Abstract:
This invention relates to a foldable vehicle comprising at least three wheels which of one wheel is a steering wheel, a steering handle, a frame connected with the steering element and having at least one standing surface. Upon folding the frame will be movable with respect to the steering handle to statically fit together in a compact manner Hereby a practical and efficient vehicle for personal transportation and commuting is created.

Description:
FIELD OF THE INVENTION 
     The present invention relates to the field of foldable multi-wheeled vehicles, in particular vehicles that are easily folded into a compact structure such as a hand carry or trolley for storage or transportation, and unfolded for normal operation. More specifically, the invention relates to a structural design of such a vehicle and corresponding methods of operating the same. 
     BACKGROUND OF THE INVENTION 
     Effective personal transportation is a major keystone to sustainable development of our cities. While mass transit is the most resource efficient way to transport people, there is a need for adequate transport from the passengers&#39; home and work and to the transit point. To solve this issue a vehicle is desired by which the passenger can transport him/herself to the transit point and bring the vehicle onboard the mass transit means in order to use it after getting off the same to reach the final destination. No existing solution can solve this issue in a suitable way. 
     Patent application PCT/EP2004/004198 discloses a “trolley type container, convertible into a scooter” describing vehicle folding into a trolley. The vehicle is three wheeled and propelled by the user pushing one foot on the ground while standing on the vehicle. Such a solution can be practical; however the propulsion system is inadequate for efficient transport, even in modest speeds the vehicle will be hard to control when turning due to the rigid construction of the same. 
     U.S. Pat. No. 6,273,442 “Folding two wheeled vehicle” discloses a two wheeled vehicle foldable into a bag that can be dragged as a trolley. However the folding operation of the vehicle requires a multiple of operations while handling multiple potentially dirty parts, making the folding process complicated and cumbersome. Further the volume of the rigid main structure makes it hard to ride, and impairs the balance. The size of the vehicle makes it improper for use in combination with most means of public transport. 
     Patent application no WO2008DK00076 “Vehicle for carrying a standing person” discloses a three wheeled human powered vehicle. the vehicle is powered by operating a pair of pedals. However the vehicle has a complicated pedal/transmission structure which makes it limited in use. Further the vehicle is not possible to fold into a compact form and thus not possible to bring in most means of public transportation. 
     OBJECT AND SUMMARY OF THE INVENTION 
     It is an object of the invention to provide a method (and corresponding device) that alleviates at least to an extent the abovementioned problems. 
     Another object is to create a vehicle for personal transport that can be propelled manually in bicycle speeds, while having safe and intuitive driving abilities. 
     A further objective is to create a vehicle for personal transportation that is light, compact and can be produced in high volumes to a low price. 
     A further objective is to create a transmission system that is effective, maintenance free, light and intuitive to operate. 
     A further objective is to create a vehicle that fast and easy fold in a manner that makes it suitable to take on public transportation, such as buses and trains. 
     A further objective is to create a vehicle suitable for efficient and ergonomic exercising. 
     A further objective is to create a vehicle for play, leisure and cruising. 
     A further objective is to create a vehicle that lets the driver travel in good comfort, protecting the driver from road dirt and liquids and lets the driver bring luggage on the vehicle in a safe and protected way. 
     This is achieved by a foldable vehicle comprising at least three wheels, of which at least one wheel is a front wheel, a steering handle connected to the front wheel through a steering column assembly a front frame assembly connected with the steering post and at least two wheel arm assemblies, rotably connected to the front frame assembly, said vehicle further comprising at least one standing surface, characterized in that the vehicle is adapted to fold in a way that the rear wheels can be moved and statically fitted in a compact manner together with the front wheel(s). 
     In this way, a practical and efficient vehicle for personal transportation and commuting is created. 
     In one embodiment of a foldable vehicle, the vehicle folds in such a way that the folded structure can be moved rolling on the rear wheels making it easy to transport while folded. 
     In one embodiment of a foldable vehicle, the steering handle is located in an opposite end of the folded vehicle than the rear wheels. So that the structure functions as a trolley, the steering handle acts as handle for the user, and the rear wheels acts as trolley wheels allowing the vehicle to roll on the same, making the vehicle easy to transport when folded, and enables a simple construction the same. 
     In one embodiment of a foldable vehicle, when in folded position all wheels are located in the same end of the structure, positioned in a substantially parallel direction in line with the elongation of the vehicle, allowing it to fold in a compact manner. 
     In one embodiment of a foldable vehicle, a front frame assembly is rotably connected to the steering post in a axis substantially in line with the same allowing the steering wheel to be turned by a user in order to navigate the vehicle. 
     At least a portion of the front frame assembly is moveable in a direction towards the steering handle by active manipulation of the user, and causing the vehicle to fold. In this way the vehicle can be folded in a simple and intuitive manner. 
     In one embodiment of a foldable vehicle at least a portion of the front frame assembly is able to move in line with the steering post in order to fold and unfold the vehicle. 
     In one embodiment of the foldable vehicle the whole front frame assembly can be moved along an axis in line with the steering post in order to fold and unfold the vehicle. Thus is enabled a simple and cost efficient design of the vehicle. 
     In one embodiment of a foldable vehicle at least a portion of the front frame assembly is released and possible to move in relation to the steering handle by releasing a dedicated locking mechanism. Securing that folding only occurs when desired. 
     In one embodiment of a foldable vehicle, the vehicle can be folded after unlocking the folding mechanism by turning the steering handle to a specific angle or angle span. Thus is created an intuitive and simple unlocking mechanism. 
     In one embodiment of a foldable vehicle, the vehicle can be folded after unlocking the folding mechanism by turning the steering handle to a specific angle or angle span and releasing at least one dedicated locking mechanism. Thus is created an intuitive and secure unlocking mechanism. 
     In one embodiment of a foldable vehicle the folded structure has at least one protruding edge above and behind the rear wheel axes, positioned in such a way that the folded structure can be moved to an upright standing position and while being supported by the protruding edge maintain the position with no other support. In this way a method of easily handling the folded vehicle even in situations when one needs to let go of the handle. 
     In one embodiment of a foldable vehicle the front wheel has a dislocated position with respect to a centre line (A) of the steering post. In this way the steering post can be positioned in between the wheel arm assemblies when folded and without conflicting with the front frame assembly, further the steering post can when folded be depressed to a downward point where its lower part is in line with the lowest part of the front wheel without colliding with said wheel. 
     In one embodiment of a foldable vehicle a wheel arm joint is located between the wheel arm front section and the wheel arm rear section configured to lock wheel arm front section and the wheel arm rear section when unfolded. 
     In this way the wheel arm front section and the wheel arm rear section can be securely and locked joined to one stiff wheel arm connecting the front frame part to the rear wheels in a controlled manner. 
     In one embodiment of a foldable vehicle the wheel arm joint houses a spring loaded tap movable into an aperture. 
     In this way a simple yet effective and secure locking mechanism is achieved. 
