EP0000228B1 - Vorrichtung für den Antrieb durch Muskelkraft, von zum Beispiel Fahrzeugen - Google Patents

Vorrichtung für den Antrieb durch Muskelkraft, von zum Beispiel Fahrzeugen Download PDF

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Publication number
EP0000228B1
EP0000228B1 EP19780200055 EP78200055A EP0000228B1 EP 0000228 B1 EP0000228 B1 EP 0000228B1 EP 19780200055 EP19780200055 EP 19780200055 EP 78200055 A EP78200055 A EP 78200055A EP 0000228 B1 EP0000228 B1 EP 0000228B1
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EP
European Patent Office
Prior art keywords
levers
axis
pair
articulation
fixed
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
EP19780200055
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English (en)
French (fr)
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EP0000228A1 (de
Inventor
Paul Zuppiger
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CLIPPER TRUST Co REG
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CLIPPER TRUST Co REG
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Publication of EP0000228A1 publication Critical patent/EP0000228A1/de
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M1/00—Rider propulsion of wheeled vehicles
    • B62M1/24—Rider propulsion of wheeled vehicles with reciprocating levers, e.g. foot levers
    • B62M1/28—Rider propulsion of wheeled vehicles with reciprocating levers, e.g. foot levers characterised by the use of flexible drive members, e.g. chains
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M1/00—Rider propulsion of wheeled vehicles
    • B62M1/12—Rider propulsion of wheeled vehicles operated by both hand and foot power

