Technical Field The present disclosure generally relates to a personal transport vehicle. More particularly, the present disclosure describes various embodiments of a device or vehicle for transporting an individual person.

Background

Human-powered transport, i.e. transport of person(s) using human muscle power, has been known for a long time. Such transport may be known as personal transport vehicles and include examples like bicycles and unicycles. These personal transport vehicles are pedal-operated and are powered and controlled by a person's legs. A pedal-operated bicycle typically has two wheels and a seat upon which a person or rider may sit and operate the pedals coupled to the wheels for moving the bicycle. Most conventional bicycles are non-compactable and thus are cumbersome to carry or move around, especially when travelling on roads that prohibit cycling. A unicycle is a more compact form of personal transport vehicle. The unicycle may also be operated by pedals and has a seat for the rider. Instead of two wheels, the unicycle has only one wheel which the rider needs to control in order to move around. Further, instead of being operated by pedals that rotate in cyclical motion, some unicycles may use side pedals that can be stepped by the rider for operation of the unicycles. Compared to a bicycle, the unicycle is thus smaller and easier to carry while commuting.

Some unicycles are powered by an electric motor and may even include a control system to help the riders attain the necessary balance and stability when operating the unicycles. An example of such a unicycle is disclosed in United States patent number 7,963,352. The unicycle disclosed in US 7,963,352 comprises a wheel driven by a motor and a control system for maintaining balance. One commercial product that implements a unicycle with motors and control systems is the Airwheel . Another similar commercial product with motors and control systems, but uses two wheels instead, is the Segway™. However, one problem associated such products is that they are heavy and require electricity and/or batteries to power the complex control systems. As a result of such control systems, these products require continual power charging and cannot be used as and when the user wants. Moreover, these products are often priced on the high side which may be expensive for some consumers.

There are also more conventional models of unicycles that are not driven by electric motors and thus do not require batteries or electricity. One example is the unicycle disclosed in United States patent number 8,381 ,847. This unicycle is not operated by the usual cyclical pedals, but is instead controlled by positioning of the rider's body in relation to the unitary wheel. The unitary wheel can only move in the forward or riding direction and the rider needs to control the direction by moving his entire body. The steering control of the unicycle is thus made more difficult in this way. Further, as the rider has to move his body into various positions in order to move and stabilize the unicycle, the unicycle tends to be larger in size in order to accommodate the various positions. Thus, the unicycle is not compact and may be cumbersome for the rider to carry around while commuting.

Therefore, in order to address at least one of the aforementioned problems and/or disadvantages, there is a need to provide a personal transport vehicle, in which there are improved features compared to the aforementioned prior art. Summary

According to an aspect of the present disclosure, there is provided a personal transport vehicle. The personal transport vehicle comprises a spherical object for moving the personal transport vehicle and the spherical object is rotatable by a gear mechanism. The personal transport vehicle also comprises a housing body for the spherical object, the housing body connected to the spherical object with a plurality of bearings. Further, there is a pair of foot pedals coupled to the housing body, the foot pedals for driving the gear mechanism. Yet further, there is a support frame connected to the housing body and a handlebar connected to the support frame. The foot pedals are pivotally coupled to the housing body, such that the foot pedals are actuatable from a neutral position to an activated position for driving the gear mechanism.

An advantage of the personal transport vehicle of the present disclosure is that it is purely mechanical and wheel-less. Instead, the personal transport vehicle works on a spherical object which is rotatable in certain directions by the gear mechanism which is propelled by the legs of the user or rider on the foot pedals. As such, the personal transport vehicle does not require any electricity for powering and can be used anytime. Due to the lack of motorized components, the personal transport vehicle is cheaper and lighter. Moreover, without complex electrical components, the personal transport vehicle can be easily repaired and maintained by the user, and at lower costs. The personal transport vehicle can be used purely as a form of transport, such as within shopping malls and along walkways. Alternatively, the personal transport vehicle can also be used for sports and exercise, in a way that is similar to cycling.

The gear mechanism preferably comprises a rack gear for connecting each foot pedal to the gear mechanism. The rack gear is for driving the gear mechanism in response to the foot pedals being actuated to the activated position. The rack gear provides a linear motion in response to the actuation of the foot pedals, and the linear motion is converted into rotational motion through the other gears in the gear mechanism. The rotational motion of the gears in turn causes the spherical object to rotate and thus move the personal transport vehicle.

At least one of the plurality of bearings is preferably attached to a brush, the brush for cleaning the spherical object during rotation thereof. This advantageously keeps the spherical object clean, especially when it collects dirt and dust during its rotation.

