Background art

In modern society, there is an ever increasing focus on reduction of carbon emissions. One of the prominent sectors in which reduction of carbon emissions may have the largest impact is in transportation. This is why a move towards hybrid and eco-friendly vehicles is becoming increasingly prevalent in society today.

Large cities are a hotspot for increased carbon emissions, largely caused by a high density of slow moving traffic. There is thus a need for a switch to a more sustainable form of transport which can also combat the increased congestion found in these built up areas.

One such sustainable vehicles is the electric bike (e-bike). This allows a user to provide propulsion to the vehicle by a pedalling mechanism, whilst being supplemented by power from an electric battery such that they may ride for longer and with reduced effort. Such a mode of transport is convenient and allows a user to significantly reduce their carbon footprint over other modes of transport, such as petrol or diesel powered cars. The e-bike is thus an environmentally friendly mode of transport, particularly well suited as a "last mile" vehicle, allowing the user to travel between a transport hub, and their final destination.

However, e-bikes, whilst flexible and eco-friendly, have a number of significant drawbacks when considered in comparison to a regular car or van. Firstly, the e- bike is limited in the load it is able to transport. The user can effectively only transport what they are able to carry either in a bag, or via a number of attachable compartments on the e-bike whilst still remaining balanced during travel. The possible safe transport of one or more passengers is also very limited. Secondly, whilst operating the e-bike the user is exposed to the weather, with no protection or cover provided, thereby decreasing the comfort level and safety of the user, and potentially dissuading the user from this mode of transportation.

Car-Ebikes are a development in this field which provide a vehicle which has the benefits of an electric bike, with the added structural advantages of a car. Comprising at least three wheels, the vehicle has increased stability, whilst a roofed structure may also provide weather protection. The car e-bike can utilise bike lanes, and avoid the high levels of congestion found in densely populated areas. As discussed herein the term Car-Ebike refers to ebikes comprising at least three wheels, thereby also including vehicles such as cargo-ebikes, trikes and velomobiles.

The majority of vehicles, Car-Ebikes included, feature a suspension system which features a shock absorber attached to each of the vehicles wheels. This allows vertical movement of one of the wheels, due to a bump or small obstacles, to be absorbed by the shock absorber such that movement of the chassis upon which the user rides is minimised.

However, due to the small size and narrow frame of Car-Ebikes, the size of the shock absorbers attached to the wheels of some systems are small, and insufficient for absorbing vertical movement of the wheels. This significantly reduces rider comfort.

The replacement of these small shock absorbers with larger components provides an improved dampening effect, however these larger shock absorbers are often bulky and take up valuable space in the front wheel area of the chassis. Said size can limit both the available turning space for the wheels (and thus the turning circle of the vehicle), and the space for the pedals which are to be operated by the user. Furthermore, in Car-Ebikes with a relatively simplistic design and minimal components, having shock absorbers attached to each wheel not only increases the complexity of the vehicle, but can also make up a large portion of the manufacturing costs.

A further issue which faces Car-Ebikes having a rigid structure and shock absorbers connected to each wheel is stability during turning. With a rigid and often lightweight structure, Car-Ebikes are susceptible to tipping when performing sharp turns at speeds up to 25 km/hr (the speed limit for most bike lanes). This is especially prevalent in Car-Ebikes due to their often narrow and tall frame, which, owing to their rigid structure, cannot adapt to the turn being performed.

The inflexibility of most Car-Ebike structures means that contrary to a bicycle or motorcycle, the user cannot guide the vehicle to lean into the turn, and may only steer the direction in which the wheels face to control the turn being performed. The centre of mass of the vehicle and user combined will thus be forced outwards when performing a turn, thereby increasing the chance of tipping, and reducing the smoothness of the turn.

It is thus an aim of the present invention to provide a vehicle chassis for a Car- Ebike wherein a shock absorber is not fixed to each wheel, such that appropriate user comfort is provided without utilising valuable space in the front frame section, whilst also improving chassis flexibility such that stability during turning manoeuvres is improved, and the risks of vehicle tipping are substantially reduced.

A further aim of the present invention to provide a steering system which can ensure that vertical movement of one or more of the front wheels of the vehicle is not conveyed to a steering mechanism, thereby ensuring that a steering mechanism does not move relative to the frame structure in which it is provided.

Furthermore, it has been observed that a significant factor in driver comfort is positioning of the steering mechanism, particularly in pedal operated vehicles wherein the user's legs are required to move forwards and backwards. The driver's knees can collide with the steering mechanism if positioned too close to the pedals. It is thus an aim to provide an adjustable steering mechanism which can ensure driver comfort and prevent the driver's legs colliding with the steering mechanism.

Summary

The present invention relates to a vehicle chassis in particular a vehicle chassis suitable for use with a pedal vehicle in particular a pedal vehicle with electric assistance, comprising: a front frame structure, extending in a longitudinal direction, wherein a front end of the front frame structure is adapted to connect to one or two or more front road interaction elements; a middle frame structure, extending in the longitudinal direction, adapted for attachment to a seating structure for a user to sit on; wherein a rear end of the front frame structure is connected to the middle frame structure via one or two or more connection elements which allow relative rotation of the front frame structure with respect to the middle frame structure without causing rotation of the middle frame structure around a middle frame longitudinal axis which extends in the longitudinal direction, the longitudinal direction and axis being the orientation of the complete chassis when at rest and the vehicle is travelling in a straight line.

The vehicle chassis further comprises a front dampening element with a first end attached to the front frame structure and a second end attached to the middle frame structure; a rear frame structure extending in the longitudinal direction, wherein a rear end of the rear frame structure is adapted to hold one or two or more rear road interaction elements; wherein a front end of the rear frame structure is connected to the middle frame structure via one or two or more connection elements which allow relative rotation of the rear frame structure with respect to the middle frame structure without causing rotation of the middle frame structure around the middle frame longitudinal axis; the vehicle chassis further comprising a rear dampening element with a first end attached to the rear frame structure, and a second end attached to the middle frame structure.

Other preferred but non-essential features of the present invention are described in the dependent claims appended hereto.

Advantages of present invention

The present invention allows the front and rear frame structures to rotate independently relative to the middle frame structure. This provides a flexible suspension system which facilitates vertical movement of a road interaction elements on one side of the front frame structure or rear frame structure, whilst the dampening elements provide a dampening effect such that this rotation of the front or rear frame structure is not conveyed to the middle frame structure.

Furthermore, the front dampening element and rear dampening elements, allow both sides of the front frame structure or the rear frame structure to move vertically relative to the middle frame structure, whist providing a dampening effect to ensure that this vertical movement is not conveyed to the middle frame structure.

