WO2019171396A1 - Unicycle with pendulum design frame having drive mechanism with gear ratio and anti-tip safety mechanism - Google Patents

Abstract

This patent discloses unicycle with drive mechanism providing gear ratio, ergonomic seat tube and steering mechanism and reverse torque braking system. Drive mechanism comprises of a pair of drive assemblies mounted on the ends of the hub of the wheel. Each drive assembly consists of a special type of planetary gearbox in which plurality of planetary gears and a gear ring are arranged in such a way that gear ring can be rotated via pedal which in turn rotates planetary gears along its direction of rotation. Hub of the wheel at each end is coaxially connected to top planetary gear via one way ratchet ball bearing. Planetary gear on rotation rotates the wheel. Larger radius of the gear ring than hub planetary gear accounts for gear ratio. Drive mechanism doesn't come in contact with clothing of the rider. Reverse torque brake system provides protection against tipping off.

Description

Description

Title of Invention: Unicycle with Pendulum Design Frame having Drive Mechanism with Gear Ratio and Anti-Tip Safety Mechanism

Field of Invention

[01] Uni cycle with pendulum design frame having drive mechanism with gear ratio and anti tip safety mechanism

Background of Invention

[02] Currently unicycle, in public usage, consists of a wheel seat tube mounted on hub of the wheel using ball bearing and pedal is mounted on the ends of the spindle housed in the hub of the wheel. Seat tube forms an inverted pendulum. It does not have separate steering system or anti-tip safety mechanism. It does not provide gear ratio.

Technical Problem

[03] In the prior art, seat tube is mounted on the hub of the wheel forming inverted pendulum due to which rider tends to tip off.

[04] In the prior art, unicycle which runs on one wheel, doesn’t have any protection against tipping off.

[05] In the prior art it is difficult to introduce gear ratio in the drive mechanism. Giraffe

unicycle, for example, is very difficult to ride as well as to get balanced.

[06] In the prior art, unicycle doesn’t have efficient steering mechanism. Unicycle is turned towards right or left direction by applying moment force on wheel via pedal.

Summary of Invention

[07] One objective is to provide bilateral sided drive mechanism to make maximum utilization of manual force on both sides of the unicycle.

Drive mechanism consists of two drive assemblies, one mounted on each end of the hub of the wheel of the unicycle such that manual force applied on either side of the unicycle is directly utilized to rotate the wheel from the corresponding side. [08] One objective is to allow the ease of use provided by conventional bicycle that is drive mechanism allow the application of manual force via pedals rotation about fixed center.

[09] Objective of this invention is also to provide force transmission mechanism with

localized gear ratio (unlike Giraffe unicycle which uses chain drive) and to conceal drive mechanism from the riders clothing.

[10] In order to achieve objectives [07]-[09] drive assembly is provided with a feature by

which it facilitates rider to rotate the crankshafts in the drive assembly by the rotation of pedals.

This objective is achieved due to a feature of the drive assembly which facilitates rider to rotate the planetary gear by the rotation of pedals, thereby rotating the wheel.

This feature is accomplished by employing pivoted-slewing-bearing-epicyclic gear and a pedal in each drive assembly as described below.

Pivoted-slewing-bearing-epicyclic-gear is a special type of gear in which planetary gears journalled to a carrier plate and a gear ring are arranged in such a way that gear ring can be used as a point of input from manual force via pedal. Gear ring, which is pivoted axially to carrier plate, via a pivot plate, as well as pivoted peripherally, by virtue of being part of an internal toothed slewing bearing, can be rotated via a pedal, which in turn rotates planetary gears along its direction.

One planetary gear, located on upper side of the drive assembly, at its center is coaxially connected to an end of the hub of the wheel via one way ratchet ball bearing.

Gear ratio is achieved by the difference in radius of outer ring gear and planetary gear of epicyclic gear. In normal configuration gear ratio is around 2.5.

Drive mechanism doesn't come in contact with clothing of the rider as all its internal parts located between the pair of carrier plates/pivot plates.

