DE102024116805A1 - Multifunctional single-track vehicle - Google Patents

Abstract

A single-track vehicle comprises a vehicle chassis, a front wheel (48) mounted to the vehicle chassis so as to be steerable during driving, a rear wheel (40) mounted on the vehicle chassis which trails behind during driving, and a footplate (30) for a user of the vehicle, arranged during driving in an area between the front wheel and the rear wheel and at least partially formed by or supported by at least one structural component of the vehicle chassis. The vehicle chassis has a frame body (1) defining an interior space, relative to which other structural components of the vehicle chassis are adjustable and at least partially pivotable into the interior space, such that the vehicle can be reconfigured between different predetermined configurations, comprising a first configuration for driving operation with a longer wheelbase and comprising at least one of a second configuration for pushing operation with a shorter wheelbase, in which the vehicle can be pushed by a user with the front wheel (48) and the rear wheel (40) rolling on a surface, and a third configuration for carrying or stowing operation, in which a maximum of interconnected, relative to each other movable structural components of the vehicle chassis are at least partially pivoted into the interior space.

Description

The invention relates to a multifunctional single-track vehicle, preferably in the form of a single-track vehicle that can be described as a "backpack vehicle". In particular, but not exclusively, the invention refers to a single-track vehicle that can be used as a scooter or kick scooter, i.e., possibly a multifunctional "backpack scooter". The term "backpack" here means that it can be carried on the back of a user.

State of the art

The WO 2024/017937 A1 and the DE 20 2022 104 105 U1 The invention discloses a kick scooter that utilizes a frame structure as both a luggage rack and a vehicle chassis. Based on this, the vehicle's functionality is to be expanded and its versatility increased. The present invention also aims to demonstrate ways to further minimize the dimensions of such a vehicle.

Field of invention

The present invention relates to a universal transport companion for pedestrians.

This preferably combines several or, most preferably, all of the following functions in one multifunctional device: kick scooter, trolley, backpack, seat and side shelf.

The advantageous design principle proposed here for this application is to use the more robust and heavier components for multiple functions, thus achieving a compact and lightweight construction. A further objective is to ensure ease of operation and quick reconfiguration for using the various functions.

invention

To solve at least one of the problems explicitly or implicitly addressed above, the invention provides a single-track vehicle comprising a vehicle chassis, a front wheel mounted relative to the vehicle chassis that is steerable during driving, a rear wheel mounted on the vehicle chassis that trails behind during driving, and a footrest for a user operating the vehicle, arranged during driving in an area between the front wheel and the rear wheel and at least partially formed by or supported by at least one structural component of the vehicle chassis. The vehicle chassis, which can also be described as a vehicle frame or similar, has a frame body defining an interior space, relative to which other structural components of the vehicle chassis are adjustable and at least partially pivotable into the interior space, such that the vehicle can be reconfigured between different predefined configurations. These configurations include a first configuration for driving with a longer wheelbase, at least one second configuration for pushing with a shorter wheelbase in which the vehicle can be pushed by a user with its front and rear wheels rolling on a surface, and a third configuration for carrying or stowing in which a maximum of interconnected, relative-movable structural components of the vehicle chassis are at least partially pivoted into the interior space. Preferably, the vehicle is reconfigurable between at least all three of the aforementioned configurations.

The configurations mentioned are vehicle chassis configurations that correspond to, or are based on, vehicle configurations. A single vehicle chassis configuration can also be associated with several alternative vehicle configurations.

It should be noted that not all structural components of the vehicle chassis need to be at least partially pivotable into the interior.

The frame body can be a chassis element formed in one piece or assembled from multiple parts, preferably designed at least approximately in the form of a regular polyhedron, such as a regular rectangular prism, or most preferably a cuboid. The frame body can be made, for example, of suitable load-bearing sheet material, such as sheet metal. Alternatively, the frame body can be realized as a truss structure, preferably defining a shape as described above, whereby the spaces between the truss, formed, for example, by metallic supports, struts, or beams, may, but need not, be filled by planar boundary elements that define the interior.

Preferably, all structural components of the vehicle chassis are made of or comprise load-bearing materials, preferably metallic materials. However, fiber-reinforced plastics should not be excluded from the realization of the structural components.

As a further development, it is proposed that in the third configuration, together with the maximum number of interconnected, relative movable structural components of the vehicle chassis, at least one of the front wheel and the rear wheel is at least partially swung into the interior.

Even if only one of the two wheels is to be pivotable into the interior, preferably both the front and rear wheels can be accommodated within the interior. As a further development, it is proposed that the front and rear wheels then do not overlap in a transverse direction to a longitudinal direction of the vehicle within the interior, and that in the longitudinal direction of the vehicle they are preferably arranged at least approximately in a line extending along the longitudinal axis of the vehicle. This allows for a small transverse dimension of the frame body.

The vehicle can be characterized by at least one adjustable support mounted on the vehicle chassis, in particular on its frame body, and preferably comprising at least one support that is highly preferably variable in length, by means of which the vehicle can be supported on a surface in an upright position in at least one of the first configurations and the second configurations and thus placed on the surface.

Further development proposes that the vehicle can be brought from the first configuration into a seating configuration or first seating configuration by unfolding a seat surface and positioning a support, in which the vehicle with the longer wheelbase can be parked on the ground by means of the support and can be used as a seat by the user due to the seat surface.

Furthermore, it is proposed that the vehicle can be brought from the second configuration into a seating configuration or second seating configuration by unfolding a seat surface and positioning a support, in which the vehicle with the shorter wheelbase can be placed on the ground by means of the support and can be used as a seat by the user due to the seat surface.

The seat configuration, first seat configuration, and second seat configuration are alternative configurations of the vehicle based on the underlying configuration of the vehicle chassis. Each of these chassis configurations is further associated with at least one unnamed vehicle configuration in which the support is inactive and the seat surface is not extended.

In this context, it can be advantageously provided that a structural component of the vehicle providing the seat surface is adjustable between a driving position folded laterally against the frame body for driving or pushing operation and a seating position folded laterally away from the frame body, articulated to the vehicle chassis, preferably to its frame body.

The vehicle can advantageously be characterized by carrying straps that are directly or indirectly attached to an upper region of the frame body and, on the other hand, directly or indirectly attached to a lower region of the frame body, such that in the third configuration the vehicle can be carried on the user's back by means of the carrying straps, similar to a backpack. For this purpose, it is envisaged that a back support surface of the vehicle for its third configuration is provided laterally on the frame body, preferably on the same side as the structural component providing the seat, which preferably forms or contributes to the formation of the back support surface.

The support straps can advantageously be used for multiple purposes. It is proposed that, for the realization of the seating configuration, the first seating configuration, or the second seating configuration, the support straps be coupled to one of the structural components providing the seating surface in such a way that this structural component is held by the support straps in a seating position that allows the user to sit, with at least partial support of load forces acting on this structural component, possibly resulting from the user's weight.

The vehicle can also advantageously be characterized by a storage shelf projecting outwards from the frame body on one side, on which at least one piece of luggage can be held, the storage shelf preferably being arranged on a side of the frame body opposite the seat surface.

The vehicle will regularly be equipped with a steering column, preferably incorporating a steering column of a conventional design. It is proposed that, in at least one configuration (from the first and second configurations), the steering column extends through the interior to engage a coupling element for coupling with the front wheel to transmit steering forces, and is preferably supported by a steering column mount attached to or belonging to the frame. For the third configuration, the steering column can consist of the coupling element and, optionally, the The steering column mount (8) may be removable and placed in a different position inside the interior or held on the outside of the frame body, wherein preferably the handlebar (if provided) may be removable from the steering column and placed separately from the steering column inside the interior or held on the outside of the frame body.

Regarding the further realization of the vehicle chassis, there are fundamentally many possibilities. Preferably, the vehicle is characterized by a first support arrangement extending obliquely in a longitudinal direction in the first configuration and a second support arrangement extending at an angle, preferably vertically, relative to the first support arrangement. These second support arrangements form structural components of the vehicle chassis. One of these is pivotally hinged to the frame body at a first support end section and pivotally hinged to at least one structural component of the vehicle chassis associated with the running board at a first end section of a second support end section. The other support arrangement is locked or lockable to a locking element of the frame body in an operating position associated with the first configuration, at least in the first configuration, and pivotally hinged to the first end section of the first support arrangement, either at the first end section of at least one structural component of the vehicle chassis associated with the running board or adjacent to this first end section.

Preferably, the first support arrangement and the second support arrangement, after releasing the locking mechanism, are pivotable into the interior of the frame body, preferably essentially completely, to realize at least one of the second and third configurations.

