WHEELED LUGGAGE ITEM WITH INTEGRATED PERSONAL MOBILITY CAPABILITY

A wheeled luggage item includes a base defining an interior cavity, and a liner structured to partition the interior cavity into a first portion and a second portion physically isolated from the first portion. Personal luggage items may be stored in the cavity first portion. First and second wheels are rotatably coupled to the base so as to be movable between stowed positions in the cavity second portion and deployed positions outside the base, to enable a riding mode of the luggage item. Steering levers are rotatably deployable to operably connect to the first wheel, enabling the first wheel to be steered by a user riding the luggage item in the riding mode. To propel the luggage item in the riding mode, a battery in the interior cavity may power an in-wheel motor operably connected to the second wheel.

TECHNICAL FIELD

The embodiments disclosed herein relate to items of luggage and, more particularly, to a wheeled luggage item convertible into a personal mobility device.

BACKGROUND

It is well-known to incorporate wheels into suitcases and other luggage items to facilitate movement of the luggage by users. However, under certain travel conditions, and due to age, fatigue and/or other infirmities, it may prove difficult for a user to roll a luggage item over a required distance.

SUMMARY

In one aspect of the embodiments described herein, a wheeled luggage item is provided. The luggage item includes a base defining an interior cavity, and a liner structured to partition the interior cavity into a first portion and a second portion physically isolated from the first portion. A wheel is rotatably coupled to the base so as to be movable between a stowed position in the cavity second portion and a deployed position outside the cavity second portion.

In another aspect of the embodiments described herein, a wheeled luggage item is provided. The luggage item includes a base and a steerable wheel rotatably coupled to the base so as to be movable between a stowed position and a deployed position. First and second steering levers are rotatably coupled to the base. The first and second steering levers are also operably connected to the wheel so as to enable steering of the wheel by simultaneous rotation of the first steering lever in one of a first rotational direction and a second rotational direction opposite the first rotational direction, and by rotation of the second steering lever in the other one of the first rotational direction and the second rotational direction, when the wheel is in the deployed position.

In yet another aspect of the embodiments described herein, a wheeled luggage item is provided. The luggage item includes a base defining an interior cavity, and a steerable wheel rotatably coupled to the base so as to be movable between a stowed position and a deployed position. First and second steering levers are rotatably coupled to the base. A gear set is operably connected to the first and second steering levers. A torque transfer member is operably connected to the gear set so that simultaneous rotation of the first steering lever in one of a first rotational direction and a second rotational direction opposite the first rotational direction, and of the second steering lever in the other one of the first rotational direction and the second rotational direction, causes rotation of the torque transfer member in an associated torque direction. The luggage item also includes a first steering cable and a second steering cable operably connected to the torque transfer member and to the wheel, so that rotation of the torque transfer member in the associated torque direction causes the wheel to turn in an associated direction when the wheel is in the deployed position.

DETAILED DESCRIPTION

This disclosure relates to a wheeled luggage item that is convertible by a user to either of a transport mode and a riding mode. In the transport mode, a handle of the luggage item may be grasped by a user to roll the luggage item along a ground surface, in the manner of a conventional rollable suitcase. In the riding mode, the luggage item is self-powered and configured to be driven by a user seated on the luggage item. The luggage item includes a base defining an interior cavity, and a liner structured to partition the interior cavity into a first portion and a second portion physically isolated from the first portion. Personal luggage items may be stored in the cavity first portion. First and second wheels are rotatably coupled to the base so as to be movable between stowed positions in the cavity second portion and deployed positions outside the base, to enable a riding mode of the luggage item. Steering levers are rotatably deployable to operably connect to the first wheel, enabling the first wheel to be steered by a user riding the luggage item in the riding mode. To propel the luggage item in the riding mode, a battery in the interior cavity may power an in-wheel motor operably connected to the second wheel. When not in use, the steering levers may be rotated into cavities formed in the base, so that the space occupied by the luggage item conforms to an allowable space envelope of a carry-on suitcase for commercial airline flights.

FIGS.1A and1Bare schematic perspective views of a wheeled luggage item20in accordance with embodiments described herein.FIG.1Ashows the wheeled luggage item20in a transport mode in which the luggage item may be manually rolled along a ground surface in the manner of a conventional suitcase or other piece of luggage. In one or more arrangements, the wheeled luggage item20may be structured to fit inside an allowable space envelope (e.g., 22 inches×14 inches×9 inches) of a carry-on suitcase for commercial airline flights, when the luggage item is in the transport mode. The wheeled luggage item20may be provided with a retractable handle20zand conventional luggage rollers or wheels20y(FIG.1B) to facilitate movement of the luggage item by a user when the luggage item is in the transport mode.FIG.1Bshows the wheeled luggage item20with the handle20zdeployed for transport.

FIG.2is another schematic perspective view of the wheeled luggage item20, showing the luggage item in a riding mode. In the riding mode, the wheeled luggage item20may be self-propelled and manually guidable using a steering mechanism to enable a user to sit on the luggage item and use it as a mode of personal transportation.FIG.2Ais a front view of the wheeled luggage item20inFIG.2. In the embodiments described herein, the wheeled luggage item20is structured to be manually convertible between the transport mode and the riding mode, according to the needs of a user.

As used herein, elements are “rotationally connected” and “rotationally connectible” to each other when they are connected so as to rotate together, in conjunction with each other. Elements are “detachably rotationally connected” when the rotational connection between the elements may be disabled or interrupted by certain operations on the wheeled luggage item (e.g., rotation of the securement lever94to a first position to enable free rotation of the steering levers30a.30b, or sliding contact between coupling members and associated gear blocks responsive to application of excessive steering torque to the steering levers, as described herein). Elements are “rotatably coupled” to each other when they are operably connected so that they are rotatable with respect to each other (i.e., rotatable individually or separately) or such that one of the elements is rotatable with respect to another element. In addition, the term “operably connected,” as used throughout this description, can include direct or indirect connections, including connections without direct physical contact.

