Patent Publication Number: US-2023159120-A1

Title: Utility cart and transport system

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application claims the benefit of U.S. Provisional Application Ser. No. 63/283,212, titled “UTILITY CART AND TRANSPORT SYSTEM,” filed on Nov. 25, 2021; U.S. Provisional Application Ser. No. 63/350,403 titled “UTILITY CART AND TRANSPORT SYSTEM,” filed on Jun. 8, 2022; and U.S. Provisional Application Ser. No. 63/350,566, titled “UTILITY CART AND TRANSPORT SYSTEM,” filed on Jun. 9, 2022. 
     This application incorporates the entire contents of the foregoing application(s) herein by reference. 
    
    
     TECHNICAL FIELD 
     Various implementations relate generally to a utility cart for hauling various types of cargo, and a system for transporting the same. 
     BACKGROUND 
     Utility carts are employed in various applications, such as, for example, hauling equipment, gear, or other items from one location to another. For example, a hunter may employ a utility cart to haul equipment from a vehicle to a remote hunting location, then use the same utility cart to return the equipment to the vehicle and retrieve game from the remote hunting location. The utility cart may be required to traverse rugged terrain and support heavy and bulky game. As another example, a construction crew may employ a utility cart to haul tools, equipment, and materials from a vehicle to a remote job site, then later use the same utility cart to return the tools and equipment to the vehicle. As another example, an outdoor enthusiast may employ a utility cart to haul a bicycle and/or camping equipment from a vehicle to a remote recreational site. In some implementations, it may be advantageous for the utility cart to be stowable inside or outside a vehicle. 
     SUMMARY 
     Described herein are implementations of a utility cart that can be employed to haul various equipment from one location to another. Also described are systems for coupling the utility cart to a vehicle for transport. 
     In some implementations, a utility cart includes (a) a cargo hold having a cargo bed; (b) an assembly having a wheel arm having a first catch, a handle arm having a second catch, and a wheel; the wheel arm and handle arm coupled together at an angle and adjacent a pivot point; the wheel rotatably coupled to a distal end of the wheel arm; and (c) a locking mechanism and a spring member that biases the locking mechanism in a direction that is parallel to a length of the cargo hold, the locking mechanism having a first locking pin and a second locking pin that are coupled to a structural member of the locking mechanism in a manner that fixes a position of the first locking pin relative to a position of the second locking pin. 
     The assembly may be pivotably coupled to the cargo hold, and the locking mechanism and assembly may be configured such that in a first orientation, the wheel arm is disposed parallel to a length of the cargo bed, the wheel is disposed below the cargo bed to facilitate travel of the utility cart, and the first locking pin engages the first catch. The assembly may be further configured such that in a second orientation, the handle arm is disposed parallel to the length of the cargo bed, the wheel is disposed to facilitate stowage of the utility cart, and the second locking pin engages the second catch. 
     The locking mechanism may include a locking plate that is slidably coupled to the cargo hold. The cargo hold may further include a plurality of bearing wheels disposed below a bottom surface and positioned to facilitate rolling of the utility cart in the second orientation. The plurality of bearing wheels may be aligned to engage one or more tracks on a corresponding vehicle hitch-mounted rack. 
     In some implementations, a utility cart includes (a) a cargo hold having a cargo bed; (b) an assembly having a wheel arm having a first catch, a handle arm having a second catch, and a wheel; the wheel arm and handle arm being coupled together at an angle and adjacent a pivot point; the wheel being rotatably coupled to a distal end of the wheel arm; (c) a locking mechanism and a spring member, the locking mechanism having a first locking pin and a second locking pin that are coupled to a structural member of the locking mechanism in a manner that fixes a position of the first locking pin relative to a position of the second locking pin; and (d) a plurality of bearing wheels disposed below a bottom surface of the cargo bed. 
     The assembly may be pivotably coupled to the cargo hold. The locking mechanism and assembly may be configured such that in a first orientation, the wheel arm is disposed parallel to a length of the cargo bed, the wheel is disposed below the cargo bed to facilitate travel of the utility cart, and the first locking pin engages the first catch. The locking mechanism and assembly may be further configured such that in a second orientation, the handle arm is disposed parallel to the length of the cargo bed, the wheel is disposed to facilitate stowage of the utility cart, and the second locking pin engages the second catch. The plurality of bearing wheels may be positioned to facilitate rolling of the utility cart in the second orientation. The spring member may bias the locking mechanism such that, absent an opposing force, engagement can be maintained between either the first locking pin and the first catch, or between the second locking pin and the second catch. 
     The cargo hold may include a removable rear wall. The assembly may include a telescoping portion that can be rotated about a pivot point to facilitate transport by users of various heights. The cargo hold may include a plurality of stake pockets configured to retain objects or accessories vertically. One of the stake pockets may be reinforced to a greater extent than the others and be configured to accept a tow accessory to couple the utility cart to a bicycle or other tow vehicle. The utility cart may further include one or more kickstands. 
     In some implementations, a system includes (a) a utility cart having (i) a cargo hold having a cargo bed; (ii) an assembly having a pair of wheel arms each having a first catch, a pair of handle arms each having a second catch, and wheels disposed on each wheel arm; each wheel arm and handle arm coupled together at an angle and adjacent a pivot point; each wheel rotatably coupled to a distal end of its respective wheel arm; (iii) a locking mechanism and a spring member, the locking mechanism having a pair of first locking pins and a pair of second locking pins; and (iv) a plurality of bearing wheels disposed below a bottom surface of the cargo bed; and (b) a rack configured to be coupled to a vehicle hitch, the rack having (A) tracks that are configured to accommodate pairs of wheels in the plurality of bearing wheels; and (B) a rack pivot that enables the tracks to be rotated towards the ground when the rack is coupled to a vehicle. 
     The assembly may be pivotably coupled to the cargo hold. The locking mechanism and assembly may be configured such that in a first orientation, the wheel arms are disposed parallel to a length of the cargo bed, the wheels are disposed below the cargo bed to facilitate travel of the utility cart, and the first locking pins engage the first catches. The locking mechanism and assembly may be further configured such that in a second orientation, the handle arms are disposed parallel to the length of the cargo bed, the wheels are disposed above a bottom of the cargo bed to facilitate stowage of the utility cart, and the second locking pins engage the second catches. The spring member may bias the locking mechanism such that, absent an opposing force, engagement can be maintained between either the first locking pin and the first catch, or between the second locking pin and the second catch. 
