Patent Application
20190217912
The present invention relates to vehicles and methods of electric mobility transport for transporting individuals providing a choice to either stand or sit and addressing a broad spectrum of needs, from individuals with walking disabilities, to leisure/recreation, to time saving industrial/commercial uses, and more particularly, to portable, vehicle and methods of assembling and reassembling, front chassis and rear chassis with a conical male-female connecting mechanism and front chassis support mechanism without the use of tools.
The present invention also includes major components designed to easily fold, collapse, or remove without the use of tools, and whereas the components are in the size and weight so as any person of modest physical strength may be capable of handling said components to the point where the mobility vehicle may fit into various size storage compartments or vehicles from large to small.
Over the past 20-30 years, many types of mobility vehicles have been developed for facilitating the movement of individuals. Initially, the vast majority of these vehicles were designed for transporting individuals with disabilities that hindered their ability to walk or stand. In the USA alone, The Centers for Disease Control and Prevention estimated that 33 million Americans have a disability that makes it difficult for them to carry out daily activities; some have challenges with everyday activities, such as attending school or going to work, 2.2 million people in the United States depend on a wheelchair for day-to-day tasks and mobility, and 6.5 million people use a cane, a walker, or crutches to assist with their mobility.
Assuming there is a population of 2.2 million confined to using the “traditional” old style wheel chairs similar to U.S. Pat. No. 3,379,450A (Both comprising 2 large wheels in the back and two smaller wheels in the front, we still have a population of 35.2 million Americans that can benefit from a more versatile mobility vehicle. As electric mobility vehicles or EMV's attempted to adjust for the needs of the other 35.2 million Americans with mobility disabilities, many slow and bulky mobility vehicles such as U.S. Pat. Nos. 5,036,938, 489,653S1, 5,228,533A, and many others with similar artwork were designed and improved upon to give individuals without extreme disabilities a way to get around with a little more dignity. These 3 and 4 wheel slow, bulky mobility vehicles have served their niche and thousands have been sold. But for many individuals, they are just that, slow-bulky- and hard to transport in a vehicle. They also still connotate a negative image of the rider being handicapped. Most handicapped people do not want pity or have to look up at someone who is standing while they are sitting in a mobility vehicle that looks like a disability vehicle.
The need to transport these slow bulky mobility vehicles did not go unnoticed and many designs came out to try and make them easier to transport such as U.S. Pat. Nos. 5,036,938 and 4,909,525. However, the shear nature of the bulky design of these vehicles makes disassembly and reassembly of these large components tricky and time consuming at best, let alone if someone of modest physical strength were to attempt to break them down.
This led to expensive and at times undesirable alternatives to fix the transport of mobility vehicles such as U.S. Pat. No. 5,482,424A and similar others which essentially are external ramps and lifts to carry mobility vehicles instead of making them easy to bring inside a car, truck, or SUV. In addition, this requires having an expensive tow hitch installed on said car, truck, or SUV. Other alternatives to make EMV's easier to transport were to make them smaller and thus easier to transport such as U.S. Pat. No. 8,167,074B1 which is structurally designed to only handle very low speeds, requires the driver to stand the whole time, and is so light and unstable, that the patent recommends the user to actually get off the vehicle when coming to an uneven surface such as a drive way and push it past the uneven surface or U.S. Pat. No. 6,378,642B1 which is also designed for low speeds and its size lends to stability issues as well, although allows for standing or sitting, breaks down into 3 major parts that are chunky and not easily laid flat to fit in automobile trunks.
As technology advanced electric mobility vehicles were repurposed to not only cater to the disabled, but also toward leisure and increased work efficiency. One of the first commercially launched electric mobility vehicles was the 2 wheel Zappy scooter U.S. Pat. No. 5,848,660A which was a stand up and balance type of vehicle and not viable for most disabled individuals. It was mostly used for recreation but legitimized electric mobility vehicles of many configurations as well. EMVs started to become sleeker and faster appealing to the younger generation. It is prudent to note that many of these new fun mobility scooters evolved with numerous patents and designs for folding so as to transport them easily thus solidifying the idea that transport of mobility scooters was a big issue. This segment of EMV's moved on to a now multi-million dollar industry. The use of EMV's was now being used for the disabled, for recreation, and then commercial uses materialized.