The first and second support arrangements can each advantageously be formed by a left and right support in a longitudinal direction of the vehicle that corresponds to the normal direction of travel when driving straight ahead in the first configuration. However, the term "arrangement" is used here in such a way that the "arrangement" in question can also be formed by only a single element, here the first support arrangement by a first support and the second support arrangement by a second support.

The proposed support arrangements together form an advantageous support arrangement of the vehicle chassis, by means of which other structural components of the vehicle chassis, especially in the first configuration, can be positioned or positioned relative to the frame body, possibly also with the participation of at least one further structural component of the vehicle chassis.

As a further development, it is proposed that after releasing the locking mechanism with the locking formation for the realization of the second configuration, at least one structural component of the vehicle chassis associated with the footplate, including a front section with the first support arrangement and the second support arrangement, can be pivoted into the interior of the frame body.

Advantageously, after releasing the locking mechanism with the locking formation for the realization of the third configuration, at least one structural component of the vehicle chassis associated with the footplate can preferably be pivoted into the interior of the frame body, essentially including the first support arrangement and the second support arrangement.

As a further development, it is proposed that at least one structural component of the vehicle chassis associated with the footplate is pivotally connected to a rear wheel carrier of the vehicle chassis at a second end region opposite the first end region. It can advantageously be provided that, in the second configuration, the rear wheel carrier with the rear wheel is held in a position drawn towards the frame body and located at least partially below it by means of at least one structural component of the vehicle chassis associated with the footplate.

Furthermore, for the realization of the third configuration, the rear wheel carrier together with the rear wheel and at least one structural component of the vehicle chassis assigned to the footrest can be pivoted into the interior of the frame body.

In the first configuration, the vehicle can be afforded high stability by a support structure that also forms a structural component of the vehicle chassis. In this first configuration, this support structure, in conjunction with the aforementioned structural components, ensures a defined relative position of the rear wheel carrier. Specifically, the vehicle can be characterized by a support structure that, in the first configuration, extends obliquely in one of the vehicle's longitudinal directions. This support structure is detachably coupled to the frame body at a first end section and pivotally connected to the rear wheel carrier at a second end section. This support structure can be supported by a correspondingly obliquely extending Chassis longitudinal members may be formed or include such a member.

Advantageously, it can be provided that, after decoupling the first end section of the support arrangement from the frame body, the rear wheel carrier can be drawn towards the frame body for the realization of the second configuration, wherein the support arrangement is preferably foldable towards a rear side of the frame body and most preferably secured there against folding down.

Furthermore, it can be advantageously provided that, after decoupling the first end section of the support arrangement from the frame body, the rear wheel support with the rear wheel, together with at least one structural component of the vehicle chassis and the support arrangement assigned to the footboard, can be pivoted into the interior of the frame body for the realization of the third configuration.

A preferred embodiment of the vehicle features a front wheel carrier, preferably comprising a front fork, which includes a coupling element (preferably in the form of a fork tube) for preferably detachable coupling with a steering column, a retaining element (preferably in the form of a steering tube), and a pivot bearing arrangement rotatably supporting the coupling element relative to the retaining element. The retaining element can be positioned, or be positionable, in an operating position relative to the frame body by means of a fixing fitting arrangement comprising at least one fixing element on the frame body side and at least one fixing element on the front wheel carrier side, in which the retaining element is at least partially received within the interior of the frame body and which the front wheel carrier assumes in the first configuration and preferably also in the second configuration of the vehicle.

As a further development, it is proposed that, for the realization of the third configuration, the front wheel carrier can be removed from the operating position by releasing the positive locking connection and inserted into the interior of the frame body and secured there in a rest position, such that the front wheel is also received in the interior of the frame body, at least with a section, preferably substantially completely.

There are also numerous possibilities regarding the design of the running board. Preferably, the running board comprises a pair of lower longitudinal beams spaced apart in a transverse direction. These beams represent structural components of the vehicle chassis and can be rotatably mounted in a front and a rear crossbeam end piece. Each of the two longitudinal beams can form a truss with an associated, spaced-apart auxiliary longitudinal beam and connecting struts linking the respective longitudinal beam to the respective auxiliary longitudinal beam. The two trusses can be pivoted into a vertical position reducing lateral dimensions and into an inclined position increasing lateral dimensions by means of a pivotable mounting of the longitudinal beams in the front and rear crossbeam end pieces, and are considered as structural components of the vehicle chassis.

Preferably, the spaces between the longitudinal beams and the connecting struts of the respective truss are open, i.e., not filled by anything.

The crossbeam end pieces can advantageously serve as pivot axes for a pivotable linkage of the longitudinal beams and thus, if necessary, of the trusses to other structural components of the vehicle chassis.

The vehicle can be characterized by a step attachment that is detachably mounted or attachable to at least one structural component associated with the step surface. This step attachment is preferably stowable elsewhere on or in the vehicle, for example in the storage compartment or on or in the storage floor, for the realization of the second or third configuration. As a further development, it is proposed that the step attachment comprises two tension rails and flexible tensioning material held between them, connecting the two tension rails. This flexible tensioning material is detachably suspended or attachable to the longitudinal beams of the two trusses by means of the tension rails to form a step surface.

When suspended, the tensioning material can be supported or stabilized in a central area between the tensioning rails by a stabilizing arrangement belonging to the step attachment on the lower longitudinal beams, wherein the stabilizing arrangement preferably comprises a longitudinal strip firmly connected to the tensioning material. The longitudinal strip can be supported or stabilized on the lower longitudinal beams by means of separate support elements of the stabilizing arrangement, wherein the support elements are preferably each placed on the pair of lower longitudinal beams and are most preferably detachably positively coupled or connectable to the longitudinal strip.

The present invention will below be described with reference to the drawings shown in the accompanying illustrations. The exemplary embodiment presented is explained in more detail below. This exemplary embodiment of a vehicle according to the invention, which can be reconfigured between several configurations, is simply referred to as "the vehicle,""of the vehicle," etc. However, other specific embodiments of a vehicle according to the invention are also conceivable, so the following description should not be considered as limiting the scope of protection.

• 1 eine 3D-Aussenansicht des Fahrzeugs im Tretrollermodus von hinten links.
• 2 eine Seiten-Außenansicht des Fahrzeugs im Tretrollermodus.
• 3 eine 3D-Aussenansicht des Fahrzeugs im Rucksackmodus.
• 4 eine Seiten-Skelettansicht des Fahrzeugs im Rucksackmodus.
• 5 eine 3D- Außenansicht des Fahrzeugs im Trolleymodus (Ausgeklappter Ständer).
• 6 eine Seiten-Skelettansicht des Fahrzeugs im Trolleymodus.
• 7 eine 3D- Außenansicht des Fahrzeugs im Sitzmodus mit kurzem Radstand.
• 8 eine 3D- Außenansicht des Fahrzeugs im Sitzmodus mit langem Radstand:
• 9 eine 3D-Ansicht eines vorteilhaften Hinterradträgers von schräg vorne:
• 10a eine 3D-Ansicht einer vorteilhaften Trittunterlage eingeklappt:
• 10b eine 3D-Ansicht der vorteilhaften Trittunterlage ausgeklappt:
• 10c eine Vorder- / Rückansicht der vorteilhaften Trittunterlage ausgeklappt:
• 10d eine 3D-Ansicht des erfindungsgemäßen Trittspanntuchs mit Spannschienen.
• 10e eine Vorder- / Rückansicht des erfindungsgemäßen Trittspanntuchs mit Spannschienen.
• 11 eine 3D-Aussenansicht des Fahrzeugs im Tretrollermodus von hinten rechts:
• 12 eine Grundansicht von hinten schräg eines vorteilhaften Chassis-Längsträgers.
• 13 eine schematische Seitenansicht zum Fahrwerkzustand „ausgefahren, langer Radstand“:
• 14-19 schematische Seitenansichten zum Übergang vom Fahrwerkzustand „ausgefahren, langer Radstand“ in den Fahrwerkzustand „eingefahren“.
• 20, 21 schematische Seitenansichten zum Übergang vom Fahrwerkzustand „ausgefahren, langer Radstand“ in den Fahrwerkzustand „ausgefahren, kurzer Radstand“.
• 22 eine 3D-Ansicht eines oberen Teils eines Vorderradträgers mit der Lenksäule.
• 23 eine Seiten-Skelettansicht des ausgefahrenen Vorderradträgers.
• 24 Seitenansicht von Horizontalstützen einer vorteilhaften Trägeranordnung.

