WO2016055746A1 - Scooter-type vehicle - Google Patents

Abstract

The invention relates to a scooter-type vehicle propelled by a leg on the ground. Said vehicle includes a foot rest (9) and a shin and/or knee rest (13), the front bearing surface (13a) of which is centered in the middle plane of the frame (2). Said vehicle is characterized in that the foot rest comprises a seat portion surface (9a) which is, on the contrary, off center, on the side of the rear wheel (6) where the propelling leg is located, is protected by said wheel (6), and is located and positioned such that said foot rest (9) and shin and/or knee rest (13) surfaces together simultaneously provide a seating function and form a support base, arranged at an angle across the vehicle, for the entire seat of the vehicle operator.

Description

 TROTTINETTE-TYPE VEHICLE

The present invention relates to the field of means of transport, or sports and recreation, relating to a land vehicle without a propulsion mechanism, like scooter whose propulsion is provided essentially by the push of a single leg of the driver on the ground.

 A classic scooter includes a frame formed by a platform on which the driver places the foot of his leg. A rear wheel is connected, via a fork, to the rear of the platform, while a tube extends upwards from the front part of the platform. The tube carries, at its front end, a fork in which is mounted a front wheel, and receives the steering column of the front wheel, which steering column is controlled by a handlebar.

 This type of scooter can be defined as a standing scooter on which the support of the foot of the leg is fully supported and remains essential to ensure the driver's seat on the machine.

 On this type of scooter, the seat platform is designed to support the foot of the seat leg closer to the middle plane of the frame, so that the foot can not cause destabilizing lateral lever effect.

On this type of scooter, the seat platform of the foot of the leg remains very close to the ground. Despite this, without any flexion of the leg, the foot of the prop leg can not touch the ground. In order to propel the scooter, the driver must lower his pelvis by flexing the ankle, knee and hip of the leg to allow the foot of the prop leg to come into contact with the ground and exercise push, then must still maintain the members of the same leg bent to the end of the thrust, and once the vehicle launched, repeat the same movement while before launching, this time, forward, his propulsion leg.

 The two main problems encountered by standing-foot scooters are its low ground clearance, which is necessary to minimize the above-mentioned efforts, and the constant stressing of the sitting leg (ankle, knee and hip). This flexion is trying because it is only punctually fully flexed or relaxed and therefore remains the major part of the time between the two, so continuously in tension. In addition, after this strenuous effort, the leg should also go up the body and lower it again after each push. Therefore, in addition to supporting most of the weight of the driver, the joints of the ankle, knee and hip of the leg, and the afferent muscles, are constantly subjected to bending stresses associated with movements. thrust of the propulsive leg.

In order to try to solve the problem of the continuous tensioning of the strut, it has been proposed in the US patent application US 2004/0061299 A1, to add on the top of the frame, an optional support, against which can momentarily come to wedge the knee, to relieve the bending efforts of the sitting leg. This support seems interesting in several ways:

 the seat leg thus remaining relatively close to the vertical, the support of the knee is not first and no risk of knee trauma is therefore to be feared;

 - Support being momentary, the anchor, also in flexion, can thus be released and therefore relax at least momentarily when its bending is no longer necessary, finding there a rest position; and

 - The support allows the setting of the seat leg at a lowering level sufficient to allow the propulsion leg to push, stopping the bending of the knee with a stop, which allows to to maintain it in a bent position, thus substituting itself for the muscular effort which would otherwise be necessary to assure it.

 However, the scooter according to US 2004/0061299 A1 has, like any standing scooter, the following disadvantages:

 ground clearance and lowering force of the propulsion leg to touch the ground are inversely proportional;

 - the knee too high reduces the projection back of the propulsion leg and reduces the lengthening of the thrust which requires a maximum range of movement of the thigh of the leg to allow it to support the propulsion as far as possible. back ;

- To gain reactivity and therefore speed, the propulsion leg must be able to arrive already preflected to the ground in all cases so as to be able to relax immediately; for this also the knee should not be placed too high;

 this pre-flexion must be able to be done without squandering part of the bending lowering potential of the upper part of the leg;

 - The lowering of the knee, and therefore of the entire leg, therefore appears indispensable, but lowering it increases the torsion of the ankle on its support, since the bending angle of the leg, already notable, increases as well; and

 - On standing seated scooters with a significant ground clearance, the thigh of the sill already spends some of its bending potential by tilting prior to the thrust on the other leg, simply to allow to the propulsive leg touching the ground, and it's as much deflection and lost potential to strengthen and extend the amplitude of the thrust.

 It follows from these findings that a knee too high prevents optimizing thrust, while a foot too low night to the ground clearance. It therefore seems desirable to lower the knee and enhance the foot. But the two are linked and the modification of their report generates many other disadvantages, the most important of which are:

 Raising the foot of the seat and lowering the knee support the knee / shin base of the driver's seat. But the knee remains a fragile joint unsuitable to serve essentially as a basis for the seat.

Raising the foot without raising the knee increases the horizontal grip of the sitting leg that then abuts against the rear wheel and requires to bring the user of the handlebars.

 - To overcome its size, the seat of the seat can be shifted to an edge, but then causes a destabilizing lateral deviation; and therefore requires the joint sitting of the other leg on the other side, to counterbalance the imbalance.

 - In the absence of enhancement of the knee seat, the higher the seat foot is raised, the more the seat ensures the seat by being folded on itself, and the less it remains bending to accompany and extend the thrust backwards.

 Lowering the knee, without being able to lower the foot at the same time, amounts to folding the sill even further and consequently compressing the ankle on its seat platform which, beyond a certain angle of flexion, can no longer follow. .

 It can be concluded that it would be necessary to be able to lower the knee without raising the foot, while increasing the ground clearance, which is contradictory.

PCT international application WO 2009/146946 A1 seems to provide an answer to some of the above-mentioned problems, by adding optional support for knees and shins, similar in principle to that of US 2004/0061299 A1, but which nevertheless differs, by the inclination of its bearing surface closer to the horizontal, and its significant symmetrical lateral eccentricity, on either side of the vertical middle plane of the frame, against which can be wedged on each side, one and the other of the knees and shins, and not those of a single leg. However, this support element does not solve the following main issues: - the ground clearance and the effort of lowering the propulsion leg to touch the ground, remain always inversely proportional;

 The raising of the foot of the seat and the joint lowering of the knee - compared to US 2004/0061299 A1 - results in the problematic increase, already noted, of the longitudinal horizontal grip of the one or more legs, which comes or then come into abutment against the rear wheel, that WO 2009/14694 6A1 solves by shifting all of this or these legs on each of the eccentric edges of the support substantially exceeding in width on each side of the vertical vertical plane of the frame, which, therefore, renders the craft unsuitable for thrust propulsion.

 Indeed, this seating solution according to

WO 2009/146946 A1 represents an off-center seat of the two knees and shins of the seat and the two feet of seat, on each side of the vertical middle plane of the frame, that is to say that their support is no longer located in the vertical middle plane of the frame, as in US 2004/0061299 A1, when supported. In addition, by this fact, the support element of the knees and shins substantially exceeds the average plane of the frame in width on each side, because of its vocation to support both knees and shins of both legs of the user jointly and eccentrically on each side of said plane, which inevitably is unsuitable to satisfy a mode of locomotion achieved by the thrust of a leg on the ground. For if the user would like to use the vehicle according to WO 2009/146946 A1 as a scooter, the entire weight of the body would be deported on one side thereof, which would lead to the tilting of the latter on this side to course of the leg's movements propulsion. To prevent it, the symmetrical seat of the other leg would then be necessary to counterbalance the offset and imbalance that would follow.

 This provision specific to WO 2009/146946 A1 does not correspond to the stable seat, disposed in the vertical middle plane of the frame, or in the immediate vicinity of the latter, which is known to all existing scooters having a thrust mode propulsion a leg on the ground, for which the seat leg is always arranged closer to the middle plane of the frame and the propulsion leg to precisely avoid any destabilizing lever effect.

