EP1401372A2

EP1401372A2 - Personal mobility vehicle

Info

Publication number: EP1401372A2
Application number: EP02738390A
Authority: EP
Inventors: John Scott
Original assignee: Individual
Current assignee: Individual
Priority date: 2001-07-05
Filing date: 2002-06-26
Publication date: 2004-03-31
Also published as: WO2003003965A3; GB2377208B; AU2002311473A1; GB0116394D0; GB2377208A; WO2003003965A2

Abstract

A handlebar assembly (40) is mounted relative to the vehicle body so as to be capable of folding down from an in use, erect position to a stowed position within the base of a recess (24) in the body, which in use is for the feet of a user. A seat assembly (30) is also mounted upon the vehicle body so as to be capable of folding down from an in use, erect position to a stowed position within the recess (24), lying over and nesting with the folded down handlebar assembly (40). A back rest portion (33) of the seat assembly (30) provides a cover to the handlebar assembly and the seat assembly when they are folded down into their stowed positions. This provides a compact collapsed unit which is suitable for transporting in a car or on an aircraft.

Description

PERSONA 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 pair of rear wheels, at least one front wheel steerable 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 .

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. Examples are described in EP-A-0 458 101 and US 4,570,739 and others are known to be available on the market. However, disassembly of a vehicle is not really a particularly convenient way to achieve portability. As well as the difficulty of detachment or re-attachment of parts in some instances, all the separate parts have to be stored and if any of them are lost or damaged, the vehicle is rendered useless. This is particularly a problem where a vehicle user wants to travel by coach or aircraft.

US 4,570,739 describes an invalid vehicle having a detachable seat, a foldable backrest, and a tiller or handlebar which folds down to about half its operative height, but these features in themselves, do not greatly enhance the portability of the vehicle, and detachment of parts is still necessary, with the disadvantages already noted.

One object of the present invention is to provide an invalid vehicle which will fold down into a compact one-piece package that is easy to transport.

Another problem encountered in transporting such invalid scooters upon aircraft is that safety regulations specify that both terminals of the battery power source must be disconnected before the vehicle can be accepted for loading onto an aircraft. Hitherto such disconnection, and subsequent re- connection have been difficult to accomplish and required use of tools.

Another object of the present invention is to overcome this problem. The present invention provides, as a first aspect thereof, a personal mobility vehicle comprising a vehicle body housing a drive mechanism and including a recess for supporting the feet of a user, a seat assembly mounted upon the body so as to be capable of folding down from an in use, erect position to a stowed position within the recess of the body, and a steering mechanism including a handlebar assembly which is also mounted relative to the body so as to be capable of folding down from an in use, erect position to a stowed position within the recess of the body.

Preferably, in practical embodiments of the invention, the handlebar assembly is arranged to be folded down first, into the base of the recess, and the seat assembly is then folded down thereover, both then being fully accommodated within the recess. A backrest portion of the seat may also provide a cover to the fully collapsed seat assembly (and handlebar assembly therebeneath) , so as to neatly close off the filled recess.

The present invention also provides, as a second aspect thereof, a quick release battery clamp for use with a battery having a terminal in the form of a cylindrical spigot, said clamp comprising an annular terminal connector having a hollow lateral extension and a sleeve which threadedly engages said extension and is thereby axially adjustable to move terminal connection means into the bore of the connector or permit its removal therefrom.

The invention also provides, as a third aspect thereof, a quick release battery clamp for use with a battery having standard flat type terminals, said clamp comprising a two-part terminal clamp in which the two parts are connected by a central fulcrum and terminal contacts at one side of the fulcrum are selectively held in clamping relationship by adjustment of a screw which is interposed between the parts at the other side of the fulcrum.

Either of the aforesaid battery clamps may be used in the personal mobility vehicle defined as the first aspect of the invention, for connection of the drive mechanism for the wheels to a battery, in which respect the drive mechanism and the battery are both mounted upon the body of the vehicle. However, these quick release clamps may find other applications, unrelated to invalid vehicles.

