WO2023166131A1

WO2023166131A1 - Personal transportation vehicle, such as a scooter

Info

Publication number: WO2023166131A1
Application number: PCT/EP2023/055346
Authority: WO
Inventors: Floris Maarten WIEGERINCK; Gerardus Johannes Christiaan BLOM
Original assignee: Worldwide Trading Services International bvba
Current assignee: Worldwide Trading Services International bvba
Priority date: 2022-03-02
Filing date: 2023-03-02
Publication date: 2023-09-07
Anticipated expiration: 2024-09-02
Also published as: NL2031139B1; JP2025508527A; EP4486637A1; CN119072432A

Abstract

A personal transportation vehicle, such as a scooter or a skateboard, is provided. The vehicle comprises a footboard, a front wheel, a first rear swivel wheel, swivellably connected to the footboard, and a second rear swivel wheel, swivellably connected to the footboard. The two rear swivel wheels may be linked to each other such that a swivelling motion of a first of the two rear swivel wheels corresponds to a swivelling motion of a second of the two rear swivel wheels. The vehicle may be used in a drifting mode in which the front wheel and both rear wheels have been rotated in the same direction, and may in particular be oriented substantially parallel to provide a user an experience resembling drifting.

Description

Title: Personal transportation vehicle, such as a scooter

TECHNICAL FIELD

The aspects and embodiments thereof relate to the field of personal transportation vehicles, such as scooters or skateboards.

BACKGROUND

Kick scooters and skateboards are used by adults and kids as personal transportation vehicles. Scooters and skateboards typically comprise a footboard on which a user may position one or two feet, one next to the other or one behind the other. A kick scooter or skateboard can be propelled by a user standing with one foot on the footboard, and pushing off the ground with the other foot.

Compared to a skateboard, a scooter has a steering rod with which the front wheel can be rotated. This makes the moving direction of the scooter easier to control, compared to the skateboard.

SUMMARY

It is an object to provide a personal transportation vehicle of which the moving direction is controllable by a user. In particular, it is an object to provide a personal transportation vehicle with which a drifting motion can be obtained, or which can give the user an experience that the vehicle appears to be drifting.

Drifting is a phenomenon wherein the vehicle oversteers, in particular intentionally. While drifting, the vehicle may be oriented in a direction which does not correspond to the direction in which the vehicle is moving. During drifting, one or more rear wheels comprised by the vehicle may slip.

It has been observed that drifting can be mimicked by providing one or more rear wheels which are swivellably connected to the footboard. When one or more front wheels comprised by the vehicle are oriented in a particular direction, and the one or more rear wheels are also oriented generally in said direction, the vehicle may appear to be drifting to the user when the vehicle moves in a direction other than the direction in which the vehicle is oriented. The vehicle may as such appear to be drifting preferably without substantial slipping of the rear wheels, which may cause excessive wear of the rear wheels.

It is preferred to provide a vehicle which can appear to be drifting to the user. Aspects, features, and embodiments disclosed herein generally relate to providing and/or improving the drifting experience of the user when using a personal transportation vehicle, such as a scooter, kick scooter, or skateboard.

A first aspect provides a personal transportation vehicle, such as a scooter or a skateboard. The vehicle comprises a footboard with a front end, a rear end, and an upper surface arranged to support at least one foot of a person. The vehicle further comprises a front wheel, a first rear swivel wheel, swivellably connected to the footboard, and a second rear swivel wheel, swivellably connected to the footboard. The two rear swivel wheels are linked to each other such that a swivelling motion of a first of the two rear swivel wheels corresponds to a swivelling motion of a second of the two rear swivel wheels.

A personal transportation vehicle may in general comprise one front wheel, or multiple front wheels such as two front wheels. Multiple front wheels may be positioned next to each other, and may be connected to the same or separate wheel mounts. For example, when the vehicle is a skateboard, the vehicle comprises two front wheels. Multiple front wheels may be arranged to rotate independently relative to each other.

The front wheel or front wheels may in embodiments of personal transportation vehicles be connected to the footboard in a similar way as any of the options disclosed herein regarding how the rear wheel or rear wheels may be connected to the footboard, for example using a resilience mechanism. Additionally or alternatively, front wheels may be linked to each other in a similar way as any of the options disclosed herein regarding how rear wheels may be connected or linked to each other, for example using a linkage such as a rigid linkage or a flexible linkage comprising one or more flexible linking elements.

The footboard is in general arranged to support one or more persons. When the footboard is arranged for supporting multiple persons, these persons may be positioned next to each other and/or behind one another. A person may position one or both feet on the footboard, in particular on an upper surface of the footboard.

When the two rear swivel wheels are linked to each other such that a swivelling motion of a first of the two rear swivel wheels corresponds to a swivelling motion of a second of the two rear swivel wheels, the two rear swivel wheels may remain parallel to each other, also when the rear wheels swivel relative to the footboard. This in turn may reduce or prevent slipping of the rear wheels when the vehicle is used to mimic a drifting movement.

Furthermore, when the two rear swivel wheels are linked to each other such that a swivelling motion of a first of the two rear swivel wheels corresponds to a swivelling motion of a second of the two rear swivel wheels, the two rear wheels may remain oriented substantially parallel even when one of the two rear wheel loses contact with the ground surface. A rear wheel may lose contact with the ground surface for example when the vehicle rolls, and/or when the ground surface is uneven. When the rear wheel regains contact with the ground surface, it may be ensured that the rear wheel is parallel with the other rear wheel, which may increase comfort for the user and may decrease wear of or damage to the vehicle, in particular wear of the rear wheels and/or rear wheel mounts.

A linkage may be used for linking the two rear swivel wheels such that a swivelling motion of a first of the two rear swivel wheels can be transmitted to a second of the two rear swivel wheels via the linkage. The linkage may in general be a rigid linkage comprising one or more rigid bodies, or the linkage may be a flexible linkage comprising one or more flexible linking elements.

The rigid linkage may be formed by one or more rigid bodies, which preferably have no substantial internal degrees of freedom. As such, the rigid linkage preferably does not provide any substantial spring or damping action between the two rear swivel wheels. The rigid linkage may as such comprise one or more materials with a high stiffness, such as a metal such as steel or aluminium. A rigid linkage may for example be formed by or comprise a gear, a cog, a solid body, or any combination thereof.

When the linkage comprises a flexible linking element, a flexible linkage may be obtained. A flexible linkage may for example comprise a rope, chain, belt, cable, toothed belt, cog, gear, sheave, pulley, or any combination thereof. The rope, chain, belt, cable, coil spring and toothed belt are non- limitative examples of flexible elements which may be used to obtain a flexible linkage. These elements have in common that they provide a significant stiffness when tensioned, while being flexible to be wrapped or bent around a cog, gear, sheave, pulley, or other curved element. The high stiffness when tensioned may allow a flexible linking element to link or couple swivelling motions of the two rear swivel wheels.

In an example, the flexible linkage is directly coupled to a resilience mechanism connecting the foot board with at least one rear wheel. Such resilience mechanism may comprise a resilient member, which is preferably oriented towards the front end of the foot board. In case of two or more rear wheels, a linkage can connect the rear wheels, in particular respective wheel mounts thereof. The linkage can comprise a flexible linking element, such as a spring. In an example, the flexible linking element can be integrated to the resilient member, e.g. as a wire having two springs integrated to it, e.g. one spring at one end and another spring at another end. One or more flexible linking elements may even form at least part of a resilience mechanism which connects the rear wheel mount or rear wheel mounts to the footboard.

