SI20576A - Drive for transforming oscillating movements into continuous rotation from single-sided or double-sided and built-in global clutch and brake - Google Patents

Abstract

Subject of the invention is a drive for transforming oscillating movements into continuous rotation, aimed at manual or pedal drives generating oscillating movements and transforming them into continuous rotation from single-sided or double-sided drives, equipped with a global clutch and brake. The drive of the vehicle operated by force of muscles features in its geometric centre a fixed axis (1), which supports two angular gearwheels (4, 4'), connected together by two reversing gearwheels (5, 5') fitted to the axes (2, 2'), located radially to the central fixed axis (1), by bearings. The two cylinder-shaped extensions (6, 6') of both angular gearwheels (4, 4') are located in the equally locking direction looking single-sided bearing rotation locks (7, 7'), which are by their enclosure non-detachably pressed into the driving panels (8, 8'), where the fitting grooves (9, 9') provided on the external circumference lock the driving guides (3, 3'), which are at the same time axially movable also through grooves (10, 10') of the left (11) and right (11') part of the chassis. The driving guides (3, 3') are in one of their extreme points fixed to the driving panel (12), while on the opposite side they are fixed to the braking disk (13), where both driving panels (8, 8') are rigidly connected to the external chassis (14) of the overall drive, while in their centres they are fitted to the driving panels (8, 8').

Description

DRIVERS FOR CONVERSION OF FLOWING MOVEMENT IN CONTINUOUS ROTATION WITH SINGLE OR BILATERAL

DRIVE AND INSTALLED GLOBAL CLUTCH AND BRAKE.

The subject of the invention is a gear unit for manual or knife actuator for converting oscillating motion into continuous rotation with one or two-way actuator equipped with a global clutch and brake.

The mechanism is intended for converting forward or upright linear movement, small-stroke handles or pedals, preferably operated by hand or foot, into a continuous circular motion of the drive wheel.

The invention belongs to class B 62 M 1/14 of the international patent classification. A technical problem that is successfully solved by the present mechanism according to the invention is such a design solution for a wheelchair or two-wheel drive system that will provide energy-efficient and, above all, safe two-way operation of the drive lever or levers, with the possibility of including a complete idling of the driven wheel, which must be driven Mechanically disconnect the wheel completely from the drive system and rotate freely on its own suspension, with the system braked so that the braking can be performed exclusively and only when the driven wheel is idling and not at the same time when the drive is actively engaged, with increased driving safety and built-in, allows for higher drive efficiency, since the new mechanism according to the invention allows for the construction of a gearbox, but operates without sinusoidal losses, which are characteristic for the conversion of oscillating linear motions into rotation by the eccentric clamping of the drive gears.

Taken together, the inventive mechanism solves several technical problems of the invention:

is · the first lies in the construction of such continuous (continuous) propulsion, which must convert the linear and bidirectional movement of the propellant or the media into a continuous rotation, without the use of eccentric transformations, but with a minimum number of moving components that otherwise cause internal mechanical losses and energy prevent the use of such a propulsion system also by parties, physically impaired persons with disabilities on wheelchair gear applications or only partially disabled or elderly persons on wheelchair or bicycle gearbox applications;

• The second technical problem that the present invention mechanism successfully solves is the requirement for optimal miniaturization of the structure in question, which must also allow its direct installation even within the hub of a very small wheel, which typically has an outside diameter of less than 200 mm in wheelchairs. This makes installation much more energy efficient

I of the propulsion system in practically all possible applications of devices for the conversion of muscular force of the driver into continuous rotation of the propeller wheel;

• The third technical problem that the proposed mechanism of the invention successfully solves relates to global energy efficiency, since when the drive is switched off, it provides exactly the same and inertia characteristics of the drive wheel and the entire vehicle as if the gear unit had not been fitted to the bike at all;

• The fourth technical problem that the proposed mechanism of the invention successfully solves relates to the useful safety of the driver, especially the disabled person on a wheelchair, whose new gearbox according to the invention completely prevents the possibility of the drive during braking, which can usually lead to the fatal consequences of failure, loss driving directions or even overturning the entire vehicle;

• The fifth technical problem successfully solved by the proposed mechanism according to the invention is the construction of the mechanism for the activation and operation of the brake, which makes it extremely easy to achieve the optimum braking effect with minimal muscle force of the driver, with adequate movement of the entire driver's arm, as well as severely disabled enables successful and safe braking despite extremely low power in the fingers or the entire wrist;