 In addition to this failover problem noted on WO 2009 / 146946A1, it is immediately understood that if the user wishes to use one of his legs for propulsion, the movement of this leg acting closer along the frame is found hindered forward by the support member protruding in width, but also back, because of the transverse footrests. The user should therefore substantially remove his crotch to act, and it is thus difficult to understand how he could, with his crotch apart, easily push on his foot to the ground to initiate a thrust, what no Figure is illustrated according to WO 2009/146946 A1, the support of the foot on the ground being shown only in the stop position as can be duly noted in Figure 2 according to WO 2009/146946 A1.

 These various points demonstrate that the vehicle according to WO 2009/146946 A1 is a downhill vehicle that is clearly not designed for thrust propulsion of a leg on the ground.

So no existing scooter allows both: substantial ground clearance, while allowing Without disadvantages, an extended longitudinal seat on the machine, while reducing stressful tensioning of the seat leg, while ensuring the balanced and stable, firm and distributed maintenance of the driver's seat during all phases of the propulsion movement, while allowing a maximum amplitude of the thrust with a pre-flexion of the propulsion leg from its first support on the ground, without the movement of movement is limited.

 There are still many needs to be met to optimize the progression by pushing a leg on the ground on a scooter.

 The main purpose of the present invention is therefore to provide a scooter, propelled by pushing a leg on the ground, optimizing the benefits that can provide a supporting foot and knee working together, without the disadvantages that they usually train.

 This amounts to imagining a vehicle of the aforementioned type with a low support of the foot, to wedge the throwing of the propulsion leg and to maintain a wide range of flexion of the leg, while also benefiting from a support knee lowered compared to ordinary models of this type, to make it possible to pre-flex the propulsion leg, making contact with the ground, effortlessly that of sitting, minimizing the continual tensions of the latter.

It is also necessary to maintain an important centered seating point, located in the vertical middle plane of the frame, specific to all scooters propelled by the thrust of a single leg on the ground, to ensure stability of the vehicle according to this mode of propulsion. To the development of these benefits is added the objective of reducing also the recurring inconveniences concerning these scooters, that is to say, to be able to increase their low ground clearance, to decrease the torsion and the tensioning of the ankle of the driver, that usually lead the foot on these vehicles, on the one hand, and secondly, without suffering the disadvantages that commonly occur knee support on them, such as risk of trauma if this support is substituted for that of the foot, such as a penalizing increase of the longitudinal grip of the seat, and such as a height of the knee prohibiting pre-flexion and making contact with the ground of the propulsion leg without prior expenditure of the bending potential of the thigh of the leg.

 In particular, the present invention aims to enable:

 a maximum amplitude of all the movements of the driver on the machine: flexion, relaxation, lengthening of the thrust, support of the arms, movement of balance and counterweight of the body, etc. ;

 a reduction of the previous deflections, usually necessary for the thrust, such as the prior deflection of the thigh of the leg, usually necessary to allow the propulsion leg to be stretched before it is released, or to bring the propulsion foot of this leg on the ground;

 - a reduction in useless tensioning: ankle, shin;

 - a reduction of shear forces on the supports; and

- a stable and firm support of the seat. To achieve these objectives, according to the present invention, these difficulties and all of the other previously described can be solved by a scooter type vehicle provided with a tibia and / or knee seating surface having at least the front centered portion thus arranged in operation on the middle plane of the frame while being directed towards the top and towards the rear of the vehicle, while at least one foot sitting surface is on the contrary off-center while being deported on the side of the leg of the propulsion on one lateral side of at least one rear wheel arranged in the middle plane of the frame, this allowing the user to sit back from the handlebar, and lowered from the foot to the knee, protected from obstacles in the envelope of this rear wheel, giving the driver the opportunity to sit on the vehicle by spreading its weight bi-axially on the foot of the foot and that of the tibia and / or knee , thanks to optimal heights and inclinations of the tibia, and to lower even further to maximize the intensity of the thrust that can be achieved with the scooter type vehicle, while maintaining a noticeable ground clearance, without increasing the size of the vehicle, affect its handling, stability, or back the rear wheel considered, or reduce its diameter, and without limiting flexion of the leg.

 The present invention therefore relates to a scooter type vehicle, the propulsion is provided by the push on the ground of the foot of a leg, called the propulsion, the driver, while his other leg, said seat, takes sitting on the vehicle, the vehicle comprising:

- a frame with which a front fork and a rear fork are secured, the front fork carrying a steerable front wheel and the rear fork carrying a rear wheel centered in the vertical middle plane of the frame;

- a handlebar for orienting the front wheel;

- A footrest carried by the frame or the rear fork and having an upwardly facing seating surface on which sits, in use, the foot of the leg, whether or not the driver is in the process of propel the vehicle; and

- a shin and / or knee support having a surface facing upwards and backwards the vehicle, the shin and / or knee support being carried by the frame, above the footrest and forward of the latter so that the beginning of the tibia and / or the knee of the seat leg can bear against said surface of the shin and / or knee support during the propulsion movement of the vehicle, at least the anterior bearing portion of said surface being centered in the vertical middle plane of the frame to allow anterior support of the tibia and / or the knee of the support leg which is centered in the vertical middle plane of the frame,

characterized in that the seating surface of the footrest is off-center with respect to the middle plane of the frame outside the outer vertical plane of the rear wheel on the side where, in use, the propulsion leg, so that the driver's sitting leg sits across the vehicle by being disposed bi-axially on two different seating surfaces, namely at least said front support portion of the surface of the vehicle; support-shin and / or knee and the seating surface of the footrest, said seating surface being positioned in the space behind a vertical plane perpendicular to the middle plane of the frame and passing through the axis of the rear wheel, and / or above and plumb, or inside, the lower front quarter of an imaginary cylinder generated by the line perpendicular to the plane of the rear wheel and running around the circumference of the wheel rear seat, foot and shin and / or knee of the driver's sitting leg, in use, simultaneously respectively on the seating surface of the footrest and on at least the front support part, centered, of the surface, said seat, of the support shin and / or knee, whether or not the driver is propelling the vehicle,

whereby said surfaces of the footrest and the shin and / or knee support are both able to provide a seating function and to constitute together and simultaneously the carrying base of the entire seat of the driver while throughout the use of the vehicle, and to define a bias position for the driver's seat leg.

Said lower front quarter represents the space delimited by the axis of the rear wheel, by the outer surface portion of the imaginary cylinder which follows an arc starting at a point of the same height as the most forward point of the perimeter of the the rear wheel and ending at a point of the same height as the lowest point of the periphery of the rear wheel, the imaginary horizontal surface extending between the axis of the rear wheel and a line perpendicular to the plane of the rear wheel and passing through the foremost point of the perimeter of the rear wheel, and by the imaginary vertical surface extending between the axis of the rear wheel and a line perpendicular to the plane of the rear wheel and passing through the point the lowest around the rear wheel. The invention thus proposes a double solution. By this double solution, the problems posed are effectively solved in the following way:

 - The distribution of the seat on both a footrest and a shin and / or knee support allows: to minimize the tensions of the seat without essentially transferring the base of the seat on the one or other of the supports; to allow in all cases a wide range of pre-flexion of the propulsion leg as soon as it arrives on shore; reduce the effects of shear on the supports; to offer a firm support for launching the prop leg forward ...;

 the bias seat allows: maximum ground clearance despite a very low seat base; and a free retreat of the seat ...; and

 - The bias seat combined with the distributed seat allows: a stable distribution of the seat across the vehicle, because of a foot deported downwards; and a longitudinal increase without disadvantages of the grip of the seat ...

As a result, the present invention offers the driver an unequaled seat on one leg, because this seat is distributed simultaneously on both the foot and the shin and / or knee, without a rear wheel can the opposing, through a biased position, centered at the knee and off center at the foot. In this way, not only does the rear wheel not affect the extension of the seat, but it becomes even an advantage, since the foot of seat can then find refuge in the envelope of this wheel, which allows him to lower to the lowest without loss of ground clearance while escaping the obstacles of the ground. This lowered position of the base of the foot therefore allows a lower position of the knee, which increases the height adjustment margin of each seat surface. It is therefore possible to adjust the inclination of the leg to achieve a balanced distribution on both types of seating surfaces, too much, not enough on that of the foot, and like that of the tibia and / or knee, so that each surface can jointly assume a full seating function, and not just support or only wedging.