When the first rear swivel wheel is connected to the footboard via a first wheel mount, and the second rear swivel wheel is connected to the footboard via a second wheel mount, the linkage may be connected to the first wheel mount and the second wheel mount. The linkage being connected to the first wheel mount and the second wheel mount means that a force can be transferred between the first wheel mount and the second wheel mount via the linkage.

In particular embodiments, the linkage is hingedly connected to the first wheel mount such that the linkage can be hinged relative to the first wheel mount about a first hinging axis, and the linkage is hingedly connected to the second wheel mount such that the linkage can be hinged relative to the second wheel mount about a second hinging axis.

When the linkage is hingedly connected to the first wheel mount and the second wheel mount, the wheel mounts may be allowed to rotate relative to the footboard, while also being linked together via the linkage. The linkage may be hingedly connected to the wheel mounts in particular when the linkage is a rigid linkage.

As options, the linkage may be positioned between the two rear swivel wheels and the front end of the footboard, or the two rear swivel wheels may be positioned between the linkage and the front end of the footboard. When the linkage is positioned between the two rear swivel wheels and the front end of the footboard, a more compact design of the vehicle may be obtained.

In general, the first wheel mount is arranged to be rotated relative to the footboard around a first swivel axis and the second wheel mount is arranged to be rotated relative to the footboard around a second swivel axis. The first swivel axis and the second swivel axis may be oriented substantial parallel. The first hinging axis may be positioned between the first swivel axis and the front end of the footboard and the second hinging axis may be positioned between the second swivel axis and the front end of the footboard. This may allow the linkage to be positioned between the two swivel axes and the front end of the footboard, which in turn may lead to a compact design of the vehicle.

The linkage may be tapered towards the front end of the vehicle, for example when the linkage comprises a rigid linkage body with a tapered shape or when one or more flexible linking elements are tapered towards the front end of the vehicle. In use, the tapered shape may be regarded in a top plan view. The tapered shape may allow a greater range of movement for the linkage, in particular when the linkage is positioned inside a chamber of the vehicle, which chamber will be elaborated on further below, or when the linkage is otherwise surrounded by other components of the vehicle with which the linkage would collide without the tapered shape.

In embodiments, the first wheel mount is rotatably connected to the footboard via a first wheel mount bearing and the second wheel mount is rotatably connected to the footboard via a second wheel mount bearing. The first and second wheel mount bearings may be at least partially positioned above the linkage and below the upper surface of the footboard. This may allow for a compact design of the vehicle.

A second aspect provides a personal transportation vehicle, such as a scooter or a skateboard. The vehicle comprises a footboard with a front end, a rear end, and an upper surface arranged to support a foot of a person. The vehicle further comprises a front wheel and a first rear swivel wheel, swivellably connected to the footboard via a wheel mount. The wheel mount is resiliently connected to the footboard via a resilience mechanism, which resilience mechanism comprises at least one resilient member, which resilient member is oriented towards the front end of the footboard relative to the wheel mount, when the resilience mechanism is in a neutral position. By virtue of the resilience mechanism, the wheel mount may be forced into the neutral position, thus forcing the first rear swivel wheel into a neutral position. The neutral position of the first rear swivel wheel may correspond to a position in which a rotation axis of the first rear swivel wheel relative to the wheel mount is substantially perpendicular to a forwardmoving direction of the vehicle, which in turn preferably corresponds to an elongation direction of the footboard.

When the first rear swivel wheel is forced into the neutral position by the resilience mechanism, the vehicle may conveniently return from a drifting mode in which the first rear swivel wheel is not in the neutral position to a normal driving mode in which the first rear swivel wheel generally is in the neutral position. Additionally or alternatively, the resilience mechanism may provide an amount of resistance against the vehicle entering the drifting mode. As such, it may be easier for the user to hold the vehicle in a normal driving mode, requiring more force or effort to enter the drifting mode.

The vehicle may enter the drifting mode by virtue of the user standing on the footboard providing a force to the vehicle in a lateral direction — i.e. in a direction at an angle relative to a forward movement direction. In particular when the lateral force is provided generally to the rear end of the vehicle, this may cause the rear end of the vehicle to break out in a direction corresponding to the direction of the applied lateral force.

By subsequently changing the direction of the lateral force applied to the rear end of the vehicle, a waving motion of the rear end may be obtained. The waving motion is regarded with respect to a movement direction of the vehicle, which may be a generally forward direction. During the waving motion, the rear end of the vehicle may be subsequently positioned to the left and to the right of the front end of the vehicle.

In general, it will be appreciated that options and features disclosed in conjunction with a vehicle according to the second aspect may be readily applied to a vehicle according to the first aspect, and vice versa. Options and features generally disclosed herein may be applied to embodiments of vehicles according to the first and second aspects.

When the vehicle comprises the resilience mechanism and the linkage, which is not necessary in each embodiment of the vehicle, the resilience mechanism may resiliently connect the linkage to the footboard. A resilient connection provides a particular stiffness and damping, over one or more degrees of freedom. A resilient connection may be formed by one or more springs and/or dampers.

At least one or even all resilient members may be oriented in a longitudinal direction of the footboard from the front end to the rear end of the footboard, when the resilience mechanism is in the neutral position. This may ensure that the resilient member is always elongated when moved out of the neutral position. As another option, at least one or even all resilient members may be oriented at an angle relative to the longitudinal direction of the footboard.

In general, at least part of the resilient member may be oriented in a longitudinal direction. A resilient member may comprise connected parts which may be oriented in different directions, for example using one or more cables, pulleys, guides, or other connection parts.

The resilience mechanism can in general be manipulated between two extreme states corresponding to two extreme positions of the rear wheel or rear wheels. A neutral state is located between the two extreme states, preferably in the middle between the two extreme states. The neutral state may correspond to a neutral position of the resilience mechanism, and the extreme states may correspond to extreme positions of the resilience mechanism. In general, in the extreme states, a force exerted by the resilience mechanism is larger than in the neutral state. The force may be exerted on one or more rear wheels, directly or indirectly, for example via one or more wheel mounts and/or a linkage when present. The neutral position or neutral state of the resilience mechanism may correspond to a neutral position of the first wheel mount in which the first wheel is oriented in a forward direction towards the front end of the footboard. The state of the resilience mechanism may be independent from an orientation of the front wheel or front wheels. Alternatively, it can be said that the neutral position or neutral state of the resilience mechanism corresponds with an orientation in a longitudinal direction of the footboard.

Preferably, the resilience mechanism has an adjustable stiffness for the resilient connection between the first wheel mount and the footboard. This may allow a user to adjust the stiffness, and with the stiffness the riding and drifting sensation when using the vehicle.

In particular when the resilience mechanism comprises more than one resilient member, at least one resilient member may be removably connected between the first wheel mount and the footboard for providing the adjustable stiffness for the resilient connection between the first wheel mount and the footboard.

When the resilience mechanism comprises more than one resilient member, the more than one resilient members are oriented substantially parallel relative to each other. The more than one resilient members may thus be oriented towards the front end of the footboard relative to the first wheel mount, when the resilience mechanism is in a neutral position.

In general, the vehicle may be a scooter, further comprising a steering rod connected to the front wheel. By providing a steering rod, the user may conveniently turn the front wheel. In particular by an abrupt turn of the front wheel, the drifting mode may be engaged by swivelling of the one or more rear wheels.