They show:

• 1 A 3D exterior view of the vehicle in kick scooter mode from the rear left.
• 2 A side view of the vehicle in kick scooter mode.
• 3 a 3D exterior view of the vehicle in backpack mode.
• 4 A side-skeleton view of the vehicle in backpack mode.
• 5 A 3D exterior view of the vehicle in trolley mode (stand extended).
• 6 A side skeleton view of the vehicle in trolley mode.
• 7 A 3D exterior view of the vehicle in seated mode with a short wheelbase.
• 8 a 3D exterior view of the vehicle in seated mode with long wheelbase:
• 9 A 3D view of an advantageous rear wheel carrier from a front angle:
• 10a a 3D view of an advantageous step surface folded in:
• 10b A 3D view of the advantageous step surface unfolded:
• 10c A front/rear view of the advantageous step surface unfolded:
• 10d a 3D view of the inventive tensioning fabric with tensioning rails.
• 10e a front/rear view of the tensioning fabric according to the invention with tensioning rails.
• 11 A 3D exterior view of the vehicle in kick scooter mode from the rear right:
• 12 A basic rear oblique view of an advantageous chassis longitudinal member.
• 13 a schematic side view of the chassis condition “extended, long wheelbase”:
• 14-19 Schematic side views showing the transition from the chassis state "extended, long wheelbase" to the chassis state "retracted".
• 20 , 21 Schematic side views showing the transition from the chassis state "extended, long wheelbase" to the chassis state "extended, short wheelbase".
• 22 A 3D view of the upper part of a front wheel carrier with the steering column.
• 23 A side skeleton view of the extended front wheel carrier.
• 24 Side view of horizontal supports of an advantageous beam arrangement.

Detailed description

As in the WO 2024/017937 A1 As disclosed, in the embodiment shown in the figures and described here, a preferably box-shaped, upright hollow body forms the central frame element 1, on which as many other components of the invention as possible are mounted and which, without limiting the generality, is also referred to here as frame body 1.

1. 1. Tretrollermodus
2. 2. Trolleymodus
3. 3. Sitzmodus (in zwei Varianten)
4. 4. Rucksackmodus

The vehicle in the exemplary embodiment has four operating modes:

1. 1. Kick scooter mode
2. 2. Trolley mode
3. 3. Seating mode (in two variants)
4. 4. Backpack mode

All directional descriptions below refer to the direction of travel of the vehicle, which is preferably designed as a kick scooter.

1. 1. „eingefahren“, für den Standmodus und den Rucksackmodus
2. 2. „ausgefahren mit kurzem Radstand“, für den Trolleymodus und optional den Sitzmodus
3. 3. „ausgefahren mit langem Radstand“, für den Tretrollermodus und optional für den Sitzmodus

Depending on the operating mode, the user can choose between at least three chassis states or configurations of the vehicle chassis:

1. 1. "Retracted" for both standing mode and backpack mode
2. 2. "Extended with short wheelbase", for trolley mode and optionally seating mode
3. 3. “Extended with long wheelbase”, for kick scooter mode and optionally for seated mode

In kick scooter mode, the vehicle can be moved quickly by the user placing one foot on a footplate 30 and pushing off towards the ground with the other leg. In the 1 , 2 and 11 Figure 1 shows an embodiment in which the right foot serves as a standing foot on the footing 30.

The trolley mode (see 5 and 6 The device is designed for pushing, e.g., indoors. The user preferably steers and pushes the device simultaneously with one hand on the handlebar 55, while also carrying it alongside.

This achieves a shorter wheelbase compared to the kick scooter mode, with lower longitudinal stability but smaller dimensions and greater maneuverability.

The same chassis setting is used by default for the seat mode (see 7 ) used. Here, the front and rear wheels serve as the front chair legs; the rear chair legs can be formed by two extendable floor supports 10, which are attached to the right side of the frame body 1 and can be used as a stand in trolley mode and in kick scooter mode, as in 5 shown.

The seat 25, which in other modes is folded vertically on the left side wall of the frame body 1 via its swivel joints 26, is now unfolded horizontally and connected to the frame body 1 by means of shoulder straps 20, which are also used for carrying the device, to prevent it from sagging. The back cushions 24, which are thus freely accessible, serve together with the side wall of the frame body 1 as a backrest.

In addition to the shelf 9 on the other side of the frame body (see 11 The seat area 25 can also be used as a luggage storage area if a lot of luggage needs to be transported in trolley mode or kick scooter mode and/or better lateral balance is desired.

Alternatively, the long wheelbase can be selected for the seating mode, as in 8 shown. The chosen chassis configuration will depend on the specific usage situation. If there is enough space and the user wants to rest on a trip, for example, they can quickly transform the scooter into a seat by simply folding down the seat 25 and securing it with the carrying straps 20, as shown. 8 shown. No changes need to be made to the chassis.

The same applies if the user uses the invention as a trolley and then wants to sit down, as in 7 shown.

In the preferred version, the height of the frame body 1 above the ground and the position of the front wheel are identical for both long and short wheelbases, and therefore so is the seat height.

In backpack mode (see 3 and 4 In the preferred embodiment, where the vehicle preferably has the most compact dimensions, all chassis components (46, 39, 30, 15) are pivoted, retracted, or inserted into the frame body 1. The seat 25 is folded vertically around the pivot joints 26 on the left outer side of the frame body 1. The back cushions 24 thus covered ensure comfortable carrying of the device on the back, with the shoulder straps 20 being hung over the shoulders to carry the vehicle like a backpack.

The backpack mode is also suitable for storing, carrying, and placing the vehicle on the ground, with the contact between the frame body 1 and the storage platform 9 on the ground ensuring a low center of gravity and maximum stability. When laid on its side, the vehicle in this configuration can also be stored on a shelf or similar surface to save space.

frame body

In backpack mode (see 3 and 4 The axles of wheels 48 and 40 are arranged diagonally within the interior of the frame body 1 to save space; for wheels with larger diameters, an arrangement one above the other is also possible. In this preferred embodiment, the treads of the wheels are always oriented towards each other.

The frame body 1 is preferably open at the bottom in order to allow all chassis parts (46, 39, 30, 15,4,5) to be extended and retracted or pivoted in and out through this opening.

The only exception here is the removable steering column 55, which is inserted and exited from the top of the frame body 1 and is held by the steering column mount 8.

All side surfaces of the frame body 1 are preferably closed, thus preventing dirt from the tires from reaching the user.

The luggage shelf 9 is preferably designed as, for example, a wing with four or more corners and a downward-extending flange-like edge. The edge defines a downwardly open area and is connected to the front, in 11 right and rear, in 11 left side of the frame body 1 form-fit and force-fit connected or integrally designed so that the shelf 9 provides additional torsional strength and general stiffness of the frame body 1 and can itself support the luggage load on the frame body 1.

A preferably inclined arrangement of the floor supports 10, which connect the front or rear side of the shelf 9 with the front or rear side of the frame body 1 and form closed triangles, also contributes to high stiffness against torsional and bending forces.

A preferred embodiment of a floor support 10 comprises a guide 12 made of a C-profile in which a square support tube 13 can be moved and locked by means of an eccentric pull bolt 11. Preferably, the floor support 10 is infinitely adjustable.

The chassis components (39, 30, 15,4,5) are connected directly or indirectly to the frame body 1 via the central frame pivot joint 6.

The frame pivot joint preferably comprises an axis 6 passing through the broad sides of the frame body 1 in the rear lower corner, which supports the upper mounts of two vertical supports 4.

The frame body 1 secures the supports 4 axially outwards. For axial fixation inwards, a spacer sleeve (not shown) is preferably used, which is loosely fitted onto the axle 6 passing through the interior of the frame body, preferably designed as a friction-fit shaft-hub connection, for example by heating the spacer sleeve and heat shrinking. Instead of a continuous axle, however, a separate swivel joint can also be used on each side.

Thrust washers can be mounted between the links of the central frame pivot joint 6 to ensure smooth movement when the supports 4 are turned in or out of the frame body 1.

A lower edge region of the frame body 1, designated as the bottom edge 7, preferably has recesses to accommodate a fixing fitting 3 of two horizontal supports 5 and a fixing bolt 62 of the front wheel carrier 46. As shown in 23 As shown, the fixing bolt 62 of the front wheel carrier 62 is encompassed by an elongated hole 7a in the front area of the base edge 7, and the fixing fitting 3 of the horizontal support 5 is enclosed by a U-shaped groove 7b, preferably several of which are open downwards, into which the fixing fitting of the horizontal support 5 is inserted from below. Preferably, a rear groove is used for the chassis state "extended with long wheelbase" and "retracted", in which the vertical support 4 is vertical, and a front groove is used for the chassis state "extended with short wheelbase", in which the vertical support 4 is slightly angled.

