EP3823888A1

EP3823888A1 - Crank drive with periodic change of effective lever length

Info

Publication number: EP3823888A1
Application number: EP19752421.8A
Authority: EP
Inventors: David Schmidt
Original assignee: Individual
Current assignee: Individual
Priority date: 2018-07-18
Filing date: 2019-07-18
Publication date: 2021-05-26
Also published as: CN112437737B; WO2020015852A1; DE202018003342U1; US20210163095A1; US11993342B2; CN112437737A; JP2022502314A; JP2024107075A

Abstract

In order to form a largely oval circulatory path, in particular a pedal (1a), a crank drive (1) is described which periodically changes the effective lever length of a crank (2). In this case, gear levers (4' or 7) are mounted on a crank (2) at both ends (2 a, 2b) which rotate in opposite directions with respect to one another and thus form two further movement axes within the pedal path and are thus adapted to the natural human leg movement in a force-saving and ergonomic manner.

Description

Description:

Crank drive with periodic change in the effective lifting length

The present invention relates to a crank mechanism with periodic change in the effective lever length, in particular on an oval pedal track, according to the preamble of

Claim 1 and related arrangements.

In the past, many attempts have been made to change the effective lever length in a crank mechanism in order to at the time of power delivery (especially when

"Pedaling down" on the bike) to use a longer lever and thereby the

Increase torque. For example, US 4,960,013 describes a telescopic extension of the crank arm in a bicycle. However, this construction is quite complex and prone to wear. From JP 10-35573 a crank mechanism with a timing chain is known which converts the pedal orbit into an elliptical shape. It also shows a gearbox version with three identical gears, which should have a high wear, and due to the elliptical pedal path in the dead center for the

Cyclist has an ergonomically unfavorable movement sequence. A more "egg-shaped" oval pedal track would be desirable here, but is not yet known.

The invention has for its object to provide a crank mechanism with periodic change in the effective lever length, especially on an oval pedal track, which allows a substantial lever extension with a relatively small size (and weight), as well as the "man-machine coupling" on the crank drive side by several movement axes approximates natural walking and running. In particular, conventional dead center zones are to be largely avoided and the course of movement (pedal track shape) adapted to individual needs. In addition, a slim, weight-saving, stable and long-lasting construction should be guaranteed. Furthermore, associated arrangements, in particular for sports equipment, are to be proposed, in which the proposed one

Crank drive supports a natural course of movement and / or efficiency.

This object is achieved by a crank mechanism according to claim 1 and by the corresponding arrangements. Advantageous embodiments of the invention are the subject of the dependent claims.

BESTATIGUNGSKOPIE To solve this problem, it is provided that a gear lever is mounted at both ends of each crank, the rotation of which is preferably carried out by gear drive, so as to increase the length of the effective overall lever (crank arm + gear lever) when stepping down. The gear levers preferably consist of at least three externally toothed spur gears, which are periodically (during the power delivery) largely arranged in the extension of the respective crank arm, and preferably a transmission ratio

(Number of teeth) of 2: 1: 1. The external toothing results in a

Inexpensive manufacture and stable construction, so that the gearbox is particularly compact and can be easily encapsulated, in particular to protect it from dirt and provide optimal lubrication. With an equally possible chain or

Toothed belt drive connects a chain or a belt two sprockets or

Pulleys with a gear ratio of 2: 1 (in contrast to a 1: 1 gear ratio in JP 10-35573), with a tensioning device preferably also being arranged within the gear lever shells.

According to the invention, the arrangement of this gear lever construction on the bicycle is divided into two movement components: on the one hand, a gear lever is arranged on the outer, free end of the crank (partial movement A), the larger spur gear here preferably being connected in a rotationally fixed manner to the crank arm on the conventional pedal axis , Here, a force introduction part, in particular pedal, connected to the outermost spur gear in the gear lever, in conjunction with the total rotation of the crank mechanism (crank +

Gear lever) the self-rotation of the gear lever around the spur gear axis of the larger spur gear. On the other hand, there is the central movement component, in which a

Gear lever (with integrated gear) is coupled to the inner end of the crank (in the center of the crank mechanism) (partial movement B), the larger spur gear here preferably in the area of the pedal crank axis rotatably with the frame (or machine body), in particular by a plug-in, press - Or screw connection is arranged and so for the intended self-rotation opposite to the direction of rotation of the crank

Gear lever ensures about the spur gear axis of the larger spur gear. For both superimposed partial movements A + B, the form fit of the spur gears ensures an exact periodicity of the change in crank length, so that the two partial movements work together to produce the desired, largely oval overall pedal movement. The proposed crank mechanism is preferably provided as a retrofit kit or for retrofitting bicycles, the use of which in a simplified version also being diverse

Machines (e.g. for energy conversion) is possible at low cost. For example, the crank can be designed as a main blade for wind or hydropower plants, at its outer end Even a gear lever as a kind of "winglet" or swiveling control flap can bring about considerable improvements in efficiency.

