A VEHICLE Field of the Invention.

The present invention relates to vehicles and particularly to vehicles adapted to being operable as a vehicle and also to be towed by another vehicle. Background Art.

Towing trailers and the like behind vehicles is known in the art. In particular, the design of trailers and the like to be towed behind another vehicle is relatively well developed.

Golf carts are also relatively well known. A golf cart is a small vehicle designed originally to carry two golfers and their golf clubs around a golf course faster and with less effort than walking. The golf cart includes four wheels, a motor

(generally an electric motor powered by on-board batteries) a bench seat, storage area fro golf clubs and a roof and windscreen to partially protect the golfers from inclement weather. The golf carts generally have a steering wheel and a two pedal control system, one pedal being an accelerator pedal and a brake pedal with a lockable brake for stopping on inclines or the like.

A golf cart is generally speed-limited to approximately 40 kilometers per hour. They are typically relatively high-torque vehicles in order to negotiate the undulations of a golf course which can be quite extreme. Golf carts now come in a wide range of formats and are more generally used to convey small numbers of passengers short distances at relatively slow speeds.

While some golf carts come with small combustion engines the majority are electrically powered and they were possibly the first mass-produced electric vehicles for private consumer use. This variety is now used in many communities where their lack of emissions, lack of noise, and safety for pedestrians and other carts (due to slow speeds) are prized attributes. When purpose-built for general transportation these are called Neighborhood Electric Vehicles (NEVs), but with various operating limitations.

One of the major problems with golf carts owned by amateur golfers is that the golfers often have to transport the golf cart to and from their preferred golf course in order to use the cart. Many golf courses do not provide storage facilities for vehicles such as golf carts as to do so would require a large amount of room and a large and costly building, as well as equipping the building with security features and

the like.

Usually, the golf cart is transported to and from the golf course using a trailer towed by the golfer's car or other vehicle. The trailer is typically a flat bed trailer with rear ramps so that the cart can be driven directly on and off the trailer. In itself, this is problematic as the golfer is now required to store not only the golf cart at their premises, but also the trailer in order to transport the golf cart.

Further, many recreational golfers who own golf carts are elderly or retirees. Normally the golf cart is not removed from the trailer when the golfer arrives home, the trailer is simply stored with the golf cart still on the trailer. If the golfer wants to move the trailer with the golf cart on the trailer, it is difficult to do so given the combined weight of the golf cart and the trailer. The golfer will normally be required to hitch their car or other towing vehicle to the trailer in order to maneuver the trailer to a different location.

Therefore, it would be advantageous to the art to provide a vehicle that does not require loading onto a trailer in order to be maneuvered about and one which offers the same or similar conveyance for golfers or other users.

It will be clearly understood that, if a prior art publication is referred to herein, this reference does not constitute an admission that the publication forms part of the common general knowledge in the art in Australia or in any other country. Summary of the Invention.

The present invention is directed to a vehicle, which may at least partially overcome at least one of the abovementioned disadvantages or provide the consumer with a useful or commercial choice. hi one form, the invention resides in a vehicle including a support chassis, at least one front wheel assembly and at least one rear wheel assembly, drive means associated with at least one of the at least one front or at least one rear wheel assembly, and at least one towing assembly deployable to allow the vehicle to be towed by another vehicle.

In a second form, the invention resides in a vehicle including a support chassis, vehicle bodywork, at least one front wheel assembly and at least one rear wheel assembly, drive means associated with at least one of the at least one front or at least one rear wheel assembly, and at least one towing assembly deployable to allow the vehicle to be towed by another vehicle wherein the support chassis of the vehicle

is adjustable between a first towing condition and a second use condition, the towing condition shortening the effective length of the vehicle bodywork to deploy the towing assembly.

The vehicle of the present invention is preferably adapted to be connected directly to a towing vehicle to be towed obviating the use of a trailer to transport the vehicle as it will preferably become its own trailer.

