EP1817222A2 - Systeme de commande manuelle d'une roue guidee - Google Patents

Systeme de commande manuelle d'une roue guidee

Info

Publication number
EP1817222A2
EP1817222A2 EP04789972A EP04789972A EP1817222A2 EP 1817222 A2 EP1817222 A2 EP 1817222A2 EP 04789972 A EP04789972 A EP 04789972A EP 04789972 A EP04789972 A EP 04789972A EP 1817222 A2 EP1817222 A2 EP 1817222A2
Authority
EP
European Patent Office
Prior art keywords
power transmission
steering
coupling
transmission line
handles
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.)
Withdrawn
Application number
EP04789972A
Other languages
German (de)
English (en)
Inventor
Bernd Monno
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP1817222A2 publication Critical patent/EP1817222A2/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • 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
    • 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
    • B62M1/14—Rider propulsion of wheeled vehicles operated exclusively by hand power
    • 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
    • B62M1/14—Rider propulsion of wheeled vehicles operated exclusively by hand power
    • B62M1/16—Rider propulsion of wheeled vehicles operated exclusively by hand power by means of a to-and-fro movable handlebar
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/18—Mechanical movements
    • Y10T74/18568—Reciprocating or oscillating to or from alternating rotary
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/20—Control lever and linkage systems
    • Y10T74/20576—Elements
    • Y10T74/20732—Handles
    • Y10T74/2078—Handle bars

