GB2374843A

GB2374843A - Rider propelled pedal vehicle with pedestrian supervised control

Info

Publication number: GB2374843A
Application number: GB0110009A
Authority: GB
Inventors: Robert William Frank Griffin
Original assignee: Individual
Current assignee: Individual
Priority date: 2001-04-24
Filing date: 2001-04-24
Publication date: 2002-10-30
Anticipated expiration: 2021-04-24
Also published as: GB0110009D0; GB2374843B

Abstract

The vehicle, e.g. a tricycle, is provided with means, e.g. a rearward arm 25, whereby a pedestrian might regulate the speed, apply brake(s) and steer the direction of the vehicle independently or, additionally to the rider; the vehicle frame is separable into two individual assemblies by means of releasable attachment(s) 23, 24, a swivel seat is provided to enable a rider to mount or dismount, a stand-on step is provided co-operable with the frame to elevate the rider prior to mounting and subsequent to dismounting and means is provided to retain the riders feet in a predetermined position on the pedals and secure support to the seated riders trunk. One frame part 5 carries the front wheel 1, the handlebar 3 and the seat, the other frame part carrying the pedals and the rear wheels.

Description

RIDER PROPELLED VEHICLE WITH PEDESTRIAN SUPERVISED CONTROL.

This invention relates to a rider propelled vehicle of three or more wheel with escorted pedestrian control.

Rider propelled vehicles are well-known devices including Tricycles or Quadracycles that comprise a carriage supported on wheels upon which a seat for the Rider (s) is provided; a means for the Rider (s) to propel the vehicle using his/her own hand or foot power or a motorised means of propulsion; a steering means to control the direction of the vehicle and a braking means with which the vehicle may be slowed or stopped.

Such vehicles do however require the full co-ordination of the fundamental activities of propulsion or control thereof steering, and braking as well as the physical ability of the rider (s) to balance his/her body upon the seating arrangement, and to maintain his /her feet on the pedal arrangements for the Rider (s) to be in complete control of the vehicle. Young persons or persons with a mental or physical disability, may not have fully developed the physical strength, skills or judgement required, to achieve proper control. This will make it difficult or even dangerous for them to be in sole charge of the vehicle. In addition, they may encounter difficuhy mounting and dismounting the vehicle. Additionally such vehicles are normally difficult to transport in other vehicles due to their weight and space requirements, however the ability to transport such devices together with the disabled person is fundamental to the vehicles usefulness.

According to the present invention there is provided a rider propelled, vehicle with means whereby a pedestrian person (s) might regulate the speed, apply the brake (s) and steer the direction of the vehicle independently, additionally and preferentially to any regulation provided by the rider-and where the vehicle frame is so constructed that it may be separable into two individual assemblies by means of releasable attachment (s) - and which provides a means for seating the rider upon a swivel seat such that they may be bodily rotated to positions suitable for riding, mounting and dismounting and where a stand-on step is provided co-operable with the frame to elevate the rider prior to mounting and subsequent to dismounting-and which provides secure means of retaining the riders feet in a predetermined position and secure support to the seated riders trunk.

A specific embodiment of the invention will now be described by way of examples with reference to the accompanying drawings In which- Figure 1 represents a side elevation of the general arrangement of the vehicle.

Figure 2 represents a line drawing isometric view of the Lower Frame Assembly.

Figure 3 represents a side elevation with cross section of the Upper Quick Release Mechanism.

Figure 4 represents a cross sectional end view of the Upper Quick Release

Figure 5 represents a side elevation with cross section through the Lower Quick Release Figure 6 represents an end view of the Lower Quick Release showing Clamping Screw Figure 7 represents a General Arrangement line drawing of the Steering Control System and Main Member Extension arm Hinge.

Figure 8 represents a cross sectional side elevation of the Steering Motor with plunger drive Figure 9 represents a cross sectional side elevation of the steering motor with clamp screw drive Figure 10 represents a plan arrangement of the working range of the Steering Motor Pulley Figure 11 represents a cross sectional arrangement of the main member extension hinge.

Figure 12 represents a cross sectional plan view of the Articulated Joint Figure 13 represents a cross sectional Side elevation of the articulated joint Figure 14 represents a plan view of the footshoe showing slotted attachment means and general profile.

Figure 15 represents a cross sectional side elevation of the footshoe showing arrangements of straps and pedal with attachments Figure 16 represents a cross sectional side elevation of the footshoe showing the

"slide2 attachment of pedal & heel block Figure 17 represents an end elevation of an frame attached"Docking Step. Figure 18 represents a side and end elevation of a stand alone Docking Step with wheeled feet Figure 19 represents a plan view general arrangement of the Docking step in position with a tricycle fitted with a swivel saddle Figure 20 represents a cross sectional side elevation line drawing of the swivel saddle general arrangement with back support attachment.

. Figure 21 represents a general arrangement of the pedestrian brake.

General Frame Design.

According to the present invention there is provided a rider propelled vehicle constructed of two separable parts hereinafter described as the upper and lower frame.

This arrangement has for its purpose, a means of improving the overall versatility and mobility of the vehicle by splitting it into two parts that are individually lighter, smaller and less cumbersome than the whole. Each fi-ame is self contained in that it is independently capable of supporting all loading to which it is subjected. The assembly mechanism between the parts (hereinafter referred to as the "Quick Release") serves only to connect the frames together and transfer load from one to another.

General Description of the upper frame.

The upper frame comprises a framework that incorporates all mechanisms incorporated within the means of steering the vehicle, either by the rider or carer and a means of supporting the rider upon the vehicle. It additionally incorporates certain components concerned with the"Quick Release"which is described separately.

General Description of The Lower frame.

The lower frame comprises a framework that incorporates all mechanisms incorporated within the means of propulsion. It additionally incorporates certain components concerned with the *"Quick Release"and means of retaining and positioning the riders feet upon the pedals, hereinafter referred to as'Tootshoe's" which are described separately.

General Description of the Vehicle Transmission Mechanism of the Lower Frame with reference to Fig 2 The major components of the propulsion system are the pedals (16), chain wheel (17), bottom bracket (ll), drive chain (18) axle sprocket (19), at least one (1) rear axle (20), chain tensioner (not shown) and rear road wheels (21). These components are arranged in the conventional manner as shown. At least one (1) such rear road wheel (21) will be fixedly attached to at least one (1) driven rear axle (20) such that rotation of the axle causes the wheel to turn and thus propels the vehicle. If desired a multiple geared arrangement might be incorporated within this drive means, such as a "Derailier" (multi cogged) drive (not shown) or an enclosed gear drive (not shown).

Geometry of the assembled frame With reference to Figure 1 & 2 The vehicle application will normally be-but is not limited to-a three wheeled vehicle (tricycle). This type of vehicle is however used throughout for illustration purposes unless specific reference is made to another arrangement. The front wheel (s) when applied to such a vehicle would be of conventional bicycle design Le. a single wheel (l) supporting a forked steering head tube (2) with handlebars (3) for steering. If two wheels were used for steering then a conventional king pin and track rod arrangement would be used (not shown).

The steering head tube (2) and bearings are conventional but for the addition of a steering bell which is fixedly attached at, but is not limited to, the lower bearing area, and is normally but is not limited to a casting which serves to house and protect components of the Carer Controlled steering system (described separately).

The main bearer (5) is in the shape of a Vee the forward part of which rises up from the direction of the bottom bracket (ll) to meet the head tube (2) in the conventional manner.

A seat tube (7) is directed upwards from the bottom bracket (l 1) at an angle conducive to adjustment of the seat to compensate for the growth of the rider. The arrangement is conventional but for the bend at the lower end of the tube. This is provided for aesthetic purposes, and also to allow the tube to be abutted to the main bearer at a less acute angle. This leaves more space for components of the quick release system, is easier to weld and reduces the overall weld length.