• the sixth technical problem that is successfully solved by the proposed mechanism according to the invention is appropriate and medically acceptable as the driver's wrist during drive operation, since known lever drive systems result in relatively high loads of the driver's wrist which, under radically increased use and similar to ring drive, they can lead to the wear and tear of the cartilage of the wrist or to permanent deformities, which in turn lead to the need for medical or surgery;

• The seventh technical problem that the present mechanism according to the invention successfully solves is the implementation of such a drive lever or. lever that allows the mounting of the lever gearbox or. safe lengthening or shortening of the effective length of the crank arm even during the actual operation of the drive, in an optimal ratio in relation to driving needs and physiological characteristics and physical strength of the widest possible range of users, which significantly increases energy efficiency and enables successful driving even in the most difficult terrain;

• The eighth technical problem that the present mechanism of the invention successfully solves is such an embodiment of a gear unit for converting a linear movement of the drive lever into a continuous rotation, which allows direct connection to any or all of the following. a pre-existing wheelchair, without any modifications or modifications to the wheelchair itself, in an existing and worldwide standard manner using a quick coupling with a frontal safety pin mounted through the center axis of the drive wheel;

• The ninth technical problem that the present mechanism of the invention successfully solves is the implementation of a gear unit for converting a linear movement into a continuous rotation, which may have one or two-sided drive, which allows it to be mounted on wheelchairs by executing the drive lever between the wheelchair stick and drive wheels or drive arms on the outside of the drive wheel and also open the drive gear by indirect means such as chains, drive belts, steel ropes and other known means, and even their mounting on other vehicles driven by the muscular force of the driver.

The construction solution of the new mechanism according to the invention should also be easy to manufacture and suitable for retrofitting to any or all. a pre-existing wheelchair or other device that is powered by the muscular force of the driver.

The designs of the two-wheel-drive wheelchair drive systems are based on four well-known concepts:

• In the first group, the carts are driven rigidly by the driver by direct thrust on the drive rings and mounted on the drive wheels. The positive characteristics of such drives are good maneuverability as the driver can turn the trolley in place if it twists one wheel in one hand in the other in the opposite direction with one hand. A negative feature of such drives is the very low drive efficiency, since after the drive ring is torn off, the driver must release the wheel and return the arm back, which means that during one or half of the entire arm movement, the driver does not actively drive. The second cause of the poor utilization of the drives in question lies in the unfavorable working angle of the driver's wrist and whole arm, since with maximum physical exertion it allows the development of only a small portion of the force that the arm could develop at a physiologically more favorable working angle. In particular, in a sitting position in a wheelchair, the driver, with his arms nearly extended downwards, pushes the drive ring at an angle of just under 80 °, then exceeds 90 ° and ends at ca. 130 ° of angle relative to the vertical of the angle formed by its spine. Such a working angle of the hand is positive because of its lowering down and good blood flow to the muscles, but given the pushing force that the arm can develop, it is extremely unfavorable. According to the well-known data of the physiology of the functioning of human muscles, with maximum physical exertion, the human hand can develop a maximum repulsive force in e.g. characterized by a thorax and a mandatory high raised arm (when the drive ring is unreachable), and with the lower arm at a much greater thrust angle than can be done on the drive ring. Effective working angle of the arm when lowered forms a vertical spine line between at least 140 ° to 190 °. The drive wheel attached to the wheel of the wheelchair thus mechanically defines and limits the possibilities for greater drive efficiency to less than 1/3 of the theoretically possible value. In addition, the drive ring has a particularly negative effect on the wrist of the driver, since the loads that occur in stronger or sports and recreationally oriented paraplegics in an extremely large percentage of cases cause permanent deformities of the wrist and the subsequent need for serious surgical interventions, etc. In some cases of spinal or muscular disorders of the spine, the annular type of propulsion causes excessive shear stress on the spine and opens up the possibility of its further defects or deformities;

• In the second group of known embodiments of two-wheeled wheelchairs, there are upright wheelchairs driven by alternating pushing and pulling of high-mounted drive arms that transform linear motions into rotation of the drive wheel via an eccentrically clamped and longitudinally mounted bar. The first trolleys with such a drive were created immediately after WWI and are still in production today, and their inventors have been reported by inventors over the last decade (e.g., USA