Definitions

  • the invention relates to a device for manually driving a steered wheel according to the preamble of claim 1.
  • DE 101 06 283 A1 discloses a device for manually driving a steered wheel arranged on a steering device, which is pivotable about a steering axis oriented perpendicular to the axis of rotation of the steered wheel.
  • This device comprises a first handle with a first coupling device arranged on the first handle and a second handle with a second coupling device arranged on the second handle.
  • the first and the second coupling device are coupled via coupling points to transmit a force transmission line for transmitting a movement of the handles to a drive device cooperating with the hub of the steered wheel.
  • the drive device converts the movement of the handles into a rotational movement of the steered wheel with the aid of the force transmission line.
  • a guide device is provided which is pivotable about the steering axis and which interacts mechanically with the steering device.
  • the guide device further ensures that the handles are movably mounted.
  • the guide device has a mechanical positive guidance such that the handles can be moved symmetrically to a steering symmetry plane in which the steering axis lies and which is oriented perpendicular to the axis of rotation of the steered wheel.
  • the coupling devices of the device known from DE 101 06 283 A1 are designed as two axially spaced chain wheels. These have drive levers with the handles arranged radially on the gear wheels. On both sides of the hub of the steered wheel, drive pinions are arranged with a freewheel, the power transmission train in the form of a link chain between the
  • Parts of the manual drive have a comparatively high moment of inertia and the entire device has a not inconsiderable weight.
  • the present invention is therefore based on the object of providing a device for manually driving a steered wheel, the moving parts of which have a lower mass or a lower mass moment of inertia, so that the entire device is lighter in weight and easier to operate.
  • the power transmission line from the first coupling device via deflection elements, which change the direction of extension of the power transmission line, in a first power transmission section to the drive device and from the drive device via deflection elements, which change the direction of extension of the power transmission line, in one extends second power transmission section to the second coupling device such that the coupling devices move the coupling points of the power transmission line on essentially rectilinear drive tracks.
  • the coupling devices and thus the handles can be guided in such a way that the coupling points of the power transmission line move on essentially rectilinear drive tracks. This makes it possible to make the moving parts of the device smaller and lighter.
  • the characteristic essentially straight-line is understood here so that not only straight-line drive tracks of the coupling points are included in the strictly geometrical sense, but also slightly curved drive tracks. This means that a ratio of the length deviation of the coupling point from a strictly rectilinear drive path to the total length of the drive path, which does not exceed a value of 1:10, is still considered to be slightly curved and thus to be essentially rectilinear in the sense of the present invention.
  • Coupling points in the sense of the present invention are all areas of the coupling device which are connected to the force transmission line in a manner transmitting tractive force.
  • the power transmission line can be formed in one piece or as a combination of several sections. It is only essential that the sections are connected to each other in such a way that a power transmission is possible. Ropes, chains or belts, in particular toothed belts, are suitable for the power transmission line, for example, which can absorb the tensile forces that occur. It is advantageous if the power transmission line does not have any significant elastic change in length and / or a low weight, at least in the area of the first and second power transmission sections.
  • the drive device is preferably designed such that a change in length of the first force transmission section caused by the movement of the handles causes a change in length of the opposite sign and the same amount of the second force transmission section.
  • the symmetry of the handle movement is therefore accompanied by a symmetrical change in length of the two power transmission sections.
  • the handles can be moved on a variety of rotary and / or translational handle guideways. Only the symmetry of the handle guideways with respect to the steering symmetry plane is essential.
  • the guideways each have two guideway end sections.
  • Handles can be symmetrical in alternating movements
  • Spring elements are preferably provided in such a way that when the handle moves in the region of the guideway end sections, a spring force that is oriented opposite to the direction of movement of the handles builds up. As a result, the spring elements also function as energy stores, which release the energy introduced when the movement is reversed.
  • the forced guidance of the handles is realized in such a way that the force transmission line, starting from the first coupling device, forms a coupling section which is connected to the second coupling device via a coupling deflection element and the two force transmission sections (30, 31) are coupled to one another via the drive device 4 to transmit tractive force.
  • the coupling deflection element deflects the coupling section of the power transmission line with respect to its spatial direction of extension. It is particularly simple if the coupling deflection element deflects the power transmission line by essentially 180 degrees. This ensures that the movement of the handles is oriented symmetrically to the plane of steering symmetry and that no further deflection element is required for the coupling section of the power transmission line between the coupling deflection element and the second coupling device.
  • a simple symmetrical construction of the device results from the fact that the second force transmission section of the power transmission line has a force transmission deflection element for deflecting the direction of extension of the second force transmission section, this force transmission deflection element being oriented mirror-symmetrically to the steering axis in relation to the coupling deflection element of the coupling section is.
  • the steering device for receiving the steered wheel preferably has a fork which is designed and arranged symmetrically to the steering symmetry plane. Furthermore, the steering device comprises a steering shaft which is arranged on the fork and extends along the steering axis. A cross member extending transversely to the steering axis is preferably attached to the steering shaft. The coupling deflection element and the power transmission deflection element are fixed at its end sections. In order to ensure the symmetry of the handle movements, the cross member is preferably designed symmetrically to the steering symmetry plane, at least with regard to the positioning of its end sections.
  • the steering device instead of a fork has a bearing arm on which the steered wheel is mounted. It is not imperative that the bearing arm is oriented lying in the steering symmetry plane.
  • a first and a second force deflection element are fixed on the steering shaft and / or on the cross member in order to deflect the first and the second force transmission section of the force transmission line in the direction of the drive device.
  • the drive device is usually arranged in the region of the hub or the fork of the steering device.
  • a preferred embodiment of the drive device provides that the cross member has two sliding sections that are symmetrical to the plane of steering symmetry.
  • the handles are designed such that they can be moved back and forth together with the associated coupling devices along these sliding sections.
  • both the handle and the cross member in the area of the sliding sections can be designed with respect to their cross-sectional geometry such that pivoting of the handle around the sliding axis is blocked.
  • a guide rail spaced apart on the cross member is provided essentially parallel to the sliding sections and cooperates with stabilizing elements arranged on the handles for stabilizing the movement of the handles.
  • stabilizing the movement of the handles is to be understood here that the handles can be moved essentially only along the sliding axes defined by the sliding sections during use of the device, even with strong forces acting on them.
  • the drive device provides for the symmetrical movement of the handles to be realized via symmetrical lever movements.
  • the first and the second handle are designed as end sections of a first and a second lever arm, the lever arms being articulated on the steering device in such a way that the first and the second handle can be pivoted substantially adjacent to the cross member.
