A personal transportation vehicle

Abstract

A personal vehicle 10 comprises foot supports 20, 22 with horizontal 20b and angled 20a portions suitable for supporting the front and rear of a foot respectively. Additional claims define foot suppo

Description

The invention relates to a vehicle. In one embodiment, the vehicle is a personal transportation vehicle. In one embodiment the personal transportation vehicle is a self-balancing vehicle. A problem with known personal transportation vehicles is that when they hit a bump on the ground, the rider’s feet can come of the feet supports. An aim of the present invention is to provide personal transportation vehicle having an improved, or at least an alternative, feet support. According to a first embodiment of the invention there is provided a personal transportation vehicle in accordance with Claim 1. A problem with known personal transportation vehicles is that when they hit a bump on the ground, the rider may want to jump the vehicle up to reduce the effect of the bump. However, the rider may not want parts in the way of their legs. An aim of the present invention is to provide personal transportation vehicle having an improved, or at least an alternative, control. According to a second embodiment of the invention there is provided a personal transportation vehicle in accordance with Claim 10. Preferably, the vehicle is designed so that the rider can grip the vehicle sufficiently with the camming action of their feet so that when the rider jumps upward, the vehicle also jumps upward. An aim of the present invention is to provide personal transportation vehicle having an improved, or at least an alternative, means of removing a wheel. According to a third embodiment of the invention there is provided a personal transportation vehicle in accordance with Claim 15. An aim of the present invention is to provide personal transportation vehicle having an improved, or at least an alternative, means of stowing a wheel. According to a fourth embodiment of the invention there is provided a personal transportation vehicle in accordance with Claim 24. Other optional features of the invention are set out in the dependent claims. Optional features are also set out in the description, below. It will be appreciated that the features of an independent claim can be combined in any complimentary manner, with one or more features of another independent claim, the dependent claims, and / or with one or more features of the description, where such a combination of features would provide a working embodiment of the invention. Various personal transportation vehicles in accordance with the invention will now be described, by way of example only, with reference to the accompanying drawings, in which, Figure lisa schematic perspective view of a personal transportation vehicle, in a first (lower) configuration, designed for a rider to start operating the vehicle, Figure 2 is a schematic perspective view of the personal transportation vehicle of Figure 1, merely in a second (higher) configuration, designed for a rider to ride the vehicle, Figure 3 is a schematic front view of the personal transportation vehicle shown in Figure 2, Figure 4 is a schematic top view of the personal transportation vehicle shown in Figure 2, Figure 5 is a schematic side view of a rider on the personal transportation vehicle shown in Figure 2, Figure 6 is a schematic frontal view of a rider on the personal transportation vehicle shown in Figure 2, showing two rider states, Figure 7 is a schematic frontal view of a further personal transportation vehicle, showing two wheel attached on one side and detached on the other side, Figure 8 is a schematic side view of a wheel unit of the vehicle of Figure 7, Figure 9 is a schematic perspective view of attaching and detaching parts of the vehicle of Figure 7, Figure 10 is a schematic set of views, showing how the arm is connected to a stator of the vehicle of Figure 7, Figure 11 is a schematic perspective view of yet a further personal transportation vehicle, showing wheels attached, Figure 12 is a schematic perspective view of the vehicle of Figure 11, showing wheels detached, and stowed, Figure 13 is a schematic front view of the vehicle of Figure 12, showing wheels detached, and stowed, and Figure 14 is a schematic side view of the vehicle of Figure 12, showing wheels detached, and stowed. Referring to Figures 1 to 3, a personal transportation vehicle 10, in particular a self-balancing vehicle comprises a body 12 attached to a first wheel unit 14 and a second wheel unit 16. The body 12 has a seat 18. The body 12 comprises a first foot support 20 and a second food support 22. The first foot support 20 is for a rider’s first foot and the second food support 22 is for the rider’s second foot. The personal transportation vehicle 10 comprises suitable gyroscopic sensor(s) and motor control of wheels connected to the body 12 (not shown for conciseness). Referring