     In one embodiment of a foldable vehicle the spring loaded tap is movable by applying a twisting force to the steering handle. 
     In this way the wheel arm front section and the wheel arm rear section can be released in relation to each other to be folded. The twisting force applied to the steering handle facilitates the folding procedure being simple clean and effective. 
     In one embodiment of a foldable vehicle a fold lock handle is a locking mean connected to the front frame part located in line with the front frame part. 
     In this way the fold lock handle can be simply, securely and efficiently implemented. The fold lock handle can further manipulate mechanisms both located on the top of the compartment and in the front frame part. 
     In one embodiment of a foldable vehicle the fold lock handle is configured to lock both the front wheel and the folded frame in relation to the steering handle. 
     In this way, a simple and intuitive locking operation is achieved. 
     In one embodiment of a foldable vehicle a compartment is mounted on the front part of said vehicle, said compartment having at least one open side wherein at least a part of the folded vehicle structure can fit. 
     In this way the compartment can protect potentially dirty and or protruding parts from harming the user or others when folded. 
     In one embodiment of a foldable vehicle the compartment is moveable along the steering post and configured to cover at least a main part of the folded frame. 
     In this way, the vehicle can in a simple manner be folded to an enclosed package with no protruding or dirty parts exposed, making it ideal for bringing in for example mass transit means. 
     In one embodiment of a foldable vehicle the folding of the vehicle is performed by moving the compartment upwards in parallel to the steering post. 
     In this way, a simple and fast folding operation is achieved where the user do not need to touch any potentially dirty parts. 
     In one embodiment of a foldable vehicle at least two wheels f the folded frame are fully or partly located outside the compartment. 
     In this way, the folded vehicle can be used as a trolley which can be easily dragged by a user, utilising the wheels as trolley wheels. 
     In one embodiment of a foldable vehicle, at least two wheel arm assemblies are connected to the front frame assembly in such a way that the vehicle can lean while all wheels are connected to the ground and being substantially in line with each other, apart from the steering wheel when turned. 
     In one embodiment of a foldable vehicle, the wheel arm assemblies are connected with a cambering joint to the front frame assembly. The cambering joint allowing the wheel arms to rotate in a defined and limited manner in relation to the front frame part, while enabling the vehicle to tilt in relation to the ground while all wheels are connected to the ground, and the angle between the steering post and a theoretical line, the combined wheel arm line, placed in between the two wheel arm assemblies, remains substantially constant. Thus it is making the driving safe and intuitive. 
     In one embodiment the cambering joint has at least one rod, connecting the wheel arms and the front frame assembly, said rod is connected to the wheel arms and front frame assembly by means of a flexible component such as an elastomer or a spring, coil etc. capable of transferring forces and allowing different part to rotate, move and twist to a certain degree in relation to each other. When the vehicle tilts, the rod tilts correspondingly, transferring forces from one wheel arm to the other and maintaining the angle between the steering post and the combined wheel arm line in a defined manner. The flexible component connecting the said rod to the wheel arm assemblies and the front frame assembly allows forces to be transported from the rod while allowing the rod to rotate and move in relation to the said parts. In such a way a simple, robust and economic cambering joint is created. 
     In one embodiment the cambering joint includes several different types of flexible materials with different properties. This allows fine-tuning of the cambering joint performance. 
     In one embodiment of the cambering joint a flexible material are placed in a part made of non flexible material which is in turn inserted or mounted to the wheel arms and or front frame assembly. Thereby it is possible to make the assembly of the vehicle simpler. 
     In one embodiment of the cambering joint the non flexible part in which flexible material is inserted, is mounted in the wheel arm assemblies or and the front frame assembly in such a way that it can rotate and move in defined directions while still maintaining the desired cambering functionality. Thereby it is possible to connect the cambering joint directly to for instance a wheel arm tube with minimal machining and assembly time. 
     In one embodiment of the cambering joint flexible material is mounted in between the wheel arm assemblies in a way that said material is manipulated when the vehicle moves, and that said material react to this manipulation with a reacting force aiming to restore the normal position of the vehicle. Thus a simple and efficient mechanism for maintaining the vehicle in upright position when not operated is created. 
     In one embodiment of the cambering joint flexible material is mounted in between the wheel arm assemblies and the front frame assembly, said material functioning as a mechanism for maintaining the upright position of the vehicle when not in use. 
     In one embodiment of the cambering joint, a first rod inserted in the front frame assembly and in the wheel arm assembly is mounted in a curved elongated slot while the other rod is mounted in a conventional hole. The elongated slot is formed in such a way that the first rod can move inside the slot when the user folds or unfolds the vehicle. Thus the cambering joint is part of the folding mechanism and forms an economic and safe solution. 
     In one embodiment of the folding cambering mechanism, the positioning of the first and second rod in relation to wheel assemblies and front frame assembly, as well as the shape of the curved elongated slot is made in such a way that when the vehicle is nearly unfolded, and a force is put on a wheel arm assembly in front of the rear wheel axle, the vehicle is forced to fully unfold, and the first rod moves to the dedicated un-fold position in the curved elongated slot. Thus the vehicle will in a safe manner always obtain the correct unfolded structure. 
     In one embodiment of the folding cambering mechanism the first rod inserted in an elongated slot can be locked in a specific position such as when the vehicle is unfolded, or folded, with a dedicated camber rod locking mechanism. 
     In one embodiment of the camber rod locking mechanism, the rod is automatically locked when getting in unfolded position by means of a spring loaded part. Thus is created a safe and intuitive locking of the vehicle in unfolded position. 
     In one embodiment of a folding vehicle at least one wheel arm assembly is equipped with a pedal and a corresponding transmission system said pedal can be operated by the user in order to propel the vehicle forward. In this way an efficient and intuitive driving system is created. 
     In one embodiment of a folding vehicle each wheel arm assembly is equipped with an independent pedal and corresponding transmission system. Thus the vehicle can in a simple manner be propelled forward by a user engaging a dedicated pedal for each foot. 
     The embodiments of the device according to the present invention correspond to the embodiments of the method according to the present invention and have the same advantages for the same reasons. Advantageous embodiments of the device according to the present invention are defined in the sub-claims and described in detail in the following. 