A robust, simple and appealing construction of the gear lever results preferably from the respective arrangement of the three (or further) gear wheels between two

self-supporting, tightly connected flat-oval or flat-pear-shaped bearing or housing shells as a completely closed housing. The gears are well protected against dirt and water to ensure optimal lubrication in the long term. A spur gear of a multi-stage gearbox with reversing stage mounted on the pedal crank axis is preferably connected in a simple manner to a sprocket (for driving the rear wheel) within a “thicker” gear lever (greater depth) on the drive side (usually formed by a bicycle chain). A toothed belt can also be attached to transmit power to the rear wheel of the bicycle. A cardan shaft can also be coupled to a drive gear (in particular on the pedal crank axis).

Further advantages are more preferred from the following description

Embodiments based on the schematic drawings. Here show:

1 is a (partially sectioned) top view of a first embodiment of a component (partial movement A) of the crank mechanism in use on a bicycle,

2 shows a side view of the crank drive component according to FIG. 1,

3 is a side view of the crank mechanism (with partial movement A) when rotating through 360 ° in a bicycle,

4 is a (partially sectioned) top view of a second component (partial movement B) of the crank mechanism in a bicycle,

5 is a side view of the left half of the crank mechanism according to FIG. 4,

6 is a side view of the right half of a crank mechanism according to FIG. 4,

7. a combination of the crank drive components A + B in a bicycle,

8 is a side view of the total movement (from partial movement A and B) when rotating through 360 ° in a bicycle,

9 shows a longitudinal section of the central arrangement in the region of the bottom bracket, and

Fig. 10 is a 3D view of the crank mechanism.

In Fig. 1 and Fig. 2, an embodiment of a component of the crank mechanism 1 according to the invention with a crank 2 is shown schematically, for the sake of simplicity only the right crank arm with a pedal 1 a is shown as a force application part of a bicycle. In this preferred application on a bicycle, the pedal force F of the rider acts (see FIG. 3 right area) over the entire crank mechanism 1 onto a common pedal crank axis 3a within a bottom bracket 3 of a bicycle (see also FIG. 4). Since the crank mechanism 1 also for recumbent bicycles. Like. Can be used with manual drive, the term bottom bracket 3 or central bearing or shaft bearing 3 is to be used here with the same meaning and with the same reference numerals. This also applies to the axis 3a, which is drawn only in dash-dot line in FIG. 1. As mentioned, a second crank 2 with pedal 1a offset by 180 ° is provided in the usual way on a bicycle (cf. FIG. 4 or

Fig. 7). The outer, free end 2b of the crank 2 is here in the first embodiment (partial movement A) (FIGS. 1 to 3) connected to a gear lever 4 'and the gear 4 integrated therein, while the arrangement for the second component (partial movement B) “is reversed” (cf. FIGS. 4 to 7), that is to say the “inner” gear lever 7 and the gear 4 integrated therein are arranged close to the center (the total rotation of the crank mechanism) and the crank arm 2 continues in the radial direction Outside.

The gear 4 has at least three externally toothed spur gears 4a, 4b, 4c. All the gears are mounted in a preferably closed housing 5 and run around the larger gear 4a in a radially outward line (or, as shown in FIG. 8, at an angle in the housing in a triangular shape) epicycloidally. The spur gears 4a, 4b, 4c are in meshing engagement with each other in constant engagement (cf. FIG. 2 with the gear 4 in the extended position relative to the crank 2), a pedal 1a which is rigid (not freely rotating) for the “orbital” partial movement A. is rotatably connected to the outer spur gear 4c, in particular via an integrally formed shaft extension. The (larger) spur gear 4a is thus fixed relative to the crank 2 and carries two roller bearings 6 on two ring shoulders. The bearing 6 arranged towards the crank 2 can also be dimensioned to be stronger in order to stabilize the transition between the crank 2 and the housing 5 while the additional roller bearings 6 can be made relatively narrow in the housing 5 due to lower stress.