 This lowered position of the foot, offset on the side of the propulsion leg, together with the central position of the departure of the tibia and / or knee, paradoxically presents a global base little destabilizing, and this, despite the rejection on the same side at the same time, the propulsive leg, the foot of seat, and more than half the volume of the body.

This position is not merely paradoxical but also innovative, because nothing existing in the field of scooters propelled by thrust of a leg on the ground, leads to design a bias position of the leg sitting on the vehicle, as solution. Indeed, no bias seat position is in the state of the art. So you have to invent it. From US 2004/0061299 A1, there is no reason to change a stable base to achieve a more unstable support. As from WO 2009/146946 A1 one can possibly be brought to refocus the knee seat and for that to place it in the vertical middle plane of the frame. But by performing this translation the foot of the seat leg would remain located on the edge opposite that of propulsion, which would induce a position "cagneuse" with a knee back to the inside while his foot would stay outward and the other side, the other leg would remain parallel to the plane of the frame. But such a position would prove particularly difficult to support and very inefficient, even penalizing.

 In addition, for such an arrangement to be operational for thrusting a leg on the ground it would then be necessary to eliminate the footrests which, because of their wheelbase width, prevent the propulsion leg from pushing closer to that of seat, which encourages to refocus also the foot of seat and reconstructs a solution such as US 2004/0061299 Al.

 In addition, WO 2009/146946 A1 does not lead to imagine a disposition of the knee and / or the beginning of the tibia located in the vertical mid-plane of the frame, for another reason: Indeed, it can be seen that according to claim 1 the main purpose of WO 2009/146946 A1 is to have "a support element of the knee or tibia, which is a back support element" to allow its transport. But to serve as back support, it must be largely hollow and flared in the central part to allow the spine to pass. We thus find this central space hollow and flared when the back support is transformed into support of the knee or tibia. It is then easy to understand that such a central part can not constitute a support or support element, the knee and / or the beginning of the tibia.

The good distribution of the seat on the invention, due in particular to the biased disposition of the seat leg, also ensures that it comfortably whether or not the driver is propelling the vehicle. This new low amplitude adjustment of the height of the seat also makes it possible to bring the propulsion leg to the ground without having to flex beforehand that of the seat and to be able to fully use the bending potential of the latter to prolong the maximum thrust from the propulsive leg back.

 In addition, this new low amplitude adjustment of the height of the seat makes it possible to bring the propulsion leg already pre-flexed to the ground. This increases its responsiveness. This also avoids having to spend another part of the bending potential of the leg to compress the thrust leg when it arrives on the ground.

 Preferably, the vehicle is considered to be supported vertically, on a horizontal ground, the seating surface of the shin-support and / or knee facing upwards and the rear of the vehicle, is arranged to present one or several seat regions, said tibia and / or knee, whose average orientation in use in the vertical plane of the vehicle follows an imaginary line not exceeding, in height, more than 8 cm, preferably more than 4 cm , the effective seating surface in use of the footrest projected horizontally on said vertical plane and in line with said imaginary line.

 For example, the tibia and / or knee support may be in the form of a generally parallelepipedal cushion, in which case it has a single seat region, or in the form of a shell against which the beginning of the tibia and / or the knee may bear on several regions, for example in the immediate vicinity of the edge of the upper end of the tibia, on each side of the latter.

This characteristic has the advantage of allowing easy seating of the foot of the shank simultaneously with that of the beginning of the tibia and / or knee of the same leg. This same characteristic also has the advantage of reducing or eliminating the effect of torque on the ankle of the leg and the torsion generated.

 The at least one seating surface of the foot may be directly integral with the frame by being fixed thereto, or may be indirectly integral with the frame, for example being fastened to the rear fork itself secured to the frame.

 The longitudinal direction of the mean plane of the seating surface of the tibia and / or knee support can advantageously form an angle, measured below said mean plane, between 20 ° and 55 °, preferably less than 45 °. °, even more preferably less than 35 °, with respect to the horizontal plane passing through the lowest points of the front wheel and the rear wheel, each in contact with the ground, said angle being measured in the vertical plane .

These angular amplitudes make it possible to maintain a good distribution of the seat according to the slope of the ground and to ensure a more or less sporting use. For example, according to these angles, the propulsion leg arrives more or less pre-flexed on the ground. The more it is pre-flexed, the more the thrust can be powerful elongated and reactive, in sporting use. However, the more it is pre-flexed, the more the user can also confine himself to using only it. It can thus dispense with putting into action the complementary flexion of the seat leg ensuring the extension of the thrust, which paradoxically also promotes non-sporting use, in this respect different from that offered by a lower pre-flexion. The seating surface of the footrest may have a medium inclined plane facing upwards and towards the front of the vehicle, the longitudinal direction of said middle plane of the seating surface of the footrest forming with the longitudinal direction of the middle plane of the seat surface of the tibia support and / or knee an angle, measured above the longitudinal direction of the middle plane of the seating surface, ranging from about 60 ° at about 120 °, preferably between 75 ° and 110 °, more preferably between 80 ° and 100 ° and, most preferably, at 90 °, said angle being measured in the vertical plane.

 Such a configuration of the seating surface of the footrest relative to that of the support-shin and / or knee minimizes the stresses of the ankle of the driver's seat leg.

 The longitudinal direction of the mean plane of the footrest seating surface may form, in a vertical plane, an angle, measured below said seating surface, of more than 30 ° and less than 90 °. ° with respect to the horizontal plane passing through the lowest points of the front wheel and the rear wheel, preferably an angle of more than 40 ° and less than 75 ° and, more preferably, an angle of more than 50 °.

Coupled with the fact that the seating surface of the tibia and / or knee support may be provided to be closer to the horizontal than to the vertical, such an angle makes it possible to eliminate friction and shearing effects, by stalling the base of the seat, while optimally distributing the weight of the driver and allowing the support leg to benefit from a solid support, naturally and fully opposing any recoil, on which she can fully bend when throwing forward of the propulsion leg, to optimize it.

 According to a particular embodiment of the present invention, the vehicle comprises a second footrest having a second seating surface disposed on the other side of the middle plane of the frame and is orthogonally symmetrical with the footrest mentioned above. above, in relation to the middle plane of the frame.

 Preferably, or the footrest are mounted adjustable in position relative to the frame.

 Preferably, the support-shin and / or knee is mounted adjustable in position relative to the frame, the support-shin and / or knee being in particular in the form of a cushion which has an upper surface constituting the surface of seat of the top of the tibia and / or the knee of the driver and which is preferably slidably mounted vis-à-vis the frame, in the middle plane of the frame, cushion locking means along the frame or the rear fork being further provided.

 The support-shin and / or knee and or footrest can be advantageously connected by a motion transmission means such as the displacement of one of the support-shin and / or knee and or support the foot of the support of the shin and / or knee and the footrest or footrests, so as to avoid any variation in the distance between the support-shin and / or knee and or the footrests when moving one of these.

Preferably, the tibia and / or knee support is pivotally mounted on the frame with a pivot axis perpendicular to the vertical mean plane of the frame and / or parallel to the vertical vertical plane of the frame, so as to respectively allow an inclination of the area of the seat of the shin-support and / or knee forwards or backwards in order to adjust its longitudinal inclination, and a lateral inclination, on one side or the other of the vertical middle plane of the frame, for a maintaining the seating surface of the shin and / or knee horizontally when the vehicle is tilted to one side, for example in a bend, or forwards or backwards, for example on a slope.

 The seating surface of the shin and / or knee support can be connected to the frame by connecting means for placing the seat surface of the shin and / or knee support in a position of non-use , in which it is folded against the frame, and a position of use as a seat surface of the shin and / or knee, in which it allows the seated shin and / or knee of the driver's seat leg as well as possibly a so-called seat position, wherein the seating surface of the shin and / or knee support is horizontal or approximately horizontal to allow the driver to sit on it.