     Further it is for those knowledgeable in the art of mechanics apparent that specific parts in the vehicle can be replaced with parts or assemblies of parts giving the same effect. Exemplified by but not limited to; the chain can be substituted by any flexible tensile element such as a wire, a belt etc. the lever-chain assembly can be replaced with an assembly of rigid parts, electro mechanical assemblies and alike, the pedal assembly can be replaced with any pedal or lever arrangement, the transmission can be shifted to another transmission or combination of transmissions of any suitable type, the folding mechanism locking, opening and moving parts can be interchanged with parts or assemblies giving same functionality be it in full or in part mechanical, hydraulic, pneumatic, electromechanical or other form. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       These and other aspects of the invention will be apparent from and elucidated with reference to the illustrative embodiments shown in the drawings, in which: 
         FIG. 1  schematically illustrates an embodiment of a foldable vehicle in side and top views 
         FIG. 2  schematically illustrates an embodiment of a foldable vehicle operated by a user 
         FIG. 3   a, b, c, d, e, f, g  and  h  schematically illustrates an embodiment of the folding of a vehicle 
         FIG. 4   a  and  b  schematically illustrates an embodiment of a part of a folding mechanism 
         FIG. 5   a  and  b  schematically illustrates an embodiment of part of a folding mechanism 
         FIG. 6   a,b,c  and  d  schematically illustrates embodiments of variants of steering stem arrangements for a vehicle 
         FIG. 7   a,b,c  and  d  schematically illustrates embodiments of part of a steering stem mechanism 
         FIG. 8   a,b  and  c  schematically illustrates embodiments of part of a folding mechanism 
         FIG. 9   a,b,c  and  d  schematically illustrates an embodiment of a cambering mechanism 
         FIG. 10   a,b,c,d,e,f  schematically illustrates embodiments of variants of pedal arrangements for a vehicle 
         FIG. 11   a,b,c,d,e,f  schematically illustrates embodiments of part of locking mechanism for steering stem 
         FIG. 12   a  and  b  schematically illustrates embodiments of variants of transmission and gearing mechanism 
         FIG. 13   a  and  b  schematically illustrates embodiments of variants of user interface mechanisms 
         FIG. 14   a  schematically illustrates an embodiment of a foldable vehicle in a 3d view.  FIG. 14   b  and  c  are side views-folded and unfolded 
         FIG. 15   a  and  b  schematically illustrates embodiments a foldable vehicle with different designs of a front frame assembly and corresponding folding methods. 
     
    
    
     DESCRIPTION OF PREFERRED EMBODIMENTS 
     All figures are nothing but schematic, simplified representations of possible solutions to the described function, and as such the figures and following description is meant to function as enabling embodiments not limiting the scope of the innovation. 
       FIG. 1  schematically illustrates a preferred embodiment of a unfolded foldable vehicle  100  as compromising a front frame part  126 , a steering handle  121  a steering post  120 , a lower steering post part  104 , a steering post joint  148  a lower steering part joint  103 , a front wheel fastening part  105  a front wheel  143 , a left  138  and a right  111  rear wheel, a left  141  and a right  107  wheel arm front section, a wheel arm/front frame joint  147  a left  139  and right  109  rear wheel arm section, a left  140  and right  108  wheel arm joint, a left  131 , 132 , 133  and right pedal  115 , 116 , 117  assembly, a dirt screen  118  a compartment  102 , a compartment post  125  a compartment handle  124  and a fold lock handle  123 , a folding main bracket  126 , a folding arm  129 , a cambering joint  130 , left  140  and right  108  wheel arm joint a storage compartment  101 , 119 , a front wheel light  144 , a left  135  and a right rear wheel light  113 , and wheel fenders  146 , 134 , 114 . 
     In unfolded position as in  FIG. 1  the steering handle  121  is rigidly connected to the lower steering post part  104 . The lower steering post part  104  is rotably connected to the front wheel  143  through the front wheel fastening part  105 . The steering post  120  and front wheel assembly  143 , 104 , 105  are rotably connected to the front frame part  126  through the steering post joint  148  and the lower steering post joint  103  in such a way that the assembly can rotate in an axis in line with a vertical centre axis of the front wheel. The front wheel fender  146  is rigidly fastened to the lower steering post part  104 . The compartment  102  and compartment handle  124  are rigidly connected to the compartment post  125  which in turn is rigidly inserted in the front frame part  126 . The left wheel arm front section  141  and rear section  139  are rigidly connected through the left wheel arm joint  140 , the left rear wheel  138  is rotably connected to the left wheel arm rear section  139  creating a left wheel arm assembly. The right wheel arm parts  107 , 108 , 109  and rear wheel  111  is correspondingly making a right wheel arm assembly. The left and left wheel arm assemblies are rotably connected to the front frame part  126  in the wheel arm/front frame joint  147 . The left and rear wheel arm assemblies are further connected to the folding arm  129  through a cambering joint  139 , said assemblies are in turn is rigidly connected to the front frame part  126  through the main folding bracket  127 . The cambering joint  130  is a semi rigid joint that allows the left and right wheel arm assemblies to move in a determined way as to let the vehicle lean in relation to the ground while maintaining the front frame parts vertical angle in relation to the mean axis of the left and right wheel arm assemblies and maintain ground contact for all three wheels  143 ,  138 ,  111 . The right and left wheel assemblies are formed in such a way that they protect the rider from dirt and liquids from the road. The fold lock handle  123  is used to in conjunction with a designated turning of the steering handle and movement of the compartment handle  124  to unlock manifold rigid connections and to fold the vehicle. The wheel fenders  146 , 134 , 114  protect the rider, the vehicle and environment from dirt and water distributed by the spinning wheels  143 ,  138 ,  111 . The rear wheel fenders  134 ,  114  house the transmission of the vehicle. The pedals  117 ,  131  can each be operated on its own or simultaneously by the driver in order to propel the vehicle forward; additionally the pedals  134 ,  114  can each be manipulated in a certain way to activate brakes and change gears. The compartment  102  combined with the dirt screen  118  functions as dirt and water protection for the user. Integrated in the compartment  102  is an enclosable storage compartment  119  with a lid  101 . 
     In  FIGS. 2   a  and  2   b  is schematically illustrated the foldable vehicle in unfolded vehicle mode  200  operated by a driver  201 , and in folded trolley mode  202  dragged by a walking person  203 . 
     In  FIGS. 3   a  to  3   h  is schematically illustrated the process of folding the vehicle to a compartment or a trolley. The vehicle compromises a steering handle  308 , a fold-lock handle  309 , a compartment handle  310 , a compartment post  311 , a folding arm  312 , a left wheel arm front section  313   a , a right wheel arm front section  313   b , a left rear wheel  314 , a left wheel arm rear section  315   a , a right wheel arm rear section  315   b , a front wheel  316 , a folding main bracket  317 , a front frame part  318 , and a compartment  319 . 
     In  FIG. 3   a  is illustrated the vehicle in unfolded position  301  above is illustrated in a diagram of steering angles  300  illustrating a vector  303  perpendicular to the steering handle seen from above. The clockwise max angle  305 , counter clockwise max angle  307 , and fold unlock angle  306  is illustrated, below is a top view of the vehicle  302 . 
     Further,  FIG. 3   b  illustrates the first step to fold the vehicle. A first rotation of steering handle around steering post joint axis  320  turns the front wheel  316  to a counter clockwise max angle  307 , a first press of fold-lock handle  321  releases the steering handle  308  for height adjustment. 
