SE2250088A1

SE2250088A1 - A steering arrangement for a bike comprising three wheels

Info

Publication number: SE2250088A1
Application number: SE2250088A
Authority: SE
Inventors: Lars Selander
Original assignee: Lars Selander
Priority date: 2022-01-31
Filing date: 2022-01-31
Publication date: 2023-08-01
Also published as: WO2023144083A1

Abstract

A steering arrangement (20) for a bike (100) is provided. The bike comprises a frame (1), a shaft (2) comprising a projecting portion (2’) pivotably connected a front portion (1a) to the frame, two first wheels (3a, 3b), wherein each first wheel is pivotably and rotatably connected to a respective longitudinal end portion (2a, 2b) of the shaft, and a second wheel (3 c) rotatably connected to the frame. The steering arrangement comprises a handlebar (4), and a plurality of interconnected steering rods (5-11b) configured to communicate movement of the handlebar to the first wheels. The steering arrangement is configured to allow the bike to be arranged in a riding mode, in which the shaft is arranged substantially perpendicularly to the frame, and a parking mode, in which the shaft is arranged substantially parallel to the frame.

Description

A STEERING ARRANGEMENT FOR A BIKE COMPRISING THREE WHEELS FIELD OF THE INVENTION The present disclosure is generally related to the field of bikes comprising three wheels, and more specifically to the field of steering arrangements for bikes comprising three wheels.

BACKGROUND OF THE INVENTION Three-wheeled bikes or bicycles, also known as trikes or tricycles, are becoming increasingly popular. A trike may comprise a pair of wheels connected to a common axle and a second wheel, which may be arranged in front (i.e. as a front wheel) or behind (i.e. as a rear wheel) of the pair of wheels. One of the benefits of a trike is its inherent stability. Thanks to the stability of trikes, they are very suitable for transporting cargo in a basket or compartment which may be arranged above the axle connecting the pair of wheels, thereby providing a smooth and environmentally friendly way of transporting both a rider and cargo. Another popular use of trikes that is made possible to due to their inherent stability is by people that may not be able to, for any reason, to use normal bicycles (i.e. two wheeled bicycles).

One of the drawbacks of trikes, in comparison to bikes, is their size or bulkiness. The size of trikes makes them cumbersome to use in various situations of use, such as when not riding them, and especially when parking them. Due to bike stands being configured to receive bikes, rather than trikes, a trike user may find themselves without a parking spot once the trike user has arrived at the destination. Further, storing a trike in a garage, a storage or similar location is also troublesome due to the size and/or the triangular shape of the trike.

It is therefore of interest to provide easier parking and/or storage of a trike.

SUMMARY OF THE INVENTION It is of interest to provide steering arrangements for a bike comprising three wheels configured to be arranged in a riding mode and a parking mode. It is of further interest to provide steering arrangements for a bike comprising three wheels which provides easier parking and/or storage of the bike comprising three wheels. A bike comprising, at least, three wheels, may in the following be referenced to as a trike. However, the present disclosure is not limited to a trike, and may comprise additional wheels, such as, for example, two first wheels and two second wheels. Therefore, the terms "bike" and "trike" may be used interchangeably in the present disclosure.

According to a first aspect of the present disclose, a steering arrangement for a bike is provided. The bike comprises a frame, a shaft, two first wheels, and a second wheel rotatably connected to the frame. The shaft comprises a proj ecting portion which is pivotably connected to a front portion of the frame. Each first wheel is pivotably and rotatably connected to a respective longitudinal end portion of the shaft. The steering arrangement comprises a handlebar and a plurality of interconnected steering rods configured to communicate movement of the handlebar to the first wheels. The steering arrangement is configured to allow the bike to be arranged in a riding mode and a parking mode. In the riding mode the shaft is arranged substantially perpendicularly to the frame. In the parking mode the shaft is arranged substantially parallel to the frame.