It should be noted that the two roller bearings 6 right and left of the central spur gear 4b by a single bearing, for. B. can be replaced with a needle bearing bushing and 6 other types of bearings can also be used for the other rolling bearings. The side view (see FIG. 2) here pear-shaped gear lever housing 5 is preferably formed from two flat-oval or flat-elongated housing shells 5a, 5b, so that the housing 5 after installation of the spur gears 4a, 4b, 4c z. B. by screwing, welding, soldering, gluing, clinching or similar joining processes as a closed shell and thus tight encapsulation for the transmission 4 can be produced. The housing shells 5a, 5b can, for. B. be of the same shape (mirror image) pressed from sheet metal and thus inexpensive and stable. Due to the encapsulation and elongated shape of the gear 4, this part acts as an additional lever on the crank 2, so that the designation "gear lever" 4 'appears appropriate in two respects. The spur gears 4a, 4b, 4c can also be used instead of straight gears

Have helical gears or other types of gearing, so that the

Power transmission optimized and the transmission runs more evenly. The middle spur gear 4b serves to reverse the direction of rotation, so that the one described below

3 results. The preferred gear ratio or

The ratio of the number of teeth of the spur gears 4a, 4b, 4c is 2: 1: 1, so that when the crank 2 rotates over 90 ° (around the bottom bracket axis 3a) an additional one

Swiveling (self-rotation) of the elongated gear lever 4 ’by 90 ° (around the center of the gear 4a as the axis of rotation 4d’) results. Overall, the angular orientation of the gear lever 4 '(based on the conventional pedal axis) changes when the crank 2 is rotated 90 ° by 180 °.

In Fig. 3 the direction of travel is indicated by an arrow V and the dash-dotted circular line N represents the conventional pedal track (= circular arc that would result from the pedal pedal movement of the crank 2 around the central bottom bracket 3). This circular movement through 360 ° takes place clockwise. At top dead center (OT = 0 o'clock or 12 o'clock position), the gear lever 4 ’with integrated gear 4 at the upper end of the crank 2 is pivoted backwards by approximately 90 ° and is then pivoted through the

Gear engagement with the gear ratio 2: 1: 1 after a rotation angle of 90 ° (3 o'clock position) in the extended position shown in FIG. 2 transferred. In this position, the lever arm is maximal in the partial movement A, since the length of the gear center distance between the gear wheels 4a and 4c in the gear lever 4 'is added to the length of the crank arm 2. This results in an orbital movement path L offset in the direction of travel V for the force application on the pedal 1 a, as shown in a dotted path. After another 90 ° drive, crank mechanism 1 reaches bottom dead center (UT), corresponding to a 6 o'clock position. There, the gear lever 4 ’is then pivoted by a further 180 ° (towards the rear wheel in the bicycle) in self-rotation. In the back part of the

Crank movement during the passage from about 7:00 a.m. to 11:00 a.m., the gear lever 4 'with the pedal 1 a is pivoted inward in the radial direction, so that the resulting

Orbital movement path L runs within the circular line N. This continuous change in the effective lever length of the crank mechanism 1 in a 360 ° revolution results in the desired change in the effective lever length in the partial movement A, so that the same (pressure) force F acting on the pedal 1 a results in a relative increase in torque compared to conventional pedal movement causes. The right one in FIG 3 o'clock position achieved the maximum of the effective lever. Due to the position of the gear lever 4 '(90 ° and 12 o'clock and 6 o'clock position of the crank 2) which has already been swiveled backwards by 90 ° due to the gear ratio 2: 1: 1 and the relatively large offset due to the intended center distance between the spur gears 4a and 4c, the dead center is "mitigated" (effective angle between crank 2 and gear lever 4 'is only approx. 14 ° with a standard crank length of 175 mm), which results in an ergonomically advantageous pedaling process, especially for the bicycle, and conventional dead center zone opens up the force introduction area. The decisive gain in torque and thereby power output results from the fact that the effective lever of the

Crank drive when the power is output (max. Around 3 o'clock position), i.e. when pedaling down, it is significantly larger than with conventional crank drives. When moving from the 6 o'clock position (UT) back over the 9 o'clock position to the 12 o'clock position (OT), the lever length is changed by moving the new orbital movement path L in the drive or travel direction compared to the conventional one Pedalway N partially shortened. As a result of the increase in the effective lever length in the area of the maximum possible (pressure) power output (approximately in the 3 o'clock position) taking place on the crank 2, the force is approximately the same

Total pedal travel and total force introduced on the new orbital movement path L achieved a (in relation to the conventional pedal path N) significantly higher torque and thus power output. The reduction in leverage caused in the largely passive area (approx. 7 a.m. to 1 1 a.m. zone) can be achieved e.g. B. when "turning into the wind" of a wind vane can be used advantageously, while in the 3 o'clock position with the wind direction according to the force arrow F a maximum lever length and thus torque gain can be used.