     In  FIG. 3   c  a first lift movement of steering handle  323  lifts the steering handle  308  to a top position. A second rotation of steering handle around steering post joint axis  322  to a fold unlock angle  306  unlocks the folding mechanism and locks the steering handle  308  in a top position. The folding mechanisms of the vehicle is now unlocked. The main folding bracket  317  becomes unlocked in relation to a radial movement relative to the front frame part  318 , the left and right wheel arm joints  331  are unlocked making the left and right wheel arm assemblies possible to bend in said joint The compartment  319  is now possible to move upwards in a direction parallel to the frame front part  318 . 
     Further in  FIG. 3   d  a lift of compartment handle  324  moves the compartment  319 , the compartment post  311  and the main folding bracket  317  upwards. The folding arm  312  is connected rotably to the main folding bracket  317  and is moved upwards making the left and right wheel arm assembly bend in the left and right wheel arm joints  331  in such a way that the right  313   b  and left  313   a  wheel arm front section rotate upwards around the wheel arm/front frame joint  332 . 
     In  FIG. 3   e  a continued lift of compartment handle  325  moves the compartment  319  and compartment handle  310  to a top position. The wheel arm assemblies are fully folded. With a second press of fold-lock handle to top position  326  the compartment  319  can be pushed downwards without changing the state of the wheel arm assemblies.  3   f . A first down press of compartment to bottom position  327  moves the compartment  319  to a position where it substantially covers the front frame part  318 , front wheel  316  and wheel assemblies etc. When the compartment  319  is pushed downwards to an end position the compartment  319  and compartment handle  310  becomes locked in position in relation to the front frame part. 
     In  FIG. 3   g  a down press movement of steering handle to bottom position  329  moves the steering handle to a downward end position. It is now possible to turn the steering post and steering handle 90 degrees counter clockwise in relation to the lower steering post part to a trolley angle  328 . 
       FIG. 3   f  illustrates how a third press of fold-lock handle  330  and a second lift of steering handle to trolley position  331  makes the vehicle fully folded and in trolley mode  330 . The rear wheels  314  and  320  are functioning as trolley wheels making it possible to drag the trolley with low effort forward. By reversing the process, the vehicle can be unfolded. 
       FIGS. 4   a  and  4   b  schematically illustrates a mechanism compromising a fold-lock handle  401 , a compartment post  402 , a profile for compartment post  403 , a front frame part  404 , a fastening axis for fold lock handle  405 , a centre axis for steering post  406 , a lower steering post part  407 , a lower steering post joint  408 , a steering post joint  409 , a steering post  410   a , a steering post profile  410   b , a steering post joint axis  411 , a steering angle limitation part  412   a , a steering angle limitation part axis  412   b , a steering angle limitation matrix  413 , a steering angle locking matrix  414 , a steering post joint steering bracket  415 . 
     The steering post  410  is mounted into the lower steering post part  407  both are connected rotably around the steering post joint axis to the front frame part  404  through a steering post joint  409  and a lower steering post joint  408 . The steering post joint  409  is formed as to include a steering angle limitation matrix  413 , a steering angle locking matrix  414  and a steering post joint steering bracket. The steering post joint steering bracket fixes the steering post rotationally in relation to the lower steering post part  407 . The steering angle locking matrix  414  and steering angle limitation matrix  413  works in conjunction with a steering angle limitation part  412 . 
     In  FIG. 4   a  the steering angle limitation part  412  is interacting with the steering angle locking matrix  414  the steering post  410   a  and lower steering post part  407  is fixed in regards to rotation around the steering post joint axis  411 . 
     Further  FIG. 4   b  illustrates the steering angle limitation part  412  moved around the limitation part bolt  417  by the fold-lock handle  401  and no longer interacts with the steering angle locking matrix  414 . The steering post  410   a  is turned around the steering post joint axis  411 . When the fold-lock handle  401  is released the steering angle limitation part  412  will swivel back around the limitation part bolt  417  and interact with the steering angle limitation matrix  413 . Thus, the steering post  410  will be limited to rotate around the steering post joint axis  411  between the maximum possible steering angles  416 . 
       FIGS. 5   a  and  5   b  schematically illustrates a mechanism compromising a steering post  501 , a steering post joint  502   a , a lower steering post part  502   b , a front frame part  503 , a folding main bracket  504 ,  505  a steering post joint axis  506 , a folding main bracket lock part  507 ,  511 , a steering posit joint rod  508 , a steering post joint rod profile  510 . 
       FIG. 5   a ; the folding mechanism is open. The folding main bracket lock part is in unlocked position  507  it is held in the position by the steering post  501  position in relation steering post joint axis  506  and the corresponding position of the steering post joint rod profile  510  which interacts with the lock part matrix  512 . The main folding bracket is in unlocked position  504  and able to move in a direction parallel to the front frame part  503 . The steering post  501  is locked in regards to rotation around the steering post joint axis  506 . 
     Further  FIG. 5   b  illustrates how the main folding bracket  505  has been moved downward to a bottom position, and the steering has been turned clockwise to a maximum clockwise position  509  thus turning the main bracket lock part  511  to locked position. The folding mechanism is locked. The steering post  501  is able to rotate in a limited angle span around the steering post joint axis  506  without affecting the main bracket lock part. 
       FIG. 6   a ,  6   b ,  6   d  schematically illustrates variants of steering stem arrangements for a vehicle compromising a wheel vertical axis  600 , a steering post  601 , a lower steering post  602 , a lower steering post part a  604 , a front frame post  605 , a lower steering post part b  606 , a front frame simple part  607 , a compartment post  608 , a front frame part  609 . All variants have a steering post  601  mounted in parallel to and off axis to the wheel vertical axis  600 . The steering post  601  is utilised to rotate the wheel in order to manoeuvre a vehicle. When depressed to a lowest point  603  the steering post  601  is moved in parallel the front wheel  611  without touching said wheel. 
       FIG. 6   a ; A simple assembly of a steering post  601 , inserted in a lower steering post  602  both having a centre axis off line with the wheel vertical axis  600 . The steering post assembly is hinged in the centre axis of the steering post  601  off line to the wheel vertical axis  600 . 
     Further in  FIG. 6   b  the steering post is connected to a front frame post  605  with a rotably rigid joint. The front frame post rotates in line with the wheel vertical axis  600 . 
     In  FIG. 6   c  the steering post  601  is rotably rigid inserted in the lower steering post part a  604 , the latter is hinged to the front frame post  605  in an axis in line with the wheel vertical axis  600  and can rotate around the same. 
     Followed by illustration  6   d  where the steering post  601  is rotably rigid inserted in the lower steering post part b  606 , the latter is hinged to the front frame part  607  in an axis in line with the wheel vertical axis  600  and can rotate around the same. Further a compartment post  608  is inserted in the front frame part  605  and can move in parallel to said part without interacting with the front wheel  609 . 
       FIGS. 7   a ,  7   b ,  7   d  schematically illustrates a part of a steering stem mechanism compromising a steering post  701 , a steering post profile  702 , a steering lock bar  703 , a steering lock bar fitting  704 , a lower steering post part  705 . 
