Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
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PERSONAL MOBILITY VEHICLE
This invention concerns a personal mobility vehicle, sometimes referred to as
an invalid
scooter, as used by individuals who have walking disabilities as an
alternative to, or in
preference to, a wheelchair.
Generally, a personal mobility vehicle has a vehicle body or base upon which
are
mounted a pair of rear wheels, at least one front wheel steerable by way of a
steering
column by a tiller or handlebars, a seat for the user, a battery power source
and a drive
system which, in response to electric power from the battery, drives the front
or rear
wheels to move the vehicle. Compared to a wheelchair, such a vehicle has a
longer
wheel base and a tighter turning radius, and is overall more manoeuvrable.
A personal mobility vehicle of the type with which the present invention is
concerned is
usable by only a single person who is able to steer the vehicle by the tiller
or handlebars
while seated on the vehicle seat.
Various personal mobility vehicles are known which are constructed so as to be
capable
of disassembly into a number of parts so that the vehicle can be transported
in the boot
(trunk) of a car or in the luggage compartment of a coach or aeroplane.
However,
disassembly of a vehicle can be inconvenient owing to the difficulty of
detachment or re-
attachment of parts in some instances, or the need to store the separate parts
and the
associated risk of loss or damage to any of them which would render the
vehicle
useless.
Other personal mobility vehicles are known which are collapsible for storage
and
transport purposes, but the vehicle in the collapsed condition is still heavy
and bulky and
can be difficult to lift and handle.
An object of the present invention is to provide an improved or alternative
design of
personal mobility vehicle which also provides potential for disassembly and
ease of
handling when disassembled.
The present invention provides a personal mobility vehicle comprising a front
section and
a rear section, the front section comprising a steering column mounted to at
least one
front wheel and the rear section comprising a seat mounted upon a wheeled
frame, the
rear section being connected or connectable to the front section, but
characterised in
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that the rear section is connected to the front section only by way of lateral
connector
means extending at one side of the vehicle so that a user has open access to
walk in
front of the seat from the other side of the vehicle.
There is, accordingly, no vehicle base structure linking the front and rear
sections. This
may be particularly suitable for some users as there is then no need to step
up onto
such a base structure in order to sit on the vehicle. It is also possible for
the user to stop
the vehicle and immediately rise from the seat to stand on the ground.
Compared to
prior art mobility vehicles there is no requirement for sideways dismounting
movements
by the user or problems in balancing on a base structure. The absence of the
base
structure also makes the vehicle lighter in weight and overall less bulky in
design, and
probably easier and less expensive to produce.
The lateral connector means preferably comprises a single element extending
between
the front and rear sections. However in some embodiments two or more connector
elements, such as elongate struts or bars may be provided at a common side of
the
vehicle, extending between the front and rear sections of the vehicle.
Where a single such connector element is provided it is preferably a curved
tubular
element.
Furthermore, whether provided as a single element or multiple elements, the
laterally
extending connector means may conveniently be provided as an extension from
the
frame of the rear section which is then connected or connectable to the front
section.
Also, whether provided as a single element or multiple elements, the laterally
extending
connector means is advantageously connected or connectable to an upper region
of the
front section. This position of connection between front and rear sections is
a separate
aspect of the invention which may be provided in a personal mobility vehicle
having a
detachable rear section even where the connection is not by lateral connector
means
extending at only one side of the vehicle. It is advantageous to have an
attachment/detachment point at an upper region to avoid the need for the user,
who may
be infirm, to bend down to attend to disconnection or reattachment.
In preferred embodiments within the scope of the invention, the connector
means
(whether lateral or otherwise) is connected or connectable to the front
section by two
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connecting parts, at least one projection being provided on one of the two
connecting
parts which is engaged or engageable into an opening provided in the other of
the two
connecting parts. Additionally or alternatively the connector means (whether
lateral or
otherwise) may be connected or connectable to the front section by a latch
mechanism
which includes a pivotal lever.
Preferred embodiments of the vehicle of the invention also include a footrest
which is
rotatably mounted to a lower region of the steering column. Provision of such
a footrest
is another separate aspect of the invention which may be provided in a
personal mobility
vehicle even where the connection is not by lateral connector means extending
at only
one side of the vehicle.
In a particularly preferred arrangement, the footrest is non-rotatably
connected to the
rear section of the vehicle for movement in unison with said rear section,
independently
of the steering movement of the steering column. This ensures that rotation of
the
footrest relative to the steering column is tied to movement of the rear
section. This
avoids the need for separate control of the footrest movement by the user.