With the adjustment of the angular offset to the position of the gear lever 4 'on the axis 4a' (e.g. also designed as a profile shaft) pivoted backwards by 90 ° (in the 12 o'clock position as reference) via the corresponding adjustment (rotation) the pedal 1 a, the pedal movement path L can be varied relative to the circular line N or the gear lever 4 'rotates on the conventional pedal axis relative to the crank position. Thus, the "pedal curve" can be individually adapted to different users and their preferences, also to different areas of use (terrain, street, etc.) and also set to the preferred cadence. The angular offset (z. B. 22.5 °) largely depends on the division of the mentioned profile shaft or a similar connection between crank 2 and gear lever 4 ’and is z. B. larger

Number of teeth correspondingly finer. In this way, a driver-specific setting of a first component (partial movement A) of the proposed crank mechanism 1 is possible in a simple manner and with minimal cost. This also applies to one

Tilt adjustment of the pedal 1 a on a corresponding profile toothing 4 d. 4 and associated FIGS. 5 and 6 show a second component (partial movement B) of the crank mechanism 1, namely the additional gear lever 7, which is constructed similarly to the gear lever 4 ′ already described, unless otherwise described below , While in the first embodiment (FIGS. 1 to 3) the

Gear lever 4 'located on the outside at the free end 2b of the crank 2, so as to rotate as a unit together with the crank 2 during the pedaling movement (namely in a controlled self-rotation around the center of the spur gear 4a at the outer crank end 2b), is in the second embodiment the larger, central spur gear 4a non-rotatably attached to the frame 10 of a bicycle, more precisely non-rotatably to the central shaft or bottom bracket 3 (in particular via an intermediate bushing with a shoulder). On the drive side (usually with a chain or belt wheel towards the rear wheel) there is a preferably multi-stage gear lever 7 (see FIG. 4), to which the chainring 8 is also fastened with screws 9. The three additional gears 4a ', 4b', 4c '(aligned towards the bottom bracket 3 or frame 10) compared to the gears 4a, 4b, 4c thus form a preferred reversing stage, with the spur gear 4a' on the bottom bracket 3 leading shaft extension of the spur gear 4a is mounted, in particular in connection with an intermediate bush (see. Fig.

9), the sprocket 8 is attached and this - in spite of the opposite inner gear lever 7 - drives the chain in a conventional manner, since the reversing stage is provided. With the removal of the gear lever 7, the exchange of the (front) sprocket 8 (cf. FIG. 4 or FIG. 9) can be carried out in a simple manner if a different transmission ratio is desired for the chain or belt drive.

On the (chainless) non-drive side (= left side of FIG. 4; see also FIG. 5), a gear lever 4 ′ shaped similar to that in FIG. 2 is sufficient for attachment to the bottom bracket 3, the inner spur gear 4a again (as on the right side) is fixed relative to the frame 10, while the outer spur gear 4c is connected with its axis to the inner end 2a of the crank 2 in a rotationally fixed manner and preferably with adjustable toothing 4d. At the free end 2b of the cranks 2, a pedal 1 a can also be attached in a known manner, as shown in FIG. 6, the pedal 1 a - as is customary in the case of bicycles - also

1 to 3, the orientation of the pedals is adjusted (but can also be preset in the inclination with the profile toothing 4d) in the orbital embodiment according to FIGS. 1 to 3.

In Fig. 4 (and also Fig. 5) the three spur gears 4a, 4b, 4c of the gear lever 4 'and 7 are shown with the gear ratio 2: 1: 1 in meshing engagement, as is the case with crossing lines between the above Spur gears is located. Similar 1, these spur gears are supported with corresponding bearings 6 within the gear lever housing 5 with half-shells 5a, 5b. This half-shell construction is also suitable for the "central" gear lever 7 (with more in comparison to the gear lever 4 '

Translations and integrated reversing stage) on the right in Fig. 4 drive side (see also Fig. 7 and Fig. 9). Instead of the chainring 8, which is fastened here with screw bolts 9 on the side facing the frame 10, a toothed belt wheel can also be used for the rear wheel drive by means of a toothed belt.

