WO2001092092A2

WO2001092092A2 - Drive gear for conversion of swinging motion into continuous rotation with single- or double-acting drive and incorporated coupling and brake

Info

Publication number: WO2001092092A2
Application number: PCT/SI2001/000018
Authority: WO
Inventors: Vladimir Markovič
Original assignee: Izumi, D.O.O.
Priority date: 2000-05-31
Filing date: 2001-05-31
Publication date: 2001-12-06
Also published as: WO2001092092A3; SI20576A; AU2001264533A1

Abstract

The invention relates to a drive gear for conversion of swinging motion into continuous rotation, designed for hand or foot drive, to convert swinging motion into continuous rotation with single- or double-acting drive, equipped with a global coupling and brake. Drive gear of a muscle-driven vehicle having a static axle (1) placed in its geometrical center on which axle two angular gears (4, 4') are borne and interconnected by means of turning gears (5, 5') borne on axles (2, 2') which are radially fitted onto the ctnral static axle (1), whereas two unidirectional gear rotation locks (7, 7') both facing the locking direction are fitted onto cylindrical extensions (6, 6') of the two angular gears (4, 4'), the external housings of said rotation locks having been pressed non-removably into drive plates (8, 8') which are fitted at their periphery with coupling grooves (9, 9') into whcih output guiding rails (3, 3') are keyed while making their axial shift, the guiding raisl also being axially shiftable through grooves (10, 10') at the left side (11) and right side (11') of the housing, output guiding raisl (3, 3') haivng been fixed by one of their extreme points, to a thrust plate (12) and by their opposite sides to a brake ring (13), both dirve plates (8, 8') having been mechanically in a rigid way linked with the outer housing (14) of the complete drive gear, and centrally borne on the drive plates (8, 8').

Description

DRIVE GEAR FOR CONVERSION OF SWINGING MOTION INTO CONTINUOUS ROTATION WITH SINGLE- OR DOUBLE-ACTING DRIVE AND INCORPORATED COUPLING AND BRAKE

This invention relates to a hand- or foot-operated drive gear for conversion of swinging motion into continuous rotation with single- or double-acting drive, equipped with a global coupling and brake.

The mechanism is intended for conversion of linear, forward/backward or up/down, movement of a handle or small-stroke pedals, preferably controlled by hand or feet, into continuous rotary movement of a drive wheel.

The invention belongs to class B 62 M 1/14 of the International Patent Classification. The technical problem which has been successfully solved by the mechanism in accordance with the invention is to design such a drive system for a wheelchair or a bicycle that would provide for power-efficient and above all safe bi-directional action of drive lever(s) with the possibility of switching on full idle run of the driven wheel with the driven wheel having been completely mechanically separated from the drive system and freely rotating in its own bearing, and a brake having been systematically designed so that braking can exclusively be performed with idle run of the driven wheel switched on, and by no means during active performance of the drive, which provides not only for a higher safety of ride and of the incorporated equipment but also for higher driving efficiency, as the new mechanism in accordance with the invention is designed to allow the incorporation of a gear lever and it operates without sinusoidal losses which are typical for the conversion of swinging linear movement into rotation by means of eccentric clamping of the drive levers.

In total, the mechanism in accordance with the invention solves several technical problems:

• the first problem lies in the design of such continuous drive that will be able to convert linear and bi-directional movement of the drive medium or media into continuous rotation without the use of eccentric transformations but at a minimum number of moving component parts which cause internal mechanical losses and prevent for power reasons the use of such a drive system by physically weak handicapped persons in applications of drive gear on a wheelchair, or by partially handicapped or elderly persons in applications of drive gear on a tricycle or bicycle designed for the handicapped; • the second technical problem which has been successfully solved by the mechanism in accordance with the invention is the requirement for optimal miniaturization of said design, such that would provide for its direct installation into the hub of even a small wheel, which in wheelchairs usually has an outer diameter of less than 200 mm. This provides for incorporation of a much more power-efficient drive system in practically all possible applications of devices for the conversion of the rider's muscular force into continuous rotation of the drive wheel;