It did not take long for commercial applications to evolve for EMV's. In the past, workers who had to cover large distances in the work place had to either walk, or if they were lucky, drove a motorized golf cart to save time and energy. As of May 2017, the United States Department of Labor estimates there are approximately 952,000 warehouse workers in the USA alone. They also estimate that the average hourly wage was $19.63/hour for these workers. Many businesses now realize that the time saved moving employees around faster, increases productivity and the use of smaller EMV's that can pass through doorways and other tight spaces is invaluable. Hook a trailer or other storage assemblies to the EMV and now it functions as a personal work truck hauling products around facilities quickly and efficiently. The need for EMV's in industrial settings spawned such patents like 2009-0255747 and was designed heavy and bulky which would limit its use solely for industrial purposes.
Other commercial personal transporter applications unfolded in the form of rental tours, police, security guards, mail carriers, and others. These were mainly exploited by expensive and highly sophisticated EMV's like the two wheel, Segway publication no. 2008-0105471, and Pat. U.S. D551592S1. However, these EMV's exclude a large portion of the commercial market share due to their complexity and cost. In addition, the simple two wheel EMVs like the Zappy and the highly complicated self balancing EMV like the Segway require the ability to balance stand, or possess cognitive skills excluding most individuals with disabilities.
As EMV's evolved, it became clear that most of the patents tended to focus themselves in one of these three categories (people with disabilities, recreation, commercial uses) and while some EMV's uses may fall between one or two of these categories, most of them really do not fit into all three. In addition, most of the prior art sacrifice something in their designs. The smaller lighter three wheel EMV patents that claim can fold, or disassemble easy are slow and due to trying to make a very light weight unit, sacrifice stability while ironically, their target audience is typically old or disabled and more prone to balance issues. Though a three wheel platform is considered stable, it can still tip easy because a person standing or sitting on a light weight platform tends to distribute the weight from a low center of gravity to a high center of gravity which can cause the EMV to tip easier. Whereas heavier and larger EMV's are more anchored to the ground through a low center of gravity. It should also be noted that the art work of most of the light weight EMV's and some heavier ones incorporate tiny wheels which can be dangerous on potholes and uneven surfaces. Due to their bulkiness and weight, the heavier and larger EMV's, like U.S. Pat. Nos. 4,947,955 and 6,176,337B1, though more stable than super light vehicles, sacrifice easy assembly/disassembly to store or transport in cars, RV's, planes, etc.
For these and other reasons, this new and novel invention is aimed at resolving and addressing numerous disadvantages of the prior art presenting a stable platform that can cross the boundaries of all three of the above target groups with significant advantages and improvements so as to appeal to a majority of the population that can benefit from EMV's.
In the embodiment of the present invention, it is provided an electric personal transporter that is commercially viable to not only fulfill the needs of people with walking disabilities, but also cross over to leisure and industrial applications, and whereas the individual may stand or sit at any chosen time.
It is therefore one objective of this new invention to present a three-wheel, multi-use, portable, battery powered electric vehicle.
In a related embodiment, the present invention comprises two major parts, a front wheel frame assembly and rear frame chassis assembly.
In a related embodiment, the further objective of this invention is to present said two major parts in which size and weight of each major part can be easily loaded, unloaded, transferred, or stored into most car/suv trunks, RV's, planes, trains, buses, or buildings.