Where the
lateral connector means is in the form of an extension from the frame of the
rear section,
the footrest may advantageously be connected to said connector means by an
auxiliary
strut.
Another particularly advantageous optional feature of a personal mobility
vehicle in
accordance with the invention is that the rear section and the lateral
connector means
may be capable of being detached from the front section, and the rear section
may be
constructed so as to be collapsible to a condition in which the seat is folded
down onto
the frame and secondary connector means may be provided so that once
disconnected
from the front section, the rear section, in a collapsed condition, can be re-
connected to
the front section in such a manner that the lateral connector means can be
used as a
handle to pull or push the re-connected sections in the manner of a trolley.
In the aforesaid arrangement, the seat preferably comprises a seat base and a
back rest
which can be folded down onto the seat base, and the secondary connector means
for
re-connecting the rear section in a collapsed condition to the front section
are suitably
provided on the underside/rear side of the back rest.
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Again, the features permitting this detachment, collapse of the rear section
and
reconnection in the manner similar to a trolley are another separate aspect of
the
invention which may be provided in a personal mobility vehicle even where the
connection is not by lateral connector means extending at only one side of the
vehicle.
The invention and the various separate aspects of invention will be described
further, by
way of example, by reference to the accompanying drawings, in which:
Figure 1 is a perspective view from the front and one side of a personal
mobility vehicle
embodying all aspects of the present invention;
Figure 2 is a perspective view from the rear and the other side of the same
mobility
vehicle as in figure 1;
Figure 3 is a perspective view of the rear section and connector bar of the
same vehicle
when detached from the front section;
Figure 4 is an enlarged fragmentary perspective view of the upper part of the
connector
bar when viewed from the other side compared to figure 3;
Figure 5 is an enlarged fragmentary perspective view of an upper region of the
front
section of the vehicle as viewed from the direction of the rear section;
Figure 6 is a further enlarged fragmentary perspective view of part of the
upper region of
the front section of the same vehicle when viewed from the front;
Figure 7 is a fragmentary side/sectional view showing an upper region of the
front
section of the vehicle and the connector bar attached thereto;
Figure 8 is a perspective view of a support frame member for the seat and
integral
connector bar of the mobility vehicle shown in the preceding figures;
Figure 9 is a side elevation of the slider plate upon which the seat is
mounted in the
mobility vehicle shown in the preceding figures;
Figure 10 it is an inverted perspective view of the slider plate shown in
figure 9;
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Figure 11 is a perspective view from the front and one side of the steering
column
assembly and handlebar of the mobility vehicle that shown in the preceding
figures;
5 Figure 12 this a similar view, slightly enlarged and from the rear and other
side of the
same steering column assembly and handlebar as in figure 11;
Figure 13 is a side view of the mobility vehicle shown in the preceding
figures 1 and 2 in
an alternate, compact trolley like condition where the rear section has been
detached
from the front section, the seat has been folded down, and the rear section
has been
reconnected to the front section by way of the seat;
Figure 14 is a front perspective view of the mobility vehicle in the same
alternate,
compact trolley like condition shown in figure 13;
Figure 15 is a reduced scale side view of a modified version of the personal
mobility
vehicle in accordance with the invention; and
Figure 16 is a perspective view from above of the same modified version of
vehicle as
shown in figure 15.
Referring to figures 1 to 14 of the drawings, a practical embodiment of a
personal
mobility vehicle according to all aspects of the invention comprises a front
section which
is designated generally be reference numeral 10 and a rear section which is
designated
generally by reference numeral 50. The front section 10 comprises a steering
column
assembly 12 mounted to a front wheel 14 and a handlebar 16 at an upper end of
the
column 12. The rear section 50 comprises a seat 52 mounted onto a frame 54, to
which
a pair of rear wheels 56, 58 are attached.
The rear section 50 is releasably connected to the front section 10 solely by
means of a
lateral connector bar 60. This connector bar 60 is tubular and curving, and it
extends
integrally from one side of an otherwise generally rectangular mainframe
member 62 of
the rear section frame 54, as shown in Figure S. At the end of the connector
bar 60
remote from the frame member 62, a bracket 63 mounts a tubular head 64 which
is
rotatably mounted onto a connector device 66, as best shown in Figure 2, 3 and
4.
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It is this connector device 66 which releasably attaches the connector bar 60
to the front
section 10, specifically at a location near the upper end of the steering
column assembly
12, only a short spacing from the handlebar 16.