Additional support is given to the main bearer, head tube and seat tube by the addition of one or more frame struts (6). In the case of the example two are employed and are

secured either side of the seat tube (7) at its lower end from where they are directed forward to be secured to the side of the main bearer (5) before being socketed into recesses in the steering bell This frame strut (6) arrangement serves various functions to assist with"Carer Controlled Steering"but they are primarily a means of strengthening and stiffening the frame by securing the seat tube (7) main bearer (5) and head tube (2) together into one framework that is highly resistive to twisting and bending.

The rear part of the main bearer is directed backwards from the bend above the bottom bracket (ll) with its axis forming a straight line between the bend and the articulated joint (31).

Reasons for this geometry include: o It is aesthetically pleasing to the eye for these components to be in line.

Axial alignment, allows the components of the steering system to be attached to the main bearer by an arrangement that"telescope's"into the hollow tubular main bearer (5) making the steering components economical of space when not in use.

* It intersects with the seat struts (8) of the upper frame and the upper fork (9) of the lower frame at such a position that stress in these associated components is kept within reasonable and acceptable limits. Note: The geometry of a tricycle is such that approximately 25% of the total laden weight is transferred to the road via the front wheel whilst the remaining 75% is transferred to road via the rear wheels in equal proportion i. e. approx. 37.5% each. This rear load is transferred through the framework of the upper frame-predominantly through the seat struts (8) then on to the framework of the lower frame-predominantly through the upper fork (9).

Each frame has to be individually capable of containing the aforementioned load and transferring it via the Quick Release mechanism. The objective of the design is to transfer load through triangular frameworks (both longitudinal and lateral) so that side members of the triangle carry roughly equal load. It is also an objective that such load bearing frameworks should have as acute an upper angle as possible to reduce the compressive load in side members. The point of intersection of the main bearer (5) with the seat struts (8) and upper fork (9) suits this objective well. It is at a position whereby it provides a well proportioned spread of the seat struts (8) necessary to give a lateral stability to the upper frame (where it locates with the"quick release mechanism") whilst maintaining reasonably short (and thus stift) seat struts. It additionally provides a reasonably high bridged upper fork (9). As mentioned a higher bridge has the effect of reducing the compressive and bending stresses in the upper fork (9) and reduces the tendency to push the axle bearing housings (12) apart. These considerations of compressive and bending stresses within the seat struts (8) and upper fork (9) are co- incident with the need for individual frameworks to be compact and comparable in terms of weight and volume and thus the relevant points of intersection, and the general shape of the frame and its attachments are of fundamental importance.

The upper fork (9) of the lower frame is a high bridged as possible as previously discussed and is supported along the axis of the frame (longitudinally) by a longitudinal brace (10) directed from the bridge of the upper fork (9) to the bottom bracket (l 1). In this manner the rear axle bearing housings (12) and bottom bracket (ll) are coupled together as a framework and are correctly positioned relative to one another as per the requirements of the drive mechanism.

Longitudinal"spread"of bottom bracket and bearing housings is prevented by the lower fork (13) and longitudinal brace (14) which similarly couple and position these items. The longitudinal and transverse triangular structure thus formed, is highly resistant to deformation but if desired this can be augmented by vertical strut (15) that link upper and lower frames in the area of the intersection between braces and forks. These struts may be utilised as a means

of mounting ancillary components such as chain guards (not shown) or geared hubs (not shown). If it is desirous to use two independent axles (for example when a Derailier gear is used then the length of the bearing housings (12) is extended and the inner end of the housings tied back to the upper and lower forks by short struts (not shown). These struts and or housings may be utilised to support ancillary equipment such as the Derailier operating mechanism (not shown).

The Quick Release Mechanism.

General procedure for operating The Quick Release Mechanism.

The quick release mechanism provides a means whereby the upper and lower frames may be coupled and uncoupled at will in order that they might be more easily stored or transported.

Each part is attached to the other in two main locations.

The upper location hereinafter referred to as the"Upper Quick Release is in the area of (but is not limited to) the intersection between the upper fork and the upper brace on the lower frame, and the intersection of the seat struts and main bearer on the Upper Frame The lower location hereinafter referred to as the lower quick release is in the area of (but is not limited to) the bottom bracket on the lower frame and the lowest part of the Vee of the upper frame.

The vehicle is coupled and un-coupled in a particular manner and order that allows single handed assembly of the vehicle as now described with reference to Figs 1,2, 3,4, 5 & 6.

Coupling and Un-coupling.

The lower frame is placed on the road and rests upon its rear wheels and the"stand strut" (22) located beneath the bottom bracket or on the lower brace.

The upper frame is offered up to the lower frame at the upper quick release and the interlocking components on both frames are engaged with one another. The front wheel (l) of the upper frame is lowered to the road and the upper frame is thus balanced on three points, these being the front wheel and two locations within the upper quick release mechanism. In this manner the upper frame is able to free stand without toppling over.

The bottom bracket (l 1) of the lower frame is then raised up until the components of the lower quick release are engaged with one another and the mechanism is locked. The upper quick release is so designed that engagement of the lower quick release automatically prevents uncoupling of the upper quick release mechanism.

Finally clamp screw (23-24) are operated that take up all assembly tolerance in each quick release.

Un-coupling of the upper and lower frames is a reversal of the above procedure.

Each mechanism will now be described with the aid of Fig 3 to 6 Detailed Description of the upper Quick Release.

The seat strut (s) (8) of the upper frame bear upon a horizontal cross pin (51) which is secured to the main bearer (5). When the upper frame is offered up to the lower frame as described above this cross pin is engaged in two opposed and slotted locators (52 & 53) that are fixedly attached to the yoke 54 which is in turn attached to the lower frame. These locators allow very little sideways movement/clearance of the cross pin (51) as shown by"GAP A"and the cross pin (51) can only be removed in the direction it is inserted, i. e. in the direction of arrow (B). The locator (52-53) slot is arranged to be at a slightly positive though shallow angle to the horizontal and facing toward the front of the tricycle when the stand strut (22) is in contact with the road and would be much as shown by Fig 4. The angle is however enough to draw the upper frame into the slots, and retain it there under the force of gravity acting upon the

mass of the upper frame. When the lower quick release is brought together this angle to the horizontal becomes less acute (increases) but is still very shallow. The locators (52-53) may be secured directly to the lower frame by various means (not shown) or they may be securely fixed upon a separate yoke (54) which is in turn securely attached to the lower frame at suitable attachment bosses (57) by suitable fasteners, shown as but not limited to a nut and stud (55) as this method provides for fine adjustment of the yoke at assembly to correct errors of alignment within the mating components of the upper and lower quick releases that may have been created by the manufacturing process.

At least one locator (52) is axially and internally threaded and fitted with a mating screw (24) which when tightened as described above presses upon the end of the cross pin (51) causing the pin and thus the upper frame to abut the inner face of the opposing locator (53) and in this manner takes up the limited lateral allowance given for assembly (Gap A).

The above describes one method only of securing the upper frame to the lower frame which allows the upper frame to rest in balance upon the lower frame whilst assembly progresses and causes the above assembly to be self locking as assembly of the lower quick release progresses, but attachment means are not limited to the example shown and could be replaced by other suitable means, for example, latches, clamps, screwed levers and bolts, sliding pins and plungers etc.

Detailed description of the lower Quick Release with reference to DWG Fig 5 & 6 The Upper frame is provided with a cross drilled lug (lOl) which is able to fit between two lugs (102-103) on the lower frame with limited tolerance. These lugs are similarly drilled such that when the upper and lower frames are offered up to one another after engagement of the upper quick release the drilling in lugs and upper frame coincide. A Pin (104) may then be inserted from the side of the tricycle without the chainwheel (105) through the Erst lug (103), the upper frame cross drilled lug (101) and thus through the second lug (102).