[11] One objective is to achieve the driving efficiency comparable to conventional chain

driven bicycle.

This objective is achieved due to a feature which maximizes the number of tooth of gear ring gear that is used to rotate the planetary gears.

This feature is accomplished by the appropriately journalling additional gears, apart from planetary and sun gears, to the carrier plate. These additional gears are classified in two categories, one is referred in this patent as satellite gears and the other as far planet gears. Far planetary gears, of smaller size as compared to planetary gears, are meshingly engaged with gear ring and their sole purpose is to provide additional rotatory force to planetary gears via satellite gears. Satellite gears are meshingly engaged with two adjacent planetary gears and a far planet gears. With this feature loss of manual force is further minimized and efficiency of chain driven drive mechanism is achieved without using chain.

[12] One objective is to provide rider support mechanism in pendulum form, so that riding is more stable.

This is achieved by specially designed seat tube in form of two models. According to the first model, seat tube is designed in such a way that it can be connected at its bottom end to a drive assembly at its bottom point. Thus weight of the rider effectively pulls the axle from below in a pendulum fashion. Second model is modification of the first model to allow more leg space.

[13] One objective is to provide efficient and easy to operate steering mechanism with

pendulum weight support mechanism. This is achieved in two models. In first model steerer rod is backward slanting and second model is forward slanting with respect to center of the wheel.

[14] One objective is to provide safety mechanism against tipping off.

This objective is achieved by connecting the frame at its front and rear part to a standby anti-tip wheels via fork.

[15] One of our objectives is to provide a braking system which in addition to stopping the unicycle also works as anti-tipping mechanism.

This objective is achieved with the help of reverse torque braking system, operated with the help of an actuator. It uses the rotatory motion of axle to generate anticlockwise rotation on the frame.

Brief Description of Drawings

[16] [Fig. 1] Unicycle with pendulum seat support system, pendulum steering mechanism with backward slanting steerer rod

[17] [Fig. 2] and [Fig. 3] Unicycle with second model of frame and steering system [18] [Fig. 4] Drive stay fork with anti-tipping wheels

[19] [Fig. 5] Drive mechanism

[20] [Fig. 6] and [Fig. 7] Drive assembly front view and exploded back view

[21] [Fig. 8] and [Fig. 9] Seat tube according to first model and ergonomic second model respectively

[22] [Fig. 10] and [Fig. 11] Steering with backward and forward slanting steerer rod

respectively.

[23] [Fig. 12] Ergonomically extended drop handle

[24] [Fig. 13] and [Fig. 14] Rotor pad and braking rod of reverse torque braking system.

[25] [Fig. 15] Top view of actuator

[26] [Fig. 16] Wheel assembly

[27] [Fig. 17] Top tube with head tube

[28] [Fig. 18] Schematic diagram of drive assembly mechanism

[29] [Fig. 19] Schematic diagram of conventional unicycle.

[30] [Fig. 20] Schematic diagram illustrating pendulum mechanism of seat tube and steering mechanism with backward slanting steerer rod.

[31] [Fig. 21] Schematic diagram illustrating pendulum mechanism of steering mechanism with forward slanting steerer rod.

[32] In the schematic diagrams in [Fig. 19], [Fig. 20] and [Fig. 21] connections by welding and by ball bearing are denoted by dark dot and circle dot at their joints respectively.

[33] [Fig. 22] and [Fig. 23] Schematic diagram of steering action of the two steering

mechanisms.

[34] [Fig. 24] Schematic diagram of reverse torque braking system

Description of Embodiments [35] As shown in [Fig. 1] unicycle (1) in accordance with this invention, consists of drive mechanism (DM), seat (ST), top tube (TT), head tube (HT), wheel assembly (WA), seat tube (STB) facilitating pendulum weight support mechanism, steering system (SRB) with backward slanting steerer rod facilitating pendulum weight support mechanism, handle (HN), reverse torque braking system (RTBS), brake lever (BRL), actuator (ACT), pedal (PDL), drive stay forks (DST), standby anti-tip wheels (ATW).

