movement of the front wheels or the entire chassis, using caster trail alone. Naturally, it will also be possible to switch between self-steering and driven steering.

The connection part 12 with the chassis in Figure 5 has a rotation axis A that supports the arm 13 at the bottom, and moves to rotate the entire traveling unit around the rotation center 18 (E).

The wheels 16 are supported by an arm 13 extending forward and an arm 14 extending backward.
Between arm 13 and arm 14, arm 13 is shorter.

In this case, as shown in Figure 7, it is also possible to provide an additional link C between the arm 14 and the wheel section 16, and to provide a rotation axis F for the axle section. The presence of link C and rotation axis F here allows for delicate adjustment of the position and angle of the wheel.

In this case, the wheel steering has even more freedom, and for example, it is easy to intentionally oversteer or even change to understeer.

When lateral G-forces are applied, it is possible to further stabilize the vehicle by extending an arm outward from the outside of the vehicle body and pushing the wheels out.

When lateral G-forces are applied, the left and right pressures on the springs at the suspension base of the left and right running units can be controlled to adjust the roll of the car.

●Adjusting wheel spacing

To adjust the distance between the wheels, as shown in Figure 7, the running gear is rotated at the rotation center 18, and even when the wheel portion moves left or right, if there is a rotation axis F, the angle of the wheels can be adjusted to the same direction as the traveling direction.

In Figure 8, the center of the wheel 17, which was originally on the same line S as 18 in Figure 7, has moved in parallel to the dotted line T below the arrow in Figure 12.

This allows you to freely adjust the distance between the wheels.

In this state, if the wheels are changed to ones for rails, it will be possible for the vehicle to run on existing tram, train, and railway rails.

In addition, when driving with lateral G forces, the F can be powered to control the vehicle and make it oversteer.

●How the running unit moves

Let's go back to Figures 5 and 6. With current electronic control technology, it is possible to move the running units (rear wheels) of this multi-wheeled vehicle in any direction around the center of rotation 18, which makes it possible to give each running unit steering ability. Furthermore, it is also possible to make all or any of the rear wheels drive wheels.

When the running gear is provided with steering capability and steering is performed by power, the smaller the caster trail of the wheels, the easier it is to change the direction of the wheels without strain.
Conversely, if you want the wheels to be compliant, that is, to move in accordance with the steering of the front wheels, it is advantageous to have some caster trail.

It may also be possible to electrically switch the presence or absence of caster trail on and off. By providing a rotation axis (which could be a cam) placed horizontally in the direction of travel at connection 12 and tilting the connection forward or backward, or by making it possible to adjust the angle of the kingpin, it may be possible to control the caster trail value.

However, for the purposes of this article, we will basically assume that there is no power steering or electronic control at the rear wheels, and will instead focus on passive steering and driving.

●Vehicle turning diagram

On the left side of Figure 9, you can see the wheels and turning center J of a normal four-wheeled vehicle turning.
U is the trajectory of the front wheel G' and V is the trajectory of the inner rear wheel H'.
On the right you can see the wheels of a multi-wheeled vehicle turning.
In the right figure, the front wheels K and K' of the multi-wheeled vehicle are no different from G and G' of the four-wheeled vehicle on the left.

Now, the rear propulsion units L to O' of the multi-wheeled vehicle on the right are driven wheels, meaning they are not using driving force and are not using power steering.

These are driven wheels, meaning they simply follow the movement of the front wheels, or the entire vehicle, with a caster trail. These wheels can follow the front wheels almost faithfully on flat ground, at low speeds, and with small steering inputs.

However, when the steering wheel is turned sharply at high speed, lateral G forces are applied to the vehicle's centres of gravity I and P, which can have a variety of effects. In the diagram of four wheels on the left, wheels G and H are more likely to skid.

When lateral G forces are applied at P in the right diagram, the rear wheels, which only have caster trail, may become unstable.

In addition, the rotating shaft 12 of the traveling unit may move inadvertently due to unexpected factors such as unevenness or inclination of the road surface, causing the front and rear wheels to be reversed. This is unavoidable since the wheels are driven by caster trail.