     The rack may further include a hitch-coupling member having one of a straight configuration, an “L′” configuration, or an adjustable-height configuration. The system may further include an adjustable track-pivot stop that adjustably limits rotation of the tracks. The adjustable track-pivot stop may include a plurality of threaded apertures and a corresponding threaded knob. The adjustable track-pivot stop may further include a brake or dampening mechanism that limits a speed at which the tracks can rotate. 
     The system may further include apertures on a structural member coupled to the tracks and apertures on the rack that cooperate to receive a locking pin to prevent the tracks from rotating. The system may further include apertures on the rack and apertures on the utility cart that cooperate to receive a locking pin that couples the utility cart to the rack. The rack may further include a mounting plate and a winch mounted on the mounting plate. 
     The bearing wheels may include a plurality of pairs of bearing wheels, wherein at least one pair of the plurality is disposed in a channel, in one of a plurality of mounting positions along a length of the cargo hold. The bearing wheels may extend below a bottom of the cargo bed and below the channel, such that they are aligned to engage the tracks when the cart is disposed on or being loaded onto the rack. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG.  1 A  is a perspective view of an exemplary utility cart, shown in a transport configuration. 
         FIG.  1 B  is a perspective view of the exemplary utility cart of  FIG.  1 A , shown in a stow configuration on a vehicle hitch-mounted rack. 
         FIG.  1 C  is a side view of the exemplary utility cart of  FIG.  1 A , shown in the stow configuration on a vehicle hitch-mounted rack. 
         FIG.  1 D  is a perspective side view of the exemplary utility cart of  FIG.  1 A , shown with one wheel removed to show various details. 
         FIG.  1 E  is a perspective bottom view of the exemplary utility cart of  FIG.  1 A , showing a spring member that can bias a locking plate, in one implementation. 
         FIG.  1 F  is a perspective view of an alternative locking mechanism. 
         FIGS.  2 A- 2 C  are side perspective views depicting operation of a locking plate, in one implementation. 
         FIG.  3    is a bottom perspective view showing exemplary bearing wheels. 
         FIG.  4 A  is a perspective view of a vehicle hitch-mounted rack, in one implementation. 
         FIG.  4 B  is a side view of the vehicle hitch-mounted rack of  FIG.  4 A . 
         FIG.  4 C  illustrates detail of an exemplary track-pivot stop, in one implementation. 
         FIGS.  4 D and  4 E  are perspective views of another exemplary vehicle hitch-mounted rack. 
         FIG.  5    is a perspective view of an exemplary utility cart. 
         FIG.  6    is a side view illustrating one application of the exemplary utility cart of  FIG.  5   . 
         FIG.  7 A  depicts an exemplary process of loading a utility cart onto a rack. 
         FIGS.  7 B and  7 C  illustrate additional features that can facilitate loading a utility cart onto a rack and stowing the same. 
         FIG.  8 A  is a perspective view of another exemplary utility cart, shown in a transport configuration. 
         FIG.  8 B  is a perspective view of the exemplary utility cart of  FIG.  8 A , shown in a stow configuration on a vehicle hitch-mounted rack. 
         FIG.  8 C  is a perspective bottom view of the exemplary utility cart of  FIG.  8 A , showing one implementation of a support structure. 
         FIG.  8 D  is a perspective bottom view of the exemplary utility cart of  FIG.  8 A , showing engagement of the cart and rack, in one implementation. 
         FIG.  9 A  is a perspective view of an exemplary locking mechanism. 
         FIG.  9 B  is another perspective view of the exemplary locking mechanism of  FIG.  9 A . 
         FIG.  9 C  shows additional detail of the exemplary locking mechanism of  FIG.  9 A . 
         FIG.  9 D  shows additional detail of the exemplary locking mechanism of  FIG.  9 A . 
         FIG.  10    illustrates an exemplary ATV attachment. 
         FIG.  11    illustrates an exemplary adjustable basket. 
         FIG.  12    illustrates an exemplary kickstand design. 
         FIG.  13 A  illustrates an exemplary axle design. 
         FIG.  13 B  illustrates a standard tire installed on the axle of  FIG.  13 A . 
         FIG.  13 C  illustrates an exemplary adapter for accommodating an alternative tire. 
         FIG.  13 D  illustrates a utility cart with alternative tires installed. 
         FIGS.  14 A- 14 B  illustrate an exemplary utility cart with a hitch coupler. 
         FIGS.  14 C- 14 D  illustrate the exemplary utility cart of  FIGS.  14 A- 14 B  with the hitch coupler rotated for transport. 
         FIGS.  15 A-C  are perspective views illustrating details of another exemplary utility cart. 
     
    
    
     DETAILED DESCRIPTION 
     Described herein are implementations of a utility cart that can be employed to haul various equipment from one location to another. Also described are systems for loading the cart onto a vehicle-mounted rack for transport and details of exemplary vehicle-mounted racks. 
       FIG.  1 A  is a perspective view of an exemplary utility cart  101 , shown in a transport configuration  104 —where it is configured to transport or haul objects of various types. As shown, the utility cart  101  includes a cargo hold  107  and cargo bed  110 , a pair of transport wheels  113   a  and  113   b , and a handle  116 . The utility cart  101  may also include a kickstand  119  (or more than one kickstand, such as one kickstand on each side) for stability in the transport configuration  104 . 
       FIG.  1 B  is a perspective view of the exemplary utility cart  101 , shown in a stow configuration  122 —where it is folded and stowed on a rack  125 , which may be configured to be mounted to a vehicle hitch  128 . 
     In some implementations, the utility cart  101  may be constructed with various square, tubular, flat, and folded sheet-based structural components—made from, for example, steel, aluminum, hard plastic, polymer etc. The components may be coated, painted or otherwise treated to resist corrosion. On sheet components, portions may be removed (e.g., by laser cutting or stamping) as shown in  FIG.  1 A , for example, to minimize weight of the cart  101 . Components may be coupled to each other in various ways. For example, some components may be welded together; other components may be bolted, screwed, or riveted together; certain components may be adhesively jointed together; other components may be temporarily secured to each other with compression fittings, clips, clasps, snaps, spring-catches, etc.; other components may be rotatably coupled to each other using pivots, axles, bolts, rivets, etc. 