[36] As shown in [Fig. 2] and [Fig. 3] unicycle (2) with a variation in design in seat tube and steering mechanism implementing the principle of pendulum weight support design, in accordance with this invention, consists of all the parts same as that of uni cycle (1) except seat tube is ergonomic seat tube (ESTB), steering system is with forward slanting steerer rod (SRF), and handle is ergonomically extended drop handle (EHN).

Frame

[37] Head tube (HT), as shown [Fig. 1], [Fig. 2] and [Fig. 3], is a cylindrical tube on the upper front part of the frame, which coaxially holds steerer rod with the help of ball bearing.

[38] Top tube (TT) as shown in [Fig. l7]a is straight cylindrical tube, located above and

coplanar to the wheel, with a pair of perpendicular straight horizontal arms. Each end of the arm is connected to the top end of the two seat tubes each located on either side of the uni cycle. Top tube at its front end is connected to the head tube.

[40] Seat (ST) is mounted on the top tube (TT), at its rear side.

[41] Seat tube and steer mechanism are of pendulum form (more specifically inverted hook pendulum form) instead of inverted bar pendulum form of the conventional unicycle. Inverted pendulum design of the conventional unicycle is illustrated through schematic diagram in [Fig. 19]

Drive mechanism

[42] As shown in [Fig. 3] drive mechanism (DM) consists of pair of coupled drive assemblies (DA), pedal (PDL). Two drive assemblies complement each other.

Drive assembly [43] Drive assembly (DA), as shown in [Fig. 6], comprises of a special type of epicyclic gear which we refer as pivoted-slewing-bearing-epicyclic-gear (SBE) and a pedal (PDL).

Pivoted-Slewing-bearing-epicyclic gear

[44] As shown in [Fig. 6] and [Fig. 7] pivoted-slewing-bearing-epicyclic-gear (SBE)

comprises of a circular plate called as carrier plate (CP) and plurality of planetary gears (Pl), (P2), (P3), a sun gear (Sl), plurality of satellite gears, (Satl), (Sat2), (Sat3) plurality of far planet gears, (FP1) (FP2) (FP3) internal-toothed slewing bearing (ISB) and U- shaped pegs (UPG), and an eared circular plate (PIV).

Internal toothed slewing bearing (ISB) consist of an internal gear ring (SGR) with internal toothing coaxially mounted on external ring (SOR) and an integrated raceway system rolling elements - balls or cylindrical rollers - that are separated by spacers. In slewing bearing, internal gear ring (SGR) can rotate with outer ring (SOR) fixed along a fixed axis, whilst guaranteeing the axial and radial link between the two parts.

Outer ring (SOR) is preferably flanged.

Three planetary spur gear (Pl), (P2), (P3), sun gear (Sl), three satellite gears (Satl), (Sat2), (Sat3) and three far planet gears (FP1), (FP2), (FP3) are journalled to the carrier plate (CP) in an arrangement as explained below.

Sun gear (Sl) which is a spur gear is journalled to the center of the carrier plate (CP). Planetary gears (Px) are spur gears of equal radii, and journalled to carrier plate (CP) such that each of them is me shingly engaged with sun gear (Sl) and gear ring (SGR) of the slewing bearing. Centers of planetary gears form an equilateral triangle.

Each satellite gear (Satx) which is a spur gear with radius smaller than that of planetary gears is journalled to the carrier plate such that it is meshingly engaged with two adjacent planetary gears and a far planet gear.

Centers of satellite gear form an equilateral triangle.

Each far planet gear (FP1), (FP2), (FP3) which is a spur gear with radius smaller than that of planetary gears is journalled to the carrier plate such that it is meshingly engaged with gear ring of the said slewing bearing and a satellite gear.