By actuating the pedal 1 a, the crank 2 is set in rotation and the two spur gears 4b, 4c roll relative to one another in the housing 5 of the gear lever 4 'thus formed around the larger spur gear 4a (also in the “wider” gear lever 7, which is used for

Reversal of the direction of rotation here also includes the spur gears 4a ', 4b' 4c 'as the second gear plane to the frame 10), this spur gear 4a having twice as many teeth as the spur gears 4b (as an intermediate gear) and 4c (as a coupling gear towards the crank 2) ). This in turn can periodically change the effective crank drive length of the effective one

Overall lever, composed of the crank 2 and the two transmission levers 4 'and 7 can be reached. In order to adjust the usual height of the pedals according to the circular line N (see FIG. 3 and FIG. 8) in the conventional dead centers (6 and 12 o'clock position), it is advantageous in the central embodiment to turn the cranks 2 by ( approximately) to extend the amount of the axis difference between the larger gear 4a and the gear 4c on the outside of the gear lever 4 '. With this extension in the combination A +

B can also use dead center zones that are hardly used in the pedal train

Force introduction area can be developed. Without a combination (central and orbital

This applies only in relation to the extent to which an angular offset is set between crank lever 4 'or 7 and crank 2 (in the 12 o'clock position as the reference position). In the case of a crank 2 which is longer relative to the central gear lever 4 'or 7, the gear lever 4' or 7 in the central embodiment carries out a rotational movement in the opposite direction to the overall crank movement in the central crank end 2a (by actuating the pedal 1 a, the crank rotates 2 here the inside

Gear lever 4 'or 7 proportional to the rotation of the crank in the opposite direction and at the same angle), with the gear lever 4' or 7, for example in the TDC (12 o'clock position of the pedal). B. is in the opposite direction to crank 2 and in the 3 o'clock position parallel to crank 2 and there periodically a double lever extension (central gear lever

Axle difference 4a to 4c + amount of crank extension). In this central embodiment, the lever length is deliberately changed significantly both in the downward movement of the pedal (during normal power delivery) and in the upward phase of the respective pedal. This means that when using foot fixation systems on the pedal 1 a (Clipless pedals, pedal shoes, and the like.) Here, the central movement component can also be used in the area of the so-called pulling up of the pedals to increase torque. As a result, depending on the amount of crank extension, there is only a disproportionately longer total path of the pedal movement path (compared to the circular path N as

conventional pedal path) through the new movement path L (with the overall lever extended periodically at the time of power delivery) with the same power delivery and only

disproportionately longer orbit of the force introduction part (pedals) a substantial increase in torque and thus a greater total power per crank revolution (usually of course the two cranks in a bicycle), as shown in Fig. 8 in detail.

In FIG. 5 the left area according to FIG. 4 is shown in a side view, that is to say the so-called

Non-drive side (without sprocket). The one in this central arrangement

Gear lever 4 'or 7 resulting orbital motion path L of the pedals, more precisely the location of the maximum achievable, orbital eccentricity and position (to the horizontal) of the pedal motion path, can on the one hand by alignment preferably in TDC (always starting from the position basically opposite there) between ( outer) crank 2 and (centrally on the bottom bracket 3 inner) gear lever 4 'or 7 individually, for. B. can be set via a profile toothing 4d (see also reference numeral 4d in Fig. 4).

5 shows a “kinked” orientation of the crank 2 in the TDC (or 12 o'clock position) by 22.5 ° for the orientation of the elongated housing 5 of the gear lever 4 ′. If desired, the crank 2 can also be aligned in the extension of the gear lever 4 'or 7, or can be “bent” stepwise at another suitable angle with the profile toothing 4d. As stated above, this kink angle is largely dependent on the pitch of the profile toothing 4d leading to the crank 2 on the spur gear 4c. In this example, the profile toothing preferably has 32 teeth, but can also have a higher number of teeth, so that the adjustable articulation angle can be varied even more finely (e.g. with 64 teeth then by 11.25 °). This "kinking" can also influence the position of the most effective lever, so that its position "wanders", e.g. B. from the 3 o'clock position (in Fig. 3) towards the 2 o'clock position, which can be advantageous for various applications and ergonomic actuation of the crank mechanism 1. On the other hand, the proposed combination (cf. FIG. 7, FIG. 8 or FIG. 10) with the orbital is particularly suitable for additional variation of the orbital movement L of the pedals

Gear lever 4 'on the outer crank end 2b of crank 2, the gear lever 4' also being rigid (e.g. without a complete gear 4 and thus without self-rotation about the

Spur gear axis) can be installed in a specific angle adjustment with conventional (freely rotating) pedals as a crank extension. In FIG. 6, the drive side with the gear lever 7 in FIG. 4 is shown on the right