There is no vehicle base extending between front and rear sections and/or
between front
and rear wheel axles and providing footplates or any footrest means, as in
other known
electrically powered mobility vehicles of this general type. The lateral
position of the
inclined connector bar 60 and its curvature allows a user of the vehicle easy
access from
the other, open side. There is no need to step up onto a base or footrest. The
user
simply moves into a position between the steering column 12 and the seat 52,
and then
turns and sits down with ease. Bearing in mind that a user is likely to be
infirm and
having walking difficulties, this ease of access can be a great advantage.
The connection device 66 can readily be disconnected from the steering column
12 but
also re-attached in a reliable manner, and its upper position makes this
easier for an
infirm user or any helper, as bending down and troublesome manipulation is not
necessary.
With reference to Figures 1 and 2 and also the more specific Figures 11 and
12, the
steering column assembly 12 comprises a pair of substantially parallel tubular
limbs 18
connected by various cross-pieces, namely a top plate 20, a gusset 22, a pin
connector
bracket 24 and a pair of footrest connector plates 26, to provide a forked
structure.
Lower ends of the limbs (or forks) 18 are mounted to the axle of the front
wheel 14,
which incorporates a hub motor for drive of the vehicle. Additional brackets
28, 29 are
provided on the forks 18 for mounting the battery 30 to the front and an
electronic
controller box 32 to the rear.
As best shown in Figures 5, 6 and 7, but also apparent in Figure 1, a
specially shaped
neck structure 40, which is generally of channel section form, is mounted to
the top of
the forked structure. This structure 40 extends upwards and is angled to mount
the
handlebar 16 and a user operable drive control unit 34. It also extends
downwards
through the top plate 20 to rest upon the gusset 22. Opposing flanges 42 in a
central
region of the neck structure 40 rest upon the top plate 20 and are connected
by a latch
plate 44 provided with a slot 45. An elongate latch element 46 is pivotally
mounted
between the flanges 42 so as to extend through an opening 41 in the front of
the neck
structure 40. This latch element 46 also has a latch projection 47 on its
lower edge
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which engages into and through the slot 45 of the latch plate 44 under the
influence of
gravity (Fig. 7).
The pin connector bracket 24 is provided with a pair of spaced apart slots 48,
as shown
in Figure 5.
As best shown in Figure 4, the connector device 66 attached to the free end of
the
connector bar comprises a main connector plate 68 having special projecting
tabs 70 at
its lower end and adjacent these tabs 70 having a lower bearing for rotatably
mounting
the tubular head 64 of the connector bar. At the upper end of the main plate
68, a
transverse top plate 72 carries an upper bearing for the tubular head 64 and
is provided,
at the side of the main plate remote from the bearings, with an aperture 74
for
engagement by the latch element 46. The top plate 72 also has lateral wings
mounting
respective ends of a looped inverted U-shaped handle 76.
With reference to Figures 4, 7 and 12, it will be understood that releasable
connection of
the connector device 66 to the steering assembly 12 is achieved by engagement
of the
tabs 70 in the slots 48 of the pin connector bracket 24 as well as insertion
of the top
plate 72 below the latch plate 44 so that the latch projection 47 rides up and
falls back
into engagement through the slot 45 in the latch plate 44 and beyond that into
the
aperture 74 in the top plate 72. A sloping surface on the latch projection 47
(as is
conventional in such latch arrangements) causes the latch lever 46 to lift to
allow
insertion of the top plate 72 below the latch plate 44. The resulting
connection is secure
and reliable. However, detachment is also readily achieved by simply
depressing the
end of the latch lever 46 projecting through to the front of the neck
structure 40. In these
operations the connector device 66 is easily manipulated by holding the handle
76.
With references to Figures 2 and 12, a footrest 36 in the form of a generally
rectangular
frame of channel section profile is rotatably mounted to the footrest
connector plates 26
of the steering assembly 12 by way of a bearing bush 27. The footrest frame is
formed
of two U-shaped parts 36a and 36b which are hingedly connected to each other
at
opposing sides of the steering forks 18. The front part 36a is provided with
an inwardly
extending strap 38 which connects to the plates 26 by a pivot pin 37. The rear
part 36b
mounts an inset footplate 39 and is capable of being folded upwards relative
to the front
part 36a by virtue of the aforesaid hinged connection.
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The rotatable connection of the footrest 36 by way of the pivot pin 37 allows
the footrest
36 in use of the vehicle to remain with the feet of the user which are placed
thereon,
irrespective of the steering of the vehicle and movement of the fork 18 and
front wheel
14.
The seat 52 comprises a seat base 51 and a backrest 53. These are connected by
a
strap 55 which is hinged at 57 to allow the backrest 53 to fold down into face-
to-face
contact with the seat base 51. As shown in Figure 2, a channel form connector
element
73 is fixed onto the rear of the backrest 53.