● Limit the rotation angle of the running unit

So, first we set a limit on the rotation angle of the traveling unit that moves according to the caster trail. This is the limit angle 19 in Figure 6. There are also ways to set the limit mechanically or electrically.

● Geometry adjustments that encourage you to move in a straight line

Also, by adjusting the rotation axis 18, E or kingpin of the traveling unit, it is possible to give the wheels the tendency to move in a straight line.
Normally, tilting the kingpin slightly forward will cause the wheels to tend to go toward the rear of the vehicle.

● Lock when going straight

The dotted vertical R lines in Figure 9 are the turning centres of each wheel when each rear wheel drive unit is facing forward and heading straight. In other words, if the direction of the wheels is not driven by natural course but is fixed to go straight, they will only turn towards this R, and the car will only go straight.

Here, two opposing or arbitrary running units, for example N and N' in Figure 9, are fixed to move straight, and the other running units are made to follow the front wheels and steer as they come along using caster trail, so that the turning center of the multi-wheeled vehicle can be determined as Q.

In Figure 9, columns L and M, which move according to the circumstances, face left in the direction of travel, and column O faces right.

The trajectory of the front wheel K' is U, and the trajectory of the rear wheel N' is V, which gives a driving sensation similar to that of a normal four-wheeled vehicle.

Furthermore, we can see that if row L or O is fixed to a straight line instead of row N, the turning radius will change.
With the L row fixed for straight-ahead driving, the car will oversteer when making tight turns, while in the M row, since it is at the center of gravity of the car, it will have neutral steering, and in the O row, the car will tend to understeer when making wide turns, so you can make fine adjustments to the car's steering by changing which wheels are fixed for straight-ahead driving.

It may also be possible to electronically decide which driving units to lock depending on the situation.

It is also possible to use power steering and use electronic control to calculate which wheels need to be moved and at what angle.

In fact, if the driving unit were to be rotated by power and steered by itself, it would be possible to move the entire vehicle perpendicular to the direction of travel, rotate on the spot, and perform a variety of other movements, but when driving on normal roads, is there really any benefit to being able to steer by itself?

Since this is a car that runs on public roads and not on a race course, you could say that lateral G forces are not something to be too concerned about. In fact, lateral G forces are not beneficial to passengers or luggage in any way.

With this in mind, when driving on normal straight roads, you should be fine with the straight lock, but there shouldn't be any problem if you just leave it on the caster trail and drive along the road.

However, when the rear wheels are moving on caster trail and the car approaches a curve and lateral G-forces are applied to the car, if the caster trail continues, the way the rear wheels of the car will move becomes unstable and difficult to predict.

Although it may seem the opposite at first glance, some of the rear wheels that are moving on a caster trail need to stop the caster trail and be locked in a straight line when going around a curve.

In other words, if the rear wheels are four or more, at least two of them can always be in a straight line, in fact they must always be in a straight line. In this condition, driving can be done just like a normal four-wheeled vehicle.

● Locks the vehicle in a straight line when reversing

The next problem occurs when reversing.
The caster trail of the propulsion unit becomes unstable when reversing, even with a limit angle of 19.

If the wheels had driving force, they could be pulled backwards, but since they are driven wheels, it just happens.

Therefore, when in reverse, it is preferable to completely stop the caster trail movement and fix it only in the straight forward or reverse direction.
Having a mechanism for moving it in a straight or reverse direction and a locking mechanism such as an electromagnetic clutch would make the job go faster.

This means that the traveling unit can be rotated using power, but if there is a forward, straight-line movement before reversing, the traveling unit will basically be in a straight-line position, so if you lock it at this point, it can easily be locked in the straight-line direction.

If you don't think about caster trail or multiple wheels, and just lock the rear wheels in a straight line as soon as you put the gear in reverse, it will be easier to get used to, as the operation will feel the same as in reverse on a normal four-wheeled vehicle.