Other features of the invention will become apparent from the following description of a preferred practical embodiment with reference to the accompanying drawings, in which: Figure 1 is a front perspective view sketch of a preferred embodiment of an electric invalid scooter according to the invention in its operative condition;

Figure 2 is a corresponding rear perspective view sketch;

Figure 3 is an enlarged scale plan view of the same vehicle in its operative condition;

Figure 4 is side elevation of the same vehicle when in its folded condition;

Figure 5 is a side view of the same vehicle (the opposite side to Figure 4) when in its operative condition;

Figure 6 is a front view of the same vehicle when in operative condition, two extreme positions for the handlebars being shown in broken lines;

Figure 7 is a corresponding rear view of the same vehicle;

Figures 8 and 9 are reduced scale sketches of the same vehicle in its folded condition showing how compact and easy to move it becomes; Figure 10 is fragmentary enlarged scale front view sketch of the seat assembly linkage and its fold down mechanism;

Figure 11 is a corresponding side view sketch of this mechanism;

Figure 12 is a fragmentary enlarged scale side view sketch of the seat with its tilt and turn mechanism;

Figure 13 is a corresponding plan view sketch of this mechanism;

Figure 14 is a further fragmentary sketch from the other side of the seat showing operation of the tilt and turn mechanism;

Figure 15 is a fragmentary front view of the steering column with tilted extreme positions of the handlebar mounting shown in broken lines;

Figure 15a is a plan view of the handlebar mounting block;

Figure 15b is a detail of the column mounting post;

Figure 15c is a corresponding side view of the post;

Figure 16 is a fragmentary side view of the steering column; Figure lβa is an underside view of the cranked portion of the column of Figure 16;

Figure 17 is a fragmentary side view of a modified steering column having a different pivot lock mechanism;

Figure 17a is a portion of the column of Figure 17, shown when pivoted down to its folded position;

Figure 17b is an enlarged fragmentary detail of the pivot lock mechanism of Figure 17;

Figure 18 is a fragmentary enlarged plan view sketch of the front axle rack and pinion steering mechanism;

Figure 19 is an exploded side view of a first quick release battery clamp;

Figure 19a is a side view of the assembled clamp of Figure 19 turned through 90°;

Figure 20 is a side view of separated top and bottom parts of a second quick release battery clamp;

Figure 20a is a side view of the same clamp when assembled; Figure 20b is an end view of the same clamp when assembled;

Figure 21 is a side view sketch of a modified version of a folded down vehicle according to the invention;

Figure 21a is an enlarged sketch of the part labelled A in Fig. 21 from the inner side; and

Figure 21b is a corresponding side view of the part labelled A.

Referring to Figures 1 to 7, which all show the complete vehicle, a preferred practical embodiment of the personal mobility vehicle according to the invention comprises a main body 10 mounted on front and rear wheels 20, 14. The body 10 may conveniently be manufactured in one piece from glass fibre or other suitable heavy duty plastics material. The rear of the body 10 houses a drive mechanism, a battery, and preferably also a battery charger. These are all conventional and are not shown in the drawings, since they are concealed beneath a rear body cover 12. The charger, when present, is connectable to mains power supply whenever recharging is to be undertaken and is preferably provided with an adaptor enabling it to be charged in countries outside the UK. The battery is, in use of the vehicle, connected to the drive mechanism, which in turn connects to a rear axle (not shown) to drive the rear wheels 14. In front of the rear housing for the drive mechanism and battery, the body 10 is formed with a recess 24, in the form of a floor and respective side walls, in which the feet of a user will, in use, be supported. At the front of the recess 24 a curving cover 16 is provided having a central rear-facing notch 18. Below the cover 16, extends an axle 19 (Figure 3) connecting the front wheels 20, and a rack and pinion mechanism (see Figure 18) for steering same. On the exterior of the cover 16, at the front of the vehicle 10, a retractable handle 22 (Figure 3 and Figures 8 and 9) is provided.

The front wheels 20 are smaller than the rear wheels 14 to allow clearance when the steering is at full lock.

The vehicle also comprises a seat assembly, designated generally be reference numeral 30, and a handlebar assembly designed generally by reference numeral 40.

When the vehicle needs to be put into a compact form, for towing along by hand, for transportation in a luggage compartment of limited size, or for storage purposes more generally, both the seat assembly 30 and the handlebar assembly 40 can be folded right down into the recess 24 to the compact, fully collapsed condition shown best in Figure 4. The fully folded vehicle can be towed by the handle 22, making use of the rear wheels 14, as shown in Figure 9. In this respect, the rear wheels 14 can be easily released from the drive mechanism and put into free wheel mode, as required for towing. In the fully collapsed condition the vehicle is also highly convenient for transport in a car, coach or aircraft.

The precise manner in which this compact folding down is accomplished will become apparent from the following detailed description of the seat assembly 30 and the handlebar assembly 40.