Carrier plate (CP) at its inner side, containing sun gear (Sl), is attached at its periphery to the outer ring (SOR) of the said slewing bearing over-bridging gear ring (SGR) with the help of El-shaped pegs (EIPG) such that slewing bearing is coaxial with Sun gear (Sl).

As shown in [Fig. 7], an eared circular plate (PIV) called as pivot plate, coaxially journalled to outer side of the carrier plate via ball bearing (PIVB), is attached at its rim to the outer side of gear ring (SGR).

Drive assembly input and output

[45] Top planetary gear of drive assembly is coaxially connected to one end of the hub of the wheel (W) via one way ratchet ball bearing (WRB), shown in [Fig. 16]

[46] As shown in [Fig. 3] a pedal (PDL) A pedal is attached at the periphery on the outer side of the pivot plate (PIV). Pedal in the drive mechanism on the other side of the unicycle is located on position which is the diametrically opposite to the first pedal.

Internal gear ring (SGR) act as input point and top planetary gears act as output points of drive assembly.

Drive stay forks

[47] Drive stay forks (DST), as shown in [Fig. 1] and [Fig. 2], is a pair of horizontal forks such that one on front side has each blade attached to outer ring (SOR) on the front side; other on rear side has each blade attached to outer ring (SOR) on the rear side.

Anti-tip safety mechanism

[48] As shown in [Fig. 1], [Fig. 2] and [Fig. 4] two standby anti-tip wheels (ATW) each of which is small sized wheels, coplanar with the wheel (W), connected to the crown of drive stay forks (DST) via vertical forks. They are not used while riding because steering will become difficult. They will instead protect the rider from tipping off caused due to bumps etc.

Ergonomically-extended-drop handle bar

[49] Ergonomically-extended-drop handle bar (EHN), as shown in [Fig. 12], has straight central section attached to the stem at the top of the steerer rod, with each end curving, in circular arc shape in front direction subtending an angle little greater than 180 degrees, such that lower end is tangential to horizontal plane and then extends outwardly with respect to the frame as a horizontal straight tube. Part of the weight of the rider that falls on the handle bar will be directed downwards with help of this handle bar.

Note that regular handle bars currently in use in bicycles can also be used with unicycle described in this patent as shown in [Fig. 1] Seat tube first model

[50] In accordance with the first model, as shown in [Fig. 8], seat tube (STB) is designed to provide support to weight of the rider in a pendulum mechanism. It consists of three tubes, (STB1), (STB2), and (STB3) as three sections, joined serially.

Middle section (STB2), called as equilibrium tube is a tube, bent to form a semicircular arc shape encircling slewing bearing ring on its rear side with some annular distance. Upper section (STB1) is a vertical tube which is connected at its bottom end to the upper end of the equilibrium tube and at its top end is connected to the top tube.

Lower section (STB3) is a vertical tube which is connected at its bottom end to the bottom end of the equilibrium tube and at its top end is connected to the bottom point of the outer ring of the slewing bearing.

With this form of seat tube the weight of the rider effectively pulls the wheel downwards as shown in [Fig. 20] In conventional unicycle weight of the riders body pushes the wheel axle downwards [Fig. 19]

Seat tube second model

[51] Second model of seat tube (ESTB), as shown in [Fig. 9], is similar to the first model (STB). It differs from the first model only in the upper section. Its middle section (ESTB2) is same as (STB2) and lower section (ESTB3) is same as (STB3). Instead of a vertical tube, upper section (ESTB1) is truss formed by serially joining three tubes in a way to provide more space for more convenient riding. It consists of an horizontal L- shaped tube which is joined at each of its ends to a vertical tube with one vertical tube extending downwards and the other extending upwards. Bottom end of the upper section is joined to upper end of the middle section, that is, equilibrium tube, such that upper vertical tube is located inwardly to the frame to allow for more thigh space.

Seat tube (ESTB), in accordance with the second model, also facilitates pendulum weight support mechanism.