Anti loosening means for the pin are provided for example by-but is not limited to-a spring loaded detent screw (106) of proprietary manufacture the spring loaded ball of which presses upon the periphery of the pin. (104) A groove is so arranged upon the periphery of the pin that it is aligned with the detent screw (106) when the pin is fully inserted. The spring loaded ball of the detent thus drops into the groove and retains the pin until sufficient force is applied to overcome the detent spring and remove the pin (for example when being un-coupled).

Anti loosening means might also be provided for example by-but is not limited to-a pin of proprietary manufacture which features a self contained detent arrangement of ball (s) (108) that protrude outward from the side of the pin near the insert end. These ball (s) (108) are retracted during assembly by pressing a knob (109) at the handle end of the pin (104) thus the pin can be inserted. When the knob (109) is released the balls (108) are once again pushed outward past the profile of the pin (104) and in this case-beyond the furthermost lug (102).

This arrangement ensures the pin cannot be removed without human intervention.

A lower clamp screw (23) is provided for the lower Quick Release as described above, that is located as near as possible to the pin (104) and cross drilled lug (101). It is in the form of a threaded screw (l 10)-vertically mounted in a threaded location through the upper frame such that it bears downward on the lower frame when tightened. This action takes up all lateral tolerance that exists between pin (104) and lugs (102-103) and cross drilled lug (101) and acts to move the lower frame away from the upper frame in the same direction as the forces due to the mass of both frames and any payload i. e. downward.

The pin (104) length and abutments are so designed that it will only allow free rotation of the pedal when fully inserted (as shown). Safety is provided by this arrangement by making it virtually impossible under normal conditions to move the pin sideways and outwards under

the combined effects of the clamp screw, the detent screw (106) or proprietary pin arrangement (108-109) and the friction of the components acting laterally upon the pin. If the pin were not fully inserted or if it were possible to move the pin by some unusual means the pin would merely be moved into the path of the pedal crank (107) thus stopping further motion and alerting the rider and Carer to the problem before it were able to be fully ejected. from the arrangement.

The above description relates to one means only of attachment of upper and lower frames in such a manner that the assembly cannot be release either deliberately or accidentally in service. Nor may the invention be operated unless correctly assembled, and where assembly of the locking means that is assembled last (the lower quick release) causes the locking means assembled previously (the upper quick release) to be similarly prevented from disassembly either by deliberate or accidental means, and where all clearance in working components is eliminated by the effect of a clamping device associated with each quick release, however the invention is not limited to the above means of locking or clamping that could similarly be effected with the use of other fastening means such as latches, locks, screwed levers, sprung pins, slides, knobs, bolts, cam levers, toggles etc.

The Carer Control Mechanism The carer control mechanism serves to control two main functions: Steering the vehicle. a Braking the vehicle.

However, The dynamic braking mechanism is so arranged that it may additionally provide a permanent brake (Parking Brake) and a means of restricting the speed of the vehicle to that of the carer without the actual physical intervention of the carer i. e. by the deliberate physical application of the aforementioned dynamic brake.

The Steering System will now be described with the aid of Fig 1-7 to 11 Operating principle.

The Carer steers the vehicle by movement of an arm (150) that is mounted on the vehicle main bearer (5) or an extension of it (25). The arm (150) is able to swivel horizontally about a vertical pivot (151) and the mechanism is so arranged that-assuming a forward motionmoving the arm to the left of the carer steers the vehicle to the right and vice versa.

The system as described above is so arranged that the extremity of the arm describes an angular displacement and an arc length greater than that of the extremities of the handlebars, thus a mechanical advantage much in favour of the carer is provided. This provision of mechanical advantage is essential to the invention, as it ensures the Carer has ultimate control with which they may overcome any inappropriate intentions of the rider-by physical force if necessary-and to that end the mechanical advantage is arranged in such proportions of the mechanical parts that the rider can never override the carers intentions.

Construction of the Steering system The steering system has two main assemblies-the steering motor and the steering head-the former being the driver, the latter the driven assembly.. The steering motor is normally sited at (but not limited to) a position behind the rider (s) on the main bearer extension (25). The steering head assembly is attached to the vehicles steering means (in the case of a tricycle the front fork (26) and the head tube (2) in the position shown occupied by the Steering bell The Steering head

The steering head has two fundamental components-a head pulley (168) fixedly attached to the steering means (fork26) by which the steering means may be rotated and a steering bell (4) fixedly attached to the frame at the head tube (2). The steering bell (4) serves to cover and protect the moving parts of the head pulley (168) and provide an anchor point for the Bowden type cables (27) that operates the pulleys (168 and (152).

The Steering Motor.

The steering motor similarly has three main components-the steering motor bowl (153) which like the steering bell (4) serves as an anchor for the Bowden type cables (27)-a motor pulley (152)) to which the cable is attached and which is rotated about a fixed vertical pivot (151) on the steering motor bowl (l53), and the steering motor arm (150) which is locked to the motor pulley (152), in service and is the means by which the pulley is rotated.

The Steering motor is mounted on the main bearer (5) or its extension (25). In order to reduce the volume of the appliance for transportation, various means are employed to fold the steering arm alongside the frame. Two examples are described as follows.

Example 1 With Ref to Fig 11 Motor Bowl 153 is arranged with a horizontal hinge pin 173 which passes through extension (25) and is secured by clamp (172). Bowl (153) and extension (25) are spring-loaded away from each other by spring (171). The working position of bowl (153 and extension (25) are locked by pin (170) when clamp (172) is closed but when opened the spring pushes extension (25) and bowl (153) apart so that the bowl (153) is able to pivot about pin (173). When the arm (150) is hinged about pivot (151) to lie generally alongside the frame, the hinge mechanism will allow the arm to drop to a roughly horizontal position or any other chosen position suitable for transportation. Lugs (not shown) may be provided on (25) or (153) to limit the arc of the hinge mechanism if desired.

Example 2 With Ref. to Fig 7 Extension arm (25) may be hinged as shown by hinge arrangement (155) such that it may fold horizontally to lie alongside the upper frame when not in use and may be locked in the working position with a spring plunger (165) locator screw or similar means.

Telescoping of Steering mechanism.

Means may be provided to telescope the steering arm (150) or to telescope the extension (25) into the main bearer (5) for the purpose of reducing the overall length during transportation or storage and also to adjust the effective height of the brake lever (30) to make it comfortable for the carer. This is achieved by conventional means and each telescopic joint is clamped in the chosen position by clamps (28) (29) or other similar device.

Means of operation of the Steering System.

The steering head pulley (168) is fixedly attached to the front fork (26) by a drilled lug (not shown) through which the front brake bolt passes and clamps the lug and thus head pulley (168) to the fork. In this manner the front fork (26) is obliged to turn with the head pulley (168). The head pulley (168) has a peripheral groove to accept a cable inner (157) and is fitted with at least one cable clamp bolts (158) with which the ends of the inner cable loop may be attached to the head pulley (168). The cable is routed from the cable clamp bolts (158) into the grooved periphery of the pulley (168) where it lies in the groove until it is able to leave the pulley groove to pass through a drilling in the steering bell Thereafter it passes through a spring (159) and ferrule (160) into which the outer cable is located. The cable

passes through the frame strut (6) which serves to house and locate the spring (159) and ferrule (160) and protect the Bowden cable (27) as it passes backwards to exit at the end of the strut (4) before being led along an exposed route to the Steering motor bowl (153).