In an alternative and related embodiment, this invention comprises five major parts: First, a folding steering column, Second, the front frame assembly, in which the folding steering column is attached, Third, the rear chassis in which Fourth, a detachable seat and seat post, and Fifth, a self contained and removable battery pack are integrated to further allow this invention to rapidly break down into smaller and easier components allowing for more versatility in size of vehicles that it may be transported in and appealing to those with limited strength.
It is another objective of this new invention to present a newly developed method connecting mechanism based on a male to female conical coupling system, applied for the first time on an EMV. Unlike any of the prior art, the conical coupling design allows for coupling without the need to vertically align the front chassis to the rear chassis in a perfect vertical position. Said assembly comprises an upward facing conical male end that has an internal threaded vertical center and respective corresponding downward facing cylinder in which a conical female receiving end is machined to fit the male end and with internal architecture such that said mechanism will lock in place tightly and in the correct position. The female conical receiver also comprises an opening with internal threads at the top and starting at where the male end bottoms out inside the female end.
In a related embodiment of the conical coupling mechanism, it is a further objective to present a newly developed single conical coupling fastening/extracting mechanism for the first time on an EMV. Said fastening mechanism comprises a lower threaded male bolt on one end that when applied, tightly secures the male conical end to the female conical end, and above said threaded male bolt is a mid part with larger diameter cylindrical head comprising a hinged u-shaped lever that pivots on two bushings and acts as a lever for tightening and loosening said male bolt, and when lying flat on the floor deck also ensures the bolt cannot loosen as it would stop when coming in contact with the curved support member should it loosen. Above the said mid part, is the extractor mechanism which comprises another threaded male bolt that has a larger diameter than the lower male bolt yet comprising a smaller diameter than the mid part and fits the internal threads of the female conical end. When said fastening/extracting mechanism is turned upside down, inserted into the internal threads of the conical female mechanism, and tightened, the larger diameter of the extractor end covers the fastening ends internal threads and pushes down on the surface of the male conical end releasing the said connecting mechanism.
In yet another related embodiment, it is presented here system that allows for the front end assembly to stand freely upright leaving the users hands free to manipulate the rear chassis into coupling position while standing upright rather than in a dangerous bent over stance. The system presented hear is the telescopic tripod mechanism but can also be accomplished with a centered folding kickstand to form the tripod.
In yet another related embodiment, it is presented hear a newly developed controller box design that allows the controller to be flush mounted to the steering fork and comprises a controller mounted inside a rectangular box that has a rabbet joint edge which correspondingly mounts to the inside steering fork which comprises a recessed flat mounting surface to accept the rabbet joint shaped controller box.
It is also another objective of this invention to present in its preferred embodiment, a versatile standing, sitting, or combination thereof EMV, whereas the easily removable seat and seat post is placed far enough back on the floor deck to allow standing or sitting without the need to adjust or remove the seat. In addition, the seat post is easily removed without tools should the driver wish to remove it for extra floor space or to make room to for storage or to transport in another vehicle.
A further objective of this new invention is to present a highly maneuverable vehicle that can be used indoors or outdoors, able to fit through a standard size doorway, that has a range of speed and frame strength to not only attract persons with walking disabilities, but attract those who will desire to use it for leisure, or commercial/industrial purposes.
In Conclusion, it is presented here an electric mobility vehicle with all combined features no other EMV had presented making it novel, useful, and desirable for the populations described herein.
It should be noted that after viewing the prior art, many are written in such a way as to just secure a patent and does not present a commercially viable or desirable invention which in itself is a waste of time. To differentiate themselves to patent, some prior art limited segments of the populations, some say standing only, some say sitting only, some will never be put to market because it is not practical, and some are not designed with thought of appearance. Why is it that an EMV must be designed solely to cater to the walking impaired, or towards recreation populations, or to industrial uses? If disabled people can safely use and ride on the same platform as people who use it for recreation, why would they want to stigmatize themselves to an EMV that is made just for the disabled? Why does an EMV designed for industrial uses need to be large heavy and bulky to be used in warehouses, for security, etc. Due to the fact that this novel and useful invention is designed to encompasses all three populations, it is not only more commercially viable, but it has a better chance at success in the market.