• the third technical problem which has been successfully solved by the mechanism in accordance with the invention relates to the global power efficiency, as the mechanism with the drive switched off provides inertia characteristics of the drive wheel and the complete vehicle which are identical to those of a drive gear which has not had been built into the wheel; • the fourth technical problem which has been successfully solved by the mechanism in accordance with the invention relates to the safety of the rider using it, especially a handicapped person in a wheelchair, as the new drive gear in accordance with the invention completely prevents him or her from performing the driving action while braking - which could bring about such fatal consequences as failure, loss of direction, or even overturning of the vehicle; • the fifth technical problem which has been successfully solved by the mechanism in accordance with the invention is to design a mechanism for switching on the brake and its operation which would ensure exceptionally easy obtaining of an optimal braking effect at minimum applied muscular force of the rider, i.e. through an adequate movement of the rider's complete arm, which would enable even the heavily handicapped persons to successfully and safely perform the braking action despite an extremely low strength of their fingers and wrists;

• the sixth technical problem which has been successfully solved by the mechanism in accordance with the invention is to provide for a an appropriate and medically acceptable angle of the rider's wrist while executing the drive, knowing that relatively high loads on the rider's wrist occur in known lever-type drive systems, which could - at radically increased use and the same as in the hoop drive - cause wear of the cartilage tissue of the wrist and permanent deformations resulting in the need for medicinal or surgical intervention; • the seventh technical problem which has been successfully solved by the mechanism in accordance with the invention is to design a drive handle or lever which would allow for the incorporation of a gear lever, or safe lengthening or shortening of the effective length of the drive handle even during performance of the driving action, in an optimal ratio between the driving needs and physiological characteristics and the physical strength of a widest range of users, thus essentially increasing power efficiency and providing for a safe ride even on the most difficult terrain.

• the eighth technical problem which has been successfully solved by the mechanism in accordance with the invention is to design such a drive gear for conversion of linear motion of a drive lever into continuous rotation, which would provide for direct connection to an optional or existing wheelchair, i.e. without having to remake or after-treat the wheelchair, according to an existing, world-wide standard method with the use of a fast coupling with a front safety key inserted through the central axle of the drive wheel. • the ninth technical problem which has been successfully solved by the mechanism in accordance with the invention is to design such a drive gear for conversion of linear motion into continuous rotation which could incorporate a single- or double-acting drive to be installed on wheelchairs whose drive handle has been mounted between the bar support of the wheelchair and the drive wheel or drive handle at the outer side of the drive wheel, which would make it possible to drive the drive gear also by indirect means such as chains, drive belts, steel ropes and other known means, and even to mount them on other vehicles driven by the rider's muscular force.

The design solution of a new mechanism in accordance with the invention shall also be easy to manufacture and appropriate for posterior installation on an optional or existing wheelchair or some other device driven by the rider 's muscular force.

The drive systems of two-hand-driven wheelchairs have been designed on four known concepts:

• The first group includes wheelchairs driven by the rider directly pushing two drive hoops mounted rigidly on the drive wheels. A positive feature of such drives are good maneuvering characteristics, as the rider can turn the wheelchair on the spot by rotating one wheel in one direction and the other in the opposite direction. A drawback of such drives is very low driving efficiency, since after having pushed the drive hoop, the rider has to let the hoop go and bring his or her hand back, which means that during half of the entire move with his or her hand the rider is not actively performing the driving. Another reason for poor efficiency of said drives lies in an inconvenient working angle of the rider's wrist and his or her entire arm, which along with a maximum bodily strain, enables the development of only a small portion of the force that could have been developed by the arm in a physiologically more comfortable working angle, e.g., in a sitting position on a wheelchair, the rider with his or her arm almost stretched downwards, pushes the drive hoop under an angle which, initially, is a little less than 80°, later on over 90° and finally 130° approximately, with respect to the angle's vertical, i.e. the rider's spine. Although such working angle is positive because of the arm is stretched downwards and there is good blood supply to the muscles, it is extremely uncomfortable with regard to the pushing force that can be developed by the arm. According to known facts about the working physiology of the human muscles, the human arm can develop, at maximum bodily strain, its maximum pushing force by an e.g. typically breast push with the arms obligatorily lifted in a high position (where the drive hoop is inaccessible), whereas with the arms stretched downwards, the same pushing force can be achieved at a much larger pushing angle than can be done on the drive hoop. An effective working angle of the arm stretched downwards forms with the vertical line of the spine an angle of at least 140° to 190°. The drive hoop which is fixed to the wheel of the wheelchair thus mechanically defines and limits the possibilities of a larger driving efficiency to less than 1/3 of the theoretically possible value. In addition to the aforesaid, the drive hoop has very unfavorable effects on the rider's wrist joint, since the loads arising with stronger or sporty paraplegics would cause an extremely high percent of permanent deformations of the wrist, and as a consequence, require serious surgical and medical interventions, etc. In certain damages of the spine or spinal musculature, the hoop type of drive will cause the appearance of a linear twitching load on the spine and open the possibility of additional damage or deformation of the spine; the second group of known designs of two-hand-driven wheelchairs includes lever-driven wheelchairs driven by alternate pushing and pulling elevated drive handles whereby linear movements are converted into rotation of the drive wheel via an eccentrically clamped and longitudinally positioned bar support. The first wheelchairs having this type of drive appeared immediately after WW I, and are still in production today, with improvements having been claimed by inventors throughout the last decade (e.g. USA 4,993,732). The positive feature of such a drive lies in a slightly higher driving efficiency on an even terrain. The drawbacks, however, lie in extremely poor maneuvering characteristics, the incapability of riding uphill or on an uneven surface, as well as in a mechanically defined length of stroke of the drive handle, which, during a long drive, could be extremely fatiguing for the rider's musculature. From the physical point of view, the efficiency of such a drive is essentially lower than the theoretically possible efficiency, especially because of the sinusoidal form of the torque produced on the wheel, which is the result of the two dead centers that have to be present in eccentric conversion of linear motion into continuous rotation. With regard to the physiological characteristics of executing such a drive, this drive is more acceptable than the hoop type (described within the first group), since the rider performs it with his/her hands lifted and by a typical breast push and pull of the arms. The drawbacks of such lever drive, however, lie in the essentially poorer blood supply to the rider's arms, and in the fact that, by simultaneously pushing and pulling both drive handles, such type of drive would have an almost ideal efficiency for a healthy rider who can use the support of his/her legs against the pushing surface (similar to that of a rower in a competition boat). With handicapped persons, however, support on their legs is not possible, therefore such a person has to perform the drive by alternately pushing one handle while pulling the other, thereby using a relatively small number of arm and breast muscles. Because of the enumerated strengths and weaknesses, the driving efficiency of such a drive with an average rider is theoretically up to two times higher than the efficiency in a hoop drive, although - due to the poor blood supply to the highly raised arms - only for a drive of short duration and in ideal riding conditions, and exclusively on even and smooth surfaces; the third group includes the so-called "pedal drives", where the rider with his/her arms stretched forward pushes two pedal-like drive gears similar to those of a bicycle, which are linked by a chain, a belt or a similar medium to the front drive/control wheel of a three-wheel wheelchair (e.g. USA 4,758,013; 4,471 ,972). Although in such drives the incorporation of a gearbox is possible, due to the very uncomfortable driving position of the arms, the efficiency of such drives is even smaller or equal to the efficiency of the drive gears described within the second group.