No. 4,993,732). A positive feature of such a drive is its slightly higher driving efficiency in flat terrain. The downside, however, lies in the exceptionally poor maneuverability, inability to drive uphill or downhill, and with the mechanically defined stroke length of the crank arm, which, over time, drives the driver's muscles extremely tired. Physically speaking, the utilization of such a drive is significantly lower than theoretically possible mainly due to the sinusoidal torque generated on the wheel, which is a consequence of both blind spots, which are necessarily present in the eccentric conversion of straight motions into continuous rotation. In view of the physiological characteristics of the actuator, such actuation is more acceptable than the actuator (described in the first group), since it is performed by the driver with his hands raised high, and typically in the chest and arm. The physiologically negative characteristics of such a lever actuator are also significantly worse for the driver's arm, and the fact that, at the same time, when the two actuators are pulled and pulled, this type of actuation would be almost ideally effective for healthy drivers who, when pulling the levers with their feet, can rely on tear-off surface (similar to rowing boats on race boats). Since it is not possible to rely on the legs for the disabled, the disabled person must perform such a drive alternately - one pushing the lever while the other pulling, using a relatively small number of hand and chest muscle groups only. Due to all these advantages and disadvantages, the driving efficiency of such a drive with the average driver is theoretically up to two times higher than the efficiency of a ring drive, but due to the poorer blood circulation of the raised hands only in the short run and only in ideal driving conditions and exclusively on flat and smooth running surfaces;

• in the third group are t.i.m. pedal actuators in which the driver, with his hands clasped in advance, drives gears similar to the pedal drive of a two-wheeled chain-link, belt or similar medium to a front wheel-drive wheel of an otherwise three-wheeled wheelchair, (e.g., USA 4,758,013; 4,471,972). Such drives may be fitted with a gearbox, but due to the very unfavorable operating position of the hands, the utilization of such drives is even less than or equal to the efficiency of the gearboxes described in the second group. In addition, in this type of three-wheel drive, the drive is possible mainly on a very forward-facing front drive-steering wheel, to which even 10% of the total weight of the trolley with the driver cannot be carried. It is therefore virtually impossible to drive uphill because the drive wheel slips, and because of the extremely large turning radius, it is virtually impossible to use such a wheelchair indoors. Technically, such gearboxes are manufactured in an alternating or simultaneous way to push and pull pedal arms, but in the last few years only the designs for simultaneous pushing of both pedal arms have remained in production and use. The reason for this lies in a somewhat higher efficiency compared to the physiological characteristics of the human body in the case where the legs cannot be active and when the greater pushing force can only be achieved by the driver with the thrust of the pedal arms in horizontal traction or vertical thrust;

• the fourth group includes inventions and, in the known state of the art, recognizable structures that seek to remedy at least the basic disadvantage of the second group of propulsion systems described:

Reduced drive efficiency due to the sinusoidal torque generated on the drive wheel due to the eccentric conversion of the linear drive lever movement to the drive wheel rotation. There are a number of known solutions in this group (USA 1,605,750; 2,130,426; 3,994,509; 4,354,691; 4,453,729; 4,460,181; 4,682,784; 4,762,332; 4,811,964; 5,007,655; 5,322,312; 5,499,833; 5,577,748). they do not open up the possibility of constructing a propulsion system that, with optimal driving safety, which is extremely important for the disabled person, would significantly increase the simplicity and, above all, efficiency and propulsion efficiency, with a physiologically and medically sound and acceptable way of propelling and controlling the wheelchair. Some recent developments in patent applications over the last decade have significantly improved the mechanical means of converting straight arm movement into continuous rotation (USA 5,167,168; DE 39 32 538 A1; USA 4,538,754; Sl P 92 00 294; Sl P 93 00 501; Sl P 93 00 517 ; Fig. P 94 00 241), but still with a very large number of completely and with concrete drawbacks, which, even when all the best solutions of known inventions and / or combinations are combined. patent applications do not allow the construction of a propulsion system that as a technical unit would satisfy most of the necessary and set requirements. Even the most well-known known embodiments still no longer meet the essential criteria:

· They do not allow the complete gearbox to be fitted to even the smallest standard wheelchairs and other vehicles driven by the driver's muscle force;

• do not allow the gear unit to be mounted directly on any wheelchair without any need for modification or modification:

• they do not allow efficient inertial movement of the vehicle even when idling or running. when the driver is not running;

• do not systematically and automatically prevent the vehicle from braking while operating the drive;

• do not have transverse or horizontally positioned and freely rotating grips of the drive arms that would prevent the driver's wrists from overloading while driving;

• do not envisage or allow the installation of propellers which are adapted to the physical structure of the disabled person in his / her work area and whose feet are inoperative and therefore require significantly different mechanical arrangements for the efficient and medically acceptable manner of transmitting body power to the propulsion medium. With all existing lever solutions, with the exception of Slovenian patent Sl 94 00 241 and USA patent 6,017,046, it is envisaged and possible to install solely the drive arms that are mounted between the drive wheel and the wheelchair stick. However, the drive levers positioned in this way do not allow them to be shortened and properly designed to provide energy-efficient and medically optimal drive.