 The seating surface of the shin and / or knee support can form both a seat surface of the tibia and knee, the anterior region of said seat surface being intended to serve as a seat for the knee of the driver's leg and / or the beginning of the tibia of that same limb.

The vehicle according to the present invention may comprise two adjusting tooth discs arranged on either side of the front wheel, each rotatably mounted on a fixed support disc disposed at the nose of the front fork, the periphery of each adjusting disc having a notch receiving the corresponding end region of the hub of the front wheel, as well as radial notches each adapted to receive a locking bolt urged by an elastic system in a first direction in which it engages in one of the notches so as to lock in position the adjusting disc, the locking bolt being, preferably connected to a handle on which drawing means are connected so that actuation of the handle by the driver moves the bolt, under the action of the drawing means, in the direction opposite to the first direction and on a distance such that the bolt is disengaged from the notch, thereby allowing the adjusting disc to rotate relative to the fixed support disc and thus to raise lower the front wheel.

 The rear fork can comprise two branches between which is mounted the rear wheel, each branch forming a rectilinear or curved slide on which slides a profile on the inner side of which is fixed a fixed support disk rotatably supporting a control disc, the periphery each of the two adjustment disks, disposed on either side of the rear wheel, having a notch receiving the corresponding end region of the hub of the rear wheel, and radial notches each adapted to receive a bolt of immobilization solicited by a bolt system for pulling the bolt in a first direction in which it engages in one of the notches so as to lock in position the adjusting disc, or in the opposite direction to disengage it from the notch, thereby allowing the adjusting disk to rotate relative to the fixed support disk and thereby raising or lowering the rear wheel re.

To better illustrate the object of the present invention, we will describe below, as a guide and non-limiting, a particular embodiment with reference to the accompanying drawings.

In these drawings: FIG. 1 is a perspective view of a scooter according to the particular embodiment of the present invention, without the driver; Figure 2 is a perspective view of the vehicle with the driver's view from the front and bottom, propelling leg of the driver based on the ground by being pre ^¬ flexed; - Figures 3, 4 and 5 are views respectively in perspective from behind, from behind and from above, the scooter and its driver adopting the same position as in Figure 2 on each of the views; - Figures 6, 7 and 8 are side views, slightly in perspective from the rear, representing the driver, respectively, at the end of the launch forward of the propulsion leg, during propulsion cleanly said, and at the end of a propulsion movement just before starting a new propulsion movement; Figures 9 and 10 are, respectively, a side view of the vehicle alone, set to allow the driver to sit downhill, and a view from the front with the driver sits downhill when a propulsion by thrust is no longer necessary; Figures 11, 12 and 13 are views of the vehicle at different angles of view to illustrate the different adjustment means, the shin and / or knee, height adjustment of the front wheel, and the times of height adjustment of the rear wheel and its sliding along the rear fork; Figures 14 to 19 are detailed views of the various vehicle adjustment mechanisms: Figure 14 is an enlarged view of the rear wheel, Figure 15 is a rear perspective view of the vehicle, Figures 16, 18 and 19 are detail views of certain parts of Figure 17 which is a view from the rear of the vehicle; Figures 20 and 21 are side views slightly in perspective, illustrating the possibility offered by the vehicle to be able to maintain the same inclination of the fixed leg sitting on the machine, despite an evolution on a slope, Figure 20 representing the vehicle and its driver on flat terrain and Figure 21 on a slope; Figures 22 and 23 are side views of the vehicle illustrating the possibilities respectively lowering and raising the front wheel by means of its rotary lifting disc; Figures 24 and 25 are side views of the vehicle illustrating the possibilities respectively advance / rise and lowering / retraction of the support shin / knee secured to the footrest; Figures 26 and 27 are side views of the vehicle, slightly in perspective and from above illustrating the possibilities of advancing and retreating respectively of the rear wheel sliding along the rear fork; and Figure 28 is a steeply-mounted view, illustrating the significant ability to extend the backward thrust allowed on the present invention, which allows for a remarkable ascent of this type of slope, difficult to achieve with scooters. existing ones propelled by thrust of a leg on the ground. Referring now to FIGS. 1 and 2, it can be seen that a scooter 1, according to a particular embodiment of the present invention, comprises a frame 2, a front fork 3, orientable and composed of two branches. 3a, 3b, and a rear fork 4 on which are mounted respectively a front wheel 5 and a rear wheel 6, a handlebar 7, a shin / knee support 13, two footrest 9, a height adjustment mechanism of the front wheel 5, a mechanism for adjusting the height of the rear wheel 6, and two rods 31 for securing the shin / knee support 13 and the footrests 9.

 In what follows, the scooter 1 is described while it is maintained in a vertical plane, the wheels 5 and 6 being in contact with a horizontal ground and the middle plane of the frame 2, defined below, being therefore a plane vertical.

In the embodiment shown, the tibia / knee support 13 sits both the shin and the knee of the user, so that the expression "support- tibia / knee "was preferred to the term" shin and / or knee support ".

 The frame 2 is in the form of a tube 12 of generally rectangular section with rounded edges whose transverse direction is horizontal and whose end regions, respectively anterior 12a and posterior 12e, are generally close to the horizontal, and whose central regions 12c and 12e posterior carry a sliding platform 8 of the support-shin / knee 13. The middle plane of the frame 2 represents the vertical plane to which belongs the average longitudinal line of the tube 12. At the front end 12a of the tube 12 is provided a steering tube 12d controlled by a handlebar 7 and through which passes a handlebar plunger 7a controlling the direction of the front wheel 5 via the front fork 3, the latter extending to from the lower end of the steering tube 12d. A braking system for the front and rear wheels 6, which can be actuated by means of a lever 29a controlling the set of brakes, is also provided, for example, a system of disc brakes. The braking system used in this particular embodiment does not differ from the known systems and will therefore not be described in more detail.

 Two symmetrical rotational gear mechanisms 10 for adjusting the height of the wheel 5 are interposed between the front wheel 5 and the two branches 3a, 3b of the front fork 3. The structure of these mechanisms and their operation will be described later in detail. .

The rear fork 4 is formed of two branches 4a, 4b, symmetrical with respect to the mean plane of the frame 2 and each of which is from one lateral side of the central region 12c of the tube 12, following the same curve as this central region 12c up to at the posterior end region 12e of the tube 12, then extending rectilinearly backward while climbing slightly. The vertical outer surface and the lower and upper surfaces of each branch 4a, 4b are flat and perpendicular so as to guide the sliding of a support 14 of the shin / knee support 13, as will be explained later in detail .

 The rear wheel 6 is mounted between the two branches 4a, 4b with the interposition of a mechanism 23 on each side thereof, similar to the mechanisms 10 of the front wheel 5. The footrests 9 are secured in position with the support 14 of the tibia / knee support 13 by means of a rod 31, the rear wheel 6 being centered on the middle plane of the frame 2.

 The structure and mechanism of the support 14 of the shin / knee support 13 and its operation will be described later in detail.

The footrests 9 are each provided on an outer side of a branch 4a, 4b, and each is, in the particular embodiment, in the form of a ball 9, set in a support 9e (Figure 16) , itself screwed onto a threaded shaft 33 (Figure 14), on the outer surface of which ball 9 the foot of the driver's seat leg can sit. In other words, the seating surfaces of the footrests 9 are offset with respect to the rear wheel 6 and the middle plane of the frame 2. Referring also to FIGS. 11, 13 and 15 it can be seen that the footrests 9, and in particular the part of their seat surface 9a which faces towards the front of the scooter 1 and constitutes the seating surface of the user's foot, lie behind and in line with a portion of the cylinder of imaginary revolution carried by the rolling surface 6a of the rear wheel 6, which portion follows an arc this circle starting from the foremost point P1 of the rear wheel 6, namely the point of the surface 6a which is furthest forward in the forward / backward direction of the scooter 1, and ends at the point P2 of said surface 6a, at which the latter is in contact with the ground.

 Although the points PI and P2 are mentioned in the above paragraph, it goes without saying that in certain cases, depending on the shape of the surface 6a and the slope on which the machine is supported, each point PI and P2 may belong to a line formed, respectively, by a series of points at the same position in the forward / backward direction of the scooter 1 and by a series of points in contact with the ground. In such cases, the points PI and P2 are each any point selected from said respective line.