In addition, the drive in a three-wheel chair of this type is only possible on a substantially forward-shifted front drive/control wheel, onto which not even 10 % of the total weight of the wheelchair with the rider can be transmitted. A ride up a steeper slope is thus practically impossible, since the drive wheel skids, and due to the extremely long turning radius, indoor use of such wheelchair is practically impossible, too. From the technical point of view, the drive gears for the versions of alternate or simultaneous pushing and pulling of the pedal handles are still in production, but in the past few years, only the versions for simultaneous pushing of both pedal handles have remained in production. The reason lies in a rather higher efficiency with respect to the physiological characteristics of the human body, in the case when the legs cannot be active and higher pushing force can only be obtained by the rider when breast pushing the pedal handles, whereas a negligibly low force is obtained by a horizontal pull or vertical push; • The fourth group includes inventions and designs identifiable in the known state of the art, which try to eliminate at least the basic drawback of the described group no. 2 drive systems:

Decreased driving efficiency due to the sinusoidal form of torque produced on the drive wheel because of eccentric conversion of linear movement of the drive handle into rotation of the drive wheel. A larger number of known solutions is known 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). However, the drawbacks of the indicated and other known solutions still exist in that these solutions do not offer the possibility of designing such a drive system which would, along with an optimal riding safety - which is extremely important to a handicapped person - provide for essentially improved simplicity and above all effectiveness and driving efficiency, all by providing a physiologically and medically healthy and acceptable way of driving and controlling a wheelchair. Some recent versions contained in patent applications of the past decade have brought essential improvements to the mechanical ways of converting linear movement of the arms into continuous rotation (USA 5,167,168; DE 39 32 538 A1 ; USA 4,538,754; SI P 92 00 294; SI P 93 00 501; SI P 93 00 517; SI P 94 00 241); however, they still contain an outstanding number of concrete drawbacks, which, even when all the best solutions of known inventions or patent applications were joined together, they would not ensure the design of such a drive system which would meet as a technical entity the majority of the necessary and set requirements. Even the most convenient known versions still do not meet several of the essential criteria, i.e.:

• they do not allow the installation of an entire drive gear into the wheels of the smallest standard diameters of wheelchairs or other vehicles driven by the muscular force of the rider;

• they do not allow direct installation of the drive gear on an optional, existing wheelchair without the need to after-treat or remake the wheelchair; • they do not ensure efficient inertial movement of a vehicle when idling or when the rider is not applying the driving force;

• they do not systematically and automatically prevent the vehicle from braking while the driving force is being applied; • they are not equipped with transverse or horizontal and free- rotating holding parts of drive handles which would prevent excessive loading of the rider's wrists when applying the driving force; • they do not preview or provide for the installation of such drive handles that would be adapted in their operating area to the bodily constitution of a handicapped person whose feet are not functioning and therefore need essentially different mechanical devices for an efficient and from the health point of view acceptable way of applying bodily strength onto a drive medium.

In all existing lever-type solutions, with the exception of the Slovenian Patent SI 94 00 241 and USA Patent 6,017,046, only the installation of drive handles which are placed between the drive wheel and the bar support of a wheelchair is foreseen and possible. The drive handles thus installed, however, cannot be shortened and/or have an adequate shape which would ensure a power-efficient and medically optimal drive.