According to a second aspect of the present disclosure, a bike comprising a steering arrangement according to the first aspect is provided. The bike comprises a frame, a shaft, two first wheels, and a second wheel rotatably connected to the frame. The shaft comprises a proj ecting portion which is pivotably connected to a front portion of the frame. Each first wheel is pivotably and rotatably connected to a respective longitudinal end portion of the shaft. The bike is configurated to be arranged in a riding mode and a parking mode. In the riding mode, the shaft is arranged substantially perpendicularly to the frame. In the parking mode, the shaft is arranged substantially parallel to the frame.

The present disclosure is based on the concept of easily switching a trike between a riding mode and a parking mode. The steering arrangement allows for the shaft of the trike to pivot between the riding mode and the parking mode while still maintaining the interconnection between the handlebar and the first wheels. Therefore, the wheels of the trike are still able to rotate and support the trike, thereby allowing a user to move the trike when in the parking mode.

For a vehicle, such as a trike, comprising two front wheels, one must take the different tuming radii of the two wheels into consideration, otherwise the wheels may slip sideways when tuming, or even tip over the vehicle. Thus, the Ackerrnann principle, or Ackerrnann steering geometry may be used for the steering arrangement. A common Ackerrnann steering geometry comprises two steering knuckles, each connected to an axle of each of the front wheels and to a shaft, wherein the steering knuckles are interconnected by a tie rod which is moved to tum, or pivot, both wheels, wherein the angle of tum is different for each wheel. The shaft and the tie rod are thus arranged in parallel at a distance from each other, and connected by the steering knuckles. However, such a traditional Ackerrnann steering geometry is unsuitable for arrangement in a folded arrangement, i.e. a parking mode, since a rotation, or pivot, of the shaft would consequently, rotate, or pivot, the tie rod as well. Such as rotation would be hindered by the frame blocking further movement of the shaft and/or the tie rod. The present disclosure solves this by using a plurality of interconnected steering rods instead of a traditional Ackerrnann geometry. In other words, the interconnected steering rods may be arranged in accordance with an Ackerrnann geometry in order to allow the two first wheels to tum with different radii.

Additionally, there may not be any need to remove any parts of the trike in order to switch between the two modes. However, the trike may comprise a lock, which when unlocked allows switching between the two modes. For example, the lock may be configured as a locking pin which locks the shaft and the frame together in either of the two modes, and which, when removed allows switching between the two modes. An area occupied by the trike may be defined by a width of the trike, which may be measured as the distance between the first wheels, and a length of the bike, which may be measured along a direction parallel to the frame of the trike. In normal use of the trike, the limiting dimension of the trike, especially with regards to parking and/or storage, may be the width of the trike. By being able to arrange, or fold, the shaft substantially perpendicularly to the frame, the width of the trike is greatly reduced. A reduced width of the trike provides easier parking and/or storage. An activity which falls somewhere in between parking and storage is public transportation, such as trains, for which bringing a bike may be allowed. However, space is limited and a traditional trike may not be possible to bring onto public transportation. By being able to reduce the size of the trike, the trike may be able to be brought onto a form of public transportation, such as a train. Further, there are instances in traffic when a trike is simply unable to continue along a planned path due to its width. Such instances may comprise barriers, or narrow paths, or one or more unwanted obj ect(s) blocking the path. Thus, the reduced width may allow a user to access locations which would have been inaccessible for a user using a traditional trike.

The two first wheels may be configured as front wheels, and thereby the second wheel may be configured as a rear wheel. However, the opposite is also possible, as in the two first wheels being configured as rear wheels and the second wheel being configured as a front wheel.

As the trike is not limited to comprising one second wheel, it may comprise two second wheels. Two second wheels may be pivotably and rotatably connected to a respective longitudinal end portion of a second shaft. The second shaft may be pivotably connected to a rear portion of the frame, which is arranged at an opposite side of the frame with regards to the front portion of the frame. The arrangement of the second wheels and the second shaft may be similar to the arrangement of the first wheels and the shaft.