For the sake of clarity, the vehicle of the invention will be referred to herein as a "towed vehicle" and the vehicle towing the towed vehicle will be referred to as a "towing vehicle" although the vehicle of the invention will be operable as a separate vehicle under its own drive means once detached from the towing vehicle. The attachment of the vehicle of the invention to the towing vehicle will normally result in the raising of an end of the towed vehicle which will preferably suspend at least one of the at least one front wheel assembly and at least one rear wheel assembly clear of the ground. The towed vehicle of the invention will typically be configured as a golf cart or Neighborhood Electric Vehicle (NEV). The towed vehicle will typically be motorised or self propelled to move under its own power. The vehicle may utilise an electric motor powered by on-board batteries or a combustion engine.

The golf cart typically includes four wheels, a motor, a bench seat, storage area for golf clubs and a roof and windscreen to partially protect the golfers from inclement weather. The golf cart generally has a steering wheel and a two pedal control system, one pedal being an accelerator pedal and a brake pedal with a lockable brake for stopping on inclines or the like.

The vehicle is generally speed-limited to approximately 40 kilometers per hour with relatively high torque in order to negotiate the undulations of a golf course which can be quite extreme.

The towed vehicle of the invention includes a support chassis. The chassis is typically a strong and rigid frame work adapted to support the body of the vehicle, the motor, as well as the other parts of the vehicle such as the transmission, suspension, steering and electrics (where provided). The chassis will preferably provide a strong base structure for the vehicle, easy of repair to body damage and the opportunity to vary the body styling without extensive redesigning or adaptation.

The chassis will typically be a box frame chassis. Metal such as steel will typically be used to manufacture the chassis. Steel will quite likely remain the least expensive and most efficient material for mass-produced chassis and the chassis component parts can be stamped out by a machine press from any thickness of sheet metal.

Aluminium, though more expensive than steel, may be used as it is more easily shaped by hand or can be formed on comparatively lighter machines. It is also lighter than steel and resistant to rust, although it is also less stiff than a steel chassis. The chassis of the vehicle of the present invention will preferably comprise at least two portions, namely a main portion and a sliding portion.

The main portion will typically be associated with the rear of the vehicle with the sliding portion located toward the front of the vehicle and slideable relative to the main portion to lengthen and shorten the chassis of the vehicle. The main portion will preferably include the towing assembly which is integrally formed with the main portion.

The towing assembly basically consists of a main longitudinal arm member which forms a part of the main portion of the chassis but extends from the main portion. The main arm member is generally centrally located and will include a towing hitch arrangement at the outer end thereof.

There will preferably be at least one, and preferably a pair of transversely extending members used in the main portion. These transversely extending members extend approximately perpendicularly to the main arm and located in a rectangular pattern. These two transverse members will usually be located between the front wheel assembly and the rear wheel assembly and provide shape and rigidity to the main portion of the chassis as well as supporting the main arm member. These transverse arm members extend approximately parallel to one another and are spaced apart. There will also preferably be a third transverse member located towards the rear of the chassis to extend behind the rear wheel assembly. There will also preferably be a pair of channel members provided as a part of the main portion of the chassis. Preferably one of the channel members is provided on each lateral side of the main portion of the chassis and are adapted to received and engage a portion of the sliding portion of the chassis. It is most

preferably that each of the channel members extend front to back, approximately parallel to the main arm member and are located between the front and rear wheel on each side of the vehicle.

Each channel member is preferably a substantially C-shaped or U- shaped member to at least partially receive a box section member of the sliding portion.

The main portion of the chassis therefore has a generally rectangular rear portion defined by the channel members and the pair of transverse members with the main arm member extending forwardly thereof. The rear portion will preferably give shape to the vehicle and stabilise the channel members and thereby, stabilise the sliding portion.

The main arm member will also preferably be braced against sideways movement by a pair of angled bracing members extending from adjacent the towing hitch end of the main arm rearwardly to the rectangular rear portion. The main arm member will of course preferably extend further forwardly than the bracing members.