to Figures 2 and 3, each of the first foot support 20 and the second food support 22 comprises a first foot support part 20a which is designed to support part (i.e. the part from the big toe joint forward) of a foot arranged at an inclined angle to the horizontal, and a second foot support part 20b is arranged at an angle with respect to the first foot support part, to support another part (i.e. the part from the big toe joint rearward) of a foot. For conciseness, the first foot support part 20a and the second foot support part 20b are labelled only on the first foot support 20. Referring to Figure 5, the first foot support part 20a is designed to support part of a foot arranged at an angle of 15 to 45 degrees to the horizontal. An angle of less than 15 degrees to the horizontal means a reduced force of the rider’s foot on the first foot support 20, thereby reducing effective control. An angle of greater than 45 degrees to the horizontal means a rider’s foot can slide down off the first foot support 20. More preferably, the first foot support part 20a is designed to support a foot arranged at an angle of about 30 degrees to the horizontal. The first foot support part 20a can be a surface inclined at the aforesaid angle. In another embodiment of the invention (not shown for conciseness), the first foot support part 20a can comprise one or more supports which enable a foot to lie at the appropriate angle. The second feet support part 20b is arranged between 0 degrees and 10 degrees to the horizontal. Such an arrangement can stop the feet jumping off the first (or second) foot support 20. If the second feet support part 20b is arranged at an angle exceeding 10 degrees to the horizontal, the amount of contact between the base of the foot and the feet support can be reduced due to the limited bending of the foot and any footwear thereon. If the second feet support part 20b is arranged inclining downwardly at an angle less than the horizontal, the rider’s foot may slip off the front. More preferably, the second feet support part 20b is arranged approximately horizontal. The first feet support part 20A and the second feet support part 20b comprise different surface properties. The first feet support part and the second feet support part having different surface properties gives tactile feedback to the rider. The first feet support part comprise larger surface protrusions and the second feet support part comprise smaller surface protrusions. If the smaller surface protrusions, rather than the bigger surface protrusions are on the second feet support part, which is oriented flatter than the first feet support part, the second feet support part is less prone to collect dirt and water. In use, the ride arranges part of a first foot on the first foot support part 20a of the first foot support 20, and another part of the first foot on the second foot support part 20b. The rider arranges their second foot correspondingly on the second food support 22. Such an arrangement allows a rider to exert more foot pressure on the first foot support part 20a of the first foot support 20 or the second foot support part 20b (and do the same for the second food support 22). It will be appreciated that the first foot support 20 and the second foot support part 20b are designed to remain stationary during riding. Referring to Figures 2, 3 and 5, the body 12 has a first lower leg positioning surface 26 and a second lower leg positioning surface 28, adjacent and behind, respectively, the first and second foot supports 20 and 22. Walls defining the first lower leg positioning surface 26 and the second lower leg positioning surface 28 can be made of thinner material at the back of the calf area, because that part is primarily present to prevent debris getting inside the body, whereas walls defining the first lower leg positioning surface 26 and the second lower leg positioning surface 28 adjacent the first and second foot supports 20 and 22 can be thicker so as to provide adequate structural support. The first lower leg positioning surface 26 and the second lower leg positioning surface 28 can each comprise detachable leg support pads 39 (which may include foam or the like inside). The foremost part of the seat is about 0 cm to 5 cm behind the vertical line through the foremost part of the first feet support part. Referring to Figures 3 and 4, the body 12 comprises a first lower leg outer abutment surface 30 and a second lower leg outer abutment surface 32, adjacent the outer edges of, respectively, the first and second foot supports 20 and 22. The body comprises a first lower leg inner abutment surface 34 and a second lower leg inner abutment surface 36, adjacent the inner edges of, respectively, the first and second foot supports 20 and 22. The first foot support 20, the first lower leg outer abutment surface 30, first lower leg positioning surface 26, and the first lower leg inner abutment surface 34 define a first leg aperture LI