The proj ection portion of the shaft may be arranged at a longitudinal end of the shaft.

The plurality of interconnected steering rods may comprise two steering knuckles. Each steering knuckle may be configured to be connected to a respective first wheel of the bike and to be pivotably connected to a longitudinal end portion of the shaft of the bike. The plurality of interconnected steering rods may further comprise a first rod which is connected to the handlebar via an axle, and an angled rod. A comer of the angled rod may be configured to be pivotably connected to the frame of the bike. The plurality of interconnected steering rods may further comprise a second rod which is pivotably connected between the first rod and the angled rod, and two third rods. Each third rod may be pivotably connected between a respective steering knuckle and the angled rod. Thus, a rider of the trike may be able to communicate movement from the handle bar to the first wheels via the axle to the first rod, from the first rod to the second rod, from the second rod to the angled rod, from the angled rod to the two third rods, from the two third rods to the steering knuckles, and from the steering knuckles to the first wheels.

The axle may be arranged perpendicular to a longitudinal extension of the frame, the shaft and/or the interconnected steering rods. The axle may be arranged within the a portion of the frame which may be configured to hold the handlebar. The first rod may be connected to one longitudinal end of the axle, and the handlebar may be connected to another longitudinal end of the axle. The steering knuckles may, altematively, be referenced to as, for example, steering kingpins.

The plurality of steering rods may further comprise a connecting rod which is connected to the angled rod and a fourth rod which is configured to be pivotably connected to the shaft and pivotably connected to the connecting rod. The third rods may be pivotably connected to the angled rod via the connecting rod. The connecting rod may provide an improved Ackerrnann geometry of the interconnected steering rods, thereby providing an improved steering of the trike. The fourth rod may be configured to keep the connecting rod in place, thereby providing an improved steering of the trike.

The steering arrangement may be understood as replacing a tie rod with the arrangement of the connecting rod, the fourth rod and the two third rods. A benefit of such an arrangement is that it allows the shaft to be rotated, to place the trike in the parking mode.

The fourth rod may be configured to be pivotably connected to the shaft at a third distance from a longitudinal and horizontal middle of the shaft. Thereby allowing the shaft to be pivoted, when switching the trike from being arranged in the riding mode to the parking mode, without the fourth rod being blocked by a connection of the angled rod to the shaft.

A first third rod of the two third rods may be pivotably connected between a first first wheel of the two first wheels and a first longitudinal end of the connecting rod. A second third rod of the two third rods may be pivotably connected between a second first wheel and a second longitudinal end of the connecting rod. The second longitudinal end may be opposite the first longitudinal end. When the trike is arranged in the riding mode, the first longitudinal end may be arranged closer to the second first wheel than to the first first wheel. Correspondingly, the second longitudinal end may be arranged closer to the first first wheel than to the second first wheel, when the trike is arranged in the riding mode. In other words, end portions of the two third rods which are connected to connecting rod are overlappingly arranged, when the trike is in the riding mode. If there was no fourth rod, the connecting rod could rotate, which would displace the longitudinal ends of the connecting rod, and thereby adjust the geometry of the steering arrangement. An adjustment of the geometry may no longer be arranged in accordance with the Ackerrnann principle, or as an Ackerrnann geometry. Further, the connecting rod and the fourth rod may be arranged to allow the connecting rod to rotate, when switching the trike between the riding mode and the parking mode.

The fourth rod may be configured to, when the trike is arranged in the riding mode, restrict, or limit, movement of the connecting rod such that movement communicated from the handlebar to the first wheels pivots the first wheels in the same direction. The fourth rod may be configured to, when the trike is arranged in the parking mode, restrict, or limit, movement of the connecting rod such that movement communicated from the handlebar to the first wheels pivots the first wheels to be substantially parallel with the shaft and/or the frame.

