Step-actuated scooter that reaches speeds similar to a bicycle

Abstract

The present invention relates to a scooter having dimensions similar to a conventional scooter that is pedal-actuated by natural steps or strides, and being able to reach speeds similar to those of a conventional bicycle, specifically up to four times faster than walking. This performance is achieved by the front arrangement of the drive system comprising a chainwheel coupled to a custom-designed fork, equally specific cranks connected by ball joints, and an optimised transmission. The efficiency of the assembly results from the relative positions, geometries and proportions between the pedals, cranks, ball joints, linear bearings, chainwheel, drive sprocket, reverse sprockets, chain and wheels. The front wheel serves as a drive wheel, while the rear wheels are freewheels. The compactness, low weight and ease of transport and storage make the invention ideal for urban mobility and mixed-mode commuting, providing greater ergonomics, efficiency and performance than a conventional scooter and occupying less space than a bicycle.

Description

[0001] DESCRIPTION

[0002] SCOOTER, POWERED BY COMMON STEPS, THAT REACHES A SPEED COMPARABLE TO A BICYCLE

[0003] TECHNICAL SECTOR

[0004] Urban mobility, leisure, entertainment and outdoor physical exercise.

[0005] In particular, it is very useful for journeys of up to medium distance and for combined use with other means of transport, such as public transport or private car, due to its easy storage and transport, compared to a bicycle.

[0006] BACKGROUND OF THE INVENTION

[0007] Several pedal-powered scooters have been patented, such as ES 1 079 021 U (also EP 2 786 923 A1), ES 1 205 213 U, EP 3 412 549 A1, GB 2 343 870 A, CN201777366 U, KR 10 1761017 B1, US 8 128111 B2, US 2007 / 0024019 A1, and US 2008 / 0088109 A1. In particular, some of these designs feature overly complex configurations with bulky, unergonomic, and difficult-to-operate mechanisms, resulting in large vehicles that are difficult to transport and store, making them hardly comparable to a conventional scooter. On the other hand, other designs do not seem capable of reaching relevant speeds, comparable to those of a conventional bicycle, because the pedals transmit the movement through small diameter drive wheels or chainrings, which implies excessively low speed transmission ratios.The present invention solves this limitation by means of an optimized crank system, which allows applying sufficient torque to effectively drive a large diameter chainring combined with a small sprocket, thus achieving an efficient transmission that allows significantly multiplying the walking speed.

[0008] EXPLANATION OF THE INVENTION

[0009] This invention aims to avoid the drawbacks previously mentioned for other pedal-powered scooters, since it is a mechanical device that occupies a similar space to a conventional scooter, while reaching speeds close to those of a bicycle. Furthermore, the vehicle offers a more natural user experience, as it is propelled by steps or strides similar to walking, which is more comfortable than the pedaling posture of a bicycle—which also requires a saddle—or the awkward position of conventional scooters, which require pushing off with one foot against the ground. Overall, it combines the advantages of both bicycles and conventional scooters, avoiding their main disadvantages. This makes it a particularly suitable option for urban mobility and outdoor exercise.

[0010] The invention relates to a scooter propelled by the action of two pedals that replicate the natural movement of steps or strides. These pedals are coupled via a crank system to a chainring located at the front, which acts as the drive axle. This crank system, where the pedals are housed, rests on bearings with linear rails that allow sliding at the rear on the platform and rotation at the front, around the chainring. The bearings slide on rails fixed to a platform of small and compact dimensions, made possible by the small size of the rear wheels, which are not driven. The front chainring transmits the rotational movement to the front wheel—the drive wheel—via a chain that connects the chainring to a drive sprocket fixed to the axle of said wheel, passing through two other freewheel sprockets mounted on the fork, whose function is detailed later.

[0011] A key feature of this design is that all components of the rotary engine system are located at the front of the vehicle. This configuration has been achieved through five key characteristics, detailed below:

[0012] 1. Attaching the chainring to the front fork:

[0013] The chainring is mounted directly onto the front wheel fork, as close as possible to the front frame. This proximity reduces the risk of crank interference with the wheel during turns, helps keep the unit compact, and minimizes stress on the bearings that connect the fork to the frame.