Definitions

  • the muscular propulsion of a vehicle requires the transformation of the alternative movements of the limbs, arms or legs of the human body into a unidirectional rotation of the rotary drive member.
  • One of the most well-known means of transformation is the crankset used on bicycles, which is simply a system for driving a wheel by two cranks offset by 180 ° relative to one another.
  • the torque resulting from the application of a force on these cranks varies as a function of the angular position of the cranks relative to the direction of the force exerted.
  • the crankset is indeed a mechanism for transforming alternative movements of the legs or arms into a continuous rotary movement insofar as the drive is obtained only during a half-rotation of each crank following the extension of the respective legs.
  • the movement of the legs is not a simple extension movement, since the feet follow the rotation of the pedals so that the legs perform a real connecting rod movement.
  • This movement is especially suitable when the position of the body is substantially vertical or when the body is leaning forward like on a bicycle.
  • this connecting rod movement is less easy to execute from a seat with the body tilted backwards. In addition, in this tilted back position, the body weight cannot be used to strengthen muscle action.
  • crankshaft is provided with a connecting rod intended to be actuated by an oscillating lever.
  • additional energy supply which can be obtained by this system is low.
  • it has the disadvantage of associating two drives using one a rotation, the other an oscillation and that the synchronization of the two movements is physiologically difficult to achieve.
  • the object of the present invention is to remedy, at least partially, the drawbacks of the above-mentioned solutions.
  • the subject of this invention is a muscular propulsion device, in particular for a vehicle having at least three support points, comprising a pair of levers, articulated around a common axis, two flexible transmission elements fixed by one of their respective ends to the respective levers at a certain distance from the pivot points of these levers and at their other ends to respective return springs, each of the flexible transmission elements being connected to the drive shaft of the vehicle by a mechanism freewheel.
  • This device is characterized by the fact that said return springs consist of two blades wound in a spiral, one of the respective ends of which is integral with the second end of one of said flexible transmission elements, while the other of these ends is integral with the hub of a freewheel mounted coaxially with said drive shaft.
  • FIG. 1 very schematically illustrates the propulsion device according to the invention which essentially comprises two levers 1 and 1a articulated around a common axis 2 and which terminate in pedals 3, 3a.
  • Each lever 1, 1a is connected to a drive shaft 4 via a flexible transmission element, in this example a cable 5, 5a and a return spring 6, 6a.
  • These springs consist of blades wound in a spiral around the shaft 4 in the rest position and fixed to this shaft by one of their ends, while the other end of each spring is fixed to one of the cables 5, 5a.
  • These cables are fixed to the levers 1, 1a by means of respective slides 7, 7a.
  • FIGS. 9 and 10 illustrate the detail of the fixing of the cable 5 to the lever 1. It can be seen that the cable 5 must constantly make an acute angle ⁇ with the tangent to the curvature of the lever 1 passing through the anchoring point of the cable 5 This acute angle ⁇ ensures a force which constantly tends to pull the slide 7 towards the end of the lever 1.
  • Flexible positioning elements in this example, cables 8, 8a retain the respective slides 7, 7a passing around the pivot axis 2 of the levers 1, 1a and are fixed to the chassis of the vehicle by an adjustment member 9 illustrated in more detail in FIGS. 9 and 10. As can be seen, this adjustment member 9 has an operating handle 9a, integral with a pawl 9b engaged with a rack 10 integral with the vehicle frame under the action of a spring 11.
  • the displacement of the pawl 9b along the rack 10 makes it possible to modify the length of the cables 8, 8a between the axis 2 of the levers 1, 1a and their anchor points respective to these levers. Consequently, the anchoring points of the cables 5, 5a relative to the axis of the levers 1, 1a are adjustable by this means. As a result, the ratio between the angular displacement of the levers and the number of turns of the drive shaft 4 is variable.
  • FIGS. 2 and 3 illustrating a vehicle whose propulsion device is based on the principle of that schematically illustrated in FIG. 1.
  • the entire propulsion device with its transmission ratio change mechanism is mounted, in this example, on a three-wheeled vehicle 12a, 12b and 12c, two of which are at the front and one at the rear, mounted on a frame 13 carrying a seat 14 and a backrest 15.
  • the propulsion device of FIG. 1 is associated with a second pair of levers 16 and 16a articulated around an axis 17 parallel to the axis 2. These levers are also articulated to two respective control rods 18, 18a which end in handles 19, 19a respectively.
  • FIG. 4 illustrates the detail of the connection mechanism between the levers 1, 1a on the one hand, and 16, 16a on the other hand.
  • the two parallel axes of articulation 2 and 17 of the levers 1, 1a respectively have levers 16, 16a.
  • These levers 16 and 16a are integral with two respective shafts 20, 20a coaxial with the axis 17 and independent of each other.
  • the shaft 20a is integral with a freewheel clutch member 21a associated with a pinion 22a, pivoted around the shaft 20a.
  • the shaft 20 is integral with a freewheel clutch member 21 associated with a pinion 22 pivoted around the shaft 20.
  • Each of the pinions 22 and 22a is engaged with a pinion 23 respectively 23a coaxial with the hinge axis 2 of the levers 1, 1a, these pinions 23, 23a being integral with these respective levers. It follows from this arrangement that, the driving stroke of the levers 1, 1a occurring when the user exerts a push with the feet (see fig. 2) on the pedals 3, 3a, the one-way clutch between the pinions 22, 22a on the one hand and 23, 23a on the other hand must be chosen so that the pinions 22, 22a are driven by the clutch members 21, 21a when a traction of the arms is exerted on the levers 16, 16a by l 'intermediate rods 18 respectively 18a.
  • the pinions 22, 22a being in direct engagement with the pinions 23 respectively 23a, they therefore rotate in opposite directions to one another, so that the levers 1, 1a are motors during an extension of the legs , while the levers 16, 16a are when pulling the arms.
  • This movement corresponds substantially to that of a rower.
  • two possibilities are offered, in one case, the movements of the left members are in phase with those of the right members, in the other case, they are out of phase, thanks to the device illustrated in FIG. 5.
  • the drive mechanism described therefore offers great flexibility in the choice of movements.
  • the freewheeling connection between the levers 1, 1a on the one hand and 16, 16a on the other hand makes it possible to use either the legs or the arms separately, or even the legs and the arms simultaneously.
  • the respective movements of the left and right limbs can be alternated in particular if the support 25 is angularly blocked or, if this support 25 is unlocked, the movements of the legs and those of the arms can be in phase like the movements. of a rower. It is the latter case which makes it possible to obtain the maximum instantaneous energy, while the phase shifted movements make it possible to obtain a substantially continuous energy production.
  • FIG. 6 illustrates the mechanism for transmitting the energy of the levers 1, 1a, 16, 16a on the rear wheel 12c.
  • the springs 6, 6a are fixed by one of their ends to a freewheel clutch member, one of which is visible in section in FIG. 6.
  • This member is associated with the hub of the wheel 12c, the clutch between the member 30 and this hub being chosen so that the drive of the hub occurs when traction is exerted on the return spring 6.
  • the advantage of this arrangement lies essentially in the fact that a spring such as the spring 6 has properties similar to a clockwork movement mainspring, the essential difference residing in the fact that it works in the opposite direction, that is to say, it arms when you unwind it and disarms when you wind it. This difference comes only from the shape initially given to this spring.
  • the clockwork movement spring is capable of delivering a substantially constant force over most of its disarming stroke. Consequently, the return force of the springs 6, 6a is very little dependent on the travel of the cable anchoring points 5, 5a on the levers 1, 1a. Unlike mechanisms using reciprocating levers and cables or transmission chains associated with coil return springs working in traction, the return force hardly increases as a function of the length of the stroke of the element.
  • rods 18 and 18a can be oriented around their respective longitudinal axes and act on respective cables mounted in sheaths 31, respectively 31a like the bicycle brake cables and which are fixed to levers 32, respectively 32a connected by a rod 33 and integral with the articulation axes of the orientation arms 34a, 34b of the wheels 12a respectively 12b.
  • the variant of FIG. 11 differs from the embodiment described above, essentially as regards the connection of the drive by the arms with the pedal drive levers. This variant mainly aims to make the construction lighter.
  • the drive by the arms comprises a tubular guide member 40 in which two rods of semi-cylindrical sections are slidably mounted, each being integral with a lateral handle, one of which is visible in FIG. 11.
  • Each rod housed in the guide member 40 is connected to one of the pedal levers 1 ′, 1'a quite similar to those of the previous embodiment, by a cable 42, 42a, fixed by one end to one of the rods, passing around a double pulley 43, pivoted on a flange 44 integral with the chassis 45 and fixed at the other guide end to an anchoring element 46, respectively 46a, of the levers 1 'respectively l 'at.
  • the cables 8 ', 8'a are used, as in the previous embodiment, to adjust the position of the slides T, 7'a along the levers 1', has it and are for this purpose fixed at their other ends to an adjusting member 9 'slidably mounted along the tubular guide member.
  • the vehicle drive mode is also completely identical to that of the previous embodiment and therefore does not have need to be described.
  • This propulsion device described can be used for any type of vehicle having at least three support points.
  • This device can also be adapted to an instrument intended for indoor muscle training. In this case, only the rear wheel 12c is necessary, this wheel being engaged with a member intended to create a certain resistance, in order to simulate the conditions of propulsion of a vehicle.
  • the vehicle can be simplified, in particular the front wheels and the vehicle guiding device illustrated in FIGS. 2 and 3 can be omitted.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Mechanical Control Devices (AREA)
  • Transmission Devices (AREA)