 Such a positioning of the seat surface 9a of the footrest 9 allows the rear wheel 6, and in particular the part thereof which follows said circular arc A, to ensure the protection of the foot of the sitting leg vis-à-vis obstacles likely to be encountered on the road.

In the embodiment shown, the seating surfaces 9a of the footrests 9 are located in the envelope of the rear wheel 6. Of course, the footrests 9 could be positioned so that the seating surfaces 9a located behind the rearmost point of the rear wheel 6, in the forward / backward direction of the scooter 1, or above the highest point of the rear wheel 6, in particular to take into account the diameter of the wheels. The tibia / knee support 13 includes a cushion 13c, the upper anterior surface region 13a of which constitutes the seating surface for the anterior most portion 53 of the user's tibia and knee, and whose upper surface regions lateral posterior 13d constitute (FIG. 1) the seating surface for the median part of the tibia 57, which cushion 13c is carried by the support 14 slidably mounted on the branches 4a, 4b and on the platform 8. The anterior part of the surface The effective seat of the tibia / knee 13a is centered on the middle plane of the frame 2.

With reference to FIGS. 9 and 12, it is better to see that the support 14 is a part arranged astride between the two branches 4a, 4b, composed of two symmetrical wings 14a, 14b vertical, each applied against the outer surface vertical of the corresponding branch 4a, 4b, a flat strip 14c and a flat plate 14d each connecting to each other the respectively anterior and posterior end regions of the two wings 14a, 14b. The lower edges of the wings 14a, 14b are folded square inwards in two symmetrical pads 14aa and 14bb to come under the branches 4a, 4b. The support 14 is a piece obtained by folding a metal part. The support 14, and therefore more generally the cushion 13c that it receives, is slidably mounted along the rear fork 4, the guiding of the sliding being ensured by the mounting of the wings 14a, 14b on the branches 4a, 4b, and the strip 14c and the plate 14d being at least slightly above the branches 4a, 4b and the tube 12, so as to take account of the curvature of the branches 4a, 4b at the central region 12c of the tube 12. The longitudinal direction of the mean plane of the upper surface, called the seat, of the surface regions 13a to 13d of the cushion 13c, is inclined by being turned upwards and backwards, said longitudinal direction being the direction that follows said medium shot. In the case of a slightly curved surface, as in the present embodiment, the average plane of the seating surface of the tibia / knee support 13 can be defined, for example, by the least squares method.

 The anterior surface region 13a of the knee is located at a distance from the foot sitting surfaces 9a which generally corresponds to the distance between the user's arch and his knee, so that the driver, whether or not it is propelling the scooter 1, it can sit simultaneously on at least the anterior sitting surface region 13a and on at least one seating surface 9. The distance between the anterior surface region 13a and the effective seating surfaces of the foot is adjustable by means of the rods 31 which symmetrically connect to the footrest 9 the clamping mechanism 32 in position of the seating surface of the tibia / knee support 13 according to FIG. 19, as will also be explained below.

Looking at Figures 1 and 14 to 19, it can be seen that the vehicle has mainly: a shin / knee support 13 providing in its upper-anterior portion a seating surface region 13a centered in the middle plane of the frame 2 on which rests the top of the tibia and the knee 53 and which is: longitudinally closer to the horizontal than the vertical; oriented upwards and backwards in a longitudinal direction; adjustable in height and inclination; rather narrow, so that it occupies transversely an average width corresponding to that of the rear fork 4; secured to the support 14 slidable along a portion of the branches 4a, 4b, and having a clamping means in position 32a / 32d.

 It can also be seen that the vehicle also has mainly at least one footrest 9 offset on one side of the rear wheel 6 and providing an effective support surface 9a disposed approximately in the extension of the shin-support / Knee 13, in any case slightly deviating, oriented closer to the vertical than the horizontal in the sitting position, slidably mounted along the rear fork 4 by means of a sliding shoe 9c embedded in a internal slide 4c itself integrated inside each branch 4a, 4b on the outer side, connected by a rod 31 to the support 14 of the tibia / knee support 13, via the recessed clamping pin 32c fixed on the support 14.

 We will now describe the use of the scooter 1 with reference to Figures 1 to 10, in a first time, which will better highlight some advantages of the present invention.

 Referring first to FIG. 1, it can be seen that the driver's sitting leg 50, shown in a dashed line, sits across the vehicle by being disposed in a biased manner on two surfaces of the vehicle. different seated, one behind the other, offset transversely, with one, 13a, of these surfaces, centered in the middle plane of the frame 2, bearing the knee and the top of the tibia 53, and with the another, 9a, offset along one side of the rear wheel 6 and carrying the foot 54.

It can be seen that the orientations and angular relations that these surfaces maintain, they, with the ground, with the horizontal and with the vertical, make it possible to ensure a bearing function to the two surfaces of seat and offer together a true basis of sitting with the foot as well as for the top of the shin and the knee. By this means, the support of the tibia / knee is no longer reduced to a simple wedging function or abutment, as is the case for scooters according to US 2004/0061299 A1. In comparison, the present invention, they are both as essential to ensure the necessary seating of the driver, according to a propulsion use of a leg pushing the ground for which the vehicle is intended. None of the two types of seating surfaces that he understands is therefore incidental. Without one, propulsion can not be done under normal conditions.

 Referring next to Figures 2 to 5, it can be seen that in a rest position, in which the driver does not propel the scooter 1 and stands upright on the latter, for example while waiting for a temporary obstacle clears the lane on which the scooter 1 runs, or when waiting at a pedestrian crossing, the lower part of the driver's seat leg on the machine, namely the leg whose thigh remains vertical in the example shown in Figures 2 to 5, is folded and carried by both the shin / knee support 13 and the footrest 9 which is on the side of the other leg, that is to say the side of the propulsive leg.

Thus, the positions of the tibia / knee support 13 and the footrest 9, used simultaneously by the driver, define a bias position for the user's leg, due to the fact that the region of anterior surface 13a of the shin-support / knee remains centered in the middle plane of the frame 2 and the footrest 9 provides an off-center seat of the foot 54.

 In the embodiment shown, by the presence of a footrest 9 on each side of the rear wheel 6, the driver can choose to use his left leg or his right leg as a seat leg, and his other leg as propulsive leg, with the seat and propulsion legs still on the same side when using the scooter 1.

 Referring now to Figure 7, it can be seen that at the end of a propulsion movement, the sill is still supported by the shin / knee support 13 and the footrest 9, while being bent, that the foot of the propulsion leg is clearly behind the rear wheel 6 of the scooter 1 without the seat leg is at its maximum flexion, and that the arms are almost fully stretched, no necessarily to the maximum of their possibility. It can therefore be observed that the seat leg can still continue to flex to support and reinforce the thrust of the propulsion leg farthest back. It can also be seen that the prop leg can still continue to relax, even at this stage.

Referring now to Figure 8, it can be seen that just after the end of the thrust, the foot of the prop leg is far back and that leg is completely relaxed while the leg is completely flexed. One and the other thus use all their potential of bending and relaxation, with a maximum relaxation for one and a maximum bending for the other. It can also be observed that the thigh of the propulsion leg can be flexed practically to the horizontal. Referring now to Figure 6, it can be seen that, in the first phase of a new propulsion movement, the driver throws his propulsion leg forward, with the upper part, namely the thigh from his sitting leg to the vertical. Thus, the driver can then propel the scooter 1 with maximum relaxation. In addition, at the moment of thrust, according to Figure 7, the ground thrust point is in the alignment of the upper body. This alignment has the advantage of transmitting at best the potential energy of the body and increasing the thrust force. At the end of propulsion, while the potential energy is exhausted, we can see in Figure 8 that the handlebar is found in turn close to the alignment of the upper body. Thus the handlebars, the upper body, and the point of thrust, even approximately aligned, allow the driver to exert an effective thrust on the ground by pushing the handlebar 7 with his hands, as we can see the beginning of this process in Figure 7 and the end in Figure 8.