The rear bodywork of the vehicle, such as the golf bag receiving mounts and the seat for the vehicle, will typically be mounted to the main portion of the chassis.

Located behind the rectangular rear portion of the chassis is preferably a further rectangular portion for mounting the rear axle and wheel assembly of the vehicle.

The vehicle chassis will preferably not be coplanar but shaped to provide the main functional elements such as the channel members closer to the ground and also to provide upstanding supports for the bodywork. The sliding portion of the chassis may be substantially rectangular when viewed in plan. There will typically be a pair of lateral members with a front and a rear transverse member, together will optional transverse members for bracing and rigidity. The lateral members will preferably be received in the channel members of the main portion of the chassis. There will typically be stop or limit guides to limit the extent of the relative movement of the sliding portion and the main portion of the chassis, in both directions.

The sliding portion will also include a guide assembly adapted to engage the main longitudinal arm member. The guide assembly preferably includes a C or U-shaped assembly adapted to slide over the main arm and support the sliding portion above the main arm member. The guide assembly and the main arm member are provided with a locking arrangement to lock the sliding portion relative to the main arm and thence the main portion of the chassis in both the use condition and the towing condition.

The locking arrangement may be any form of locking arrangement such as a clamp means for example but a pin and aligned slot method is preferred. There will preferably be two sets of alignable openings in each of the guide assembly and the main arm member and at least a pair of pins which are preferably threaded fasteners such as bolts provided.

There may be further locking arrangements provided along the length of the channel members and again the pin and slot method is preferred. There will typically be an optimum number of locking arrangements provided to securely lock the sliding and main portions of the chassis together, but also not to weaken the chassis structure by providing too many openings in structural members. The front bodywork of the vehicle is also typically mounted relative to the sliding portion of the chassis. There is at least one front wheel assembly and at least one rear wheel assembly provided. The front wheel assembly will typically include a pair of wheels mounted relative to the sliding portion of the chassis. Also mounted relative to the sliding portion of the chassis will usually be the transmission, steering, brakes and drive means. The rear wheel assembly will also preferably include a pair of wheel mounted relative to the main portion of the chassis. These wheels are preferably freely rotating, non-driven wheels. There may be an alternator or similar associated with the rear wheel assembly to charge the batteries (if provided) to power the drive means, whilst the vehicle is being towed. In use, the vehicle may be attached directly to a towing vehicle using the towing hitch of the main arm member. In towing condition, the vehicle is shortened with the sliding portion of the chassis located as far rearwardly in the

channels of the main portion of the chassis. The rear wheels contact the ground surface whilst the front wheel assembly is entirely clear of the ground.

When the vehicle reaches its destination, the locking pins are removed, and the sliding portion of the chassis can be moved forwardly to at least partially cover the towing assembly. The locking pins can then replaced, locking the configuration of the chassis and the vehicle in the use condition. Removing the locking pins and sliding the sliding portion of the chassis rearwardly, exposes the towing hitch which can then be again attached to the towing vehicle.

In order to facilitate the movement of the sliding portion of the chassis between the use and towing condition, an electronically activated mechanism is proposed. Typically, a switch will be mounted on the dashboard of the vehicle which, when activated, engages the motor of the vehicle which drives the front wheels, at a very slow speed (approximately 0.1 m/s) to move the sliding portion of the chassis. The switch will preferably have a middle "off position, and a forward and a reverse operating condition. Typically, the rear wheels will be fixed in position using a braking means whilst the sliding portion is moved.

The roof structure is also preferably provided as a pair of front and a pair of rear upstand members. Either the front or rear pair of members is provided with a channel member and the other pair with a sliding member so that when the chassis with bodywork is shortened or lengthened, the roof assembly can slide forwardly and rearwardly as well. Preferably, the channel members may be provided in association with the rear pair of upstands and the sliding members with the front upstands. The sliding members are preferably received through the channel members.