in Figure 3. The second foot support 22, the second lower leg outer abutment surface 32, second lower leg positioning surface 28, and the second lower leg inner abutment surface 36 define a second leg aperture L2 in Figure 3. Referring to Figure 2 and 3, the first lower leg inner abutment surface 34 comprises a first friction surface 40, and the second lower leg inner abutment surface 36 comprises a second friction surface 42. Figure 2 only shows the first friction surface 40, but it is identical to the second friction surface 42, as shown in Figure 3. The first foot support 20 and the second food support 22 are spaced by the first lower leg inner abutment surface 34 and the second lower leg inner abutment surface 36. Between the first lower leg inner abutment surface 34 and the second lower leg inner abutment surface 36 s arranged a removable battery 42, removable by handle 44, both of which are shown in Figure 3. Referring to Figure 5, in use a rider 50 sits on the seat, with a foot on the first foot supports 20 and a foot on the second foot support 22 (only the foot on the second foot support is shown for clarity). The heel of the rider abuts the first foot support part 22a. The toe region of the rider abuts the second foot support part 22b. The heel of the rider is behind the second lower leg outer abutment surface 32, so that the foot is prevented from moving outward (out of the page in Figure 5) from the second foot support 22. The heel of the rider is behind the second lower leg inner abutment surface 36, so that the foot is prevented from moving inward (into the page in Figure 5) from the second foot support 22. The rider’s first leg is located in the first leg aperture and the rider’s second leg is located in the second leg aperture. The first lower leg positioning surface 26 and the second lower leg positioning surface 28 limits rearward movement of the rider’s lower part of legs (i.e. from knee down) which may help the rider to locate their feet on the and second foot supports 20 and 22. In accordance with another aspect of the invention, the rider’s ordinary foot position is shown in Figure 6 left hand side, in which the rider’s foot is oriented approximately parallel to the first lower leg outer abutment surface 30 and the first lower leg inner abutment surface 34. Referring to Figure 6, right hand side, in use, to facilitate jumping the vehicle, the rider 50 can twist their feet in the leg apertures. Only the right foot 52 is shown for conciseness. The toe region of the right foot, located above the second foot support part 20b, is twisted outward against the first lower leg outer abutment surface 30. The heel region of the right foot 52 is twisted inward against the first friction surface 40. Arranging the friction surface adjacent the heel (instead of the toe) permits a stronger and larger area of contact between rider and vehicle. It will be appreciated that the twisting creates a camming action, allowing the rider to apply a lateral force to the first lower leg outer abutment surface 30 and the first lower leg inner abutment surface 34. Given the force is applied to the first friction surface 40, the rider’s foot grip is increased. The rider does the same with their other foot. Hence, if the rider then jumps vertically, the camming grip and the friction surface 40 combine to allow the rider to lift the vehicle off of the ground as they jump. Each friction surface 40 has a repeating diamond pattern of diamond protrusions with channels defined between and by the diamonds. In that way, the channels are not horizontal allowing water run-off. Also, the diamond and channels arrangement allows smooth forward and rearward sliding of the foot. Referring to Figure 7, a personal transportation vehicle 100 comprises a body 102 attached to a first wheel unit 104 and a second wheel unit 106. Each wheel unit 104, 106 is removable. The body 12 has the seat, the first foot support, the second food support, and other parts of personal transportation vehicle 10, but other parts are not labelled for clarity. In accordance with another aspect of the invention, the body 102 has an independent suspension unit 108 (consisting of internal spring / damping and pivot) for an axle 110 (only one of two is labelled). Each axle 110 connects to a suspension-arm 112 that passes through an aperture in a recessed outer surface 114 of the body 102. Each wheel unit 104, 106 comprises a motorized wheel 120. Referring to Figure 8, the motorized wheel 120 comprises a (fixed) inner hub stator 124. The stator 124 has an annular stator bearing 126, an outer hub motor-rotor 130 (that rotates with outer part of wheel), and spokes or the like joining the hub motor-rotor 130 to a rigid wheel outer with a tyre fitted thereto. The stator 124 holds a concentric multi-pin electrical connector 132. The suspension-arm 112 conduits electrical power and control cables 116 (shown in Figure 10) from the battery 42 to the multi-pin electrical