On the other hand, doing this means that even slight parallel movements require more effort when turning, but since the handling feels almost the same as a normal four-wheeled vehicle, it's not too difficult and there will likely be few complaints.

●Load adjustment and running unit

Normally, the rear wheels support the load with four or more wheels, but if the bed is empty or lighter than expected, it is possible to fold up the unnecessary running unit.

This means that you can select the optimal number of running units and their positions depending on the load. Each running unit is an independent stand, so you can easily fold up all but two running units with wheels locked forward.

Ironically and strangely, this makes the vehicle the same as a normal four-wheeled vehicle.

The above is about the frame and suspension for the vertical fork type, but next we will explain the horizontal fork type.

●Horizontal fork-shaped chassis

Figure 10 shows a diagram of the horizontal fork type.

Figure 11 shows the horizontal fork type from the side and from above.

There are no major differences in the running units. The horizontal fork type has a 2'' connecting frame section, from which a fork-shaped section housing the running unit extends sideways at a right angle.

Whether the space between the forks, the fork gap 3, is on the right or left side of the vehicle may depend on whether the vehicle drives on the right or left side of the road. Also, although not shown in the figure, there is also a method of providing a spine or keel 2'' in the center of the vehicle.
Another option is to cover the entire floor with a highly rigid board-like material.

Vehicles that transport heavy loads use many traveling units, and if necessary, it is possible to increase the number of forks in this lateral fork section.

The vertical fork type, as shown in Figures 1 and 2, is suitable for transporting container-type cargo beds, as it can carry items such as containers, move the containers to their destination, and streamline loading/unloading and transfer.

In contrast, with this horizontal fork type, when the vehicle is parked on the ground and the frame is set down, only the cross section of the fork type loading platform 2' is visible from the front, and the fork gap 3 becomes a wide open space with no step at the entrance, which may make it easier to use depending on the purpose.

Like a kitchen car or camper, once set up, it is easy to enter and exit from the side, there are no steps, and there is not even a threshold, which is what makes it so different from previous kitchen cars.

Figure 12 shows the running unit inside the fork frame of a lateral fork turned sideways. By lifting the front wheels, rotating the rear running unit, and pointing the wheels perpendicular to the fore-and-aft direction of the car, the car can move sideways.

In these cases, there is absolutely no need for speed. Moving fast would be dangerous, and there is no need to move fast at all.

This shape would also be convenient, as it would make it possible to move the container sideways or to move the car while leaving the container behind.

These side-fork vehicles would be easy to use as kitchen cars, campers, ambulances, doctor's cars, nursing care vehicles, etc.

Heavy-duty lateral multi-forklift vehicles can contribute to society in a variety of applications, such as heavy-duty transport vehicles, high-altitude work vehicles, and tanker trucks. Depending on the application, rear-wheel steering and rear-wheel drive may also be required.

On the other hand, in the lighter classes, it is also possible to have a single row of lateral forks instead of two. In Figures 13 and 14, there is no fork joint 2'', and the floor plate is made solidly.

Figure 14 is a diagram of a vehicle with a single-row, side-forked fork, with the doors etc. removed.
Even with a car that has vertical forks, it is possible to add floorboards and create a vehicle suitable for sports.

In that case, by increasing the number of rotational axes of the driving unit and allowing the wheels to face 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 rear-wheel drive is added, it may even be possible to enjoy sporty driving.

summary

Let me summarize the above.
I will explain this separately in terms of suspension system A and chassis system B.

(Claim A1) FF, two or more front wheels that drive and steer a driven multi-wheel vehicle,
It has four or more small diameter rear wheels that follow the motion of the car by means of a caster trail.
(1) At least one of the rear wheels is
・Always,
When the handle is turned,
When the car goes around a curve,
・When the blinker is on,
When either of the above is selected, the camera is set in a forward, straight-ahead position.
(2) When the vehicle is backing up or in reverse gear, at least one of the rear wheels is locked in a forward-facing or reverse-facing position.
(3) The rear wheels are set to caster trail, but the angle of movement is limited to prevent the wheels from pointing in an inappropriate direction.
(4) The kingpin of the caster trail of the rear wheels is tilted slightly forward due to alignment adjustment, so that the wheels almost always tend to point in the forward direction.
The chassis of a multi-purpose multi-wheeled vehicle can be handled in a manner similar to that of a normal four-wheeled vehicle by satisfying any one or more of the above items (1) to (4).