The Steering motor bowl (153) is attached directly to the extremity of the main bearer (5) or by a hinged extension (25) and has for its purpose, a means of providing an anchor for the Bowden cable (27), a support for the vertical pivot (151) upon which the steering motor pulley (152) revolves and also as a shroud for the working parts of the mechanism. The aforementioned cable casing terminates at a ferrule (161) that sockets into the bowl drilling whilst the cable inner (157) passes on through the drilling to coincide with a groove on the periphery of the steering motor pulley (152) that is located over the bowl vertical pivot (151).

The motor pulley (152) drives the cable in service thus transferring the steering action from the steering arm (150) to the steering forks (26). The inner cable (157) leaves the motor pulley (152) at a tangent to pass through a drilling in the bowl (153). External to the bowl and located in the threaded drilling is a cable adjuster (166) of conventional pattern. The Bowden cable (27) is socketed into this adjuster with a ferrule in the usual way and passes on and through the other frame strut (6) in exactly the same manner with exactly the same components of ferrule and spring as previously described. Springs (159) are provided to ensure the cable is in constant tension and all backlash is removed from the system. The cable then passes on to the steering head pulley to which it attaches in a reverse process of that previously described thus completing the cable loop.

The steering head may be fitted with an arc limiting means similar to the steering motor and for the same purpose. The mechanics of this arrangement are not described in detail as they are essentially similar to that of the steering motor using the clamp bolt heads as stoppers against suitably arranged abutments. Alternatively, variable arc limiting means might be provided by locked and adjustable screws, mounted upon the head pulley (168) and contacting suitable abutments on the steering bell (not shown).

The carer may wish to disconnect the steering mechanism to allow the rider to practice steering or alternatively disconnection may be advantageous when folding the arm against frame for transportation purposes.

Two examples of disconnection means will now be described with reference to Figs 8 to 10 Example 1 Referring to Fig 8

Steering arm (150) and Pulley (152) are separate items, free to swivel independently about pivot (151). Cable (157) is attached to the pulley with a suitable clamp screw (not shown) and though used to adjust the relative positions of cable and pulley the clamp is not normally adjusted in service. When the steering is engaged pulley (152) and arm (150) are made to swivel co-operably about pivot (151) by pin (175) which is spring loaded into engagement by spring (176) to disengage, the pin (175) is lifted clear of the pulley. Means may additionally be provided (not shown) to retain the pin in the disengaged position.

Example 2 Referring to Fig 9 & 10 Means are provided for releasably clamping the cable to the pulley. This may be advantageous when a vehicle is controlled by two carers one left handed the other right handed. Each might want the steering arm offset from centre but in opposite directions. The motor pulley is provided with a clamp (162) that locates in a slot in the pulley, the clamp face of which lies over the lie of the inner cable (157) as it sits in the pulley groove. When the clamp is operated the inner cable (157) is squeezed between clamp face and motor pulley (152) such that it cannot move without radial movement of the pulley and vice versa. The free end of the clamp bolt (163) is extended past the clamp such that its profile protrudes past the motor pulley (152). Abutments (164) are arranged internal to the bowl (153) which coincide with the path of the clamp bolt (163) such that the bolt strikes the abutments at the extremities of a given arc. This serves to limit the rotation of the motor pulley (152) and thus prevents the cable clamp (162) from passing the point where the cable strikes off from the pulley at a tangent to pass through a drilling in the bowl (153) as this would damage the inner cable (157).

The threaded shaft of the clamp bolt (163) passes through a drilling in the motor pulley (152). A clamp lever (165) is attached to the clamp bolt (163) as shown and when tightened draws the clamp (162) against the inner cable (157) to grip it. In this manner the clamp may be used to lock and unlock the steering arm to the cable at win. A return spring (167) is fitted to ensure the clamp bolt (163) loosens from the inner cable (157) when the clamp lever (165) is released.

The bowl vertical pivot (151) is provided with suitable means (not shown) to prevent the steering pulley (152) moving axially other than by that movement necessary for clearance.

Operating considerations.

In operation radial motion of the steering motor pulley (152) will cause the pulley system to revolve and thus the steering means will turn in proportion, Tension of the cable is initially set by adjustment of the cable clamps bolts (158) but may thereafter be adjusted by the cable adjuster (166) provided at the Steering motor bowl for that purpose. A pre-load is applied to

the springs (159) by a combination of these means to ensure full engagement within the pulley grooves and a positive backlash free system, however, the primary purpose of the dual sprung arrangement lies not with steering considerations but with the ability of the main bearer extension to either fold or telescope for transport or storage. When this occurs, the freely routed section of cable between frame strut (6) and steering motor bowl (153) is caused to bend and flex. It is in the nature of a Bowden cable for the inner cable to effectively contract within the outer when the cable is subject to curving. This is due to the centreline path of the inner cable being longer than the inner wall of the outer casing when curved. With regard the invention this effective contraction equates to roughly 3mm overall. Without the sprung ferrules a correctly adjusted system would put high and potentially damaging load on the steering system components when the main bearer extension (25) was either folded or telescoped for transport/storage.

Speed limitation and braking General Principle of the braking system with ref. to Fig 1-12 & 13 The vehicle is fitted with one or more brakes that are solely carer operated. The carer operates the brake with a brake lever (30) attached to the end of the steering arm by an articulated joint (31). The joint is so engineered that when the lever is moved from its normal position of rest it applies the brake progressively as the angle of displacement increases. The operating means is normally but is not limited to a Bowden type cable (32), arranged between the brake (33) and articulated joint (31) but this may be replaced by hydraulic, mechanical, or electrical means operating on the same, proportional, master/slave principle. The invention can utilise any type of brake arrangement operable by such means and may include, but is not limited to; calliper, drum or disc type brakes, acting on either a wheels rimes), hub (s), or any other active part of the transmission for example the axle (s).

Detailed description of the components with reference to Fig 1-12 & 13 The inner wire (200) of the Bowden cable (32) is fitted with a suitable stopper for example the pear nipple (202) as shown that is anchored to a pulley (203) that is mounted on a spindle (204) that is fixedly attached to the articulated joint (31). The pulley rotates within an annular space within the articulated joint (31) for its protection. Peripheral to the pulley is a groove in which the cable lies until it leaves the groove at a tangent to pass through the drilling in the articulated joint (31) and then the ferrule (206) before entering the outer casing of the Bowden cable (32). A conventional cable adjuster (not shown) may be fitted between ferrule (206) and articulated joint (31) if desired. The Bowden cable (32) is freely routed to the brake (33) which may be of any pattern and which it is attached in a conventional manner.

Spring (207) is shown as (but is not limited to) a radial spring that has one tail anchored to the articulated joint (31) whilst the other is anchored to the pulley (203). A stop pin (208) is anchored to articulated joint (31) with a protrusion that enters a slot within the pulley (203) the width of the slot dictates the radial movement the pulley can thus make. The pulley is held at its normal position of rest against the stop pin (208) by a slight spring (207) pre-load. Thereafter the spring is progressively tensioned as the pulley moves. The purpose of the spring (207) being to assist the brake (33) to return the brake, cable (32) and brake lever (30) to its normal position. Should the pulley (203) ever reach the extremity of is movement the stop pin (208) will abut the opposite side of the slot and prevent further rotation. In this manner over tensioning of the spring is prevented and should the brake means fail for any reason the brake lever (30) may be used as an emergency means of stopping the vehicle by being held back by the carer.

Park Brake.

The spindle (204) has a threaded end to which is screwed a clamping lever (209). This may be (but is not limited to) a conventional lever, a ratchet lever or"cam-lock lever". Operation of such a lever causes the pulley to be pushed toward the body of the knuckle. A frictious material (210) is sandwiched between the pulley and knuckle such that when sufficiently compressed, friction will make it very difficult to turn the pulley. In this manner the pulley (203) can be rotated until the brake is applied and then the clamp lever (209) operated.