Claims (5)

1. Vorrichtung zum Antrieb durch Muskelkraft insbesondere für ein Fahrzeug mit mindestens drei Stützpunkten, mit einem Paar Hebeln (1, 1a ; 1', 1'a), die um eine gemeinsame Achse (2) drehbar gelagert sind, mit zwei biegsamen Uebertragungselementen (5, 5a), die mit einem ihrer entsprechenden Enden an den entsprechenden Hebeln (1, 1a ; 1', 1'a) in bestimmtem Abstand von den Drehpunkten dieser Hebel und an ihren anderen Enden an entsprechenden Rückholfedem (6, 6a) befestigt sind, wobei jedes der biegsamen Uebertragungselemente (5, 5a) über einen Freilaufmechanismus (30) mit einer Antriebswelle (4) verbunden ist, dadurch gekennzeichnet, dass die Rückholfedern (6, 6a) aus zwei in Spirale aufgerollten Blättern bestehen, wobei eines der entsprechenden Enden mit dem zweiten Ende eines der biegsamen Uebertragungselemente (5, 5a) formschlüssig verbunden ist, während das andere dieser Enden mit der Nabe eines koaxial auf der Antriebswelle (4) angebrachten Freilaufs (30) formschlüssig verbunden ist.
2. Vorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass jedes biegsame Uebertragungselement (5, 5a) an seinem Hebel (1, 1a ; 1', 1'a) mit Hilfe eines Organs (7, 7a ; 7', 7'a) befestigt ist, das entlang diesem Hebel gleitend angeordnet und zwei Gegenkräften unterworfen ist, von denen die eine durch das biegsame Uebertragungselement (5, 5a) ausgeübt wird, das dazu neigt, dieses Organ von der Schwenkachse des Hebels zu entfernen, während die andere durch ein biegsames Einstellelement (8, 8a ; 8', 8'a) ausgeübt wird, das um die Schwenkachse der Hebel herum aufliegt und am Chassis des Fahrzeugs mittels eines Steuermechanismus (9, 9') für die Länge dieses biegsamen Einstellelements zwischen der Schwenkachse und dem gleitenden Organ befestigt ist.
3. Vorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass die Hebel (1, 1a) mit.entsprechenden Antriebsrädern (23, 23a) formschlüssig verbunden sind, die koaxial zur gemeinsamen Gelenkachse (2) dieser Hebel verlaufen, wobei diese Antriebsräder über ein Zwischengetriebe (24) miteinander verbunden sind, das drehbar auf einem Auflager (25) um eine Radialachse in bezug auf die Gelenkachse schwenkt, wobei dieses Auflager seinerseits um die Gelenkachse drehend angeordnet ist, und Mittel (26, 28) vorgesehen sind, um diese Auflager in bezug auf die Gelenkachse (2) unbeweglich zu machen.
4. Vorrichtung nach Anspruch 3, dadurch gekennzeichnet, dass sie ein zweites Hebelpaar (16, 16a) aufweist, das um eine zweite Achse (17) parallel zu derjenigen des ersten Hebelpaars (1, 1a) drehbar gelagert ist, wobei jeder der Hebel des zweiten Paars mit einem Antriebsrad (22, 22a) koaxial zur Gelenkachse dieses zweiten Hebelpaars mit Hilfe einer Freilaufkupplung (21, 21a) verbunden ist, und wobei jedes dieser Antriebsräder in Eingriff mit einem der Antriebsräder (23, 23a) steht, die mit dem ersten Hebelpaar (1, la) formschlüssig verbunden sind.
5. Vorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass sie zwei Stangen aufweist, die gleitend in einem rohrförmigen Führungsorgan (40) angebracht sind, wobei jede dieser Stangen mit einem der Hebel (1', 1'a) in Abstand von ihrer Schwenkachse über zwei entsprechende Kabel (42, 42a) verbunden ist, die mit einem Ende an der einen der Stangen befestigt sind, welche um ein Doppelführungsrad (43) verlaufen und am anderen Ende an den entsprechenden Hebeln (1', 1'a) befestigt sind.
EP19780200055 1977-06-29 1978-06-20 Vorrichtung für den Antrieb durch Muskelkraft, von zum Beispiel Fahrzeugen Expired EP0000228B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH7970/77 1977-06-29
CH797077 1977-06-29