A permanently attached, deployable jockey wheel may also be provided in a forward part of the vehicle to allow movement of the vehicle when in the towing condition. The jockey wheel will also typically be used to raise and lower the front wheels of the vehicle to attach and detach the towing hitch from the towing vehicle.

In a further form, the invention resides in a vehicle including a support chassis, vehicle bodywork, at least one front wheel assembly and at least one rear wheel assembly, drive means associated with at least one of the at least one front or at least one rear wheel assembly, and at least one towing assembly deployable to allow the vehicle to be towed by another vehicle, the support chassis supporting the front

wheel assembly and the rear wheel assembly at a fixed distance and including a deployable or extendable towing assembly adapted to be moved between a retracted condition whilst the vehicle is in use and an extended condition for towing. hi this embodiment, the support chassis may be provided with a main chassis portion of a generally rectangular shape for supporting the rear wheel assembly and the main bodywork of the vehicle. The main body will also typically have an associated front chassis portion for supporting the front wheel assembly and the drive means or engine.

Provided lengthways, preferably in relation to both the front chassis portion and the main chassis portion of the support chassis, is typically at least one elongate length adjustable assembly to which is mounted the towing assembly. Normally the length adjustable assembly includes a pair of spaced apart, hollow members which are substantially parallel to each other and extend in the normally direction of towing, namely perpendicularly to the axis of rotation of the wheels of the vehicle.

Normally, the hollow members will extend from the front of the support chassis to the rear of the support chassis. Typically, each hollow member will be attached to the support chassis in a number of positions and normally to each transversely extending member of the support chassis. This may aid the stability and rigidity of the support chassis.

Preferably, each of the hollow members will have an associated inner member adapted to be at least partially received within the hollow member and to slide relative thereto. Each inner member may have a constant cross-section over its length or it may have a larger cross-section portion to correspond closely to the inner dimension of the hollow member and a smaller cross-section portion towards the rear of the vehicle.

The respective inner members will typically mount the towing assembly at one end thereof. At the other end of the respective inner members or along their length will normally be stop means to limit the range of extension of the inner members. The stop means will typically allow extension until the stop means abuts an extension stop portion which may be a part of the hollow members or separate therefrom.

Each of the inner members and the hollow members will preferably be provided with one or more locking means to temporarily lock the overall length of the length adjustable assembly either in the extended and/or retracted condition. The locking means may be as simple as a pair of alignable openings and passing a pin therethrough or may be more advanced clamping or friction lock arrangements.

One particularly preferred embodiment includes an actuator which is associated with a locking means adapted to move a pair of locking pins simultaneously through aligned openings in the respective inner and hollow members to at least temporarily lock the towing assembly in the extended and/or the retracted condition.

The locking means of this preferred embodiment includes at least one and typically a pair of spaced apart body plates with a pair of opposed arm members mounted relative thereto by a common pivot attachment. Normally the arm members will be located between the spaced apart body plates such that movement in a single plane only is allowed.

Each of the opposed arm members is preferably associated with a transversely extending locking pin. The common pivot attachment is preferably associated with the actuator such that movement of the actuator, actuate both of the locking pins simultaneously. Typically, the actuator will extend parallel to the direction of travel of the vehicle and the locking pins will extend substantially perpendicularly thereto. Normally the actuator will be elongate and extend from the locking means (which will typically be located approximately midway along the length of the vehicle and along a midline) to a location which is easily accessible to a user. Typically, the body plate will be shaped such that the common pivot attachment to which the actuator is attached, is located between a pair of pivotal attachments to which the arm members are attached. Applying a force in a first direction to the actuator will preferably engage the locking pins in the aligned openings preventing movement of the deployable towing means (whether in the extended or retracted condition) and applying a force in the opposite direction will preferably disengage the locking pins from the aligned openings allowing movement of the deployable towing means relative to the support chassis.