  • the coupling device with the coupling points for the power transmission line is arranged on each of the lever arms. It may be advantageous to mount the coupling points so that they can move with respect to the coupling device in such a way that the handle guide track, which is inevitably curved due to the lever movement, entails a less strongly curved drive guide track for the coupling points.
  • the coupling points on the coupling device are displaceably mounted in a defined deflection area along an axis that extends parallel to the direction of extension of the levers.
  • the movement of the coupling points on the drive guideways is designed to be essentially rectilinear in the sense of the preceding definition, both for movable and for fixed mounting of the coupling points.
  • lever arms in a fork which has a fork head in a known manner are articulated symmetrically to the steering symmetry plane in the region of the fork head.
  • another type of positioning of the lever arms is also conceivable, for example in the area of the steering shaft.
  • a further variant of the device according to the invention provides a forced guidance between the first and the second handle without using a coupling section of the coupling acting between the two coupling devices
  • the handles are designed as end sections of a first and a second L-shaped lever arm.
  • the lever arms are arranged symmetrically to the steering symmetry plane and can each be pivoted about a pivot axis extending outside the steering symmetry plane. This pivot axis is preferably arranged in the angled region of the L-shaped lever arms.
  • the end sections of the two L-shaped lever arms facing away from the handles, they are mounted in a common bearing device arranged in the region of the steering symmetry plane such that the pivoting movement of one lever arm by the bearing device inevitably causes a symmetrical pivoting movement of the other lever arm.
  • the coupling devices of the power transmission line are arranged on the lever arms adjacent to the bearing device. This arrangement of the coupling devices is preferably formed symmetrically to the steering symmetry plane.
  • this variant of the invention is not necessarily tied to a "strict" L-shaped geometry of the two lever arms. It is also conceivable for the lever arms to be curved, the steering axes being arranged symmetrically between the end sections of the curved lever arms in order to translate the pivoting movement of the handles provided at one end of the handles into a pivoting movement of the associated other end sections.
  • the guide device preferably has a U-shaped, downwardly bent cross beam arranged symmetrically to the steering symmetry plane.
  • the two lever arms are articulated in the region of their pivot axes on the two legs of the cross member pointing downward in the direction of the drive device.
  • the power transmission line has no coupling section mediating between the first coupling device and the second coupling device, the
  • Power transmission line with a first end and a second end each at a first fixation point and at a second fixation point relative to the Cross member fixed.
  • the fixing points are arranged opposite one another in relation to the bearing device of the lever arms.
  • the power transmission line is preferably fixed at its first end between the lever arms and the drive device on the fork and / or the steering shaft in the first fixing point. Starting from this fixing point, the force transmission line extends over the first coupling element in the form of a first force deflecting element to the drive device and thereby forms the first force transmission section.
  • the second end of the power transmission line is fixed to the steering shaft and / or to the cross member in a second fixing point, the power transmission line extending from the second fixing point via the second force deflection element to a power transmission deflection element fixed to the cross member and from there to the drive device.
  • the power transmission line forms the second force transmission section between the second force deflection element and the drive device.
  • a preferred variant of this embodiment is characterized in that the force transmission line is detachably fixed to the steering device at the first and at the second fixing point.
  • the ends of the power transmission line can be detached from the steering device by means of a respectively assigned switching device and fixed to regions of the power transmission section of the power transmission line running adjacent to the fixing points.
  • the power transmission line runs in the form of a fixed loop around the coupling devices designed as force deflection elements. A pivoting of the coupling devices is thus transmitted in a ratio of 1: 1 to the power transmission line.
  • a locking device for blocking the handle movement is also advantageous, regardless of the possibility of changing the translation. It may be desirable to be able to block the movement of the handles. This applies to all variants of the manual drive device.
  • the bearing device of the two lever arms is preferably designed as an elongated slot-shaped link arranged in the end section of the first lever arm and a guide bolt provided at the end section of the second lever arm and displaceably arranged in the link.
  • the various embodiments of the manual drive device described above can each be combined with a plurality of drive devices for the steered wheel described below.
  • An advantageous first variant of such a drive device comprises a first torque transmission device provided on one side of a hub of the steered wheel, which is provided with a freewheel, and on the other side of the hub a second torque transmission device provided with a freewheel.
  • the power transmission line or an extension line attached to the power transmission line to transmit tractive force runs from the first torque transmission device to the second torque transmission device by means of an interchangeable deflection element arranged on the steering device.
  • the power transmission train is guided such that when the train moves in a first direction, the first torque transmission device transmits torque in the drive direction to the wheel and, at the same time, the second torque transmission device rotates freely in the freewheeling direction.
  • the second torque transmission device accordingly transmits torque in the drive direction of rotation and the first torque transmission device rotates freely.
  • the two torque transmission devices are attached such that both force transmission sections are arranged on the same side of the axis of rotation of the steered wheel. This can be necessary in particular if a disc brake device is already arranged on one of the two sides and thus leaves little space for a torque transmission device.
  • the interchangeable deflection element only serves to guide the force transmission line between the two torque transmission devices. There is no "change of sides" of the power transmission line between the two ends of the hub of the steered wheel.
  • the area of the power transmission line or of the extension line between the first and the second torque transmission device is referred to in the following as a changeover section.
  • the power transmission line or the extension line is in each case in operative connection with the first and the second torque transmission device.
  • the power transmission line or the extension line is guided from the first to the second torque transmission device in such a way that a movement of the power transmission line in the first direction of movement results in a power transmission via the first torque transmission device to the steered wheel and at the same time an actuation of the freewheel of the second torque transmission device opposite to the drive direction the second torque transmission device.
  • a reversal of the direction of movement of the power transmission line then leads accordingly to the fact that a driving force can be transmitted to the steered wheel with the second torque transmission device, and at the same time the freewheeling of the first torque transmission device is actuated.
  • the design of the torque transmission devices depends on whether the effective section of the power transmission train that is operatively connected to the torque transmission devices is designed as a rope, chain or toothed belt. If the active section is designed as a chain, the associated torque transmission device can be easily designed as a chain wheel.
  • Another variant is at least one
  • a cable drum element preferably has a spiral groove on the lateral surface, the cross section of which is U-shaped, the radius at the bottom of the U-shaped groove should be smaller than half the diameter of the power transmission line or extension line designed as a pulling cable.