     In some implementations, wheels  113   a  and  113   b  may be run-flat tires comprising rubber or plastic that facilitates travel over rough terrain and wears well over a variety of surfaces. In other implementations, the wheels  113   a  and  113   b  may be inflatable and either have an inner tube or be sealed to a rim and be inflated directly. The wheels may be reinforced, for example, with a inner mesh or tread. An outer surface may be textured to promote grip. In some implementations, the wheels  113   a  and  113   b  may include wide tires with substantial elasticity and give (e.g., like the tires of a fat-tire bicycle, which may facilitate travel over soft surfaces such as mud). In some implementations, the wheels  113   a  and  113   b  are standard, commercially available bicycle tires or utility cart tires. 
     Dimensions of the cart  101  may be optimized to facilitate transport and conveyance of heavy loads (e.g., toolboxes, camping equipment, game, hunting equipment, temporary retail or marketing displays or equipment, grills, picnic gear, etc.), while simplifying handling and maximizing flexibility in various settings. For example, an overall width  153  of the cart  101  may be configured to facilitate passage through standard door or gate openings (e.g.,  30 ″ to  36 ″ in some implementations). 
     In some implementations, a rear wall  114  may be removable, to facilitate loading of additional accessories onto the cargo bed  110 . For example, an implementation optimized for commercial use (e.g., by a contractor or tradesperson) may have a removable rear wall  114  that permits a tool box accessory to be loaded onto the cart  101 . Such an accessory could provide waterproof storage for tools and, in some implementations, a portable power source. As another example, an implementation optimized for recreational outdoor use may have a removable rear wall  114  that facilitates loading of a grill, outdoor kitchen, tents, other bulky items, etc. 
     The handle  116  may have a telescoping portion that can be adjusted to a specific user&#39;s height, or for a specific application. In some implementations, as shown, each side of the handle  116  may have a rotational adjustment  115  to further adjust the handle  116  to a specific user. Additional accessories may be provided to enable a user to easily pull or tow the cart  101 . For example, a bicycle attachment is illustrated in and described with reference to  FIG.  6   . As another example, a belt and strap may be provided that can couple the handle  116  or another portion of the cart  101  to a user. Other towing accessories may be provided to couple the cart to another vehicle. 
     Turning to  FIG.  1 C , each wheel  113   a  and  112   b  in the pair of transport wheels may be rotatably mounted on an assembly  131  that pivots about a pivot point  134  to enable the utility cart  101  to be transitioned between the transport configuration  104  and the stow configuration  122 . More specifically, each wheel (e.g.,  113   a ) may be rotatably mounted on an axle  137  (see also  FIG.  1 E , in which the wheel  113   a  has been removed) that is disposed on a distal end (an end away from the pivot point  134 ) of a wheel arm  140 . 
     The wheel arm  140  may be coupled to a handle arm  143  at angled connection point  146 , which angled connection point  146  may be adjacent the pivot point  134 . With such a structure, the assembly  131  may be pivoted between a first orientation  149  (see  FIG.  1 D ), in which the wheel arm  140  is disposed parallel to a length  152  of the cargo hold  107 ; and a second orientation  155  (see  FIG.  1 C ), in which the handle arm  143  is disposed parallel to the length  152  of the cargo hold  107 . 
     Turning to  FIG.  1 D , to lock the assembly  131  in either the transport configuration  104  or the stow configuration  122 , some implementations include a locking plate  158  that is slidably coupled to the cargo hold  107  and that includes a first locking pin  161  and second locking pin  164 . The wheel arm  140  may include a first catch  167  that is configured to engage the first locking pin  161  when the assembly  131  is in the transport configuration  104 ; and the handle arm  143  may include a second catch  170  that is configured to engage the second locking pin  164  when the assembly  131  is in the stow configuration  122 . 
     The first and second catches  167  and  170  are shown as cutouts in respective arms  140  and  143 ; but these catches could take other forms. For example, rather than being cut out of a respective arm, each catch may be separately formed and disposed above or below the respective arm, to provide more strength in the respective arm. The arms may be reinforced (e.g., with structural plate material) adjacent the catches. Catches other than notches and pins may be employed (e.g., removable pins, cotter pins, bolts, threaded knobs, etc.). 
     As shown in  FIG.  1 E , spring member  173  may bias the locking plate  158  in a direction that is parallel to the length  152  of the cargo hold  107 , to maintain engagement between the first locking pin  161  and first catch  167  (in the first orientation  149 ), or between the second locking pin  164  and second catch  170  (in the second orientation  155 ). In other implementations, the spring member  173  may bias the locking plate  158  in another manner. For example, a torsion spring or bar may be used in combination with a cam or rotating latch to maintain the locking plate  158  or other locking mechanism in a particular position or orientation. As another example, a removable pin may be used to maintain the locking plate  158  in a particular orientation. Such a removable pin may be spring loaded to bias the pin toward engagement/locking. Tension springs or compression springs may be employed, or other elastic members. 
     In some implementations, as shown in  FIG.  1 D , the locking plate  158  includes a handle  176  that is configured to be grasped by a user to overcome the bias provided by the spring member  173  and thereby facilitate decoupling of the first locking pin  161  and first catch  167 , or the second locking pin  164  and second catch  170 . In some implementations, the locking plate  158  is secured to the cargo hold  107  by shoulder bolts  179  that permit the locking plate  158  to translate (e.g., slide) parallel to the length  152  of the cargo hold  107 , in slots  182  that accommodate the shoulder bolts  179 . 
     In the preceding description, the locking plate  158  is described as a plate that translates along each side of the cargo hold  107 . In some implementations, however, the locking mechanism can take other forms. For example, as shown in  FIG.  1 F , an alternative locking mechanism  159  may be constructed as a partial tube having three sides  160   a ,  160   b  and  160   c . First and second locking pins  161 ′ and  164 ′ may be disposed through and affixed to two sidewalls,  160   a  and  160   c , instead of just a single locking plate  158  surface—which construction may provide additional strength to secure the wheel arm  140  or handle arm  143  of the cart  101  (see  FIG.  1 D ). Various notches  162  in the locking mechanism  159  may be employed to engage shoulder bolts or other fasteners that slidably couple the locking mechanism  159  to the cart  101 . Openings  162  may be further provided to accommodate the pivot  134  and, if present, pivot axle  135  (see  FIGS.  1 C and  3   ). As with an exemplary locking plate  158 , a spring member  173  may bias the locking member  159  in a direction parallel to a length  152  of the cargo hold. 