This allows the vehicle chassis of the present invention to provide suspension that ensures that vertical movement of one or both sides of the front or rear frame structures, as the road interaction elements encounter obstacles, is not conveyed to the middle frame structure upon which the user is to be seated during operation. Said vehicle chassis achieves this dampening effect whilst utilising only a single front dampening element, and thus the chassis is simpler, cheaper, and provides more space around the front road interaction elements. This space allows for more room for pedals, and space for the road interaction elements to turn relative to the frame, thereby reducing the size of a turning circle.

The rotationally independent front, middle and rear frames also allow for a flexible frame when turning. By ensuring that the middle frame can rotate independently from the front and rear frames, the user can ensure that when performing turns, their weight, and that of other structural elements of the vehicle attached to the middle frame, may be shifted towards the centre of the turn, thereby providing increased turn smoothness and reduced likelihood of vehicle tipping.

Brief Description of Figures

Fig. 1 is a perspective view of a preferred embodiment of the present invention.

Fig. 2 is a close-up perspective view of the front frame structure connected to the middle frame structure of the preferred embodiment of the present invention.

Fig. 3 is a perspective view showing an exploded view of the first connection of the preferred embodiment of the present invention.

Fig. 4A is a perspective view of the connection of the front frame structure to the middle frame structure of the preferred embodiment of the present invention in a state wherein the front frame structure is not rotated relative to the middle frame structure or is "at rest".

Fig. 4B is an enlarged perspective view of the connections between the front frame structure and middle frame structure as seen in Fig. 4A.

Fig. 5A is a perspective view of the front frame structure connected to the middle frame structure of the preferred embodiment of the present invention when the front frame structure is rotated relative to the middle frame structure.

Fig. 5B is an enlarged alternate perspective view of the connection of the front frame structure to the middle frame structure of Fig. 5A. Fig. 6 is a perspective view of the rear frame structure including the rear road interaction elements connected to the middle frame structure of the preferred embodiment of the present invention.

Fig. 7 A is an enlarged perspective view of the connection between the rear frame structure and middle frame structure of the preferred embodiment of the present invention in a state when the rear frame structure is not rotated relative to the middle frame structure.

Fig. 7B is an enlarged perspective view of the connection between the rear frame structure and middle frame structure of the preferred embodiment of the present invention when the rear frame structure is rotated relative to the middle frame structure.

Fig. 8A is a perspective view of the front frame structure connected to the middle frame structure of the preferred embodiment of the present invention when the steering pin is in a rest position and the middle frame structure is not rotated relative to the front frame structure.

Fig. 8B is a perspective view of the front frame structure connected to the middle frame structure of the preferred embodiment of the present invention, when the steering pin is rotated and the middle frame structure is rotated relative to the front frame structure.

Fig. 9A is an alternative perspective view of the preferred embodiment of the invention as per Fig. 8A.

Fig. 9B is an alternative perspective view of the preferred embodiment according to Fig. 8B.

Fig. 10A is an overhead view of the front frame structure connected to the front road interaction elements of the preferred embodiment of the present invention when the road interaction elements point forwards and are not turned relative to the front frame structure.

Fig. 10B is an overhead view of the front frame structure connected to the front road interaction elements of the preferred embodiment of the present invention when the front road interaction elements are turned in the leftward direction and the inner wheel is angled towards the turn.

Fig. 11A is a side view of a preferred embodiment of the present invention where the vehicle chassis is part of a vehicle. Fig. 11B is a perspective view of the preferred embodiment of the present invention as outlined in Fig. 11A.

Fig. 12A is a front view of the front frame structure connected to the middle frame structure in an alternate embodiment comprising the alternate steering arrangement, when the road interaction elements are level.

Fig. 12B is a front view of the front frame structure connected to the middle frame structure in the alternate embodiment comprising the alternate steering arrangement when one of the road interaction elements is raised. Fig. 13A is a side view of the steering mechanism attachment rod connected to the steering pin of the alternate embodiment in a first position.

Fig. 13B is a side view of the steering mechanism attachment rod connected to the steering pin of the alternate embodiment in a second position. Fig. 14A is a side view of a guide member of the alternate embodiment fixed to the middle frame structure.

Fig. 14B is a side view of a steering mechanism attachment rod positioned within a guide member of the alternate embodiment. Fig. 15A is a side view of the front frame structure with the alternate steering arrangement of the alternate embodiment.

Fig. 15B is an angled view of the front frame structure with the alternate steering arrangement of the alternate embodiment.

Detailed description of embodiments

A preferred embodiment of the present invention is described herein. The present invention is defined only by the independent claim, with elements of the preferred embodiment described in the respective dependent claims. It will be appreciated that features of the preferred embodiment are not required to be included together, and that numerous features provide technical advantages which are not dependent upon other features of the preferred embodiment.

When multiple components of the same name are outlined herein, the components may be assumed to be identical in structure unless otherwise outlined. The terms "front" and "forward" when used herein to describe structural features of the present invention refers to the front of the vehicle chassis when travelling in the normal travel direction, i.e. the direction the vehicle is intended to normally travel. The terms "rear" and "rearward" refer to the rear of the vehicle chassis when travelling in the normal travel direction, whilst the term "middle" refers to elements of the present invention positioned between front and rear components. The terms "left" and "right" respectively refer to the sides of the vehicle chassis when viewed from a user seated on the chassis facing in the forward direction, i.e. towards the front roar interaction elements.

The present invention relates to a vehicle chassis 10, an embodiment of which may be seen in Fig. 1. The vehicle chassis 10 is preferably for a pedal vehicle, further preferably for a pedal vehicle with electric assistance.

The vehicle chassis 10 comprises a front frame structure 34 which extends in a longitudinal direction and is adapted to hold a left front road interaction element 26i and right front road interaction element 26M. The road interaction elements 26i and 26M, are adapted for engaging with a surface over which the vehicle chassis moves. The road interaction elements 26i and 26M, may rotate and are preferably wheels. It will be appreciated that whilst the vehicle chassis is preferably for use on road or pavement surfaces, the road interaction elements are not limited to only being suitable for traversing a road surface such as tarmac, concrete or asphalt, but may be suitable for traversing non-road surfaces also such as grass and other off-road terrains.

The vehicle chassis 10 also comprises a middle frame structure 38 extending in the longitudinal direction, which is adapted for attachment to a seating structure upon which the user is intended to sit during travel. The rear end of the front frame structure 34 is connected to part of the middle frame structure 38 in a rotatable manner, i.e. such that the front frame structure 34 may rotate relative to the middle frame structure 38.