Referring toFIGS.1A-4, in one or more arrangements, the wheeled luggage item20may include a base22. The base22may include interconnected walls forming a flat first edge22adefining a first plane P1, a flat second edge22bextending from the first edge22a, a flat third edge22cextending opposite the first edge22a, and a flat fourth edge22dextending from the first edge22atoward the third edge and defining a second plane P2. A first beveled edge22emay connect the third edge22cwith the fourth edge22d, and a second beveled edge22fmay connect the second edge22bwith the third edge22c.

As seen inFIG.4, a portion of the first edge22amay define a seating surface for a user when the wheeled luggage item20is in the riding mode. In addition, the first edge22amay be structured to form a top or uppermost edge of the wheeled luggage item20. The second edge22bmay be structured to form a forward or front edge of the wheeled luggage item20and the fourth edge22dmay be structured to form a rear edge of the wheeled luggage item20when the wheeled luggage item20is in the riding mode. The third edge22cmay be structured to form a lowermost or bottom edge of the base22when the wheeled luggage item20is in the riding mode.

Referring toFIGS.1A-4, the wheeled luggage item20may include a seat structure24having a first portion24aand a second portion24bextending from the first portion. The seat structure24may be operably connected to the base22so as to be rotatable relative to the base22between a first (stowed) orientation (shown inFIGS.1A,1B and4) and a second (raised) orientation (shown inFIGS.2and3). The first portion24amay form a seating surface positioned at a first height H1above a ground surface GS1when the seat structure24is in the first orientation and the wheeled luggage item20is in the riding mode. Also, the second portion24bmay form a seating surface positioned at a second height H2above the ground surface GS1when seat structure24is in the second orientation and the wheeled luggage item20is in the riding mode, with the second height H2being greater than the first height H1. The seat structure24may be rotated to the raised orientation ofFIGS.2and3for relatively taller users. A releasable locking mechanism (not shown) may be provided to maintain the seat structure24in the second orientation when raised. When the seat structure24is in the stowed orientation, the first portion24amay extend along the base first edge22aso as to be coplanar of flush with the first edge along plane P1, and the second portion24bmay extend along a portion of the base fourth edge22dand coplanar or flush with a plane P2of the fourth edge22d. One or more cushions may extend along the seat structure first and second portions24aand24bfor the comfort of the rider. In some arrangements, a gusset24cmay extend between the first and second portions24a.24bto help support the seating surface S2when the seat structure is raised.

The base22may also include a first face22gand a second face22hextending opposite the first face22g. First face22gmay extend between base edges22a-22fto connect the edges along respective first sides of the base edges. Similarly, second face22hmay extend between base edges22a-22fto connect the edges along respective second sides of the base edges.

A first steering lever receptacle22smay be formed extending between the first edge22aand the first face22g. First steering lever receptacle22smay be structured to receive therein a first steering lever30a(described in greater detail below) when the first steering lever30ais rotated to a stowed orientation of the first steering lever (shown inFIG.1). Similarly, a second steering lever receptacle22tmay be formed extending between the first edge22aand the second face22h. Second steering lever receptacle22tmay be structured to receive therein a second steering lever30b(described in greater detail below) when the second steering lever30bis rotated to a stowed orientation of the second steering lever (shown inFIGS.1A-1B).

Referring toFIGS.1-5, in combination, the base edges22a-22fand the first and second faces22g.22hmay define an interior cavity22jof the base22. The interior cavity22jmay be structured for receiving and/or storing therein elements such as luggage to be transported in the base and other portions of the wheeled luggage item20. A liner23may be structured to partition the interior cavity22jinto a first portion22kand a second portion22madjacent but physically isolated from the first portion22kso as to prevent objects from moving between the first portion22kand second portion22m. The liner23may be formed from a molded polymer, for example. As seen inFIG.5, outer edges23aof the liner23may abut or reside adjacent walls of the base22forming the edges22a-22fof the base22, to make maximum use of the space inside the base22for storage.

The interior cavity first portion22kmay form a receptacle structured for storing luggage and other items for transportation by a user. Access to the interior cavity first portion22kmay be via an opening22nformed along the first face22g. The opening22nmay be closed by a door22w(FIG.2) operably connected to the base first face22g. The door22wmay be connected to the base22so as to be rotatable with respect to the remainder of the base22or otherwise movable away from the opening22nso as to open and enable user access to the contents of interior cavity first portion22k. The door22wmay have a relatively soft, flexible structure or a relatively hard, firm structure. The door22wmay be securable in a closed position along the first face22gto maintain the luggage items inside the interior cavity first portion22kduring movement of the wheeled luggage item20. For example, the door22wmay be securable in the closed position using a zipper, a latch, or any other suitable mechanism. In particular arrangements, the door22wmay have a pocket (not shown) (for example, a sleeve for storing and transporting a laptop computer99) mounted on a portion of the door22wfacing the interior cavity first portion22k.

The interior cavity second portion22mmay be structured to form a wheel receptacle for receiving therein first and second wheels40,42(described in greater detail below) of the wheeled luggage item20. Wheels40,42may be structured to be deployable from the interior cavity second portion22mas described herein, to enable a user to ride the wheeled luggage item20in the riding mode.

Referring toFIG.2A, a pair of foot pegs20pmay be rotatably mounted to the base22along faces22gand22h. The foot pegs20pmay be rotatably extended to support a user's feet in the riding mode and rotated to reside inside associated foot peg cavities formed in the faces22g.22h.

Referring toFIG.5, a wheel hinge pin sleeve receptacle22rmay be formed in the base interior cavity22jalong the second beveled edge22f. Receptacle22rmay be structured to receive therein a hinge pin sleeve60sof a wheel mounting bracket60(described in greater detail below), to enable rotatable coupling of the wheel mounting bracket to the base22via a hinge pin61extending through the sleeve60s. Each end of the hinge pin61may then be secured to an associated portion of the base22inside the base interior cavity22j. The wheel mounting bracket60and an attached first, steerable wheel40may then rotate into (and out of) the interior cavity second portion22mfor stowage and deployment.

Referring toFIG.5, a steering cable passage22pmay be formed inside the base interior cavity22jso as to extend along base second edge22b. Steering cable passage22pmay be structured to receive therein a pair of steering cables70a,70b(described in greater detail herein) operably connecting the steering levers30aand30bto the first wheel40supported by the wheel mounting bracket60. The steering cable passage22pmay be structured to guide and protect the steering cables70a,70bextending through the passage.