  • a mechanical clamping device can be provided, which ensures a tension-transmitting connection between the power transmission line or extension line and the cable drum element. If a mechanical clamping device is provided, it is located approximately in the middle of the cable drum element and the force transmission line or the extension line wraps around the cable drum element with more than twice the length that the line is moved by a maximum deflection of the handles.
  • the use of a clamping device can also be dispensed with.
  • first or the second torque transmission device is designed in the form of a chain wheel or in the form of a cable drum element or as a combination of these two variants, it can be advantageous if they have different diameters from one another. Due to the anatomy of the human body, the user of the device according to the invention can exert a greater force when compressing the handles than when pulling apart. In such a case, the different diameters of the torque transmission devices ensure that when the handles are pulled apart, despite the lower applied force, a torque of the same size as compared to the compression of the handles can be transmitted to the steered wheel.
  • a further advantageous variant of the device with this drive device provides for the force transmission line or the extension line in the region of the interchangeable section between the first and the second - Form torque transmission device at least in sections elastically stretchable.
  • the power transmission sections are inevitably shortened.
  • the elasticity of the interchangeable section is designed in such a way that the tensile force of the interchangeable section can absorb the length of the force transmission sections released by the compression of the suspension device.
  • the torque transmission device that is not acted upon by a driving force rotates in the freewheeling direction. If no force is exerted on the steering handles, both torque transmission devices rotate in the freewheeling direction, driven by the tensile force of the elastic interchangeable section.
  • the suspension device rebounds, the power transmission sections of the power transmission line can only reach their original length by driving the front wheel in the direction of travel.
  • the drive device thus simultaneously acts as damping for the suspension device, the vibration energy being partially converted into propulsion of the steered wheel.
  • Another variant of the device with the drive device described above provides that both the first power transmission section and its end section adjacent to the extension strand are guided around a deflection roller and are fixed to the steering device by means of a coupling device in the area between the deflection roller and the exchangeable deflection element ,
  • the deflection rollers therefore ensure a tensile force-transmitting connection between the power transmission line and the assigned extension line as a function of loose rollers. This results in a ratio of 2: 1 between the movement of the power transmission line and the movement of the extension line.
  • This variant represents a cheaper and simpler variant for the provision of variable gear ratios in comparison to hubs and derailleur gears. Nevertheless, it is also conceivable to design the hubs of the steered wheel with derailleur or hub gears in all described exemplary embodiments of the drive device.
  • a further variant of the device features a drive device in the form of a gear device arranged at one end of the hub of the steered wheel, to which the first power transmission section and the second power transmission section of the power transmission train are coupled.
  • This transmission device is designed in such a way that the alternating movement of the first and second power transmission sections caused by the alternating movement of the handles brings about a torque transmission to the steered wheel for each direction of movement of the power transmission line.
  • An embodiment variant of such a transmission device provides a first drive sprocket which is arranged on the hub of the steered wheel and cooperates with the power transmission train and which has a freewheel counter to the drive direction of the steered wheel.
  • a first gear is arranged on the hub axially offset from the first drive sprocket.
  • This first toothed wheel meshes with a second toothed wheel arranged laterally offset to the first toothed wheel, the second toothed wheel having a second drive sprocket arranged axially spaced apart from it and coupled to the power transmission line.
  • the power transmission line which is designed in the form of a chain in the region of the first and second sprockets, thus moves both the first and the second drive sprockets in the same direction. If the power transmission train moves the first drive sprocket in the drive direction, the second drive sprocket runs in freewheel mode. The power transmission train moves opposite, so the first drive sprocket runs in freewheel and the second drive sprocket drives the associated second gear, which in turn meshes the first gear. In this way, the rotational movement of the second drive sprocket is brought to the steered wheel via the two assigned gears as propulsion.
  • the user of the hand drive device applies different forces when compressing and pulling the handles apart.
  • a suitable selection of the two gearwheels allows a translation which is pleasant for the user to be set, so that despite the lower force when the handles are pulled apart, essentially the same torque is brought to the steered wheel as propulsion.
  • a further variant of the drive device has a first and a second sprocket on the end sections of the first and second power transmission sections facing the steered wheel, each of which is suspended from the sprocket axis of rotation by means of a holding device.
  • the drive device has a chain which interacts with the two sprockets and has two ends which, from their first end, which is fixed on the steering device between the axis of rotation and the first sprocket, via the first sprocket about an axis arranged on the axis of rotation
  • Drive sprocket with freewheel and back extends around the second sprocket to the second end fixed between the axis of rotation and the second sprocket on the steering device.
  • the first and second sprockets act as "loose" rollers. That is, a change in length of the first and second power transmission sections coupled to the sprockets is changed in a ratio of 2: 1 to a change in length of those with the sprockets cooperating chain of the drive device implemented.
  • the ends of the chain are detachably fastened to the steering devices, the chain ends having coupling devices which allow coupling to adjacent chain sections in such a way that the end sections of the chain each form a closed loop around the chain wheels.
  • the translation with respect to the change in length of the power transmission line and the chain of the drive device is 1: 1.
  • force is applied to the steered wheel only in one direction of movement of the handles. It is therefore advantageous to provide a spring element which is compressed in the opposite direction of movement of the handles and thus stores the force introduced. This is then released again when the handles are reversed and thus converted into propulsion of the steered wheel.
  • the variant of the drive device described above can also be implemented instead of the chains and “loose” rollers designed as chain wheels with a cable pull or toothed belt and loose rollers in the form of cable rollers or pinions for toothed belts.
  • torque transmission devices are provided on the hub of the steered wheel, the first power transmission line for power transmission with the first
  • Torque transmission device and the second power transmission train for power transmission cooperates with the second torque transmission device. It is therefore no longer necessary to provide an interchangeable deflection element in order to guide the force transmission line or an extension line coupled to it from the first torque transmission device to the second torque transmission device in an exchange section.
  • Figure 1 shows a first variant of the manual drive device according to the invention
  • Figure 2 shows the first variant according to Figure 1 in combination with a differently designed drive device
  • Figure 3 shows the first variant of the device according to Figures 1 and 2 in combination with a second variant of a drive device
  • Figure 4 shows a second variant of the hand drive device with two power transmission lines
  • Fig. 55 a third variant of the manual drive device with a drive device designed as a gear device
  • FIG. 6 shows the transmission device from FIG. 5 in detail
  • FIG. 7 shows a fourth variant of the manual drive device
  • Figure 8 shows a fifth variant of the manual drive device
  • Fig. 99 shows a variant of the manual drive device from FIG. 8 in detail