The vehicle chassis 10 also comprises a front dampening element 32 with a first end 32a attached to the front frame structure 34, and a second end 32b attached to the middle frame structure 38. The first end 32a is preferably positioned further forward than the second end 32b, and the second end 32b is preferably positioned above the first end 32a.

The vehicle chassis 10 also comprises a rear frame structure 36 extending in the longitudinal direction wherein a rear end of the rear frame structure 36 is adapted to hold a left rear road interaction element 28i and a right rear road interaction element 28M. The rear road interaction elements 28i and 28M are preferably wheels. The front end of the rear frame structure 36 is connected to the middle frame structure 38 in a rotatable manner. The vehicle chassis 10 also comprises a rear dampening element 30 with a first end 30a attached to the rear frame structure 36, and a second end 30b attached to the middle frame structure 38, The first end 30a is preferably positioned further rearward than the second end 30b, and the second end 30b is preferably positioned above the first end 30a.

The ends of the front and rear dampening elements 30a, 30b, 32a and 32b, are preferably connected to the respective frame at points approximately central in the lateral directions, i.e. substantially equidistant, preferably exactly equidistant, from the left and right sides of the frames 34, 36, and 38, when at rest. Positioning the ends of the dampening elements 30a, 30b, 32a, 32b, centrally in the lateral direction, thus aligns these along the respective longitudinal axis of the frame structures 34, 36, 38, to which they are attached when the vehicle is at rest. By aligning the dampening elements 30, 32, centrally, they may dampen vertical movement of the road interaction element on either side in the same manner, i.e. the front dampening element 32 can dampen the vertical movement of one of the front road interaction elements 26i and 26M, or vertical movement of both the front road interaction elements 26i and 26M at the same time. Likewise, the rear dampening element 30 can dampen the vertical movement of one of the rear road interaction elements 28i and 28M, or vertical movement of both the rear road interaction elements 28i and 28M at the same time.

The front and rear dampening elements 30 and 32, are adapted to absorb and dampen shock impulses received when at least part of the front or rear frame structures 34 and 36, move vertically. The front and rear dampening elements 30 and 32 are preferably shock absorbers, comprising a piston and spring. The dampening elements 30 and 32 allow one or more of the road interaction elements 26i, 26M, 28i, and 28M, to move vertically when encountering a small obstacle on the surface over which the vehicle chassis 10 travels, such as a bump or hole in the ground surface.

The vehicle chassis 10 of the present invention preferably comprises only a single dampening element 32 connecting the front frame structure 34 and middle frame structure 38, and a single dampening element 30 connecting the middle frame structure 38 and the rear frame structure 36. By providing only a single dampening element between these frame structures, and by preferably positioning them centrally in the lateral direction of the vehicle chassis, these dampening elements are connected to the structures in a manner which does not interfere with components of the vehicle chassis 10 which are attached to either side of the front or middle frames. In particular, this ensures that, contrary to many vehicle chassis 10 of the prior art wherein a dampening element is usually attached to each road interaction element, or a connecting element thereof, the space around the road interaction elements 26i, 26M, 28i, and 28M, is not impeded by said dampening elements 30 and 32. This space may be utilised to allow for a wide variety of functions, including additional components, side crumple zones or increased maximum turning area for the front road interaction elements 26i and 26M. The vehicle chassis 10 preferably also comprises a storage element 50, for user storage or for housing of an electric motor.

Furthermore, the vehicle chassis 10 preferably comprises a peddle mechanism 40 attached to the vehicle chassis, preferably the front frame structure 34 via a pedal mechanism housing structure 40a. The peddle mechanism 40 comprises one or more peddles positioned either side of a longitudinal axis of the front frame structure near the front road interaction elements 26i and 26M, located so that the user may operate them with their feet. The peddles are not impeded by dampening elements connected to each of the road interaction elements 26i and 2ii as these are provided relatively central to the frame structures. The vehicle chassis 10 may thus be reduced in size, and made more compact.

The longitudinal axis of the front frame structure, the longitudinal axis of the middle frame structure, and the longitudinal axis of the rear frame structure are axis extending through these respective frame structures in a longitudinal direction, when at rest.

In addition, the use of only a single dampening element 32 for shock dampening of the front frame structure 34, and a single dampening element 30 for shock dampening of the rear frame structure 36 ensures that the vehicle chassis 10 may be simplified, with the number of components reduced. This allows for reduced component and manufacturing costs as well as a weight reduction of the vehicle chassis 10.

The use of a single dampening element for shock dampening of each of the front and rear frame structures 34 and 36, also allows the level of dampening to be easily adjusted. This may be via adjustment or replacement of the dampening element, which does not require ensuring that two front dampening elements, for example, are calibrated to provide the same dampening.

As can be seen in more detail in Fig. 2, the front frame structure 34 comprises a front bar 34a, wherein the front bar 34a has a lateral portion 34aii and two end portions 34ai. The end portions 34ai preferably extend at an acute angle to the longitudinal axis of the front frame structure 34 in a rearward direction. The front bar 34a is connected to the front road interaction elements 26i and 26M by kingpins (not visible) held in kingpin housing sections 34aiii which form part of the front bar end portions 24ai. Each kingpin extends through the kingpin housing section 34aiii and is connected at either end to a spindle 54. Said spindle 54 comprises a plate to which the ends of the kingpin are attached, preferably by ball joints, such that the plate, and thus the spindle 54, may rotate around the kingpin.

The plate is also connected to a steering connection element (not pictured) which is coupled to a steering pin 52 (shown in Fig. 1) and thus may push and pull the spindle 54 around the kingpin longitudinal axis which extends from one end of the kingpin to the other, to turn, that is change the rotating direction of, the road interaction elements 26i or 26M. The steering connection elements of each of the front road interaction elements 26i and 26M are preferably tie rods coupled to the steering pin 52. Alternatively, any other commonly known connections for conveying rotation of the steering pin 52 to the spindles 54 may be used.

The spindles 54 of the front road interaction elements 26i and 26M, preferably also comprise a braking system such as disc brakes 86 which may be mechanical or hydraulic and are operated by the user for controlling the speed of the vehicle.

The front frame structure 34 also comprises a longitudinally extending section 34b which connects the front bar 34a to a front frame connection plate 34c. The front frame connection plate 34c extends laterally with respect to the longitudinal direction and is the rear end of the front frame structure 34. The longitudinally extending section 34b preferably comprises two longitudinally extending rods.

The front frame connection plate 34c is preferably a flat plate with a front surface facing forwards in the longitudinal direction and a rear surface facing rearward in the longitudinal direction. The longitudinally extending section 34b connects with the front face of the front frame connection plate 34c.