Referring toFIGS.1D and5A, elements of a brake40bmay be incorporated into the first wheel40and the mounting bracket60. In one or more arrangements, the brake40bmay be a conventional hydraulic disc brake or another type of mechanical brake. In particular arrangements, the brake may include an actuator40m(e.g., a servomotor) and a brake master cylinder40cconnected to a caliper40nby a hose40yand operable to pressurize the caliper40nto engage the first wheel40, to slow and stop forward motion of the luggage item20. The actuator40mmay be operably connected to the luggage item control module213(described in greater detail below) to receive control signals from the control module213.

Referring toFIG.6, a support frame22zmay extend along base third edge22cwithin the interior cavity22jto enable rotatable coupling of the first and second wheels40,42to the base22. Mounting brackets60,160supporting the first and second wheels40,42, respectively, may be rotatably mounted to the support frame22zby associated first and second rotatable coupling mechanisms (not shown) so as to enable stowage and deployment of the first and second wheels40,42from the interior cavity second portion22mas described herein.

Referring again toFIG.5, wheel mounting bracket60may be rotatably coupled to the frame22zby hinge pin61for rotatably supporting first wheel40thereon. The wheel mounting bracket60and wheel40may be structured to be securable in a first (stowed) orientation in which the first wheel40rotatably coupled to the mounting bracket60is received (and maintained) in the base interior cavity second portion22m. The wheel mounting bracket60and wheel40may also be structured to be securable in a second (deployed) orientation in which the first wheel40rotatably coupled to the mounting bracket60is maintained in a deployed position of the first wheel40. A locking mechanism (not shown) may be operably connected to the mounting bracket60for securing the mounting bracket in the deployed orientation to support the deployed first wheel40. As seen inFIGS.3and4, the wheel mounting bracket may60be rotatably coupled to the base22so as to support the first wheel40so that first wheel extends below a lowermost portion of the base22(in this case, the third edge22cof the base) when the first wheel40is locked in a deployed position and in contact with the ground surface GS1.

Referring toFIG.5, the wheel mounting bracket60may have a first end60arotatably coupled to the base22. The hinge pin sleeve60s(previously described) may be located proximate bracket first end60aand structured to receive the hinge pin61therein, for rotatably securing the wheel mounting bracket60to the base22. The hinge pin sleeve60smay have a first open end60s-1, a second open end60s-2opposite the first open end60s-1, and a body portion60s-3extending between the first and second ends. The body portion60s-3may be structured to enable portions of the steering cables70a,70bto be routed therethrough. In addition, an opening60s-4may be formed in body portion60s-3to enable steering cables70a,70bentering the sleeve60sat first end60s-1to exit the sleeve60salong the body portion60s-3.

The wheel mounting bracket60may also have a second end60b(i.e., a wheel support end) opposite the first end60a. As seen inFIG.5, a steering knuckle74may be incorporated into the wheel mounting bracket second end60b. A hub40hof the first wheel40may be rotatably coupled to the steering knuckle74in a known manner by a kingpin40p, so that the first wheel hub40hand first wheel40are rotatable about a kingpin axis40xof the kingpin40p. Rotation of the first wheel40about the kingpin axis40xchanges the direction in which the wheel40is pointing to effect steering of the wheeled luggage item20by a user, in the manner described herein.

As seen inFIGS.5,6and7, the wheel mounting bracket60may also include an outwardly extending body portion60cstructured to extend from the mounting bracket second end60bin a direction away from a fore-aft plane P9(FIG.7) of the base22when the mounting bracket60supports the wheel40in the deployed position of the wheel. As seen inFIG.2A, considering the wheeled luggage item20to be a vehicle when it is in the riding mode and the base22to be analogous to a body of the vehicle, the fore-aft plane P9of the base22may be a vertical plane extending through a fore-aft axis of the base22when the base is positioned in the riding mode. Referring again toFIGS.5-7, an inwardly extending portion60eof the mounting bracket60may be structured to extend from an end60dof the outwardly extending body portion60cin a direction toward the fore-aft plane P9of the base22when the mounting bracket60supports the wheel40in the deployed position of the wheel. The outwardly extending body portion60cand the inwardly extending portion60emay combine combining to define a cavity60ftherebetween. Referring toFIG.7, the cavity60fmay be structured to receive a portion of the wheel40therein as the wheel turns in a direction S2, as described in greater detail below.

Referring toFIGS.5and7, in particular arrangements, the mounting bracket60may have a two-piece structure formed by combining an outer bracket member62and the inner bracket member63. The outer bracket member62and the inner bracket member63may be bolted or otherwise secured together. In such arrangements, the outer bracket member62may have an associated first end62aand a second end62bopposite the first end. The first end62amay incorporate hinge pin sleeve60stherealong. The outer bracket member62may have a basic structure similar to that previously described with respect to the overall mounting bracket60. That is, the outer bracket member62may have an outwardly extending body62cportion structured to extend from the outer bracket member second end62bin a direction away from a fore-aft plane P9of the base22when the mounting bracket60supports the first wheel40in the deployed position of the first wheel. The outer bracket member62may also have an inwardly extending body portion62estructured to extend from an end62dof the outwardly extending body portion62cin a direction toward the fore-aft plane P9and outer bracket member first end63awhen the mounting bracket60supports the first wheel40in the deployed position of the wheel.

In two-piece arrangements, the inner bracket member63may also have an associated first end63aand second end63bopposite the first end63a. The inner bracket member63may also have a basic structure similar to that previously described with respect to the overall mounting bracket60. That is, the inner bracket member63may have outwardly extending portion63cstructured to conform to an inner surface of the outer bracket member outwardly extending portion62c. The inner bracket member63may also have an inwardly extending portion63estructured to extend from an end63dof the outwardly extending portion63cin a direction toward the toward the fore-aft plane P9of the base when the mounting bracket60supports the first wheel40in the deployed position of the wheel, thereby conforming to the inwardly extending portion62eof the outer bracket member62for attachment thereto. The outwardly extending portion63cand the inwardly extending portion63eof the inner bracket member63may combine to define the cavity60ftherebetween.