Furthermore in general, the vehicle may be manually powered, or may comprise an electric motor or internal combustion engine for moving the vehicle, with or without assistance from the user. Preferably, the front wheel is powered by the motor or engine. Embodiments of the vehicle may comprise a chamber with an access opening allowing access into the chamber. At least part of the chamber may be formed by the footboard. The access opening may for example be provided in a bottom surface of the footboard or in the upper surface of the footboard. The chamber may be located between the bottom surface and the upper surface.

A third aspect provides a rear wheel assembly for a personal transportation vehicle, such as a scooter or a skateboard. The rear wheel assembly comprises an assembly frame arranged to be connected to a footboard of the personal transportation vehicle, a first rear swivel wheel, swivellably connected to the assembly frame, a second rear swivel wheel, swivellably connected to the assembly frame. As such, the rear wheel assembly can be provided as a drifter module and can be retrofitted on an existing scooter or skateboard. The user may then transform his conventional scooter or skateboard to a scooter or skateboard with drifting possibilities by mounting the assembly to his conventional scooter. In some examples, the user may have to remove the rear wheel or rear wheels from his conventional scooter before mounting the drifter module to the footboard of his conventional scooter.

The two rear swivel wheels may be linked to each other such that a swivelling motion of a first of the two rear swivel wheels corresponds to a swivelling motion of a second of the two rear swivel wheels. A linkage may be used for linking the two rear swivel wheels. Optional features and effects disclosed in conjunction with the transportation vehicle according to the first aspect may be readily applied to embodiments of the rear wheel assembly, in particular optional features and effects regarding the linkage and the different embodiments of the linkage.

A fourth aspect provides a rear wheel assembly for a personal transportation vehicle, such as a scooter or a skateboard. The rear wheel assembly comprises an assembly frame arranged to be connected to a footboard of the personal transportation vehicle and a first rear swivel wheel, swivellably connected to the assembly frame via a wheel mount, such that the first rear swivel wheel can swivel about a first swivel axis.

The first rear swivel wheel may be rotated relative to the wheel mount around a first wheel rotation axis, the wheel mount may be resiliently connected to the assembly frame via a resilience mechanism, which resilience mechanism comprises at least one resilient member. The first swivel axis may be located between the resilient member and the first wheel rotation axis when the resilience mechanism is in a neutral position. The wheel mount may be a first wheel mount associated with the first rear swivel wheel when the rear wheel assembly further comprises a second rear swivel wheel and a second wheel mount.

A rear wheel assembly may be connected for example to a footboard of the transportation vehicle, and may allow the transportation vehicle to be used in a drifting mode. As an option, other rear wheel assemblies may be connected to the footboard, which may provide different driving experiences to the user. Such other rear wheel assemblies may for example comprise one or two rear wheels, which may be fixed — i.e. not swivellable.

In general, a rear wheel assembly may thus be mounted to a footboard, to obtain a personal transportation vehicle such as a scooter, kick scooter, or skateboard.

Options and features disclosed herein in conjunction with a vehicle may be readily applied to a rear wheel assembly, and vice versa. A vehicle according to the first aspect may comprise a rear wheel assembly according to the third aspect. A vehicle according to the second aspect may comprise a rear wheel assembly according to the fourth aspect.

BRIEF DESCRIPTION OF THE FIGURES

In the figures, in a non-limitative manner, different examples of the different aspects will be elucidated. Similar components in the figures are provided with the same or similar reference numerals. For clarity of the figures, not every component is provided with a reference numeral in each figure. It is noted that the figures need not be drawn to scale.

In the figures:

Figs. 1A-1D show an embodiment of a kick scooter;

Figs. 2A-2C, 3A-3C, and 4A-4C respectively show three different embodiments of a personal transportation vehicle in a schematic bottom view;

Figs. 5A and 5B show an embodiment of a kick scooter, respectively in an isometric bottom view, and in a top view;

Fig. 6A shows a bottom view of the kick scooter;

Fig. 6B shows a rear end of the kick scooter in a section view;

Fig. 7 shows a partially exploded view of an embodiment of a kick scooter;

Fig. 8 shows a detailed view of the rear section shown in Fig. 7;

Fig. 9A shows a left side view of the kick scooter;

Fig. 9B shows a section view of the kick scooter;

Figs. 10A-10C show a detailed section view focussed on the rear end of the scooter;

Fig. 11A shows a partially exploded view of another embodiment of a kick scooter;

Fig. 11B shows an embodiment of a rear wheel assembly;

Figs. 12A-12E schematically depict, in a bottom view, vehicles with different alternative examples of resilience mechanisms and linkages; and

Figs. 13A-13B schematically depict a vehicle used in a waving motion.

DETAILED DESCRIPTION OF THE FIGURES

Figs. 1A-1D show an embodiment of a kick scooter 100 as an example of a personal transportation vehicle. The kick scooter 100 is respectively shown in an isometric view, top view, front view, and left side view.

The kick scooter 100 comprises a footboard 102 with a front end 108 and a rear end 109. The footboard 102 comprises an upper surface 104 arranged to support one foot or both feet of a person, next to each other or behind one another. The upper surface 104 may even be arranged for support multiple persons. The upper surface 104 may at least partially be a high- friction surface to increase grip for the foot or feet standing on the upper surface 104.

The kick scooter 100 further comprises a front wheel 106, which may be connected at or near the front end 108 of the footboard 102. The kick scooter 100 shown in Figs. 1A-1D further comprises two rear wheels, but may conceivably also comprise a single rear wheel, or more than two rear wheels. By using two or more rear wheels, it may be easier for a user to keep their balance while using the kick scooter 100. Two or more rear wheels, and/or two or more front wheels, may allow the scooter 100 to stand upright on its own, for example when parked.

A skateboard may comprise one or more front wheels and one or more rear wheels. For example, a skateboard may comprise two front wheels and two rear wheels. The front wheel 106 is in the embodiment of Figs. 1A- 1D connected to the footboard 102 via a head tube 105.

In particular, the kick scooter 100 comprises a first rear swivel wheel 110, which is swivellably connected to the footboard 102, and a second rear swivel wheel 112, which is swivellably connected to the footboard 102. The two rear wheels are positioned at or near the rear end 109. The two rear wheels are in this embodiment positioned next to each other, but may conceivably also be positioned one behind the other.

For steering the front wheel 106, a steering rod 118 may be provided. At a first end, the steering rod 118 is connected to the front wheel, for example via a front wheel fork 161, and at a second end, the steering rod 118 is connected to a handlebar which the user can hold during use of the kick scooter 100. The steering rod 118 passes through the head tube 105. When a vehicle does not comprise a steering rod, the user may for example use their body weight to steer the vehicle.

Figs. 2A-2C, 3A-3C, and 4A-4C respectively show three different embodiments of a personal transportation vehicle 100, in a schematic bottom view. The vehicle 100 comprises the footboard 102, front wheel 106, first rear wheel 110, and second rear wheel 112, which rear wheels are rear swivel wheels, swivellably connected to the footboard.

Figs. 2A, 3A, and 4A show the vehicle 100 in a forward- moving mode, wherein the front wheel 106 and both rear wheels 110, 112 are oriented parallel and are aligned with an elongation direction of the footboard 102. As such, the footboard 102 is oriented in the movement direction of the vehicle 100.