The pins may preferably be associated with guide means in order to minimise the opportunity for deviation of the pins during movement.

In use, the vehicle may be attached directly to a towing vehicle using the towing hitch, hi towing condition, the towing assembly is lengthen by sliding the inner members as far forwardly in the hollow members. Once attached to the towing vehicle, the rear wheels contact the ground surface whilst the front wheel assembly is entirely clear of the ground. The locking pins will normally be inserted into the aligned holes to lock the towing assembly in the storage condition.

When the vehicle reaches its destination, the locking pins are removed, and the sliding portion of the chassis can be moved rearwardly. This will preferably move the towing assembly out of sight under the vehicle bodywork. The locking pins can then replaced, locking the configuration of the towing assembly and the vehicle in the use condition. Removing the locking pins and sliding the towing assembly forwardly, exposes the towing hitch which can then be again attached to the towing vehicle.

Brief Description of the Drawings.

Various embodiments of the invention will be described with reference to the following drawings, in which:

Figure 1 is a schematic side view of a vehicle in the use condition according to a preferred embodiment of the present invention.

Figure 2 is a schematic side view of a vehicle in the towing condition according to a preferred embodiment of the present invention.

Figure 3 is a schematic top view of the vehicle chassis according to a preferred embodiment of the present invention with the use condition indicated in solid lines and the towing condition indicated in dashed lines.

Figure 4 is a schematic perspective view of a portion of the vehicle chassis according to a preferred embodiment of the present invention.

Figure 5 is a perspective photograph of the chassis of a vehicle according to a preferred embodiment of the present invention. Figure 6 is a perspective photograph of a vehicle according to a preferred embodiment of the present invention with body work attached.

Figure 7 is a perspective photograph of the roof support system for a vehicle according to a preferred embodiment of the present invention.

Figure 8 is a front perspective view of the towing assembly in the towing condition according to a preferred embodiment of the present invention.

Figure 9 is a front perspective view of the towing assembly in the use condition according to a preferred embodiment of the present invention. Figure 10 is a perspective view of a golf club rain cover according to a preferred embodiment of the present invention, in the folded condition.

Figure 11 is a perspective view of a golf club rain cover according to a preferred embodiment of the present invention, in the unfolded condition.

Figure 12 is a perspective view of deployable rain blinds according to a preferred embodiment of the present invention.

Figure 13 is a schematic view from above of a vehicle chassis according to a preferred embodiment, with the towing assembly in the retracted condition.

Figure 14 is a schematic view from above of the vehicle chassis illustrated in Figure 13, with the towing assembly in the extended condition. Figure 15 Figure 16 Figure 17

Detailed Description of the Preferred Embodiment. According to the preferred embodiment, a vehicle 10 with a deployable towing assembly is provided.

As illustrated in the Figures, the vehicle includes a support chassis

(best illustrated in Figure 3), a front wheel assembly and a rear wheel assembly, an electric motor associated with the front wheel assembly, and at least one towing assembly deployable to allow the vehicle to be towed by another vehicle. The support chassis of the vehicle is adjustable between a first towing condition and a second use condition, the towing condition shortening the effective length, of the vehicle bodywork as can be seen from comparing Figure 1 and Figure 2, to deploy the towing assembly. The vehicle of the preferred embodiment is adapted to be connected directly to a towing vehicle to be towed, obviating the use of a trailer to transport the vehicle as it becomes its own trailer.

The attachment of the vehicle 10 of the invention to the towing vehicle result in the raising of an end of the towed vehicle 10 which will suspend the front wheel assembly clear of the ground.

The towed vehicle 10 of the preferred embodiment illustrated is configured as a golf cart or Neighborhood Electric Vehicle (NEV). The towed vehicle 10 is motorised or self propelled to move under its own power utilising an electric motor powered by on-board batteries.