Referring toFIGS.5and7, the inner bracket member63may also include a first passage formed63ptherealong and structured to receive a portion of first steering cable70atherein. The inner bracket member63may also include a second passage63rformed therealong and structured to receive a portion of second steering cable70btherein. When the outer bracket member63is secured to the inner bracket member62to form the mounting bracket60, the portions of the steering cables70a.70bextending along the passages63p,63rmay be secured between the outer and inner bracket members62,63. Thus, the passages63p,63rmay aid in guiding the steering cables70a,70bfrom the torque transfer member65(described below) to respective connection locations on the first wheel hub40h. In some arrangements, the locking mechanism for securing the mounting bracket60in the deployed orientation may be incorporated into (or operably connected to) the inner bracket member63. Using the mounting bracket60, wheel40may be rotatably coupled to the base22so as to be movable between the stowed position in the cavity second portion22mand a deployed position outside the cavity second portion.

Referring toFIGS.5and7, the first, steerable wheel40may be rotatably coupled to the base22so as to be movable between a stowed position and a deployed position. In one or more arrangements, the first wheel40is rotatably coupled to the base22by rotatably coupling the wheel to the mounting bracket second end60b. The first wheel40may include a tire40aand a wheel hub40hsupporting the tire. An end of first steering cable70amay exit its associated mounting bracket passage63pfor connection to hub40halong a first side T1of the hub. Also, an end of second steering cable70bmay exit its associated mounting bracket passage63rfor connection to hub40halong a second side T2of the hub40hopposite the first side of the hub. In a manner described herein, operable connection of first steering cable70ato the first side T1of the wheel hub40henables application of a force to the first cable70aby rotation of the torque transfer member65(described below) to turn the wheel40in a first direction S1about the kingpin axis40x. Also, operable connection of second steering cable70bto the second side T2of the wheel hub40henables application of a force to the second cable70bby rotation of the torque transfer member65in an opposite direction to turn the wheel40in a second direction S2about the kingpin axis40x, opposite the first direction S1. In one or more arrangements, the first wheel40may be rotatably coupled to the mounting bracket second end60balong a single side of the wheel40, as shown inFIGS.5and7.

Referring toFIGS.8-10C, the wheeled luggage item20may be provided with a steering mechanism to enable a user seated on the wheeled luggage item to steer the item using the first and second steering levers30a,30b. Steering lever30amay have a steering handle30hsuitable for grasping by a right hand of a user during riding. Steering lever30bmay have a steering handle30jsuitable for grasping by a left hand of the user during riding.

In one or more arrangements, one of steering handles (e.g., steering handle30hin the embodiment shown) may be embodied as a twist grip structured to be manually rotatable while the user is riding the luggage item in the riding mode. Referring toFIGS.1D and2B, the twist grip30hmay incorporate (or be operably connected to) and angle sensor30sconfigured to detect an angle that the twist grip is rotated in a first direction R1or a second direction R2opposite the first direction. As seen inFIG.2B, in some arrangements, the first direction R1may be toward a rearward-facing direction of the luggage item in the riding mode, and the second direction R2may be toward a forward-facing direction of the luggage item in the riding mode. As described herein, the luggage item20may be configured so that rotation of the twist grip30hin the first direction R1controls operation of the second wheel motor42xto propel the luggage item forward. The luggage item20may also be configured so that rotation of the twist grip30hin the second direction R2controls operation of a brake40bmounted in the first (front) wheel40, to slow and halt forward motion of the luggage item. The angle sensor30smay have a wired connection or other operable connection to a control module213(described in greater detail below) mounted in the base interior cavity second portion22m.

In one or more arrangements, the steering mechanism may include a gear carrier72fixedly mounted on a support structure (not shown) located in a portion of the base interior cavity22jexterior of the liner23and interior of a base outer wall forming the base second edge22b. The gear carrier72may have a central opening72aextending therethrough to accommodate passage of a securement shaft76therethrough.

A gear set (generally designated78) may be supported (using bearings, for example) on the gear carrier72so as to enable gears of the gear set to rotate as described herein, within the portion of the base interior cavity22j. The gear set78may be structured to exert forces on the steering cables70a,70bextending through the base22, responsive to rotation of the steering levers30a,30bas described herein.

A first gear block80may be rotatably coupled to gear carrier72using one or more bearings81. The first gear block80may have a central through-opening80ato enable passage of the securement shaft76therethrough. The first gear block80may have a rotational axis X1. The first gear block80may have a first, outwardly-facing side80bwith a first plurality of angularly spaced-apart detent receptacles80cextending along the first side. The detent receptacles80cmay be structured to detachably engage complementary detent projections82aformed on a first coupling member82(described in greater detail below) by receiving each detent projection82abetween a pair of angularly adjacent detent receptacles80c.

A spring-receiving cavity80dmay be formed adjacent the opening80aand extending into the opening from the first side80b. The opening80amay have a shoulder80estructured for supporting a first spring85(such as a coil spring) received therein. The first gear block80may also have a second, inwardly-facing side80fpositioned opposite the first side80b. A first bevel gear80gmay be formed along the first gear block second side80f. The first bevel gear80gmay be structured to meshingly engage multiple pinion gears86rotatably coupled to the gear carrier72, in a manner described herein. Thus, the detent receptacles80cand the first bevel gear80gare rotationally connected.

First spring85may be positioned in spring-receiving cavity80dand may be structured to exert a force urging first coupling member82(described in greater detail below) away from the first gear block80, to disengage detent projections82aof the first coupling member82from associated ones of the first gear block detent receptacles80cwhen a force maintaining the detent projections82ain engagement with the detent receptacles80cis released.

A second gear block87may be rotatably coupled to gear carrier72using one or more bearings88. The second gear block87may have a central through-opening87ato enable passage of the securement shaft76therethrough. The second gear block87may have a rotational axis coaxial with the first gear block rotational axis (i.e., along axis X1). The second gear block87may have a first, outwardly-facing side87bwith a second plurality of angularly spaced-apart detent receptacles87cextending along the first side. The detent receptacles87cmay be structured to detachably engage complementary detent projections89aformed on a second coupling member92(described in greater detail below) by receiving each detent projection89abetween a pair of angularly adjacent detent receptacles87c. A spring-receiving cavity87dmay be formed adjacent the opening87aand extending into the opening from the first side87b. The opening87amay have a shoulder87estructured for supporting a second spring90(such as a coil spring) received therein.