The housing body preferably covers at least an upper half portion of the spherical object. The housing body advantageously provides a protective shield over a substantial part of the spherical object. The housing body preferably comprises a brake clip for substantially stopping the rotation of the spherical object. The brake clip advantageously provides the user with a means to emergency brake the personal transport vehicle, especially when the user is approaching a sudden obstacle.

The support frame is preferably extendable, advantageously allowing the user or rider to adjust the length of the support frame to suit his height. The handlebar is also preferably foldable between a horizontal position and a vertical position, advantageously providing a means to compact the personal transport vehicle. More preferably, the support frame comprises a clip for holding the handlebar in the vertical position, advantageously securing the handlebar in place.

Preferably, the personal transport vehicle comprises at least one receptacle for attaching other components thereon. More preferably, the at least one receptacle is disposed on at least one of the housing body, support frame, and handlebar. One advantage of adding components is that these additional components give the user some freedom and options to personalize the personal transport vehicle to suit his personal preferences. The personal transport vehicle is preferably configured for portability, advantageously allowing the user to easily carry the personal transport vehicle around. Further, the personal transport vehicle is preferably configured for hanging, advantageously allowing the user to conveniently dispose the personal transport vehicle in his home or office.

Preferably, the support frame comprises a latch grip for coupling to a sling, the sling being configured for carrying the personal transport vehicle. This advantageously allows the user to compact the vehicle and conveniently carry it using the sling. Preferably, the housing body comprises an external cover, the external cover being customizable by a user of the personal transport vehicle. This advantageously allows the user to customize and design the external cover, to suit his or her personal preferences, thereby personalizing the vehicle. A personal transport vehicle according to the present disclosure is thus disclosed hereinabove. Various features, aspects, and advantages of the present disclosure will become more apparent from the following detailed description of the embodiments of the present disclosure, by way of non-limiting examples only, along with the accompanying drawings in which like numerals represent like components.

Brief Description of the Drawings FIG. 1 is a line diagram of a front view of a personal transport vehicle, according to an embodiment of the present disclosure.

FIG. 2 is a line diagram of a front view of the personal transport vehicle in its compacted form, according to an embodiment of the present disclosure.

FIG. 3 is a line diagram of a top view of the personal transport vehicle, according to an embodiment of the present disclosure.

FIG. 4 is a front view drawing of the personal transport vehicle, according to an embodiment of the present disclosure.

FIG. 5 is a drawing of a handlebar of the personal transport vehicle, according to an embodiment of the present disclosure. FIG. 6 is a front view drawing of a pivot portion of the personal transport vehicle, according to an embodiment of the present disclosure.

FIG. 7 is a side view drawing of the pivot portion of the personal transport vehicle, according to an embodiment of the present disclosure.

FIG. 8 is another front view drawing of the pivot portion of the personal transport vehicle, according to an embodiment of the present disclosure. FIG. 9 is a bottom view drawing of the pivot portion of the personal transport vehicle, according to an embodiment of the present disclosure.

FIG. 10 is an external perspective view drawing of the personal transport vehicle, according to an embodiment of the present disclosure.

FIG. 11 is a front cross-sectional view of the personal transport vehicle, according to an embodiment of the present disclosure. FIG. 12 is a magnified view of a bearing of the personal transport vehicle, according to an embodiment of the present disclosure.

FIG. 13 is a front view drawing of the personal transport vehicle with gear mechanism, according to an embodiment of the present disclosure.

FIG. 14 is a magnified view of the gear mechanism of the personal transport vehicle, according to an embodiment of the present disclosure.

FIG. 15 is a side view of the gear mechanism of the personal transport vehicle, according to an embodiment of the present disclosure.

FIG. 16 is a magnified side view of the gear mechanism of the personal transport vehicle, according to an embodiment of the present disclosure. FIG. 17 is a perspective view of a pad of the personal transport vehicle, according to an embodiment of the present disclosure.

FIG. 18 is a perspective view of a stabilizer attachment of the personal transport vehicle, according to an embodiment of the present disclosure.