     In some implementations that include locking mechanisms like the locking mechanism  159 , a locking mechanism  159  may be disposed on each side of the cart  101 , under the cargo bed  110  and adjacent the channels  188  that support bearing wheels  184 ,  185  and  186  (see  FIG.  3   ). Other variations are possible. For example, a spring-loaded or ratcheted knob having a rod or pin may be employed to selectively engage or disengage a corresponding aperture to fix or release different components together to facilitate the locking of specific components into one configuration or another. 
     Operation of the exemplary locking plate  158  is now further described with reference to  FIGS.  2 A- 2 C . Turning to  FIG.  2 A , a force, F, applied on the handle  176  in the direction shown and at a magnitude that overcomes the force of the spring member  173  (see  FIG.  1 E ), will cause the locking plate  158  to translate in the direction of the applied force F. That is, the locking plate  158  will slide to the extent that the slots  182  accommodate the corresponding shoulder bolts  179 . 
     In one implementation, the above-described translation will cause the pin  161  to be translated to the same extent as the overall locking plate  158 , which will align the pin  161  with the opening of the corresponding catch  167 —as depicted in  FIG.  2 B . Once this alignment exists between the pin  161  and the catch  167  (e.g., once the catch  167  is positioned to allow for release of the pin  161 ), the assembly  131  can be rotated in the direction R, shown in  FIG.  2 C , about the pivot  134 . 
     As the assembly  131  continues to be rotated, a user can again apply a force, F, on the handle  176  (see  FIG.  2 B ), so as to again translate the locking plate  158  rearward, against the bias force of the spring member  173 , such that the second locking pin  164  is aligned with the opening in the second catch  170 —as the handle arm  143  of the assembly  131  approaches a position of being parallel with the length  152  of the cargo hold  107 . Once the second locking pin  164  and second catch  170  are aligned, the user can release the force, F, on the handle  176 , to engage the same in a locked configuration, in the stow configuration  122  (see  FIG.  1 C .) 
     Additional details of the exemplary utility cart  101  are now described with reference to  FIG.  3   , which is a perspective bottom view of the exemplary utility cart  101 . As shown in one implementation, the utility cart  101  includes a plurality of bearing wheels, including rear bearing wheels  184 , front bearing wheels  185 , and, optionally, middle bearing wheels  186 . In some implementations, the bearing wheels  184 ,  185  and  186  may be in-line skate wheels; in some implementations, the bearing wheels  184 ,  185  and  186  may be readily available high-capacity hard rubber, plastic, or polymer wheels. The wheels may be smooth or textured with grip. The wheels may be configured to resist wear. One or more pairs of wheels (e.g., wheels  184 ) may include an axle  187  (e.g., for stability or for other locking purposes, as will be described with reference to  FIG.  7 B ); in some implementations, other wheels (e.g., wheels  185  and  186 ) may simply be bolted into a channel  188 . In some implementations, as shown, the channel may have a plurality of mounting apertures  189  to facilitate adjustable positioning of one or more sets of wheels (e.g., wheels  186  as shown) along the length  152 . The precise position of the various wheels  184 ,  185  and  186  may simplify loading of the utility cart  101  onto a corresponding rack  425 , which is now described. In some implementations, only a single pair of bearing wheels (e.g., wheels  184 ) may be provided; other implementations may omit bearing wheels altogether. 
       FIG.  4 A  is a perspective view of an exemplary vehicle hitch-mounted rack  425  that can be used with the exemplary utility rack  101 . As shown, the rack  425  includes a rack arm  426 , a rack pivot  429 , and a hitch coupling member  432 . The hitch coupling member  432  can be received by the hitch receiver tube  435  that is part of the vehicle hitch  438 . A hitch pin  441  can secure the hitch coupling member  432  to the vehicle hitch  438 . 
     In some implementations, as shown, the hitch coupling member  432  is a straight structural section. In other implementations (see  FIG.  1 B ), the hitch coupling member  432  may have an “L” shape, such that the rack arm  426  is above or below the vehicle hitch  438  rather than being directly aligned therewith. Such implementations can facilitate mounting of the rack  425  on either a tall vehicle (e.g., a vehicle with a large ground clearance—with the “L” oriented such that the rack arm  426  is below the vehicle hitch  438 ) or on a short vehicle (e.g., a vehicle with a low ground clearance—with the “L” oriented such that the rack arm  426  is above the vehicle hitch  438 ). In still other implementations, the hitch coupling member  432  may have an adjustable component, to facilitate coupling at a variety of different heights. 
     As shown, the rack pivot  429  may pivot about a pivot point  443 , and it may be locked into a load configuration, as shown in  FIG.  4 A , or a store configuration (not shown), in which the rack is perpendicular to the hitch coupling member  432  (e.g., for storage of the rack against the back of the hitch vehicle, to save space when the rack  425  is not in use). A locking pin  444  may lock the rack pivot  429  in either the load configuration or store configuration. 
     In some implementations, as shown in  FIG.  4 A  (and in  FIG.  4 B  from the side), the rack includes two tracks  447  that are configured to engage the bearing wheels  184 ,  185  and  186  that are described with reference to  FIG.  3   . In some implementations, the tracks  447  may be secured together and stabilized by cross pieces  450 ; in other implementations, the tracks  447  may be coupled to each other by a plate (e.g., a solid plate, or one with sections removed to reduce weight (not shown)), such that the tracks  447  are held in a fixed position relative to each other. 
     In some implementations, the tracks  447 , as a fixed unit, may be rotated about a track pivot  453 , to enable the ends of the tracks  447  to be lowered toward the ground (as shown) to facilitate loading of the utility cart  101 . In some implementations, wheels (not shown) may be provided at the end of the tracks  447  (e.g., to contact the ground, and/or to facilitate loading of the cart). In some implementations, the range of pivot motion of the tracks  447  may be limited by an adjustable track-pivot stop  456 , which is now described with reference to  FIG.  4 C . 