The invention relates to a drive mechanism equipped with a gearbox for a two- or one-hand-driven wheelchair with a double-acting driving effect in which, in accordance with the new invention, a minimum number of component - especially moving - parts is used, which would cause internal mechanical losses during operation and would - due to low power efficiency - prevent the use of such drive system by the weaker handicapped persons applying the drive gear on a wheelchair, or to partially handicapped or elderly persons on a three-wheeled chair or bicycle. The entire mechanism in accordance with the invention is made with a minimum outer diameter, thus enabling its direct installation even inside the hub of a very small wheel, which in wheelchairs usually has an outer diameter smaller than 200 mm. This provides for installation of a much more power-efficient drive system as far as power is concerned into practically all possible applications of devices for conversion of the rider's muscular force into continuous rotation of the drive wheel. With the drive switched off, it provides for the inertia characteristics of the drive wheel and the entire vehicle identical to those of a wheel without a drive gear, as only the drive wheel is rotating on its separate bearing while all other component parts are idling. The possibility of driving while braking is fully eliminated, which avoid the fatal consequences of damage, of losing the direction or even vehicle overturning. The extremely easy achieving of optimal braking effect at minimum muscular force applied by the rider through an adequate movement of the his/her arm, which provides for successful and safe braking even of the more seriously handicapped persons, despite an essentially smaller strength of their fingers or the entire wrist. Resolved and medically acceptable is the rider's wrist angle while applying the driving force, since in known lever-type drive systems relatively great loads are applied on the rider's wrist, which at radically increased use and the same as in hoop drive, could lead to wear of the cartilage tissue of the wrist or to permanent deformations which, consequently, would lead to the need for medical or surgical intervention. A solution has also been found for the design of such a drive handle or lever which would allow for the incorporation of a gear lever, or safe lengthening or shortening of the effective length of the drive handle even while applying the driving force, namely in an optimal ratio in relation to the riding needs and physiological characteristics as well as physical strength of the widest circle of users, which essentially increases the power efficiency and provides for successful ride even on the most difficult terrain. Further, direct connection to an optional or existing wheelchair has been made possible without any after-treatment or remake of the wheelchair, i.e. by existing and world-known standard means with the use of a fast coupling with a front safety key inserted through the central axle of the drive wheel. The design of the drive gear for conversion of linear movement into continuous rotation has been solved in such a way that the drive gear can incorporate a single- or double-acting drive which allows for its installation on a wheelchair with a drive handle installed between the bar support of the wheelchair and the drive wheel, or a drive handle at the outer side of the drive wheel, thus offering the possibility of driving the drive gear by 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 rider. ^" The invention is presented in embodiments I and II, for use with a single-acting handle drive in a conventional wheelchair drive, and a double-acting drive, respectively, whereby the control of riding direction in embodiment I is achieved by using brakes, while in the double-acting drive by transverse turning of the control wheel.

All embodiments are designed for incorporation into the hub of a drive wheel or into a separate rotary housing or a wheel fixed to the bar support of a vehicle in the cases of band, gear, chain or belt transmission of torque. The invention will be described in detail with reference to drawings which represent the embodiments of variant solutions, wherein

Figure 1 represents a drive mechanism for converting linear movement of a handle into rotary movement of a drive system of a muscle- driven vehicle in accordance with embodiment I, in A-A cross- section, with a built-in coupling system for complete separation of the drive system from the drive gear and a built-in conical brake that can be activated by the rider pushing the drive handle sidewise, but only in an extension of the move of switching on the coupling, in operating position of the drive gear with the drive being on the drive handle; Figure 2 represents a drive mechanism for converting linear movement of a handle into rotary movement of a drive system of a muscle-driven vehicle in accordance with embodiment I, in A-A cross-section, with a built-in coupling system for complete separation of the drive system from the drive gear and a built-in conical brake that can be activated by the rider pushing the drive handle sidewise, but only as an extension of the move of switching on the coupling, in idling position of the drive wheel;

Figure 3 represents a drive mechanism for converting linear movement of a handle into rotary movement of a drive system of a muscle-driven vehicle in accordance with embodiment I, in A-A cross-section, with a built-in coupling system for complete separation of the drive system from the drive gear and a built-in conical brake that can be activated by the rider pushing the drive handle sidewise, but only as an extension of the move of switching on the coupling, in idling position of the drive wheel and with the conical brake being activated;

Figure 4 represents a drive mechanism for converting linear movement of a handle into rotary movement of a drive system of a muscle-driven vehicle in accordance with embodiment I, in A-A cross-section, with a built-in telescopic drive handle with adjustable length in lower position;

Figure 5 represents a drive mechanism for converting linear movement of a handle into rotary movement of a drive system of a muscle-driven vehicle in accordance with embodiment I, in A-A cross-section, with a built-in telescopic drive handle with adjustable length in upper position;