FIG. 9 is a perspective view of a clamp device for the stabilizer attachment of the personal transport vehicle, according to an embodiment of the present disclosure. Detailed Description

For purposes of brevity and clarity, descriptions of embodiments of the present disclosure are limited hereinafter to a personal transport vehicle, in accordance with the drawings in FIG. 1 to FIG. 19. Various embodiments of the present disclosure are directed toward structural and functional aspects of the personal transport vehicle. While aspects of the present disclosure will be described in conjunction with the embodiments provided herein, it will be understood that they are not intended to limit the present disclosure to these embodiments. On the contrary, the present disclosure is intended to cover alternatives, modifications and equivalents, which may be included within the spirit and scope of the present disclosure as defined by the appended claims. Furthermore, in the following detailed description, numerous specific details are set forth in order to provide a thorough understanding of the present disclosure. However, it will be recognized by one of ordinary skill in the art that the present disclosure may be practiced without these specific details. In other instances, well-known systems, methods, procedures, components, and circuits have not been described in detail as not to unnecessarily obscure aspects of the embodiments of the present disclosure. In a preferred embodiment of the present disclosure, a personal transport vehicle 00 is described hereinafter.

FIG. 1 to FIG. 3 show line diagrams of the vehicle 100. FIG. 1 shows a front view of the vehicle 100 which comprises a substantially spherical object, such as a ball or a sphere 102, disposed at the bottommost portion of the vehicle 100. The ball 102 is rotatable for moving the vehicle 100. In order to provide a protective layer around the ball 102, the ball 102 is disposed within a housing body 200. The vehicle 100 also has a support frame 104 whereto the ball 102 is connected. The support frame 104 extends upwards and is connected to a handlebar 106. The handlebar 106 is for the user or rider to hold on to during operation of the vehicle 100. At the connecting portion between the ball 102 and the support frame 104 is a pivot 108. Additionally, there is a pair of foot pedals 110 coupled to the pivot 108, such that the foot pedals 110 are pivoted and are moveable in a see-saw motion. The foot pedals 110 comprise a left pedal 110L and a right pedal 11 OR disposed on the left and right sides, respectively, of the vehicle 100. The left pedal 11 OL and the right pedal 11 OR are rigidly attached to each other such that the foot pedals 110 are moveable together. The foot pedals 110 allow the user to stand on and operate the vehicle 100 for travelling around. FIG. 1 shows the foot pedals 110 in a second position. The second position refers to the foot pedals 1 0 being in an actuated or activated position. As the left pedal 110L and the right pedal 11 OR are rigidly attached to each other, an upward position of one pedal corresponds to a downward position of the other pedal. Thus, there are two possibilities of the activated position of the foot pedals 110, i.e. i) the left pedal 110L in an upward position and the right pedal 11 OR in a downward position, and ii) the left pedal 110L in a downward position and the right pedal 11 OR in an upward position. FIG. 1 shows both possibilities of the activated position of the foot pedals 110. In either of the activated positions, foot pedals 110 would cause the ball 102 to rotate and thus move the vehicle 100. When the foot pedals 110 are not in the activated positions, they will be in a first position which is the neutral position. In the neutral position, the foot pedals 110 are positioned along a horizontal line. In the preferred embodiment, in order to allow the vehicle 100 to become more compact, some of the components can be folded, as shown in FIG. 2. For example, the foot pedals 10, or at least a portion thereof, are foldable inwards, the support frame 104 is retractable, and the handlebar 106 is foldable downwards to compact itself with the support frame 104. It would be apparent to an individual having ordinary skill in the art on the means for providing such folding configurations and mechanisms.

An example of the folding configuration is shown in FIG. 4. The support frame 104 comprises two portions - a lower portion 112 and an upper portion 114 - that are hinged to each other. The hinge connection 116 allows the user or rider to adjust the position of the support frame 104, and consequently the handlebar 106, with respect to his body. The hinge connection 116 may comprise a locking mechanism to secure the desired angle between the upper portion 114 and the lower portion 112 of the support frame 104. The upper portion 114 comprises an external portion 118 and an internal portion 120 in a telescopic or nested arrangement. The internal portion 120, which is connected to the handlebar 106, is extendable and retractable in relation to the external portion 118. Thus, when there is a requirement to compact the vehicle 100, the support frame 104 can be made smaller by retracting the internal portion 120 until a substantial portion thereof is kept inside the external portion 118. This advantageously allows the length of the support frame 104 to be adjusted by the user or rider to suit his preference. A taller rider would prefer the support frame to be longer and vice versa. For ease of extension and retraction, the external portion 118 and internal portion 120 has the structural form of a pipe or tube. Locking means such as pins and clips may be used to lock the support frame 104 at its desired length. Other folding configurations are possible, as known to the skilled person. For example, the support frame 104 may have more than two layers of nested or telescopic frames for extension and retraction, and/or more than one hinge for bending the support frame 104. Various materials can be used for fabricating the support frame 104, such as aluminium. Other materials known to the skilled person may also be used for maintaining the structural integrity of the support frame 104 and keeping the vehicle 100 lightweight. Referring to FIG. 4, there is shown the connection of rigid rods 122 between the foot pedals 1 0 and the housing body 200. Specifically, the left pedal 1 0L is connected to a left side of the housing body 200 with a left rigid rod 122L, and the right pedal 110R is connected to a right side of the housing body 200 with a right rigid rod 122R. The connecting portion between the support frame 104 and the housing body 200 comprises a flange attachment 124. The flange attachment 124 provides reinforcements to the support frame 104 and the housing body 200, and consequently to the structural integrity of the vehicle 00.