       FIG.  4 C  illustrates an exemplary adjustable track-pivot stop  456  that can be used to limit an angle of possible rotation of the tracks  447 . In particular, the track-pivot stop  456  may include a number of possible stop positions  459 . In some implementations, the stop positions  459  are threaded receptacles that are configured to receive a corresponding threaded bolt, such as the threaded knob  461 . Such a threaded knob  461  can be selectively disposed in any of the stop positions  459 , to limit the rotation travel of the tracks  447 —in particular, by limiting the rotational motion of a support member  465  for the tracks  447 . 
     In some implementations, the adjustable track-pivot stop  456  can be employed to set a normal rotational operating range for the tracks  447 , which may be configured based on a specific vehicle to which the rack  425  is mounted—and more particularly, a height of the corresponding vehicle hitch  438  of that vehicle. In some implementations, configuration of a limit on the rotational range of the tracks  447  can prevent the rack  425  from contacting the ground, which may prevent damage to the rack  425 , simplify operation of the rack  425 , and facilitate and simplify loading of a utility cart  101  on the rack  425 . 
     Although a threaded knob  461  and corresponding threaded stop portions  459  are shown, other implementations may employ a threadless pin that may be secured, for example, with a compression fit or with a cotter pin or retaining pin. Some implementations of a rack  425  may omit an adjustable track-pivot stop altogether and may simply allow the tracks  447  and their support members  465  to rotate about the track pivot  453 . In some implementations, speed of rotation may be controlled by brakes or dampening mechanisms (e.g., brake pads, ratcheting locks, springs (e.g., torsion springs), gas shock cylinders, etc.)—which may facilitate safe loading of a cart  101  on the rack  425  by preventing the tracks  427  from rotating too quickly about the track pivot  453 . In still other implementations, the rack  425  may be fixed (and not facilitate rotation), relative to the rack arm  426 . 
       FIGS.  4 D and  4 E  are perspective views of another exemplary vehicle hitch-mounted rack  460  that can be used with the exemplary utility vehicle  101 . As shown, the rack  460  includes a rack arm  462 , an anchor segment  463 , a pivot bracket  464  that enables the rack arm  462  to pivot about an axis  467  relative to the anchor segment  463 , a pin  483  that can secure the anchor segment  463  to a vehicle hitch (not shown), and a pin  468  that can secure the rack arm  462  to the pivot bracket  464 . In the implementation shown, the rack  460  is rotationally fixed about an axis  471 . Tracks  472  may be configured to accommodate a utility cart, such as the utility cart  101 . 
     A length of the rack arm  462  may be adjustable. For example, a track support  475  may be mounted to the rack arm  462  at either a first location  477  or a second location  478 . When mounting is at the first location  477 , the rack  460  may be positioned closer to the tow vehicle; whereas when mounting is at the second location  478 , the rack  460  may be extended, for example to accommodate a back-mounted spare tire on the tow vehicle. 
     Some implementations may include anti-vibration adjustments  480  to tighten components that may otherwise rattle, vibrate or shift when the rack  460  is mounted on a tow vehicle and hauling a utility cart. A standard locking pin  483  may be employed to anchor the rack  460  to a tow vehicle. The tracks  472  may include low-friction runners  486  to facilitate smooth loading and unloading of a utility cart. 
     Relative to the implementation shown in  FIGS.  4 A and  4 B , a pivot bracket  488  may be positioned such that its portion  489  that extends beyond the rack arm  462  is disposed below that rack arm  462 , rather than above it—providing more room for wheels of a corresponding utility cart, in some implementations. 
     Turning to  FIG.  5   , additional features of an exemplary utility cart  501  are now described. As shown, the exemplary utility cart  501  may include various stake pockets  503  on either or both ends of the utility cart  501 , as shown, and/or, in some implementations, on the sides. Such stake pockets  503  may be employed to secure additional accessories to the utility cart  501 —e.g., vertically secure fishing poles, recreational equipment, tools, other accessories designed to ride on a cargo bed  510 , etc. In some implementations, locking accessories may be provided that interface with the stake pockets  503 , to securely couple or lock various accessories to the cart  501 ; the cart to a rack  425 ; the rack  425  to a vehicle; etc. For example, tie-downs, bungee cords, clips, straps, etc. can be provided or affixed to either or both of the cart  501  and rack  425  to secure one to the other. 
     In some implementations, one or more of the stake pockets, such as stake pocket  506 , may be reinforced, for example, as shown. Such a reinforced stake pocket  506  may be employed with another accessory, such as a gooseneck towing adapter  604  to couple the utility cart  501  to a bicycle  607 , as shown in  FIG.  6   . 
     In other implementations, other towing accessories may be employed, such as accessories to couple the utility cart  501  directly to a vehicle, all-terrain vehicle (ATV), utility vehicle, etc. In some implementations, wheels  613  may be replaced with skis or a sled, such that the utility cart  501  can be towed over snow or ice (e.g., by a snowmobile or ATV). In other implementations, floats (not shown) may be employed to facilitate towing of the utility cart  501  over water (e.g., by a powered or unpowered boat, canoe, kayak, etc.). 
     Turning now to  FIGS.  7 A and  7 B , additional details are described regarding loading an exemplary utility cart  101  onto an exemplary rack  425 . As shown, the tracks  447  on the rack  425  have been rotated down, toward the ground, to facilitate loading of the cart  101 . Rear bearing wheels  184  are shown on the tracks  447 . Middle bearing wheels, if present (e.g., middle bearing wheels  186 , shown in  FIGS.  3  and  7 B ; not visible in  FIG.  7 A  because of the position of wheel  113   a ), are also on the tracks  447  and further facilitate loading of the cart  101 . Rear bearing wheels  184  are shown suspended off the ground in  FIG.  7 A ; but these rear bearing wheels  184  may remain in contact with the ground as the cart  101  is initially loaded onto the rack  425 , preventing, in some implementations, other portions of the cargo hold  107  from contacting the ground as the cart  101  is rotated upward during the loading process. 
       FIG.  7 B  illustrates the cart  101  and rack  425  in a later stage of loading. As shown, the rack  425  has pivoted closer horizontal as the cart  101  is nearly stowed on the rack  425 . In some implementations, as shown in more detail in  FIG.  7 C , a support member  765  for the tracks  447  includes a notch  780  that may accommodate the axle  187 , when the cart  101  is fully loaded onto the rack  425 . In some implementations, notches  780  pinch the axle  187  when the cart  101  is fully stowed. This may allow the rack  425  to more firmly secure the cart  101  and prevent, or minimize, vibrations and/or movement of the cart  101  during transport (e.g., while a vehicle to which the rack  425  is secure is moving). 