Publications (2)

Publication Number Publication Date
EP0000228A1 EP0000228A1 (de) 1979-01-10
EP0000228B1 true EP0000228B1 (de) 1981-03-25

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EP19780200055 Expired EP0000228B1 (de) 1977-06-29 1978-06-20 Vorrichtung für den Antrieb durch Muskelkraft, von zum Beispiel Fahrzeugen

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EP (1) EP0000228B1 (de)
JP (1) JPS5414828A (de)
DE (1) DE2860557D1 (de)

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AU584821B1 (en) * 1987-11-02 1989-06-01 Hong Rong Lian A children's mini-car
AU634520B2 (en) * 1989-02-23 1993-02-25 Douglas Michael Young Apparatus for the transmission of power to a rotating member
WO1990009919A1 (en) * 1989-02-23 1990-09-07 Douglas Michael Young Apparatus for the transmission of power to a rotating member
DE9115059U1 (de) * 1991-12-04 1992-02-13 Baptistella, Heinz
EP0706934B1 (de) * 1994-10-12 1999-09-22 Maresch, Herbert, sen. Muskelkraftbetriebenes Sportgerät
AT407867B (de) * 1999-11-24 2001-07-25 Maresch Herbert Sen Dreirad
FR2878815A1 (fr) * 2004-12-08 2006-06-09 Raymond Roger Pierre Laurent Mecanisme a courroie transformant un mouvement alternatif obtenu par l'action des pieds ou des mains d'un utilisateur, en rotation continue
WO2008101502A1 (en) 2007-02-20 2008-08-28 Jensen Palle R Vehicle for carrying a standing person
ITMC20130003A1 (it) * 2013-01-14 2014-07-15 Paolo Boldrini Sistema di trasmissione a pedali indipendenti

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
NL40551C (de) *
US1368696A (en) * 1920-01-30 1921-02-15 Butterfield Louis Martin Toy vehicle
FR564577A (fr) * 1922-07-13 1924-01-05 Mécanisme de transmission pour tous véhicules légers
FR907922A (fr) * 1944-11-22 1946-03-26 Propulseur à pédales à vitesse variable
US3759543A (en) * 1972-05-22 1973-09-18 M Clark Variable speed lever action bicycle drive
US3913945A (en) * 1974-05-01 1975-10-21 Marion A Clark Bicycle with variable speed lever action drive

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Publication number Publication date
DE2860557D1 (en) 1981-04-16
EP0000228A1 (de) 1979-01-10
JPS5414828A (en) 1979-02-03

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