(Claim A2) FR or 4WD or more multi-wheeled vehicle with driving and steering, or with two or more front wheels that steer;
It has four or more small diameter rear wheels that follow the motion of the car by means of a caster trail.
(1) At least two of the rear wheels are power-driven wheels, and the drive wheels are:
-In order to be treated like a normal four-wheeled vehicle with neutral steering, it is fixed in a position facing straight forward.
- In order to be treated like a normal four-wheeled vehicle with oversteer, it is possible to steer independently.
The device is in one of the following states:
(2) When a vehicle is backing up or in reverse gear, at least two of the rear wheels are locked in a forward-facing or rear-facing position and provide thrust in the rearward direction.
(3) The rear wheels that are not the drive wheels are set to caster trail, but the angle of movement is limited to prevent the wheels from pointing in an inadvertent direction.
(4) For the rear wheels, the kingpin of the caster trail of the non-drive wheels is tilted slightly forward, and the alignment is adjusted so that the wheels almost always tend to point in the forward direction.
A multi-purpose multi-wheeled vehicle chassis that satisfies one or more of the above (1) to (4) and can be handled in a manner somewhat similar to that of a normal four-wheel drive four-wheeled vehicle.

(Claim A3) FF, driven multi-wheeled vehicle, height adjustable vehicle, two or more front wheels for driving and steering,
It has four or more small diameter rear wheels that follow the motion of the car by means of a caster trail.
The wheels have the unique feature that the vehicle height can be changed when the arms and struts are folded and extended.
The rear wheel features are:
(1) At least one of the rear wheels is
・Always,
When the handle is turned,
When the car goes around a curve,
・When the blinker is on,
When either of the above is selected, the camera is set in a forward, straight-ahead position.
(2) When the vehicle is backing up or in reverse gear, at least one of the rear wheels is locked in a forward-facing or reverse-facing position.
(3) The rear wheels are set to caster trail, but the angle of movement is limited to prevent the wheels from pointing in an inappropriate direction.
(4) The kingpin of the caster trail of the rear wheels is tilted slightly forward due to alignment adjustment, so that the wheels almost always tend to point in the forward direction.
(4') When the load is light, the number of ground contact wheels can be adjusted by leaving only the necessary traveling units and folding the unnecessary traveling units.
By satisfying any one or more of the above (1) to (4'), the suspension of the multi-purpose multi-wheeled vehicle can be handled in a manner similar to that of a normal four-wheeled vehicle and has the characteristic of being able to change the vehicle height.

Next is chassis system B.
(Claim B1) Vertical two-pronged forklift and loading container (overview)
- The lower part of the vehicle is a vertical fork-shaped loading platform frame (B) with a vertical fork-shaped loading platform frame (B) on the upper surface, and the upper part of the vehicle is a loading platform container (C) with a mating uneven surface on the lower part. This allows the vehicle to load and unload the loading platform container (C) by itself.
(Underside of vehicle)
(1) Has two or more front wheels, is front-wheel drive, and is front-wheel steering;
(2) Has four or more small rear wheels;
(3) Looking at the chassis, there are two or more rear wheel driving units (A) arranged vertically on each side of the two vertical fork-shaped loading platform frames (B) on both sides of the vehicle body.
(3-1) This rear wheel driving unit (A) is a compact assembly of wheels, arms, shock absorbers, struts, springs, etc., and the wheels, which have no driving or steering force, are set up to follow the movement of the front wheels or the movement of the entire vehicle through caster trail.
(3-2) In addition, this rear wheel traveling unit (A) has the function of absorbing shocks and supporting the vehicle body, and can adjust its height by folding its arms or adjusting its struts. It also has the function of lifting and holding objects on the vertical fork-shaped loading platform frame (B) by raising and lowering the loading platform frame (B).
(Top of the vehicle)
(4) It is equipped with a removable loading container (C) that can be inserted into the fork gap (concave type) between two vertical fork-shaped loading frames (B),
(5) The rear wheel travel unit (A) has the function of independently holding, securing, or releasing the loading platform container (C) by raising and lowering the loading platform frame (B).
(6) As described above, the loading container (C) can be easily moved, and each container can be moved, reducing the manual work of loading and unloading cargo.
A vertical fork-shaped container multi-wheel vehicle equipped with the function of loading and unloading a removable loading container (C) by itself.