     Also shown in  FIG.  7 C  is an exemplary support plate  750  that can, in some implementations, replace the cross pieces  450  shown in  FIG.  4 A . As shown, the support plate  750  may have various cutouts  751 —for example, to reduce weight while still providing sufficient strength and support for the support members  765 . 
     With reference again to  FIG.  7 A , some implementations may include additional features. In particular, locking apertures  791  may be coupled to or integrated with support member  465 ; and such locking apertures  791  may be configured to interface with corresponding apertures  792  on a non-rotating portion of the rack  425 , such that the rack  425  can be fixed in a non-rotatable state (e.g., when the rack  425  is in a stowed position, or when the cart  101  is secured to the rack  425 ) with a pin, cotter pin, bolt or other retaining mechanism. Similarly, locking apertures  793  may coupled to or integrated with the cart  101  and configured to interface with corresponding apertures  794  on the rack  425 , to facilitate securing the cart  101  to the rack  425  with a similar retaining mechanism (e.g., pin, cotter pin, bolt, etc.). A mount  795  may be provided for a winch or other device to assist in loading the cart  101  onto the rack  425 . Such a winch (not shown) may be a hand-crank winch; or the winch may be a powered winch, such as one that may be used with or on an ATV. In implementations with winches or other devices for loading or securing the cart  101  to the rack  425 , other pulleys, cables, guides, etc. may be employed. 
       FIG.  8 A  is a perspective view of another exemplary utility cart  801 , shown in a transport configuration  804 —where it is configured to transport or haul objects of various types. The utility cart  801  includes a cargo hold  807  and cargo bed  810 , a pair of transport wheels  813   a  and  813   b , and a handle  816 . The utility cart  801  may also include a kickstand  819  (or more than one kickstand, such as one kickstand on each side) for stability in the transport configuration  804 . A rear wall  814  is included that may, in some implementations, be removable. The handle  816  may include, or be coupled to, a handle arm  843  and a wheel arm  840  that together comprise an assembly  831  that can rotate about a pivot point  834 . 
       FIG.  8 B  is a perspective view of the exemplary utility cart  801 , in which the assembly  831  has been rotated about the pivot point  834  to facilitate securing the utility cart  801  to a rack  825 , in a stow configuration  822 . As in other implementations, the rack  825  may be configured to be mounted to a vehicle hitch. 
       FIG.  8 C  is a perspective bottom view of the exemplary utility cart  801 , showing one implementation of a support structure. As shown, structural members  890   a  and  890   b  may form “skis” that enable the utility cart  801  to slide along a portion of the rack  825  (e.g., as the utility cart  801  is being loaded onto the rack  825 ). In some implementations, the structural members  890   a  and  890   b  are constructed from square tubular stock (e.g., steel, aluminum, a suitable alloy, etc.) and may include a low-friction surface  892  (e.g., polytetrafluoroethylene (PTFE) or other suitable material) that can be replaced when worn. 
     In some implementations, as shown, the structural members,  890   a  and  890   b , can accommodate bearing wheels  884 , which may be configured to slide along tracks associated with the rack  825 . The bearing wheels  884  may be secured to a portion of the structural members  890   a  and  890   b  with bolts (as shown) or other suitable fasteners; and the bearing wheels  884  may be accommodated by cutouts of portions of the structural members  890   a  and  890   b . Stabilizing pins  893  may also be included and attached to the structural members  890   a  and  890   b.    
       FIG.  8 D  is a perspective bottom view of the utility cart  801 , showing engagement of the cart and rack, in one implementation. Specifically, a rear end of the utility cart  801  may be secured to the rack  825  by a stabilizing pin  893  engaging with a corresponding notch  894  (e.g., a progressively narrowing notch that pinches the stabilizing pin  893 ). In some implementations, the stabilizing pin may extend through the structural members  890   a  and  890   b  (e.g., be welded, bolted or otherwise affixed to both sides of such structural members, like stabilizing pins  1592   a  and  1592   b , shown in  FIG.  15 A ). At its front end, the utility cart  801  may be secured to the rack  825  with another securing mechanism (not shown, but in accordance with other described implementations). 
       FIGS.  9 A- 9 D  illustrate various aspects of another exemplary locking assembly  902 . As shown, the locking assembly  902  includes translatable side bars  905   a  and  905   b  that are coupled to a handle  908 . As shown, the side bars  905   a  and  905   b  are coupled to each other by cross pieces  911  and  914 . In some implementations, a bolt or other fastening mechanism  917  may be disposed through each side bar (e.g., side bar  905   b ), for example, perpendicular to and through a corresponding cross piece (e.g., cross piece  911 ) (see  FIG.  9 D ). Slots in the structural members  890   a  and  890   b  allow the locking assembly  902  to be translated forward or backward relative to the length of the structural members  890   a  and  890   b . For example, as shown in  FIG.  9 C , slots  920  may facilitate translation of the locking assembly  902  within the extent of the slots  920 . In some implementations, an elongated bushing or wear member  923  can provide support for each cross piece (e.g., cross piece  911 ) and may further provide a low-friction surface to facilitate translation of the locking assembly  902  under a load. The cross piece  911  may be further secured in place by a shaft collar  926  or other fastening device. As shown in  FIGS.  9 A and  9 B , opposite the handle  908 , a biasing element  929  (e.g., a spring, coupled to the cargo bed (not shown) or other structural member) may be disposed to bias the locking assembly  902  in one position (e.g., toward the front of the utility cart, as shown). 
     In some implementations, as shown, each cross piece  911  and  914  may extend past the structural members  890   a  and  890   b , and the ends may function as locking pins  932   a ,  932   b ,  935   a  and  935   b  to secure in place arm assemblies  938   a  and  938   b —each of which comprise wheel arms  941   a  and  941   b  and handle arms  944   a  and  944   b . In particular, the wheel arms  941   a  and  941   b  may include first catches  947   a  and  947   b  that are configured to engage the locking pins  935   a  and  935   b ; and second catches  950   a  and  950   b  that are configured to engage the locking pins  932   a  and  932   b . The side bars (e.g., side bar  905   a  and its counterpart, not visible) may maintain the cross pieces  911  and  914  (and the corresponding locking pins  932   a  and  932   b  and locking pins  935   a  and  935   b ) in a fixed relationship relative to each other—such that as locking pins  932   a  and  932   b  move (e.g., as the handle  908  (see  FIG.  9 B ) is translated), so also do locking pins  935   a  and  935   b  move. 