In both fittings 3, 62, a clamping bolt with clamping lever is preferably used, wherein the clamping bolt is fixed to both bottom edges 7 and thus to both longitudinal sides of the frame body 1 with the help of the clamping lever.

Footrest

The footrest 30 serves as a storage surface for the user's foot in kick scooter mode.

As in 10a As can be seen, the running surface is preferably designed as a truss structure similar to a truss bridge, in the interest of lightweight construction. It comprises two trusses 33, which are preferably designed as U-profiles at the upper edge and whose lower longitudinal beams 34 are preferably designed as round bars, which are positively engaged at their ends at right angles by enclosing axes 31, 32, which are arranged transversely to the direction of travel, and are secured therein against slipping out in or against the direction of travel by continuous retaining pins 35.

The trusses 33 are rotatably mounted via the lower longitudinal beams 34 in the axes 31,32 transversely to the direction of travel.

In the chassis states "retracted" and "extended, with short wheelbase", the footplate 30 is located in the frame body 1 and the trusses 33 are positioned vertically, as in 10a depicted.

In kick scooter mode, the trusses 33 on the upper side are each rotated outwards by approximately 45 degrees. Additionally, a footplate 36 is mounted from above, which stretches and stabilizes the footplate for the standing foot, similar to a trampoline. It preferably comprises a tensioned footplate made of a textile (or alternatively a suitable film) that is preferably very tensile and flexible under load, but preferably also reasonably rigid, i.e., only bendable under a load exceeding a minimum, with tensioning rails 36a, a stabilizer strip 36b which is rigidly connected to the tensioned footplate with tensioning rails 36a below and centrally along its longitudinal axis, and stabilizer arches 36c whose longitudinal axis is transverse to the The direction of travel is preferably placed on the longitudinal beams 34 in a form-fitting manner.

As in 10 b and 10c As shown, the stabilizer arches 36c each have a vertical retaining pin 36d at their uppermost point, which is guided through a bore in the stabilizer bar 36b and thus secures the bar directly and the associated tensioning fabric with tensioning rails 36a indirectly, primarily transversely, but also longitudinally to the direction of travel. The tensioning rails, into which the tensioning fabric is integrated, are inserted into the upper edges of the trusses 33 in a form-fitting manner.

The locking of the trusses 33 outwards is achieved with the tensioning footplate with tensioning rails 36a in conjunction with the stabilizer bar 36b, which are secured horizontally with the retaining pins 36d. To prevent the stabilizer arches 36c from tilting forwards or backwards, they are in turn secured in and against the direction of travel via the retaining pins 36d and the stabilizer bar 36b and the tensioning footplate with its tensioning rails 36a and the trusses 33.

The user's weight is preferably resting primarily on the trusses 33 and to a lesser extent on the stabilizer bar 36b, which is preferably designed to be flexible along its longitudinal side.

When not in use in backpack mode, trolley mode or seat mode, the footrest attachment 36 is removed from the trusses 33 and preferably stored in the storage compartment 9.

In a preferred embodiment, the longitudinal beams 34 are located at the outermost points of axes 30 and 31. The two trusses 33 are spaced such that the rear wheel carrier 39 and the chassis longitudinal beam 15 can pass through longitudinally when the vehicle is to be transferred into trolley mode or backpack mode.

The lower ends of the vertical supports 4 and the horizontal supports 5, which connect the footplate 30 at the front to the frame body 1 at the bottom, are also located on the front axis of the footplate 30.

The vertical supports 4 are vertically oriented and, in the manner of tension struts, primarily transfer the user's weight force from the footplate 30 via the central frame pivot joint 6 to the frame body 1. The connection is preferably not detachable when the vehicle is in operation.

The horizontal supports 5 extend horizontally and vertically, are therefore inclined and transmit horizontally acting forces and movements along the direction of travel between the footplate 30 and the frame body 1 in the manner of tension and compression struts, e.g. during braking or acceleration.

The horizontal supports 5 are rotatably connected at one end to the front axis 31 of the tread surface 30 together with the vertical supports, and at the other end to the floor edge 7 by means of a receiving groove 7b, as shown in The connection can be released to change the chassis state. For manual guidance of the horizontal supports 5, these are preferably connected to each other at their temporarily fixable ends by a sleeve 5a, into which the bolt of the preferably fixing fitting 3 is inserted, as shown in 24 shown.

In the preferred embodiment, both supports of the two pairs of supports 4 and 5 are elongated in the direction of travel and arranged parallel to each other. They are preferably made of flat steel and form a closed triangle with the frame body 1, as shown in 2 to see.

Preferably, the lower longitudinal beams 34 of the tread 30 penetrate the front axis 31 of the tread 30 at its outermost point. Preferably, lower receptacles of the supports 4 and 5 then enclose the front axis 31 of the tread 30 internally, with the vertical supports 4 being expediently positioned between the lower longitudinal beam 34 and the respective horizontal support 5.

The supports on the front axle of the tread plate 31 are thus axially secured to the outside by the lower longitudinal beams 34, and to the inside preferably against each other by a spacer sleeve (not shown) which is loosely fitted onto the front axle 31 of the tread plate 30, preferably designed as a force-fit shaft-hub connection, for example by heating the spacer sleeve and heat shrinking.

Instead of a continuous axis, a swivel joint can also be used on each side.

Thrust washers can be mounted between the links on the front axle of the footplate 31 to ensure smooth movement when the footplate 30 is turned in or out of the frame body 1.

Preferably, the chassis is in the "extended with short wheelbase" position ( 5-7 ) the footplate 30 largely "retracted" in the chassis state ( 3 , 4 ) completely recessed in the frame body 1.

rear wheel carrier

At their rear ends, the lower longitudinal beams 34 of the footplate 30 are, analogous to the front, positively engaged at a right angle in the rear axle 32 of the footplate 30 and preferably permanently secured against longitudinal slippage by retaining pins 35. The rear axle 32 of the footplate 30 connects the footplate 30 to the rear wheel carrier 39, the front pair of supports 42 of which, i.e., a left and a right front support on either side of the rear wheel 40, are also located on the rear axle 32 of the footplate 30.

The rear wheel carrier 39 is designed as a two-arm swing arm for the rear wheel 40, which is rotatable around the rear axle 32 of the footplate 30.

This property is used to allow the rear wheel carrier 39 to swing into position when driving over uneven road surfaces, as well as to rotate the rear wheel carrier 39 against the footplate 30 when changing the chassis state.

How 9 The front 42, rear 43 and lower 44 supports on each side form a closed triangle, which connects the rear wheel 40 or its axle at the rear with the footrest 30 below and the chassis longitudinal member 15 above.

According to a preferred embodiment, the front supports 42 are partially connected via a web 41.

All supports (42-44) can each be manufactured from separate parts and joined at the ends using any joining method. Another possibility is to manufacture all supports on one side from a single piece and connect them via the web 41.

Preferably, the rear 43 and the lower 44 support 44 are made from one piece on both but the front supports 42 together with the web 41 are cut from a U-profile.

Within the front supports 42, a spacer sleeve (not shown) can preferably be used for axial securing to the inside, which is loosely attached to the rear axle of the footplate 32, preferably designed as a force-fit shaft-hub connection, for example by heating the spacer sleeve and heat shrinking.

Thrust washers can be mounted between the links on the rear axle 32 of the footplate 30 to ensure smooth movement when the rear wheel carrier 39 is turned in or out of the frame body 1 and when it swings over uneven surfaces, thus making the suspension more responsive.

Instead of a continuous axis, a swivel joint can also be used on each side.

The U-profile must then be cut out in the middle section at the top and bottom in the area of axes 32, 45 to ensure freedom of movement of the step support 30 and chassis longitudinal beam 15 on the respective axis.

In the preferred version, the chassis is in the "extended with short wheelbase" position ( 5-7 ) the rear wheel carrier 39 largely underneath, in the chassis state “retracted” ( 3 , 4 ) positioned in frame body 1.

Chassis longitudinal members

The chassis longitudinal member 15, also known as the chassis longitudinal member, prevents in the chassis state "extended with long wheelbase" (see 1 , 2 ) the sagging of the footplate 30 at the rear edge and the uncontrolled swinging of the rear wheel carrier 39. In addition, in this chassis condition, in the preferred design it serves as a handle for lifting the vehicle.

Preferably, the chassis longitudinal member 15 also serves as an operating lever when changing the chassis state, in particular when changing to the "retracted" state ( 4 ), in order to pivot the chassis components (39, 30, 15, 4, 5) into the frame body 1. In this state, the chassis longitudinal member 15 is, in the preferred embodiment, completely enclosed by the frame body.