The golf cart includes four wheels divided into a front pair 11 and a rear pair 12, a motor 13, a bench seat 14, storage area for golf clubs 15 and a roof 16 and windscreen 17 to partially protect the golfers from inclement weather. The golf cart has a steering wheel 18 and a two pedal control system, one pedal being an accelerator pedal and a brake pedal with a lockable brake for stopping on inclines or the like.

The towed vehicle 10 of the preferred embodiment includes a length adjustable support chassis 19, best illustrated in Figure 3. The chassis is a strong and rigid frame work adapted to support the body of the vehicle, the motor, as well as the other parts of the vehicle such as the transmission, suspension, steering and electrics

(where provided).

The chassis 19 is a box frame chassis. Metal such as steel will typically be used to manufacture the chassis. Steel will quite likely remain the least expensive and most efficient material for mass-produced chassis and the chassis component parts can be stamped out by a machine press from any thickness of sheet metal.

The chassis 19 of the vehicle 10 of the preferred embodiment includes two portions, namely a main portion (illustrated in solid outline) and a sliding portion (illustrated in dashed lines) shown in Figure 3.

The main portion is associated with the rear of the vehicle 10 with the sliding portion located toward the front of the vehicle 10 and slideable relative to the main portion to lengthen and shorten the chassis 19 of the vehicle 10. The main portion includes the towing assembly which is integrally formed with the main portion.

The towing assembly of the preferred embodiment consists of a main longitudinal arm member 20 which forms a part of the main portion of the chassis 19

but extends forwardly from the main portion. The main arm member 20 is centrally located and includes a towing hitch arrangement 21 at the outer end thereof.

There are a pair of transversely extending members 22 used in the main portion. These transversely extending members 22 extend approximately perpendicularly to the main arm 20 and are located in a rectangular pattern. The two transverse members 22 are located between the front wheels 11 and the rear wheels 12 and provide shape and rigidity to the main portion of the chassis 19 as well as supporting the main arm member 20. The transverse arm members 22 extend parallel to one another and are spaced apart. There is also be a third transverse member 23 located towards the rear of the chassis 19 to extend behind the rear wheels 12.

There are a pair of channel members 24 provided as a part of the main portion of the chassis 19. One of the channel members 24 is provided on each lateral side of the main portion of the chassis 19 and are adapted to received and engage a portion of the sliding portion of the chassis 19. Each of the channel members 24 extend front to back, approximately parallel to the main arm member 20 and are located between the front 11 and rear wheel 12 on each side of the vehicle 10.

Each channel member 24 is a substantially C-shaped member to at least partially receive a box section member of the sliding portion.

The main portion of the chassis 19 therefore has a generally rectangular rear portion defined by the channel members 24 and the pair of transverse members 22 with the main arm member 19 extending forwardly thereof. The main portion gives shape to the rear of the vehicle 10 and stabilise the channel members 24 and thereby, stabilise the sliding portion.

The main arm member 20 is braced against sideways movement by a pair of angled bracing members 25 extending from adjacent the towing hitch end of the main arm 20 rearwardly to the rectangular rear portion. The main arm member 20 extends further forwardly than the bracing members 25.

The rear bodywork of the vehicle, such as the golf bag receiving mounts 15 and the seat 14 for the vehicle 10 are mounted to the main portion of the chassis 19.

Located behind the rectangular rear portion of the chassis is preferably a further rectangular portion for mounting the rear axle 26 and wheel assembly of the

vehicle 10. A pair of support members 40 extend rearwardly between the rearmost transverse member 22 and the third transverse member 23.

The sliding portion of the chassis 19 is substantially rectangular when viewed in plan. There are a pair of lateral members 27 with a front 28 and a rear 29 transverse member, together with optional central transverse members for bracing and rigidity. The lateral members 27 are received in the channel members 24 of the main portion of the chassis 19.

There will also be stop or limit guides to limit the extent of the relative movement of the sliding portion and the main portion of the chassis, in both directions.