  • Figure 10 shows the first variant of the device according to Figures 1 and 2 in combination with a third variant of a drive device.
  • FIG. 1 shows a first embodiment of the device for the manual drive of a steered wheel R arranged on a steering device 1, which is about a perpendicular to the
  • Axis of rotation D of the steered wheel oriented steering axis L is pivotable.
  • a manual drive device of this type can be used in particular in the case of a front wheel the commercially available bicycle known in the art. For reasons of clarity, the pictorial representation has therefore been omitted to show the other components of such a bicycle, since these are known from the prior art anyway.
  • the steered wheel R with its axis of rotation D is arranged in a known manner by means of a wheel hub N in a fork 10 of the steering device 1.
  • the fork 10 has a fork head 101 which is formed symmetrically to the axis of the steering shaft 11, which extends upwards along the steering axis L, i.e. away from the steered wheel R, extends.
  • a cross member 12 oriented transversely to the steering axis L is attached to the steering shaft 11 via a stem.
  • This cross member 12 is formed in this first embodiment as a straight tube element.
  • the cross member 12 is arranged symmetrically to a steering symmetry plane in which the steering axis L lies and which is oriented perpendicular to the axis of rotation D of the steered wheel R.
  • a first handle 20 and a second handle 22 are arranged on the cross member 12 to the right and left of the steering symmetry plane.
  • the handles 20, 22 extend essentially in the direction of travel of the steered wheel R and are angled slightly upwards.
  • the grip position is usually selected so that a cyclist can comfortably apply force to the handles to move them parallel to the steering symmetry plane.
  • the handles are preferably oriented mirror-symmetrically to the steering symmetry plane.
  • the first and the second handle 20, 22 each have a coupling device 21, 23, which fulfills various functions.
  • the handles 20, 22 are coupled to the cross member 12 via the associated coupling devices 21, 23.
  • the coupling devices 21, 23 enclose the cross member 12 in such a way that the handles can be displaced along the extension axis of the cross member 12.
  • the coupling devices 21, 23 ensure the fixation of a power transmission line 3 via coupling points. As a result, a tensile force-transmitting connection between the force transmission line 3 and the coupling devices 21, 23 and thus indirectly also with the handles 20, 22 is established.
  • the power transmission line 3 is made at least in sections, in particular from a high-strength, lightweight rope with a core of pre-stretched polypropylene.
  • the coupling devices 21, 23 act as a guide device 2 with the cross member 12 in order to ensure a movable mounting of the handles 20, 22.
  • the cross member 12 is designed as a tube with a circular cross section.
  • the coupling devices 21, 23 enclose this tubular cross section in such a way that the coupling devices 21, 23 can be moved along the axis of extension of the cross member 12 with little friction. This displacement takes place along sliding sections 13, 14, which are arranged as sections of the cross member symmetrically to the steering symmetry plane.
  • a guide rail 15 is arranged parallel to the cross member 12.
  • the guide rail 15 is rigidly coupled to the cross member 12 via two longitudinal struts fastened to the ends of the cross member 12.
  • the guide rail 15 has a U profile, which is open in the direction of the cross member 12.
  • stabilizing devices 200, 220 slide from each coupling device 21, 23 into the guide rail 15.
  • the stabilizing devices 200, 220 in cooperation with the guide rail, prevent the coupling devices 21, 23 or the handles 20 from rotating radially. 22 um Dön cross member 12.
  • the assembly consisting of handles, coupling devices and stabilizing devices is particularly weight-saving
  • Stabilizing elements 200, 220 support the coupling devices 21, 23 in the function of a support lever such that twisting of the Coupling devices 21, 23 is prevented. It would also be possible to dispense with a guide rail 15 if the cross-sectional geometry of the cross member 12 itself prevents the coupling devices 21, 23 and the handles 20, 22 from rotating. It would also be conceivable that stabilization devices engage in the direction of the cross member in a guide groove formed in the cross member.
  • the force transmission line 3 extends parallel to the direction of extension of the cross member 12 to the first end of the cross member 12 arranged to the left of the steering symmetry plane.
  • a power transmission deflection element 36 in the form of a deflection roller is provided there , This deflection roller is arranged on the first longitudinal strut such that the power transmission line 3 coming from the coupling point of the first coupling device 21 is deflected by essentially 180 °.
  • the force transmission line therefore runs back again, past the first coupling device 21 to a first force deflecting element 37 which is also designed as a deflecting roller.
  • This force deflecting element 37 is fixed to the crossmember 12 next to the first sliding section 13 of the crossmember 12. This deflection element 37 changes the direction of extension of the power transmission line 3 essentially by 90 ° and deflects the line 3 in the direction of the hub of the steered wheel R.
  • the force transmission line 3 in the other direction likewise runs essentially parallel to the direction of extension of the cross member 12 past the second coupling device 23 to the second end of the cross member 12 with the second longitudinal strut.
  • a coupling deflection element 35 in the form of a deflection roller is attached to this second longitudinal strut symmetrically to the plane of steering symmetry.
  • This deflecting element 35 in turn changes the direction of extension of the power transmission train 3 essentially by 180 °, so that it reaches the second coupling device 23.
  • the non-positive connection between the power transmission line 3 and the second coupling device 23 is ensured by a coupling point.
  • the power transmission line 3 is then guided further in the direction of the steering symmetry plane to a second force deflection element 38.
  • This second force deflecting element 38 is likewise designed in the form of a deflecting roller and is fastened to the cross member symmetrically with respect to the first plane of symmetry with respect to the plane of steering symmetry.
  • This second deflection roller 37 also directs the Power transmission line 3 essentially by 90 ° in the direction of the hub of the steered wheel R.
  • the force transmission line 3 extends in a coupling section 32 via the coupling deflection element 35 from the coupling point of the first coupling device 21 to the coupling point of the second coupling device 23, there is a non-positive connection between the two handles 20, 22.
  • This non-positive connection is forced in a simple manner a movement of the two handles 20, 22 symmetrical to the plane of steering symmetry along the two sliding sections 13 and 14.
  • the power transmission line 3 forms a first power transmission section 30 on the way via the power transmission deflection element 36 and the first force deflection element 37 to the drive device 4 arranged in the region of the hub of the steered wheel R.
  • the power transmission line 3 forms a second power transmission section 31 on the way from the coupling point of the second coupling device 23 via the first power deflection element 37 to the drive device 4 arranged in the region of the hub of the steered wheel R.
  • the positive coupling realized via the coupling section 32 of the power transmission line 3 ensures that the two handles 20, 22 are moved apart to move them symmetrically to the plane of steering symmetry.
  • the positive coupling realized by the force-locking coupling of the two power transmission sections 30, 31 accordingly leads to the symmetrical movement of the handles 20, 22 when the handles 20, 21 are pressed together.
  • the change in length of the first force transmission section 30 caused by these handle movements occurs is accompanied by an identical, reversed change in length of the second power transmission section 31.
  • the first and the second power transmission section 30, 31 each run in sections in the area of the drive device 4 as a link chain.
  • the power transmission train 3 interacts with first and second torque transmission devices 40, 41 designed as drive sprockets.
  • Drive sprocket 40 is on one side of the hub N of the steered wheel R, the second drive sprocket 41 in a symmetrical arrangement on the opposite wheel side.
  • Each of the two drive sprockets 40, 41 has a freewheel on the axis of rotation D of the hub N counter to the drive direction of the steered wheel.