The subject of the invention is equipped with a gearbox driven by a two-hand or one-wheel-drive wheelchair with two-wheel drive effect, which according to the present invention uses a minimum number of components, and especially moving components, which otherwise cause internal mechanical losses during operation and because of low energy efficiency such a propulsion system also impaired severely disabled people on wheelchair gear applications, or only partially disabled or elderly people on a wheelchair or two wheeler. The whole mechanism according to the invention is made with a minimum outer diameter, which allows its direct mounting also within the hub of a very small wheel, which typically has an outside diameter of less than 200 mm in wheelchairs. This enables the installation of a much more energy-efficient propulsion system in virtually all possible applications of devices for converting the muscular force of the driver into continuous rotation from the drive wheel. When the drive is switched off, it provides exactly the same inertia characteristics of the drive wheel and the entire vehicle as if the gear unit had not been fitted to the wheel at all, since it rotates only the drive wheel on its own separate suspension and all other components of the gear unit are stationary. The ability to actuate the drive while braking is completely prevented, which can usually lead to the fatal consequences of a malfunction, loss of driving direction or even overturning the entire vehicle. Extremely easy to achieve optimum braking effect with minimal driver force input, with adequate movement of the entire driver's arm, which also enables severely disabled people to successfully and safely brake despite extremely low power in the fingers or the entire wrist. Suitable and medically acceptable angle of the wrist of the driver during drive operation, since known lever drive systems result in relatively high loads of the driver's wrist, which, when radically increased in use and similar to the ring drive, can lead to wrist cartilage wear or permanent deformation, consequently, they lead to the need for a medical or. surgery. It is also resolved to carry out such drive lever or. lever that allows the mounting of the lever gearbox or. safe lengthening or shortening of the effective length of the crank arm even during the actual actuation of the drive, in the optimum ratio in relation to driving needs and physiological characteristics and physical power of the widest circle of users, which significantly increases energy efficiency and enables successful driving even in the most difficult terrain. It is also possible to connect directly to any of the devices. an existing wheelchair, without any modifications or modifications to the wheelchair itself, in an existing and worldwide standard manner using a quick coupling with a frontal safety pin mounted through the center axis of the drive wheel. The design of the gear unit for converting straight-line movement into continuous rotation is solved so that the gear unit can have one or two-wheel drive installed, which allows it to be mounted on wheelchairs by executing a drive lever between the wheelchair stick and the drive wheel or the drive lever on the outside of the drive wheel, and it also opens up the possibilities of gear drive operation through indirect means such as chains, drive belts, steel ropes and other known means, and even their installation on other vehicles driven by the muscular force of the driver.

The invention is presented in Embodiments I and II for use with single-hand crank in conventional wheelchair and two-wheel drive (embodiment II), whereby the control of the driving direction in embodiment I is achieved by applying the brakes and in the double-wheel drive by transverse turning the steering wheel.

All embodiments are suitable for mounting in the wheel hub of a wheelchair or in a separate rotary casing or wheel attached to the rods of the vehicle at the torque, gear, chain or belt transmission.

The invention will be explained in greater detail on the basis of embodiments of variant solutions and figures, of which:

Fig. 1 Propulsion mechanism for converting a linear motion of a lever into a circular motion of a muscular-powered vehicle propulsion system according to the first embodiment in cross section A-A with integrated clutch system for complete separation

2o the drive system from the gear unit and a built-in conical brake which can be actuated by the driver by a lateral release of the drive lever, but only in the extension of the clutch actuation stroke, in the operating position of the gear unit with the drive on the drive lever;

Fig. 2 Propulsion mechanism for converting a linear motion of a lever into a circular motion of a muscular-powered vehicle propulsion system according to the first embodiment in cross-section