Side view shown, which here has an eight-shaped outer shape, but is preferably designed in a flat-oval shape for the installation of a reversing step (cf. FIG. 9). For this purpose, a larger spur gear 4c ′ is arranged in the gearwheel plane towards the frame 10, which in turn has the same number of teeth as the fixed spur gear 4a. The crank 2 is

in particular, preferably detachable via an intermediate socket (press, plug, or

Screw connection) connected to the spur gear 4c, this in the inner

Gear level carries a larger spur gear 4c ', which is in engagement with a spur gear 4a' (with the same number of teeth as for spur gear 4a and therefore shown congruently in the side view thereof) via a smaller connecting gear 4b '. In this arrangement and the selected number of teeth ratio of the spur gears 4a, 4b, 4c and 4a ’, 4b’, 4c ’it is ensured that the spur gear 4a’ with screw bolts 9 (see FIG. 4)

connected sprocket (as is customary in the case of bicycles) moves in rotation with the crank 2, although the central gear levers 4 'and 7 behave in opposite directions to the rotation of the crank 2. This reversal is of independent, inventive importance here (independent claim 5). Here, too, the crank 2, which is external to the central gear lever 7 (also 4 ′), is shown angled with respect to the orientation of the gear lever 7, this “kink” in turn being individually adjustable analogously to the non-drive side in order to determine the relative position of the largest effective lever (e.g. to vary in the area of the 3 o'clock position) and thus the area of the maximum torque increase as well as the course of the orbital movement path L (see FIGS. 3 and 8) and its position in relation to the horizontal the central transmission levers 4 'and 7 - similar to the proposed combination with the orbital transmission lever arrangement at the outer crank end 2b of the crank 2 - the extent of the conventional dead center areas can be minimized and the use of the dead center zones for the introduction of force can be individually adapted.

FIG. 7 shows the particularly effective combination of the two embodiments (crank 2 with central and orbital gear lever 4 'or 7). In particular, a crank 2 cranked inwards (in the direction of the bicycle frame 10) is intended to bring about the smallest possible lateral pedal spacing (Q factor), the inner side of the outer crank end 2 b facing the frame 10 opening up relative to the inner crank end 2 a moved about the same or even on a rotating plane further inside the frame. The respective crank 2 can at least partially be designed as a tubular hollow body (cf. FIG. 10) which completely or partially encloses bearing seats on a half-shell 5a or 5b and shaft extensions of the spur gears 4a, 4a 'or 4c. This enables the outer orbital gear lever to hardly protrude beyond the outer contour of the crank 2. Basically, the crank 2 can also be designed conventionally. In addition, as a (at least) partial replacement for the spur gear 4a, 4b, 4c is a chain or

Belt drive 4f is indicated in the interior of the gear lever 4 ', likewise for the gear lever 7, with a chain or belt wheel 4g being shown with the same axis (in particular with the outer gear 4c' of the reversing stage). For example, the gear drive and chain drive in the gear lever 7 can be combined with one another to reverse the direction of rotation of the chain wheel 8 on the drive side.

8 shows, in addition to the conventional pedal track N (cf. FIG. 3), the resultant, desired oval movement track O of the entire crank mechanism 1 (according to FIG. 7, composed of a central and orbital movement component of the gear levers 7 and 4 ′) in

Combination with the crank 2. The orbital gear levers 4 'are designed in an egg shape here, the spur gear 4a, 4b, 4c (or the belt drive 4f) being angled. As compared to the elliptical orbit L (also with one

Gear lever, cf. 3) recognizable, the double arrangement, i.e. a central gear lever at the inner crank end 2a and an orbital gear lever at the outer crank end 2b, results in an additional lever extension (maximum approximately in the desired 2 to 3 o'clock position with high force F) the pedal 1 a), while in the passive zone (around 9 a.m.) the total lever length is minimized. This results in optimal performance with ergonomically favorable movement, in particular with a reduction in

Totpunktzonen. It should be emphasized that the transition from the 6 o'clock to the 9 o'clock position results in an inclination of the pedal surface (to the horizontal), which then changes from the 12 o'clock position to the 3 o'clock position in the opposite inclination. Thus, an optimal one

Adaptation to the application of force (leg force direction of a cyclist) achieved. In the 2 o'clock position, the outermost edge of the pedal 1a is aligned to the top right and thus the pedal surface is roughly perpendicular to the stretching movement of the cyclist's leg in this position (see upper force arrow F). When changing to the 3 o'clock position, the pedal 1 a swivels horizontally due to the gearbox forced control and thus in the optimal direction of force when the cyclist steps down.