  • the power transmission line 3 runs with its two chain sections around the two drive sprockets 40, 41, up to the clevis 101. In this way, the power transmission line 3 is again designed as a line section.
  • An interchangeable deflection element 39 in the form of a deflection roller deflecting the power transmission line 3 is arranged on the fork head 101.
  • the interchangeable deflection element 39 redirects the power transmission line from the side of the first drive sprocket 40 oriented forward in the direction of travel to the side of the second drive sprocket 41 oriented forward in the direction of travel.
  • the change from one to the other torque transmission device takes place in such a way that when the power transmission line 3 moves, one of the two drive sprockets 40, 41 is moved in the drive rotational direction of the wheel R and the other drive sprocket in the freewheeling direction.
  • FIG. 2 essentially shows the first variant of the manual drive device according to FIG. 1 in combination with a differently designed drive device 4.
  • the same reference numerals are therefore used for the same components. Reference is made to the preceding description unless there is a different configuration.
  • the force deflection elements 37, 38 are arranged such that the first force transmission section 30 extends in sections parallel to the second force transmission section 31, ie before the two force transmission sections are deflected towards the wheel R.
  • the steering symmetry plane In contrast to Figure 1, the steering symmetry plane. It is clear that the arrangement of the force deflection elements 37, 38 depends on the design of the drive device 4 and the geometry of the fork 10. A large number of fork variants are known from the bicycle sector, each of which requires different drive devices 4 with different geometries with regard to the guidance of the power deflection strand 3.
  • the drive device 4 according to FIG. 2, like the drive device described above, is designed symmetrically to the steering symmetry plane.
  • the first power transmission section 30 runs in the direction of the hub N of the wheel R and thereby forms a loop around a deflection roller 47, the end of the first power transmission section 30 being fixed to the fork head 101 by means of a coupling device 300.
  • the axis of rotation of the deflection roller is arranged essentially parallel to the axis of rotation D of the steered wheel and is connected to an extension strand 3 ′ in a manner that transmits tractive force.
  • This extension strand 3 'initially runs with a first chain section around a first drive sprocket 40, as shown in FIG. 1.
  • the extension strand 3 ′ forms the change section 33 of the force transmission strand 3.
  • the first and second deflecting rollers each act as loose rollers in such a way that the change in length of one of the two power transmission sections 30, 31 is passed on in half to the extension strand 3 '. In this way, a translation is easily achieved in the transmission of force between the handles and the axis of rotation D of the steered wheel R.
  • the two coupling devices 300, 301 allow the respectively fixed first and second force transmission sections 30, 31 to be released and the free ends to be coupled to adjacent regions of the respective force transmission section 30, 31 in such a way that the functionality of the deflection rollers 47, 48 as loose rolls is lifted.
  • the power transmission then takes place in a ratio of 1: 1.
  • coupling means are provided on the adjacent areas of the respective power transmission sections 30, 31, which allow a connection to the ends of the power transmission sections 30, 31.
  • These coupling means preferably act purely mechanically, for example by means of a plug-in and / or locking mechanism.
  • FIG. 3 shows the first variant of the manual drive device according to FIGS. 1 and 2 in combination with a second variant of a drive device.
  • the first and second power transmission sections 30, 31 each couple to a loose sprocket 49, 49 '.
  • the two power transmission sections 30, 31 are each via one Retaining bracket coupled to the axes of rotation of the two sprockets 49, 49 '.
  • Both sprockets 49, 49 ' are arranged on one side of the wheel R. This means that the two force deflection rollers 37, 38 are arranged on one side of the steering symmetry plane and therefore not symmetrically on the cross member 12.
  • the two sprockets 49, 49 ' are each operatively connected to an extension strand in the form of a link chain 44.
  • the first and second ends 45, 46 of the chain 44 are each fastened to the fork 10 between the chain wheels 49, 49 'and the hub N of the wheel R by means of coupling devices 450, 450'.
  • the first end 45 of the chain 44 runs essentially parallel to the second end 46 in the direction of the chain wheels 49, 49'.
  • the two sprockets are held by the power transmission sections 30, 31 one behind the other in the direction of travel and parallel to the steering symmetry plane.
  • the two chain ends 45, 46 loop around the first and the second sprocket 49, 49 'and then run downwards to the hub N of the wheel R. There the two chain ends 45, 46 converge around a drive sprocket 46.
  • the drive sprocket 46 is arranged in accordance with the drive devices from FIGS. 1 and 2 with a freewheel on the hub N.
  • force is transmitted in the direction of advance of the wheel R either when pulling apart or when the handles 20, 22 are pressed together.
  • a spring device can be provided on or in the cross member 12, which is tensioned by the movement of the handles 20, 22, in which no force is applied to the wheel R in the direction of advance. This force is then released again when the handle is moved in the direction of advance.
  • first and second sprockets 49, 49 'each act as loose rollers, which leads to a power transmission ratio of 2: 1.
  • the coupling devices 450, 450 'each allow the chain ends 45, 46 to be released from the fork and the ends 45, 46 to be coupled to regions of the chain running adjacent thereto in such a way that the power transmission takes place in a ratio of 1: 1.
  • Figure 4 shows a second variant of the manual drive device with two power transmission lines 3, 3 ".
  • Parallel to the first power transmission line 3 is a second power transmission line 3 ′′ via parallel coupling deflection elements 36, 36 'and power transmission Deflection elements 35, 35 'are provided.
  • twice as many force deflection elements are provided in such a way that the first power transmission line 3 and the second power transmission line 3 ′′ each have its first and second power transmission sections 30, 31, 30 ', 31' in the direction of one in the area of the hub N of the wheel R provided drive device 4.
  • the power transmission sections 30, 31, 30 ', 31' can each interact with an associated torque transmission device.
  • FIG. 5 shows a third variant of the manual drive device with a drive device 4 designed as a gear device.
  • the guide device 2 of this variant is designed such that the handles 20, 22 are arranged at the ends of two lever arms 24, 25.
  • the lever arms 24, 25 are articulated in the region of the fork head 101 and their pivot axes 240, 250 are arranged symmetrically to the plane of steering symmetry. They extend essentially in a straight line from the pivot axes 240, 250 to the handles 20, 22. This provides a symmetrical movement of the handles 20, 22, which has guideways in the form of circular sections.
  • the two coupling devices 21, 23 are provided adjacent to the handles on the levers 24, 25.
  • the course of the power transmission line 3 and the arrangement of the deflection elements 35, 36, 37, 38 essentially corresponds to that of the devices in FIGS. 1 and 2, the axes of rotation of the coupling deflection element 35 and of the force transmission deflection element 36 essentially parallel to the steering axis L. are oriented. This makes it possible to arrange the lever arms 24, 25 in such a way that they run during the symmetrical pivoting movement between the reciprocating power transmission line.
  • the coupling devices 21, 23 are designed here in such a way that the coupling point of the force transmission line 3 can slip along the direction of extension of the respective lever arms 24, 25, around the curvature of the circular section Compensate guideways of the handles 20, 21. In this way, essentially straight-line drive paths of the coupling points of the power transmission line 3 result.
  • the first and the second power transmission line 30, 31 are deflected by the force deflection elements 37, 38 on the same side of the wheel R. There, the two sections 30, 31 are operatively connected to a drive device 4 in the form of a freewheel gear.
  • the freewheel gear 4 is shown in detail in FIG. For the sake of clarity, the illustration of a transmission housing for sheathing and fastening the transmission to the hub N of the wheel R has been omitted.
  • the first power transmission section 30 runs in the form of a link chain section to a first sprocket 42 arranged on the hub N.