Figs. 2B, 3B, and 4B show the vehicle 100 in a conventional steering mode, in which the front wheel 106 has been rotated relative to the footboard 102. The vehicle 100 can now turn or rotate towards a direction corresponding to the orientation of the front wheel 106. The two rear wheels 110, 112 are still generally orientated along the elongation direction of the footboard 102.

Figs. 2C, 3C, and 4C show the vehicle 100 in a drifting mode, in which the front wheel 106 and both rear wheels 110, 112 have been rotated relative to the forward-moving mode. In the drifting mode, the front wheel 106 and both rear wheels 110, 112 have been rotated in the same direction, and may in particular be oriented substantially parallel, as can be seen in the Figs. 2C, 3C, and 4C. Contrary to the conventional steering mode, in the drifting mode, the whole vehicle may actually move in the direction corresponding to the orientation of the front wheel 106 and both rear wheels 110, 112. In the drifting mode, the vehicle 100 moves in a direction determined by the orientation of the front wheel and rear wheels. However, the footboard 102 can be oriented at an angle relative to this moving direction. As such, a user standing on the footboard 102 in the drifting mode is provided with a drifting sensation. The drifting mode may be entered by an abrupt movement of the front wheel 106 and/or by a body movement of a user standing on the footboard 102, which body movement results in a rotation or swivelling motion of the rear wheels 110, 112 relative to the footboard 102.

In the particular embodiment of the vehicle 100 shown in Figs 2A, 2B and 2C, the two rear swivel wheels are linked to each other such that a swivelling motion of a first of the two rear swivel wheels corresponds to a swivelling motion of a second of the two rear swivel wheels. This may ensure that the two rear swivel wheels remain oriented parallel, whether the vehicle 100 is in the forward-moving mode, conventional steering mode, or the drifting mode.

In particular, the vehicle 100 comprises a rigid linkage 120 linking the two rear swivel wheels 110, 112 such that a swivelling motion of a first of the two rear swivel wheels can be transmitted to a second of the two rear swivel wheels via the rigid linkage 120. The rigid linkage 120 may be formed by a rigid linkage body. The term rigid linkage body implies that the linkage body itself is substantially rigid. As such, the rigid linkage body preferably does not provide a substantial spring or dampening action between the two linked rear swivel wheels 110, 112.

In general, the first rear swivel wheel 110 may be swivellably connected to the footboard 102 via a first rear wheel mount 115. The second rear swivel wheel 112 may be swivellably connected to the footboard 102 via a second rear wheel mount 116. In the embodiment of Figs. 2A-2C, the rigid linkage 120 is connected to the first wheel mount 115 and the second wheel mount 116. As such, the first rear wheel 110 is connected to the rigid linkage 120 via the first wheel mount 115, and the second rear wheel 112 is connected to the rigid linkage 120 via the second wheel mount 116.

As can be seen when comparing Figs. 2A and 2B with Fig. 2C, the orientation of the rigid linkage 120 may remain substantially the same when the vehicle 100 is put into the drifting mode. In particular, the rigid linkage 120 may remain oriented substantially perpendicular to the elongation direction of the footboard 102. The orientation of the rear wheel mounts may however change when the vehicle 100 is put into the drifting mode. It will be understood that the position of the rigid linkage 120 may move relative to the footboard 102 when the vehicle 100 is put into the drifting movement. In particular, the rigid linkage 120 may move away from the front wheel 106.

To allow the orientation of the rear wheel mounts to change relative to the rigid linkage 120, the rigid linkage 120 may be hingedly connected to the first wheel mount 115 and hingedly connected to the second wheel mount 116.

The rigid linkage 120 is in the embodiment of Figs. 2A-2C positioned in between the front wheel 106 and the two rear wheels 110, 112. However, embodiments are also envisioned wherein the two rear wheels 110, 112 are positioned in between the front wheel 106 and the rigid linkage 120.

Figs. 3A-3C show another embodiment of a personal transportation vehicle 100, comprising the footboard 102, front wheel 106, and two rear swivel wheels 110, 112. This particular embodiment comprises an optional resilience mechanism, comprising a first resilient member 151 and a second resilient member 152, which resilient members are oriented towards the front end 108 of the footboard relative to the wheel mount, when the vehicle 100 is in the forward-moving mode and the conventional steering mode of Figs. 3A and 3B. At least in these two modes, the resilience mechanism may be considered to be in a neutral position.

In the drifting mode shown in Fig. 3C, the resilience mechanism is no longer in the neutral position. Instead, the resilience mechanism is in a tensioned position. In the tensioned position, the resilience mechanism may provide a force forcing the rear wheel mounts back into the neutral position.

Figs 3 A and 3B show that in the neutral position of the resilience mechanism, the resilient members 150, 151 are oriented in a longitudinal direction of the footboard 102 from the front end 108 to the rear end 109 of the footboard 102.

The first resilient member 151 and the second resilient member 152 may for example be embodied as coil springs or torsion springs. The first resilient member 151 and the second resilient member 152 may be pretensioned, such that a spring force is exerted by the resilience mechanism also in the neutral position of the rear wheels.

As can be seen in Fig. 3C, when the resilient members are for example embodied as coil springs, the resilient members are elongated in the tensioned position compared to the neutral position. By orienting the resilient members towards the front end 108 of the footboard, it may be ensured that the resilient members are always elongated when moved from the neutral position into a tensioned position. Furthermore, the force exerted by the resilient members may increase when the rear wheels are moved further away from the neutral position.

The stiffness of the resilience mechanism may be adjustable. As an option, a distance D depicted in Fig. 3A may be adjustable. The distance D is the distance between a point where a resilient member is connected to the footboard 102 and a point where said resilient member is connected to a rear wheel mount or rigid linkage when used. The distance D may be manipulated by moving the point where a resilient member is connected to the footboard 102, by moving the point where said resilient member is connected to a rear wheel mount or rigid linkage, or by moving both points away from each other. The distance D is also depicted in Fig. 10A.

Figs. 4A-4C show an even further embodiment of the personal transportation vehicle 100, with a combination of the optional rigid linkage 120 shown in Figs. 2A-2C, and the resilience mechanism shown in Fig. 3A- 3C. In general, it will be understood that embodiments of the person transportation vehicle 100 disclosed herein, in particular also in conjunction with Figs. 5A-10C, may comprise only one of the rigid linkage 120 and the resilience mechanism, although in these figures both the rigid linkage 120 and the resilience mechanism are depicted.

When a personal transportation vehicle 100 comprises both a linkage, such as the rigid linkage 120, and the resilience mechanism, the resilience mechanism may be connected to the linkage 120. Alternatively, the resilience mechanism may be connected to one or more rear wheel mounts. By virtue of the combination of the linkage 120 and the resilience mechanism, an even further improved drifting experience may be obtained for the user.

Figs. 5A and 5B show an embodiment of a kick scooter 100, respectively in an isometric bottom view, and in a top view. The scooter 100 is depicted in a drifting mode, with the front wheel 106 and the two rear swivel wheels 110, 112 oriented substantially parallel and at an angle relative to the footboard 102.

In general, the front wheel 106 is arranged to be rotated relative to the footboard 102 around a front wheel rotation axis 147, which in use is preferably oriented substantially horizontally. When the kick scooter 100 is in the forward-moving mode, the front wheel rotation axis 147 is oriented perpendicular to the elongation direction of the footboard 102. The elongation direction of the footboard 102 is indicated by arrow 159 in Fig. 5B. In general, the elongation direction of the footboard 102 corresponds to a movement direction of the vehicle 100 in the forward- moving mode.