FIG. 5 shows a more detailed drawing of the handlebar 106. The handlebar 106 is connected to the upper portion 114, specifically the internal portion 120, of the support frame 104. The handlebar 106 comprises a left bar 106L and a right bar 06R. The end portions of the left bar 106L and the right bar 106R are provided with rubber grips 126. The rubber grips 126 allow the rider to firmly hold on to the handlebar 106 by minimizing slippage due to the frictional properties of the rubber material. The rubber grips 126 may be in the form of sheaths that is removable and replaceable from the handlebar 106. The rubber grips 126 also function as an aesthetic cover over the handlebar 106, providing the user with options for personalizing the vehicle 100. Another folding configuration mentioned above for compacting the vehicle 100 is making the handlebar 106 foldable. In the preferred embodiment, each of the left bar 106L and the right bar 106R are foldable downwards to become substantially parallel to the support frame 104. This transforms the support frame 104 and the handlebar 106 from a T-shaped configuration to a more vertical configuration. The support frame 104 comprises a locking clip 128 that is attached to the internal portion 120. The locking clip 128 secures the left bar 106L and the right bar 106R after they have been folded downwards into the vertical position. In order to secure the handlebar 106 in its horizontal position, there is a locking pin 130 for each off the left bar 06L and the right bar 106R.

Additionally, there is a sliding slot 132 for some extension and retraction of the left bar 106L and the right bar 106R. When each of the left bar 106L and right bar 106R is at positioned at the inner end of the sliding slot 132, the left bar 106L and right bar 106R are not foldable downwards due to a locking mechanism within the sliding slot 132. When each of the left bar 06L and right bar 106R is at positioned at the outer end of the sliding slot 132, the left bar 106L and right bar 106R are foldable downwards as the locking mechanism would have been released. It would be apparent to the skilled individual on how to implement such a locking mechanism in the sliding slot 132. It would also be apparent that the locking mechanism can be released at the inner end instead of the outer end of the sliding slot 132. Consequently in this alternative, the left bar 106L and right bar 106R are not foldable downwards when they are positioned at the outer end of the sliding slot 132. The sliding slot 132 is workable in conjunction with the locking pins 130.

'

The handlebar 106 further comprises a receptacle 134 disposed at the top portion thereof. The receptacle 134 includes a hole and a screw thread that allow the user to attach other components or attachments thereto. These additional components give the user some freedom and options to personalize the vehicle 100 to suit his personal preferences. For example, the user can attach a video camera, headphones, foldable compartment for storage, or an umbrella to the receptacle 134. The user can also attach purely aesthetic covers to the receptacle 134 to add colour and design to the vehicle 100. Additionally, the user can add a hanger component into the receptacle 134, such that the vehicle 100 can be hung on a wall or other similar object. The vehicle 100 can also be hung on the handlebar 106. The support frame 104 additionally comprises a latch grip 135 for attaching to a locking device. For example, if the user wants to park and secure the vehicle 100 at a location, he can connect a locking cable, such as a bicycle chain, from a fixed external structure to the latch grip 135 and lock it, thereby mitigating the risk of theft of the vehicle 100. The latch grip 135 can also be used for connection to one end of a sling (not shown), while the other end of the sling can be connected to the housing body 200. The sling conveniently allows the user to compact the vehicle 100 and carry the vehicle 100 on the shoulder. In carrying the vehicle 100 on the shoulder, the preferred ergonomic position is to have the ball 102 on top and the support frame 104 below. This provides a stable configuration and balance while the user is carrying the vehicle 100.