     In  FIG. 7   a  the steering post  701  has a steering post profile  702 . Inserted in the profile is a steering lock bar  703  protruding from the lower steering post part  705 , and fitted with a semi flexible steering lock bar fitting  704 . The steering post  701  is rotably fixed to the lower steering post part  705  but able to move vertically in parallel to the lower steering post part. 
       FIG. 7   b  illustrates a schematic intersection of steering post  701 , and lower steering post part. 
     Next, in  FIG. 7   c  a first downward motion of steering post  706  moves the steering post  701  to a downward position. The steering post profile  702  is moved in relation to the steering lock bar  703  in such a way that the steering post  701  can be rotated  90  in a limited way in relation to the lower steering post part  705 . 
     In the following  FIG. 7   d  a first turning movement of steering post  707  rotates the steering post in relation to the lower steering post part  705  to a position where the steering post  701  can be lifted in relation to the lower steering post part and rotably fixed to said part while having an rotational angle to the lower steering post part  705  substantially different than in  7   a.    
       FIGS. 8   a ,  8   b  and  8   c  schematically illustrates a part of a folding mechanism compromising a wheel arm joint  800 , a wheel arm front-section  801 , a wheel arm rear-section  802 , a wheel arm joint bolt socket  803 , a wheel arm joint locking bolt  804 , a wheel arm rear joint bracket  805 , a wheel arm joint axis  806 , a wheel arm front joint bracket  807 , a wheel arm joint locking bolt spring  808 , a wheel arm joint wire  809 , a wheel arm joint wire mantle socket  810 , a wheel arm joint wire mantle  811 . 
       FIG. 8   a  schematically illustrates a vehicle in un folded mode  814 , and an intersection  816  of a wheel arm joint  800 . The wheel arm joint  800  is rigidly connecting the wheel arm front-section  801  and a wheel arm rear-section  802 . A locking bolt  804  is inserted in a wheel arm joint bolt socket  803  and held in place by means of a wheel arm joint locking bolt spring  808 . 
     Next in  FIG. 8   b  the wheel arm joint wire  809  is retracted, for instance by applying a designated twisting force on the steering handle (not shown in drawings) and pulls the locking bolt  804  out of the wheel arm joint bolt socket  803  by a forward movement of locking bolt  812  while the wheel arm joint locking bolt spring  808  is loaded. The wheel arm joint  800  is unlocked. 
     Followed by  FIG. 8   c  where the wheel arm front-section  801  is rotated around the wheel arm joint axis  806  with a bending movement wheel arm  813  and in relation to the longitudinal axis of the wheel arm rear-section  802 . The vehicle  815  is in folded mode. 
       FIG. 9   a,b,c  and  d  schematically illustrates an embodiment of a cambering mechanism of a vehicle compromising a camber bolt  900 , a front frame assembly  999  compromising a folding arm  901 , further a left wheel arm front section  903 , a wheel arm/front frame joint  904 , a cambering joint  905 , a right wheel arm front section  907 , a flexible cambering bush  908 , a cambering spacer disks  909 , a front wheel  911 , a left rear wheel  914 , a right rear wheel  915 , 
     In  FIG. 9   a  a vehicle in level position and close up of cambering joint  905  is shown. The left wheel arm front section  903  and right wheel arm front section  907  are rotably connected in a wheel arm/front frame joint  904  and semi-rigidly connected in cambering joint  905  to the front frame assembly  999 . 
     Followed by  FIG. 9   b  where the vehicle is in upright, level position  910 , an intersection of cambering joint in level position  906 . The cambering joint  905  joins a front frame assembly  999 , a left wheel arm front section  903  and a right wheel arm front section  907  with a rigid camber bolt  900  mounted with a flexible cambering bush  908 . The front frame assembly  999 , a left wheel arm front section  903  and a right wheel arm front section  907  are separated from direct contact with cambering spacer disks  909 . 
     In  FIG. 9   c  is illustrated the vehicle leaning to the left  913 , intersection of cambering joint: lean to left  912 . The left wheel arm front section  903  is moved upwards in relation to the front frame assembly  999  simultaneously the right wheel arm front section  907  is moved downwards in relation to said front frame assembly  999 . The flexible cambering bush  908  is asymmetrically deformed to allow the movement of said wheel arm assemblies and the rigid camber bolt  900 . The flexible nature of the flexible cambering bush  908  creates a force when deformed that strives to retain the original form and hence to move the cambering joint  905  to a level position. 
     Finally in  FIG. 9   c  the vehicle is leaning to the right  917 , intersection of cambering joint: lean to left  916 . the right wheel arm front section  903  is moved upwards in relation to the front frame assembly  999  simultaneously the left wheel arm front section  907  is moved downwards in relation to said front frame assembly  999 . The flexible cambering bush  908  is asymmetrically deformed to allow the movement of said wheel arm assemblies and the rigid camber bolt  900 . The flexible nature of the flexible cambering bush  908  creates a force when deformed that strives to retain the original form and hence to move the cambering joint  905  to a level position. 
     In second design of the cambering joint (not illustrated in drawings) at least one flexible part is inserted in between the front frame assembly  999  and the wheel arms  903  and  907  in the cambering joint  905 . When the vehicle leans this flexible part is deformed in an asymmetrical way creating a strong force striving to retain the original form and hence to move said cambering joint to a level position. 
     In third design of the cambering joint (not illustrated in drawings) the central part of the flexible cambering bush  908  which is placed in a cavity in the front frame assembly  999 , is replaced by a rigid part which is rotably mounted to the front frame assembly  999 . 
     In fourth design (not illustrated in drawings) of cambering joint on single piece of flexible material is mounted in between the wheel arm assemblies  907  and  903 . Said piece of flexible material can be mechanically or chemically attached to said wheel arms. 
     In fifth design (not illustrated in drawings) of cambering joint the cambering bush is made from several flexible parts. The different flexible parts can be made from different materials or combinations hereof in order to further tune the behaviour of the cambering joint. 
     In sixth design (not illustrated in drawings) of cambering joint the cambering bush parts inserted in the wheel arm assemblies  907  and  903 , is replaced by a flexible part inserted in a rigid part which in turn is inserted in said wheel arm assemblies. The rigid part can be mounted either rigidly to the said wheel arm assemblies, or being able to move or and rotate to a certain degree in a cavity in the wheel arms  907  and  903  in a way that do not hamper the overall cambering functionality. 
     In another design (not illustrated in drawings) of cambering joint the flexible cambering bush  908  and the rigid camber bolt  900  is replaced by at least one structural element in a material such as a polymer, a composite material or alike that can provide the combined functionality of a rigid and flexible elements, while being lighter and or simpler to produce and or mount. 
     All above described variations of cambering joint designs can be combined in any way. 