Furthermore in general, the first rear wheel 110 is arranged to be rotated around a first wheel rotation axis 145, and the second rear wheel 112 is arranged to be rotated around a second wheel rotation axis 146. The wheel rotation axes are for example indicated in Fig. 5B. In general, rotation axes are indicated with dash-dotted lines in the figures. The first wheel rotation axis 145 and the second wheel rotation axis 146 are preferably oriented substantially horizontally, in use, and also in the drifting mode.

In the drifting mode, for example depicted in Fig. 5B, the front wheel rotation axis 147, the first wheel rotation axis 145, and the second wheel rotation axis 146 are oriented substantially parallel to each other and at an angle relative to the elongation direction of the footboard 102.

In Fig. 5A, a bottom surface 103 of the footboard 102 is visible. In the bottom surface 103, a closing member 136 may be releasably connected, which closes off an access opening into a chamber. This chamber will be elaborated on further in conjunction with Figs. 6A and 6B.

Fig. 6A shows a bottom view of the kick scooter 100, and Fig. 6B shows a rear end of the kick scooter 100 in a section view over line A-A drawn in Fig. 6A. The detailed view of Fig. 6B is focussed on an optional chamber 132 inside the footboard 102, in-between the upper surface 104 and the bottom surface 103. The chamber 132 is accessible through an access opening which in use may be covered by the closing member 136.

In general, the chamber 132 may be used to accommodate one or more components of the vehicle 100, such as one or more of the linkage 120, at least part of the resilience mechanism, a battery for powering an electric motor, one or more bearings, any other components, in any combination thereof. When positioned in the chamber 132, said one or more components may be protected from outside influences such as impacts and/or foreign matter such as water, sand, dust, and/or mud.

The optional closing member 136 may further protect said one or more components in the chamber 132. The closing member 136 may be removed by the user to access components inside the chamber 132, for example for maintenance and/or for adjusting a stiffness of the resilience mechanism when the resilience mechanism has an adjustable stiffness. The closing member 136 may for example be connectable to the vehicle 100 by one or more screws or bolts. As shown in Fig. 6B, the first wheel mount 115 is rotatably connected to the footboard via a first wheel mount bearing 122 and an axle 162 extending into an inner ring of the first wheel mount bearing 122. The first wheel mount bearing 122 is positioned below the upper surface 104 of the footboard. As a particular option, the first wheel mount bearing 122 is shown positioned above the rigid linkage 120, which allows the rigid linkage 120 to be positioned and move below the first wheel mount bearing 122. A similar wheel mount bearing is provided for the second wheel mount, but is not visible in Fig. 6B. More in general, at least part of other embodiments of linkages may be positioned and moved below the first wheel mount bearing 122.

A further option depicted in Fig. 6B is that the resilient member 150 is oriented at an angle relative to the upper surface 104 of the footboard 102. In general, in use, the upper surface 104 may be inclined relative to the horizon. As such, the resilient member 150 may in use be oriented substantially horizontally, or at a different angle relative to the horizon than the upper surface 104. Alternatively, the upper surface 104 and the resilient member 150 may be oriented substantially parallel.

Fig. 7 shows a partially exploded isometric view of the scooter 100 of Figs. 6A and 6B. In particular, a rear section 170 of the scooter 100 is shown in the exploded view. Fig. 8 shows the exploded view of the rear section 170 of the scooter 100 of Fig. 7 in more detail. The rear section 170 is depicted comprising both the resilience mechanism 180 and the rigid linkage 120. In general, the rear section 170 is depicted in an assembled state in the section view of Fig. 6B. Other embodiments of the rear section 170 are envisioned comprising other embodiments of the linkage, for example comprising one or more flexible linking elements.

To connect the rear section 170 to the footboard 102, the rear section 170 may be at least partially slid into the footboard 102, in a direction substantially parallel to the elongation direction 159 of the footboard 102. Alternatively, the rear section 170 may at least partially be formed by the footboard 102, may be connected below the footboard 102, or even above the footboard 102. In general, the rear section 170 comprises components related to the rear wheel or rear wheels, with optionally one or both of the linkage 120 and the resilience mechanism.

As can be seen in Figs. 7 and 8, as an option, the rear section 170 may comprise an upper shell part 184 and a lower shell part 186, which may be connectable to each other, for example using a press-fit connection and/or one or more screws or bolts. A press-fit connection may be formed by virtue of an interference fit formed by one or more pins 125 and holes. One or more pins and/or one or more corresponding holes may be comprised by the upper shell part 184 and the lower shell part 186, in any combination thereof.

In between the upper shell part 184 and the lower shell part 186, a support plate 123 is positioned. In the assembled state, parts of the bearings 122, 122’ may supported on the support plate 123, in particular outers rings of the bearings 122, 122’. The support plate 123 may be connectable to one or both of the upper shell part 184 and the lower shell part 186, for example using a press-fit connection and/or one or more screws or bolts.

In assembled state, parts of the wheel mounts 115, 116 may extend through the lower shell part 186. To this end, the lower shell part 186 comprises two openings, one of which is provided with reference numeral 187 in Fig. 8. Similar openings may be provided through the support plate 123, as can be seen in Fig. 8.

Upper parts 127 of the wheel mounts 115, 116 may have a generally cylindrical shape, with a flat side facing generally towards the front end of the kick scooter and/or towards the rigid linkage 120 in the assembled state. The flat side may allow for a more compact design of the rear section 170, as the flat side allows the rigid linkage 120 to be positioned closer to the upper parts 127 of the wheel mounts 115, 116. The upper shell part 184 as depicted in Fig. 8 comprise three resilient member connection members 181, corresponding to the three resilient members 150, 151, 153. The resilient member connection members 181 may be formed as protrusions protruding away from the upper shell part 184, in use in a direction generally perpendicular to the upper shell part 184 and/or towards the resilient members. The resilient member connection members 181 may comprise a thickened distal end, as shown in Fig. 8, for securing the connection with a resilient member, in particular when the resilient member is hooked around the resilient member connection members 181.

As shown in Fig. 8, the hinged connection between the rigid linkage 120 and a wheel mount such as the first wheel mount 115 may be formed by a bolt 183, pin, or other elongated member, extending through the rigid linkage 120. A hole 185 is provided through the first wheel mount 115 through which the bolt 183 may extend. The bolt 183 may be secured using a nut.

Fig. 9A shows a left side view of the kick scooter 100, and Fig. 9B shows a section view of the kick scooter 100 over the line B-B drawn in Fig. 9A. The kick scooter 100 is shown in the forward-moving mode in Figs. 9A- 9B. Figs. 10A-10C show a detailed section view over the line B-B focussed on the rear end of the scooter 100, respectively with the rear wheels 110, 112 in a drifting mode (Fig. 10A), in a neutral position corresponding to the forwardmoving mode and the conventional steering mode (Fig. 10B), and another drifting mode (Fig. IOC).

In the embodiment of the kick scooter 100 shown in Figs. 10A-10C, the resilience mechanism comprises three resilient member 150, 151, 153. Fig. IOC also shows an option wherein one or more of the resilient members

150, 151, 153 are removable by a user. This allows the user to adjust the stiffness of the resilience mechanism. When all three resilient members 150,

151, 153 are present, the stiffness may be the highest. By for example removing the middle resilient member 150, the stiffness may be lowered. By removing the outer resilient members 151, 153 and leaving the middle resilient member 150 connected, the stiffness may be lowered even further. As an even further option, all resilient members may be removed.