FIG. 6 shows a front view of the portion of the support frame 104 containing the pivot 108 for coupling the foot pedals 110, and FIG. 7 shows a corresponding side view mapped from FIG. 6. The pivot 108 is disposed at the flange attachment 124 which is the connecting portion between the support frame 104 and the housing body 200. Both FIG. 6 and FIG. 7 show the two possibilities of the activated position of the foot pedals 110, i.e. i) the left pedal 110L in an upward position and the right pedal 11 OR in a downward position, and ii) the left pedal 110L in a downward position and the right pedal 11 OR in an upward position. The pivot 108 is disposed just below the centre of the foot pedals 110 to allow the foot pedals 110 to move upwards and downwards about the pivot 108 in a see-saw motion. FIG. 8 shows the foot pedals 110 in the first position which is also the neutral position. In this neutral position, the left pedal 110L and the right pedal 110R are aligned horizontally with the pivot 108. The foot pedals 110 comprise a clasp 136 for coupling to the pivot 108. The coupling mechanism of the clasp 136 with the pivot 108 allows the foot pedals 110 to pivot or rotate easily about the pivot 108. The clasp 136 may be made of a strong resilient material, such as a metallic material, to allow clipping over the pivot 108 and also to prevent it from loosening. FIG. 9 shows an underside view of the pivot 108 with the clasp 136. The pivot 108 disposed in the flange attachment 124 comprises a smooth shaft 138 with a threaded end portion 140. The threaded end portion 140 includes a nut 142 for securing the pivot 108 in place in the flange attachment 124. The pivot 108, particularly the smooth shaft 138, is preferably made from a metallic material, such as steel or aluminium, due to frequent wear and tear from the pivoting of the foot pedals 110. Other materials for the clasp 136 and the pivot 108 known to the skilled person may also be used.

Referring to FIG. 10, the flange attachment 124 is attached to the support frame 104 by a pair of fasteners 202. The fasteners 202 shown are bolts and nuts, but may also comprise other forms known to the skilled person. Similar fastening means may also be used to fasten the flange attachment 124 to the housing body 200. The housing body 200 covers around the ball 102 and substantially over at least the upper half portion of the ball 102. In the preferred embodiment, the housing body 200 comprises a plurality of pieces connected together to form a structure covering around approximately three-quarters of the ball 102. Alternatively, the housing body 200 can be a continuous piece of material covering the ball 102. As with the support frame 104, the housing body 200 is made from an aluminium material.

The flange attachment 124 comprises a tubular portion 124a for fitting the support frame 104, and a spherical cap portion 124b for fitting the top portion of the housing body 200. The tubular portion 124a thus comprises the fasteners 202 and the spherical cap portion 124b comprises other fastening means, such as screws and rivets, for attaching to the housing body 200. As the flange attachment 124 connects the aluminium support frame 104 to the aluminium housing body 200, the material used for the flange attachment 124 is also aluminium. In the drawing of FIG. 10, there is shown an external cover 204 for the housing body 200. In the preferred embodiment, the external cover 204 consists of two portions that can be pieced together around the housing body 200, aligned to the spherical cap portion 124b of the flange attachment 124. As with the housing body 200, the external cover 204 covers around approximately three-quarters of the ball 102, substantially conforming to the dimensions of the housing body 200. The external cover 204 is attached to the housing body 200 with an adhesive material. Other means of attachment apparent to the skilled person may also be used. The external cover 204 primarily functions to protect the ball 102 from the external environment, which can potentially cause damage as the user continues to use the vehicle 100. The external cover 204 is made from a fibreglass material which allows the user or rider to design on. The user can thus personalize the vehicle 100 by adding or painting drawings, images, pictures, etc. on the fibreglass material of the external cover 204. Other materials such as plastics can also be used for the external cover 204. The user can further customize and design the external cover 204 by making cuttings and/or holes on the external cover 204, thereby making personalized shapes and designs to suit the user's preferences. For example, the user may want to cut out portions of the external cover 204 so as to expose portions of the ball 102. This may be because of aesthetic reasons, or because it would be easier to clean the ball 102 with the cutout portions for easier access.