electrical-connector 132. The multi-pin electrical electrical-connector 132 allows vehicle power and control signal and data into and out of the motorized wheel 120 via recess 133 in the stator bearing 126. The annular stator bearing 126 allows interlock system and electrical connector 132 to remain stationary within hub stator whilst the hub rotor 130 and outer part of wheel 120 rotates. More specifically, the stator bearing 126 allows the magnetised rotor 130 (and the rest of the wheel 120) to turn, propelled by the motor’s magnetic-flux field generated by the power supplied through the hub’s electrical-connector 132. The hub’s electrical-connector 132 is removably fixed to the suspension-arm 112. A recess 140 (in Figure 10) in the arm 112 accommodates the hub’s electrical-connector 132 (shown in Figures 7 to 9). It will be appreciated the hub’s electrical-connector 132 and the suspensionarm 112 are shaped so the hub electrical-connector 132 does not rotate with respect to the the suspension-arm 112. The hub’s electrical-connector 132 is connected to the stator bearing 126 (in Figure 8). It will be appreciated the hub’s electrical-connector 132 and stator bearing 126 are shaped so the hub electrical-connector 132 does not rotate with respect to the stator bearing 126, as indicated in Figure 8. When the hub electrical-connector 132 is connected to the stator bearing 126, the electrical-connector protrudes from the surface of the stator bearing, to allow room for the protruding part to engage with the arm 112. Referring to Figures 7 and 8, removal of the hub’s electrical-connector 132 from the suspension-arm 112 is controlled by way of a latching-mechanism 139. The latching mechanism 139 comprises an opening 140 in the arm 112 (shown in Figure 8). The latching mechanism 139 also comprises a movable pin 142 which locates in the opening 140 in the latched configuration (shown in Figure 8). The movable pin 142 is held secure under spring-tension by compression spring 148, shown in Figures 8 and 9. The pin 142 can be unlatched by pulling against the spring-tension of the spring 148 with a release-handle 150 on release arm 152. Each wheel unit 104, 106 comprises a wheel cover 160 which covers part of the wheel 120 associated with it. The handle 150 is conveniently arranged near the perimeter of the wheel-unit’s cover 160. The release-handle 150 can only pull the latch-pin 142 if it is free from a securing-clip 162 (shown in Figures 7 and 8) that is mounted on the wheel-cover 160 secured by a release-handle guide strap 163 (shown in Figure 8 and 10). The left hand side of Figure 7 shows handle 150A secured by the securing-clip 162. The right hand side of Figure 7 shows handle 150B free from the securing-clip 162, after it has been pulled upward in the direction of arrow A. When the handle is released, the handle biases back in the direction of arrow B to return to the position shown on the left hand side of Figure 7. When the latch-pin 142 is released, and pulled out of the opening 140 in the arm 112, the wheelunit 104 can be removed from the suspension-arm 112, which un-plugs the concentric, multipin electrical-connector 132. Each wheel unit 104, 106 comprises an inboard wheel-cover support-bracket 164. When the wheel-unit 104 is disconnected from the suspension-arm 112 the rigidity of the support-bracket 164 keeps the release-handle 150B out of its securing-clip 162. The handle 150 and securing-clip 162 comprise brightly-coloured areas on the mating-surfaces. When the release-handle 150B is out of its securing-clip 162 it reveals said brightly-coloured areas on the mating-surfaces of the handle 150 and securing-clip 162. In that way, the vehicle 100 provides a visual cue to the rider that the latching mechanism is not secured, which is indicative that the hub’s electrical-connector 132 is not properly connected to the suspension-arm 112 and the stator bearing 126. That is important because a rider may injure themselves if they use the vehicle in such a state. The surfaces of the release-handle 150 is brightly coloured to be highly visible above the wheelcover 160 from the viewpoint of the person fitting the wheel-unit 104, 106, if it is not in its locked (ready to ride) position, seated in the retaining-clip 162. The handle 150 or clip 162 could also be illuminated by an internal LED bulb (for night-time / low-light conditions) powered by a purposely short connector-pin in the hub’s multi-pin electrical connector 132. The shorter-1 ength pin will be the last of connector’s pins to make contact when the wheel-unit 104, 106 is fully clipped into position, i.e. the the hub’s electricalconnector 132 is properly connected to the suspension-arm 112 and the stator bearing 126. The release-handle 150 makes an audible ‘click’ (resonated by the wheel-cover 160 when it is correctly seated in the locked position. The precise position of the release-handle 150 to create the required tension for the click of the