Steering mechanism

[52] As shown in [Fig. 10] and [Fig. 11] steering mechanisms designed in accordance with pendulum weight support mechanism are implemented as two models wherein in first model (SRB) steerer rod is backward slanting; in second model (SRF), steerer rod is forward slanting.

Steering mechanism first model

[53] As shown in [Fig. 10], steering mechanism (SRB), in accordance with first model,

consists of steerer rod (SRB1) which is backward slanted straight rod, is connected at its top to the handle (HN) and is connected at its bottom end to two fork blades at their crown. Each fork blade, lying in a plane parallel to the wheel, consists of two tubes as two sections (SRB2) and (SRB3), which are serially joined. Upper section (SRB2) is a straight tube parallel to steerer rod.

Second section (SRB3) is a rod, extending from rear to front, bent in a circular arc shape towards lower side, subtending an angle of 190 degrees, is connected at its front end to the bottom end of the first section. Second section (SRB3) at its rear end is connected to a ball bearing (SRB4) coaxially mounted on the hub (WHB) of the wheel.

Steering mechanism Second Model

[54] As shown in [Fig. 11], steering mechanism (SRF), in accordance with second model, consists of steerer rod (SRF1) which is forward slanted straight rod, is connected at its top to the handle (EHN) and is connected at its bottom end to two fork blades at their crown. Each fork blade, lying in a plane parallel to the wheel, consists of three tubes as three sections (SRF2), (SRF3) and (SRF4), which are serially joined. Upper section (SRF2) is a straight tube parallel to steerer rod.

Middle section (SRF3) is straight tube at angle of 10 degree to horizontal with part of it in the middle being substituted by a coil.

Lower section (SRF4), extending from rear to front, is a rod bent in a circular arc shape subtending an angle of 190 degree.

Middle section (SRF3) is connected at its front end to the front end of the lower section (SRF4) and is connected at its rear end to the bottom end of the first section (SRF2). Lower section (SRF4) at its rear end is connected to a ball bearing (SRF5) coaxially mounted on the hub (WHB) of the wheel.

Reverse torque Brake system [55] It consists of pair of reverse torque braking assemblies (RTBA), each of which is either side of the wheel, an actuator (ACT) with a brake cable connecting to a lever (BRL) mounted on the handle to operate braking assemblies (RTBA).

Actuator

[56] As shown in [Fig. 1], [Fig. 2] and [Fig. 3] actuator (ACT) for the operation of reverse torque brake system (RTBS) is placed below the top tube. Braking rod (BR) is operated by a lever (BRL) attached to handle (HN)/(EHN) via actuator (ACT). Actuator (ACT), as shown in [Fig. 15], consists of slider mounted on a railing on a base. A spring coil connects the base to the slider to bring the slider to its original position. Brake cable is used to pull the slider using the lever (BRL) on the handle.

Reverse torque braking assembly

[57] Each reverse torque braking assembly consists of a rotor pad (ROT) and a braking rod (BR) wherein,

rotor pad (ROT), a thick metal ring with outer surface having frictional surface, is coaxially mounted on the hub of the wheel;

braking rod (BR) consists of two sections, viz. front section (BR1) and rear section (BR2), wherein, front section (BR1) is brake-torque-tube which is an upward extending tube bent to form shape of a circular arc subtending an angle of around 60 degrees to the center of circle of radius equal to 1.5 to 2 times the radius of wheel, having speed retardant sheath covering (BR4) at its central region, with outer side facing the rotor pad, is connected at its upper end to the actuator and its bottom end to the rear section (BR2) of braking rod (BR);

rear section (BR2) is suspension tube which is an upward extending straight tube, lying on plane of brake-torque-tube, slanted rearward with respect to line joining the ends of brake-torque-tube, is connected at its bottom end to the bottom end of the brake-torque- tube (BR1) and is hinged at its upper end to equilibrium tube (STB2) via ball-bearing- pivot-hinge (BR3) so that brake-torque-tube can oscillate in plane parallel to the seat tube (STB).