[0014] 2. Adapted connecting rod geometry:

[0015] Both the crank arms attached to the chainring and those connected to the pedals have a slight outward angular deviation, achieved through bending or curvature. This allows for greater separation between them and prevents interference with other components during rotational movements and changes in wheel direction.

[0016] 3. Articulation by means of ball joints or articulated joints:

[0017] The connection between the crank arms, and between these and the linear rail bearings, is made using ball joints. These not only allow conventional rotation around the chainring axis, but also a slight transverse articulation when the wheel is oriented in turns, enabling three-dimensional movement without interference.

[0018] 4. Mounting the pedals on ball joints with controlled axial play:

[0019] The pedals rest on ball joints positioned perpendicular to their axis and threaded onto the crank arms with limited tension. This allows for a small axial displacement of the pedal / crank assembly relative to the frame when the wheel is turned, without compromising stability. The assembly includes a mechanical stop that prevents excessive loosening.

[0020] 5. Specific fork design:

[0021] The front wheel fork has been expressly designed to avoid any contact with the chainring and cranks during operation and to leave the necessary space to accommodate the chainring (2) at the front.

[0022] All of this is particularly relevant, as it not only allows for straight-line movement, but also enables the front wheel—attached to the fork—to rotate with the front wheel during a change of direction, without interfering with the cranks or the wheel itself. In other words, these characteristics are what make the placement of the drive system at the front of the scooter viable, as conceived in this design.

[0023] Also noteworthy is the scooter's small and compact size, as the crank system rests on a linear helix bearing support which, in addition to guiding movement, acts as a minimal structural base for the scooter. This configuration allows for free movement of the cranks within a very limited space. This is possible thanks to the drive system's location at the front, the small size of the freewheels on the rear platform, and, in general, the overall compactness of the assembly. Furthermore, this arrangement also contributes to multiplying the speed of the pedals' rotational movement. This multiplication is achieved through the appropriate size and position ratios between the drive chainring, the drive sprocket, and the front wheel that houses the drive sprocket. The accompanying figures illustrate these approximate proportions and arrangements.

[0024] In short, it's a small, compact vehicle propelled by steps or strides similar to natural walking, which makes it highly ergonomic. At the same time, its transmission system allows for multiplying the speed of this movement, reaching speeds close to those of a bicycle.

[0025] Finally, it should be noted that in some cities, the use of electric scooters is restricted or prohibited on public transport, and that shared scooters, like certain bicycles, present road safety problems and undue occupation of pedestrian space. The disorderly parking of these vehicles on sidewalks poses a challenge for authorities and an inconvenience for pedestrians. This design helps to resolve these issues thanks to its reduced dimensions compared to a bicycle, allowing the user to carry it with them without having to leave it parked on the street, also avoiding the risks associated with electric batteries in enclosed spaces.

[0026] BRIEF DESCRIPTION OF THE DRAWINGS

[0027] To complement the description being made and in order to help a better understanding of the characteristics of the invention, a set of drawings is included as an integral part of said description, in which, for illustrative and non-limiting purposes, the following has been represented:

[0028] Figures 1.- Show four side views of the invention, when the position of the steps or strides are as follows (the order follows the direction of the clockwise rotary movement, according to the drawings):

[0029] • 1.a. - the step or stride of the right foot is in front and of the left foot behind.

[0030] • 1.b. - the step or stride of the right foot is up and of the left foot down. • 1.d. - the step or stride of the right foot is behind and of the left foot in front.

[0031] • 1.d. - the step or stride of the right foot is below and of the left foot above. Figures 2.- Show the two representative plan views of the invention, when:

[0032] • 2.a. - the step or stride of the right foot is up and of the left foot down.

[0033] • 2.b. - the step or stride of the right foot is in front and of the left foot behind. Figures 3.- Show the two plan views of the invention, with the most extreme cases (some connecting rod stretched forward), when turning to the right, and

[0034] • 3.a. - the step or stride of the right foot is in front and of the left foot behind.