Thus, the numerous novel features and characteristics of the new invention presented here and combined together, and which are explained more broadly below, make a significant change and improvement in the currently known EMV's for the groups of populations described herein.
Moving forward, with all features combined, this invention comprises two major parts and two minor parts.
The first major part is the front half of the EMV or the front wheel assembly comprising a steering handle mounted on a steering column. The steering handle comprising left and right handle grips, comprising a twist throttle with a forward and reverse button on one handle side to regulate speed and direction of the EMV by sending a signal via electrical wire to a central instrument junction box, which in turn connects to a controller unit—the controller which is interconnected with the battery pack, will send the proper amount of electricity or polarity for direction to the motor from the battery pack—comprising on one handle, a usb charge port which allows users to charge phones, tablets etc. and is connected to the central instrument junction box to where it is interconnected with an inverter and the battery pack—comprising a hand brake mounted on one handle side opposite the twist throttle and connected to brakes at the motor via a brake cable—comprising a horn button on the same side of handle as the hand brake and electrically connected to the central instrument junction box, comprising a central instrument junction box mounted on the center top of the steering handle and said instrument comprises a key ignition, LED headlights, a horn, a display to show the status of the batteries, status of the ignition, and warning lights.
Moving down, the steering handle which may be telescopically adjusted, slides into the steering column folding structure and is secured in the desired height with the use of an eccentric clamp. The said folding structure comprises an eccentric clamp at the top of said structure to clamp the handle bars, a pivoting hinge with a locking clamp lever at the bottom of the structure and is semi permanently mounted to the lower steering column which allows the handle bars to fold. Though not a new idea, a folding handlebar is the first part of making an EMV easily storable or transported in a vehicle. A person simply unlocks the pivot hinge clamp and folds the steering column with handlebars down-now the EMV will fit in most hatch backs and SUV vehicles plus it can be stored in tighter areas such as under shelves in a garage. This feature alone is all that some users will need but by itself limits other users who need and want even more versatile transportation.
As part of the lower steering column, is a rear and downward facing hollow curved support frame member that extends towards the ground and comprises an opening to run power wires from the controller unit through the curved support member to the battery. A wheel support fork assembly extending downward from the steering column tube comprising left and right legs comprising a notched rabbet type joint on one leg comprising a controller box with corresponding rabbet type joint so that the controller box mounts flush to the fork leg between the wheel and the fork leg. The controller box comprises a processor to control the EMVs functions, an electrical connector at the top of the controller box connecting the wires from said instrument junction box and connecting to the battery pack, a bottom connector connecting power and signals to the motor. The rabbet joint controller to rabbet joint fork leg is an important invention for EMVs for a number of reasons. First, easy assemble and break down. It is important to note that for an EMV to truly be quick and easy to take apart, the fewer the wires and connections from the front half of the EMV and the rear half the better. Most of the prior art shows controllers and other electrical and mechanical parts stored in the back half of the EMV requiring numerous parts to disconnect and making it a slow process. Most prior art that show its' components located on the front major half, chose to use clunky, non marketable ways to integrate those components. Second, diagnostic and repair—because the controller (like most of the other components on the front assembly) is mounted so visibly, it is easy to test and replace without taking apart the whole EMV. Third, the rabbet joint controller mounts seamlessly using what was otherwise wasted space and blends in with no unsightly boxes or mounting structures. In its preferred embodiment, the controller will have a two speed limiter button to limit top speed to 8 mph in one setting or up to 16 mph in full speed setting so those who require speed limitations have that choice. Now continuing past the controller to the bottom of the fork legs the left and right legs comprise brackets to accept the left and right axles of the electric hub motor wheel and tire.