Fig. IOC shows the resilient members 150, 151, 153 disconnected at the point where the resilient members 150, 151, 153 were connected to the footboard 102. A resilient member may for example comprise a hooked part, which can hook around a connection part of the footboard 102 as shown in Figs. 10A and 10B.

Multiple resilient members, such as coil springs, may be provided, which resilient members may have different stiffnesses. This allows a user to choose a desired stiffness by using one or more particular resilient members for the resilience mechanism.

In particular, in Fig. 10A, the rear wheels are in an intermediate position between an extreme position and the neutral position shown in Fig. 10B. The intermediate position is a positioned in which the resilience mechanism is tensioned, and thus exerts a force forcing the rear wheels back into the neutral position.

Fig. 10B shows the resilience mechanism in a neutral position or neutral state. In particular in this neutral position, the resilient members

150, 151, 153 are oriented generally parallel to the elongation direction 159 of the footboard. In the states of Fig. 10A and 10C, the resilient members 150,

151, 153 are oriented at an angle relative to the elongation direction 159 of the footboard

In Fig. 10C, the rear wheels are depicted in an extreme position, in which the first rear wheel 110 is hidden behind the footboard 102. An extreme position may be reached when the rigid linkage 120 contacts a stop 182 comprised by the vehicle 100. As shown in the top views of Figs. 10A-10C, the rigid linkage 120 has a tapered shape which increases the range of motion of the rigid linkage 120 between the stops. Fig. 11A shows in an isometric exploded view an embodiment of a scooter 100 as an example of a personal transportation vehicle, comprising a releasable rear wheel assembly 200. The rear wheel assembly 200 is shown in a more detailed side view in Fig. 11B. The rear wheel assembly 200 comprises an assembly frame 210, arranged to be releasably connected to the scooter 100, in particular to the footboard 102. The assembly frame 210 may be clamped to the footboard 102, and/or for example one or more screws or bolts may be used for connecting the assembly frame and the footboard.

The rear wheel assembly 200 shown in Fig. 11B may be similar to the rear section 170 depicted in Fig 6B and Fig. 8. As such, options and features disclosed in conjunction with the rear section 170 may be readily applied to embodiments of the rear wheel assembly 200.

In the rear wheel assembly 200, a resilience mechanism 180 is provided which resiliently connects the wheel mount 115 to the assembly frame 210. As such, when the assembly frame is disconnected from the vehicle, the resilience mechanism 180 can remain in a connected state.

On the contrary, in other examples of vehicles, the resilience mechanism 180 may be directly connected to the footboard 102. Alternatively, the resilience mechanism 180 may be indirectly connected to the footboard 102, for example via an upper shell part 184 as discussed in conjunction with Fig. 8.

Similar to the rear end discussed in conjunction with Fig. 8, a rear wheel assembly 200 may comprise one or more of the upper shell part, lower shell part, support plate, bearings, any other part, in any combination thereof, such that a similar functionality can be provided by the rear wheel assembly 200 as the rear end 170.

Figs. 12A-12E schematically depict, in a bottom view, different alternative examples of resilience mechanisms 180 and linkages 120. It will be understood that these examples may be readily applied to any embodiment of a vehicle and/or rear wheel assembly disclosed herein. Furthermore, it will be understood that although the embodiments disclosed in Figs. 12A-12E comprise both a resilience mechanism and a linkage, the vehicles shown in Figs. 12A-12E may be readily implemented without a linkage or without a resilience mechanism.

In the embodiment of Fig. 12A, a linkage 120 is formed by a wrapped member as an example of a flexible linking element. The wrapped member is wrapped around part of the first wheel mount 115 and part of the second wheel mount 116. The wrapped member may in general for example be embodied as a belt, toothed belt, rope, cable, or chain, while the first wheel mount 115 and the second wheel mount 116 may comprise a cog, gear, wheel, pulley 163, sheave, or other curved member around which the wrapped member is at least partially wrapped.

Preferably, the wrapped member is embodied as a toothed belt or chain, to ensure proper coupling of the swivelling motion of the first rear wheel 110 and the second rear wheel 112. Furthermore preferably, the wrapped member 120 does not substantially elongate when tensioned, or at least a part 120’ of the wrapped member spanned between the first wheel mount 115 and the second wheel mount 116 does not substantially elongate when tensioned. The part 120’ of the wrapped member spanned between the first wheel mount 115 and the second wheel mount 116, in particular between the pulleys 163, is thus preferably not embodied as a spring. This allows the rear wheels 110, 112, to remain oriented substantially parallel when swivelling relative to the footboard 102.

It will be understood that a wrapped member may comprise multiple connected flexible linking elements. Alternatively, the wrapped member may be an integrally formed wrapped member, optionally with different sections which may provide different levels of resiliency. In the example of Fig. 12A, the wrapped member 120 comprises two resilient members 150, 151 forming the resilience mechanism, and a substantially non-resilient member 120’ forming the linkage which allows a swivelling motion of a first of the two rear swivel wheels to correspond to a swivelling motion of a second of the two rear swivel wheels. The resilient members 150, 151 are connected to the two ends of the linkage.

The wrapped member is at or near both ends connected to the footboard 102, as shown in Fig. 12A. The wrapped member may be tensioned, for example by virtue of part of the wrapped member being resilient and/or by one or more external tensioning elements. In the example of Fig. 12A, resilient parts 150, 151 of the wrapped member form a resilience mechanism 180, which is oriented towards the front end of the footboard relative to the wheel mount, when the resilience mechanism is in a neutral position. The resilience mechanism 180 may be used to pretension the wrapped member. The wrapped member can be integrally formed with the resilient parts 150, 151 or can be connected with the resilient parts 150, 151 by known connection elements.

Fig. 12B shows an alternative example of a vehicle 100, wherein the wrapped member 120 as an example of a linkage is wrapped around parts of the first wheel mount 115 and the second wheel mounts 116, for example around pulleys 163. The wrapped member 120 is here an example of a flexible linking element acting as a flexible linkage 120, coupling a swivelling motion of the first rear wheel 110 and the second rear wheel 112. In Fig. 12B, the resilience mechanism 180 comprises a single resilient member 150. The single resilient member 150 resiliently connects one of the wheel mounts with the footboard 102. The wrapped member may be connected at ends thereof to a respective pulley 163, or as shown in Fig. 12B, the wrapped member may be a closed wrapped member, for example forming an endless belt or chain. The single resilient member 150 is oriented towards the front end 108 of the footboard, when the resilience mechanism is in a neutral position.

Fig. 12C shows yet another example of a linkage 120, here formed by a linkage gear 120 as an example of a rigid linkage. The linkage gear engages two gears 165 comprised by the first wheel mount 115 and the second wheel mount 116. By virtue of the linkage gear and the two gears comprised by the wheel mounts being engaged — i.e. having meshed teeth — a swivelling motion of a first of the wheel mounts is coupled to a swivelling motion of a second of the wheel mounts.

An optional resilient member 150 is also depicted in Fig. 12C, which resilient member 150 resiliently connects at least one of the linkage gear and the two gears comprised by the wheel mounts with the footboard 102, and thus forms a resilience mechanism 180. As shown in Fig. 12D, the resilient member 150 may alternatively be connected to one of the wheel mounts in combination with using the linkage gear 120.