As displayed in Fig. 3, the front frame connection plate 34c is connected to a front connection plate 38a of the middle frame 38. The front connection plate 38a of the middle frame 38 extends laterally across the vehicle chassis 10, in a similar manner to that of the front frame connection plate 34c, but the plate is oriented perpendicularly in the lateral axis. The front connection plate 38a of the middle frame 38 comprises a top face facing vertically, or approximately vertically, upwards and a bottom face facing vertically, or approximately vertically, downwards.

The front frame structure 34 and middle frame structure 38 of the preferred embodiment of the present invention, are connected at two connection points, by a first connection element 42 and a second connection element 44, which may also be referred to as first and second connections respectively. These connection elements 42 and 44 allow the front of the front frame structure 34 to move upwards such that the front frame structure 34 pivots around the first and second connection elements 42 and 44. The first and second connection elements 42 and 44 also provide rotational freedom, such that the front frame structure 34 may rotate relative to the middle frame structure 38, such that the longitudinal axis extending through the front frame structure 34 is angled relative to the longitudinal axis extending through the middle frame structure 38. This allows one or both of the front road interaction elements 26i and 26M to move vertically upwards without said movement or rotation being conveyed to the middle frame structure 38.

Providing connection elements 42 and 44 between the front and middle frame structures 34 and 38 allows the front frame structure 34 to pivot and rotate relative to the middle frame structure 38.

It will be appreciated that the connection between the front and middle frame structures 34 and 38 which provide the pivotal and rotational function, is not limited to two connections. The connection could alternatively feature a single connection point between the front and middle frame structures 34 and 38, which provides pivotal and rotational connection. Said single connection point could comprise a single ball joint.

In the preferred embodiment of the present invention and as shown in Fig. 3, the first and second connection elements 42 and 44 are ball joints. The ball joints consist of a ball socket 42a which is suitable for receiving a spherical head 42c. The ball socket 42a is connected to an extending rod 42b wherein the extending rod 42b extends from the rear side of the front frame connection plate 34c where the ball socket 42a is positioned to the front side of the front frame connection plate 34c through an opening 88 where it is secured by securing element 42f. Securing element 42f is preferably a nut which engages with a threaded surface of the extending rod 42b. Around the extending rod 42b are positioned a first flexible cylindrical member 42d positioned on the rear side of the front frame connection plate 34c between the ball socket 42a and front frame connection plate 34c, and a second flexible cylindrical member 42e positioned on the front side of the front frame connection plate 34c between the securing element 42f and the front frame connection plate 34c.

The first and second flexible cylindrical members 42d and 42e ensure that the extending rod 42b, which is of a smaller diameter than the opening 88, is held in place longitudinally, whilst either end of the extending rod 42b may pivot relative to the opening 88 such that the ends of the extending rod 42b may move in both horizontal and vertical directions. The ball joints also comprise a spherical head 42c for being received in the respective ball socket 42a. The spherical head 42c is connected to an opening 90 in the middle frame front connection plate 38a via a spherical head connection rod 92 which extends through the opening 90 and is secured by a securing element (not pictured). A third flexible cylindrical member 42g is positioned around the spherical head connection rod 92 and is positioned between the spherical head 42c and the middle frame front connection plate 38a. Contrary to the extending rod 42b of the ball socket 42a, the spherical head connection rod 92 is dimensioned to have a substantially identical diameter to that of the opening 90 such that the spherical head 42c is secured to the middle frame front connection plate 38a and may not move relative to the middle frame structure 38 in any direction.

It will be appreciated that the ball joints 42 and 44 of the preferred embodiment may also be arranged with the components attached to the front frame connection plate 34c being attached to the middle frame front connection plate 38a, and the components of the middle frame front connection plate 38a attached to the front frame connection plate 34c. In this arrangement, the connection plates 34c and 38a are preferably oriented such that the faces of the front frame connection plate 34c face upwards and downwards, whilst the faces of the middle frame front connection plate 38a face forwards and rearwards.

The second connection element 44 is identical to the first connection and positioned on the other side of the front frame longitudinal axis to the first connection element 42 via respective openings on the front frame connection plate 34c and middle frame front connection plate 38a. The first and second connection elements 42 and 44 are preferably equidistant from the front frame longitudinal axis extending through the front frame.

The front and second connection elements 42 and 44 ensure, due to the spherical head 42c, ball socket 42a and extending rod 42b, that the front frame connection plate 34c and middle frame connection plate 38a remain connected to one another during rotation of the front frame structure 34 relative to the middle frame structure 38, or the middle frame structure 38 relative to the front frame structure 34. The rotation of the front and middle frame structures 34 and 38 relative to one another is limited by the length of the extending rod 42b from the opening 88 through which it extends to the spherical head 42c around which the ball socket 42a rotates. Once the opening 88 is rotated to a point where the distance between the opening 88 and spherical head 42c is the length of the extending rod 42b, the frame structures 34 and 38 cannot rotate relative to one another any further. It will thus be appreciated that the longer the extending rod 42b is, the more the frame structures 34 and 38 can rotate relative to one another.

The first and second connection elements 42 and 44 of the preferred embodiment allow for a limited rotation between the front and middle frame structures 34 and 38. This is preferred as the vehicle chassis 10 of the present invention is for use in a Car-Ebike designed for use on road surfaces usually comprising only small obstacles. The first and second connection elements 42 and 44 thereby allow one side of the front frame structure 34 to be raised to a height necessary for small obstacles to be overcome. The limited rotation also ensures that the middle frame structure 38, upon which the weight of the user will be distributed, cannot rotate too far, thus avoiding that the user is rotated to contact the ground when leaning, or during turning.

Fig. 3 displays the front dampening element 32 extending between, and connected to, the front frame longitudinally extending bars 34b at the first end 32a (connection omitted in Fig. 3). The second end 32b of the front dampening element 32 is positioned between, and connected to, overhanging bars 94 of the middle frame structure 38 (connection omitted in Fig. 3).

As may be best seen in Fig. 4A, the overhanging bars 94 of the middle frame structure 38 are connected to a middle frame front face 70. Said face 70 provides a connection point for a front stabilising rod 58. Said rod 58 is connected at one end to front face 70, and is connected at the other end to a connection point 96 protruding from the front bar lateral portion 34aii. The front stabilising rod 58 may rotate in a lateral plane perpendicular to the longitudinal direction at its connections to the middle frame structure 38 and front frame structure 34, respectively.