Figure 6 represents a drive mechanism for converting linear movement of a handle into rotary movement of a drive system of a muscle-driven vehicle in accordance with embodiment II, in A-A cross-section, with double-acting drive and two reels onto which two flexible tapes are fixed and wound;

Figure 7 represents a side view of a drive mechanism for converting linear movement of drive pedals into rotary movement of a drive wheel in accordance with embodiment II, with lengthways positioned pedals. Figure 1 represents a drive mechanism for converting linear movement of a handle into rotary movement of a drive system of a muscle-driven vehicle in accordance with embodiment I, in A-A cross-section with a built- in coupling system for complete separation of the drive system from the drive gear, and a built-in conical brake in drive gear operating position. The complete drive gear has a static axle 1 placed in its geometrical center on which axle two angular gears 4, 4' are borne via their cylindrical extensions 6, 6'. Said angular gears 4, 4' are interconnected by means of turning gears 5, 5' which are borne on axles 2, 2'. Axles 2, 2' lie radially with respect to the central static axle 1. Two drive plates 8, 8' are pressed non-removably onto the cylindrical extensions 6, 6' via unidirectional gear rotation locks 7, 7', both facing the locking direction. At the periphery of said drive plates 8, 8' there are coupling grooves 9, 9' into which output guiding rails 3, 3' are keyed while making their axial shift, said guiding rails also being axially shiftable through grooves 10, 10' at the left side 11 and right side 11' of the housing. On one side the output guiding rails 3, 3' are fixed to a thrust plate 12, and on the other side to a brake ring 13. Both parts 11 , 11' of the housing are mechanically linked with the external housing 14 of the complete drive gear, and centrally borne on the drive plates 8, 8'.

The drive mechanism for converting linear movement of a handle into rotary movement of a drive system of a muscle-driven vehicle in accordance with embodiment I, as shown in Figure 1 in an A-A cross- section in operating position of the drive gear with the drive on the drive handle, and in Figure 2 in idling position of the drive wheel, and in Figure 3 in idling position of the drive wheel with a conical brake braking, is activated by pushing and pulling a drive handle 15. By pushing or pulling the handle 15 the drive plate 8' is activated so that the driving torque is transmitted from handle 15 to drive wheel 16 or to external housing 14 directly via a unidirectional gear rotation lock 7', with the other drive plate 8 transmitting the driving torque from the drive handle 15 to the drive wheel 15 or the external housing 14 indirectly, i.e. a corresponding gear connection for the change of direction of rotation of the driving torque of angular gear 4' of turning gear 5 and angular gear 4, and via a unidirectional gear rotation lock 7.

By a sidewise push of the drive handle 15 via a thrust plate 12 and output guiding rails 3, 3', the complete drive gear is shifted in such a way that coupling grooves 3, 3' release their grip with the output guiding rails 3, 3', and by further pushing the handle 15 sidewise in case of braking (Figure 3) also a brake ring 13 is pressed against the brake disc.

Figures 4 and 5 represent two versions of a drive mechanism according to the invention in accordance with embodiment I, in an A-A cross-section with a built-in telescopic driving handle 15 with adjustable length. Such design solution of a drive handle provides for easy individual adaptation of the moment applied to the drive mechanism. Thus the placing of the drive handle 15 into the lower position (Figure 4) is suitable for a fast ride on an even surface, while the placing of the drive handle 15 into the upper position (Figure 5) is suitable for a slow ride uphill or on an uneven surface.