  • the first sprocket 42 has a freewheel counter to the direction of rotation of the wheel R.
  • a second sprocket 43 with a substantially parallel axis of rotation is provided radially spaced from the first sprocket 42. This second sprocket 43 also has a freewheel, but this is oriented opposite to that of the first sprocket 42.
  • the first power transmission section 30 runs around the first sprocket 42 to the second sprocket 43, and thus merges with the second power transmission section 31.
  • a first and a second gear 42 'and 43' are provided axially spaced from the two sprockets 42, 43, respectively.
  • they rotate the associated gear wheels 42 ', 43' in the same direction.
  • sprockets and gears run freely against each other.
  • the gears are arranged such that the first gear 43 'meshes with the second gear 42'. If power transmission line 3 now moves clockwise, force is applied to wheel R via first sprocket 42 ′.
  • the second sprocket 43 is idling.
  • the first sprocket 42 is idling, the second sprocket 43 drives the second gear 43 ', which in turn meshes with the first gear 42'.
  • the first gear 42 ' is driven in the forward direction of rotation of the wheel R and transmits power to the wheel R.
  • desired power transmission ratios can be achieved by selecting different diameters of the chain wheels 42, 43 and / or the gear wheels 42 ', 43'. This takes into account the fact that a user pulls apart the handles can usually apply less force than when pressed together.
  • FIG. 7 shows a fourth variant of the manual drive device with a further variant of a drive device.
  • This manual drive device corresponds essentially to the illustration from FIG. 5. The only difference is that the ends of the cross member 12 are bent downward symmetrically to the plane of steering symmetry to the wheel.
  • the drive device 4 corresponds to the principle of action and the assembly geometry of the drive device shown in FIG.
  • the torque transmission devices are designed as cable drum elements 40, 41. This has the advantage that the mass of drive chains can be saved with the total mass of the parts with alternating direction of movement and that the force transmission line 3 can be embodied consistently in the form of a rope.
  • FIG. 8 shows a fifth variant of the manual drive device in combination with the drive device 4 from FIG. 1.
  • the cross member 12 is bent downwards.
  • the guide device 2 is designed differently.
  • the handles 20, 22 are arranged at the end of two lever arms 24, 25.
  • these lever arms 24, 25 are shaped as angle elements.
  • Each angle element 24, 25 extends with its one leg transversely to the steering symmetry plane and then bends upwards in an angular section. The bending angle is almost 90 °.
  • the handles 20, 22 are arranged symmetrically to the steering symmetry plane.
  • the other end sections are coupled to one another in the region of the steering symmetry plane via a bearing device 26 such that the levers can be moved symmetrically to the steering symmetry plane about the pivot axes 240, 250 arranged in the angular region of the levers and coupled to the cross member 12.
  • the bearing device 26 comprises a straight-line link arranged in the first lever 24 and a bearing pin arranged on the second lever arm 25 and engaging in the link. at the symmetrical movement of the handles 20, 22, the bearing pin moves back and forth between the two end portions of the backdrop.
  • the first and second coupling devices 21, 23 are provided for coupling a power transmission line 3. Both coupling devices 21, 23 are designed in the form of deflection rollers.
  • the first end of the power transmission line 3 is fastened below the first coupling device 21 on the steering device 1, here on the steering shaft 11 in a fixing point 340. From there, the power transmission line 3 extends in the first power transmission section 30 around the first coupling device 21 to the drive device 4.
  • the second end of the power transmission line 3 is fastened above the second coupling device 23 to the cross member 12 at a fixing point 340 ′. From there it wraps around the second coupling device, runs upwards again to a force transmission deflecting element 36 in the form of a deflecting roller which is arranged in the region of the kink point of the cross member 12. This deflection roller deflects the power transmission line 3 essentially downward in the direction of the drive device 4. It is essential that the force transmission deflection element 36 is arranged above the fixing point 340 ′ of the second end of the force transmission line 3.
  • This arrangement ensures that the coupling devices 21, 23 move up and down symmetrically to the axis of symmetry during the pivoting movement of the handles 20, 22 and shorten or lengthen the first and the second force transmission sections 30, 31 in the opposite direction, in order to reduce the force to be able to transfer to the drive device.
  • a change in the power transmission to the ratio 1: 1 can be achieved by lifting the function of the loose rollers.
  • a suitable modification of the manual drive device from FIG. 8 is shown somewhat enlarged in FIG.
  • the first and the second fixing point 340, 340 'and the sections of the first and second power transmission section 30, 31 adjacent to these points are designed with coupling elements for this purpose. These allow the fixation to be released on the steering device 1, that is to say on the cross member 12 or on the steering shaft 11, and the like mechanical interaction such that the first and second coupling devices 21, 23 no longer act as loose rollers in the form of the deflection rollers.
  • FIG. 10 shows the first variant of the manual drive device according to FIG. 3 in combination with a third variant of a drive device.
  • the same reference symbols in turn designate the same components.
  • the guide rail 15 is again not shown for reasons of clarity.
  • the first and second power transmission sections 30, 31 lead to a first and second torque transmission device 40, 41. In contrast to the embodiments described above, these are
  • Torque transmission devices are both arranged on the same side of the steered wheel R. In addition, they are not positioned on the axis of rotation D of the steered wheel R but in the area between the interchangeable deflection element 39 and the hub N.
  • the fork 10 has a holding device 451.
  • An intermediate shaft 453 is rotatably mounted on this holding device 451 about an axis 452.
  • the axis 452 is arranged essentially parallel to the axis of rotation D of the steered wheel. The two are on the intermediate shaft 453
  • Torque transmission devices in the form of two cable drums 40, 41 are rotatably arranged. Both cable drums 40, 41 have a freewheel in relation to the intermediate shaft 453 against the direction of rotation of the wheel R.
  • a sprocket set 454 as is known from bicycle derailleurs, is arranged on the intermediate shaft 453 adjacent to the two cable drums 40, 41. When rotating in the direction of drive rotation, the cable drums 40, 41 each take the sprocket assembly 454 into one drive rotation.
  • the force transmission line 3 is guided between the first cable drum 40 and the second cable drum 41 with an interchangeable deflection element 39 fastened to the fork head 101 in an interchangeable section 33.
  • the changing section 33 is guided in such a way that the first cable drum 40 rotates freely when the second cable drum 41 rotates in the wheel drive direction and vice versa.
  • the rotation of the chain wheels of the chain wheel package 454 can be transmitted by means of a drive chain 456, which is in operative connection with the chain wheel package 454 and with a drive chain wheel 46 arranged on the hub N.
  • a derailleur is provided for changing the drive chain 456 between the differently sized chain wheels of the chain wheel package 454.
  • On such a derailleur essentially corresponds to the derailleurs for the front chainrings known from bicycle technology.
  • a tension chain wheel 455 is provided which deflects the drive chain 456 between the chain wheel package 454 and drive chain wheel 46 in a triangular manner.
  • the tensioning sprocket 455 can be designed as a spring arm articulated with a spring device on the holding device 451.
  • the variant of the drive device described above offers the particular advantage that it can be combined with a bicycle that uses disc brake systems and that a chain wheel package for a chain connection of the drive device 4 is not operated with an alternating rotary movement.
  • This variant is also suitable for a fork 10 of the bicycle that is designed to be resilient between the holding device 451 and the hub N, because the tensioning sprocket 455 compensates for the spring deflection. If the spring device of the fork is arranged above the holding device 451, the interchangeable section 33 and / or the interchangeable deflection element 39 can be designed to be elastic in such a way that the deflection movement is compensated for.