The fourth rod may be configured to, when switching the trike between the riding mode and the parking mode, rotate the connecting rod. In the riding mode, the connecting rod and end portions of the second rods may be at least partially overlapping, such that the arrangement of the connecting rod and the second rods may have a first length. In the parking mode, in which the connecting rod has been rotated, the arrangement of the connecting rod and the second rods may have been extended, such that they are not overlapping, and may have a second length which is greater than the first length. The extension of the arrangement of the connecting rod and the second rods may thereby pivot, or tum the first wheels in opposite directions, thereby allowing the first wheels to be arranged in parallel on a same side of the shaft.

The steering arrangement may be configured to, when the bike is arranged in the riding mode, pivot, or tum, the first wheels in the same direction. The steering arrangement may be configured to, when the bike is arranged in the parking mode, pivot the first wheels to be substantially parallel with the shaft and/or the frame. By the term "direction", it is further meant, for example, rotational direction, and by the phrase "pivot, or tum, in the same direction" it is further meant, for example, both first wheel being pivoted, or tumed clockwise, or counter-clockwise, or pivot, or tum, in the same rotational direction.

The proj ecting portion may be pivotably connected to the frame at a first distance from a longitudinal end of the frame. The shaft being pivotably connected to the frame via the proj ecting portion at a first distance may allow the shaft to be arranged substantially in parallel with the frame. If the shaft, as in a middle portion of the shaft, was pivotably connected to the frame, the only way for the shaft and the frame to be arranged in parallel would be if the shaft was configured to be arrangeable above or below the frame. Thus, the proj ection portion allows for the shaft and the frame to be arranged in same plane and to be arrangeable in parallel. The angled rod may be pivotably connected to the frame at a second distance from the longitudinal end of the frame. The first distance may be greater than the second distance. In other words, the points at which the proj ecting portion and the angled rod may be arranged at a distance from the other. By the proj ecting portion being connected at a first distance from the longitudinal end of the frame, the length of the bike, when in the parking mode, is reduced. Thereby, easier parking and/or storage of the bike is provided.

The bike may further comprise a compartment arranged on the frame. The compartment may be configured as, for example a basket, a box, a seat, or a plate. The compartment may be detachable from the frame.

The compartment may be configured to be collapsible.

BRIEF DESCRIPTION OF THE DRAWINGS This and other aspects of the present disclosure will now be described in more detail, with reference to the appended drawings showing embodiment(s) of the disclosure.

Fig. 1 schematically shows a steering arrangement and a bike according to an exemplifying embodiment of the present disclosure.

Fig. 2 schematically shows a steering arrangement and a bike according to an exemplifying embodiment of the present disclosure.

DETAILED DESCRIPTION Fig. 1 schematically shows a steering arrangement 20 and bike 100 comprising three wheels 3a-3c according to an exemplifying embodiment of the present disclosure. The bike 100 shown in Fig. 1 is arranged in the riding mode.

The bike 100 shown in Fig. 1 does not include components commonly comprised by a common bike, or trike, such as, for example, pedals, a seat, a bike chain, or a drive train. It is to be understood that the present disclosure is not limited to a bike, or trike, as shown in Fig. 1, and that the bike 100 shown in Fig.1 is only provided for an increased understanding of the present disclosure.

The bike 100 is shown from a perspective below the bike 100. Thus, the steering arrangement 20 may be seen, of which at least parts are arranged below the bike 100. The bike 100 comprises a frame 1 and a shaft 2. The shaft 2 comprises a proj ecting portion 2" which is pivotably connected to a front portion 1a of the frame 1. The bike 100 further comprises two first wheels 3a, 3b, wherein each first wheel 3a, 3b is pivotably and rotatably connected to a respective longitudinal end portion 2a, 2b of the shaft 2. The bike 100 further comprises a second wheel 3c rotatably connected to the frame 1.

The steering arrangement 20 comprises a handlebar 4 and a plurality of interconnected steering rods 5-11b configured to communicate movement of the handlebar 4 to the first wheels 3a, 3b. The steering arrangement 20 is configured to allow the bike 100 to be arranged in a riding mode, in which the shaft 2 is arranged substantially perpendicularly to the frame 1. The bike 100 shown in Fig. 1 is arranged in the riding mode.