clip 162 to be definite, is adjusted by its fastening to the inboard wheel-cover support-bracket 164. Figures 7 and 8 show one release-handle 150, release arm 152, securing-clip 162, exiting at the top of the wheel-unit 104. Optionally, the handle 150 and corresponding parts could be arranged in the 9 o’clock position with respect to the wheel 104, 120. In that way, it will be in line with the suspension-arm 112 where the bodywork is recessed 114 to avoid the movement arc of the suspension-arm. More than one pin 142 can be used in embodiments that are envisaged but not shown for conciseness. Referring to Figure 7, the wheel cover 160 is a lightweight, semi-flexible material that is supported at its inboard face by a rigid inboard wheel-cover support bracket 164 extending from the motorised-wheel’s inner (fixed) hub stator 124. The wheel-cover’s 160 outboard face is supported by a short, moulded stub that locates into a central outboard hub support bearing 166 on outer casing of the rotating, motorised wheel 120. In another embodiment of the invention (not shown for conciseness), the wheel-unit’s fixing, electrical-supply and locking-system could all operate without an outboard wheel cover 160. It would only require the inboard support-bracket 164, retaining-clip 162, and the release-handle 150 and arm 152. This aspect of the invention allows ‘cable free’ connection of a motorized wheel 120 to a body 102 of a vehicle 100. The conductive electronics remain fixed in the hub stator 124, power and data is transmitted by magnetic / inductive flux of a brushless-DC motor and hall-effect of hallsensors to-and-from rotating wheel 120. The wheel-unit 104, 106 has no cables or protruding axles. This creates a slim component that can be stowed in the body 102 of the vehicle 100, as disclosed hereinbelow, without risk of damage to its electrical connections. Referring to Figures 11 to 14, a personal transportation vehicle 200 comprises a body 202 attached to a first wheel unit 204 and a second wheel unit 206. The body 202, and wheel units 204, 206, and other parts, are as the personal transportation vehicle 10, but other parts are not labelled for clarity. In accordance with another aspect of the invention, the first leg cavity LI and the second leg cavity L2 retain part of the rider’s legs in use. When the vehicle 200 is not in use, the first leg cavity LI and the second leg cavity L2 are each designed to (partially) receive a detached wheel unit 14, 104; 16, 106 of the vehicle. This feature can be advantageous on public transport, where the space foot print on the floor is at a premium, because the space where the wheels were is now free for use by other users of the public transport. Figure 14 shows that more than half of the wheel units 14, 104; 16, 106 are stowed within the leg cavities L2. The amount of the wheel units 14, 104; 16, 106 stowed within the leg cavities L2 (and therefore within the footprint of the vehicle) could be more, indeed all of the wheel units. In another embodiment of the invention (not shown for conciseness) first leg aperture LI does not require the first lower leg outer abutment surface 30 and / or the first lower leg positioning surface 26 and / or the first lower leg inner abutment surface 34. The first leg aperture LI may simply comprise a first cavity above the first foot support 20 (and a second cavity above the second foot support 22). Conveniently, the tyre-tread the wheel unit 204, 206 is outward-facing, enabling the wheelcovers to engage with the leg-apertures LI and L2. The leg-apertures LI and L2 and the wheel unit 204, 206 (in particular the wheel-covers) can be formed with corresponding plus and socket style shapes, that “hold” the wheel unit 204, 206 securely in position in the leg-apertures LI and L2. A Velcro™ strap (secured within leg aperture LI, L2), can wrap around the wheel unit 204, 206, gripping the outward-facing tyre-tread, thereby retaining the wheel unit 204, 206 securely in position in the leg-apertures LI and L2. If the ankle-grip pads 40,42 are fitted in the leg apertures LI and L2, the friction and sponginess of those pads 40, 42 will grip the stowed wheel units 204, 206. In another embodiment of the invention (not shown for conciseness), the friction surfaces may be omitted and the camming action against the surfaces alone may provide enough force to jump the vehicle. In another embodiment of the invention (not shown for conciseness), the first foot support 20 and the second food support 22 are not spaced. In another embodiment of the invention (not shown for conciseness), a further personal transportation vehicle has no outer foot surfaces, hence no camming is possible, instead the friction surface provide sufficient grip to allow the rider to jump the vehicle at the same time as they jump. Indeed, a single friction surface may be used instead of two. The features in the aforementioned embodiments (and shown in all of the drawings) can be combined.