(Claim B2) Vertical two-fork vehicle, ultra-low floor setting possible (Summary)
- The lower part of the vehicle, the vertical fork-shaped loading platform frame (B) is covered with a highly rigid plate on the upper or lower surface.
(Underside of vehicle)
(1) Has two or more front wheels, is front-wheel drive, and is front-wheel steering;
(2) Has four or more small rear wheels;
(3) Looking at the chassis, there are two or more rear wheel driving units (A) arranged vertically on each side of the two vertical fork-shaped loading platform frames (B) on both sides of the vehicle body.
(3-1) This rear wheel driving unit (A) is a compact assembly of wheels, arms, shock absorbers, struts, springs, etc., and the wheels, which have no driving or steering force, are set up to follow the movement of the front wheels or the movement of the entire vehicle through caster trail.
(3-3) In addition to absorbing shocks and supporting the vehicle body, this rear wheel travel unit (A) also allows the height of the horizontal fork-shaped loading platform frame (B) to be adjusted by folding the arms or adjusting the struts.
(3-4) A rigid board is attached somewhere from the top to the bottom of the horizontal fork-shaped loading platform frame (B).
(3-5) By moving the driving unit, the vehicle height can be raised and lowered, allowing the vehicle to be driven at a low position.
(A) Special containers equipped with wheels and pallet-shaped components, etc.
(B) Various equipment with cars underneath, seats, containers, etc.
(C) A multi-wheeled baggage vehicle with an extremely low floor setting that can carry and load various equipment, passenger seats, containers, etc. on a trolley, raise it to the standard vehicle height, secure it in place, and then move the vehicle.
(Claim B3) Horizontal forklift (overview)
- A container vehicle equipped with the function of loading and unloading a loading container (E) by itself, by combining the upper part of the vehicle consisting of a loading container (E) that has a mating uneven surface on the lower part of the vehicle, a horizontal fork-shaped loading platform frame (D) and an upper part of the vehicle consisting of a loading platform frame (E) that has a mating uneven surface on the lower part.
(Underside of vehicle)
(1) Has two or more front wheels, is front-wheel drive, and is front-wheel steering;
(2) Has four or more small rear wheels;
(7) Looking at the chassis, it has one or more horizontal fork-shaped loading platforms (D) extending sideways at right angles to the direction of travel, and has several rear wheel travel units (A) arranged side-by-side.
(7-1) This rear wheel driving unit (A) is a compact assembly of wheels, arms, shock absorbers, struts, springs, etc., and the wheels, which have no driving or steering force, are set up to follow the movement of the front wheels or the movement of the entire vehicle through caster trail.
(7-2) In addition, this rear wheel traveling unit (A) has the function of absorbing shocks and supporting the vehicle body, and can adjust its height by folding the arms or adjusting the struts, and can raise and lower the horizontal fork-shaped loading platform frame (D), and can lift and hold objects on the horizontal loading platform frame (D).
(7-3) Between the horizontal loading platform frames (D) or between one loading platform frame (D) and the passenger compartment, there is a frame (E) connecting them on the side or in the center of the vehicle.
Alternatively, a strong board is laid somewhere between the top and bottom of the horizontal loading platform frame (D) to support the horizontal loading platform frame (D) and the vehicle interior.
(7-4) The fork gap (F) on the side of the vehicle without the frame (E) creates an open space.
(7-5) When boards are installed anywhere from the bottom to the top of the floor board of the horizontal loading platform frame (D), the upper part becomes an open space with a low floor.
(Top of the vehicle)
(9) The upper part of the board between the fork gaps (F) of the horizontal loading frame (D) or between the bottom and top of the floor board of the horizontal loading frame (D) shall not be
Cargo container (E),
Or kitchen facilities, camping facilities, high-altitude crane facilities, special equipment, trucks, etc.
It has the ability to mount various facilities freely or in a fixed position.
A horizontal fork-shaped container multi-wheel vehicle that has the ability to load and unload various facilities by itself.