The steering arrangement 20 comprises two steering knuckles 11a, 11b. Each steering knuckle 11a, 11b is configured to be connected to a respective first wheel 3a, 3b of the bike 100 and to be piVotab1y connected to a respective longitudinal end portion 2a, 2b of the shaft 2 of the bike 100. The steering arrangement 20 further comprises a first rod 6 which is connected to the handlebar 4 Via an axle 5. In Fig. 1 only an end portion of the axle 5 is shown. However, it is to be understood that the axle 5 may extend upwards (i.e. into the Fig.1). Further, the axle 5 may be arranged within a portion of the frame 1, not shown in Fig. 1, which may be understood as a post of the frame 1. The steering arrangement 20 further comprises an angled rod 8, wherein a comer of the angled rod 8 is configured to be piVotab1y connected to the frame 1 of the bike 100. The steering arrangement 20 further comprises a second rod 7a which is pivotably connected between the first rod 6 and the angled rod 8. The steering arrangement 20 further comprises two third rods 7b, 7c, wherein each third rod 7b, 7c is pivotably connected between a respective steering knuckle 11a, 11b and the angled rod 8. The steering arrangement 20 further comprises a connecting rod 9 and a fourth rod 10. The connecting rod 9 is connected to the angled rod 8. The connecting rod 9 has an L- shape, wherein a first leg of the L-shaped connecting rod 9 is longer than a second leg of the L-shaped connecting rod 9. The two third rods, 7b, 7c are connected to a respective end 9a, 9b of the first leg of the L-shaped connecting rod 9. The third rod 7b, which is shown to be arranged on a left hand side of Fig. 1, is thereby connected to a comer of the L-shaped connecting rod 9. The angled rod 8 is connected to the connecting rod 9 at a middle portion of the first leg of the connecting rod 9. Thereby, the third rods 7b, 7c are pivotably connected to the angled rod 8 via the connecting rod 9. The fourth rod 10 is configured to be piVotab1y connected to the shaft 2 and pivotably connected to the connecting rod 9. One end of the fourth rod 10 is connected to an end of the second leg of the connecting rod 9. The other end of the fourth rod 10 is connected to the shaft 2. The fourth rod 10 may comprise a curved shape, as shown in Fig. 1 The curved shape of the fourth rod 10 allows the fourth rod 10 to circumvent a point on the frame to which the angled rod 8 is connected to the shaft 2. Therefore, the fourth rod 10 is not blocked by the connection between the angled rod 8 and the shaft 2 when switching the bike 100 from the riding mode to the parking mode (shown in Fig. 2). A first third rod 7b of the two third rods 7b, 7c is piVotab1y connected between a first first wheel Sa of the two first wheels 3a, 3b, which may altematively be referred to as a "left first wheel" as it is shown on the left hand side of Fig.1, and a first longitudinal end 9a of the connecting rod 9. A second third rod 7c of the two third rods 7b, 7c is pivotably connected between a second first wheel 3b of the first wheels 3a, 3b, which may altematively be referred to as a "right first wheel" as it is shown on the right hand side of Fig.1, and a second longitudinal end 9b of the connecting rod 9. The second longitudinal end 9b is opposite the first longitudinal end 9a. As the bike is arranged in the riding mode, the first longitudinal end 9a is arranged closer to the second first wheel 3b than to the first first wheel 3a, and the S0 second longitudinal end 9b is arranged closer to the first first wheel Sa than to the second first wheel Sb.

The fourth rod 10 is conf1gured to, when the bike 100 is arranged in the riding mode, restrict movement of the connecting rod 9 such that movement communicated from the handlebar 4 to the first wheels Sa, Sb pivots the first wheels Sa, Sb in the same direction. Further, the steering arrangement 20 is conf1gured to, when the bike 100 is arranged in the riding mode, pivot the first wheels Sa, Sb in the same direction.