Claims

1. A personal transportation vehicle, characterised in that the vehicle comprises a first foot support and a second food support, each of the first foot support and the second food support comprises a first foot support part which is designed to support part of a foot arranged at an inclined angle to the horizontal, and a second foot support part arranged at an angle with respect to the first foot support part to support another part of a foot.

2. A personal transportation vehicle according to Claim 1, characterised in that the first foot support part is designed to support part of a foot arranged at an angle of 15 to 45 degrees to the horizontal.

3. A personal transportation vehicle according to Claim 1 and / or 2, characterised in that the second foot support part is arranged between 0 degrees and 10 degrees to the horizontal.

4. A personal transportation vehicle according to any one or more preceding claim, characterised in that the first foot support part and the second foot support part comprise different surface properties.

5. A personal transportation vehicle according to Claim 4, characterised in that the first foot support part comprises larger surface protrusions and the second foot support part comprises smaller surface protrusions.

6. A personal transportation vehicle according to any one or more preceding claim, characterised in that the body has a lower leg positioning surface which limits rearwardmovement of the rider’s lower part of legs (i.e. from knee down) which may help the rider to locate their feet on the first feet support part.

7. A personal transportation vehicle according to any one or more preceding claim, characterised in that the vehicle comprises a seat, the foremost part of the seat is about 0 cm to 5 cm behind the vertical line through the foremost part of the first feet support part.

8. A personal transportation vehicle according to any one or more preceding claim, characterised in that the body comprises lower leg abutment surfaces at the outer edges of the first and second foot supports.

9. A personal transportation vehicle according to any one or more preceding claim, characterised in that the body comprises lower leg abutment surfaces at the inner edges of the first and second foot support.

10. A personal transportation vehicle, the vehicle comprising a first foot support which is designed to support a first foot, and a second foot support which is designed to support a second foot, the vehicle also comprising a body, the body comprises a first inner foot surface and a first outer foot surface, and the first feet support part is arranged therebetween, the body comprises a second inner foot surface and a second outer foot surface, and the second foot support part is arranged therebetween, the vehicle is designed so that in use a rider can twist their first foot so as to exert a cam force on the first inner foot surface and the first outer foot surface, and the rider can twist their second foot so as to exert a cam force on the second inner foot surface and the second outer foot surface.

11. A personal transportation vehicle according to Claim 10, characterised in that the firstinner foot surface and / or the first outer foot surface comprises a friction surface.