The stabilising rod 58 is not extendable, and thus ensures that the points at which the stabilising rod 58 is connected to the front and middle frame structures 34 and 38, are maintained the same distance apart from one another. This ensures that if the middle frame structure 38 rotates relative to the front frame structure 34, the middle frame structure 38 rotates around the middle frame longitudinal axis and does not simply tip towards one side. As can also be seen in Fig. 4A, as well as more clearly viewed in Fig. 4B, the first end 32a of the front dampening element 32 is preferably attached to a front dampening rotatable connection element 62. The front dampening rotatable connection element 62 extends in the longitudinal direction, and is rotatably connected at each end to a support structure 64 which is attached to the front frame structure 34. Preferably, the support structure 64 comprises two plates extending laterally between the longitudinally extending bars 34b of the front frame structure 34. The pedal mechanism 40 has been omitted in Figs. 4A, 4B, 5A and 5B such that the surrounding components may be more clearly viewed.

This rotatable connection ensures that when the front or middle frame structures 34 and 38 are rotated relative to one another, the first end 32a of the front dampening element 32 is not rotated relative to the middle frame structure 38, but is rotated relative to the front frame structure 34. The front dampening element 32 may thus still be compressed along its longitudinal axis and perform a dampening effect regardless of the rotation of the front and middle frame structures 34 and 38.

This thereby ensures that the front dampening element 32 can provide a dampening effect when one side of the front frame structure 34 is elevated. It also ensures that the front dampening element 32 can provide a dampening effect when one or both sides of the front frame structure 34 are elevated, even when the middle frame structure 38 is rotated around the middle frame longitudinal axis. A dampening effect may thus still be provided when the user is leaning, during a turn for example. Due to the similar structural arrangement of the rear dampening element 30, the rear dampening element 30 provides the same effects.

Figs. 5A and 5B provide the same perspective view of the front and middle frame structures 34 and 38 as seen in Figs. 4A and 4B, when the vehicle chassis 10 is in a state wherein the front frame structure 34 is rotated relative to the middle frame structure 38. This state displays the rotation which occurs if the right front road interaction element 26M is raised off the ground.

As can be seen from Figs. 5A and 5B, the front frame connection plate 34c on the inclined side of the front frame structure 34 is elevated relative to the side of the front frame connection plate 34c on the non-elevated side. Due to the flexible nature of the first and second connection elements 42 and 44, the middle frame front connection plate 38a remains horizontal.

The first and second flexible cylindrical members 42d and 42e of each of the first and second connection elements 42 and 44 ensure that the extending rod 42b is held in place regarding its extension through the opening 88 of the front frame connection plate 34c, whilst being able to pivot relative to the opening 88.

The connection on the side which is elevated (the second connection element 44, in Figs. 5A and 5B) has the end of the extending rod with the securing element 42f elevated relative to the front frame connection plate 34c through which it extends. The connection on the side which is not elevated (the first connection element 42, in Figs. 5A and 5B) moves in a manner opposite to that of the elevated connection 44, wherein the part of the connection rod with the securing element 42f extends downwards lower than the opening 88 through which it extends. The ball sockets 42a and spherical heads 42c of the first and second connection elements 42 and 44 allow the extending rods 42b to pivot relative to the opening 88 through which they extend whilst remaining connected to the middle frame structure 38 at one end.

The vehicle chassis of the present invention comprises the rear frame structure 36 rotatably connected to the middle frame structure 38. Fig. 6 illustrates the rear frame structure 36 of the preferred embodiment of the present invention attached to left and right rear road interaction elements 28i and 28M respectively. The rear road interaction elements 28u and 28M are connected to either end of a rear lateral bar 36a of the rear frame structure 36. The rear lateral bar 36a is connected to a longitudinally extending section 36b, preferably comprising two longitudinally extending rods, which are connected to a rear frame connection plate 36c. The rear frame connection plate 36c is connected to a middle frame rear connection plate 38b via third and fourth connection elements 46 and 48 (may also be referred to as third and fourth connections respectively herein). The rear frame connection plate 36c and middle frame rear connection plate 38b are arranged perpendicular to one another in the same manner as the front frame connection plate 34c and middle frame front connection plate 38a.

Whilst left and right front and rear road interaction elements have been respectively described as a preferred embodiment, it will be appreciated that the present invention may comprise a single front road interaction element, or more than two front road interaction elements, and may comprise a single rear interaction element, or more than two rear interaction elements.

The rear dampening element 30 is connected between the rear frame structure 36 and part of the middle frame structure 38. Similar to the front frame structure 34 and shown in Fig. 7a, the rear frame structure 36 preferably comprises a rotatable connection support structure 68 connected to a rear dampening rotatable connection element 66 attached to the first end 30a of the rear dampening element 30.

The middle frame structure 38 preferably also comprises a middle frame rear face 72 which is connected to the rear frame structure 36 via a rear stabilising rod 60.

Preferably, contrary to the first and second connection elements 42 and 44, the third and fourth connection elements 46 and 48 are mounted such that the spherical heads 42c of the ball joints are positioned beneath the middle frame rear connection plate 38b, contrary to that of the first and second connection elements 42 and 44 wherein the spherical heads 42c are positioned above the middle frame front connection plate 38a.

Fig. 7A and 7B show the connection of the rear frame structure 36 to the middle frame structure 38. Fig. 7A illustrates the state wherein the rear frame structure 36 is not rotated relative to the middle frame structure 38, and Fig. 7B illustrates the state when the rear frame structure 36 is rotated relative to the middle frame structure 38, when the right rear road interaction element 28M is elevated.

The third and fourth connection elements 46 and 48 allow the rear frame structure 36 to rotate without causing the middle frame structure 38 to rotate. This rotation is such that the longitudinal axis of the rear frame structure forms an angle with respect to the longitudinal axis of the middle frame.

A further aspect of the preferred embodiment of the present invention relates to the steering pin 52 which, through its rotation and connection to the front road interaction elements 26i and 26M, alters the direction in which the front road interaction elements 26i and 26M point.

In the preferred embodiment of the present invention, rotation of the steering pin preferably also forces the middle frame structure 38 to rotate relative to the front frame structure 34 such that the middle frame structure 38 leans towards the direction in which the front road interaction elements 26i and 26M are pointed.

Fig. 8A illustrates the steering pin 52 of the preferred embodiment and its attachment to the middle frame structure 38. The steering pin 52 is attached to the overhanging bars 94 of the middle frame structure 38 at a steering pin upper attachment portion 56a. The steering pin 52 extends through the middle frame 38 structure and the front frame longitudinally extending section 34b, and is connected at its lower end to a steering pin lower attachment point 56b on a middle frame lower plate 82. The steering pin 52 is attached to the lower attachment portion 56b of the middle frame structure 38 in a rotatable manner such that the steering pin 52 may rotate around its longitudinal axis. Preferably, the steering pin 52 is attached to the lower attachment point 56b using a ball joint.