Drive operation [58] Plane of rotation of the drive mechanism is fixed at the top planetary gear on both sides. The seat tube is connected to the drive assembly at the bottom point of the outer ring, thereby fixing the position of drive assembly for pedaling by the weight of the rider.

[59] As shown in [Fig. 18], when rotating force is applied on epicyclic ring gear via pedal each planetary gear experiences equal force F along tangential direction at the point of coupling. The top planetary gear which attached to the hub causes wheel to rotate. Gear ratio provided is equal to the ratio of the radius of epicyclic gear ring to the ratio of planetary gear which is normally around 2.5.

Anti-tipping and steering kinematics of first model of steering mechanism

[60] As shown in [Fig. 20] during forward motion, due to backward slanting of the steerer rod force due to weight of the body along the steerer rod has horizontal component towards the forward direction which may cause tipping off but the positioning of the handle towards the rear part from the center of the semicircular section of the fork and the lever effect at the head tube, downward force due to weight of the rider causes to pull the steerer rod in rearward direction resulting in anti-tipping action.

[61] Uni cycle can right or left by applying moment force on the wheel using steering

mechanism, in accordance to the first model, with kinematics as illustrated in [Fig. 22] Since the steerer rod is slanted backwards with an angle theta as shown in the schematic diagram, plane on which the hub of wheel tends to rotate is slanted downwards in front side by angle theta with respect to the horizontal, so that front part of the wheel is pushed down while it is moving down and rear part of the wheel is pulled upward while it is moving in the upward direction.

Anti-tipping and steering kinematics of second model of steering mechanism

[62] During forward motion, due to forward slanting of the steerer rod, weight of the rider bottom end of the fork of the first section is pushed backside of the wheel causing anticlockwise rotation on the ball bearing attached to the end of third section of the steering mechanism.

[63] Uni cycle can turn right or left by applying moment force on the wheel using steering mechanism, in accordance to the second model, with kinematics as illustrated in [Fig.

23] Upon steering at turn, since the steerer rod is slanted forward with an angle theta as shown in the schematic diagram, plane on which the hub of wheel tends to rotate is slanted downwards in front side by angle theta with respect to the horizontal, so that front part of the wheel is pulled upwards while it is moving downward and rear part of the wheel is pushed downward while it is moving in the upward direction.

Pendulum weight support mechanism by seat tube and steering mechanism

[64] Pendulum weight support mechanism of seat tube and steering mechanism in accordance with first and second model is illustrated via schematic diagram in [Fig. 20] and [Fig.

21] Since steerer rods of steering mechanism in both the models are connected to hub via ball bearing at its bottom point, weight of the rider supported by steering mechanism pulls the hub of the wheel downward from bottom point. Also seat tube on each side is fixedly connected to the outer ring of the drive assembly at its bottom most point. Drive assembly is connected to hub at its top most planetary gear. Thus we see that weight of the rider supported by seat tube pulls the hub of the wheel from below drive assembly. Steer rod and seat tube are connected at the top via top tube.

Effect of Brake application

[65] As shown in [Fig. 24], while unicycle is in motion rotor pads (ROT) rotates in clockwise direction along with hub (WHB). During the motion whenever brake rods (BR) are pulled via actuator towards the rotating rotor pads (ROT), its friction causes the anti clockwise rotation motion on the brake rods. Since brake rods are connected to seat tube via ball bearings, its rotation doesn't cause any dragging action on the seat tube and horizontal component of its motion at its top end causes the frame to rotate in

anticlockwise direction and thus prevents it from tipping off.

Claims

Claims

[Claim 1] Unicycle comprising of a seat, top tube, head tube, bilaterally sided drive

mechanism, wheel assembly, seat tube facilitating pendulum weight support mechanism, steering system facilitating pendulum weight support mechanism, drive stay forks, ergonomically extended drop handle, reverse torque braking system, pair of standby anti-tip wheels.

[Claim 2] Drive mechanism, as claimed in [Claim 1], comprises of a pair of drive assemblies a pair of pedals.