Fig. 2 schematically shows a steering arrangement 20 and bike 100 comprising three wheels Sa-Sc according to an exemplifying embodiment of the present disclosure.

A difference between the bike 100 shown in Fig. 2 and the bike shown in Fig. 1 is that the bike 100 shown in Fig. 2 is arranged in the parking mode. Thus, the bike shown 100 in Fig. 2 may be understood as having been switched from the riding mode to the parking mode. Thus, reference is made to Fig. 1 and the associated text.

The bike 100 may be switched by manually pulling the shaft 2. Further, the bike 100 may comprise a locking pin, arranged on the shaft 2 or the frame 1, which locks the shaft 2 in its relative position to the frame 1 in each of the two modes.

The frame 1 and the shaft 2 are arranged substantially parallel to each other, and at a distance from each other. The distance between the frame 1 and the shaft 2 may be substantially equal to the first distance between a longitudinal end of the frame 1 and the point at which the proj ecting portion 2" of the shaft 2 is connected.

The shaft 2 has been tumed counter-clockwise, when seen from below, from its arrangement in the riding mode, as shown in Fig. 1. The comer of the angled rod 8 is connected at the longitudinal end of the frame 1, which limits the movement of the angled rod 8 when the bike 100 is switched between the two modes. Further, the connection of the angled rod 8 to the frame 1 would block the movement of the fourth rod 10 if it was not for the curved shape of the fourth rod 10. However, other configurations of the fourth rod 10 are imaginable. For example, the fourth rod 10 may be arranged above the other components of the steering arrangement 20 (as seen from below in Fig. 2), and thereby be able to pass above (as seen from below in Fig. 2) the angled rod 8.

The connection rod 9 is forced into its position as shown in Fig. 2 by it being connected to the angled rod 8, which is connected to the frame 1, and the fourth rod 10, which is connected to the shaft 2. Thus, the position of the connecting rod 9, in each of the two modes, may be dependent on the shape and arrangement of the angled rod 8 and the fourth rod 10. Further, the forced movement of the connection rod 9 forces the two third rods 7b, 7c to extend outward from the connecting rod 9. The forced movement extends the ends of the two third rods 7b, 7c which are connected to such to a respective steering knuckle 11a, 11b, such that the steering knuckles 11a, 11b are pivoted away from the shaft 2, and are thereby pivoted in opposite directions. This leads to, while the bike 100 is arranged in the parking mode, movement communicated from the hand1ebar 4 to the first whee1s 3a, 3b pivoting the first whee1s 3a, 3b in opposite directions and/or such that the first whee1s 3a, 3b are substantia11y para11e1 with the shaft 2 and/or the frame 1.

The second third rod 7c of the two third rods 7b, 7c comprises a bend, or a curve. The bend of the second third rod 7c may allow for movement of the second third rod 7c re1ative to the ang1ed rod 8, without being hindered when switching the bike 100 between the riding mode and the parking mode.

The person skilled in the art realizes that the present disclosure by no means is 1imited to the preferred embodiments described above. On the contrary, many modifications and variations are possib1e within the scope of the appended c1aims.

Claims

1. A steering arrangement (20) for a bike (100) comprising a frame (1), a shaft (2) comprising a proj ecting portion (2”) pivotab1y connected to a front portion (1a) of the frame, two first wheels (3a, 3b), wherein each first wheel is pivotab1y and rotatably connected to a respective 1ongitudina1 end portion (2a, 2b) of the shaft, and a second wheel (3 c) rotatably connected to the frame; wherein the steering arrangement comprises: a hand1ebar (4); and a p1ura1ity of interconnected steering rods (5-11b) configured to communicate movement of the hand1ebar to the first wheels; wherein the steering arrangement is configured to allow the bike to be arranged in: a riding mode, in which the shaft is arranged substantially perpendicularly to the frame; and a parking mode, in which the shaft is arranged substantially para11e1 to the frame.