According to the preferred embodiment of the present invention, the middle frame structure 38 also comprises steering pin central support elements 84 which secure the middle portion of the steering pin 52 to the middle frame structure 38 in a manner which allows rotation of the steering pin 52 but does not allow movement in a longitudinal or lateral direction.

The preferred embodiment of the present invention also comprises a horizontal bar 80 attached to the steering pin 52. The front frame structure 34 also comprises a platform 74 comprising an opening through which the steering pin extends. The platform 74 comprises an inclined surface on either side of the steering pin wherein the inclined surfaces 76 and 78 extend longitudinally and increase in height as they extend in a forward direction of the vehicle chassis 10.

When the steering pin 52 is rotated, the end portion of the horizontal bar 80 on the side opposite to that which the front wheel interaction elements 26i and 26M are pointed towards, is pushed forwards and up the inclined surface 76 or 78, on that side. This forces the portion of the horizontal bar on that side to be elevated, whilst the portion of the horizontal bar on the opposite side is not elevated. As the horizontal bar 80 is fixed to the steering pin 52 in a manner wherein neither side may be elevated relative to the steering pin 52, the elevation of one end of the horizontal bar 80, causes the top of the steering pin 52 to lean towards the side of the vehicle chassis 10 in which the front road interaction elements 26i and 26M are pointing, whilst the bottom of the steering pin 52 moves towards the other side of the vehicle chassis 10. Due to the rigid connection between the steering pin 52 and the middle frame structure 38, the middle frame structure 38 leans in the same manner as the steering pin 52, and thus rotation of the steering pin 52 causes rotation of the middle frame structure 38 relative to the front and rear frame structures 34 and 36.

Preferably, the horizontal bar 80 is rotatably attached to the steering pin 52 such that it may rotate when traversing the inclined surfaces 76 and 78.

Fig. 9A provides a perspective view of the preferred embodiment of the present invention when the steering pin 52 is in a rest position, i.e. the front wheel interaction elements 26i and 26M are pointing forwards and the horizontal bar 80 is extending laterally across the chassis 10, i.e. perpendicularly to the front frame longitudinal axis and middle frame longitudinal axis when at rest. Fig. 9A thus provides an alternate perspective view of the preferred embodiment of the present invention in the state illustrated in Fig. 8A.

Fig. 9B is an alternate perspective view of the preferred embodiment in the state shown in Fig. 8B, i.e. wherein the steering pin 52 is rotated such that the front road interaction elements 26i and 26M are pointing partially towards the right of the vehicle chassis 10 and the horizontal bar 80 has ascended partly up the left inclined surface 76. As can clearly be seen, the middle frame structure 38 is thereby rotated towards the right side relative to the front frame structure 34.

By providing an arrangement in which rotation of the steering pin 52 forces the middle frame 38 to lean towards the turning direction, the mass of the user as positioned on the middle frame 38 is forced to lean towards the turn and thus reduce the likelihood that the centre of mass of the vehicle and user is forced by the centrifugal force outward, causing the vehicle to tip.

This allows the vehicle chassis 10 to provide a carving steering technique.

Rotation of the steering pin 52 not only alters the direction of the front road interaction elements 26i and 26M, but also the weight distribution of the user and vehicle such that the vehicle is guided into the turn. This further prevents the middle frame 38 from rotating in the direction opposite to the direction towards which the road interaction elements 26i and 26M are pointed when taking a sharp turn, and preventing the users weight naturally shifting towards the side opposite to the turning direction due to the centrifugal force. In Figs. 9A and 9B the pedal mechanism 40 and the rear part of the pedal mechanism housing structure 40a have been omitted for improved viewing of the surrounding components.

A final aspect of the preferred embodiment of the present invention is displayed in Figs. 10A and 10B. As previously described, the spindle of each front road interaction element 26i and 26M is attached to a kingpin housed in a kingpin housing section 34aiii at the end portions 34ai of the front bar 34a. In the preferred embodiment, the kingpin is connected to the front frame 34 preferably with a negative camber and a positive canter. The top end of the kingpin is thus positioned further rearward than the bottom end of the kingpin, and the top end of the kingpin is positioned closer to the front frame longitudinal axis than the bottom end of the kingpin. This arrangement assures that the road interaction elements 26i and 26M will lean (change angle relative to the ground) when turned by the steering pin 52.

The spindle 54 is connected to the kingpin, preferably via ball joints, in a manner such that when the steering pin 52 is in a resting position, i.e. the front road interaction elements 26i and 26M are pointing forwards, the road interaction elements 26i and 26M have a positive camber, i.e. the top part of the spindle 54 around which the front road interaction element 26i or 26M rotates is positioned further from the front frame longitudinal axis than the bottom part of the spindle 54.

The combination of the kingpin arrangement and spindle 54 connection, ensures that when the front road interaction elements 26i and 26M are steered in a particular direction, the angle between the front road interaction element 26i or 26M on the side of that direction and the ground will be reduced, with the top portion extended further towards that direction. The angle between the road interaction element 26i or 26M, on the opposite side and the ground however, will be increased.

By this arrangement, the front road interaction element 26i or 26M, on the side upon which the front road interaction elements 26i and 26M are pointed towards, i.e. the inner road interaction element relative to the turn, has a smaller angle relative to the ground. The centre of the spindle 54 around which said front road interaction element 26i or 26M rotates is closer to the ground than the spindle 54 of the opposite road interaction element 26i or 26M. The opposite road interaction element spindle centre is further from the ground due to the vertical standing of the road interaction element 26i or 26M to which it is attached. This ground- spindle centre height difference between the spindles 54 of the road interaction elements 26i and 26M, is such that the front frame structure 34 is rotated, and the front frame bar lateral portion is at an angle relative to the ground. The front frame structure 34 thus tilts towards the turning direction. This causes the front frame structure 34 to lean towards the turn and further causes the front frame structure 34 to have a weight distribution shifted towards the turning direction, thereby further reducing the likelihood of tipping.

Figs. 11A and 11B illustrate a preferred embodiment of the present invention relating to a vehicle comprising the vehicle chassis 10. The vehicle also comprises a vehicle body attached to the vehicle chassis 10. The vehicle body is preferably attached to the middle frame structure 38 of the vehicle chassis. This allows vertical movement of either the front or rear frame structures to be prevented from being conveyed to the vehicle body. Furthermore, in the preferred embodiment of the present invention this allows the vehicle body to lean with the middle frame 38 during turning.