(Claim B4)
(7-6) When carrying heavy equipment on top of the vehicle, the vehicle may become rear-wheel drive.
The horizontal fork-type container multi-wheel vehicle according to claim 3.

(Claim B5) A vehicle capable of steering longitudinally, laterally and horizontally (1) having two or more front wheels, front-wheel drive and front-wheel steering;
(2) Has four or more small rear wheels;
(10) Looking at the chassis, the rear wheel drive unit (A) is
(10-1) Arrange four or more vertically on both sides of the vehicle, or
(10-2) A total of four or more units are placed sideways in the rear or subsequent parts of the vehicle.
(10-3) The floor of the vehicle is made of strong boards.
(11-1) This rear wheel driving unit (A) is a compact assembly of wheels, arms, shock absorbers, struts, springs, etc., and the wheels, which have no driving or steering force, are set up to follow the movement of the front wheels or the movement of the entire vehicle through caster trail.
(11-4) Some of the wheels of the rear wheel drive unit (A) have a steering function or angle adjustment function.
(11-5) In addition to the rotating shaft that rotates the entire running unit, there may be another rotating shaft that changes the direction of only the wheel section, which makes it possible to steer against oversteer tendencies and adjust the wheel feel distance, as is the case with conventional four-wheeled vehicles.
(11-6) Some of the wheels of the rear wheel drive unit (A) may be equipped with driving force.
(12) A multi-wheeled vehicle with four or more running units (A) that has the feature of being able to carry various facilities such as seats on top of the running units.

The present invention relates to a multi-wheeled vehicle that can serve as the basis for a multi-purpose vehicle.
The rear wheels are small and numerous, mainly using a caster trail system, and the height of the vehicle from the road surface can be changed using arms or struts, allowing the vehicle to lift, hold, and transfer containers on its own.
A vertical fork-equipped container transporter can move containers from large trucks to their destination and final distribution point without the need for a forklift, significantly reducing the amount of work required for sorting and loading.
On the other hand, vehicles with horizontal forks have the advantage that the floor can be lowered than usual and that openings can be provided on the side, making them suitable for a wide range of applications, from camper vans, kitchen cars, and ambulances to a variety of specialized vehicles and heavy transport vehicles.
In this way, we believe that the vertical forklift will enable the rationalization of distribution, and the horizontal forklift will serve as the basis for special vehicles, thereby making a modest contribution to industrial development.

A schematic diagram, partially in perspective, showing the chassis of a vertical fork-shaped vehicle with the self-propelled loading platform lowered to the rear. Comparison of vehicle operation with vertical fork type 1 is a top view of the vertical fork-shaped chassis portion 1 and the removable loading platform portion 6. FIG. Diagram of a container divided into three parts and the legs that support it Driving unit schematic Top view of the propulsion unit Top view of the traveling unit with an increased number of rotating shafts FIG. 8 is an explanatory diagram of the state in which the rotation axis E and the rotation axis F of the traveling unit in FIG. 7 are rotated and the wheels are translated to change the distance between the wheels. Comparison of turning when operating the steering wheel of a normal four-wheeled vehicle and a front-wheel drive, front-wheel steering, and rear multi-wheeled vehicle Horizontal fork type vehicle design Comparison of horizontal forklifts from the side and above An explanatory diagram of the state in which the traveling unit of a horizontal fork vehicle is facing horizontally at a right angle to the direction of travel and can move laterally. Diagram of a car with one horizontal fork Diagram of a car with one horizontal fork