Continuing with the summarization of the front major part presented here, referring to the lower end of the curved frame support member, in the preferred embodiment, the special telescopic tripod stand mechanism is applied to further allow users to easily connect the front major part of the EMV to the back major part and comprises vertical tubes mounted on the corresponding left and right bottom of the curved support frame member. Each tube comprises a threaded horizontal hole in which a wing screw may be screwed in to secure left and right “L” shaped telescopic legs that fit through each corresponding tube. The telescopic tripod stand addresses problems with the prior art. The problem with assembly and break down of an EMV is the ability to easily line up the connecting pieces. Typically, the user must lift one section of the EMV with one hand and then lift another section with the other hand and manually align the components to fit. Depending on the size, shape, and means of connection, this can be time consuming, clumsy, and possibly an impossible feat for the user and can even cause injuries as the user may need to bend or contort to strange positions in order to complete the connection process. Probably used for the first time on an EMV, the telescopic tripod mechanism allows the user to quickly and easily stand the front major part of the invention presented here to a correct and stable height so as the rear major part may be effortlessly connected to the front major part.
In yet another embodiment, of the invention, though not preferred, the telescopic tripod mechanism is not used and the user must align the front wheel assembly with the rear chassis assembly using one hand to hold the front while using the second hand to align the chassis.
The final component of the front major part is the special three part conical male to female coupling mechanism assembly. In the preferred embodiment, the special three part conical male to female coupling mechanism is applied to connect the two major parts of the invention into a complete vehicle. The first two components are part of the front major part and the third component is part of the back major part of the invention. The first part of the assembly comprises a sturdy hollow metal beam that is attached to the bottom of the curved frame support member facing towards the back of the EMV and at the opposite end of said beam, the second part comprises an upward facing conical male end comprising a vertical threaded hole through the center of said conical male end, comprising left and right alignment pins that are at the base and are horizontal and perpendicular to the curved frame. In its preferred embodiment, the conical male end will have left and right chamfered sides in its architecture but my be substituted with a less complicated circular cone along with alignment pins. The hollow metal beam allows the battery wires to safely travel from the battery pack, through the hollow beam and up through the hollow curved support frame member. The third part will be described in the second major part.
The second major part of the EMV presented here is the back of the vehicle which is the rear chassis assembly in which the user stands or sits while driving it. The chassis comprises a metal rectangular frame constructed of square or round tubing with three cross members. The first two cross members, besides providing strength and rigidity, are spaced apart as to allow a removable battery pack (minor part 1 to be discussed later) to fit flush to the top of the frame and recessed under the frame and in which a metal strap basket houses the removable battery pack. The second and third cross members are spaced apart to allow a seat post (minor part 2 to be discussed later) mounting bracket to be placed in the center rear of the chassis assembly comprising a rectangular plate with four threaded holes placed at the four corners of the plate and comprising a cylindrical female receiving tube in the center of the rectangular plate.
An axle is mounted under and towards the rear of the chassis whereby respective left and right wheels are mounted. Accordingly, the platform that the user stands on comprises a plastic injection molded deck that is attached to the frame with screws, covers the frame chassis, comprising mud guard fenders over the rear wheels, a rectangular opening over the battery pack housing allowing the battery pack to be removed, a rectangular opening to allow a seat post to be installed and removed, and a circular opening at the center front to allow for the fastening of the conical male female connecting mechanism. On top of the plastic deck comprises a durable, slip resistant, removable rubber floor mat on which the user will stand or rest his/her feet. Like the plastic deck, the rubber floor mat comprises respective openings for the seat post and for fastening of the conical male female mechanism but covers the battery pack. In the preferred embodiment, the rubber floor mat will have a slit between the back of the mat and the seat post hole so as the whole mat need not be removed when removing or installing the seat post.
To complete the rear chassis assembly frame, the third component of the conical male female connecting mechanism, is part of the frame and is centered and flush to the top front of the frame comprising a downward facing female receiving end that mates exactly to the second component—the upward facing male end and comprising a threaded opening with a larger diameter than the upward male ends internal threads.