     As shown in  FIG.  9 B , a pivot axle  953  may be disposed through the structural members  890   a  and  890   b ; through slots in the side bars  905   a  and  905   b  (e.g., slot  956 ); and through apertures  959   a  and  959   b  at pivot points  960   a  and  960   b , enabling the arm assemblies  938   a  and  938   b  to be rotated between a first position in which the wheel arms  941   a  and  941   b  are parallel to the structural members  890   a  and  890   b , and a second position in which the handle arms  944   a  and  944   b  are parallel to the structural members  890   a  and  890   b . A shaft collar  963  or other coupling mechanism (cotter pin, bolt, etc.) may secure the arm assemblies  938   a  and  938   b  to the pivot axle  953 . Bushings  962   a  and  962   b  may be provided to appropriately space the arm assemblies  938   a  and  938   b  from the structural members  890   a  and  890   b.    
     In the implementation just described, the structure of the cross pieces  911  and  914  and side bars  905   a  and  905   b  may provide greater strength, stability and load-carrying capacity than in other implementations. 
     In some implementations, the utility cart  801  can include a hitch or other attachment for coupling the cart to a tow vehicle. For example, as illustrated in  FIG.  10   , the cart can include a hitch coupler  1002 , such as a hitch coupler that could be used with an all-terrain vehicle (ATV). In some implementations, as shown, the hitch coupler  1002  may include an aperture or slot  1005  that is configured to be engaged by a hitch bar, tongue, coupling member, etc. on the tow vehicle. 
     In some implementations, as illustrated in  FIG.  11   , a rear panel  814  of the utility cart  801  may be adjustable or removable. For example, structural members  1103  of the rear panel  814  may be secured to the bottom panel  810  and a side panel  1106  of the utility cart  801  with one or more fasteners  1109  and that may be optionally disposed at various optional positions  1112 — enabling the rear panel to be extended behind the bottom panel to accommodate larger loads. Alternatively, the rear panel  814  may be completely removed to accommodate still larger loads or to facilitate loading of the same (e.g., toolboxes, coolers). As shown, the bottom panel  810  may include one or more retention apertures  1115 , for example, to interface with tie-down cables, bungee cords, specialized retention connectors, etc. 
       FIG.  12    illustrates details of an exemplary kickstand system  1201 . As shown in one implementation, the kickstand system may include a kickstand on either side of the cart (only kickstand  1204  shown in  FIG.  12   ), coupled together and rotatably secured to the cart with a rod  1207 . Each kickstand  1204  and may have an angled base plate  1210  that facilitates support of a rear end of the cart when the kickstand system  1201  is deployed by being rotated about the rod  1207 . A biasing mechanism  1213  may be included to bias the kickstand system  1201  in a stowed configuration when it is not in use. For example, in one implementation, as shown, the biasing mechanism  1213  may be a pneumatic strut  1216  that couples a tab  1219  on the utility cart  801  with a tab  1222  on the rod  1207  so as to bias the kickstand system in a clockwise direction (as shown, from the left side of the utility cart  802 ) and in a stowed position. In other implementations, the biasing mechanism  1213  may be a spring. In still other implementations, the biasing mechanism  1213  may be replaced by another locking mechanism, such as a detent or pin system. 
       FIG.  13 A  illustrates an exemplary axle design. As shown, an axle pin  1302  may be mounted in and through each wheel arm (e.g., wheel arm  941   b ). A bushing  1305  may be employed to provide additional load-bearing support, and the axle pin  1302  and bushing  1305  may be secured to the wheel arm  941   b  with a fastener  1308  (e.g., a bolt and locking nut) disposed through a longitudinal axis of the axle and bushing.  FIG.  13 B  illustrates a standard tire  1311  installed on an axle pin. 
     In some implementations, other tires and features may be employed with the cart. For example, as shown in  FIG.  13 C , an adapter  1314  may facilitate use of larger tires (e.g., a fat tire  1317 ) and/or a braking system  1320 . As shown, the adapter  1314  is secured to the wheel arm  941   a  with two fasteners  1323  and  1326 . A braking system  1320  may be mounted to the adapter  1314  (as shown) or, in other implementations, to other structural elements. 
       FIG.  13 D  illustrates a utility cart  801  with fat tires  1317  installed. In some implementations (not shown), fat tires  1317  may be coupled to the utility cart  801  with a fork system. In such implementations, a fork system may provide more structural support for the tires  1317 , thereby facilitating the transport of higher-weight loads. 
       FIGS.  14 A and  14 B  illustrate an exemplary utility cart  1401  with a hitch coupler  1402 . As shown, the hitch coupler  1402  is supported by a coupler crossbar  1404  and a coupler support  1407 . The coupler crossbar  1404  may be releasably and pivotally secured to support channels  1410  (fasteners not shown but may include cotter pins, bolts, etc.). In some implementations, as shown, the coupler support  1407  may couple to a bracket  1412  (again, with a fastener (not shown)), such as a cotter pin, bolt or other removable connector). The bracket  1412  may take the form of the hitch coupler  1002  shown in  FIG.  10   ; or the bracket may take another form. 
     A handle  1416  may include various individual and replaceable or customizable components, such as bend segment  1417  or extension segment  1418 . Angles and dimensions of these respective segments  1417  and  1418  may vary. For example, the bend segment  1416  may form a smaller or greater angle than shown, varying the position of the handle  1416  to a specific user or load configuration. Likewise, in some implementations, the extension segment  1418  may be shorter or longer than shown. By varying the dimensions of these components  1417  and  1418 , it may be possible for users of different heights to use the utility cart  1401 , or for the utility cart  1401  to be used more easily with the hitch coupler  1402  in a deployed position (e.g., as shown in  FIG.  14 A ). In addition to dimensions and angles of various components being changed, the handle  1416 , in some implementations, may be adjustable rotated at its connection point  1419 . 