[0035] • 3.b. - the step or stride of the right foot is behind and of the left foot in front. Figures 4.- Show the two plan views of the invention, with the most extreme cases (some connecting rod stretched forward), when turning to the left, and

[0036] • 4.a. - the step or stride of the right foot is in front and of the left foot behind.

[0037] • 4.b. - the step or stride of the right foot is behind and of the left foot in front. Figures 5. - Schematic example of two systems for changing the direction of rotation.

[0038] • 5.a. - using free pinions, which is shown in Figures 1 to 4.

[0039] • 5.b. - using gears, which would be a second alternative, not represented in Figures 1 to 4, but equally functional.

[0040] Note that the included figures are schematic representations for illustrative purposes and do not necessarily reflect the exact proportions, dimensions, or positions of the components. Their purpose is to facilitate understanding of the different embodiments of the apparatus, without limiting the scope of the claims.

[0041] Similarly, the dimensions shown in the figures correspond approximately to a device used by an average-sized adult. For people of different heights, or those who wish to adapt the device to different gait styles, the crank arm length and the diameters of the chainring, wheel, and drive sprocket can be adjusted accordingly. A longer crank arm allows for a longer stride and greater torque transmission, thus reducing the effort required by the user for the same chainring-to-sprocket ratio. This principle is analogous to that of bicycles, where the crank arm length is also typically adjusted according to the user's height or the desired pedaling style, and different gears can be selected. Also note that, in the figures, the chainring, chain, and sprockets are shown on the user's left side, whereas on conventional bicycles they are usually located on the right side.This arrangement does not alter the system's operation in any way, since all the principles described are equally applicable to components located on either side. Therefore, the fact that the drive assembly appears on the opposite side to the usual position on bicycles in the illustrations does not limit the scope of the invention.

[0042] The following is a list of the various main elements represented in the figures that comprise the invention:

[0043] 1. Scooter chassis

[0044] 2. Drive plate

[0045] 3. Crank arms (both those attached to the chainring and those attached to the pedals)

[0046] 4. Spherical / articulated ball joints that connect the connecting rods to each other and to the linear bearing

[0047] 5. Pedals

[0048] 6. Driven front wheel

[0049] 7. Free wheels that support the rear part (platform).

[0050] 8. Drive pinion, fixed to the drive wheel

[0051] 9. Free gears for changing the direction of rotation

[0052] 10. Transmission chain

[0053] 11. Linear rail bearings

[0054] 12. Support that joins the spherical joint with the linear rail bearing

[0055] 13. Custom-designed fork to accommodate the chainring and freewheel sprockets

[0056] 14. Conventional handlebar (could be foldable)

[0057] 15. Linear rail

[0058] 16. Chain tensioner attached to one of the freewheel sprockets

[0059] PREFERRED EMBODIMENT OF THE INVENTION

[0060] As already mentioned, and as can be seen in the figures, the invention relates to a type of scooter propelled by the action of two pedals (5), connected to two cranks (3), which combine linear motion at one end with rotary motion at the other. Specifically, the components of the rotary drive system—the chainring (2), the sprockets (8) and (9), and the transmission chain (10)—are arranged at the front of the vehicle, allowing the rear to remain free and compact, as in conventional scooters. This configuration has been achieved through a series of design features that prevent interference between the different elements, especially during the turning of the front wheel (6) when changing direction or cornering.

[0061] • The chainring (2) is fixed directly to the front wheel fork (13), as close as possible to the front frame, to prevent interference between the cranks (3) and the wheel (6) during turns, to maintain a compact assembly, and to reduce the loads transmitted to the bearing that connects the front frame to the fork. It should be noted that if the chainring (2) were fixed to the frame (1)—even at its front—instead of to the fork (13), the drive chain (10), connected to the sprocket (8) attached to the front wheel (6), would collide with the wheel when turning.

[0062] • The crank arms (3) attached to the chainring (2) have an outward angular deviation in plan view, defined between the center of the chainring (2) and the point where the crank arms are joined, ranging approximately from 7° to 17° depending on the size of the device. This deviation is achieved by bending or curving, so that the crank arms are not parallel to each other, unlike conventional crank arm systems. This geometry prevents interference with other components of the assembly, especially the front wheel (6) and the fork (13), during operation and changes of direction.