 The various steps above are repeated for each propulsion movement. As can be seen in the use described above, the magnitude of thrust movement of the prop leg is increased and the center of gravity of the driver is lowered throughout use. In addition, the proximity of the body alignment with the ground thrust point and the point of push on the handlebar generates efficient transmission of thrust energy.

Moreover, because of the positions of the tibia / knee support 13 and the footrests 9, the tibia / knee and the foot are not simply resting on the vehicle but take full seat on the seating surface that is dedicated to them. In this way, these surfaces both provide simultaneous seating of the driver. We can also see that the base of the foot is aligned with the ankle in the extension of the tibia. As a result of these latter characteristics, apart from the muscular efforts necessary to accompany the propulsion leg, the seat leg does not spend extra energy to maintain it in a bent position, while being firmly wedged. , while having a maximum amplitude of flexion to accompany the thrust and while also allowing maximum bending of the propulsion leg.

 Therefore, quite surprising considering the bias position of the driver across the vehicle, which may seem uncomfortable, wobbly and unstable, because of the two legs deported on the same side, the scooter 1 according to the embodiment The present invention makes it possible to maximize the amount of thrust that the driver can produce, without increasing the size of the vehicle or affecting its maneuverability or stability, while reducing muscular tension.

These advantages are also obtained on a rising slope, as can be seen in Figures 21 and 28. Indeed, given the fact that in a vertical plane the scooter 1, because of the slope, pivots relative to the driver around from the knee of the seat leg, the handlebar returns back to the bust of the driver and compresses the movement of the body and arms that optimize the thrust. To overcome these difficulties, it is possible to maintain the same position of the driver, whether on flat ground or on a flat surface. steep terrain, thanks to the system for adjusting the height of the front wheel 5. Indeed, if we look at Figures 20 and 21, we can see that the driver's position remains unchanged, despite a different slope of the terrain. In Figure 20, the vehicle is moving on level ground and in Figure 21, it moves uphill. FIG. 21 shows that the raising of the front wheel 5 by means of the rotating discs 10 causes a lowering of the front of the vehicle which makes it possible to counterbalance the effect of the slope in a longitudinal direction and thus to maintain the same positions and inclinations as in Figure 20. The only difference in Figure 21 is the driver's prop leg, which is only slightly further back and a little more bent. This new provision of the propulsion leg slightly shifted back and a little more folded is not detrimental. On the contrary, this is beneficial in uphill because the point of support on the ground is shifted backwards during the ascent of a slope, and would therefore no longer be in line with the upper body otherwise. Furthermore, it is preferable that the propulsion leg can reach the ground with additional pre-flexion to be able to reinforce the impulse and the lengthening of the thrust required to climb a slope as can be seen in Figure 28.

The height adjustment of the front wheel 5 thus allows adaptation to the slope. The rear wheel also has rotating discs 23 for adjusting this other wheel height 6. These two joint possibilities offer a variety of adjustments, not only the height but also the inclination of the seating surfaces for adaptation to varied uses and adaptation to each user. The operation of the rotating discs will be described later. It can also be seen in FIG. 20 that the foot close to the ground in the envelope of the rear wheel 6 allows a relatively lowered position of the knee relative to the ground and therefore a moderate inclination of the leg on the vehicle which thus confers a real seating role at the shin / knee support 13 and at the footrest 9.

 This lowered position is not limited to this last advantage. Indeed, it can be seen in Figures 20 and 21 that it also allows a pre-flexion of the propulsion leg when it arrives on the ground without the need to flex the top of the leg. As a result, the already pre-flexed propulsion leg can be relaxed in all cases without the need to fold the thigh from the leg to the calf. This allows small thrust with less effort, sufficient to propel the vehicle for a walk, including for the ascent of light climbs as shown in Figure 21.

 Referring to FIGS. 1 and 12, it can be seen that the height adjustment mechanism of the front wheel 5 comprises two notched rotating disks 10, two immobilizing bolts 16 and an actuating means 23, 30 a bolts 16.

The discs 10 are each rotatably mounted on a support 17 fixed at the nose of each respective branch 3a, 3b of the front fork 3. A notch 18 is formed in the outer periphery of each disc 10. It receives the hub 19 of the front wheel 5. The front wheel 5 is thus pivotally mounted on each of the disks 10 themselves rotated around the fixed support disk 17. Radial notches 20 are also made and distributed over the outer periphery of each disk 10 and are dimensioned to be able to receive each the bolt 16. Each bolt 16 is slidably mounted along the inner vertical surface of the respective branch 3a, 3b and is connected to a first end of a portion of a pull cable or draw rod 21 guided along the branch 3a, 3b respectively by at least one guide 22 and goes up to the top of the front fork 3 where the two parts of pull cable or the two pull rods 21, are joined by a metal handle 23 directly operable by hand or connected by a connecting means to a lever 30a, such that a pressure of this handle or handle pulls the cable or pull rods 21 upwards while the connected bolt 16 is pulled towards the bottom, for example by spring, when the driver releases the handle 30a or the handle 23. The position of each bolt 16 is chosen so that in the relaxed position of the handle 30a or the handle 23, the bolts 16 are received in one of the notches 20 so as to bl in position the rotating discs 10, allowing normal use of the scooter 1, and in the pressed position of the handle 23 or the lever 30a, the bolts 16 are raised by the cable or the pull rods 21, which is a means for actuating the bolts 16, a sufficient distance so that they are disengaged from the notch 20 and that is allowed the rotation of the discs 10 around the fixed support discs 17 fixed at the nose of the branches 3a, 3b.

Thus, as can best be seen in FIGS. 22 and 23, it is possible, after pressing the handle 30a or the handle 23, to raise or lower the front wheel 5 by rotating the discs 10 around the fixed support disc 17 by a rise or lowering the hub 19 carried by the rotary disk 10. In this way the driver can, when his propulsion foot is supported on the ground, synchronize the movement of the bolt 16 from a notch 20 to another notch 20, by pressing the handle 30a, or even by pressing with one hand the handle 23, to lower or raise the front wheel, in progress.

 If we now refer both to

Figures 1, 13 to 15, and 18, it can be seen that the mechanism 23h for adjusting the height of the rear wheel 6 is based on the same principle of disks and bolts, with the difference that it is slidably mounted on the branches 4a, 4b of the fork of the rear wheel.

 This adjustment mechanism comprises two symmetrical rotary discs 23h, two symmetrical locking bolts 41 inserted in a slide slide 41b and a means 41a for actuating the bolts 41. The discs 23b are each rotatably mounted on a fixed support disc 17a at means of a ball bearing 23a. Each fixed support disc 17a is itself mounted on a sliding profile 25 sliding on a respective branch 4a, 4b. The rotating disks 23h each have, on their outer periphery, a notch (26) receiving the hub 27 of the rear wheel 6, and radial notches 28 for receiving the bolt 41.

 Each locking bolt 41 in position of the rear wheel 6 is mounted on the upper horizontal part of the profile 25 so as to be plugged horizontally into one of the radial notches 28 vis-à-vis, manually by pushing. a wheel 41a and then clamping thereof.

In the engaged position, each bolt 41 is received in one of the notches 28 so as to lock the discs 23h in position, allowing normal use of the scooter 1. In the disengaged position of the wheel 41a, the bolts 41 are then disengaged temporarily. of the notches 28, by manual translation of the bolt bolt 41 in the targette guide 41b, for a new setting.

 Furthermore, referring particularly to Figure 16, it can be seen that below the horizontal upper portion of each sliding profile 25 is slid a clamping shoe 25b, sliding on each leg 4a, 4b. This pad 25b is tightened in position by a clamping wheel 25a. The tightening of each of the pads 25b thus makes it possible to lock the rear wheel 6 along the branches 4a, 4b at the desired position. It is emphasized that a longitudinal through opening is made in the sliding profile 25 so as to allow the support shaft 33 of the respective footrest 9 to slide and pass through the sliding profile 25. Figures 26 and 27 illustrate in this sense two different settings of the position of the rear wheel 6 along the branches 4a, 4b.