The sliding portion will also include a guide assembly 30 adapted to engage the main longitudinal arm member 20. The guide assembly 30 includes a C- shaped assembly adapted to slide over the main arm 20 and support the sliding portion of the chassis above the main arm member 20. The guide assembly 30 and the main arm member 20 are provided with a pin and aligned slot locking arrangement 31 to lock the sliding portion relative to the main arm 20 and thence the main portion of the chassis in both the use condition and the towing condition.

There are two sets of alignable openings in each of the guide assembly and the main arm member 20 and a pair of pins which are threaded fasteners such as bolts.

There are further locking arrangements 32 provided along the length of the channel members 24 and again the pin and slot method is preferred.

The front bodywork of the vehicle is mounted relative to the sliding portion of the chassis. As can be seen in Figures 8 and 9, the front wheel assembly includes a pair of wheels mounted relative to the sliding portion of the chassis 19. Also mounted relative to the sliding portion of the chassis is the transmission, steering, brakes and motor 13.

The rear wheel assembly also includes a pair of wheel mounted relative to the main portion of the chassis but these wheels are freely rotating, non-driven wheels. There is also an alternator or similar associated with the rear wheel assembly to charge the batteries to power the motor 13, whilst the vehicle is being towed, the batteries being located beneath the seat 14 of the vehicle 10.

In use, the vehicle 10 may be attached directly to a towing vehicle using the towing hitch of the main arm member. In towing condition, the vehicle is shortened with the sliding portion of the chassis located as far rearwardly in the channels of the main portion of the chassis, as illustrated in Figure 2. The rear wheels contact the ground surface whilst the front wheel assembly is entirely clear of the ground.

When the vehicle reaches its destination, the locking pins are removed, and the sliding portion of the chassis can be moved forwardly to at least partially cover the towing assembly. The locking pins can then replaced, locking the configuration of the chassis and the vehicle in the use condition, as illustrated in Figure 1. Removing the locking pins and sliding the sliding portion of the chassis rearwardly, exposes the towing hitch which can then be again attached to the towing vehicle.

The roof structure 16 is also provided as a pair of front 33 and a pair of rear 34 upstand members. Channel members 35 are provided in association with the rear pair 34 of upstands and sliding members 36 with the front upstands 32, the sliding members 36 received through the channel members 35 to allow the roof structure to slide as the sliding portion of the chassis is moved.

As illustrated in Figures 10 and 11, a golf club rain cover is also incorporated into the vehicle of the preferred embodiment. The deployable rain cover is concealed adjacent the roof of the vehicle when not in use and is lockable in the folded and deployed conditions to prevent unwanted movement. The rain cover simply slides out from runners provided in the roof structure (as illustrated in Figure 10), over the passengers. Once it is extended, flap A opens rearwardly on hinges and drops down at the rear of the tops of the golf bags. Flap B and C open laterally on hinges and drop down on each side of the golf bags. Flaps D and E are adapted to open vertically, allowing selection of a club, and then closing down again, keeping the top of the rain cover weather proof. Flaps D and E are mounted to either a central mounting element or to the side of the rain cover. All the flaps are clear plastic in a frame and the whole extendible tray as illustrated in Figure 10 is approximately 30mm deep. When not in use the tray is out of sight, locked under the roof.

As illustrated in Figure 12, there is a 60 mm curved portion provided on the sides and front of the roof structure. On each side, there is concealed under the curve for the length of the roof, a simple roller blind that can be extended down to give all weather protection. The blinds are preferably lockable in position and retractable into a spring loaded closed position. Again the blinds are clear plastic and operate on the similar mechanism as a window roller blind. hi an alternative configuration illustrated in Figures 13 and 14, the support chassis supports the front wheel assembly 11 and the rear wheel assembly 12 at a fixed distance and include a deployable or extendable towing assembly 21 adapted to be moved between a retracted condition whilst the vehicle is in use and an extended condition for towing. hi this embodiment as illustrated, the support chassis is provided with a main chassis portion of a generally rectangular shape for supporting the rear wheel assembly 12 and the main bodywork of the vehicle. The main chassis portion 43 has an associated front chassis portion 44 for supporting the front wheel assembly 11 and the drive means or engine (not shown).