This will retain the brake in the"applied"mode and is used as a park brake for mounting or unmounting the rider.

The pulley is caused to turn by a brake lever (30) which is attached to the pulley (203) by suitable means for example a clamp (not shown). This clamp allows the handle to be released, repositioned and re-clamped for the comfort of the carer who will grip this handle to control both braking and steering.

The brake lever (30) is shaped but not limited to the form of a hockey stick with the blade facing forward for safety and comfort reasons. When the brake is being applied the hockey stick shape provides a forward facing hooked grip beneath the attendant persons hand from which it is less likely that their fingers might slip.

Involuntary limitation of the vehicles speed by the carer. With reference to Figs 1 12 & 13.

The invention provides a vehicle brake means which when applied by the carer will cause the vehicle to slow or stop, however, as the rider may have no comprehension of the need to regulate the vehicles speed and may actively try to exceed the speed required by the attendant, frequent and tiresome application of the brake might be necessary if the vehicles velocity were solely regulated in this way. The invention does however provide means by which involuntary limitation of the vehicle can occur and is controlled by the carers ground speed only.

It is assumed for the purpose of illustration that the attendants hand is inanimate and does not apply or release the brake by any movement of waist, fingers, wrist, elbow or shoulder, and thus the position of the attendants grip in relation to the attendants body remains coincidentaL This unlikely circumstance is given for the purpose of demonstrating that the vehicles velocity may be regulated solely by the attendants ground velocity and not by human intervention as would be the case with deliberate application of the brake and for that purpose it may be helpful to imagine that the carer is replaced by a slow moving object connected to the brake handle by a rod of fixed length and with which the invention would work equally well In practice a combination of involuntary braking-as will now be described coupled with deliberate braking-as has been previously described-are combined to achieve a comfortable and sustainable control of the vehicle by the carer.

Two examples of suitable arrangements are described with reference to Fig 1-12 & 13 Example 1 Involuntary speed limitation with non fail safe arrangement.

The attendant grips the brake lever (30) and walks with the vehicle. Whilst a constant distance exists between the vehicle and the attendant their relative velocities are in equilibrium. Should the vehicle accelerate away from the attendant (for example, due

to an incline or the riders accelerated pedaling) this separation distance will increase.

This increasing distance will cause the brake lever to be tilted backward about the articulated joint. Progressive backward tilting of the brake lever (30) causes a progressively increasing application of the brake via the Bowden cable (32). The application of the brake causes the vehicle to decelerate to a velocity equivalent to that of the attendant whereupon the relative motion of vehicle and attendant are once more in equilibrium.

Should a subsequent reduction in the vehicles velocity-for example due to a change in incline, or the riders pedaling force-cause it to fall below the velocity of the attendant, the distance between the vehicle and the attendant will reduce. This reduced distance causes the brake lever (30) to progressively return towards its normal position of rest, ie. the position it held prior to tilting backwards. This progressively releases the brake and will continue to do so until equilibrium is once more achieved or the brake lever has fully returned to its position of rest, and the brake fully released.

Example 2. with fail safe feature The essential difference between examples 1 & 2 is that the brake will be progressively released by forward rotation of the brake lever as opposed to backward rotation.

Certain disabilities may demand a higher degree of safety than that provided by example 1. Example two provides a fail safe brake arrangement often described as a "dead mans handle"wherein the vehicle brake will be automatically and continuously applied unless actively disengaged by the intervention of the attendant person.

Because release of the brake is progressive and proportional to the forward rotation of the brake lever a similar principle of automatic speed control will apply to example 2 as applied to example 1. To whit ; it would not be necessary to continuously adjust the vehicle speed by application or release of the brake. All that would be required is for the attendant to walk at the vehicles desired speed whilst maintaining an inanimate grip upon the brake lever.

The mechanical arrangement of the brake lever mechanism would be essentially as example 1 with the exception of the spring (207) which would be arranged to tension in the opposite direction to example 1 and additionally the brake cable (32) would approach and be attached to the pulley in the counter-clockwise direction to that of Example 1 i. e. the lower as opposed to upper half of the pulley (203).

Example 2 functions with a brake means so arranged that the springs associated with it and the brake lever function in such a way that the brake will be applied by the springs rather than released as is the convention. This ensures that the brake will normally assume the"brake applied"position unless actively displaced by the attendant. With such an arrangement the brake would only be released when the attendant pushed forward on the brake lever thus drawing upon the Bowden cable and releasing the brake.

A vehicle so equipped, would be able to progress only so long as the attendant person applied and maintained a pushing force upon the brake lever (30), sufficient to overcome the spring force of brake (s) (33) and brake lever spring (s) (207) that would otherwise apply the brake. This may be desirable where the disability of the rider demands a high degree of fail safety.

Safety Loop.

The brake lever is equipped with a suitable cord or tape loop (not shown) with one end fixedly attached to the brake lever (30) whilst the other has a noose type end. In service the carer places their hand through the noose, pulling it tight before gripping the handgrip. In the event of accident causing the carer to loose their grip upon the vehicle the noose will tighten against the wrist of the carer and apply the brake as it pulls against the body weight of the carer.

Pedestrian Lead Brake with Ref. to Figure 1 & 21 Certain children will be sufficiently adept at steering and braking that they might normally be expected to be in reasonable physical control of the vehicle however an inability to concentrate or a limited awareness of danger may make it dangerous to allow them unrestricted control According to the present invention there is provided a brake means independent of the rider provided brake whereby the pedestrian might apply the brake and slow or stop the vehicle in the following manner.

The vehicle is fitted with at least one brake controlled by the pedestrian person (33).

A Bowden cable (401) is led from the brake (33) (to which it is attached in the conventional manner) to the rear of the vehicle where a suitable attachment is provided at the frame (402) to anchor the cable. A fulcrum lever (403) is attached to the cable such that pulling the lever backward causes the inner wire of the Bowden cable to be drawn through the sheath thus applying the brake (33). A lead, rope or rod etc (404), is attached to the free end of the lever whilst the other end is held by the pedestrian person. Automatic application of this brake would be effected in exactly the same manner as previously described by an increase in distance between vehicle and pedestrian holding the lead, rope or rod inanimately.

Swivel seat.

Some users have difficulty mounting a disability aid because it may necessitate standing on one leg whilst passing the other across the vehicle and this is particularly true of a tricycle. Balance, poor vision, weakness and lack of self confidence are examples of disabilities which may all contribute toward making this operation difficult, hazardous or intimidating. A swivel seat is a means of overcoming the need to pass the foot across the frame before becoming seated and is used with or without a docking step.

In use the rider climbs onto the docking step (optional and described separately) from which elevated position they may sit backward onto the seat which is swivelled and locked in a side facing position. Once seated a clamp and lock can be released and the seat rotated to the normal position (in line with the f-ame) whereupon it is again locked and clamped ready for vehicle use. It is anticipated that a trunk support (described separately) to the waist region or higher will be required by users who would benefit from the swivelling seat. In this case the trunk support is attached to the seat swivel arrangement in such a way that it swivels with the seat.

The concept of a swivel seats with vertical rise and fall is commonplace, for example an office chair, however in the case of the invention the swivel seat must adjust about a combined horizontal and inclined axis whilst the swivel operates about a vertical axis.. The horizontal axis adjusts the distance between seat and handlebars and is mainly of value to accommodate riders with disproportionate arm length-either shorter or longer than normal, whilst the inclined axis increases the distance between seat and handlebars, and seat and pedals, simultaneously. In the case of the latter a proportional and simultaneous adjustment is made for normal growth of both arms and legs as is the convention. These axis adjustments when combined together enable the position of the swivel seat to be fully adjusted to the needs of the wide variety of stature and proportions that would be encountered in a multi user environment such as a school or Physiotherapy clinic.