 In addition to this sliding system, the rear wheel 6 benefits from the settings authorized by the rotation of the two rotating discs 23h which allow to raise and lower it but also to move it back or forward when rotating in one direction or in the other of these disks.

In order to be able to easily use the seating surfaces of the shin / knee support 13 and the footrest 9 concomitantly, it is advantageous to also be able to adjust the position of the tibia / knee support 13 on the along the frame 2 vis-à-vis the position of the footrest 9. To do this, the adjustment mechanism detailed in Figures 11, 14 to 16 and 19 comprises two rigid rods 31 each disposed on the outside of a branch 4a, 4b. The posterior end region of each rod 31 passes through the sliding axis 33 carrying the footrest 9 while it crosses at its other end the axes 32a and 32c of the auxiliary footrest 32 fixed on the wing 14 corresponding, allowing the foot of the propulsion leg to support momentarily to change the seat leg and propulsion en route without having to stop the vehicle for it.

 The sliding pin 33 slides on a sliding pad 9c, in a slide 4c inserted in each branch 4a, 4b on their outer side. The rod 31 traversing the axis 33 is locked in position at the passage of this axis by clamping the support 9e of the footrest 9 against it, thanks to the screwing of the support 9e on the threaded shaft 33. A large oblong hole through each axis 33. In this oblong hole passes the rod 31 with a wide play. The addition of a wedge 31a inserted into the oblong hole makes it possible to wedge the rod 31 inside by eliminating any play. By inserting this wedge 31a on the side opposite the tightening of the support 9e, the clamping of the latter blocks the rod. against the wedge 31a without tightening against the sliding profile 25. By this means, the footrest is secured to the support 14 of the tibia / knee support 13 if the other end of the rod 31 is also tightened at its other end during its crossing of the nested axes 32a and 32c.

This clamping is performed at this other end, firstly, by clamping the auxiliary footrest 32 against the rod 31 on one side thereof, and secondly by clamping against the rod 31 of the another side of the latter, a flange 32b of clamping against the auxiliary footrest 32. It can be seen for this purpose in Figure 19, a solid axis 32a is inserted into a hollow axis 32c provided with a thread and these two axes are drilled with a hole 32r allowing the rod 31 to engage with a wide clearance. On the hollow shaft 32c on either side of the rod 31 inserted are screwed, the clamping flange 32b on the inside, and on the outside, the footrest 32, so that each screwing against the rod 31 against it is squeezed and thus blocked between the flange 32b and the axillary footrest 32. As the hollow pin 32c is secured to the support 14 of the knee / shin support 13, the rod 31 tight and locked on it is also, and the support 9ede the footrest 9 which clamps at its other end. In this way, the sliding of the tibia / knee support 13 causes the sliding of the footrest 9 and vice versa, as can be seen in Figures 24 and 25.

 The binding of the shin / knee support 13 and the footrest 9 has the advantage of being able to dispense the user of a new adjustment of the distance which separates them, after each adjustment in position of the support 14, which otherwise modify it. Indeed, the distance that separates the user's foot from his knee does not change, while the adjustment in position of one or the other of the seating surfaces can be modified for the same user depending on the type of performance sought.

 Once the footrest secured with the support shin / knee, it is sufficient that one or the other of these two types of support is blocked to block all of them. The two secured can thus be blocked, either by turning the wheel 25a, or by tightening the footrest Annex 32.

Referring now to Figure 16, it can be understood that without the shim 31a, the wide clearance of the oblong hole 9r, into which the connecting rod 31 is inserted, allows the support 9e to tighten the shoe of sliding 9c in the slide 4b by pulling towards it the axis 33 on which it is screwed, at the same time as it clamps on the sliding profile 25, the connecting rod 31. By this device, the clamping of the support 9e, hangs in position, at both the connecting rod 31, and the support 9e along the two branches 4a and 4b.

 Similarly, in Figure 19 it can be understood that by tightening the auxiliary footrest 32 without tightening the flange 32b, the solid axis 32a abuts against the bottom of the clamping cavity of the auxiliary footrest 32. Thus, by continuing the tightening, the full clamping pin 32a is pushed towards the branch 4a, 4b on which it is inserted. Consequently, the sliding shoe 32d, which the solid axis 32a has, clamps this branch 4a, 4b and thus locks in position, both the front end of the connecting rod 31 and the support 14. The game provided in the oblong hole 32r allows this simultaneous tightening.

Finally, referring to FIGS. 9 and 10, it can be seen that the scooter 1 also comprises means for raising and maintaining the seating surface of the shin / knee support 13 in a position in which it becomes capable of forming a seat on which the driver can sit, for example during the descent of a steep slope, when there is no longer need to propel the scooter 1 by pushing. We can also observe that this opportunity offers the possibility of descending very steep slopes, or extremely steep slopes, with the scooter 1, according to a perfectly balanced position of the user, secured by a very low center of gravity. On the other hand, in this position, the driver really only sits on the cushion, the support of the feet on the footrests 31t on each side of the front wheel remaining accessories, so that the feet can easily break free of their supports to act on the ground to guide the trajectory. In the embodiment shown, the lifting and holding means is formed by a rectangular frame 14g whose lower edge is hinged to the plate 14d of the support 14 about an axis 14k of horizontal pivoting and perpendicular to the middle plane of the frame 2, the frame 14g can thus pivot between a retracted position, in which it is housed in the space 14f formed between the strip 14c and the plate 14d of the support 14 and where the seating surface of the knee / shin support 13 cushion 13c serves as a seat for the tibia and knee of the driver, and an extended position in which it has pivoted more than 90 ° backwards, to an extreme position optionally defined by a stop in rotation. Three bars extend between the vertical edges of the frame 14g and are parallel to said pivot axis 14k.

 The cushion 13c is hinged, in its anterior region, to the band 14c so as to be pivotable about a pivot axis 13b parallel to that of the frame 14g, and carries in its rear region two hooking tabs 13h capable of catching. at one of the three bars or at the upper edge of the frame 14g once the latter in its extended position, which raises the cushion 13c to the desired inclination, the cushion 13c being held in this position, optionally by the stop in rotation of the frame 14g. To return the cushion 13 to its position of use as a shin / knee support, simply unhook the latching lugs 13h, lift the cushion 13c to clear the space to be able to fold the frame 14g in its retracted position 14f , then fold the cushion 13c against the support 14.

A front footrest 31t is provided on each side of the front wheel 5, fixed to the support 17 or directly in the nose of the branches 3a, 2b, so as to allow the driver seated on the cushion 13c to come to support her feet, as shown in Figure 10.

 It is understood that the embodiment described is given as an indication and not limitation and that modifications and variations can be made without departing from the scope of the present invention.