A-A with integrated clutch system for the complete separation of the drive system from the gearbox and a built-in conical brake that can be actuated by the driver by laterally pulling the drive lever, but only in the extension of the clutch actuation stroke, in the idling position of the drive wheel;

Fig. 3 Propulsion mechanism for converting a linear movement of the lever into a circular motion of a muscular-powered vehicle propulsion system according to the first embodiment in section AA with a clutch system for complete separation of the propulsion system from the gearbox and a built-in conical brake which can be actuated by the driver with a lateral by releasing the drive lever, however, only in the extension of the clutch actuation stroke, in the idling position of the drive wheel and the brake application of the brake;

Fig. 4 Propulsion mechanism for converting a linear motion of a lever into a circular motion of a muscular-powered vehicle propulsion system according to the first embodiment in cross-section

A-A with telescopic, longitudinally adjustable drive arm in lower position;

Fig. 5 Propulsion mechanism for converting a linear motion 5 of the lever into a circular motion of the musculoskeletal propulsion system of the first embodiment in cross section A-A with a telescopic longitudinally adjustable actuator in the upper position;

6 is a propulsion mechanism for converting a linear motion of a handle into a circular motion of a musculoskeletal drive system after II. an embodiment in cross section A-A with double-sided drive and winding reels to which flexible and winding straps are fastened and wrapped;

Figure 7 is a side view of the mechanism for converting the linear motion of the drive wheels into a circular motion of the drive wheel after II. with the case of longitudinally positioned pedals.

Figure 1 illustrates a drive mechanism for converting a linear motion of a lever into a circular motion of a musculoskeletal drive system according to embodiment I in cross-section A-A with a built-in clutch system for complete separation of the drive system from the gearbox and a built-in conical brake in the gear operating position. In the geometric center of the entire gear unit, a stationary axis 1 is mounted on which, through their cylindrical extensions, 6.6 'angular gears

4,4 '. Said angular gears 4,4 ' are interconnected via pivot gears 5.5 ' The axes 2,2 'lie radially with respect to the center stationary axis 1. The cylindrical extensions 6,6' are disposed individually printed by the drive plates 8,8 'through the locking side of the equally rotating one-way rotary locks 7,7'. On the outer circumference of the io 8.8 'drive plates, assembly grooves 9.9' are provided in which, at axial displacement, the output guides 3.3 'are wedged, which are simultaneously axially movably mounted in the grooves 10.10' of the left part 11 of the housing and the right parts 11 'of the housing. On the one hand, the output guides 3,3 'are attached to the thrust plate 12 and on the other hand to the brake ring 13. Both parts and 11,11' housings are mechanically connected to the outer housing 14 of the whole gearbox in the center and mounted on the drive plate 8 , 8 '.

Propulsion mechanism for converting a linear motion of a lever into a circular motion of a muscular-propelled vehicle propulsion system according to the first embodiment shown in Figure 1 in cross-section AA in the operating position of the gear-driven gearbox in Figure 2 in the idling position of the drive wheels and in Fig. 3 in the idling position of the drive wheel and the braking of the brake, actuate by pushing and pulling the drive lever 15. When pushing or pulling the lever 15, activate the drive plate 8 'by transferring the drive torque from the drive lever 15 to the drive wheel 16 or the outer housing 14 directly through the one-way rotary bearing T, and the second drive plate 8 transmits the drive torque from the drive arm 15 to the drive wheel 16 or the outer housing 14 indirectly through a suitable gear connection to change the direction of rotation of the drive torque of the angular gear 4 ' the gearing 5 and the angular gear 4 and over the bearing unit measuring rotary locks 7.

With the lateral (lateral) detachment of the drive lever 15 through the pusher plate io 12 and the output guides 3.3 ', the entire gear unit is moved so that the coupling grooves 9.9' come out of the grip with the output guides 3.3 'and by further opening the lever 15 in the case of braking (Fig. 3), it also presses the brake ring 13 against the brake disc.

Figures 4 and 5 show embodiments of the drive mechanism according to the invention and embodiment I, in cross-section AA, with telescopic, length adjustable drive lever 15. Such a construction version of drive lever 15 allows easy individual adjustment of the torque by which we operate propulsion mechanism. Thus, the drive lever 15 is positioned in the lower position

2o (Fig. 4) is advantageous for fast travel on a flat running surface, while the position of the drive lever 15 in the upper position (Fig. 5) is suitable for slow travel, ramp or uneven driving surface.