Referring now to the conical male female connecting mechanism—this mechanism is an integral part to fully complete the invention presented here. Connecting frame structures together is not a new concept, but the means and devices to which they are connected are. Let us walk through the assembly of Major part 1 (front wheel assembly) to Major part 2 (rear chassis assembly). In the preferred embodiment, the user simply drops the two legs of the telescopic tripod mechanism by loosening the two wing screws—the legs drop to the ground and may be adjusted for optimum balance and then the wing screws are tightened. Major part 1 is now standing by itself at the perfect height to allow the upward facing male conical end to receive the downward facing female component of Major part 2. The user now easily lines up the rear chassis assembly to the front wheel assembly, tilts the rear chassis back so that the female end of the conical mechanism is over the top of the male end and easily slips over the male end forming a super strong and tight connection. Though the rear chassis can be set in place by lifting the connecting end and lowering it onto the upward facing male end with one hand and does not require the seat post to be installed, in the preferred embodiment, the user tilts the chassis back by grasping the seat, places a foot on the back of the floor deck and pivots the rear chassis back using the rear wheels as the pivot point—this requires no bending over and makes it much safer and easier for people who have disabilities, are older, or are frail. What is so novel and revolutionary about this mechanism is that unlike the prior art, the male and female ends are cone shaped, that means connecting the male to the female does not require the two ends to be perfectly vertically aligned when trying to connect unlike any of the prior art. Due to the cone shape, the user simply needs to place the female end in the general vicinity over the male end and lower—the two surfaces will automatically align themselves due to its architecture. In addition, unlike the prior art, because this architecture is so perfect, there is no room for movement or rocking in the joint. As a matter of fact, once connected, the weight of the user standing on the floor deck locks the mechanism so tightly, that the special fastening bolt (which we will discuss later) does not even need to be tightened to hold male and female together.
Because the invention presented here is designed to be simple and easy to use, no tools are required to assemble or reassemble it. Referring back to the conical male female connecting mechanism, once the male and female are connected, they are secured together with the special dual purpose fasten/extractor bolt comprising a threaded lower end that fits into the upward facing male conical internal threads, comprising a larger diameter round head above said threaded bolt that secures the male and female together, a pivoting lever used to tighten and loosen said bolt and lies flat on the floor deck during use. The pivoting lever also acts as a safety while lying flat because in the event the securing bolt may loosen, the pivot lever can go no further than the curved support member ensuring complete safety. And though it may never be used, the fasten/extractor bolt comprises an opposite end threaded bolt which is wider than the securing bolt, yet narrower than bolts round head and fits the threads on the top of the female conical receivers threaded top. The invention presented here has been thought out so well, that anticipated issues over time are addressed making it a truly novel EMV. Over time, any secured joint that is exposed to the elements will become victim of dirt, corrosion, rust, etc. The special conical male female connection mechanism in normal operation disconnects as easy as it connects—unscrew the fasten/extractor bolt, tilt rear chassis up and done. But in the event the joint becomes stuck from lack of use, dirt corrosion, rust etc. the user simply flips the special fasten/extractor bolt over and uses the extractor threaded side. The extractor threads fit the conical female receiver—the extractor bolt is wider than the upward facing conical male internal threads thus, as the extractor is tightened, it presses down on the top of the male end breaks loose the male from the female without needing any tools to hammer it out and risking damage to the threaded areas.