The vehicle body comprises a lower body section 12 formed to cover the elements of the vehicle chassis, whilst not impeding the movement of said components during use. The lower body section 12 comprises a seating section to which a seat is attached/attachable. The vehicle body also comprises a rear side section 14 on each side of the vehicle, extending vertically from the lower body section 12, and positioned over the rear road interaction elements 28i and 28M. These rear side sections 14 may comprise means for securing a load e.g. luggage, to the rear of the vehicle.

Extending vertically from the rear side sections 14 are pillar support sections 16. The pillar support sections 16 connect the rear side sections 14 to a roof section 18 preferably formed of a curved plate which extends over the seating section. The front edge of the roof section 18 is attached to a windshield 20 which is angled downward in a forward direction to connect to a front edge of the lower body section 12. The windshield is transparent and preferably formed of either glass or plastic.

The vehicle body further preferably comprises a side support section 22 on each side, extending laterally from the rear side sections 14 to the front of the lower body section 12. Said side support sections 22 provide further rigidity to the structure, and protection for the user. Preferably the lower body section 12, the rear side sections 14, the pillar support sections 16 and the side support sections 22 form a single structure. Some or all of the roof section 18 may also form part of the single structure.

The lower body section 12, rear side sections 14, pillar support sections 16, sides support section 22 and the roof section 18 are all preferably made of a rigid composite material.

The vehicle also comprises a steering mechanism (not pictured) which is connected to the steering pin 52 of the vehicle chassis, preferably by a steering mechanism attachment rod 24. The steering mechanism attachment rod 24 is angled rearward relative to the steering pin 52, such that the steering mechanism may be provided to the user at a substantially diagonal angle. This improves the comfort for a user operating the steering mechanism. The steering mechanism attachment rod 24 is rotatably coupled to the steering pin 52 such that rotation of the steering mechanism attachment rod 24, facilitates rotation of the steering pin 52.

The steering mechanism is suitable for gripping and rotating by hand, and is preferably consists of either handlebars or a steering wheel.

It will be appreciated that the vehicle chassis 10 of the present invention has been described for use in a pedal vehicle. It is further preferable that the vehicle chassis 10 comprises an electric motor, wherein the electric motor provides power to assist in the movement of the vehicle, preferably via rotation of one or two or more of the road interaction elements 26i, 26M, 28i, and 28M.

Alternate steering arrangement

In an alternate embodiment the steering pin arrangement differs from that of the preferred embodiment(s) outlined above. The alternate embodiment steering pin arrangement may be seen in Figs. 12-15. Said embodiment may comprise the features found in the preferred embodiments previously outlined except for the steering pin arrangement as discussed herein. Alternatively, the embodiment may also differ from the preferred embodiments in that the system comprises a plurality of shock absorbers, preferably two, connecting the front frame structure 34 to the middle frame structure 38 (as seen in figures 12 and 15). It will thus be appreciated that the alternate steering arrangement as discussed herein may comprise the chassis as discussed in previous embodiment(s) or may comprise a different chassis as seen in figures 12-15.

In the alternate embodiment, the vehicle chassis comprises a steering pin coupled to the middle frame structure 38 at a connection point, wherein the steering pin 52 may rotate around it's longitudinal axis, without rotation of the middle frame structure 38.

The steering pin 52 is coupled to the front road interaction elements 26i, 26M, wherein rotation of the steering pin 52 changes the direction in which the front road interaction elements 26i, 26M, will direct the vehicle in motion.

The steering pin 52 may be coupled via a front frame steering rod 98, preferably connected to the steering pin 52 via a first universal joint 100. The first universal joint 100 ensures rotation of the steering pin 52 facilitates rotation of the front frame steering rod 98, without the longitudinal axis of the steering pin 52 and front frame steering rod 98 being required to be in line with one another. This allows the steering pin 52 to be set to an angle which may be better suited for rotation by a user.

The first universal joint 100 connects the steering pin 52 and front frame steering rod 98, whose axes are inclined relative to each other, or may become inclined due to movement of at least one side of the front frame structure 34 to the middle frame structure 38. This ensures rotary motion is transmitted between these two, preferably rigid, elements. The first universal joint 100 preferably consists of a pair of hinges, one connected to the front frame steering rod 98, the other connected to the steering pin 52, and oriented at 90° to each other, connected by a cross shaft.

The front frame steering rod 98 is coupled to the front frame structure 34 such that it can rotate relative to the front frame structure 34 and move relative to the front frame structure 34 in the longitudinal direction of the front frame steering rod 98. The longitudinal direction as discussed herein is the direction in which the feature extends, in particular the longest length of said feature. The front frame steering rod 98 is preferably coupled to the front frame structure 34 via a ball joint 102, wherein the front frame steering rod 98 passes through the ball joint 102 and rotates relative to the ball joint 102 as may be seen in Figs. 15A and 15B. The ball joint may comprise a rod element which extends through, and is secured to, a hole in the front frame structure 34, and a torus-shaped element through which the front frame steering rod 98 may extend.

This connection ensures that the front frame steering rod 98 may rotate relative to the ball joint 102 when the steering rod is caused to rotate by a user. Therefore, the front frame steering rod 98 is connected to the front frame structure 34 such that it cannot move laterally or vertically relative to the front frame structure, but may still rotate relative to the front frame structure.

Furthermore, the connection is such that the front frame steering rod 98 may move forwards and backwards within the ball joint 102. This ensures that movement of the front frame structure 34 is not conveyed to the middle frame structure 38 as the front frame steering rod 98 may move forwards and backwards to compensate for said movement. Furthermore, the first universal joint 100 connecting the front frame steering rod 98 to the steering pin 52, ensures that movement of the front frame structure 34 does not require movement of the middle frame structure 38 as the angle between the front frame steering rod 98 and the steering pin 52 will simply be varied, facilitated by the first universal joint connection, to compensate for the movement of the front frame structure 34. This is displayed in Fig. 12A wherein the front road interaction elements 26i, 26M, are level and Fig. 12B wherein one of the front road interaction elements 26i, 26M, is raised.

The front frame steering rod 98 preferably comprises a steering pin connection element 104 connected thereto. Said steering pin connection element 104 is preferably a plate which extends from the front frame steering rod 98 and rotates around the front frame steering rod 98. The steering pin connection element 104 preferably extends perpendicular to the longitudinal axis of the front frame steering rod 98, preferably extending perpendicularly outwards from the top of the front frame steering rod 98 when the road interaction elements 26i, 26M, are pointing forwards.

The chassis may comprise a first spindle connection element 106, wherein a first end of the first spindle connection element 106 is connected to a first spindle and a second end of the first spindle connection element 106 is connected to the steering pin connection element 104.