Additionally a clamping means for the swivel is provided and automatic means with which to lock the seat in a predetermined radial position.

Detailed Description of the device with reference to Fig 20 Rise and fall of the seat is provided by the seat post (250) which may take the form of a tube, hydraulic spring, gas spring, or mechanical spring, etc. The seat post (250) is inserted and clamped into the frame of the vehicle in the normal manner. It has at its upper extremity a horizontal socket of square cross section but is not limited to that shape. The socket is equipped with a clamp screw (251), tube clamp, lever or other similar locking device.

Cross member (252) passes through the socket with which it is co-operative with minimal clearance and it has the same cross section. It is attached to the body (253) of the swivel seat device which is arranged with its axis vertical and to which thrust bearing (254) is fixedly attached. This bearing supports the seat post (255) but its position is not limited to supporting the end of the seat post as with the aid of a flanges on body (253) and seat post (255), the bearing might be sited at any point along the engaged length of the seat post (255).

A means of clamping the body (253) and seat post (255) together is provided such that friction between the components resists rotation of the seat post (255) within body (253). A typical means might be (but is not limited to) the tube clamp (256) as shown. When tightened it exerts a compressive load on the body (253) in an area which is suitably prepared with slits in the conventional manner of such clamp arrangements.

Automatic location of seat post (255) in predefined radial positions is provided by (but not limited to) a spring loaded pin (257) that locates in a series of holes in seat

post (255). Such a device is commonly referred to as a spring plunger. Location holes are drilled in seat post (255) in one or more radial positions adjacent pin (257) and is normally (but is not limited to) three in number. When alignment is correct the tapered end of the pin enters the hole and locks seat post (255) In this manner the seat post (255) may be accurately and automatically located in a desired position by first retracting pin (257), rotating the seat then releasing pin (257) whereupon it will re-enter the next drilling in seat post (255) to come adjacent the pin (257).

The seat is attached to the stem by normal means (i. e. a clamp about the stem) at position A. It would be axially aligned with the vehicles axis when pin (257) was engaged in a suitable hole in seat post (255)-normally the central hole in a series of three. In this manner the seat will automatically locate at the riding position and in two additional personnel mounting positions to right and left.

Additionally when the clamp (256) is released and pin (257) is retracted, the seat post (255) with seat attached may be removed from the body (253) for transportation, storage or as an anti theft/vandal measure.

Additionally seat post (255) is provided with at least one (1) attachment (260) which is shown in the form of (but is not limited to) a socket into which means for further supporting the rider might be located (in the manner of a backrest or trunk support).

Such an attachment would normally be telescopic in nature utilising (for example) cooperative tubes of square cross section, with a suitable clamping means as previously described. Such an arrangement causes the back support to rotate about the body cooperative with and in line with the saddle thus allowing the rider to seat him/herself more easily whilst additionally providing hand support at a convenient position, attitude and height.

Docking Step.

A Docking step is provided in order that health and safety regulations regarding the lifting of heavy objects might be complied with. For a rider to be seated upon a pedal powered vehicle it is usually necessary to lift their body to reach the seat. If the rider is incapable of such activity themselves but they are able to use a step then no lifting is required as they may alight the step then turn and sit upon the swivel seat (suitable positioned to the side) as though they were sitting in a chair.

The Docking Step will now be described in two forms-frame attached and free standing with reference to Figs 17-19.

The "frame attached" docking step takes the form of a frame attached step carried with the vehicle in service. The step is generally as in side elevation (Fig 17) and may not be fitted with the handles (354) as generally used on the free standing model otherwise both models are generally similar.

The stand alone docking step is not carried in service but has handles (354) as in side and end elevations (fig 18).

Both would comprise a suitable shaped step (350) as shown by Fig 19 with support means in the form of fixed feet (351), castors or wheel (s) (352). Such support means may be replaced in part or whole by attachments) to the frame using common means such as bayonet fixing, plug and socket (353), locator pins, screws, knobs etc. The

socket (353) shown in Fig 17 comprises part of the vehicle frame whilst the plug that is inserted into it comprises part of the step.

The'frame attached"step will also be provided with means to secure it to the vehicle when not in service at a location commonly but not limited to a position behind the rider and between the rear wheels. (details not shown but typified by wing nuts, knobs, hooks, etc) Fig 18 shows a free standing step intended to be left at the point of mounting the device, to be used in reverse order upon the return of the vehicle.

The main features of the attached and free standing"Docking step is a flat slip resistant step (350) so shaped that it may fit ahead of a rear wheel (21) and alongside the lower frame and behind the front wheel (l) which is angled during mounting, such that the handlebars (3) present a more open access to the rider. It will be noted that the step is profiled and that the front wheel mates with the profile. This devise causes the wheel to be trapped at an angle whilst the step is in place thus the handlebars form a fixed safety barrier to assist with mounting and dismounting the rider.

Platform height is arranged to suit the application. In the case of the"free standing" step, two handles (354) are arranged horizontally and facing the side of the vehicle such that the rider steps between the handles when alighting the platform and may use them for support.. These handles combine with the handlebars and backrest to form an obstructive barrier that would prevent the rider from falling off the platform.

The handles (354) may be used in conjunction with the wheels (352) to provide a means by which the step may be wheeled around on the wheels when repositioning thus avoiding the need for lifting.

Footshoe's.

Referring to cross sectional DWG Fig 14 & 15 and Plan Drawing Figl3 A normally able person will position their feet upon pedals without conscious thought, at a position they find comfortable. This may not be the case with a disabled person because they may not have the intellect, or co-ordination required.

Additionally some riders will require their feet to be secured to the pedals for their own safety, thus they will have little control over position anyway. The posture of the foot is however very important as it governs the strain that is put on the muscles and tendons of the foot and ankle. The ideal position for most persons is near the ball of the foot however this is variable.

Footshoe's, footplates, footsandals as they are variously called are means employed to secure the riders foot to a pedal They usually take the form of a footplate attached to a conventional pedal with an abutment for the heel and one or more straps about the bridge of the foot, to hold the foot against the abutment. This arrangement has several disadvantages.

It usually raises the sole of the foot high above the pedal fulcrum by the thickness of the footplate employed. This has a tendency to tilt the foot. o It allows the foot to slide forward in use against the natural give in shoes, flesh and straps, thus the position of the foot is largely uncontrolled in use.

Growth of the foot moves the natural point of balance ever further away from the desired position by the fixed nature of the heel abutment. The natural point of balance is approximately two thirds the length of the foot from the heel.

Makers of such devices compensate for these problems by artificial means of support.

These artificial means are typified by braces secured to the leg, usually about the calf which prevent any flexing of the ankle, or by roping the two footshoe's together over a pulley, suspended from the frame near the head tube which necessitates one toe to rise, if the other is to falL Neither of these methods are ideal because neither allow the ankle to do natural work, thus it does not balance or strengthen itself by use.

According to the present invention there is provided a footshoe (300) that has its abutment (301) at the front such that the toe of the shoe contacts it. In this way the foot cannot possibly slip forward other than internal movement allowed by the shoe.

Additionally the invention provides the lowest possible platform by replacing the conventional pedal (to which the platform is conventionally bolted) with a purpose built pedal (302) that provides a large supportive surface area but with a very low profile (i. e. height from fulcrum of pedal (303) to the footshoe. This allows the overall height of the assembly to be much reduced.