       FIGS. 10   a ,  10   b ,  10   c  and  10   d  schematically illustrates embodiments of variants of pedals operated by a user and compromising a pedal arm  1000 , a pedal  1001 , a pedal arm joint  1002 , a generic pedal joint  1004 , a drivers foot  1007 , a pedal spring  1008 , a vehicle frame  1009 , a “masai” pedal a  1010 , a pedal slit  1012 , a “masai” pedal b  1013 , a integrated pedal  1014 , a integrated pedal joint  1015 , a top rotating pedal  1018 , a sub rotating pedal  1019 . 
     In  FIG. 10   a  is schematically illustrated a generic pedal construction and mode of operation. When a front foot movement  1005   a  is applied the pedal  1001  is rotated forward around the generic pedal joint  1004  and the pedal arm  1000  is rotated upwards in a pedal arm first movement  1005   b  around the pedal joint  1002 . When a downward pressure  1006   a  is applied to the pedal  1001  the pedal is moved downwards and the pedal arm moves in a second movement  1006   b . the pedal arm  100  delivers the movement to a transmission means. 
     In  FIG. 10   b  a “masai” pedal a  1010  is shown it is rotably connected to a pedal arm in a pedal arm joint  1003  and with a pedal spring  508 . A front foot movement  1005   a  is applied to the “masai” a pedal  1010  rotating said pedal around the interaction point between said pedal and the vehicle frame  1009  and the pedal arm  1000  is rotated upwards in a pedal arm first movement. Thereafter a heel pressure  1006   c  is applied to the “masai” pedal a  1010 , in conjunction with the pedal spring  1008  said pedal is turned to a substantially horizontal position. Thereafter a downward pressure  1006   a  is applied by the user making the “masai” pedal a  1010  move downwards, and the pedal arm move in a pedal arm second movement  1006   b.    
       FIG. 10   b  illustrates a “masai” pedal b  1013  that is rotably connected to a pedal arm in a pedal arm joint  1003  in a pedal slit  1012  in such a way that the pedal arm joint  1003  can slide in a limited manner in a longitudinal direction relative to the “masai” pedal b  1013 . 
     A front foot movement  1005   a  is applied to the “masai” b pedal  1013  rotating said pedal around the interaction point between said pedal and the vehicle frame  1009  and the pedal arm  1000  is rotated upwards in a pedal arm first movement. Thereafter a heel pressure  1006   c  is applied to the “masai” pedal b  1010  said pedal is turned to a substantially horizontal position and sliding backwards to a position where the pedal joint  1003  is meeting the forward limitation of the pedal slit  1012 . Thereafter a downward pressure  1006   a  is applied by the user making the “masai” pedal b  1010  move downwards, and the pedal arm move in a pedal arm second movement  1006   b . When the “masai” pedal b  1013  interacts with the vehicle frame  1009  said pedal rotates around the interaction point, prolonging the pedal arm second movement  1006   b  and forcing the pedal joint  1003  to slide backwards in the pedal slit  1012 . 
       FIG. 10   c  schematically illustrates a generic integrated pedal construction and mode of operation. When a forward rocking movement  1016  is applied, the integrated pedal  1014  is rotated forward around the integrated pedal joint  1015 . When a backward rocking movement  1017  applied to the pedal  1001  the integrated pedal  1014  is rotated backwards around the integrated pedal joint  1015 . The pedal delivers movement directly to a transmission means. 
     In  FIG. 10   d , a top rotating pedal  1018  is operated as described in  10   c . The specific feature of the top rotating pedal  1018  is that it has an integrated pedal joint  1015  positioned a substantial distance below the plane of the pedal. 
     In  FIG. 10   d , a sub rotating pedal  1019  is operated as described in  10   c . The specific feature of the sub rotating pedal  1019  is that it has an integrated pedal joint  1015  positioned a substantial distance above the plane of the pedal. 
       FIGS. 11   a - f  schematically illustrates an embodiment of a part of a locking mechanism for steering post compromising a steering angle lock matrix plate  1101 , a steering post  1102 , a steering post assembly hinge  1103 , a fold-lock handle  1104 , a compartment handle  1105 , a steering post height lock matrix plate  1106 , a compartment post  1107 , a steering handle  1108 , a height lock part  1109 , a steering angle lock profile  1110 , a steering post height lock profile  1111 , a fold lock handle profile  1112 . 
       FIG. 11   a , schematically illustrates a close up of top steering post assembly  1100  in a side view. A steering angle lock matrix plate  1101  is rotably connected to a steering post height lock matrix plate  1106  through a steering post assembly hinge  1103 . The steering post height lock matrix plate  1106  is rigidly mounted on top of a compartment post  1107  as is a compartment handle  1105 . A steering post  1102  is inserted in a corresponding profile in the steering angle lock matrix plate  1101 , a height lock part  1109  is mounted in a steering post height lock profile  1111  and on the steering post  1102  locking said steering post in height. A fold-lock handle  1104  is inserted in a steering angle lock profile  1110  and in a fold lock handle profile  1112 . 
     Further  FIG. 11   b  illustrates a top view of the steering angle lock matrix plate  1101  and the steering post height lock matrix plate  1106  side by side. Steering handle is in normal position. 
     Followed by  FIG. 11   c  where a first rotational movement  1113  is applied to the steering handle  1108  and the steering angle lock matrix plate  1101 . Further movement in a same direction is hindered by the fold-lock handle  1104  and the steering angle lock profile. The height lock part  1109  is moved to a second height lock part position  1114  in correspondence to the steering post  1102  movement and the steering post height lock profile  1111 . 
     Thereafter in  FIG. 11   d  the fold lock handle  1104  is moved forward by a first forward pressing movement  1115 , thereby the steering handle  1102  can be turned further counter clockwise. 
     In the following  FIG. 11   e  a second rotational movement  1117  is applied to the steering handle  1108 . The height lock part  1109  is moved correspondingly to a third height lock part position  1118  that unlocks the steering post to be adjusted in height  1102 . The steering post  1102  is lifted to a top position. 
     Finally, as illustrated in  FIG. 11   f , the steering post  1102  is lifted to a top position and a third rotational movement  1119  is applied to the steering handle  1108 . The steering post becomes locked in height position. A first backwards automatic movement  1121  moves the fold-lock handle backwards and locks the steering angle lock matrix plate  1101 . 
       FIGS. 12   a  and  12   b  schematically illustrates embodiments of two variants of transmission and gearing mechanism compromising a pedal arm  1202  or an integrated pedal  1228 , a pedal arm joint  1203  a chain strain mechanism  1204  and  1224 , a, a chain  1206 , a moveable chain fastening point  1207  and a first chain wheel  1205  or a fixed fastening point  1239  and a moveable chain gear wheel  1240 , a driving wheel  1209 , a freewheel  1210 . 
       FIG. 12   a  schematically illustrates an embodiment of a transmission variant employing a pedal arm  1202  and a moveable chain fastening point  1297 . The chain  1206  is connected in a loop over a free wheel  1210 , a first chain wheel  1205 , and a chain strain mechanism  1217  to its moveable fastening point  1207 . 