[0063] • The links between the connecting rods (3), as well as between these and the linear helix bearings (11), are formed by means of spherical ball joints (4), instead of conventional two-dimensional articulation elements. These spherical ball joints allow for three-dimensional rotational freedom, so they not only facilitate the rotation of the connecting rods around the chainring (2) to transmit the motion to the front wheel (6), but also enable the transverse articulation of the drive assembly during vehicle turns, allowing changes of direction without interference or mechanical locking between components.

[0064] The pedals (5) of the cranks (3) rest on ball joints (4) arranged perpendicular to the pedal axle. These ball joints are threaded onto the pedal rod, but not fully tightened, allowing for some controlled axial play. This configuration allows the pedal-crank assembly (5) / (3) to adjust when the front wheel (6) rotates to change direction, by slightly loosening or tightening relative to the frame (1). The rod has sufficient thread length and a mechanical stop that limits loosening, ensuring functionality without compromising the stability of the assembly.

[0065] • In a preferred embodiment, the front wheel fork (13) comprises one or two supports, which may be straight or have a certain curvature, arranged obliquely with respect to the horizontal in side view. This obliqueness is understood as the angle formed between the horizontal and the line joining the wheel axle to the upper end of the fork arm that surrounds the wheel. Unlike conventional supports that extend directly from the frame to the wheel axle in a substantially vertical arrangement (approximately 90° with respect to the ground), this particular configuration is adapted to generate sufficient space to accommodate the chainring (2) and avoid interference with the chainring (2) and the cranks (3).

[0066] All of the above is of particular importance, as it not only allows for the linear movement of the scooter, but also enables the vehicle to turn by means of the transverse orientation of the front wheel (6), in conjunction with the front drive assembly—including the sprocket (2)—without interference or collisions with the cranks (3) or the wheel (6) itself. These characteristics make it possible to position the drive system at the front of the vehicle. To demonstrate its effectiveness, the most significant and extreme scenarios are shown in Figures 3.a, 3.b, 4.a and 4.b, including configurations where one side of the cranks (3) is at its maximum forward extension, as well as cases of turning both to the right and to the left. In all these situations, it is confirmed that the system allows for a sufficient turning angle without compromising its functionality.

[0067] Additionally, the drive chainring (2) has a diameter several times larger than that of the drive sprocket (8), and the drive cranks (3) are significantly longer than those typically found on conventional bicycles for users of comparable height. This configuration allows the user's linear speed to be multiplied by approximately four times with moderate effort, thanks to the increased torque generated by the longer lever arm. The crank length has been defined for each model according to the user's height, allowing the drive system to be adapted to different users without compromising the vehicle's safety, efficiency, or compactness. It is worth noting that the rear of the scooter remains almost free of mechanical components, as in conventional scooters, providing greater comfort and freedom of movement for the user.The pedals rest on bearings (11) mounted on linear sliding guides or rails (15), integrated into a compact structural platform that is supported by one or more small free-spinning wheels at the rear, depending on the user's skill. This configuration allows for a reduced overall size and, when folded, a remarkably compact volume.

[0068] Also note that two freewheels (9) are fixed to the fork (13) of the front wheel (6), positioned on either side of the drive sprocket (8). Their function is to reverse the direction of rotation of the sprocket (2). This is necessary because, due to the sliding of the linear guides (11) and the natural movement of the cranks (3), the sprocket (2) rotates in the opposite direction to the vehicle's forward motion. This double freewheel configuration (9) reverses the direction of rotation, so that the drive sprocket (8) rotates in the same direction as the front wheel (6), thus enabling the scooter's effective propulsion. Alternatively, the same effect can be achieved using a direct drive system without a chain: a larger diameter gear (equivalent to the sprocket), fixed to the fork (13), meshes with a smaller gear (equivalent to the pinion) attached to the drive wheel (2).This variant eliminates the need for a chain (10) and free sprockets (9), although its implementation may be more complex.