[Claim 3] Wheel assembly claimed in [Claim 1], consists of wheel with a one way ratchet ball bearing coaxially mounted at each of the ends of its hub.

[Claim 4] Each drive assembly, as claimed in [Claim 2], comprises of

a special type of epicyclic gear which we refer as pivoted-slewing-bearing-epicyclic- gear, and a pair of pedals.

[Claim 5] Pivoted-slewing-bearing-epicyclic-gear, as claimed in [Claim 4], comprises a

circular plate called as carrier plate having plurality of spur gears including planetary gears, a sun gear, satellite gears and far planet gears journalled to it and connected along its circumference to a internal toothed slewing bearing via U-shaped pegs, in arrangement such that

center of sun gear is at the center of the carrier plate,

carrier plate at its side containing sun gear is attached at its periphery to the outer ring of the said slewing bearing over-bridging gear ring with the help of U- shaped pegs such that slewing bearing is coaxial with Sun gear, each of planetary gears which are spur gears of equal radii is meshingly engaged with sun gear and gear ring of the slewing bearing,

each satellite gear is meshingly engaged with two adjacent planetary gears and a far planet gear,

each far planet gear is meshingly engaged with gear ring of the said slewing bearing and a satellite gear, and a pivot plate, which is an eared circular plate with radius equal to the average of outer and inner radius of gear ring, is attached at its rim to the gear ring at its outer side and is coaxially journalled to the outer side of the carrier plate.

[Claim 6] Pivoted-slewing-bearing-epicyclic gear, described in [Claim 5], is constrained to follow the conditions that

number of planetary gears, satellite gears and far planet gears used are three radius of planetary gears being greater than the radius of sun gear, satellite gears and far planet gears,

satellite gears are of equal radii and far planet gears are of equal radii,

centers of three planetary gears forms an equilateral triangle with its circumcenter being center of sun gear,

centers of satellite gears and far planet gears falls on the perpendicular bisectors of the said triangle.

[Claim 7] Top planetary gear of pivoted-slewing-bearing-epicyclic gear, claimed in [Claim 5], at its center is connected coaxially to a one way ratchet ball bearing claimed in

[Claim 3]

[Claim 8] A pedal, claimed in [Claim 2] is pivoted to the periphery of the pivot plate, claimed in [Claim 5], at its outer side.

[Claim 9] Seat tube claimed in [Claim 1], in accordance with the first model, consists of three tubes, as three sections, joined serially namely upper section, middle section and lower section wherein

middle section, called as equilibrium tube is a tube extending downwards, bent to form a semicircular arc shape encircling slewing bearing ring on its rear side with small annular distance;

upper section is a vertical tube which is connected at its bottom end to the upper end of the equilibrium tube and at its top end is connected to the top tube;

lower section is a vertical tube which is connected at its bottom end to the bottom end of the equilibrium tube and at its top end is connected to the bottom point of the outer ring claimed in [Claim 5]

[Claim 10] Seat tube claimed in [Claim 1], in accordance with the second model, has three sections namely upper section, middle section and lower section wherein middle section and lower section same as that described in the [Claim 9];

upper section consisting of an horizontal L-shaped tube joined at each of its ends to a vertical tube with one vertical tube extending downwards and the other extending upwards,

is joined at its bottom end to upper end of the middle section, that is equilibrium tube, such that upper vertical tube is located inwardly to the frame to allow for more thigh space.

[Claim 11] Steering mechanism claimed in [Claim 1], in accordance with the first model,

consists of steerer rod which is rearward slanted and connected to the crown of a fork.

[Claim 12] Each fork blade of the fork claimed in [Claim 11], lying in a plane parallel to the wheel, consists two sections, namely upper section and lower section wherein upper section is a straight tube parallel to steerer rod;

lower section is a rod running from rear to front, bent in a circular arc shape subtending an central angle of 190 degrees which is

connected at its front end to the bottom end of the first section, and connected at its rear end to a ball bearing coaxially mounted on the hub of the wheel.