With reference now to Figures 10 and 14 as well as Figures 1 to 7, the seat assembly 30 comprises a seat base 31 to which a back rest 32 is hingedly connected. The back rest 32 carries a cover panel 33 which fits over the collapsed handlebar and seat assemblies 40, 30 to close off the recess 24, as shown in Figure 4. In this position, the panel 33 may be secured to the vehicle body 10 by releasable catches (not shown) at each side.

As best shown in Figure 5, the seat base 31 is mounted on a triangular linkage 34 by way of a swivel mechanism 35 and a projecting mounting post 36 which is fixedly secured to the linkage 34. As best shown in Figures 10 and 11, the triangular linkage 34 is pivotally mounted by a pivot pin 37 between a pair of plates 38, which define a central slot 58 in the rear housing of the vehicle body 10. The pivot pin 37 projects from a triangular plate 39 fitted inside the triangular frame of the linkage 34 but filling only part of that frame. The plates 38 are provided with aligned arcuate slots 51 which serve as guide tracks for a further peg or pin 52 which projects from each side of the frame of the triangular linkage 34. As a result of the peg 52 being guided in the slots 51 the linkage 34 turns over with minimal lateral displacement as it pivots about the pin 37. The ends of the arcuate slots 51 define the limit positions for the pivoting of the linkage 34 from the erect seat assembly position to the fully collapsed seat assembly position, which is shown in broken lines in Figure 11.

Although the weight of a user, or of the seat 31, 32 itself, will probably suffice to hold the peg 52 against the first, front end of the slots 51, and keep the linkage 34 reliably in its upright, seat supporting position, a spring loaded catch, releasable by a lever 53 may be provided to keep the peg 52 at the front end, as an additional safety measure to avoid inadvertent seat collapse.

With the linkage 34 turned over and the peg 52 at the second, rear end of the arcuate slots 51, the linkage 34 lies substantially within the slot 58 in the rear body housing, and the frame member formed at the bottom of the linkage 34 in the seat erect position is now at the top but flush with the top of the rear body housing. Releasable catch means (not shown) are provided to automatically lock the back rest 32 in its upright position relative to the seat base 31.

The swivel mechanism 35 is conventional and comprises a pair of relatively rotatable plates 35a, 35b, one attached to the seat base 31 and one fixed to a mounting element 61, which enable the seat base 31 to be turned through approximately 90° in each direction from a vehicle front facing position to a sidewards facing position at each side. The rotatable plate 35b is automatically lockable in, yet releasable by a spring loaded catch lever 68 from, each end position and the front facing position.

As the triangular linkage 34 is turned over, upon collapsing the seat assembly 30, it is necessary also for the seat base 31 to turn over relative to its mounting post 36 so that it will come into a position overlying the mounting post 36, which fits into the base of the recess 24 (see Figure 11) . This is accomplished, as shown in Figure 14 by the seat base 31, via the swivel plates 35a, 35b being mounted upon the channel section element 61 which locates on the mounting post 36 and pivots about a pin 62 at the free end of the mounting post 36.

In the in use seat erect condition of the assembly, a spring loaded pin 63, guided in a slot 64 of the mounting post, engages respective notches 65 in the channel section 61 to hold the seat secure and prevent any inadvertent turning. When the seat needs to be released for turning and collapse, a lever 66 is actuated to cause an attached pawl member 67 to push the pin 63, against spring bias, out of the notches 65, and release the channel member 61.

Thus, the sequence of operations to collapse the seat assembly 30 is first to secure the seat in its forward facing position as regards the swivel mechanism 35. Then the lever 53, if present, is operated to release the linkage 34 and allow it to start being turned. As this is being done, the lever 66 is actuated to release the pivoting channel section 61 and allow the seat to be turned over at the same time as the linkage 34 is turned. The catch for the backrest 32 can be released and the backrest 32 folded down onto the seat base 31 either at the beginning or the end of the procedure. The panel 33 is finally positioned over the fully collapsed assembly and secured by catches to keep it all in place.

With reference now to Figures 15, 16 and 17 as well as Figures 1 to 7, the handlebar assembly 40 includes two handlebars 42 connected to a steering column 44, which in turn connects to the rack and pinion steering arrangement beneath the front cover 16. The handlebars 42 are connected at each side of the column 44 by means of a connection block 45, as best seen in Figure 15a.