1 Vehicle body: Front part of a vehicle with a fork-shaped bed frame equipped with a removable container, driver's seat area 2 Vertical fork part, bed frame part of the vehicle body (chassis part), the shape is a thick fork shape, a Roman U-shape, rails, and may have uneven parts 2' Horizontal fork 2'' Vertical extension of the horizontal fork, connecting frame part
2H Maximum height of loading platform forks (when traveling)
2XH Minimum ground clearance (when driving)
2L Bed fork loading height (when loading)
2XL: The minimum height at which the vehicle can move. When 2XL is 0, the vehicle is seated. 3: The gap between the fork shapes, the fork gap, the space in which the pallet-shaped protruding part 7 of the container 6, or the pallet parts 7, 8 with the self-propelled device 8 are accommodated. 4: The front wheels, basically front-wheel drive and front-wheel steering. 4': The state in which the front wheel propulsion unit is folded. 5: The propulsion unit part of the trailing wheel part. 5': The state in which the propulsion unit is raised. 5'': The state in which the propulsion unit is folded. 5''': The maximum circle of rotation of the propulsion unit. 6: The removable cargo container part, the passenger seat part.
6' Divided cargo bed container part 6L When the height of the cargo bed part 6L during loading and unloading is higher than 2L, the cargo bed container can be placed on the cargo bed fork. 6XL Height of the pallet part of the cargo bed container when loaded and stored. 6'' Height of the pallet part above the ground when the cargo bed is self-propelled. Parts for maintaining the height can also be attached here. 7 Removable container part, pallet-shaped part under the passenger car part, pallet-shaped member,
The fork-shaped loading platform can fit into the gap 3 of the loading platform frame equipped with rails, and self-propelled wheels 8 can also be attached. 7' The tip of the pallet has a rounded portion 7'' to make it easier for it to enter the fork gap. 8 Container part legs, simple 8 Container part running unit 8' Container running unit folded 8'' Container running unit raised 8''' When the container running unit is pulled out from the fork frame part of the loading platform, it spreads out from the pallet part of the loading platform to both sides of the loading platform and also extends downwards to stand up, stabilizing the loading platform, allowing it to stand up from the ground and run on its own.
12 Chassis, frame attachment
13 Upper Arm
14 Lower Arm
15 Wheel mounting member
15' Left and right rotation angle of the wheel
16 Wheels
A Rotation axis of upper arm 13 (upper)
B link Rotation axis of lower arm 14 (upper)
C-link The rotation axis of the lower arm 14 (lower) and the rotation axis of the wheel mounting member
D Wheel rotation axis
E Rotation center of the entire running unit 5
F Left and right rotation axis of axle
17 Wheel contact point
18 Rotation shaft of the traveling unit
19 Steering limit range of the driving unit (rear), (limit angle)
20 Straight lock of the driving unit (rear) (when reversing)
21 Running unit (rear) Caster trail width (angle is ignored here)
G, G' Front wheels of a normal four-wheeled vehicle, steering
H, H' Rear wheels of a normal four-wheel vehicle, steering
I Vehicle centre of gravity
J Turning centre of a normal four-wheel vehicle
K, K' front wheels of rear multi-wheeled vehicle (hereinafter multi-wheeled vehicle)
L, L', M, M', N, N', O, O' Rear wheels of a multi-wheeled vehicle turning
P Vehicle centre of gravity
Q Turning centre of a multi-wheeled vehicle
R The turning center when each wheel of a multi-wheeled vehicle is moving straight
S Center line of the propulsion unit
T The center line of the wheel when the traveling unit is rotated and moved parallel to the outside of the wheel
U Front wheel track
V Rear wheel track

Claims (3)