[0069] Note also that the support piece (12), which connects the second spherical joint (4) to the linear rail bearing (11), serves a dual purpose: on the one hand, it allows for the structural connection between the two elements, and on the other, it ensures the correct support and vertical alignment of the spherical joint (4). Thanks to this arrangement, the pedal / crank assembly (5) / (3) remains in a straight and stable position, preventing lateral tilting.

[0070] As described and shown in the figures, the drive plate (2) should be mounted as close as possible to the front frame of the chassis (1), in the area where it joins the front fork (13). This arrangement offers two key advantages:

[0071] 1. Avoid mechanical interference: by minimizing the distance between the chainring (2) and the front frame (1), the cranks (3) are prevented from colliding with the front wheel (6) when it turns to perform curves or maneuvers.

[0072] 2. Reduces structural stress: If the chainring (2) were mounted far from the front frame (1), the stress generated during pedaling would produce a considerable bending moment on the bearings connecting the fork (13) to the handlebars (14) and the frame (1), compromising their durability. By keeping the chainring close to the frame, this bending moment is minimized, and consequently, the lifespan of these components is extended.

[0073] Additionally, to absorb residual stresses and improve the overall strength, a stress damper or flexible element is planned for the fork section (13) between the chainring attachment point (2) and the front frame (1). This element is not shown in the drawings to avoid unnecessarily cluttering the illustrations, which are already sufficiently detailed for understanding the invention.

[0074] The industrialization of this invention is no more complex than manufacturing a conventional bicycle. However, it offers significant advantages in terms of ergonomics and compactness. Thanks to its small size, it is much more convenient for transport and storage in spaces such as homes, offices, shops, public transport, or private vehicles, where access with a bicycle is usually difficult.

[0075] Furthermore, it offers a more comfortable and ergonomic user experience than a conventional bicycle or scooter. The propulsion system, which uses natural strides, provides a more intuitive and comfortable posture, eliminating the need to be seated, as on a bicycle, or to push off with a foot against the ground, as with conventional scooters, which also have lower speeds. In short, the main advantages are:

[0076] • Compared to a conventional non-motorized scooter: better ergonomics and higher speed.

[0077] • Compared to a bicycle: better ergonomics and smaller size and weight.

[0078] In conclusion, this invention presents clear industrial potential by combining the benefits of the bicycle and the conventional scooter, while eliminating their main drawbacks, without introducing new disadvantages.

Claims

AMENDED CLAIMS received by the International Bureau on 3 February 2026 (03.02.2026) 1. Scooter propelled by the action of two pedals (5), with dimensions compatible with the maneuverability of a scooter and speeds comparable to a bicycle, characterized in that it comprises: • One front drive wheel (6); • A rotary system comprising a chainring (2), a drive sprocket (8), a transmission chain (10) and two pulleys or freewheels (9) arranged on either side of the drive sprocket (8), mounted rigidly on the fork (13); wherein the fixing of the chainring (2) to the fork (13) allows the chain (10) to maintain its alignment with the drive sprocket (8) during orientation turns; and wherein the system of pulleys or freewheels (9) reverses the direction of rotation of the chainring (2), which rotates in the opposite direction to the advance by the reciprocating motion of the connecting rods (3), ensuring that the drive sprocket (8) rotates in the same direction as the displacement; • A front wheel fork (13) connecting the chassis (1) to the front wheel axle (6), characterized in that at least one of its supports has a geometric layout and arrangement configured to avoid the volume occupied by the chainring (2), allowing its accommodation without interference with the wheel (6), the cranks (3) or the chassis (1) during operation and steering maneuvers; • Two sets of connecting rods (3) that connect the front rotary system with the rear linear system, at least the connecting rods attached to the plate (2) having a laterally deviated path towards the outside, defined between the point of attachment to the plate (2) and the point of attachment between said connecting rods, so that they are oriented divergently with respect to the longitudinal axis, regardless of whether said deviation is obtained by means of one or more straight, curved, angled sections or combinations thereof, avoiding interference during operation; • Two bearings (11) with linear rollers or sliders (15), which allow sliding at the rear of the scooter simulating natural footsteps through an elliptical movement, and which are supported by a chassis support structure (1); • Spherical joints (4) that serve as a connection between the ends of the connecting rods (3) and between these and the linear helix bearings (11), instead of conventional two-dimensional bearings; these joints allow articulation in all directions for both the transmission of motion and the transverse articulation of the drive assembly when the wheel turns (6); • Two pedals (5) mounted on the crankset (3) which connects to the rear of the vehicle; where said cranks are joined to the linear rail bearings (11) by means of spherical ball joints (4) which are arranged substantially perpendicular to the pedals, the orientation of these being kept aligned by means of supports (12); characterized in that said spherical ball joints joining with the bearings (11) are threaded to the cranks with a limited axial play, so that when performing a steering maneuver, the pedal / crank assembly can make a slight rotation following the orientation of the wheel (6), the construction arrangement itself preventing the unintentional unscrewing of the ball joints during operation.