Provided lengthways in relation to both the front chassis portion 44 and the main chassis portion 43 of the support chassis is an elongate length adjustable assembly to which is mounted the towing hitch 21. According to the illustrated embodiment, the length adjustable assembly includes a pair of spaced apart, hollow members 45 which are substantially parallel to each other and extend in the normal direction of towing, namely perpendicularly to the axis of rotation of the wheels of the vehicle.

As illustrated, the hollow members 45 extend from the front of the support chassis to the rear of the support chassis and each hollow member 45 is attached to the support chassis in a number of positions and normally to each transversely extending member 46 of the support chassis.

Each of the hollow members 45 has an associated inner member 50 adapted to be at least partially received within the hollow member 45 and to slide relative thereto.

The respective inner members 50 mount the towing hitch 21 at one end thereof. At the other end of the respective inner members in the embodiment illustrated, is a stop means 47 to limit the range of extension of the inner members 50.

The stop means 47 allows extension of the length adjustable assembly by sliding the inner members forwardly until the stop means 47 abuts an extension stop portion 48 which, according to the illustrated embodiment, is an end portion of the hollow members 45. Each of the inner members 50 and the hollow members 45 are provided with locking means to temporarily lock the overall length of the length adjustable assembly in the extended and/or retracted condition. The locking means of the illustrated embodiment is a pair of alignable openings 48 (and 48a in Figure 13 on the inner members) and passing a pin therethrough. Two view of a further embodiment are illustrated in Figures 15 and 16 in which the towing assembly 21 is stored in a "bonnet" section 80 of the bodywork of the vehicle. In moving the towing assembly 21 between the extended and retracted conditions, the bonnet section 80 is lifted, hi the retracted condition, the towing assembly 21 will not be visible. A particularly preferred embodiment of the locking assembly used to temporarily lock the inner members to the hollow members in either the extended or retracted condition is illustrated in Figure 17 to 19. The locking assembly includes an elongate actuator 60 which is associated with a locking means 61 adapted to move a pair of locking pins 62 simultaneously through aligned openings in the respective inner and hollow members to at least temporarily lock the towing assembly in the extended and/or the retracted condition.

The locking means 61 of this preferred embodiment includes a pair of spaced apart body plates 63 with a pair of opposed arms 64 (an upper and a lower opposed arm on each side) mounted relative thereto on either lateral side, by a common pivot attachment 65. Each of the upper and lower arms has a transversely extending locking pin 62 therebetween. The common pivot attachment 65 is associated with the actuator 60 such that movement of the actuator 60, actuates both of the locking pins 62 simultaneously.

The actuator 60 extends parallel to the direction of travel of the vehicle and the locking pins 62 extends substantially perpendicularly thereto.

The body plates 63 are shaped such that the common pivot attachment 65 to which the actuator 60 is attached, is located between a pair of pivotal attachments 66 to which the arm members 64 are attached. Applying a force in a first

direction to the actuator 60 engages the locking pins 65 in the aligned openings preventing movement of the deployable towing means 21 (whether in the extended or retracted condition) and applying a force in the opposite direction disengages the locking pins 65 from the aligned openings allowing movement of the deployable towing means 21 relative to the support chassis.

The pins 65 are associated with guides 67 in order to minimise the opportunity for deviation of the pins during movement.

In the present specification and claims (if any), the word "comprising" and its derivatives including "comprises" and "comprise" include each of the stated integers but does not exclude the inclusion of one or more further integers.

Reference throughout this specification to "one embodiment" or "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the present invention. Thus, the appearance of the phrases "in one embodiment" or "in an embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment. Furthermore, the particular features, structures, or characteristics may be combined in any suitable manner in one or more combinations.