Referring to FIG. 11 and FIG. 12, the housing body 200 comprises a plurality of bearings 206 disposed evenly around the internal spherical surface of the housing body 200. The plurality of bearings 206 reduce friction during rotation of the ball 102 and improve the efficiency of the vehicle 100, as well as keeping the ball 102 centralized within the housing body 200. Each of the plurality of bearings 206 comprises a bracket 208 that is fixedly attached to the housing body 200. Each bracket 208 houses a ball bearing 2 0 which is in contact with the ball 102, such that the ball 102 can freely roll along with the ball bearings 210. The brackets 208 and the ball bearings 210 are made from an aluminium material for consistency with the material of the housing body 200. Additionally, each of the plurality of bearings 206 comprises a drainage tube 212 and a brush 214. The drainage tubes 212 and brushes 214 provide the vehicle 100 with the advantage of removing dirt and dust from the ball 102. As the vehicle 100 is moving on the road, the rotation of the ball 02 may cause dirt and dust to collect on the surface of the ball 102. During rotation of the ball 102, the brushes 214 abuts the surface of the ball 102 and sweeps through the dirt and dust collected thereon. Consequently, the dirt and dust are swept by the brushes 214 into the brackets 208, before being drained out through the drainage tubes 212. The drainage tubes 212 and the brushes 214 thus allow the ball 102 to be kept clean during motion of the vehicle 100. With reference to FIG. 10, there is a brake clip 216 disposed near the top portion of the housing body 200. The brake clip 216 is a rigid piece that is actuatable by the user or rider during movement of the vehicle 100. The material used for the brake clip 216 may be a strong resilient material, such as a metal material, in order to provide the rigidity. The brake clip 216, when actuated, engages the ball 102 and substantially slows down or stops the rotation of the ball 102. The brake clip 216 functions as an emergency brake for the vehicle 100, especially when the user is approaching a sudden obstacle. The brake clip 216 is disposed towards the front of the vehicle 100, such that the rider can access the brake clip 216 by moving his foot to the front in order to actuate or jam the brake clip 216 into the ball 102. The brake clip 216 is shown in FIG. 10 near the right foot pedal 11 OR merely for clearer illustration. The position of the brake clip 216 towards the front of the vehicle 100 also keeps the brake clip 216 away from the foot pedals 110 and prevents unintentional actuation of the brake clip 216. This in turn minimizes the risk of accidental braking, which could potentially lead to sudden brakes and falls.

The ball 102 is rotatable by a gear mechanism 300 for moving the vehicle 100. The gear mechanism 300 is coupled to the housing body 200, disposed below the foot pedals 110, and is driven by the user or rider using the foot pedals 110. In order to allow the gear mechanism 300 to connect the foot pedals 110 to the ball 102, there is a hole cut out from the housing body 200. Alternatively, the plurality of pieces that make up the housing body 200 may be disposed in a configuration that forms a hole for the gear mechanism 300. The left pedal 110L is connected to a left gear mechanism 300L, and the right pedal 11 OR is connected to a right gear mechanism 300R, as shown in FIG. 13. FIG. 13 shows the overall front view of the gear mechanism 300 and FIG. 14 shows a magnified view of a portion of FIG. 13, while FIG. 15 and FIG. 16 show the side profiles of the gear mechanism 300. The foot pedals 110 are connected to the housing body 200 by the rigid rods 122. Specifically, the left pedal 110L is connected to the left gear mechanism 300L in the housing body 200 by the left rigid rod 122L, and the right pedal 110R is connected to the right gear mechanism 300R in the housing body 200 by the right rigid rod 122R. The rigid rods 122 have to be substantially rigid and stiff so as to be able to actuate the gear mechanism 300 upwards and downwards in accordance with the motion of the foot pedals 110.

The following description is based on a neutral gear mechanism 300, without specifically referring to the left gear mechanism 300L or the right gear mechanism 300R. It would be apparent to the skilled person that the description of the gear mechanism 300 also applies analogously to each of the left and right gear mechanisms 300L and 300R. The gear mechanism 300 is supported by a pair of gear plates 302 that is attached to the housing body 200. Further, the gear plates 302 are supported on the housing body 200 by a plurality of gear stoppers 304, which also function to prevent slippage of the gear mechanism 300 around the housing body 200.

The gear mechanism 300 comprises a rack gear 310 having gear teeth disposed linearly thereon. The rigid rods 122 are connected to the rack gears 310 such that the movement of the foot pedals 110 in turn moves the rack gears 310. Actuating the foot pedals 110 downwards moves the rack gears 310 linearly downwards along the gear teeth, and actuating the foot pedals 110 upwards moves the rack gears 310 linearly upwards along the gear teeth. The gear mechanism 300 also comprises a pinion gear 312. The pinion gear 312 is connected to the rack gear 310 such that the gear teeth of the pinion gear 312 engage the gear teeth of the rack gear 310. The linear movement of the rack gear 310 turns the pinion gear 312. One complete linear motion of the rack gear 310, i.e. as a result of the foot pedals 110 going from the neutral position to the activated position, may turn the pinion gear 312 once or multiple times, depending on the diameter of the pinion gear 312. It would be apparent to the skilled person to adjust the size of the pinion gear 312 to vary the number of rotations with respect to the linear motion of the rack gear 310. It would also be apparent to the skilled person that a plurality pinion gears 312 can be used in the gear mechanism 300 to adjust the rate of rotation. The number of rotations and rate of rotation would in turn affect the rotational speed of the ball 102 with respect to the actuation of the foot pedals 110. The gear mechanism 300 further comprises a cam follower 314 and a pad 316. The cam follower 314 is connected to the pinion gear 312 such that the gear teeth of the pinion gear 312 engage the cam follower 314. The rotational movement of the pinion gear 312 turns the cam follower 314. The pad 316 is connected to the cam follower 314 such that the movement of the cam follower 314 in turn moves the pad 316. The pad 316 is in contact with the surface of the ball 102 such that movement of the pad 316 would cause the ball 102 to rotate. The shape profile of the cam follower 314 is such that, in one complete rotational cycle of the cam follower 314, the cam follower 314 would only engage the pad 316 during a portion of the rotational cycle. The ball 102 would thus rotate during this same portion of the rotational cycle as a result of movement of the pad 316. The cam follower 314 can be modified or replaced with a different shape profile to suit different requirements of the rotation of the ball 102 and/or movement of the pad 316 with respect to the rotation of the cam follower 314. It would be apparent to the skilled person on the various means of applying the mechanics of cam followers and gears as described in the preferred embodiment of the present disclosure.