The column 44 extends through a central aperture 46 in the block 45 and the latter is secured against axial or rotational displacement by a grub screw 47. Obviously, adjustment of the block position is possible if the grub screw 47 is released. The respective handlebars 42 extend through respective right and left apertures 48 in the block 45. Screws 49 having large knurled heads are provided to secure the handlebars 42 in selected axial and rotational positions in the block 45 but allow easy release for axial and rotational movement of the handlebars 42 upon folding down of the assembly 40.

The steering column 44 has a cranked portion 71, which in the erect position of the assembly 40 overlies the notch 18 in the front body cover 16, and in the collapsed position is turned through approximately 90°. A pivotal joint 72 is advantageously provided in this cranked portion 71, as shown in Figure 16. The column 44 is tubular and an insert 73 fixed in its upper part 44a, e.g. by means of screw 74, allows relative rotation of that upper part 44a relative to the lower part 44b. Rotation is limited to being through an angle of approximately 30° to left and right of centre by a projection, e.g. screw 75, from the insert 73 being slidable in a slot 81 in the tubular body of the lower part 44b. The two extreme positions of the pivoted steering column 44 are shown in broken lines in Figure 15. This pivoting motion is advantageous to keep both the handlebars 42 within reach of the user when steering to full lock in either direction.

The base of the column 44 is mounted over a short post 76, which is shown in Figures 15b and 15c, and is provided with a vertical slot 77. A pivot pin 78 extends through the slot 77. Pivoting of the column 44 about this pin 78 is only possible when it is lifted upwards such that the pin 78 is at or near the top of this slot 77. This is the first step in folding down the handlebar assembly 40. The lower part of the column

44 swings down within the notch 18. Once the connection block

45 has swung down beyond the edge of the cover 16, the screws 49 securing the handlebars 42 are loosened to allow axial displacement of the handlebars 42. These need to drop down, or be pushed down so that, as the column 44 continues to swing down, the handgrip regions 79 will not limit the folding by abutting the rear body housing 12, but will fit into the base of the recess 24. The bottom part of the handlebars 42 fit in beneath the front cover 16.

The seat assembly 30 folds down on top of the handlebar assembly 40, and the mounting post 36 of the seat fits neatly between the handlebars 42 in the base of the recess, as may be appreciated from looking at Figures 3 and 4. An alternative arrangement for selective pivoting of the base of the column 44 is shown in Figure 17. A ledge 80 on the post 76 provides mounting means for a compression spring 82, which supports a sleeve 84 over a pivot connection 86 between the post 76 and the base of the column 44. Depressing the sleeve 84 compresses the spring 82 and leaves the pivot connection 86 clear of the sleeve 84, as shown in Figure 17a so that the column 44 can be folded down.

The post 76 is connected to a rack and pinion steering arrangement, which is fairly conventional and is illustrated in Figure 18. The front axle 19 is connected by pivotal linkages (see Figure 3) to the rack element 88 which is moved from side to side by action of the pinion 89 to which the post 76 is connected.

Finally, as mentioned, safety regulations require disconnection of both battery terminals from the drive mechanism before the folded vehicle can be loaded onto an aircraft. Figures 19/19a show a first quick release arrangement. A terminal connector ring 90, for fitting over a cylindrical battery terminal (not shown) , is provided with a hollow, externally threaded extension 91, formed with a longitudinal guide slot 92. An insulated terminal connector plug 93, to which an electrical cable 97 connecting to the drive mechanism is connected in use, is fitted into the bore of the extension 91 and has a lug 94 slidingly located in the slot 92. An external sleeve 95 is threadedly engageable over the extension and is provided with an internal shoulder against which a washer 96 abuts. In use, as the sleeve 95 is gripped and screwed onto the extension 91 in the direction of the ring 90, the washer 96 pushes the lug 94 along the slot so that the plug 93 carries electrical connector means into the aperture of the ring 90, thus making a connection with the battery terminal, when the ring is located thereover.

Figures 20/20a/20b show a second quick release arrangement. A clamp 101 comprises an upper part 102, to which the cable 107 from the drive mechanism is attached, pivotally connected at a central fulcrum 104, to a lower part 103. A flat strip like battery terminal (not shown) is clampable between a projection 105 and a corresponding recess 106 at one side of the fulcrum 104. At the other side, a screw 108 having a large substantially conical head provided with a knurled edge is mounted in the upper part. The head of the screw 108 is positioned between the upper and lower parts of the clamp 101 and extends laterally beyond the clamp parts 102, 103 so that this screw 108 can easily be adjusted in its position relative to the upper part 201 by manually turning the knurled edge. Thus the clamp 101 can be closed so as to grip the battery terminal when the screw 108 is screwed outwards of ,the upper part, to force that other side of the clamp apart, but can be opened and released from the terminal by screwing the screw 108 inwards of the upper part 102.