The chassis may comprise a second spindle connection element 108, wherein a first end of the second spindle connection element 108 is connected to a second spindle and a second end of the second spindle connection element 108 is connected to the steering pin connection element 104.

The first and second spindles may be connected to the front road interaction elements 26i, 26M, in one of the manners previously discussed. The spindle connection elements 106, 108 may be rotatably connected to the steering pin connection element 104, preferably by ball joints or universal joints such that rotation of the steering pin connection element 104 does not facilitate rotation of the spindle connection elements 106, 108. Rotation of the steering pin connection element 104 produces movement of the spindle connection elements 106, 108 in a lateral plane.

The spindle connection elements 106, 108 are preferably rods which are sufficiently rigid that they may push or pull the spindles depending on which direction the front frame steering rod 98 is rotated.

The steering pin 52 may be connected to the middle frame structure 38 via a housing 110, wherein the housing 110 is fixed to the middle frame structure 38. The steering pin 52 may rotate within the housing 110, wherein the housing 110 prevents lateral or longitudinal movement of the steering pin 52.

The steering pin 52 may extend from the housing 110 to a position suitable for use by a user, and may be directly connected to a steering mechanism suitable for gripping by a user (not shown in figures). The user may rotate the steering mechanism to alter the direction in which the road interaction elements 26i, 26M, point. The steering mechanism is suitable for gripping and rotating by hand, and preferably consists of either handlebars or a steering wheel.

Alternatively, the steering pin 52 may be connected to a steering mechanism attachment rod 24, wherein the steering mechanism attachment rod 24 is connected to the steering mechanism. The steering mechanism attachment rod 24 is preferably connected to the steering pin 52 via a second universal joint 112. The second universal joint 112 is preferably identical to the first universal joint 100.

This connection between the steering pin 52 and the steering mechanism attachment rod 24 allows the longitudinal axes of the steering pin 52 and steering mechanism attachment rod 24 to be at an angle relative to each other. The steering mechanism attachment rod 24 may be pivoted around the second universal joint 112 such that the aforementioned angle may be altered. In this manner, the position of the steering mechanism may be changed such that it is at a comfortable position for the user. The steering mechanism attachment rod 24 in a first (lowered) position may be seen in Fig. 13A and The steering mechanism attachment rod 24 in a second (raised) position may be seen in Fig. 13B.

To ensure the steering mechanism attachment rod 24 may not move laterally, the chassis may comprise a guide structure 114 fixed to the middle frame structure 38 wherein the guide structure 114 prevents lateral movement of the steering mechanism attachment rod 24 as may be seen in Figs. 14A and 14B.

The guide structure 114 may comprise a first bar extending in a parallel plane to, and on a first side of, the steering mechanism attachment rod 24, and a second bar extending in a parallel plane to, and on a second side of, the steering mechanism attachment rod 24. The guide structure 114 may further comprise a front end bar for limiting movement of the steering mechanism attachment rod 24 in the forward direction, and a rear end bar for limiting movement of the steering mechanism attachment rod 24 in the rearward direction.

The chassis preferably comprises an adjustable securing means (not shown in figures) which secures the steering mechanism attachment rod 24 to the guide structure 114 at a position along the guide structure 114. Said adjustable securing means may be a retractable grip which grips the guide structure 114 until engaged by a user. Alternatively said adjustable securing means may be a retractable engagement feature such as a small bar, built into the steering mechanism attachment rod 24 or the steering mechanism, wherein it engages with one of multiple set positions in the guide structure 114 to secure it in place.

The adjustable positioning of the steering mechanism attachment rod 24 ensures that the user can alter the position of the steering mechanism around the second universal joint 112. Optionally, the steering mechanism attachment rod 24 may also comprise length adjustment means such that the steering mechanism attachment rod 24 is also adjustable in length such that the position of the steering mechanism may be moved towards and away from the second universal joint 112. As a significant factor in driver comfort is positioning of the steering mechanism, particularly in pedal operated vehicles, the present embodiment provides an adjustable steering mechanism which can ensure driver comfort and prevent the driver's legs colliding with the steering mechanism.

By allowing the user to alter the position of the steering mechanism around the second universal joint 112, a very simple and robust adjustment mechanism is provided wherein the user can move the steering mechanism to allow for required leg room.

It is noted that whilst a steering pin 52 has been discussed herein, the pin may simply be any universal joint connection element, fixed to the middle frame and facilitating connection between the first universal joint and the second universal joint, or directly providing universal connections between the front frame steering rod 98 and the steering mechanism attachment rod 24.

Reference numerals

10 Vehicle chassis

12 Lower body section

14 Rear side section

16 Pillar support section

18 Roof section

20 Windshield

22 Side support section

24 Steering mechanism attachment rod

26i Left front road interaction element

26M Right front road interaction element

28i Left rear road interaction element

28M Right rear road interaction element

30 Rear dampening element

30a Rear dampening element first end

30b Rear dampening element second end

32 Front dampening element

32a Front dampening element first end

32b Front dampening element second end

34 Front frame structure

34a Front bar

34ai Front bar end portions

34aii Front bar lateral portion

34aiii Front bar kingpin housing section

34b Front frame longitudinally extending section

34c Front frame connection plate

36 Rear frame structure

36a Rear lateral bar

36b Rear longitudinally extending section

36c Rear frame connection plate

38 Middle frame structure

38a Middle frame front connection plate

38b Middle frame rear connection plate

40 Pedal mechanism

40a Pedal mechanism housing structure

42 First connection element

42a Ball socket 42b Extending rod

42c Spherical head

42d First flexible cylindrical member

42e Second flexible cylindrical member

42f Securing element

42g Third flexible cylindrical member

44 Second connection element

46 Third connection element

48 Fourth connection element

50 Storage element

52 Steering pin

54 Spindle

56a Middle frame steering pin upper attachment portion

56b Middle frame steering pin lower attachment point

58 Front stabilising rod

60 Rear stabilising rod

62 Front dampening rotatable connection element

64 Front rotatable connection support structure

66 Rear dampening rotatable connection element

68 Rear rotatable connection support structure

70 Middle frame front face

72 Middle frame rear face

74 Platform

76 Left inclined surface

78 Right inclined surface

80 Florizontal bar

82 Middle frame lower plate

84 Steering pin central support elements

86 Brakes

88 Front frame connection plate opening

90 Middle frame front connection plate opening

92 Spherical head connection rod

94 Overhanging bars

96 Connection point

98 Front frame steering rod

100 First universal joint

102 Front frame ball joint

104 Steering pin connection element 106 First spindle connection element

108 Second spindle connection element

110 Housing

112 Second universal joint

114 Guide structure