(overview)
- The lower part of the vehicle is a vertical fork-shaped loading platform frame (B) with a vertical fork-shaped loading platform frame (B) on the upper surface, and the upper part of the vehicle is a loading platform container (C) with a mating uneven surface on the lower part. This allows the vehicle to load and unload the loading platform container (C) by itself.
(Underside of vehicle)
(1) Has two or more front wheels, front-wheel drive and front-wheel steering functions ,
(2) Has four or more wheels, with the rear wheels smaller than the front wheels ;
(3) Looking at the chassis, there are two or more rear wheel drive units (A) arranged vertically on each side of the two vertical fork-shaped loading platform frames (B) on both sides of the vehicle body .
(3-1) This rear wheel drive unit (A) is a compact assembly of wheels, arms, shock absorbers, struts, springs, etc., and the wheels, which have no driving or steering force, are set up to follow the movement of the front wheels or the movement of the entire vehicle by caster trail .
(3-2) In addition, this rear wheel travel unit (A) is equipped with a link consisting of two or more arms , and has the functions of cushioning shocks and supporting the vehicle body, as well as the ability to adjust the height by folding the arms or adjusting the struts, and the ability to lift and hold objects on the vertical fork-shaped loading platform frame (B) by raising and lowering the loading platform frame (B) .
(Top of the vehicle)
(4) It is equipped with a removable loading container (C) that can be inserted into the fork gap (concave type) between two vertical fork-shaped loading frames (B),
(5) The rear wheel travel unit (A) has the function of independently holding, securing, or releasing the loading container (C) by raising and lowering the loading frame (B) .
(6) As described above, the loading container (C) can be easily moved, and each container can be moved, reducing the manual work of loading and unloading cargo.
A vertical fork-shaped container multi-wheel vehicle equipped with the function of loading and unloading a removable loading container (C) by itself.
(overview)
- A container vehicle equipped with the function of loading and unloading a loading container (E) by itself, by combining the upper part of the vehicle consisting of a loading container (E) that has a mating uneven surface on the lower part of the vehicle, a horizontal fork-shaped loading platform frame (D) and an upper part of the vehicle consisting of a loading platform frame (E) that has a mating uneven surface on the lower part.
(Underside of vehicle)
(1) Has two or more front wheels, is front-wheel drive, and is front-wheel steering;
(2) Has four or more small rear wheels;
(7) Looking at the chassis, it has one or more horizontal fork-shaped loading platform frames (D) extending sideways at right angles to the direction of travel, and several rear wheel drive units (A) arranged side by side .
(7-1) This rear wheel drive unit (A) is a compact assembly of wheels, arms, shock absorbers, struts, springs, etc., and the wheels, which have no driving or steering force, are set up to follow the movement of the front wheels or the movement of the entire vehicle by caster trail .
(7-2) In addition, the rear wheel travel unit (A) has the functions of cushioning shocks and supporting the vehicle body, and can adjust the height by folding the arms and adjusting the struts, raising and lowering the horizontal fork-shaped loading platform frame (D), and lifting and holding objects on the horizontal loading platform frame (D) .
(7-3) Between the horizontal loading platform frames (D) or between one loading platform frame (D) and the passenger compartment, there is a frame (E) on the side or in the center of the vehicle that connects them.
Or, a strong board is laid on either the top or bottom of the horizontal loading platform frame (D) to support the horizontal loading platform frame (D) and the vehicle interior .
(7-4) The fork gap (F) on the side of the vehicle without the frame (E) creates an open space .
(7-5) If a board is attached anywhere from the bottom to the top of the floor board of the horizontal loading platform frame (D), the upper part will become an open space with a low floor surface .
(Top of the vehicle)
(9) Between the fork gap (F) of the horizontal loading platform frame (D) or between the fork gap (F) of the horizontal loading platform frame (
D) The top of the board located anywhere between the bottom and the top of the floorboard is
A platform that can carry a variety of facilities, such as a loading container (E), kitchen facilities, camping facilities, high-altitude crane facilities, special equipment, and a loading platform with wheels, either freely or fixedly.
The above is a horizontal fork-shaped container multi-wheel vehicle that is equipped with the ability to load and unload various facilities, etc. by itself.
(7-6) When carrying heavy loads on top of the vehicle, the vehicle may become rear-wheel drive .
3. A horizontal fork-type container multi-wheel vehicle according to claim 2 .