In the chassis position “extended with short wheelbase” ( 5-7 ) the chassis longitudinal member 15 is preferably folded vertically at the rear and preferably fixed to a mounting block 2 for the chassis longitudinal member 2.

The chassis longitudinal member 15 connects the rear wheel carrier 39 to the rear of the frame body 1, preferably at an angle of approximately 45 degrees. This forms a triangle with the sides frame body 1 and vertical support 4 - footrest 30 - chassis longitudinal member 15, wherein the rear wheel carrier 39 forms the angle between the footrest 30 and the chassis longitudinal member 15.

The upper extension point on the frame body 1 is preferably formed in side view as a triangular block 2, which preferably has a fastening element for the chassis longitudinal member 15 and a fastening element for the seat frame 29 and is optionally designed to be elastic, at least in part, for the suspension of the rear and front axles. Adjoining this below, the chassis longitudinal member 15 preferably has a spring-damper element 16 associated with it, which also contributes to the central suspension of the chassis.

As in 12 As shown, the chassis longitudinal member 15, adjoining the spring-damper element 16 downwards, comprises a longitudinal member 18 extending in the direction of travel. This member preferably consists of a straight flat bar and a flat bar of the same length, running parallel to it in some sections and otherwise elliptical, together forming a very shallow arched bridge. Despite its narrow width, necessitated by the user's legroom, the member 18 thus provides relatively high lateral stability. It should be noted that, during operation, with the user (driver) standing on the footrest 30 with their right leg, the chassis longitudinal member 15 extends between the user's legs. 1 and 11 The depicted arrangement of the chassis longitudinal member 15 is oriented towards a right-footed user by offsetting the arched bridge with its central narrow section laterally to the left relative to a central elevated platform. A 180-degree rotation of the chassis longitudinal member would optimize the vehicle for use with a left-footed user. The vehicle can be reconfigured to be optimized for operation with either a right-footed or a left-footed user.

The chassis longitudinal member 15 can advantageously be provided at its upper end with a transverse bolt 17, which is preferably penetrated at a right angle by a bolt fixing fitting 19, e.g., a ball lock bolt, and fixed at the end behind a bore through the rear wall of the frame body 1. With this exemplary fitting, the fixing is preferably released by pressing a button.

In the preferred embodiment, the lower mounting point of the chassis longitudinal member 15 or its support 18 with the adjacent arc-shaped support on the rear wheel carrier 39 at its upper front corner is provided by a chassis longitudinal member axle 45, which is preferably a through-axle that pierces the front supports 42 of the rear wheel carrier 39.

Furthermore, the front supports 42 of the rear wheel carrier 39 secure the chassis longitudinal member 15 axially outwards. For axial fixation inwards, a spacer sleeve (not shown) is preferably used, which is loosely fitted onto the axis 45 of the chassis longitudinal member 15, preferably designed as a friction-fit shaft-hub connection, for example by heating the spacer sleeve and heat shrinking.

Instead of a continuous axis, a swivel joint can also be used on each side.

Thrust washers can be mounted between the links on the axle 45 of the chassis longitudinal member 15 to ensure smooth operation when changing the chassis condition and the associated pivoting movement of the chassis longitudinal member 15, and also when pivoting movements of the chassis longitudinal member 15 relative to the rear wheel carrier 39 are associated with compression and rebound movements.

front wheel carrier

In a preferred embodiment, the front wheel carrier 46 comprises a front wheel fork 47 with a fork tube 47. The front wheel fork 47 receives the front wheel 48 and a steering tube 49 receives the fork tube of the front wheel fork 47 internally and supports it rotatably via an upper 51 and lower 50 steering bearing.

The fork tube is positively connected to the front wheel fork 47. Preferably, both are formed as one piece.

Fixing fittings 53, 54 can be attached to the upper and lower sides of the head tube 49, respectively, which fix the front wheel carrier 46 to the frame body 1 by means of front wheel carrier bearings 59-61. In the illustrated embodiment, these are attached to the side surfaces of the frame body 1.

As in 4 As can be seen, the front wheel carrier 46, in the chassis position, is "retracted" by hooking the upper fixing fitting of the steering tube 53 onto the upper front wheel carrier bearing 59 and retracting completely into the frame box. The steering column 55 is preferably removed from the front wheel carrier.

As in 22 and 23 As shown, the steering column 55, which transmits the user's steering movements to the fork tube, is selected with a diameter such that it can be positively inserted into the fork tube 47. In the preferred embodiment, the fork tube 47 and steering column 55 are The steering column 55 is fixed by means of a spring pin 56, which is mounted inside the steering column, passes through the outer wall and engages in a bore in the fork tube 47. The steering column 55 is equipped at the front with a flat element (drive lug 57), which in the preferred embodiment is designed as an inverted L and, located just above the upper steering bearing 51, follows the rotational movement of the steering column 55. 22 shows a straight-ahead position of the wheel carrier.

At approximately 180 degrees, the drive nose 57 abuts a rotating pin 52, causing the head tube 49 to rotate and engage or disengage from the middle and lower front wheel carrier bearings 60,61, which are mounted in the frame body 1, with the upper and lower fixing fittings 53,54.

The front wheel carrier 46 can be extended or released using the steering column 55. 23 This shows the bearing arrangement in the extended position from the left side. The middle front wheel carrier bearing 60 is open at the front and top. On the other side, the same bearing 60 is mounted upside down, so that it is open at the rear and top. By turning it counterclockwise, the upper fixing fittings 53, which look identical on both sides, are now fixed in the middle front wheel carrier bearings 60 as shown in 23 As shown. A clockwise turn releases such a connection.

The lower fixing fittings on the head tube 54 rest in two lower bearings 61 of the frame body 1, which are open forward in a similar manner. These are pressed backward and secured by a fixing bolt 62, which is fixed in a recess 7a in the bottom edge 7. This prevents the head tube from moving forward or backward. Since it also cannot rotate, it is also secured in the central front wheel carrier bearings 60.

seat

When folding down the seat 25 for the sitting mode, in the preferred embodiment the lower belt fittings 22 are to be detached from their brackets on the lower edge of the frame body 23 and attached to the receiving fittings of the seat frame 27, as shown in 7 and 8 to see.

Furthermore, a fastening element for the seat frame is preferably provided on the mounting block 2 for the chassis longitudinal member 2, which holds the seat vertically after it is folded up (not shown).

An advantageous design of the belt guide is achieved by inserting the upper belt fittings 21 into the guide of the floor support 12 from above.

Additionally, it is preferred that the carrying straps are length-adjustable in a manner known per se by means of strap buckles.

Changing the chassis condition

The 13 Figures 4 et seq. schematically illustrate the folding mechanism advantageously implemented in the depicted embodiment when changing the chassis state, each in a side view. The chassis components 4, 15, 30, 39 always perform a circular movement about a transverse axis of the vehicle at the central frame pivot joint 6.

Starting from the chassis condition "extended with long wheelbase" ( 2 , 13 ) the transition to the "retracted" chassis state is demonstrated in the following figures (14-19).

First, the chassis longitudinal member 15 is detached from the frame body 1 by releasing the associated fixing fitting 19, and the horizontal supports 5 are detached from the frame body 1 by releasing the associated fixing fitting 3, and moved backwards and downwards ( 14 ). The horizontal supports 5 are swung backwards through the tread base 30, more precisely between its trusses 33.

Subsequently, the chassis longitudinal member 15 is pivoted upwards through the footplate 30 from below by means of its axle 45, together with the rear wheel carrier 39 ( 15 ). For this purpose, the front wheel 48 is turned sideways. Now, the rear wheel carrier 39 and the footrest 30 are pushed upwards past the front wheel carrier 46 into the frame body 1 using the chassis longitudinal member 15, thereby taking the vertical supports 4 and the horizontal supports 5 with them ( 16 , 17 The rear wheel 40 rolls along the front wheel carrier 46, which is moved completely to the front of the frame body. The vertical supports 4 pivot upwards around the central frame pivot joint 6.

As the chassis longitudinal member 15 approaches the lower edge of the frame body 1 ( 18 ) the rear wheel carrier 39 is pivoted by approximately 90 degrees, so that its front pair of supports 42 is parallel to the top of the frame body 1 ( 19 The vertical supports 4 are now vertical. The front wheel carrier 46 is straightened with the help of the steering column 55 and pulled upwards into the frame body 1.

The steering column 55 is pulled out of the steering tube 47 and attached to the right outer side of the steering column. The steering column 55 is attached to one of the floor supports 12, preferably by means of a magnetic arrangement with several magnets that are integrated into the surfaces of the steering column 55 and the guide of the floor support 12.