Fig. 12E shown yet another embodiment of a vehicle 100, wherein the resilience mechanism 180 comprises two compression springs 150, 151 as resilient members. The compression springs 150, 151 are connected between the footboard 102 and a rigid linkage 120 and form a resilience mechanism 180. Preferably, the compression springs 150, 151 are oriented at an angle relative to an elongation direction 159 of the footboard 102, for example between 45 and 135 degrees, between 60 and 120 degrees, and preferably substantially perpendicular to the elongation direction 159.

The rigid linkage 120 comprises two transverse sections, and may as such have a T- shape, or more generally a tapered shape towards the front end 108 of the vehicle. A tapered shape implies that a width of the rigid linkage 120 is generally reduced towards the front end 108 of the vehicle. The rigid linkage 120 here too connecting the wheel mounts 151, 116 of the rear wheels 110, 112, and the resilience mechanism 180 embodied as two resilient members 150, 151 extending outwardly and transversely from a stem of the T-shaped linkage 120.

Instead of or next to comprising compressions springs, embodiments of the resilience mechanism are envisioned comprising one or more other types of springs, such as gas springs, leaf springs, coil springs, torsion springs, or any other objects arranged for storing mechanical energy in as potential energy.

Figs. 13A-13B schematically depict a schematic embodiment of a personal transportation vehicle 100, in a bottom view. The vehicle 100 is used in a waving motion. The vehicle 100 generally comprises a front wheel 106 and two rear swivel wheels 110, 112. For conciseness and clarity of the figures, not all components have been provided with a reference numeral.

Fig. 13A shows the vehicle 100 at four consecutive instances in time, generally moving in a direction along arrow M. An arrow F generally indicates a lateral force exerted by a user standing on the footboard 102 of the vehicle 100. By virtue of changing the direction of the lateral force, a waving motion of the rear end 109 of the vehicle 100 may be obtained. A waving path P of the rear end 109 is schematically depicted, which waving path is defined relative to the general direction of movement M of the vehicle 100.

It will be understood that during the waving motion, the vehicle 100 generally is in a drifting mode, with the orientation of the footboard 102 relative to the direction of movement M changing over time — in particular in a waving motion around a centre line L generally corresponding to a normal driving mode of the vehicle 100.

Although in Figs. 13A and 13B the rear wheels 110, 112 are depicted parallel to the front wheel 106, it will be understood that during the waving motion, the rear wheels 110, 112 may be oriented at an angle relative to the front wheel 106 by virtue of a swivelling motion of the rear wheels.

Examples of a personal transportation vehicle may be summarised in a non-limitative way by means of the following numbered embodiments:

1. A personal transportation vehicle (100), such as a scooter or a skateboard, the vehicle comprising: a footboard (102) with a front end (108), a rear end (109), and an upper surface (104) arranged to support one or more feet of a person; a front wheel (106); and a first rear swivel wheel (110), swivellably connected to the footboard via a wheel mount (115); wherein the wheel mount is resiliently connected to the footboard via a resilience mechanism, which resilience mechanism comprises at least one resilient member (150), which resilient member is oriented towards the front end of the footboard relative to the wheel mount, when the resilience mechanism is in a neutral position.

2. The vehicle according to embodiment 1, wherein the at least one resilient member is oriented in a longitudinal direction of the footboard from the front end to the rear end of the footboard, when the resilience mechanism is in the neutral position.

3. The vehicle according to embodiment 1 or 2, wherein: the resilience mechanism is movable between two extreme positions; the neutral position is located between the two extreme positions; and in the extreme positions, a force exerted by the resilience mechanism on the first wheel mount is larger than a force exerted by the resilience mechanism on the first wheel mount in the neutral position.

4. The vehicle according to any of the embodiments 1-3, wherein the neutral position of the resilience mechanism corresponds to a neutral position of the first wheel mount in which the first wheel is oriented in a forward direction towards the front end of the footboard.

5. The vehicle according to any of the embodiments 1-4, wherein the resilience mechanism has an adjustable stiffness for the resilient connection between the first wheel mount and the footboard.

6. The vehicle according to embodiment 5, wherein the resilience mechanism comprises more than one resilient member (150, 151), of which at least one resilient member is removably connected between the first wheel mount and the footboard for providing the adjustable stiffness for the resilient connection between the first wheel mount and the footboard.

7. The vehicle according to embodiment 6, wherein the more than one resilient members are oriented substantially parallel relative to each other.

8. The vehicle according to any of the embodiments 1-7, further comprising a second rear swivel wheel (112), swivellab ly connected to the footboard via a second wheel mount (116), wherein the second wheel mount is resiliently connected to the footboard via the resilience mechanism.

9. The vehicle according to any of the embodiments 1-8, wherein the at least one resilient member is oriented at an angle relative to the upper surface of the footboard.

10. The vehicle according to any of the embodiments 8-9, wherein the two rear swivel wheels are linked to each other such that a swivelling motion of a first of the two rear swivel wheels corresponds to a swivelling motion of a second of the two rear swivel wheels.

11. The vehicle according to embodiment 10, wherein the vehicle comprises a linkage (120) linking the two rear swivel wheels such that a swivelling motion of a first of the two rear swivel wheels can be transmitted to a second of the two rear swivel wheels via the linkage.

12. The vehicle according to embodiment 11, wherein the linkage is resiliently connected to the footboard via the resilience mechanism such that the wheel mount is resiliently connected to the footboard via the resilience mechanism.

13. The vehicle according to any of the embodiments 1-12, wherein the first rear swivel wheel (110) is arranged to be rotated around a first wheel rotation axis (145), and in the neutral position of the resilience mechanism, the first wheel rotation axis is oriented substantially perpendicular to the longitudinal direction of the footboard. 14. The vehicle according to embodiment 13, to the extent dependent on embodiment 8, wherein the second rear swivel wheel (112) is arranged to be rotated around a second wheel rotation axis (146), and in the neutral position of the resilience mechanism, the first wheel rotation axis is aligned with the second wheel rotation axis.

From the numbered embodiments, it will thus be understood that embodiments of the vehicle are envisioned in which the two rear swivel wheels are not necessarily linked to each other such that a swivelling motion of a first of the two rear swivel wheels corresponds to a swivelling motion of a second of the two rear swivel wheels.

In the description above, it will be understood that when an element is referred to as being connect to another element, the element is either directly connected to the other element, or intervening elements may also be present. Also, it will be understood that the values given in the description above, are given by way of example and that other values may be possible and/or may be strived for.

It is to be noted that the figures are only schematic representations of embodiments that are given by way of non-limiting examples. For the purpose of clarity and a concise description, features are described herein as part of the same or separate embodiments, however, it will be appreciated that the scope of the disclosure may include embodiments having combinations of all or some of the features described.

The word ‘comprising’ does not exclude the presence of other features or steps. Furthermore, the words 'a' and 'an' shall not be construed as limited to 'only one', but instead are used to mean 'at least one', and do not exclude a plurality.

Claims

1. A personal transportation vehicle (100), such as a scooter or a skateboard, the vehicle comprising: a footboard (102) with a front end (108), a rear end (109), and an upper surface (104) arranged to support one or more feet of a person; a front wheel (106); a first rear swivel wheel (110), swivellably connected to the footboard; and a second rear swivel wheel (112), swivellably connected to the footboard; wherein the two rear swivel wheels are linked to each other such that a swivelling motion of a first of the two rear swivel wheels corresponds to a swivelling motion of a second of the two rear swivel wheels.