The second gear block87may also have a second, inwardly-facing side positioned opposite the first side87b. A second bevel gear87gmay be formed along the second gear block second side. The second bevel gear87gmay be structured to meshingly engage the multiple pinion gears86rotatably coupled to the gear carrier72, in a manner described herein. Thus, the detent receptacles87cand the second bevel gear87gare rotationally connected.

Second spring90may be positioned in spring-receiving cavity87dand may be structured to exert a force urging a second coupling member92(described in greater detail below) away from the second gear block87, to disengage detent projections89aof the second coupling member92from associated ones of the second gear block detent receptacles87cwhen a force maintaining the detent projections89ain engagement with the detent receptacles87cis released.

The gear set78may also include one or more pinion gears86rotatably coupled to gear carrier72between the first gear block80and the second gear block87. Pinion gears86may be structured to rotatably mesh with the first and second bevel gears80g,87gof the first and second gear blocks80,87during rotation of the steering levers30a,30bas described herein so that all of the pinion gears86are rotatably coupled to each of first and second bevel gears80g,87g. A first one of pinion gears86may be structured to support a torque transfer member65rotationally connected to the first one of pinion gears86. One or more additional pinion gears86may be rotatably coupled to the gear carrier72at locations angularly spaced apart along the gear carrier from the first pinion gear, also to aid in maintaining spacing between the first and second gear blocks80,87.

Referring toFIGS.8and9, torque transfer member65may be rotationally connected to a first one of pinion gears86. In a manner described herein, ends of the first and second steering cables70a,70bmay be attached to the torque transfer member65and opposite ends of the first and second steering cables70a,70bmay be attached to the hub40hof the steerable first wheel40(FIG.7) so that rotation of the torque transfer member65in an associated first torque direction V1causes the steerable wheel40to turn in a first direction S1, and rotation of the torque transfer member65in an associated second torque direction V2opposite the first torque direction V1causes the steerable wheel40to turn in a second direction S2.

Referring again toFIGS.5and7, first and second steering cables70a,70bmay extend downwardly through the base interior cavity22jto enter the hinge pin sleeve60sat open end60s-1. First and second steering cables70a,70bmay exit the hinge pin sleeve60sat the opening60s-4to enter associated ones of the steering cable passages63p,63rformed in the mounting bracket60. Referring toFIG.7, first steering cable70amay be operably connected to a first side T1of the wheel hub40hso as to enable application of a force to the first cable to turn the wheel about the kingpin axis40xin a first direction S1. Second steering cable70bmay be operably connected to the second side T2of the wheel hub40hopposite the first side of the wheel hub, so as to enable application of a force to the second cable70bto turn the wheel40about the kingpin axis in a second direction S2opposite the first direction S1.

Referring toFIGS.8-10B, a first coupling member82may have a passage82pextending therethrough to accommodate a portion of the securement shaft76. First coupling member82may have a first end82bincorporating the previously-mentioned detent projections82afor engaging the complementary detent receptacles80cformed on the first gear block80. a first end shoulder82cmay be provided adjacent the securement shaft passage82pto provide a bearing surface for an end the first spring85extending from the first gear block spring-receiving cavity80d. The first coupling member82may also have a second end82dpositioned opposite first end82b. A portion of the first coupling member second end82dmay extend out of the base interior cavity22jto an exterior of the base22, where the second end82dmay be rotationally coupled to the first steering lever30a. A first bushing82emay be interposed between the first coupling member82and the base22where the first coupling member82exits the base22to rotatably support the first coupling member82with respect to the base22.

The first coupling member82may be operably connected to the gear set78about securement shaft76(described in greater detail below) so as to enable movement of the first coupling member82along a longitudinal axis X1of the securement shaft. The first coupling member second end82dmay have a cavity82fwith an interior shoulder82g.

First steering lever30amay be rotatably coupled to the base22adjacent the first face22g(FIG.2) of the base22, so as to be movable between a deployed orientation (FIG.2) and the stowed orientation (FIG.1A) inside the first steering lever receptacle22s. The first steering lever30amay be rotationally connected to the first coupling member82proximate the first coupling member second end82d. referring toFIGS.1A and8, first steering lever30amay have a securement lever-receiving cavity30zformed therealong and structured for receiving therein a securement lever94(described in greater detail below) when the securement lever94is rotated to its second orientation. The cavity30zmay be structured so that the securement lever94extends flush with an outer surface of the first steering lever30awhen the securement lever94is received in the cavity30z, or such that the securement lever94is recessed with the cavity30zbelow the outer surface.

Referring toFIGS.10A and10B, second coupling member92may have a passage92aextending therethrough to accommodate a portion of the securement shaft76. Second coupling member92may have a first end92bincorporating the previously-mentioned detent projections89afor engaging the complementary detent receptacles87cformed on the second gear block87. A second end shoulder87emay be provided adjacent the securement shaft passage92ato provide a bearing surface for an end the second spring90extending from the second gear block spring-receiving cavity87d.

The second coupling member92may also have a second end92dpositioned opposite first end92b. A portion of the second coupling member second end92dmay extend out of the base interior cavity22jto an exterior of the base22, where the second end92dmay be rotationally coupled to the second steering lever30b. A second bushing92emay be interposed between the second coupling member92and the base22where the second coupling member92exits the base22to rotatably support the second coupling member92with respect to the base22. The second steering lever30bmay be rotationally connected to the second coupling member92proximate the second coupling member second end92d.

Referring toFIGS.10A and10B, the second coupling member92may have a cavity92kformed therein and a cavity opening at the second coupling member second end92d. The cavity92kmay have a floor92mtherein for supporting a torque relief spring100thereon. The torque relief spring100may be any type of spring suitable for the purposes described herein. The torque relief spring100may have a first end bearing against floor92mand a second end opposite the first end. the torque relief spring100may have spring constant that is much greater than the spring constants of first and second springs85and90previously described (i.e., the torque relief spring100may be much “stiffer” than the first and second springs85and90). A cap101may be applied to the torque relief spring100to bear on the torque relief spring at its second end. The cap101may be attached to a second end76bof the securement shaft76(described in greater detail below) so that a force acting in a direction F1exerted on the cap by the securement shaft76is transmitted to the torque relief spring100, to compress the torque relief spring. As seen inFIGS.8,10A, and10B, the gear set78is mounted to the gear carrier72between the first coupling member82and the second coupling member92.