Most persons capable of riding a pedal vehicle, will have a natural position at which their foot and ankle works best. A competent person can judge this by the attitude it assumes during the pedaling process. The invention provides a means whereby the competent person may adjust and correct the position of the foot after observation and whilst the riders foot remains secured to the pedal. This is normally, but is not limited to, securing screws (304)-sliding co-operably in slots (305) (as shown).

Alternatively, screws (304) may be attached to the footshoe (300) but pass through slots in the pedal to be clamped to the pedal by suitable fastener (s) (306) such as a nut, knob, etc.

The pedal (302) may alternatively provide co-operable adjustment by riding a slide (310) of any suitable profile, attached to the footshoe (300) and clamped in place with screws (311) or similar means.

A heel plate (312), similar to the pedal arrangement may also be provided for the attachment of leg and ankle supports, generally abbreviated as AFO's. These are well known devices of various designs to suit the application/disability. The heel plate provides an attachment point for such devices, that can be adjusted along the slide to a suitable position, (normally directly below the ankle joint). Dependant upon the nature of the disability, attachment may be releasably fixed to the heel plate or releasably secured to a pivot (313) so that lateral movement of the leg is prevented (abduction and adduction) whilst the ankle is still free to tilt about the fulcrum of the pedal The purpose of such an arrangement is to prevent 4mock knee's" or'"bow legs" whilst pedaling, but still allowing the ankle to transfer"pedalling power"through

joints, muscles, ligaments etc, in the normal way, with all the exercise benefits that brings.

The invention provides means by which the foot may be retained in the correct position by at least one strap. The strap is anchored to the footshoe at a suitable location, either fixedly with a rivet or similar device or adjustably with a buckle (309)

etc. The strap crosses the bridge of the foot to pass through a slotted attachment (not shown) on the inside ofthe footshoe, thereafter to pass behind the heel and forward to pass through the working buckle (308) This buckle may be of any suitable design. In use, buckle 309 is set at a suitable adjustment and is not used until circumstances change, for example a larger shoe size is required. The foot is placed into the footshoe and brought against the toe abutment (30 1) passing the toe beneath the "bridge"section of the strap. The strap is then brought about the heel and through the working buckle (308). When the strap is tensioned through working buckle (308) it consequently pulls down on both the bridge and heel of the foot drawing it against the abutment (301) as it does so. This arrangement makes it extremely difficult to rearrange or remove the foot therefore its position for pedaling is guaranteed, however, by the release of just the working buckle (308) the foot is fully released. If working buckle (308) is of a "quick release design, i. e. side press or"hook and loop" tape, release of the foot can be almost instantaneous and this rapid release can be very important for a rider subject to fits for example.

The centre of gravity of the empty footshoe assembly is above the pedal crank and this causes the footshoes to naturally want to turn over if unrestrained. This makes it difficult to fit the foot into the upturned footshoe. According to the present invention this difficulty is overcome by an elasticated strap (314) secured between the rear ends of each footshoe and passing about the lower frame, generally in the area of the upper quick release. The strap remains in place in service, passing backwards and forwards across the frame in a sawing motion. The strap maintains the footshoe's in an upright attitude, whilst the elastic nature of the strap allows for slight variations in the length of the route described by the strap and/or tilting of the footshoe's as the rider flexes their ankle.

Claims

CLAIMS 1. According to the present invention there is provided a rider propelled, vehicle with means whereby a pedestrian person (s) might regulate the speed, apply a brake (s) and steer the direction of the vehicle independently, additionally and preferentially to any regulation provided by the rider-and where the vehicle frame is separable into two individual assemblies by means of releasable attachment (s)-and which provides a swivel seat upon which the rider may be bodily rotated to positions suitable for riding, mounting and dismounting and where a step is provided co-operable with the frame to elevate the rider prior to mounting and subsequent to dismounting-and which provides secure and adjustable means of retaining the riders feet upon the pedals.
2. A Pedal vehicle with pedestrian supervised control as claimed in claim 1 where means are provided to separate the frame into two independent parts by releasable attachments.
3. A Pedal vehicle with pedestrian supervised control as claimed in claim 1 & 2 whereby the upper frame encompasses all mechanism incorporated within the seating, braking and steering systems whilst the lower frame encompasses all mechanisms incorporated within the propulsion mechanisms.
4. A Pedal vehicle with pedestrian supervised control as claimed in claim 1-3 where the structural arrangement of upper and lower frames is generally as illustrated by Figures 1 and 2. Components 2,4, 5-12,14, 15,22.
5. A Pedal vehicle with pedestrian supervised control as claimed in claim 1,2 whereby releasable attachments are provided by two independent assemblies located generally as shown by positions A and B of Fig 1.
6. A Pedal vehicle with pedestrian supervised control as claimed in claims 1,2, 5 where the upper releasable attachment (Quick Release) is in the form of one or more assemblies which are adjustably attached to the vehicle frame to provide fine alignment of the associated mechanisms.
7. A Pedal vehicle with pedestrian supervised control as claimed in claim 1,2, 5,6 where the upper releasable attachment (Quick Release) assembly (s) provides two separate mating locations between upper and lower frames that are laterally spaced in such proportion to the frame that the upper frame may naturally and freely rest upon the lower frame without toppling or sliding out of position in preparation for the succeeding assembly operation.
8. A Pedal vehicle with pedestrian supervised control as claimed in claim 1,2, 5-7 where the upper releasable attachment may only be assembled from one direction from front to back when the lower releasable attachment is disassembled and where the upper releasable attachment can only be disassembled from the opposite direction, i. e. back to front when the lower releasable attachment is disassembled.

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9. A Pedal vehicle with pedestrian supervised control as claimed in claiml, 2,5-8 where the upper releasable attachment (Quick Release) is provided with clamping means to illuminate essential mating component clearances and backlash during use.
10. A Pedal vehicle with pedestrian supervised control as claimed in claim 1,2, 5-9 where the lower releasable attachment (Quick Release) provides a sliding bolt which when moved from the assembled position moves into the path of the pedal crank thus preventing further pedaling.
11. A Pedal vehicle with pedestrian supervised control as claimed in claim 1, 2, 5... 10 where the lower releasable attachment (Quick Release) is provided with clamping means to illuminate essential mating component clearances and backlash during use.
12. A Pedal vehicle with pedestrian supervised control as claimed in claiml, 2, 5-11 where the lower releasable attachment (Quick Release) is provided with retention means for the sliding pin.
13. A Pedal vehicle with pedestrian supervised control as claimed in claim 1,2, 5-12 whereby engagement of the lower quick release mechanism prevents accidental or deliberate disengagement of the upper quick release mechanism.
14. A Pedal vehicle with pedestrian supervised control as claimed in claim 1,4 which provides a"stand Strut"located at or near the bottom bracket for the purpose of supporting the front section of the lower frame above the road surface preparatory to assembly with the upper frame.
15. A Pedal vehicle with pedestrian supervised control as claimed in claim 1 whereby a pedestrian person might steer the direction of the vehicle independently, additionally and preferentially to any regulation provided by the rider with the assistance of a control mechanism that provides means of coupling it to the vehicles steering means such that the vehicles direction may be controlled in direct response, direction and proportion to selective movement of the control mechanism.
16. A Pedal vehicle with pedestrian supervised control as claimed and in claim 1,15 and as shown in fig 1 whereby the control mechanism is operable by a swivelling arm coupled by a vertical fulcrum bearing to an extension of the vehicles frame with extension, control arm and rear part of the frame past the bottom bracket having their axis parallel when viewed from the vehicles side.
17. A Pedal vehicle with pedestrian supervised control as claimed in claim 1,15, 16 whereby means are provided to limit the working arc of the swivelling arm.
18. A Pedal vehicle with pedestrian supervised control as claimed in claim 1,15-17 whereby the frame extension is arranged to slide co-operably within the tubular structure of the upper frame in a telescopic manner.