This sequence of movements can advantageously also be used for wind or water wheels, with the cranks 2 (possibly also the orbital gear levers 4 ″) being able to carry corresponding wing profiles. If e.g. B. the wind (indicated by W) from top left is

Yield in the 2 to 3 o'clock position is particularly great due to the maximum lever extension there, while turning back into the wind (left half of Fig. 8) is relatively energy-saving (minimal lever arm and favorable alignment analogous to the pedal surface). In Fig. 9, the connection of the gear lever 7 to the central bottom bracket 3a in

Longitudinal section shown. Similar to FIGS. 6 and 7, here a crank 2 pointing here to the right with a profile toothing 4d is placed on the spur gear 4c. The intermediate gears 4b and 4b 'shown in FIG. 6 are not shown here for reasons of clarity. The larger spur gear 4a is anchored non-rotatably on the bottom bracket 3 via a tubular extension and an intermediate bush 3b, while the spur gear 4a 'of the reversing stage is rotatably mounted on the said tubular extension and is guided to the sprocket 8. The gearwheels 4a 'and 4c' of the reversing stage are of the same size and over the (shown in Fig. 6)

Intermediate gear 4b 'coupled (ratio 1: 1, while the upper spur gear groups 4a, 4b and 4c here have the number of teeth ratio 2: 1: 1). The gear 4c 'is coupled to the spur gear 4c in the same axis and is stably supported in the half-shells 5a, 5b via sealed bearings 6. With this design, the gear lever 7 can be easily mounted on the bottom bracket 3 and has a narrow shape, in particular also because of the bearing 6, which is recessed radially inside the tooth running surface.

10 shows a 3D view of the crank mechanism 1 in its “folded” length, the orbital gear lever 4 ′ (here on the right) and the wider, central gear lever 7 (here on the left) extending along the cranked crank 2. This is preferably from

Hollow cast light metal, while the housing of the gear lever 4 'and 7 are preferably made of plastic (in particular high-strength polyamides or reinforced with glass or carbon fibers). This allows a streamlined outer shape to be achieved and also slightly shaped wing profiles for use in wind or hydropower plants, such as in dash-dotted lines downwards on the crank 2 and upwards on the orbital

Gear lever 4 'is indicated. With gear lever 4 'projecting outwards (cf. 2 to 4 o'clock position in FIG. 8), the wing profile P acts particularly effectively, whereas in the case of the

Reverse rotation (left half of Fig. 8) less torque is required. This concept can also be used on or in propellers, propellers, turbine blades and other crank drives (e.g. in conveyor systems, winding devices or agitators) as well as piston engines, steam engines and the like in order to achieve a higher torque, the respective dead centers to overcome better, to improve the starting behavior, to reduce the noise emissions or to reduce the necessary driving force. This enables higher performance and lower fuel consumption and emissions (environmental protection). In the case of agitators in particular, the length of the lever, which may change significantly and periodically (if necessary with attached agitator profiles, may be similar to that

projecting wing profiles P) a very good mixing of a surrounding fluid can be achieved, the motor drive being flanged to the central axis 3a (instead of a generator in wind or hydropower plants).

Claims

claims:

1. crank drive with periodic change in the effective lever length, in particular for an oval pedal track or orbit of a force introduction part, preferably a pedal (1a), with at least one crank (2) with an outer end (2b) and an inner end (2a), A gear (4), in particular consisting of three externally toothed spur gears (4a, 4b, 4c), is provided in the form of a lever,

characterized in that

on the crank (2) both at the inner end (2a) and at the outer end (2b), a gear lever (4 ', 7) is arranged, which in particular each has a gear (4) in the

Teeth ratio of 2: 1: 1, preferably one of the spur gears (4a, 4c) with its spur gear axis (4d ') is coupled to the crank (2) and the corresponding other spur gear (4c or 4a) rotatably with the frame ( 10) or a pedal (1a), in particular by a plug-in, press or screw connection (4d), and one of the two gear levers (4 'or 7) an opposing self-rotation relative to the direction of rotation of the crank (2) takes place.

2. Crank drive according to claim 1, characterized in that the two gear levers (4 'and 7) each have an oval or pear-shaped housing (5) from two half-shells (5a, 5b), which is a dustproof and / or watertight encapsulated unit forms, in which preferably roller bearings (6) are pressed as a bearing for the spur gears (4a, 4b, 4c).