12. A personal transportation vehicle according to Claim 10 or 11, characterised in that the second inner foot surface and / or the second outer foot surface comprises a friction surface.

13. A personal transportation vehicle according to Claim 11 and 12, characterised in that the first inner foot surface comprises a first friction surface designed to be located by the inside of the riders ankle and the second inner foot surface comprises a second friction surface designed to be located by the inside of the riders other ankle.

14. A personal transportation vehicle according to Claim 11, 12 or 13, characterised in that the or each friction surface has a repeating diamond pattern of diamond protrusions with channels defined between and by the diamonds.

15. A personal transportation vehicle, characterised in that the vehicle comprises a suspension-arm, a wheel hub stator, and an electrical-connector, characterised in that the suspension-arm is attachable to the wheel hub stator, in a way that el ectri cal-connector allows electronics from the arm to come into contact with electronics in the wheel hub stator, and the suspension-arm is detachable from the wheel hub stator, so as to disconnect electronics from the arm from electronics in the wheel hub stator.

16. A personal transportation vehicle according to claim 15, characterised in that electricalconnector connects to wheel hub stator in a way that they do not rotate with respect to eachother, and electrical-connector connects to suspension-arm in a way that they do not rotate with respect to each other.

17. A personal transportation vehicle according to claim 15 or 16, characterised in that the suspension-arm is detachable from the wheel hub stator by way of a latching mechanism.

18. A personal transportation vehicle according to claim 17, characterised in that the latching mechanism is on the hub’s electrical-connector and suspension arm.

19. A personal transportation vehicle according to claim 18, characterised in that the latching mechanism comprises an opening in the arm, and a movable pin which locates through electrical connector into the opening in the latched configuration.

20. A personal transportation vehicle according to claim 19, characterised in that the movable pin can be unlatched by pulling against the spring-tension of a spring with a releasehandle.

21. A personal transportation vehicle according to any one or more of claims 15 to 20, characterised in that the vehicle comprises a wheel and wheel cover which covers part of the wheel associated with it, and the handle is conveniently arranged adjacent the outer perimeter of the wheel cover.

22. A personal transportation vehicle according to claim 20 or 21, characterised in that the handle is retained by a clip in the latched configuration.

23. A personal transportation vehicle according to claim 22, characterised in that the handle is not retained by a clip in the unlatched configuration and in the unlatched configuration visual indicia is revealed to the rider (to indicate the vehicle is not safe to ride).

24. A personal transportation vehicle, the vehicle comprising a body, and a first support for a first foot, and a second support for a second foot, a cavity in the body above the first support, and a cavity in the body above the second support, and a pair of detachable wheels, characterised in that the first cavity and the second cavity are designed to each retain part of a riders leg in use, and designed to that, in a second configuration, when the vehicle is not in use, the first cavity and the second cavity are each designed to (partially) receive a detached wheel unit of the vehicle.

25. A personal transportation vehicle according to claim 24, characterised in that the first leg aperture comprises a first lower leg outer abutment surface and / or first lower leg positioning surface and / or a first lower leg inner abutment surface.

26. A personal transportation vehicle according to claim 24 and / or 25, characterised in that the tyre-tread the wheel unit is outward-facing, enabling the wheel-covers to engage with the leg-apertures.

27. A personal transportation vehicle according to claim 26, characterised in that the legapertures and the wheel units are formed with corresponding plus and socket style shapes, that hold the wheel units securely in position in the leg-apertures.

28. A personal transportation vehicle according to any one or more of claims 24 to 27, characterised in that the vehicle comprises a Velcro™ strap which can wrap around the wheel units, thereby retaining the wheel units securely in position in the leg-apertures.

29. A personal transportation vehicle according to any one or more of claims 24 to 28, 5 characterised in that the vehicle comprises frictional and / or resilient surfaces in the leg apertures, which retain the wheel units securely in position in the leg-apertures.

30. A personal transportation vehicle substantially as described herein in one or more of the drawings and / or with reference to one or more of the drawings.10

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