The steering rod 58 can preferably be separated from the steering column 55 and attached to the other floor support 12 on the right outside of the guide in an analogous manner.

The front wheel carrier 46 supports the rear wheel carrier 39 and the footrest 30 downwards at the rear. Both wheel carriers are supported outwards at the front and rear of the frame body 1, respectively, in a forward and backward direction.

The front side of the step surface 30 is supported by the vertical supports 4, which are secured to the front and rear by the horizontal supports 5, which are reattached with their respective fixing fitting 3 in the corresponding recess in the bottom edge 7 of the frame body.

Starting from the chassis condition "extended with long wheelbase" ( 2 , 13 ) the transition to the chassis state “extended with short wheelbase” is demonstrated in the following figures (20,21).

First, the chassis longitudinal member 15 is detached from the frame body 1 by loosening its fixing fitting 19, and the horizontal supports 5 are detached from the frame body 1 by loosening their fixing fittings 3, and the front wheel 49 is pivoted to the side. The chassis longitudinal member 15 is pressed downwards, and the footrest 30 and the rear wheel carrier 39, together with the supports 4, 5, are pivoted forwards under the frame body 1 with the aid of the chassis longitudinal member 15. 20 ).

As in 21 and 6 As can be seen, the rear wheel carrier 39 with the front support 42 now sits on the lower edge of the frame body 1 and is secured at its lower edge by the connected footplate 30 and the vertical supports 4 upwards ( 21 ).

The vertical supports 4 are secured at the front and rear by the horizontal supports 5, which are reattached to their respective fixing fittings 3 in the corresponding recess in the bottom edge 7 of the frame body. The chassis longitudinal member 15 is then folded against the rear of the frame body 1 and preferably secured to the mounting block 2.

It should be noted that the two horizontal supports 5 do not necessarily need to be secured on both sides of the frame body 1 by a respective fixing fitting 3. The two horizontal supports 5 can be rigidly connected by a connecting element adjacent to their free ends when released, so that a single fixing fitting 3 may suffice. Preferably, even in the case of such a connecting element on both sides of the frame body 1, such a fixing fitting 3 is provided for the left and right horizontal supports 5, respectively. The proposed connecting element, which can be formed by or encompass the aforementioned connecting sleeve 5a, advantageously allows for easy, simultaneous handling and adjustment of the pair of horizontal supports 5.

• V1 Einspuriges Fahrzeug mit einem Rahmenkörper 1, an dem ein Vorderradträger 46, an dem V23ein Vorderrad 48 drehbar gelagert ist und mit einer Lenksäule 55 koppelbar ist und mittels eines Drehgelenks 6 eine Trittunterlage 30 drehbar gelagert ist, an der ein Hinterradträger 39 drehbar gelagert ist, an dem Hinterrad 40 drehbar ist und an dem ein Träger 15 drehbar gelagert ist, der mit dem Rahmenkörper 1 lösbar verbunden ist, wobei die Drehachse des Drehgelenks 6 quer zur Fahrtrichtung verläuft, wobei eine Person auf der Trittunterlage 30 stehend transportiert werden kann, wobei die Trittunterlage 30 an der hinteren Unterkante des Rahmenkörpers 1 drehbar gelagert ist, wobei Trittunterlage 30 an der Unterkante des Hinterradträgers 39 (über ein Drehgelenk 32) drehbar gelagert ist, wobei der Träger 15 an der Oberkante des Hinterradträgers 39 (über ein Drehgelenk 45) drehbar gelagert ist, wobei der Träger 15 mit der Rückseite des Rahmenkörpers 1 lösbar verbunden werden kann.
• V2 Einspuriges Fahrzeug, bei dem der Hinterradträger 39 und die Trittunterlage 30 für verschiedene Verwendungsmöglichkeiten des Fahrzeugs gegenüber dem Rahmenkörper 1 in verschiedene Positionen gebracht werden können.
• V3 Einspuriges Fahrzeug, bei dem die Trittunterlage 30 für eine Änderung des Radstands zumindest teilweise in den Rahmenkörper 1 bewegt werden kann
• V4 Einspuriges Fahrzeug, bei dem der Rahmenkörper 1 zumindest teilweise geschlossene Seitenflächen aufweist
• V5 Einspuriges Fahrzeug, bei dem die drehbare Lagerung der Trittunterlage 30 und des Rahmenkörpers 1 mittels mindestens einer im Fahrzustand vertikal ausgerichteten Vertikalstütze 4 und mindestens einer im Fahrzustand diagonal ausgerichteren Horizontalstütze 5 erfolgt, wobei die Vertikalstütze 4 an einem Ende über ein Drehgelenk 6 am Rahmenkörper und am anderen Ende über ein Drehgelenk 31 mit der Trittunterlage 30 verbunden ist und die Horizontalstrebe 5 an einem Ende über das Drehgelenk 31 mit der Trittunterlage 30 und am anderen Ende mit wenigstens einem Fixierbeschlag 3 an einer Unterkante der Rahmenkörper 1 lösbar fixiert oder fixierbar ist.
• V6 Einspuriges Fahrzeug, bei dem der Vorderradträger 46 und der Hinterradradträger 39 vollständig in den Rahmenkörper 1 bewegt werden können.
• V7 Einspuriges Fahrzeug, bei dem die Laufflächen von Vorderrad 48 und Hinterrad 40 in Geradeausstellung der Lenkung immer in einer Linie stehen, vorzugsweise auch im mit dem Vorderradträger 46 und dem Hinterradradträger 29 in den Rahmenkörper 1 aufgenommenen Zustand.
• V8 Einspuriges Fahrzeug, bei dem der Rahmenkörper mit mindestens einer Bodenstütze 10 verbunden ist, die ausfahrbar ist und als Ständer für das Fahrzeug dient.
• V9 Einspuriges Fahrzeug, bei dem der Rahmenkörper 1 an der Unterkante einer Seitenfläche mit einer horizontal ausgerichteten Bodenplatte 6 verbunden ist, die als Gepäckablage dienen kann.
• V10 Einspuriges Fahrzeug, bei dem die Bodenplatte 6 mit wenigstens einer, vorzugsweise zwei Bodenstützen 10 verbunden ist.
• V11 Einspuriges Fahrzeug, bei dem der Rahmenkörper 1 an einer Seitenfläche über eine Polsterauflage 24 verfügt.
• V12 Einspuriges Fahrzeug, bei dem der Rahmenkörper 1 an einer Seitenfläche über Schultergurte 20 verfügt, die so angeordnet sind, dass der Rahmenkörper 1 mit einer Seitenfläche auf dem Rücken getragen werden kann.
• V13 Einspuriges Fahrzeug, bei dem der Rahmenkörper 1 an Vorder- und Rückseite jeweils mit Drehgelenken 26 verbunden ist, an der ein Sitzgestell 25 drehbar gelagert ist.
• V14 Einspuriges Fahrzeug, bei dem das Sitzgestell 25 mit den Schultergurten 20 gekoppelt werden kann, um es in wenigstens einer horizontal ausgerichteten Position oder/und in verschiedenen, unterschiedlich ausgerichteten Position zu fixieren.
• V15 Einspuriges Fahrzeug, bei dem der Träger 15 mit mindestens einer Feder-Dämpfer-Einheit 16 verbunden ist oder eine solche aufweist, die zur Federung des Fahrzeugs dient.

Preferred embodiments of the invention may be advantageously characterized by features of at least one of the following proposals V1 to V15:

• V1 Single-track vehicle with a frame body 1, on which a front wheel carrier 46, on which a front wheel 48 is rotatably mounted and can be coupled to a steering column 55, and on which a footplate 30 is rotatably mounted by means of a swivel joint 6, on which a rear wheel carrier 39 is rotatably mounted, on which the rear wheel 40 is rotatable, and on which a support 15 is rotatably mounted, which is detachably connected to the frame body 1, wherein the axis of rotation of the swivel joint 6 runs transversely to the direction of travel, wherein a person can be transported standing on the footplate 30, wherein the footplate 30 is rotatably mounted on the rear lower edge of the frame body 1, wherein the footplate 30 is rotatably mounted on the lower edge of the rear wheel carrier 39 (via a swivel joint 32), wherein the support 15 is rotatably mounted on the upper edge of the rear wheel carrier 39 (via a swivel joint 45), wherein the Carrier 15 can be detachably connected to the back of the frame body 1.
• V2 Single-track vehicle in which the rear wheel carrier 39 and the footplate 30 can be moved into different positions relative to the frame body 1 for different uses of the vehicle.
• V3 Single-track vehicle in which the footplate 30 can be moved at least partially into the frame body 1 to change the wheelbase
• V4 Single-track vehicle in which the frame body 1 has at least partially closed side surfaces
• V5 Single-track vehicle in which the rotatable mounting of the footplate 30 and the frame body 1 is effected by means of at least one vertical support 4 oriented vertically in the driving state and at least one horizontal support 5 oriented diagonally in the driving state, wherein the vertical support 4 is connected at one end to the frame body via a pivot joint 6 and at the other end to the footplate 30 via a pivot joint 31 and the horizontal strut 5 is detachably fixed or fixable at one end to the footplate 30 via the pivot joint 31 and at the other end to a lower edge of the frame body 1 with at least one fixing fitting 3.
• V6 Single-track vehicle in which the front wheel carrier 46 and the rear wheel carrier 39 can be completely moved into the frame body 1.
• V7 Single-track vehicle in which the running surfaces of the front wheel 48 and rear wheel 40 are always in a line when the steering is in the straight-ahead position, preferably also in the state in which the front wheel carrier 46 and the rear wheel carrier 29 are incorporated into the frame body 1.
• V8 Single-track vehicle in which the frame body is connected to at least one floor support 10 which is extendable and serves as a stand for the vehicle.
• V9 Single-track vehicle in which the frame body 1 is connected at the lower edge of a side surface to a horizontally oriented floor plate 6 which can serve as a luggage rack.
• V10 Single-track vehicle in which the base plate 6 is connected to at least one, preferably two, base supports 10.
• V11 Single-track vehicle in which the frame body 1 has a padded surface 24 on one side.
• V12 Single-track vehicle in which the frame body 1 has shoulder straps 20 on one side surface, arranged so that the frame body 1 can be carried on the back with one side surface.
• V13 Single-track vehicle in which the frame body 1 is connected at the front and rear by swivel joints 26, on which a seat frame 25 is rotatably mounted.
• V14 Single-track vehicle in which the seat frame 25 can be coupled with the shoulder straps 20 to fix it in at least one horizontally oriented position and/or in various differently oriented positions.
• V15 Single-track vehicle in which the carrier 15 is connected to or has at least one spring-damper unit 16 which serves to suspend the vehicle.

• Eine besonders kompakte und leichte Ausführung des Fahrzeugs, beispielsweise mit 8 Zoll-Rädern, bei der der Rucksackmodus im Vordergrund steht und bei der deshalb auf den Trolleymodus verzichtet sein könnte, etwa im Hinblick eine nicht optimale Stabilität aufgrund des kurzen Radstands und geringerer Nutzbarkeit des Gepäckträgers. Bei einer solchen Ausführungsvariante könnten die Bodenablage 9 und die Bodenstützen 10 entfallen und der Rahmenkörper 1 könnte dafür verstärkt werden.

Without restricting the general public, the following designs and variations are also being considered:

• A particularly compact and lightweight version of the vehicle, for example with 8-inch wheels, where the backpack mode is the primary focus and the trolley mode could therefore be omitted, perhaps due to less than optimal stability resulting from the short wheelbase and reduced usability of the luggage rack. In such a version, the floor shelf 9 and the floor supports 10 could be eliminated, and the frame body 1 could be reinforced instead.

In a larger version of the vehicle with larger wheels (touring scooters are typically built with front wheels up to 26 inches), designed for use on the so-called "last mile," the backpack function might become less important than the trolley function due to the weight. The backpack function, which is particularly useful for navigating stairs, could then be omitted, meaning that features of the backpack mode would be eliminated in such a design.

Therefore, it is not necessarily the case that all of the configurations, functions and modes described above are realized or realizable in one embodiment.

In contrast to the embodiment shown in the figures, a vehicle according to the invention can also be designed with an advantageous wheel fork and wheel suspension for the front wheel, as described in the German patent application filed with the German Patent and Trademark Office on June 13, 2024, file number [number omitted]. 10 2024 116 600.2 described by the same applicant, guru technologies GmbH.

Reference symbol list

1

frame body

2

Mounting block for chassis longitudinal members

3

Fixing fitting for the horizontal support

4

Vertical supports

5

Horizontal supports

5a

Connecting sleeve

6

central frame pivot joint / central frame axle

7

Bottom edge with cutouts

7a

Mounting groove for the front carrier

7b

Grooves for the horizontal support

8

Steering column mount

9

shelf

10

Floor supports, consisting of 11-13

11

Fixing fitting floor support

12

Guide floor support

13

Support tube, floor support

15

Chassis longitudinal members, consisting of 16-19

16

Spring-damper element

17

Crossbolt

18

longitudinal support

19

fixing fitting

20

Shoulder straps

21

upper belt fittings

22

lower belt fittings

23

Lower belt fitting brackets

24

back cushion

25

Seat / seat surface, consisting of 26-29

26

Swivel joint

27

Mounting fitting

28

seat cover

29

Seat frame

30

Footplate, consisting of 31-36d

31

front axle

32

rear axle

33

timber-framed buildings

34

lower longitudinal beams

35

Retaining pins of lower longitudinal beams

36

Step attachment

36a

Tensioned floor covering with tension rails

36b

Stabilizer bar

36c

Stabilizer bows

36d

Retaining pin

39

Rear wheel carrier consisting of 40-45

40

rear wheel

41

Bridge - Rear wheel carrier

42

front support

43

rear support

44

lower support

45

Axle for the chassis longitudinal member

46

Front wheel carrier consisting of 47-54

47

Front fork with fork tube

48

front wheel

49

head tube

50

lower steering bearing

51

upper headset bearing

52

Rotary pen

53

upper fixing fitting

54

lower fixing fitting

55

steering column

56

spring pen

57

Drive nose

58

handlebar

59

upper front wheel carrier bearing

60

middle front wheel carrier bearing

61

lower front wheel carrier bearing

62

Front wheel carrier fixing bolts

QUOTES INCLUDED IN THE DESCRIPTION

This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions.

Cited patent literature

• WO 2024/017937 A1 [0002, 0042]
• DE 20 2022 104 105 U1 [0002]
• DE 10 2024 116 600.2 [0143]

Claims (31)