Second steering lever30bmay be rotatably coupled to the base22adjacent the second face22hof the base22so as to be movable between a deployed orientation (FIGS.2and8) and a stowed orientation (FIGS.1A and1B) inside the second steering lever receptacle22t. The second steering lever30B may be rotationally connected to the second coupling member92proximate the second coupling member second end92d.

The securement shaft76may have a first end76aextending into the first coupling member second end cavity82fand a second end76bextending into the second coupling member second end spring-receiving cavity92k. As seen inFIGS.10A and10B, securement shaft76may extend into the first coupling member second end cavity82fthrough the first coupling member82, the first gear block80, the gear carrier72, the second gear block87, and the second coupling member92to where the securement shaft has cap101applied to the torque relief spring100. The securement shaft76may be axially movable along a longitudinal axis X1of the shaft responsive to rotation of the securement lever94as described below. The securement shaft76may also be rotatable about the axis X1. In combination, and as described herein, the securement lever94, the securement shaft76, and the torque relief spring100may enable transmission of forces along the axis X1which bring the first coupling member detent projections82ainto detachable rotational connection engagement with the first gear block detent receptacles80c, and the second coupling member detent projections89ainto detachable rotational connection with the second gear block detent receptacles87c.

Securement lever94may be rotatably coupled to the securement shaft76at the securement shaft first end76a, thereby forming a rotation axis X3between the securement lever94and the securement shaft76. The securement lever94may also be structured to abut the first coupling member interior shoulder82ginside the first coupling member second end cavity82f. The securement lever94may rotatable to (and securable in) any of a first orientation (FIG.10B) and a second orientation (FIGS.8,10A).

referring toFIG.10B, in the first orientation of the securement lever94, a first surface94bof the securement lever94bears against the interior shoulder82gof the first coupling member82. In addition, the torque relief spring100(secured along securement shaft76by cap101) bears against floor92mof second coupling member92. By this arrangement, the securement lever94is operably connected to the first coupling member and to the second coupling member.

The securement lever94may be structured so that rotation of the lever in direction DD1to the first orientation (with the lever first surface94bbearing against the internal shoulder82g) moves the securement shaft76in direction F2(FIG.10B). This movement enables a force exerted by the first spring85to urge the first coupling member82in direction F1(opposite direction F2), away from the first gear block80. This movement rotationally disengages the first coupling member detent projections82afrom the first gear block detent receptacles80c, thereby rotationally disconnecting the first coupling member82from the first gear block80. Since the first steering lever30ais rotationally connected to the first coupling member82, rotational disconnection of the first coupling member82from the first gear block80enables the first steering lever30ato be rotated independently of the gear set78.

Similarly, the rotation of the securement lever94to the first position enables a force exerted by the second spring90to urge the second coupling member92in direction F2, away from the second gear block87. This movement rotationally disengages the second coupling member detent projections89afrom the second gear block detent receptacles87c, thereby rotationally disconnecting the second coupling member92from the second gear block87. Since the second steering lever30bis rotationally connected to the second coupling member92, rotational disconnection of the second coupling member92from the second gear block87enables the second steering lever30bto be rotated independently of the gear set78.

referring now toFIG.10A, when the securement lever94is rotated in direction DD2to the second orientation of the lever, a second surface94aof the securement lever94bears against the interior shoulder82g. This rotation operates to move the securement shaft76in direction F1. because the torque relief spring100has a spring constant that is much greater than the spring constants of first and second springs85and90, movement of the securement shaft76in direction F1causes the second coupling member92to move in direction F1against the separating force exerted by the second spring90, thereby engaging the second coupling member detent projections89awith the second gear block detent receptacles87c, with no appreciable axial deflection of the torque relief spring100. This rotationally connects the second coupling member92and its rotationally connected second steering lever30bto the second gear block87and gear set78. Similarly, movement of the securement shaft76in direction F1with securement lever94pushing against shoulder82gcauses the first coupling member82to move in direction F2against the separating force exerted by the first spring85, thereby engaging the first coupling member detent projections82awith the first gear block detent receptacles80c. This rotationally connects the first coupling member82and its rotationally connected first steering lever30ato the first gear block80and gear set78. Rotation of securement lever94in direction DD2also stows the securement lever in first steering lever cavity30z, thereby locking the securement lever94in the stowed orientation to maintain the first coupling member82in rotational connection with the first gear block80and the second coupling member92in rotational connection with the second gear block87. Thus, rotation of the securement lever94to the first orientation enables rotational disconnection of the first coupling member82and the second coupling member92from the gear set78. Also, rotation of the securement lever94to the second orientation urges the first coupling member82and the second coupling member92toward each other and into rotational connection with the gear set78, thereby rotationally connecting the first steering lever30aand the second steering lever30bto the gear set78.

Referring toFIGS.1A-6, second wheel42may be rotatably coupled to the base22so as to be movable between a stowed position in the cavity first portion (shown inFIGS.1A-1C) and a deployed position outside the cavity first portion (FIGS.2,3and4). In one or more arrangements, the second wheel42is rotatably coupled to the base22by rotatably coupling the wheel42to a second end of another mounting bracket160structured similarly to the mounting bracket60previously described, but omitting the steering cable passages. The other mounting bracket160may be rotatably coupled to the frame22z. The second wheel42may include a tire42aand a wheel hub42hsupporting the tire42a. As seen in the drawings, wheel42may form a rear wheel of the wheeled luggage item20. As seen inFIGS.3and4, the wheel mounting bracket may160be rotatably coupled to the base22so as to support the second wheel42so that second wheel extends below the lowermost portion of the base22(in this case, the third edge22cof the base) when the second wheel42is locked in a deployed position and in contact with the ground surface GS1.

Referring toFIG.6, a known or later-developed direct drive or other in-wheel motor42xmay be operably connected to the second wheel42so as to drive a rotation of the second wheel42in a known manner during operation of the wheeled luggage item20in a transport mode. A battery25may also be mounted on the frame and operably connected to the motor42xto supply power to the wheel42for propelling the wheeled luggage item20when it is in a riding mode.