       FIG.  14 C  illustrates the hitch coupler  1402  in a position in which it has been rotated upward (e.g., for transport). As shown, the coupler support  1407  has been disconnected from the bracket  1412  shown in  FIG.  14 B . In some implementations, an interior support  1413  may be added to an interior portion of the utility cart (e.g., to strengthen a point of connection with the hitch coupler  1402 ). 
       FIG.  14 D  provides another perspective view of the hitch coupler  1402  in a stowed configuration. As shown in  FIG.  14 D , an aperture in the bracket  1412  may correspond to an aperture  1415  in a mounting bracket  1418  of a rack  1421  for the utility cart  1401 . The apertures may be configured to receive a fastener (not shown) for securely coupling the utility cart  1401  to the rack  1421  during transport of the latter by a vehicle. Another aperture  1424  in the coupler support  1407  may be configured to be coupled to the aperture of the bracket  1412  to secure the coupler support  1407  to the utility cart when the hitch coupler  1402  is rotated down for coupling to a tow vehicle. The hitch coupler  1402  may pivot about a pivot point  1427 , and an aperture  1428  may be configured to receive a pin to secure the hitch coupler  1402  in an upright or stowed position. 
     In some implementations, a hitch coupler  1402  may be employed to facilitate towing of the utility cart  1401  by an all-terrain vehicle, a side-by-side, a tractor, a lawn tractor or other small utility vehicle. In such implementations, a heavier cargo may be transported in the utility cart  1401  than may otherwise be possible in a human-propelled configuration. 
     Returning to  FIG.  14 B , another implementation of a kickstand  1440  is illustrated. In particular, a unitary (e.g., a tube or bar member that moves as a unit) kickstand  1440  is shown that pivots about pivot points  1443  on either side of the utility cart. As shown, the kickstand  1440  may be structurally supported by a crossbar  1446  that rotates about a pivot axis of the kickstand  1440 . In some implementations, a lever  1449  is coupled to the cross bar  1446  and may be actuated by a user of the utility cart  1401 . For example, the lever  1449  may be foot-actuated, such that actuation (e.g., rotation) of the lever  1449  causes the crossbar  1446  to rotate, thereby causing the kickstand  1440  to be deployed. 
       FIG.  15 A  illustrates a partial perspective view of certain components of another exemplary utility cart  1501  having an assembly  1531  with handle arms  1543   a  and  1543   b  and wheel arms  1540   a  and  1540   b  that are coupled to and rotatable about a pivot point  1534 . As shown, the handle arm  1543   a  and wheel arm  1540   a  may comprise separate members that are welded or bolted (e.g., with a bracket (not shown)) together and stabilized with a cross piece  1544   a.    
     As shown, a first locking pin  1561   a  may be formed by the end of a rod  1562  that extends to engage both wheel arms  1540   a  and  1540   b —specifically via first catches  1567   a  and  1567   b . The first catches  1567   a  and  1567   b  may be distinct components, separate from the corresponding wheel arms  1540   a  and  1540   b —in some implementations, facilitating easier assembly or enabling use of different materials (e.g., aluminum for the wheel arms  1540   a  and  1540   b  and steel for the first catches  1567   a  and  1567   b ). 
     A bushing  1580  may be provided to reduce friction between the rod  1562  and structural members  1590   a  and  1590   b , as the rod  1562  is moved between a locked configuration, in which the end of the rod  1562  that serves as the first locking pin  1561   a  engages with the first catch  1567   a  (as shown in  FIG.  15 A ), and an unlocked configuration, in which the first locking pin  1561   a  disengages with the first catch  1567   a —to enable the assembly  1531  to be rotated about the pivot point  1534  (e.g., clockwise, as shown), such that the wheels (wheel  1513   b  shown) can be lifted up. 
       FIG.  15 B  illustrates additional detail of an exemplary second locking pin  1564   a  for engaging a second catch  1570   a  (see  FIG.  15 A ). As shown, the second locking pin  1564   a  may be formed by the end of a rod  1565  that also forms on its other end (not shown) another second locking pin for engaging the handle arm  1543   b.    
     A bushing  1581  may be provided to reduce friction between the rod  1565  and the structural support  1590   a . In some implementations, the bushing  1581  may also function as stop for the lever  1449  that rotates the crossbar  1446  to deploy the kickstand  1440  (see  FIG.  14 B ). The bushing may be coupled to the structural member  1590   a  with fasteners  1582 . In some implementations, the fasteners  1582  are bolts or pins with corresponding nuts or caps  1584  (see  FIG.  15 C ) that may be tack-welded to the structural member  1590   a.    
       FIG.  15 C  is another perspective view showing additional detail of an exemplary utility cart  1501 . As shown, and in contrast to the implementation shown in  FIGS.  9 A- 9 D , side bar  1509   a  may be coupled to a separate handle support  1510   a , rather than directly coupling to the handle  1508 . 
     The rod  1565  that forms the second locking pins  1564   a  and  1564   b  may be secured to side bars (side bar  1509   a  is visible) with a collar  1590  or another connector. The collar  1590  may include a set screw  1591  for securing it to the rod  1565 , and the collar  1590  itself may be tack-welded or otherwise secured to the side bar  1590   a . A slot  1556  may be provided in the side bar  1509   a  to enable that side bar  1509   a  to be translated relative to a pivot rod  1535 . 
     Various implementations have been described, but the reader will appreciate that other variations are possible without departing from the principles described herein. For example, exemplary carts and racks may be made from various materials; they may have various dimensions to facilitate different applications; other accessories than those described may be configured to interface with the cart and/or rack (e.g., bicycle carriers, toolbox carriers, toolboxes, lights, power sources, winches, etc.); structural components may be cast or formed; they may include structural steel, aluminum, stainless steel, titanium, plastic, thermoplastic, various polymers, rubber, etc.; various components may be configured to be inherently resistant to corrosion or rust, or they may be coated or treated to be such; wheels may be hard or soft for various applications, and they may vary in width to facilitate travel over various types of terrain; spring members may take many forms, including that of torsion springs or bars, elastic straps, compression springs, tension springs, etc.; components may be coupled together in various ways, including with nuts and bolts, rivets, pins, other fasteners, adhesives or with various forms of welding; “utility” is used throughout to refer to the functional, utilitarian and/or multipurpose function of exemplary carts but is not intended to be limiting. It is therefore intended that the scope not be limited to specific implementations disclosed herein but rather include all aspects falling within the scope of the appended claims.