In the preferred embodiment, the gear mechanism 300 comprises a pair of pads 316, each disposed adjacent to one of the gear plates 302, as shown in FIG. 15. Referring also to FIG. 17, each pad 316 comprises a slot hole 318 and is supported on a shaft 320. The shaft 320 is fixedly attached to the gear plates 302 and allows the pads 316 to rotate or pivot about the shaft 320. Each pad 316 comprises a base portion 322 and an abrading portion 324. The base portion 322 is made from an aluminium material and contains the slot hole 318. The shaft 320 is welded to a rectangular piece 326 that is inserted through the slot hole 318. Both the shaft 320 and the rectangular piece 326 are made from a metallic material. The shape of the rectangular piece 326 supports the pads 316 during rotation thereof, allowing the pads 316 to rotate together with the shaft 320, instead of merely rotating around the shaft 320. To prevent the pads 316 from slipping out of the shaft 320 or the rectangular piece 326, there is provided a bolt nut 328 at an end of the shaft 320 for blocking the pads 316. The end of the shaft 320 is threaded to allow the bolt nut 328 to screw in and be secured in place. In an alternative configuration (not shown) of the pair of pads 316, the hole 318 is of a circular shape instead of a rectangular slot shape. The hole 318 comprises screw threads for coupling to the shaft 320, which also comprises screw threads at certain portions of the shaft 320. As the hole 318 is contained within the base portion 322, the base portion 322 can be screwed onto the shaft 320, thereby bringing the abrading portion 324 with it. The pads 316 are thus screwed onto the shaft 320, and are locked in place by coupling the bolt nut 328 at the end of the shaft 320 for blocking the pads 316. In this alternative configuration, the rectangular piece 326 is not required, and the pads 316 can be conveniently removed from the shaft 320 for replacement, especially after extensive wear and tear on the abrading portion 324.

Referring back to the preferred embodiment, the abrading portion 324 is the part of the pads 316 that abuts the ball 102 and made from a synthetic rubber material. Other types of materials known to the skilled person can also be used, as long as the material provides a sufficient coefficient of friction between the abrading portion 324 and the surface of the ball 102 for rotating the ball 102. Additionally, the abrading portion 324 has a curvature on the surface that contacts the ball 102. The curvature of the abrading portion 324 conforms to the contour of the portion of the spherical surface of the ball 102 whereon the abrading portion 324 contacts, thereby substantially mating the abrading portion 324 to the ball 102. The slot hole 318 in the base portion 322 is slightly larger than the shaft 320 to allow some degree of freedom when the ball 102 is rotating as a result of being abutted by the abrading portion 324. It also allows for some degree of freedom when the pads 316 are moved by the cam followers 316. Particularly, when the ball 102 is rotating and the vehicle 100 is in motion, the additional space between the slot hole 318 and the shaft 320 allows for undulating motion, such as jerks when moving across rocky roads. Over prolonged usage of the vehicle 100, the abrading portion 324 will become worn out and the user can replace the abrading portion 324 by removing the old piece and attaching a new piece on the base portion 322. During usage of the vehicle 100, some users may find it difficult to effectively control the vehicle 100. This is particularly due to the more difficult learning curve in controlling the vehicle 00. As the vehicle 100 is essentially supported on the ground at only one point of contact, i.e. the bottom surface of the ball 102, this may pose some difficulty to some users, especially those who have a poorer sense of balance. In order to mitigate this balancing problem, the vehicle 100 may be provided with a stabilizer attachment 400 as shown in FIG. 18. The stabilizer attachment 400 comprises a pair of stabilizer legs 402 which will provide the vehicle 100 with a more stable three-point contact on the ground. Each stabilizer leg 402 comprises an external stabilizer leg 404 and an internal stabilizer leg 406 telescopically arranged with respect to each other. The telescopic arrangement allows the stabilizer legs 402 to extend and retract for catering to different ground conditions and to suit different user preferences. At the bottom of each stabilizer leg 402 is a wheel or roller 408 which provides the contact points on the ground. Thus, as the user controls the vehicle 100, the wheels or rollers 408 will roll and move together with the ball 102, thereby transporting the user. The pair of stabilizer legs is connected by a linkage 410 to provided added stability and reinforcement. The linkage 410 is foldable about a hinge 412. When the linkage 410 and the stabilizer legs 402 are folded inwards, the stabilizer attachment 400 becomes more compact and convenient for the user to carry around with the vehicle 100. When the linkage 410 and the stabilizer legs 402 are expanded outwards, the stabilizer attachment 400 provides a wide three-point contact support on the ground, thereby giving the user more stability while he or she controls and moves the vehicle 100. The linkage 410 may be telescopically extendable and retractable to give the user more allowance in adjusting the stabilizer legs 402. The hinge 412 may be lockable to secure the linkage 410 and keep the stabilizer legs 402 stable when in use with the vehicle 100.