In one or more arrangements, a planetary gearbox42gmay be used to transmit motion from the motor42xto the driven, second wheel42. For example, the motor42xmay be statically mounted on the wheel mounting bracket160, and an output shaft of the motor42xmay be structured to meshingly engage two or more outer gears (not shown) rotatably coupled to a carrier which is rotationally connected to the wheel42. Then, rotation of the motor output shaft causes rotation of the outer gears and the rotationally attached wheel42. By this method, in a known manner, the second wheel42may be driven by the motor42x.

The motor42xmay be operably connected (by a wired or wireless connection) to control module213, which may transmit throttle control signals to the motor42xto control a speed of the motor responsive to an angle of the twist grip30has detected by angle sensor30s.

Referring toFIG.1D, the luggage item20can include one or more processors110. In one or more arrangements, the processor(s)110can be a main processor(s) of the luggage item20. For instance, the processor(s)110can be an electronic control unit (ECU).

The luggage item20may include a memory112. The memory112is a random-access memory (RAM), read-only memory (ROM), a hard-disk drive, a flash memory, or other suitable memory for storing the module(s). The memory112can include sensor data119. In this context, “sensor data” means any information about the sensor(s) that the luggage item20is equipped with, including the capabilities and other information about such sensors. As an example, the sensor data119can include information about the twist grip angle sensor30sdescribed herein.

The memory112may store a control module213for controlling aspects of the luggage item20when the item is used in the driving mode. The luggage item20can include one or more such modules. The module(s) can be implemented as computer-readable program code that, when executed by processor(s)110, implement one or more of the various processes described herein. One or more of the modules can be a component of the processor(s)110, or one or more of the modules can be executed on and/or distributed among other processing systems to which the processor(s)110is operably connected. The modules can include instructions (e.g., program logic) executable by one or more processor(s)110. Alternatively, or in addition, one or more of data store(s)115or another portion of the luggage item20may contain such instructions.

Generally, a module, as used herein, includes routines, programs, objects, components, data structures, and so on that perform particular tasks or implement particular data types. In further aspects, a memory generally stores the noted modules. The memory associated with a module may be a buffer or cache embedded within a processor, a RAM, a ROM, a flash memory, or another suitable electronic storage medium. In still further aspects, a module as envisioned by the present disclosure is implemented as an application-specific integrated circuit (ASIC), a hardware component of a system on a chip (SoC), as a programmable logic array (PLA), or as another suitable hardware component that is embedded with a defined configuration set (e.g., instructions) for performing the disclosed functions. In one or more arrangements, one or more of the modules described herein can include artificial or computational intelligence elements, e.g., neural network, fuzzy logic or other machine learning algorithms. Further, in one or more arrangements, one or more of the modules can be distributed among a plurality of the modules described herein. In one or more arrangements, two or more of the modules described herein can be combined into a single module.

The control module213may include computer-readable instructions that when executed by the processor110cause the processor to control rear wheel motor42xto increase a drive force generated by the motor in proportion to a rearward angle to which the twist grip30hhas been rotated as indicated by the angle sensor30s. As seen inFIG.11, the control module213may also be configured to power down the motor at slight rearward rotation angles of the twist grip30h, to enable regenerative recovery of energy from forward momentum of the luggage item20as the luggage item slows down.

Referring toFIGS.5A and11, the control module may include computer-readable instructions that when executed by the processor110cause the processor to control servomotor60mto start pressurizing the master cylinder40cresponsive to user rotation of the twist grip to a predetermined forward angle. Pressurization of the master cylinder40cmay cause the caliper40nto contact the wheel hub, thereby slowing or braking the wheel40. The control module213may also include computer-readable instructions that when executed by the processor110cause the processor to control the servomotor40mto increase pressurization of the master cylinder40cresponsive to further rotation of the twist grip in direction R2. This may increase the pressure exerted by the caliper40non the wheel40, thereby increasing the braking force on the wheel40. The control module213may include computer-readable instructions that when executed by the processor110cause the processor to control the servomotor40mto decrease pressurization of the master cylinder40cresponsive to rotation of the twist grip30hin direction R1. This may decrease the pressure exerted on by the caliper on the wheel40, thereby reducing the braking force. Also, the motor42xmay be structured to enable regenerative recovery of energy from forward momentum of the luggage item20while the caliper40nis in frictional contact with the wheel40(i.e., while the brake40bis engaged). This energy may be shunted to the battery45to help recharge the battery.

Operation of the throttle and braking mechanisms will now be described with reference to the drawings.

To control the throttle to propel the luggage item20forward, the twist grip30hmay be rotated rearwardly in direction R1as shown inFIG.2B. As shown inFIG.11, the control module213may be configured to control operation of the motor42xto increase a drive force generated by the motor in proportion to a rearward angle to which the twist grip30hhas been rotated.

As seen inFIG.11, to slow and stop the luggage item20, the twist grip may be rotated forward in direction R2. At slight rearward rotation angles of the twist grip30h, the motor42xmay be powered down to enable regenerative recovery of energy from forward momentum of the luggage item20as the luggage item slows down. This energy may be shunted to the battery45to help recharge the battery. When the user rotates the twist grip30hto a predetermined forward angle, the control module213may generate a signal to the servomotor40minitiating active operation of the brake40b. This causes the servomotor40mto pressurize the cylinder40cto frictionally engage the caliper40nwith the wheel40.

Operation of the steering mechanism will now be described with reference to the drawings.

Referring toFIG.1A, the wheeled luggage item20may initially be in the transport mode. In this mode, the wheeled luggage item20may be manually pulled along a ground surface like a conventional suitcase. The wheeled luggage item20may be manually converted from the transport mode to a riding mode. To convert the wheeled luggage item20into the riding mode, the first and second wheels40,42may be unlocked from their respective stowed positions inside the base interior cavity second portion22m, then rotated (in direction G1for wheel40and G2for wheel42) from the stowed positions to their respective deployed positions. The wheels40,42may then be locked in their respective deployed positions.