     A first pedal downward pressure  1201 , is applied to the pedal arm  1202 , said pedal arm turns around the pedal arm joint  1203 . A chain  1206  having a fastening point  1207  on the pedal arm  1202  is brought to a first chain movement  1208  incurring a first freewheel movement  1211  on the freewheel  1210  and a corresponding first driving wheel movement  1212 . A chain strain mechanism  1204  keeps said chain suitably strained at all times. Said chain is mounted in a loop with both ends fastened in the chain fastening point  1207 , and the chain running over a first chain wheel. 
     A pedal lift movement  1213  is applied to the pedal arm  1202 , resulting in a second chain movement  1214 , a second freewheel movement  1215 . The freewheel  1210  does not deliver a rotational force to the driving wheel  1209  in this direction, 
     The chain fastening point is moved to a second position of chain fastening point  1217  implementing a different gearing ratio between pedal arm  1202  movement and driving wheel movement. A second pedal downward pressure  1216  is applied to the pedal arm  1202  resulting in a third chain movement  1218 , a third freewheel movement  1219 , and second driving wheel movement  1220  being substantially smaller than the first driving wheel movement  1212  for matching pedal arm movement. 
       FIG. 12   b  schematically illustrates an embodiment of a transmission variant employing an integrated pedal  1228 , a fixed chain fastening point  1239  and a moveable chain gear wheel  1240 . The chain  1206  is connected in a loop over moveable gearing wheel  1240 , freewheel  1210 , chain strain mechanism and a second chain gear wheel to its fixed fastening point  1239 . 
     A first integrated pedal down movement  1221 , results in a first chain movement  1223  over a chain gear wheel in high gear position  1222 , a first freewheel movement  1225 , and a first driving wheel movement  1226 . 
     An integrated pedal lift movement  1229 , lifts the integrated pedal  1228  to an integrated pedal top position  1230 , and causes a second chain movement  1231 , a second freewheel movement  1232  without incurring a driving wheel movement. 
     The moveable chain gear wheel  1240  is moved to a low gear position  1233 . When a second integrated pedal down movement  1238  is applied to the chain  1206  rolling over the first chain gear wheel in low gear position  1233  it results in a third chain movement  1234 , a third freewheel movement  1235 , a second driving wheel movement  1236  being substantially smaller than the first driving wheel movement  1226  for a matching integrated pedal movement. 
       FIGS. 13   a  and  13   b  schematically illustrates embodiments of two variants of user interface mechanisms compromising a pedal part  1302 , a function change part  1303 , a function change joint  1306 , an outer pedal part  1318 , a function slide part  1317 , a pedal arm  1304 , a pedal joint  1305 . The user interface mechanisms can be utilised to achieve different functions through a designated movement such as changing functions, activate the brakes etc. 
     In  FIG. 13   a  a drivers foot  1301  is placed on a pedal part  1302  which is hinged in a pedal joint  1305 . A function change part  1303  is via a function change joint  1306  rotably connected to said pedal. 
     An even push movement  1307  on the pedal  1302  results in a pedal arm rotational movement  1308 . A front push movement  1310  results in a pedal forward rotational movement  1311 . A function part front push  1312  results in a function part first rotational movement  1314 . The function part first rotational movement  1314  is transformed to a mechanism in order to achieve a first designated function. 
     A function part rear push  1315 , cause a function part second rotational movement  1316 . The function part second rotational movement  1316  is transformed to a mechanism in order to achieve a second designated function. 
     In  FIG. 13   b , a drivers foot  1301  is placed on a function slide part  1317  which is inserted in an outer pedal part  1318  in such a way that it is possible to slide in a limited way in a direction parallel to the outer pedal part longitudinal axis by applying a corresponding force. The outer pedal part is rotably connected to a pedal arm  1304  through a pedal joint  1305 . 
     An even push movement  1307  on the function slide part  1317  results in a pedal arm rotational movement  1308 . 
     A first function forward movement  1319  moves the function slide part  1317  forward relative to the outer pedal part  1318 . The first function forward movement  1319  is transformed to a mechanism in order to achieve a first designated function. 
     A second function backward movement  1320  moves the function slide part  1317  backwards relative to the outer pedal part  1318 . The second function backward movement  1320  is transformed to a mechanism in order to achieve a designated second function. 
     For the described functionality such as gear change function and or brake activation function numerous conventional gear change or braking activation mechanism can be used, located on pedals, pedal arm assemblies or steering handle etc. and the gear change input force or brake activation can be distributed to the gear mechanism or brake mechanism by any means such as for example wire, electro mechanical means, hydraulic means etc. 
       FIG. 14  schematically illustrates a preferred embodiment of a foldable vehicle compromising a front frame assembly  1499  consisting of among other parts a front frame steering part and with a curved elongated slot  1480 , a steering handle  1421  a steering post  1420 ,—a front wheel  1443 , a left  1460  and a right  1461  wheel arm assembly compromising among other part a left  1438  and right  1411  rear wheel, a cambering joint  1430 , wheel arm/front frame assembly joint  147 , a fold lock handle  1499 , and a left  1431  and right  1415  pedals. 
     The steering handle  1421  is connected to the front wheel  1443  through a steering post  1420  constituting a steering assembly. The steering assembly is connected to the front frame assembly  1499  in the latter assembly&#39;s front frame steering part  1482 . The front frame steering part is rotably mounted in relation to the rest of the front frame assembly in a way that the user can turn the steering assembly in order to navigate the vehicle. 
     The wheel arm assemblies  1460  and  1461  are rotably connected to the fort frame assembly  1420  in the wheel arm/front frame assembly joint allowing the wheel arm assemblies to rotate in a longitudinal direction. The wheel arm assemblies  1460  and  1461  are connected to the front frame assembly  1420  by a second means, the cambering joint  1423  which limits the wheel arm assemblies  1460  and  1461  rotation in a designated way such that the vehicle can lean in curves while maintaining the main angle between the steering post  1420  and a theoretical line in between the wheel arm assemblies in a defined manner. 
     The wheel arm assemblies  1460  and  1461  are each equipped with a respective pedal  1431  and  1415 , which are connected by a transmission to each rear wheel  1438  and  1411 . The pedals  1431  and  1415  are rotably connected to each wheel arm assembly allowing them to rotate in a longitudinal direction—and thus creating a lever mechanism to be operated by a user who in an ergonomic way can deliver motion energy to the wheels  1438  and  1411  and propel the vehicle forward. 
     The vehicle is can be folded by turning the steering handle  1421  to a designated angle or angle span and release the fold lock handle  1423  by pushing it backwards. The fold lock mechanism is now open. 
     In another design either of above described unlocking mechanism, e.g. turning of steering handle  1421  and releasing fold lock handle  1423 , each of these actions can alone unlock the fold lock mechanism. 