Thus, by use of either type of battery clamp, quick release and disconnection from the battery terminals of the invalid vehicle can be achieved without the use of tools.

The foregoing is illustrative, not limitative of the scope of the invention and many variations in details of the construction and operation of the vehicle are possible.

In particular, Figures 21, 21a and 21b show how, in a modified version of vehicle, a transaxle unit A may be mounted outside the vehicle body 10, for mounting the respective rear wheel 14 at each side. This obviates the need for a rear axle connecting the rear wheels 14, increases ground clearance and allows more space inside the body housing for the battery charger. It also facilitates the fitting of rear wheel suspension. A further body panel, e.g of fibre glass, can be fitted over each transaxle unit A.

Claims

A personal mobility vehicle comprising a vehicle body housing a drive mechanism and including a recess for supporting the feet of a user, a seat assembly mounted upon the body so as to be capable of folding down from an in use, erect position to a stowed position within the recess of the body, and a steering mechanism including a handlebar assembly which is also mounted relative to the body so as to be capable of folding down from an in use, erect position to a stowed position within the recess of the body, characterised in that the handlebar assembly is capable of being folded down into the base of the recess and the seat assembly is capable of being folded down there over to nest within the recess, and in that the seat assembly includes a back rest portion which provides a cover to the handlebar assembly and the seat assembly when they are folded down into their stowed positions.

A vehicle according to claim 1 wherein the seat assembly includes a seat base, to which the back rest portion is hingedly connected, and a linkage connecting the seat base to the body, the seat base being mounted to the linkage in such a manner as to enable the seat base to be turned over relative to the linkage upon folding down of the seat assembly.

3. A vehicle according to claim 2 wherein the linkage is pivotally mounted to the body and arcuate guide means are provided whereby said linkage is entrained to turn over with minimal lateral displacement upon folding down of the seat assembly.

4. A vehicle according to claim 3 wherein the linkage is triangular.

5. A vehicle according to claim 3 or 4 wherein the arcuate guide means are provided adjacent the linkage and the linkage has a projection which engages the arcuate guide means and moves from a first end to a second end thereof as the linkage turns and the seat assembly folds down from its fully erect to its stowed position.

6. A vehicle according to claim 5 wherein a spring loaded latch, releasable by a lever, is provided to retain the projection at the first end of the guide means.

7. A vehicle according to any preceding claim wherein the handlebar assembly includes a pair of handlebars mounted to a steering column in such a manner as to be axially adjustable.

8. A vehicle according to claim 7 wherein the steering column is mounted relative to the vehicle body so as to be selectively pivotable or non-pivotable.

9. A vehicle according to claim 7 or 8 wherein the steering column includes a cranked portion.

10. A vehicle according to claim 9 wherein the cranked portion of the steering column includes a joint which permits limited relative rotation of an upper part relative to a lower part, thereby permitting limited lateral swinging of the handlebars.

11. A vehicle according to any preceding claim further including a battery housed within the vehicle body and connectable to the drive mechanism by a quick release coupling comprising an annular terminal connector having a hollow lateral extension and a sleeve which threadedly engages said extension and is thereby axially adjustable to move terminal connection means into the bore of the connector or permit its removal therefrom.

12. A vehicle according to any of claims 1 to 10 further including a battery housed within the vehicle body and connectable to the drive mechanism by a quick release coupling comprising a two-part terminal clamp in which the two parts are connected by a central fulcrum and terminal contacts at one side of the fulcrum are selectively held in clamping relationship by adjustment of a screw which is interposed between the parts at the other side of the fulcrum.

13. A vehicle according to claim 12 wherein the screw has an enlarged, substantially conical head with a knurled edge and this head is interposed between the clamp parts.

14. A quick release battery coupling comprising an annular terminal connector having a hollow lateral extension and a sleeve which threadedly engages said extension and is thereby axially adjustable to move terminal connection means into the bore of the connector or permit it removal therefrom.

15. A quick release battery coupling comprising a two-part terminal clamp in which the two parts are connected by a central fulcrum and terminal contacts at one side of the fulcrum are selectively held in clamping relationship by adjustment of a screw which is interposed between the parts at the other side of the fulcrum.