[Claim 13] Steering mechanism claimed in [Claim 1], in accordance with the second model, consists of steerer rod which is forward slanted and connected to the crown of a fork.

[Claim 14] Each fork blade of the fork claimed in [Claim 11], lying in a plane parallel to the wheel, consists three sections, namely upper section, middle section and lower section wherein

upper section is a straight tube parallel to steerer rod;

middle section is straight tube with part of it in the middle being coil is at angle of 10 degree to horizontal;

lower section is a rod bent in a circular arc shape subtending an angle of 190 degrees; middle section connected at its front end to the front end of the lower section and rear end is connected to the bottom end of the first section and

lower section at its rear end is connected to a ball bearing coaxially mounted on the hub of the wheel.

[Claim 15] Ergonomically-extended-drop handle bar claimed in [Claim 1], has a straight tube as central section attached to the stem at the top of the steerer rod, with each end curving, in circular arc shape in front direction subtending an angle 180-190 degrees, such that lower end is tangential to horizontal plane and then extends outwardly with respect to the frame as a horizontal straight tube.

[Claim 16] Head tube is a cylindrical tube on the upper front part of the frame, which coaxially holds steerer rod claimed in [Claim 11] and [13], with the help of ball bearing.

[Claim 17] Top tube claimed in [Claim 1], is horizontal straight cylindrical tube with a seat, claimed in [Claim 1], on its upper side, located above and coplanar to the wheel, with a pair of perpendicular straight horizontal arms wherein

each end of the arm is connected to the top end of the two seat tubes claimed in [Claim 9] and [10] located on either side of the uni cycle;

front end is connected to the head tube.

[Claim 18] Reverse torque braking system claimed in [Claim 1], consists of pair of reverse

torque braking assemblies, each of which is either side of the wheel, an actuator with a brake cable connecting to a lever mounted on the handle to operate braking assemblies.

[Claim 19] Each reverse torque braking assembly consists of a rotor pad and a braking rod

wherein,

rotor pad, a thick metal ring with outer surface having frictional surface, is coaxially mounted on the hub of the wheel;

braking rod consists of two sections, viz. front section and rear section, wherein, front section is brake-torque-tube which is an upward extending tube bent to form shape of a circular arc subtending an angle of around 60 degrees to the center of circle of radius equal to 1.5 to 2 times the radius of wheel, having speed retardant sheath covering at its central region, with outer side facing the rotor pad, is connected at its upper end to the actuator and its bottom end to the rear section of braking rod;

rear section is suspension tube which is an upward extending straight tube, lying on plane of brake-torque-tube, slanted rearward with respect to line joining the ends of brake-torque-tube, is connected at its bottom end to the bottom end of the brake-torque-tube and is hinged at its upper end to equilibrium tube, claimed in [Claim 9] and [10], via ball-bearing-pivot-hinge so that brake-torque-tube can oscillate in plane parallel to the seat tube claimed in [Claim 9] and [10]

[Claim 20] Actuator, claimed in [Claim 1], consists of a

slider mounted on a railing on a base;

a spring coil connects the base to the slider to bring the slider to its original position;

brake cable is used to pull the slider using the lever on the handle.

[Claim 21] Drive stay fork, claimed in [Claim 1], is a pair of horizontal forks such that one on front side has each blade attached to outer ring, claimed in [Claim 5], on the front side; other on rear side has each blade attached to outer ring, claimed in [Claim 5], on the rear side.

[Claim 22] Each of the pair of standby anti-tip wheels, claimed in [Claim 1], is a small sized wheel, whose size is small enough so that it doesn’t touch ground while balanced riding, attached to the crown of drive bracket claimed in [Claim 21] via vertical forks.

[Claim 23] In a variation to the frame of uni cycle, equilibrium tube of the seat tube claimed in

[Claim 9] and [10], encircle the drive assembly on its front side in which case braking rods claimed in [Claim 19] is hinged to the drive stay fork at its rear part.