Propulsion mechanism for converting a linear movement of a handle into a circular motion of a muscular-powered vehicle's propulsion system after II. an exemplary cross-sectional view of AA with double-acting actuator and winding reels to which the flexible bending winding straps are attached and wrapped is shown in Fig. 6. In this embodiment, the actuators 17.17 '(actuator pedal 17' in Fig. 7 is not, However, mounted symmetrically on the opposite side of the mechanism), we do not act directly on the drive mechanism, but the axis 1 'is designed so that winding wheels 18,18' can be mounted on both sides of the mechanism on which the flexible bending winding straps 19,19 'are fastened and wrapped. . By pushing the drive pedal 17, the schematic arrangement of which is also shown in Figure 7, the belt drive 19 is thus transmitted to the drive wheel 16 or the outer housing 14 directly via the one-way rotary stop 7 ', and the second drive plate 8 transmits and drives torque to the drive wheel 16 or outer housing 14 indirectly through a suitable gear connection to change the direction of rotation of the drive torque of the angular gear 4 'of the rotating gear 5 and the angular gear 4 and via the one-way rotary stop 7. At the same time, due to the mutually stationary installation of the winding wheels 18 , 18 'lane

19 'bends to reel 18' and consequently raises the drive pedal 17 '. When the pedal 17 is in the lowest position, the pedal 17 'is in the highest position. By pushing the drive pedal 17 ', the operation of the mechanism is repeated, except that the drive torque is transmitted in the opposite sense as when pushing the drive pedal 17. The mounting points on the drive pedals 17,17' are variable and adjustable over the entire length of the body of the pedal 17, 17. '.

With the submitted design solution after II. In the embodiment, 5 can be equipped with various leg-driven vehicles such as two-wheelers, tricycles and similar vehicles.

For:

IZUMI, D.O.O.

Claims (5)

PATENT APPLICATIONS 1. An oscillator for oscillating movement, characterized by this 5 that a stationary axis (1) is mounted in the geometric center of the entire gear unit, on which the angular gears (4,4 ') are interconnected with the rotating gears (5,5'), mounted on the axes (2,2 ') radially mounted centrally stationary axis (1) whereby the cylindrical extensions (6,6 ') of the two angular gears (4,4') are positioned in the io locking direction in the same way as the one-way rotary bearing locks (7,7 ') facing with their external housings indistinguishably pressed in the drive plate (8.8 '), in which clamping grooves (9.9') are formed on the outer circumference, in which, at its axial displacement, the guides (3, 3 ') which are axially movable are stuck also through the grooves (10, 10 ') and from the left part (11) of the housing and the right part (11') of the housing, with the output guides (3,3 ') attached at one end point to the thrust plate (12) on opposite sides to the brake ring (13), with both drive plates (8.8 ') mechanically rigidly connected to the outer the housing (14) of the complete gear unit at its centers is mounted on 20 drive plates (8.8 '). An oscillating gear drive according to claim 1, characterized in that two drive plates (8.8 ') are preferably incorporated into the gearbox, of which the drive plate (8') transfers the drive torque from the drive lever (15) or drive train reels (18 ') to the drive wheel (16) or outer housing (14) directly via the one-way rotary bearing (7'), second 5, the drive plate (8) transfers the drive torque from the drive lever (15) or the drive pulley (18) to the drive wheel (16) or the outer housing (14) indirectly via a suitable gear connection to change the direction of operation of the drive gear torque (4). ', 5,4) and via the one-way rotary bearing (7). An oscillating gearbox according to Claims 1 and 2, characterized in that the output guides (3,3 ') are arranged parallel to the main axis (1) of the drive wheel (16) in the outer housing (14) of the wheel hub. whose mechanical force can be applied axially to the brakes (16) on the other to cause the braking force. 4. The oscillating gear according to claims 1 to 3, characterized in that 2 that the drive lever (15) is mounted directly on the cylindrical extension of the gear body (4 ') on which a one-way rotary stop (7') is simultaneously mounted, whereby the drive lever (15) is axially adjustable by its lateral deflection through pushes 5. 5. the plate (12), the output guides (3,3 ') and the brake ring cause the entire wheel to brake effect (16). An oscillating gear drive according to claims 1 to 3, characterized in that the drive wheels (18, 18 ') are connected to the drive pedals (17, 17') via double-folded flexible winding straps (19,19 ') the mounting points on the drive pedals (17.17 ') are arbitrarily variable and adjustable over the entire length of the drive pedal body (17, 17').