     When the fold lock mechanism is opened the front frame assembly  1499  can now be moved in an upward direction towards the steering handle  1421 , and the wheel arm assemblies  1460  and  1461  can rotate in an angle span defined by the curved elongated slot  1480  and the now released wheel arm/front frame assembly joint  1447 . By moving the front frame assembly  1499  upwards along the steering post  1420 , the vehicle folds together. When the wheel arm assemblies  1460  and  1462  reach a dedicated folded position the wheel arm/front frame assembly joint is positioned in a specified position in the curved elongated slot  1480  and are automatically fixed in said position. 
     A 
     In another design of folding lock and unlock mechanism (not illustrated in drawings) the wheel arm assemblies  1460  and  1461  are made possible to rotate around a fastening point in the front frame assembly  1499  by simply releasing the wheel arm front frame assembly joint  1447  from its fixed position by for instance removing the rod part connecting the said wheel arm assemblies and said front frame assembly, thus the wheel arm assemblies can be rotated around a point fixed to the front frame assembly such as the cambering joint  1430 . When the wheel arm assemblies  1460  an  1461  are moved to a folded position said rod part is inserted, connecting said wheel arm assemblies and the front frame assembly  1499  and locking the structure in a folded position. 
     In another design (not illustrated in drawings) of a folding lock and unlock mechanism the said rod part that connects the wheel arm assemblies to the front frame assembly  1423  with a tension mechanism such as a quick release mechanism seen on bicycle wheels. When the tension mechanism is closed the wheel arm/front frame assembly joint  1447  is secured to the front frame assembly  1423  by mechanical contact and friction. By opening the tension mechanism the wheel arm/front frame assembly joint  1447  opens in relation to the front frame assembly  1423  in such a way that they are no longer fixed in position in regards to said front frame assembly  1423 , and thus can be rotated around a point fixed to the front frame assembly such as the cambering joint  1430  to a folded position, where the tension means again can be locked and secure the wheel assemblies  1460  and  1461  in a folded position. 
     It is understood that the solutions above can be inversely applied to the cambering joint  1430  instead of the wheel arm front frame assembly joint  1447  as described. 
     The steering handle  1421  is now turned further to a position opposite of the normal front facing direction, in such a manner all wheels  1443 ,  1438 ,  1411  of the vehicle is now aligned and positioned in one end of the vehicle opposite to the steering handle  1421  as shown in  FIG. 14   c . The vehicle is now folded in a compact manner and can be transported as a trolley rolling on the wheels. 
     Further the structure is formed in such a way that a bag or a carrier for goods (nor shown in drawings) can be placed in the cavity between the front frame assembly  1499  and the wheels  1443 ,  1438 ,  1411  and pedal assemblies  1431  and  1415 . 
     The structure can compromise a compartment and or shield (not shown in drawings) which when unfolded both protects the user from dirt and liquids from other vehicles or form the ground, and can include storage room for goods. When folded, said shield and or compartment encloses the folded structure in such a way that all potentially dirty or protruding parts are covered and not is able to harm the user or other people. 
       FIG. 15  a schematically illustrates a preferred embodiment of a foldable vehicle compromising a front frame assembly  1599   a  consisting of among other parts a first frame part  1585   a , a first frame joint  1586   a , a second frame part  1587   a , a second frame joint  1588   a , and a third frame part  1589   a , further a steering handle  1521   a  a steering post  1520   a ,—a front wheel  1543   a , a left  1560   a  and a right  1561   a  wheel arm assembly compromising among other part a left  1538   a  and right  1511   a  rear wheel, a cambering joint  1430   a , a fold lock handle  1599   a.    
     The front frame assembly  1599   a  is constructed from multiple parts. When folding the fold locked handle  1523   a  is moved in a first direction to unlock the folding mechanism that is locking a first, second and third frame part  1585   a ,  1587   a ,  1589   a  into a rigid body. The front frame assembly is now unlocked and no longer one rigid body but a series of rotably connected parts. 
     By moving the fold lock handle  1523   a  towards said steering handle a second frame part  1587   a  is rotated around a first frame joint  1586   a  with the rear end of said part moving upwards, a third frame part  1589   a  rotates in an corresponding opposite direction around a second frame joint  1588   a.    
     When the fold lock handle  1523   a  is lifted to a top position, the vehicle is folded in a compact manner with all wheels  1543   a ,  1538   a ,  1511   a  located in a downward position opposite of the steering handle  1521   a , letting the user transport the folded structure as a trolley, rolling on at least two of said wheels. 
       FIG. 15   b  schematically illustrates a preferred embodiment of a foldable vehicle compromising a front frame assembly  1599   b  consisting of among other parts a first frame part  1585   b , a first frame joint  1586   b , a second frame part  1587   b , a second frame joint  1588   b , a third frame part  1589   b , a folding arm  1529   b  and a folding bracket  1527   b , further a steering handle  1521   b  a steering post  1520   b ,—a front wheel  1543   b , a left  1560   b  and a right  1561   b  wheel arm assembly compromising among other part a left  1438   b  and right  1411   b  rear wheel, a cambering joint  1430   b , a fold lock handle  1523   b.    
     The front frame assembly  1599   a  is constructed from multiple parts. When folding the fold locked handle  1523   a  is moved in a first direction to unlock the folding mechanism that is locking a first, second and third frame part  1585   a ,  1587   a ,  1589   a  into a rigid body. The front frame assembly is now unlocked and no longer one rigid body but a series of rotably connected parts. 
     By moving the fold lock handle  1523   a  towards said steering handle, the folding arm  1529   b  and folding bracket  1527   b  moves upward in a along the steering post  1520   b  and causing the second frame part  1587   a  to rotated around a first frame joint  1586   a  with the rear end of said part moving upwards, a third frame part  1589   a  rotates in an corresponding opposite direction around a second frame joint  1588   a.    
     When the fold lock handle  1523   a  is lifted to a top position, the vehicle is folded in a compact manner with all wheels  1543   a ,  1538   a ,  1511   a  located in a downward position opposite of the steering handle  1521   a , letting the user transport the folded structure as a trolley, rolling on at least two of said wheels. 
     Relating to the designs illustrated in  15   a  and  b  the steering wheel  1543   a  is turned 180 degrees backward when folded to form an even more compact structure in a design variant. 
     Relating to the designs illustrated in  15   a  and  b  one further design solution is that the fold lock mechanism also requires the steering handle  1521   a  to be turned to a certain angle or angle span. 
     Relating to the designs illustrated in  15   a  and  b  one further design solution implements a front frame part made of essentially at least one component with built in joints and that can fold and unfold as described above. 
     In the claims, any reference signs placed between parentheses shall not be constructed as limiting the claim. The word “comprising” does not exclude the presence of elements or steps other than those listed in a claim. The word “a” or “an” preceding an element does not exclude the presence of a plurality of such elements. 
     The invention can be implemented by means of mechanical hardware comprising several distinct elements, and by means of fewer suitably multifunctional components. In the device claim enumerating several means, several of these means can be embodied by one and the same component. The mere fact that certain measures are recited in mutually different dependent claims does not indicate that a combination of these measures cannot be used to advantage.