3. Crank drive according to one of claims 1 or 2, characterized in that the pedal position of a non-freely rotating pedal (1a), which is non-rotatably adjusted on the spur gear (4a or 4c) on the gear lever (4 '), in particular by implementation on a profile toothing (4d ) or turning a ratchet is adjustable and thereby the angular position of the

Gear lever (4 ’) is adjustable relative to the crank (2).

4. Crank drive according to one of claims 1 to 3, characterized in that the position of the crank (2) is adjustable relative to its vertical orientation by turning a ratchet or implementing a profile toothing (4d) and thereby the angular position of the

Gear lever (4 ’) is adjustable relative to the crank (2).

5. crank drive with periodic change in the effective lever length, in particular according to one of claims 1 to 4 or the preamble features of claim 1, characterized in that the gear lever (7) is designed as a multi-stage gear with a reversing stage, the spur gear (4c ') of the reversing stage rotatably with the Spur gear (4c) is connected and has an identical number of teeth with the spur gears (4a) and (4a '), as well as the spur gear (4a') mounted on the tubular extension of the spur gear (4a)

Sprocket (8) is coupled to drive it with the same direction of rotation as the crank circulation in a ratio of 1: 1.

6. Crank drive according to one of claims 1 to 5, characterized in that at least one spur gear (4a, 4b, 4c, or 4a ', 4b', 4c ') inside the gear lever (4' or 7) laterally below the toothed running surface sufficient recesses for pressing in

Rolling bearings (6).

7. Crank drive according to one of claims 1 to 6, characterized in that the crank (2) can be lengthened in comparison to the conventional standard crank length, in particular approximately by the axis difference of the spur gears (4a to 4c) in the gear lever (4 'or 7), in order to effect a corresponding lever extension in the 3 o'clock position, the crank (2) preferably being wholly or partially hollow and having a crank in which the side of the free outer end (facing the bicycle frame) (10) 2b) moved relative to the inner end (2a) on a further inner plane of rotation on the frame side.

8. Crank drive according to one of claims 1 to 7, characterized in that the rotationally fixed spur gear (4a) of the central gear lever (7) on the bottom bracket (3) is releasably attached, in particular with a fine-thread bushing (3b).

9. Crank drive according to one of claims 1 to 8, characterized in that the

Helical gear axis (4d ') on the gear lever (4' or 7) of a gear (4) designed as a chain or belt drive (4f) with a tooth number ratio of 2: 1 is formed, in particular a chain tensioning wheel or a belt tensioning pulley a chain or

Belt tension causes.

10. Arrangement of a crank mechanism with periodic change in the effective lever length, in particular according to one or more of the preceding claims or

General features of claim 1, characterized in that the

Crank drive (1) is used in or on an energy generating machine, in particular a wind or water motorcycle, preferably with additional wing profiles (P) on the crank (2) and / or gear lever (4 ').

11. Arrangement of a crank mechanism with periodic change in the effective lever length, in particular according to one or more of the preceding claims, thereby characterized in that the crank mechanism (1) is used in or on a fan, propeller or rotor, in particular for driving air, space or sea vehicles, the crank mechanism (1) in its outer form wholly or partly as a fan, propeller , - or rotor blade is shaped.

12. Arrangement of a crank mechanism with periodic change in the effective lever length, in particular according to one or more of the preceding claims, thereby

characterized in that the crank mechanism (1) is installed in or on an agitator for gases, liquids and solids, in particular for food production, beverage mixing processes, fermentation processes, waste processing (sewage treatment plants) and chemical processing.

13. Arrangement of a crank mechanism with periodic change in the effective lever length, in particular according to one or more of the preceding claims or

General features of claim 1, characterized in that the

Crank drive (1) with a largely oval orbit (O) is installed in a piston engine or a steam engine.

14. Arrangement of a crank mechanism with periodic change in the effective lever length, in particular according to one or more of the preceding claims or

General features of claim 1, characterized in that the

Crank drive (1) in or on a winding device, in particular for winches, fishing rods, for the subsequent rope guidance in rope coils or cable drums, the gear lever (4 'or 7') preferably being of the same length as the crank (2nd ) is.

15. Arrangement of a crank mechanism with periodic change in the effective lever length, in particular according to one or more of the preceding claims, thereby

characterized in that the crank mechanism (1) is part of a fitness or rehab device, the larger spur gear (4a) of a gear lever (4 'or 7) being fixed in place or at least largely stationary and the crank (2) one for Direction of rotation (A or B) of the gear lever (4 'or 7) executes counter-rotating movement.