Referring to minor part 2 (seat post and seat) and continuing with the idea of no tools required and easy transport, the seat post comprises a tubular shaft comprising an eccentric clamp at the top, comprising a rectangular face plate with holes for hand screws at each corner and located approximately 2 inches from the bottom of the shaft. The rectangular face plate respectively fits over the rectangular seat post bracket and the remaining 2 inches of tubular pipe slides into the receiving hole in the center of the seat post mounting bracket. A seat with a downward facing tubular post will fit inside the top of the seat post and is secured with the eccentric clamp. Height of the seat can be adjusted by inserting removable pins in holes in the seat post that would correspond to holes in the downward post of the seat. In the invention presented here, the seat and seat post are easily removed—because the bottom of the seat post fits securely into the recessed frame and it can be used without fasteners and for those who prefer extra tightness, or to keep the seat post from lifting out, the seat post may be fastened using screws with finger grip heads requiring no tools. Depending on how the user mounts the post, the post can be removed as quickly as 1 second or with finger screws, around 15 seconds. The seat post is tall enough and specifically centered sufficiently back so as the user may stand or sit comfortably without needing to remove the post nor needing bulky and complicated folding seat post mechanisms which is impractical and unsightly. Accordingly, in the preferred embodiment, the seat post will be installed and allows the user the flexibility and choice of whether to stand, sit, or a combination thereof and which does not limit groups of populations that the prior art with stand only or sit only EMV's focus on.
Referring now to minor part 1 (removeable battery pack). The removable battery pack comprises a plastic housing, comprising a rubber top to cover the batteries, comprising two electrical connectors—one connector to supply power from the battery to Major part 1, the other connector to function as the charge port, and comprising a strap over the top of said battery pack in which the user may easily remove said battery pack from the EMV with one hand. In the preferred embodiment, an additional charge port is mounted on the floor deck, then wired and connected to the charge port of the battery pack. It should be noted that depending on the needs and requirements of the user, the choice of batteries placed in the battery pack housing may vary in weight and power density. Between lithium and lead acid batteries, the battery pack can weigh as little as 10 lbs or as much as 38 lbs allowing almost anyone no matter how weak or strong to remove the pack. In any event, should the user desire to transport the invention presented here, and deems major part 2 is too heavy to lift, the user simply, unplugs the power line from the battery pack, lifts the rubber mat up, grasps the battery pack strap, and removes it. The process takes less than 10 seconds and reducing the weight of said Major part 2 by 10-38 lbs. Besides reducing the weight for transport, an easily removable battery pack also allows users to charge the pack outside the EMV which is a big plus for all users providing them flexibility where to charge. In addition, users have the option to have additional battery packs charging ready to swap out a depleted battery pack in seconds. This reduces any downtime to wait for a battery pack to be charged which is a huge plus for all populations focused on here but especially for industrial, and scooter rental purposes. It should be noted, that the battery pack is designed to be hidden under the floor deck. This is for a couple of reasons:
The new and improved invention presented here (
Moving downward from handlebar assembly 10, the steering column folding structure 7 comprises eccentric clamp 8 at the top that allows for height adjustment of handlebar assembly 10, comprising a hollow tube, comprising a hinged folding mechanism 6 to allow handlebar assembly 10 to easily fold downward.
Folding structure 7 which includes both eccentric clamp 8 and hinged folding mechanism 6, connects to the lower steering column and fork assembly 2a and 2b respectively. Moving down fork 2a comprises a rabbet joint in the fork that mates flush, and seen more clearly in
Referring back to curved frame support member 18 mentioned earlier, the upper portion of said member, vertically attached to the steering column frame, curves downward, and at its base, comprises the telescopic tripod stand system seen in
Following from the base of curved support member 18, comprises rear facing hollow support beam 32, comprising special upward facing male conical connector end 31 and best seen in
Continuing to the lower rear portion of the presented invention,
Note that as extensive as the summary and description have been, it must be taken as an example only and that the embodiments are simply illustrated of the main principles of the invention, thus they do not limit the process presented herein, since numerous additional modifications, changes, and additions may be made by skilled persons in the area of art, within the category of said principles, and which will embody those principles, falling within the spirit, concept, and scope of this invention.
The current application claims priority to prior filed application EFS ID. 28071489, application No. 62/446,691. Filed on Jan. 16, 2016.