A single-track vehicle comprising a vehicle chassis, a front wheel (48) mounted relative to the vehicle chassis so as to be steerable during driving, a rear wheel (40) mounted on the vehicle chassis which trails behind the vehicle during driving, and a footplate (30) for a user of the vehicle, arranged in an area between the front wheel and the rear wheel during driving and at least partially formed by or supported by at least one structural component of the vehicle chassis, wherein the vehicle chassis has a frame body (1) defining an interior space, relative to which other structural components of the vehicle chassis are adjustable and at least partially pivotable into the interior space, such that the vehicle can be reconfigured between different predetermined configurations, comprising a first configuration for driving with a longer wheelbase and comprising at least one configuration for pushing with a shorter wheelbase, in which the vehicle can be pushed by a user with the front wheel (48) and the rear wheel (40) rolling on a surface, and a third configuration for a Carrying or stowing operation in which a maximum of interconnected, relatively movable structural components of the vehicle chassis are at least partially swung into the interior. Vehicle after Claim 1 , characterized in that in the third configuration, together with the maximum of interconnected structural components of the vehicle chassis that are movable relative to each other, at least one of the front wheel (48) and the rear wheel (40) is pivoted at least partially into the interior. Vehicle after Claim 1 and 2 , characterized in that the front wheel (48) and the rear wheel (40) can both be accommodated in the interior and then preferably do not overlap in a transverse direction to a longitudinal direction of the vehicle and are arranged in the longitudinal direction of the vehicle most preferably at least approximately in a line extending in the longitudinal axis of the vehicle. vehicle after one of the Claims 1 until 3 , characterized by a support (10) mounted adjustable on the vehicle chassis, in particular on its frame body (1), preferably comprising at least one support which is highly preferably variable in length, by means of which the vehicle can be supported on a surface in an upright position in at least one of the first configurations and the second configurations and thus placed on the surface. vehicle after one of the Claims 1 until 4 , characterized in that the vehicle can be brought from the first configuration into a seating configuration or first seating configuration by unfolding a seat surface (25) and positioning a support (10), in which the vehicle with the longer wheelbase can be placed on the ground by means of the support (10) and can be used by the user as a seat due to the seat surface (25). vehicle after one of the Claims 1 until 5 , characterized in that the vehicle can be brought from the second configuration into a seating configuration or second seating configuration by unfolding a seat surface (25) and positioning a support (10), in which the vehicle with the shorter wheelbase can be placed on the ground by means of the support (10) and can be used as a seat by the user due to the seat surface (25). Vehicle after Claim 5 or 6 , characterized in that a structural component of the vehicle providing the seat surface (25) is adjustable between a driving position folded laterally against the frame body (1) for driving or pushing operation and a seating position folded laterally away from the frame body (1) on the vehicle chassis, preferably on its frame body (1). vehicle after one of the Claims 1 until 7 , characterized by carrying straps (20) which are directly or indirectly attached to the upper area of the frame body (1) and can be attached directly or indirectly to a lower area of the frame body (1) such that in the third configuration the vehicle can be carried on the user's back by means of the carrying straps (20) in a manner similar to a backpack. Vehicle after Claim 8 , characterized in that a back support surface of the vehicle for its third configuration is provided laterally on the frame body, preferably on the same side as the structural component providing the seat surface (25), which preferably forms the back support surface or contributes to the formation of the back support surface. Vehicle after Claim 8 or 9 as after one of the Claims 5 until 7 , wherein the support straps (20) for realizing the seat configuration or the first seat configuration or the second seat configuration can be coupled to one of the structural components providing the seat surface (25) in such a way that this structural component held in a seated position enabling the user to sit by the support straps (20), with at least partial support of load forces acting on this structural component, possibly resulting from the weight of the user. vehicle after one of the Claims 1 until 10 , characterized by a storage shelf (9) projecting outwards from the frame body (1) on one side, on which at least one piece of luggage can be held, wherein the storage shelf (9) is preferably arranged on a side of the frame body (1) opposite the seat surface (25). vehicle after one of the Claims 1 until 8 , characterized by a steering column (55) which extends through the interior in at least one configuration from the first and second configurations to engage a coupling element (47) for coupling with the front wheel to transmit steering forces and is preferably supported by a steering column mount (8) attached to or belonging to the frame body (8), wherein the steering column (55) is removable from the coupling element (47) and optionally from the steering column mount (8) for the realization of the third configuration and can be placed in a different position within the interior or held on the outside of the frame body (1), wherein preferably a handlebar (58) is removable from the steering column (55) and can be placed separately from the steering column (55) in the interior or held on the outside of the frame body (1). vehicle after one of the Claims 1 until 12 , characterized by a first support arrangement (5) extending obliquely in a longitudinal direction of the vehicle in the first configuration and a second support arrangement (4) extending at an angle, preferably vertically, relative to the first support arrangement, forming structural components of the vehicle chassis, one (4) of which is pivotally hinged to the frame body (1) at a first support end section and pivotally hinged to at least one structural component of the vehicle chassis associated with the step surface (30) at a first end region of a second support end section, and the other (5) is locked or lockable to a first support end section with a locking element (3) of the frame body (1) in an operating position associated with the first configuration, at least in the first configuration, and pivotally hinged to the first end region of the structural component of the vehicle chassis associated with the step surface (30) or adjacent to this first end region of the first-mentioned support arrangement (4) at a second support end section. is. Vehicle after Claim 13 , characterized in that the first support arrangement (5) and the second support arrangement (4) can be pivoted into the interior of the frame body (1) preferably substantially completely after releasing the locking mechanism with the locking formation (3) to realize at least one of the second configuration and the third configuration. vehicle after one of the Claim 13 or 14 , characterized in that , after releasing the locking mechanism with the locking formation (3) for the realization of the second configuration, at least one structural component of the vehicle chassis associated with the step surface (30) with a front section including the first support arrangement (5) and the second support arrangement (4) can be pivoted into the interior of the frame body (1). vehicle after one of the Claims 13 until 15 , characterized in that , after releasing the locking mechanism with the locking formation (3) for the realization of the third configuration, at least one structural component of the vehicle chassis associated with the step surface (30) is preferably substantially completely pivotable into the interior of the frame body (1) together with the first support arrangement (5) and the second support arrangement (4). vehicle after one of the Claims 13 until 16 , characterized in that the at least one structural component of the vehicle chassis associated with the footplate (30) is pivotably connected to a second end area opposite the first end area on a rear wheel carrier (39) of the vehicle chassis. Vehicle after Claim 17 , characterized in that in the second configuration the rear wheel carrier (39) with the rear wheel (40) is held in a position brought towards the frame body (1) and at least partially below the frame body (1) by means of the least one structural component of the vehicle chassis associated with the footplate (30). Vehicle after Claim 17 or 18 , characterized in that , for the realization of the third configuration, the rear wheel carrier (39) with the rear wheel (40) together with the structural component of the vehicle chassis assigned to the footrest (30) can be pivoted into the interior of the frame body (1). vehicle after one of the Claims 1 until 19 , characterized by a support arrangement (15) extending obliquely in one/the longitudinal direction of the vehicle in the first configuration, which in the first configuration is detachably coupled to the frame body (1) at a first end section and pivotably connected to a/the rear wheel carrier (39) at a second end section. Vehicle after Claim 20 as after Claim 18 , characterized in that , after decoupling the first end section of the support arrangement (15) from the frame body (1), the rear wheel carrier (39) can be brought towards the frame body (1) for the realization of the second configuration, wherein the support arrangement (15) is preferably foldable towards a rear side of the frame body (1) and is most preferably secured there against folding down. Vehicle after Claim 20 or 21 as after Claim 19 , that after decoupling the first end section of the support arrangement (15) from the frame body (1) for the realization of the third configuration the rear wheel support (39) with the rear wheel (40) together with the structural component of the vehicle chassis and the support arrangement (15) assigned to the footplate (30) can be pivoted into the interior of the frame body (1). vehicle after one of the Claims 1 until 22 , characterized by a front wheel carrier (46) preferably comprising a front wheel fork, which includes a coupling element (47) preferably in the form of a fork tube for preferably detachable coupling with a steering column (55), a retaining element (49) preferably in the form of a steering tube and a rotary bearing arrangement (51, 52) rotatably supporting the coupling element (47) relative to the retaining element (49), wherein the retaining element (49) is positioned or positionable in an operating position relative to the frame body (1) by means of a fixing fitting arrangement comprising at least one fixing element on the frame body side and at least one fixing element on the front wheel carrier side, which connects the retaining element (49) and the frame body (1) in a form-fitting manner, in which the retaining element (49) is received at least partially in the interior of the frame body (1) and which the front wheel carrier (46) assumes in the first configuration and preferably also in the second configuration of the vehicle. Vehicle after Claim 23 , characterized in that the front wheel carrier (46) can be removed from the operating position by releasing the positive locking connection for the realization of the third configuration and can be inserted into the interior of the frame body (1) and secured there in a rest position, such that the front wheel (48) is also received at least with a section, preferably substantially completely, in the interior of the frame body (1). vehicle after one of the Claims 1 until 24 , characterized in that the step surface (30) has a pair of lower longitudinal beams (34) spaced apart in a transverse direction, which represent structural components of the vehicle chassis and are preferably rotatably mounted in a front crossbeam end piece and a rear crossbeam end piece. Vehicle after Claim 25 , characterized in that the two longitudinal beams (34) each form a truss with an associated, spaced-apart auxiliary longitudinal beam and connecting struts connecting the respective longitudinal beam to the respective auxiliary longitudinal beam, wherein the two trusses can be pivoted into a vertical position reducing a transverse dimension and into an inclined position increasing the transverse dimension by means of a pivotable bearing of the longitudinal beams in the front crossbeam end piece and the rear crossbeam end piece. Vehicle after Claim 25 or 26 , characterized in that the crossbeam end pieces (31, 32) serve as pivot axes for a pivotable linkage of the longitudinal beams (34) to other structural components of the vehicle chassis. vehicle after one of the Claims 1 until 7 , characterized by a step attachment (36) that is detachably attached or attachable to the structural component associated with at least one of the step surface (30), which is preferably stowable at another location on or in the vehicle, for example in the receiving area or on or in the storage floor (9) for the realization of the second configuration or the third configuration. Vehicle after Claim 28 and Claim 26 , characterized in that the step attachment (36) comprises two tension rails (36a) and flexible tensioning material held between them, connecting the two tension rails (36a), which is detachably suspended or can be suspended on the longitudinal beams of the two trusses (33) by means of the tension rails (36a) in order to form a tread surface. Vehicle after Claim 29 , characterized in that the clamping material in the suspended state is held in a central area between the clamping rails (36a) by a The stabilizing arrangement associated with the step attachment (36) is supported or can be supported on the lower longitudinal beams (34), the stabilizing arrangement preferably having a longitudinal strip (36b) firmly connected to the tensioning material. Vehicle after Claim 30 , characterized in that the longitudinal strip (36b) is supported or can be supported on the lower longitudinal beams (34) by means of separate support elements (36c) of the stabilization arrangement, wherein the support elements (36c) are preferably each placed on the pair of lower longitudinal beams (34) and are most preferably detachably coupled or can be coupled to the longitudinal strip (36b) in a form-fitting manner.