The securement lever94may be rotated in direction DD1from its second (locked) orientation (shown inFIGS.1A,8, and10A) to its first (unlocked) orientation (shown inFIG.10B) to enable rotational disconnection of the first coupling member82from the first gear block80and rotational disconnection of the second coupling member92from the second gear block87, as previously described. This enables the first and second steering levers30a,30bto be rotated independently of the gear set78. The steering levers30a.30bmay then be rotated to their respective raised or steering positions (as seen inFIGS.2-4, for example) without rotating the first gear block80and second gear block87.

The securement lever94may then be rotated in direction DD2, back to the second orientation as previously described, to secure the first coupling member detent projections82ain engagement with the first gear block detent receptacles80c, and to secure the second coupling member detent projections89ain engagement with the second gear block detent receptacles87c. This rotationally connects the steering levers30a,30bto the gear set78, thereby enabling steering of the wheeled luggage item20when ridden by a user.

As previously described, when the securement lever94is in the second orientation, the first gear block80is rotationally connected to the first steering lever30aand is also rotatably coupled to the pinion gear86to which the torque transfer member65is rotationally connected. Also, the second gear block87is rotationally connected to the second steering lever30band is also rotatably coupled to the pinion gear86to which the torque transfer member65is rotationally connected. Referring toFIGS.7and9, simultaneous rotation of the first steering lever30ain a first rotational direction W1and of the second steering lever in a second rotational direction W2opposite the first rotational direction may produce a rotation of the pinion gears86(including the pinion gear to which the torque transfer member65is rotationally connected) in an associated first torque direction V1. rotation of the pinion gear86(to which the torque transfer member65is rotationally connected) in direction V1results in rotation of torque transfer member65in first torque direction V1. Rotation of the torque transfer member65in the first torque direction V1pulls on the attached first steering cable70a, which pulls on the hub first side T1(FIG.7) attached to the end of the first steering cable70a, thereby rotating the wheel40about the kingpin axis and causing the wheel40to turn in direction S1(FIG.7). In the view shown inFIG.9, the first rotational direction W1of the steering lever is in a forward direction of the moving wheeled luggage item20and the second rotational direction W2is in a rearward direction of the moving wheeled luggage item20in the riding mode. Thus, during powered forward movement of the luggage item20, a user may steer the device in a direction toward a first side P9-aof the vertical plane P9(i.e., toward a “left” side of the base22from the perspective of a user seated on the luggage item as shown inFIGS.3and4) by simultaneously rotating the first steering lever30aforwardly and the second steering lever30brearwardly.

Similarly, simultaneous rotation of the first steering lever30ain the second rotational direction W2and of the second steering lever30bin the first rotational direction W1may produce a rotation of the pinion gears86(including the pinion gear to which the torque transfer member65is rotationally connected) in an associated second torque direction V2opposite the first torque direction V1. Rotation of the pinion gear86to which the torque transfer member65is rotationally connected results in rotation of torque transfer member65in first torque direction V2. rotation of the torque transfer member65in the second torque direction V2pulls on the second steering cable70b, which pulls on the hub second side T2(FIG.7), thereby rotating the wheel40about the kingpin axis and causing the wheel40to turn in direction S2opposite direction S1. Thus, during powered forward movement of the wheeled luggage item20, a user may steer the luggage item in a direction toward a second side P9-bof the vertical plane P9(i.e., toward a “right” side of the base22from the perspective of a user seated on the luggage item as shown inFIGS.3and4) by simultaneously rotating the first steering lever30arearwardly and the second steering lever30bforwardly. When turning in this direction, a portion of the wheel40will also enter the wheel mounting bracket cavity60f.

Returning toFIG.10A, the torque relief spring100may be structured to exert a compressive force on the gear set78and the first coupling member82when the securement lever94is in the second orientation. For purposes of normal operation of the steering levers30a,30b, the torque relief spring force may be sufficient to maintain the first coupling member82in rotational connection with the first gear block80when a torque applied to the first steering lever is below a predetermined level.

Referring toFIG.10C, the first coupling member82and the first gear block80may be structured to enable the first coupling member82to rotationally disconnect from the first gear block80against the force exerted by the torque relief spring, responsive to application of a torque at or above the predetermined level to the first steering lever30a. To implement this effect, sides82sof the first coupling member detent projections82aand walls80wforming sides of the first gear block detent receptacles80cmay be complementarily sloped or “ramped” so as to enable sliding of the detent projections82awith respect to the receptacle walls80wresponsive to application of a torque at or above the predetermined level to the first steering lever30a. This relative sliding movement may disengage the projections82afrom the receptacles80c, thereby rotationally disconnecting the first coupling member82from the first gear block80against the compressive force exerted by the spring100. Thus, for example, if excessive torque is applied by a rider to the first steering lever30ain either of rotational directions W1or W2, the applied torque may cause the detent projections82ato slide along the sides80wof the detent receptacles80c, thereby tending to separate the first coupling member82from the first gear block80. This allows the first coupling member82to “slip” with respect to the first gear block80, thereby helping to prevent damage to the steering mechanism from excessing steering torque.

Similarly, the second coupling member92and the second gear block87may be structured to enable the second coupling member92to rotationally disconnect from the second gear block87against the force exerted by the torque relief spring, responsive to application of a torque at or above the predetermined level to the second steering lever30b. To implement this effect, sides (not shown) of the second coupling member detent projections89aand walls (not shown) forming sides of the second gear block detent receptacles87cmay be complementarily sloped or “ramped” so as to enable sliding of the detent projections89awith respect to the detent receptacles87cas described above, responsive to application of a torque at or above the predetermined level to the second steering lever30b. This relative sliding movement may disengage the projections89afrom the receptacles87c, thereby rotationally disconnecting the second coupling member92from the second gear block87against the compressive force exerted by the spring100. Thus, for example, if excessive torque is applied by a rider to the second steering lever30bin either of rotational directions W1or W2, the applied torque may cause the detent projections89ato slide along the walls of the detent receptacles87c, thereby tending to separate the second coupling member92from the second gear block87. This allows the second coupling member92to “slip” with respect to the second gear block87, thereby helping to prevent damage to the steering mechanism from excessing steering torque. Thus, in the manner just described, the first coupling member82may be detachably rotatably connected to the first gear block80and the second coupling member92may be detachably rotatably connected to the second gear block87.