2. Scooter propelled by the action of two pedals (5), according to claim 1, characterized in that the rear part of the vehicle comprises two independent slides (15) provided with two linear helix bearings (11) (one for each slide) (15) on which the pedals (5) are mounted, said slides (15) being fixed directly to the chassis (1) and configured so that they do not incorporate additional transmission or drive elements in that area.

3. A scooter propelled by the action of two pedals (5), according to claim 1, characterized in that the transmission chainring (2) has a significantly larger diameter than the drive sprocket (8), providing a transmission ratio that multiplies the linear speed of the user's footfalls, and in that the cranks (3) driving the chainring (2) are longer than those typically used in conventional bicycles intended for users of similar height. The axle of the chainring (2) is substantially aligned in the vertical plane with the axle of the front wheel (6), a configuration that allows the use of these long cranks without risk of interference with the ground, as they are protected by the radius of the front wheel; this assembly allows for a moderate driving force thanks to the high torque generated by the increased leverage arm, while maintaining a reduced overall vehicle size.

4. Scooter propelled by the action of two pedals (5), according to claim 1, characterized in that, in a constructive variant in which a chain (10) and pulleys or freewheels (9) are dispensed with, the reversal of the direction of rotation necessary In order for the drive pinion (8) to transmit the movement in the same direction as the displacement of the vehicle, a system of two direct gears is used, where a first gear of larger diameter, fixed to the fork (13), acts as a driving element (equivalent to the plate), and a second gear of smaller diameter, attached to the axle of the front wheel (6), acts as a driven element (equivalent to the drive pinion), thus reversing the direction of rotation. [0001] [0002]DECLARATION UNDER ARTICLE 19(1) (RULE 46.4) [0003]The applicant submits this set of claims in substitution for any version previously filed under Article 19. The modifications introduced are intended to improve the clarity and technical precision of the invention, based strictly on the subject matter described in the original application: [0004]1. Fork (Claim 1): It is clarified that the oblique configuration applies to at least one of the supports, maintaining its function of preventing interference with the chainring. This adjustment eliminates ambiguities in the interpretation of the fork, being fully consistent with the original description. [0005]2. Connecting rods (Claim 1): The angular limitation has been replaced by a functional definition of "outwardly deflected lateral path", reflecting the technical effect of avoiding mechanical interference. [0006]3. Support structure (Claim 1): The term "support structure" is used to define with greater technical precision the structural frame depicted in the drawings. [0007]4. Ball Joints and Pedals (Claim 1): Amends to specify that perpendicularity and limited axial play are located at the ball joints (4) connected to the bearings (11). This clarification better defines the pivot point of the steering assembly and its structural safety. [0008]5. Transmission ratio (Claim 3): The definition of mechanical advantage has been adjusted by linking the viability of long connecting rods to their alignment in the vertical plane with the wheel axle. [0009]6. Conciseness Adjustments: Narrative expressions have been removed and the term "substantially" has been included to reflect the manufacturing tolerances inherent in the invention. [0010]Conclusion: All modifications are fully consistent with the original description and drawings, seeking exclusively greater legal precision and technical clarity.

Images