Referring also to FIG. 19, the stabilizer attachment 400 further comprises a coupler 414 for attaching to a clamp device 416. The clamp device comprises a clamping portion 418 and a receptacle 420. The receptacle 420 functions to receive the coupler 414 and thereby secure the stabilizer attachment 400 to the clamp device 416. The clamping portion 418 functions to secure the clamp device 416 to the vehicle 100, specifically the support frame 104. Thus, via the clamp device 416, the stabilizer attachment 400 is attachable to the vehicle 100 for providing added stability to the user for operating the vehicle 100. The stabilizer attachment 400 advantageously allows beginner users of the vehicle 100 to learn how to operate the vehicle 100, without the risk of falling. As the user progress in the learning phases, the stabilizer attachment 400 may be removed from the vehicle 100 and the user can learn to operate the vehicle 100 by balancing and controlling on the ball 102.

The preferred embodiment of the personal transport vehicle 100 has thus been described hereinabove. Unlike the Airwheel™ and Segway™ products, the vehicle 100 is purely mechanical and wheel-less. Instead, the vehicle 100 works on a spherical ball 102 which is rotatable in certain directions by the gear mechanism 300 which is propelled by the legs of the user on the foot pedals 10. As such, the vehicle 100 does not require any electricity for powering and can be used anytime. Due to the lack of motorized components, the vehicle 100 is cheaper and lighter. Moreover, without complex electrical components, the vehicle 100 can be easily repaired and maintained by the user, and at lower costs. As the vehicle 100 is more lightweight, it is more portable for the user, and the user can easily carry the vehicle 100 around and use it as and when the user intends to. When the vehicle 100 is not in use, the user can conveniently dispose or keep it at home or in the office by hanging the vehicle 100 on an object, such as a wall or window. The user can use the vehicle 100 purely as a form of transport, such as within shopping malls and along walkways. Some users may prefer to use the vehicle 100 for sports and exercise, in a way that is similar to cycling.

In terms of personalization of the vehicle 100, the user can add colour and drawings, especially on the fibreglass external cover 204. The handlebar 106 can also be personalized by the user by replacing the rubber grips 126 with grips of different designs. The user can also add cameras, headphones, radio devices, foldable bags, and/or decorative tops to the receptacle 134 on the handlebar 106. Moreover, the foot pedals 110 can also be modified to include foot soles such as rubberized soles which provide non-slip surfaces for the feet of the user. Alternatively, the foot soles can be of a foot reflexology type that massages the feet when the user is riding on the vehicle 100. The advantage of allowing these options is that the vehicle 100 can be personalized to suit the user's taste and preferences allows the user to uniquely identify his vehicle 100, especially when it is parked at an area with many other vehicles 100 of the same model.

In the foregoing detailed description, embodiments of the present disclosure in relation to a personal transport vehicle are described with reference to the figures. The present disclosure serves to address at least some of the mentioned prior art problems and issues. Although only some embodiments of the present invention are disclosed herein, it will be apparent to a person having ordinary skill in the art in view of this disclosure that numerous changes and/or modifications can be made to the disclosed embodiments without departing from the scope of the present invention. The scope of the disclosure as well as the scope of the following claims is not limited to embodiments described herein.