2. The steering arrangement according to c1aim 1, wherein the p1ura1ity of interconnected steering rods (5-11b) comprises: two steering knuck1es (11a, 11b), wherein each steering knuckle is configured to be connected to a respective first wheel (3 a, 3b) of the bike and to be pivotab1y connected to a longitudinal end portion (2a, 2b) of the shaft (2) of the bike; a first rod (6) which is connected to the hand1ebar via an ax1e (5); an ang1ed rod (8), wherein a comer of the ang1ed rod is configured to be pivotab1y connected to the frame (1) of the bike; a second rod (7a) which is pivotab1y connected between the first rod and the ang1ed rod; and two third rods (7b, 7c), wherein each third rod is pivotab1y connected between a respective steering knuckle and the ang1ed rod.

3. The steering arrangement according to c1aim 2, wherein the p1ura1ity of steering rods further comprises: a connecting rod (9) which is connected to the ang1ed rod; and a fourth rod (10) which is configured to be pivotab1y connected to the shaft and pivotab1y connected to the connecting rod; and wherein the third rods are pivotab1y connected to the ang1ed rod via the connecting rod.

4. The steering arrangement according to c1aim 3, wherein a first third rod (7b) of the two third rods (7b, 7c) is pivotab1y connected between a first first whee1 (11a) of the two first whee1s (11a, 11b) and a first 1ongitudina1 end (9a) of the connecting rod (9), and a second third rod (7c) of the two third rods (7b, 7c) is pivotab1y connected between a second first whee1 (11b) of the two first whee1s (11a, 11b) and a second 1ongitudina1 end (9b) of the connecting rod, wherein the second 1ongitudina1 end is opposite the first 1ongitudina1 end; and when the bike is arranged in the riding mode, the first 1ongitudina1 end (9a) is arranged closer to the second first whee1 (11b) than to the first first whee1 (11b), and the second 1ongitudina1 end (9b) is arranged c1oser to the first first whee1 (11a) than to the second first whee1 (1 1b).

5. The steering arrangement according to c1aim 3 or 4, wherein the fourth rod is configured to, when the bike is arranged in the riding mode, restrict movement of the connecting rod such that movement communicated from the hand1ebar to the first whee1s pivots the first whee1s in the same direction; and when the bike is arranged in the parking mode, restrict movement of the connecting rod such that movement communicated from the hand1ebar to the first whee1s pivots the first whee1s to be substantia11y para11e1 with the shaft and/or the frame.

6. A steering arrangement according to any preceding c1aim, wherein the steering arrangement is configured to: when the bike is arranged in the riding mode, pivot the first whee1s in the same direction; and when the bike is arranged in the parking mode, pivot the first whee1s to be substantia11y para11e1 with the shaft and/or the frame.

7. A bike (100) comprising a steering arrangement (20) according to any of c1aims 1 to 6; a frame (1); a shaft (2) comprising a proj ecting portion (2°) pivotab1y connected a front portion (1a) to the frame; two first whee1s (3 a, 3b), wherein each first whee1 is pivotab1y and rotatab1y connected to a respective 1ongitudina1 end portion (2a, 2b) of the shaft; and a second whee1 (3 c) rotatab1y connected to the frame; wherein the bike is configurated to be arranged in:a riding mode, in Which the shaft is arranged substantially perpendicularly to the frame; and a parking mode, in Which the shaft is arranged substantia11y para11e1 to the frame.

8. A bike according to c1aim 7, comprising a steering arrangement according to any of c1aims 2 to 5, Wherein the proj ecting portion is pivotably connected to the frame at a first distance from a 1ongitudina1 end of the frame; and the ang1ed rod is pivotably connected to the frame at a second distance from the 1ongitudina1 end of the frame; and Wherein the first distance is greater than the second distance.

9. A bike according to c1aim 7 or 8, further comprising a compartment arranged on the frame.

10. A bike according to c1aim 9, Wherein the compartment is configured to be co11apsib1e.