Claims

1 - Vehicle (1) of the scooter type, the propulsion of which is ensured by the thrust on the ground of the foot of one leg, called the propulsion, of the driver, while his other leg, said seat (50), takes sitting on the vehicle (1), the vehicle (1) comprising:  - a frame (2) with which are secured a front fork (3) and a rear fork (4), the front fork (3) carrying a front wheel (5) mounted steerable and the rear fork carrying a rear wheel (6) centered in the vertical middle plane of the frame (2);  - a handlebar (7) for orienting said front wheel (5); - a footrest (9) carried by the frame (2) or the rear fork (4) and having an upwardly facing seating surface (9a) on which the foot of the leg of seat (50) whether or not the driver is propelling the vehicle (1); and a tibia and / or knee support (13) having a surface (13a, 13d) facing upwards and to the rear of the vehicle (1), the tibia and / or knee support (13) being supported by the frame (2), above the footrest (9) and in front of it so that the beginning of the tibia and / or the knee of the sitting leg (50) can bear against said surface (13a, 13d) of the tibia and / or knee support (13) during the propulsion movement of the vehicle (1), at least the front bearing portion (13a) of said surface being centered in the vertical middle plane of the frame (2) to allow anterior support of the tibia and / or knee of the sitting leg (50) which is centered in the vertical middle plane of the frame (2), characterized in that the seating surface (9a) of the footrest (9) is off-center with respect to the vertical middle plane of the frame (2) outside the outer vertical plane of the rear wheel (6) on the side where, in use, the propulsion leg is located, so that the driver's seat leg (50) sits across the vehicle (1) by being bi-axially disposed on two surfaces; different seating, namely at least said front support portion (13a) of the surface of the tibia and / or knee support (13) and the seating surface (9a) of the footrest (9). ), said seat surface (9a) being positioned in the space behind a vertical plane perpendicular to the middle plane of the frame (2) and passing through the axis of the rear wheel (6), and / or above and plumb, or inside, the lower front quarter of an imaginary cylinder generated by the line perpendicular to the plane of the rear wheel (6) and running around the periphery of the rear wheel (6), the foot and shin and / or knee of the sitting leg (50) of the driver sitting, in use, simultaneously respectively on the seating surface (9a) of the footrest ( 9) and on at least the front support portion (13a), centered, of the surface (13a, 13d), so-called seat, of the support-shin and / or knee (13), that the driver is or not in the process of propelling the vehicle (1), whereby said surfaces of the footrest (9) and the tibia and / or knee support (13) are both able to provide a seating function and to constitute together and simultaneously the supporting base of any the driver's seat throughout the use of the vehicle (1), and to define a bias position for the driver's seat (50). 2 - Vehicle (1) according to claim 1, characterized in that the seat surface (13a, 13d) of the support-shin and / or knee (13) facing upwards and back of the vehicle, is arranged to present one or more seat regions, said tibia and / or knee, whose average orientation in use in the vertical plane of the vehicle follows an imaginary line not exceeding, in height, more than 8 cm, preferably more than 4 cm, the effective seating surface (9a) in use of the footrest (9) projected horizontally on said vertical plane and in line with said imaginary line.  3 - Vehicle (1) according to one of claims 1 and 2, characterized in that the longitudinal direction of the middle plane of the seat surface (13a, 13d) of the support-shin and / or knee (13) ) forms an angle, measured below said mean plane, between 20 ° and 55 °, preferably less than 45 °, even more preferably less than 35 °, with respect to the horizontal plane passing through the points lower of the front wheel (5) and the rear wheel (6), each in contact with the ground, said angle being measured in the vertical plane. 4 - Vehicle (1) according to one of claims 1 to 3, characterized in that the seating surface (9a) of the footrest (9) has a middle plane inclined being turned upwards and towards the front of the vehicle (1), the longitudinal direction of said mean plane of the seat surface (9a) of the footrest (9) forming with the longitudinal direction of the middle plane of the seat surface (13a 13d) of the tibia and / or knee support (13) at an angle, measured above the longitudinal direction of the mean plane of the seating surface (13a, 13d), from about 60 ° to about 120 °, preferably between 75 ° and 110 °, more preferably preferred in the range of 80 ° to 100 ° and, most preferably, 90 °, said angle being measured in the vertical plane.  5 - Vehicle (1) according to one of claims 1 to 4, characterized in that the longitudinal direction of the mean plane of the seating surface (9a) of the footrest (9) forms, in a plane vertical, an angle, measured below said seating surface, of more than 30 ° and less than 90 ° to the horizontal plane passing through the lowest points of the front wheel (5) and the wheel rearward (6), preferably an angle of more than 40 ° and less than 75 ° and, more preferably, an angle of more than 50 °.  6 - Vehicle (1) according to one of claims 1 to 5, characterized in that it comprises a second footrest (9) having a second seating surface (9a) disposed on the other side of the plane means of the frame (12) and is orthogonally symmetrical with the footrest (9) mentioned above, relative to the middle plane of the frame (2).  7 - Vehicle (1) according to one of claims 1 to 6, characterized in that the or footrest (9) are mounted adjustable in position relative to the frame (2). 8 - Vehicle (1) according to one of claims 1 to 7, characterized in that the support-shin and / or knee (13) is mounted adjustable in position relative to the frame (2), the support- shin and / or knee (13) in the form of a cushion (13c) which has an upper surface constituting the seat surface (13a) of the top of the tibia and / or the knee of the driver and which, preferably, is slidably mounted vis-à-vis the frame (2) in the middle plane of the frame (2), locking means (32d) of the cushion (13c) along the frame (2) or the rear fork (4) being further provided. 9 - Vehicle (1) according to claim 8 taken in dependence on claim 7, characterized in that 1 'support-shin and / or knee (13) and the footrest or (9) are connected by a means movement transmission means (31) such that the displacement of one of the tibia and / or knee support (13) and the footrest (s) (9) causes a corresponding displacement of the other of the support -tibia and / or knee (13) and or footrest (9), so as to avoid any variation in the distance between the support-shin and / or knee (13) and the footrest (s) ( 9) when moving one of these.  10 - Vehicle (1) according to one of claims 1 to 9, characterized in that the support-shin and / or knee (13) is pivotally mounted on the frame with a pivot axis (13b) perpendicular to the plane vertical means of the frame (2) and / or parallel to the vertical mean plane of the frame (2), so as to respectively allow an inclination of the seat surface (13a, 13d) of the tibia and / or knee support ( 13) forward or backward to adjust its longitudinal inclination, and a lateral inclination, on one side or the other of the vertical middle plane of the frame (2), for a maintenance of the seating surface ( 13a, 13d) of the tibia and / or knee support (13) horizontally when the vehicle (1) is leaning on one side, for example in a turn, or forwards or backwards, by example on a slope. 11 - Vehicle (1) according to one of claims 1 to 10, characterized in that the seat surface (13a, 13d) of the tibia and / or knee support (13) is connected to the frame (2 ) by connecting means for placing the seat surface (13a, 13d) of the tibia and / or knee support (13) in a position of non-use, in which it is folded against the frame (2 ), and a position of use as a seat surface of the tibia and / or knee, in which it allows the seat of the shin and / or the knee of the driver's seat leg, as well as possibly a so-called seat position, in which the seat surface (13a, 13d) of the support- shin and / or knee (13) is horizontal or approximately horizontal to allow the driver to sit on it.  12 - Vehicle (1) according to one of claims 1 to 11, characterized in that the seat surface (13a, 13d) of one support-shin and / or knee (13) forms both a surface seat of the tibia and knee, the anterior region (13a) of said seat surface being intended to serve as a seat for the knee of the driver's seat leg and / or the beginning of the tibia of the same leg . 13 - Vehicle (1) according to one of claims 1 to 12, characterized in that it comprises two adjusting toothed discs (10) arranged on either side of the front wheel (5), each rotatably mounted on a fixed support disc (17) arranged at the nose of the front fork (3), the periphery of each adjusting disc (10) having a notch (18) receiving the corresponding end region of the hub (19) of the front wheel (5), as well as radial notches (20) each adapted to receive a locking bolt (16) biased by an elastic system in a first direction in which it engages in one of the notches (20) so as to to lock in position the adjusting disk (10), the immobilizing bolt (16) being preferably connected to a handle (23) to which pulling means (21) are connected so that the actuation of the handle (23) by the driver moves the bolt (16), under the action of the pulling means (21), d in the opposite direction to the first direction and a distance such that the bolt (16) is disengaged from the notch (20), thereby allowing the adjusting disc (10) to rotate relative to the fixed support disc (17) and thus raising or lowering the front wheel (5).  14 - Vehicle (1) according to one of claims 1 to 13, characterized in that the rear fork (4a, 4b) comprises two branches (4a, 4b) between which is mounted the rear wheel (6), each leg (4a, 4b) forming a rectilinear or curved slide (34) on which slides a profile (25) on the inner side of which is fixed a fixed support disc (17a) rotatably supporting an adjusting disk (23), the periphery of each of the two adjusting disks (23), arranged on either side of the rear wheel (6), having a notch (26) receiving the corresponding end region of the hub (27) of the rear wheel (6). ), as well as radial notches (28) each adapted to receive a locking bolt (41) biased by a bolt system (41c) for pulling the bolt (41) in a first direction in which it engages in one of the notches (28) so as to lock the adjusting disk (23) in position, or in the opposite direction to disengage it from the notch (28), thereby allowing the adjusting disc (23) to rotate relative to the fixed support disc (17a) and thereby raising or lowering the rear wheel (6).