2. The vehicle according to claim 1, further comprising a linkage (120) linking the two rear swivel wheels such that a swivelling motion of a first of the two rear swivel wheels can be transmitted to a second of the two rear swivel wheels via the linkage.

3. The vehicle according to claim 2, wherein the linkage is a rigid linkage.

4. The vehicle according to claim 2, wherein the linkage is a flexible linkage comprising a flexible linking element.

5. The vehicle according to any of the claims 2-4, wherein the first rear swivel wheel is connected to the footboard via a first wheel mount (115), the second rear swivel wheel is connected to the footboard via a second wheel mount (116), and the linkage (120) is connected to the first wheel mount and the second wheel mount.

6. The vehicle according to any of the claims 2-5, wherein the linkage is positioned between the two rear swivel wheels and the front end of the footboard.

7. The vehicle according to any of the claims 5-6, wherein: the linkage is hingedly connected to the first wheel mount such that the linkage can be hinged relative to the first wheel mount about a first hinging axis (141); and the linkage is hingedly connected to the second wheel mount such that the linkage can be hinged relative to the second wheel mount about a second hinging axis (142).

8. The vehicle according to claim 7, wherein: the first wheel mount is arranged to be rotated relative to the footboard around a first swivel axis (143); the second wheel mount is arranged to be rotated relative to the footboard around a second swivel axis (144); the first hinging axis (141) is positioned between the first swivel axis and the front end of the footboard; and the second hinging axis (142) is positioned between the second swivel axis and the front end of the footboard.

9. The vehicle according to any of the claims 1-8, wherein the linkage (120) is tapered towards the front end of the vehicle.

10. The vehicle according to any of the claims 5-9, wherein: the first wheel mount is rotatably connected to the footboard via a first wheel mount bearing (122); the second wheel mount is rotatably connected to the footboard via a second wheel mount bearing; and the first and second wheel mount bearings are at least partially positioned above the linkage and below the upper surface of the footboard.

11. The vehicle according to any of the claims 1-10, wherein the vehicle further comprises a resilience mechanism, which resilience mechanism resiliently connects the linkage to the footboard.

12. The vehicle according to any of the claims 5-10, wherein the first wheel mount is resiliently connected to the footboard via a resilience mechanism, which resilience mechanism comprises at least one resilient member (150), which resilient member is oriented towards the front end of the footboard relative to the first wheel mount, when the resilience mechanism is in a neutral position.

13. The vehicle according to claim 11 or 12, wherein the resilience mechanism comprises at least one resilient member, which is oriented in a longitudinal direction of the footboard from the front end to the rear end of the footboard, when the resilience mechanism is in the neutral position.

14. The vehicle according to any of the claims 11-13, wherein: the resilience mechanism is movable between two extreme positions; the neutral position is located between the two extreme positions; and in the extreme positions, a force exerted by the resilience mechanism on the first wheel mount is larger than a force exerted by the resilience mechanism on the first wheel mount in the neutral position.

15. The vehicle according to any of the claims 12-14, wherein the neutral position of the resilience mechanism corresponds to a neutral position of the first wheel mount in which the first rear swivel wheel is oriented in a forward direction towards the front end of the footboard.

16. The vehicle according to any of the claims 11-15, wherein the resilience mechanism has an adjustable stiffness for the resilient connection between the first wheel mount and the footboard.

17. The vehicle according to claim 16, wherein the resilience mechanism comprises more than one resilient member (150, 151), of which at least one resilient member is removably connected between the first wheel mount and the footboard for providing the adjustable stiffness for the resilient connection between the first wheel mount and the footboard.

18. The vehicle according to claim 17, wherein the more than one resilient members are oriented substantially parallel relative to each other.

19. The vehicle according to any of the claims 12-18, wherein the second wheel mount is resiliently connected to the footboard via the resilience mechanism.

20. The vehicle according to any of the claims 12-19, wherein the at least one resilient member is oriented at an angle relative to the upper surface of the footboard.

21. The vehicle according to any of the claims 12-20, wherein the linkage is resiliently connected to the footboard via the resilience mechanism such that the first wheel mount is resiliently connected to the footboard via the resilience mechanism and the linkage.

22. The vehicle according to any of the claims 12-21, wherein the first rear swivel wheel (110) is arranged to be rotated around a first wheel rotation axis (145), and in the neutral position of the resilience mechanism, the first wheel rotation axis is oriented substantially perpendicular to the longitudinal direction of the footboard.

23. The vehicle according to claim 22, to the extent dependent on claim 12, wherein the second rear swivel wheel (112) is arranged to be rotated around a second wheel rotation axis (146), and in the neutral position of the resilience mechanism, the first wheel rotation axis is aligned with the second wheel rotation axis.

24. The vehicle according to any of the preceding claims, wherein the vehicle is a scooter, further comprising a steering rod (118) connected to the front wheel.

25. The vehicle according to any of the preceding claims, wherein the footboard comprises a chamber (132) with an access opening (134) allowing access into the chamber.

26. The vehicle according to claim 25, wherein the footboard further comprises a bottom surface (103) below the upper surface, and wherein the chamber is located between the bottom surface and the upper surface.

27. The vehicle according to claim 25 or 26, further comprising a closing member (136), which is releasably connected to the footboard for closing off the access opening.

28. The vehicle according to any of the claims 26-27, wherein the access opening is provided in the bottom surface.

29. The vehicle according to any of the claims 25-28, to the extent dependent on claim 2, wherein the linkage is positioned inside the chamber of the footboard.

30. The vehicle according to any of the claims 25-29, to the extent dependent on claims 2 and 12, wherein the resilience mechanism is positioned inside the chamber of the footboard.

31. The vehicle according to any of the preceding claims, further comprising a motor for driving at least one wheel of the vehicle, in particular for driving the front wheel of the vehicle.

32. The vehicle according to claim 31, to the extent dependent on claim 25, further comprising a battery for powering the motor, which battery is at least partially positioned inside the chamber.

33. A rear wheel assembly (200) for a personal transportation vehicle (100), such as a scooter or a skateboard, the assembly comprising: an assembly frame (210) arranged to be connected to a footboard of the personal transportation vehicle; a first rear swivel wheel (110), swivellably connected to the assembly frame; and a second rear swivel wheel (112), swivellably connected to the assembly frame; wherein the two rear swivel wheels are linked to each other such that a swivelling motion of a first of the two rear swivel wheels corresponds to a swivelling motion of a second of the two rear swivel wheels.

34. A rear wheel assembly (200) for a personal transportation vehicle (100), such as a scooter or a skateboard, the assembly comprising: an assembly frame (210) arranged to be connected to a footboard of the personal transportation vehicle; a first rear swivel wheel (110), swivellably connected to the assembly frame via a wheel mount (115) such that the first rear swivel wheel can swivel about a first swivel axis (143); wherein the first rear swivel wheel (110) can be rotated relative to the wheel mount (115) around a first wheel rotation axis (145); the wheel mount is resiliently connected to the assembly frame via a resilience mechanism, which resilience mechanism comprises at least one resilient member (150); and the first swivel axis (143) is located between the resilient member (150) and the first wheel rotation axis (145) when the resilience mechanism is in a neutral position.