The seat base 51 is collapsibly mounted to the main frame member 62 of the
rear
section 50 of the vehicle by way of an auxiliary frame 78 and a slider frame
80, as shown
in Figure 3, with reference also to Figures 8 to 11. The auxiliary frame 78 is
of inverted
U configuration, comprising a central section and respective limbs. Its limbs
are
pivotably connected at their free ends to the main frame member 62 adjacent
the
respective rear wheels 56, 58. The slider frame 80 is mounted below the seat
base 51.
It has opposing flanges 82, each provided with an elongate slot 84 having
notches 81,
83 at respective ends. The central section of the auxiliary frame 78 extends
through both
elongate slots 84. When the seat is upright, as in Figure 3, the said central
section
locates in the upward notches 81 at the rear of the slots 84. However, the
seat 52,
specifically the seat base 51, can be lifted to release the slider frame 80 so
that the
central section of the auxiliary frame 78 can slide along the slots 84 while
the ends of the
frame 78 pivot to allow this until the central section engages in the notches
83 at the
other, originally the front, ends of the respective slots 84. The slider frame
80 also
includes a pair of spaced box section arms 86 extending adjacent the flanges
82
towards the front. Each arm 86 carries a respective hook-like clip 88 whereby
the front of
the seat base 51 is mounted to a front side section of the main frame 62.
However,
these clips 88, which fit to and rest upon the front section of the main frame
62, allow
relative movement so that the seat base 51 swings down relative to the main
frame 62
when the auxiliary frame 78 is released to slide along the slider frame slots
84 to the
front thereof. Thus, the seat base 51 can be collapsed onto the main frame 62
and the
backrest 53 folded down onto the seat base 51.
Collapse of the rear section 50 as just described will usually be undertaken
in
conjunction with separation of the rear section 50 from the front section, by
detachment
of the connector 66 from its mounting near the top of the steering column 12,
as
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previously described. When thus detached and collapsed, the rear section 50
can be
manipulated by means of the handle 76 of the connector 66 and wheeled along on
the
rear wheels 56, 58. Figures 13 and 14 show the rear section 50 in this
detached,
collapsed condition. Additionally, these Figures show that the rear section 50
has been
turned through 1800 relative to the front section 10, and the connector
channel 73 which
is exposed on the rear of the folded down backrest 53 has been attached to a
ledge 31
(see Figures 11 and 12) below the control box 32. The rear part 36b of the
footrest is
folded upwards to allow close approach of the folded seat 52 to the steering
column
assembly so as to allow the aforesaid attachment.
Thus, the front section 10 is re-attached in this way to the collapsed rear
section 50 and
both can be pulled or pushed along like a trolley by the connector bar 60
being used as
a tow bar and the user holding the handle 76 of the connector device 66. In
this
condition the assembly can be tilted for towing or pushing upon the rear
wheels 56, 58,
as shown in Figure 13, or can be rested or moved along in a generally upright
condition
on all wheels 14, 56, 48 as shown in Figure 14.
Figures 15 and 16 show a modified version of the mobility vehicle of the
invention in
which an elongate strut 90 extends between the footrest 136 and an upper
flange of the
lateral connector bar 60 adjacent the tubular head 64 thereby connecting these
parts for
movement in unison. Since the connector bar 60 is also integrally attached to
the frame
54 of the rear section 50, this connection joins the footrest 136 to the
entire rear section
and means that the seat 152, the connector bar 60 and the footrest 136 all
move in
unison independently of steering movements of the steering column. This avoids
the
need for a user having to separately control or stabilise the footrest 136 by
contact with
the feet and improves the overall handling of the vehicle for a user. However,
the strut
90 needs to be disconnected at one end or both ends if the connector 66 of the
connector bar 60 is to be disconnected from the front section of the vehicle.
Although the specific designs of the footrest 136 and the seat 152 and the
tiller 116 in
this modified version differ from those in the embodiment of figures 1 to 14,
there is no
difference in principle material to the invention. In all other respects, the
vehicle shown
in figures 15 and 16 is substantially the same as in the preceding embodiment
and the
description above applies. The same reference numerals have been used for
corresponding parts.
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The foregoing is illustrative, not limitative, of the scope of the invention
(all aspects
thereof) and many variations in details are possible in other embodiments. In
particular
other embodiments are possible which have four wheels, two at the front as
part of the
front section as well as two on the rear section of the vehicle.
5
Features described previously as relevant to a particular aspect of the
invention are to
be understood to be applicable either separately or in conjunction with any
other aspect
described herein unless incompatible therewith.