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

Abstract

L'invention concerne un système de commande manuelle d'une roue guidée (R) disposée sur un mécanisme de direction (1) et pouvant pivoter autour d'un axe de direction (L) perpendiculaire à l'axe de rotation (D) de la roue guidée. Ce système comprend une première poignée (20), un premier dispositif de couplage (21) disposé sur cette première poignée (20), une seconde poignée (22), un second dispositif de couplage (23) disposé sur cette seconde poignée (22), un dispositif de guidage (2) pouvant pivoter autour de l'axe de direction (L) et coopérant mécaniquement avec le mécanisme de direction (1) pour supporter les poignées (20 ; 22) de façon mobile, ainsi qu'une chaîne de transmission (3) couplée au premier et au second dispositif de couplage par l'intermédiaire de points de couplage de manière à transmettre l'effort de traction pour transmettre un mouvement des poignées (20, 22) à un dispositif d'entraînement (4) qui coopère avec le moyeu (N) de la roue guidée (R), ce dispositif d'entraînement (4) transformant le mouvement des poignées (20, 22) en un mouvement de rotation de la roue guidée (R). Le dispositif de guidage (2) présente un guidage mécanique forcé des poignées (20, 22) de telle sorte que lesdites poignées (20, 22) puissent être déplacées symétriquement par rapport à un plan de symétrie de direction dans lequel se trouve l'axe de direction (L) et qui est orienté perpendiculairement à l'axe de rotation (D) de la roue guidée (R). Selon l'invention, la chaîne de transmission (3) s'étend du premier dispositif de couplage (21) au dispositif d'entraînement (4) dans une première section de transmission (30) en passant par des éléments de déviation (35, 36, 37, 38) modifiant la direction d'extension de la chaîne de transmission (3) et du dispositif d'entraînement (4) au second dispositif de couplage (23) dans une seconde section de transmission (31) en passant par lesdits éléments de déviation (35, 36, 37, 38) de telle sorte que les dispositifs de couplage (21, 23) déplacent les points de couplage de la chaîne de transmission (3) selon des trajectoires d'entraînement sensiblement linéaires.
EP04789972A 2004-04-13 2004-10-08 Systeme de commande manuelle d'une roue guidee Withdrawn EP1817222A2 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102004018662 2004-04-13
DE102004031976 2004-06-25
PCT/DE2004/002268 WO2005100142A2 (fr) 2004-04-13 2004-10-08 Systeme de commande manuelle d'une roue guidee

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EP1817222A2 true EP1817222A2 (fr) 2007-08-15

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EP04789972A Withdrawn EP1817222A2 (fr) 2004-04-13 2004-10-08 Systeme de commande manuelle d'une roue guidee

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US (1) US7726676B2 (fr)
EP (1) EP1817222A2 (fr)
DE (2) DE112004002825B4 (fr)
WO (1) WO2005100142A2 (fr)

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US20080016980A1 (en) * 2006-07-18 2008-01-24 Gutierrez Tomas Raul frame mounted handlebar having a driving pivot axis perpendicular to a steering axis
WO2009046317A1 (fr) * 2007-10-05 2009-04-09 Adelino Pastilha Véhicule propulsé par le conducteur
HU230170B1 (hu) * 2012-08-23 2015-09-28 Stringbike Kft Szerkezet kéz húzó-nyomó mozgásával közös tengely hajtására, különösen mozgássérültek számára készített háromkerekű járművekhez
KR101504111B1 (ko) * 2013-08-26 2015-03-19 차진우 전륜 구동 수단이 구비된 자전거
DE202014003151U1 (de) 2014-04-12 2014-05-28 Lutz Stollberg Vorrichtung zum Handantrieb des Vorderrades eines Fahrrades und dgl.
DE102015004547B4 (de) 2014-04-12 2020-03-05 Lutz Stollberg Vorrichtung zum Handantrieb des Vorderrades eines Fahrrades
KR101968839B1 (ko) * 2017-10-12 2019-08-13 나필수 자전거의 추진장치

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Also Published As

Publication number Publication date
US20070227277A1 (en) 2007-10-04
DE202004017142U1 (de) 2005-03-24
WO2005100142A2 (fr) 2005-10-27
US7726676B2 (en) 2010-06-01
WO2005100142A3 (fr) 2007-09-07
DE112004002825B4 (de) 2008-10-30
DE112004002825A5 (de) 2007-05-24

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