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19. A Pedal vehicle with pedestrian supervised control as claimed in claim 1, 18 whereby the telescopic attachment might be clamped at any desired position by a suitable clamp arrangement.
20. A Pedal vehicle with pedestrian supervised control as claimed in claim 1,15-17 whereby the extended attachment is provided with a lockable hinge by which means the extension, control arm and all attachments might be released from the normal use position to fold against the frame of the vehicle.
21. A Pedal vehicle with pedestrian supervised control as claimed in claim 1, 15-20 whereby the swivelling arm has at its upper extremity a handle shaped substantially as per fig 1 that is attached to the arm by an articulated joint and by selective operation of which handle, all control of steering, braking and speed regulation as performed by the pedestrian person is effected.
22. A Pedal vehicle with pedestrian supervised control as claimed in claim 1, 15-21 whereby the control arm and vehicles steering means are releasably connected by, for example, a"Bowden"type cable the inner wire of which is co-operable with concentric pulleys on steering means and steering arm.
23. A Pedal vehicle with pedestrian supervised control as claimed in claim 1,22 whereby the inner wire of the"Bowden"type cable is releasably clamped to the pulley of the steering arm with a spring released clamp.
24. A Pedal vehicle with pedestrian supervised control as claimed in claim 1,22 whereby sprung loaded ferrules are co-operable with the ends of outer sheaths of the Bowden cable runs between the pulleys and fixed anchor points on the vehicles structure.
25. A Pedal vehicle with pedestrian supervised control as claimed in claim 1,22 whereby an adjuster is co-operable with the Bowden cable and a fixed anchor point.
26. A Pedal vehicle with pedestrian supervised control as claimed in claim 1,22-25 where the working mechanism, i. e. pulleys, clamps and cables of both vehicle steering means and steering arm are shrouded by a fixed structure to prevent physical injury to rider, pedestrian or any third party.
27. A Pedal vehicle with pedestrian supervised control as claimed in claim 1 where means are provided to limit the working arc of the vehicles steering means.
28. A Pedal vehicle with pedestrian supervised control as claimed in claim I whereby a pedestrian person might brake the vehicle independently and additionally to any regulation provided by the rider with the assistance of a control mechanism that provides means of coupling it to the vehicles braking means.
29. A Pedal vehicle with pedestrian supervised control as claimed in claim 1,29 whereby the vehicle brake handle (30) is actuated by the pedestrian person by movement of a handle situated at the upper extremity of the steering arm about an articulated joint.

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30. A Pedal vehicle with pedestrian supervised control as claimed in claim 1,28, 29 whereby the handle is releasable attached to the articulated joint assembly in such a way that it may be radially repositioned about the axis of the articulated joint to suit the comfort of the pedestrian person.
31. A Pedal vehicle with pedestrian supervised control as claimed in claim 1, 29-30 whereby the handle is attached to a pulley that may rotate concentrically about the axis of the articulated joint to which is attached a Bowden type cable co-operable with the pulley and the vehicle brake handle (30) such that moving the handle from its position of rest causes the brake to be actuated.
32. A Pedal vehicle with pedestrian supervised control as claimed in claim 1,31 whereby means are provided to restrict the arc of the pulley.
33. A Pedal vehicle with pedestrian supervised control as claimed in claim 1,31, 32 whereby means are provided to return the pulley to its normal position of rest following disturbance.
34. A Pedal vehicle with pedestrian supervised control as claimed in claim 1,31-33 whereby means are provided to clamp a frictious material between pulley and articulated joint housing for the purpose of clamping the pulley in a position other than that of its normal position of rest and against the influence of the spring return mechanisms of articulated joint and vehicle brake for the purpose of keeping the vehicle brake actuated.
35. A Pedal vehicle with pedestrian supervised control as claimed in claim 1,31-34 where the pulley is closely shrouded by a fixed structure to prevent physical injury to rider, pedestrian or any third party.
36. A Pedal vehicle with pedestrian supervised control as claimed in claim 1,29 where a noose type loop is provided at the free extremity of the handle through which the pedestrians hand may pass to provide a secondary means of actuating the vehicle brake should the pedestrian loose their grip upon the handle.
37. A Pedal vehicle with pedestrian supervised control as claimed in claim 1,29-36 with a handle shaped substantively as per the hockey stick shape illustrated in figure 1
38. A Pedal vehicle with pedestrian supervised control as claimed in claim 1,29-37 whereby protection is afforded to steering cables and sprung ferrule by the frame struts which engage with the steering bell (4) and through which the cable system and its components are routed.
39. A Pedal vehicle with pedestrian supervised control as claimed in claim 1 which provides a means for seating the rider upon a swivel seat such that they may be bodily rotated about a vertical axis to various pre determined self locking positions suitable for riding, mounting and dismounting the vehicle.

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40. A Pedal vehicle with pedestrian supervised control as claimed in claims 1, 39 where the swivel seat may be clamped independent of the self locking mechanism and at any desired position.
41. Pedal vehicle with pedestrian supervised control as claimed in claiml, 39,40 where the swivel saddle may be removed from its housing following release of clamp and self locking mechanisms.
42. Pedal vehicle with pedestrian supervised control as claimed in claims 1,39-41 where the swivel saddle housing may slide horizontally and co operable with the seat post attachment and which may be locked in any desired position by a clamp means.
43. Pedal vehicle with pedestrian supervised control as claimed in claims 1,39-42 where means of supporting the riders trunk in the form of a back support is adjustable fixed to the swivel saddle mechanism such that it rotates with, and is removed from the vehicle along with the swivel saddle.
44. A Pedal vehicle with pedestrian supervised control as claimed in claim 1 where a step is provided co-operable with the vehicle frame with which the rider may be elevated to a suitable height above ground level for mounting and un-mounting and where the step may be temporarily secured to the vehicle frame and partially supported by the vehicles frame, whilst in use for that purpose and may thereafter be carried with the vehicle.
45. A Pedal vehicle with pedestrian supervised control as claimed in claim 1,44 where provision is made to fixedly stow the step on the vehicle whilst not in use such that it might be carried with the vehicle.
46. A Pedal vehicle with pedestrian supervised control as claimed in claim 1,44 where the step is equipped with elevated hand grips/arms to assist the rider in alighting or dismounting the step.
47. A Pedal vehicle with pedestrian supervised control as claimed in claim 1,44-46 where the step is furnished with wheels for ease of transfer between locations.
48. A Pedal vehicle with pedestrian supervised control as claimed in claim 1, where footshoe's are provided with an open back and raised sides and front and with which the foot is prevented from sliding forward in use or sliding sideways more than allowed by the raised sides.
49. A Pedal vehicle with pedestrian supervised control as claimed in claim 1,48 where adjustable straps are attached to the footshoe and are deployed across the bridge of the foot and about the heel of the foot thereafter to be secured to the opposite side of the footshoe substantively as per figure 14 such that lifting and backward sliding of the foot is prevented.
50. A Pedal vehicle with pedestrian supervised control as claimed in claim 1,48, 49 where means is provided for sliding attachment of the footshoe to the pedal crank bearing assembly.

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51. A Pedal vehicle with pedestrian supervised control as claimed in claim 1,48 where elasticated means is provided to maintain an upward facing stance to the footshoe's when not in use.
52. A pedal vehicle with pedestrian supervised control as claimed in claim 1 whereby means are provided for the pedestrian person to slow or stop the vehicle by means of a rope or cord pull with which the vehicles brake means might be operated.
53. A pedal vehicle with pedestrian supervised control as claimed in claim 1 whereby the ratio of movement of handlebar extremity to steering arm extremity provides a mechanical advantage greatly in favour of the pedestrian person.