Figure 6 represents a drive mechanism for converting linear movement of a handle into rotary movement of a drive system of a muscle-driven vehicle in accordance with embodiment II, in an A-A cross-section, with a double-acting drive and two reels onto which two flexible winding tapes are fixed and wound. In this embodiment, drive pedals 17, 17' (the drive pedal 17' is not shown in Fig. 7, being placed symmetrically at the opposite side of the mechanism) are not acting directly on the drive mechanism, the axle 1' being made in such a way that the reels 18, 18' can be mounted on either side of the mechanism, onto which reels flexible winding tapes 19, 19' are fixed and wound. By pushing the drive pedal 17, whose installation is schematically shown in Figure 7, and through unwinding of the tape 19, the transmission of the driving torque on the drive wheel 16 or the external housing 14 is achieved directly via a unidirectional gear rotation lock 7', while the second drive plate 8 transmits the driving torque to the drive wheel 16 or to external housing 14, indirectly, i.e. via a corresponding gear connection for changing the direction of rotation of driving torque of the angular gear 4' of the turning gear 5 and angular gear 4, and via the bearing rotation lock 7. At the same time, and with the reels18, 18' being fixed with respect to each other, tape 19' winds onto the reel 18' and as a result, lifts the drive pedal 17'. When the drive pedal 17 is in its lowest position, the drive pedal 17' is in its highest position. The operation of the mechanism is repeated by pushing the drive pedal 17' again, but this time the driving torque is transmitted in the opposite sense than when pushing the drive pedal 17. The clamping points on the drive pedals 17, 17' are optionally changeable and adjustable along the entire body length of the drive pedals 17, 17'.

The claimed design solution in accordance with embodiment II is convenient for mounting on various, leg-driven vehicles, such as bicycles, tricycles and similar means of transportation.

Claims

1. A drive gear for conversion of swinging motion, characterized in that a static axle (1 ) is placed in the geometrical center of the complete drive gear on which axle two angular gears (4, 4') are borne and interconnected by means of turning gears (5, 5') borne on axles (2, 2') which are radially fitted onto the central static axle (1), whereas two unidirectional gear rotation locks (7, 7') both facing the locking direction are fitted onto cylindrical extensions (6, 6') of the two angular gears

(4, 4'), the external housings of said rotation locks having been pressed non-removably into drive plates (8, 8') which are fitted at their periphery with coupling grooves (9, 9') into which output guiding rails (3, 3') are keyed while making their axial shift, the guiding rails also being axially shiftable through grooves (10, 10') at the left side (11) and right side

(11') of the housing, the output guiding rails (3, 3') having been fixed at one of their extreme points to a thrust plate (12) and at their opposite sides to a brake ring (13), both drive plates (8, 8') having been mechanically in a rigid way linked with the external housing (14) of the complete drive gear, and centrally borne on the drive plates (8, 8').

2. A drive gear for conversion of swinging motion as claimed in claim 1 , characterized in that two drive plates (8, 8') are preferably built into the drive gear, of which one drive plate (8') transmits the driving torque from the drive handle (15) or drive disc (18') to the drive wheel (16) or external housing (14) directly via a unidirectional gear rotation lock (7¹), whereas the second drive plate (8) transmits the driving torque from the drive handle (15) or drive disc (18) to the drive wheel (16) or external housing (14) indirectly, i.e. via a corresponding gearing connection for changing the direction of operation of the driving torque of gears (4', 5, 4) and via a unidirectional gear rotation lock (7).

3. A drive gear for conversion of swinging motion, as claimed in claims 1 and 2, characterized in that output guiding rails (3, 3') are installed into the external housing (14) of the wheel's hub in parallel with the main axle (1) of the drive wheel (16) over which output guiding rails it is possible to axially transmit mechanical force for causing the braking force.

4. A drive gear for conversion of swinging motion, as claimed in claims 1 to 3, characterized in that the drive handle (15) is placed directly onto an extension of the gear body (4') on which the unidirectional gear rotation lock (7') is mounted at the same time, with the drive handle (15) being axially adjustable along its length, and by pushing it sideways via the thrust plate (12), the output guiding rails (3,3') and the brake ring, the braking effect is applied on the entire wheel (16).

5. A drive gear for conversion of swinging motion, as claimed in claims 1 to 3, characterized in that drive discs (18, 18' ) are connected with drive pedals (17, 17') via flexible winding tapes (19,19') clamped on both sides, the clamping points of which on the drive pedals (17,17') are optionally changeable and adjustable along the entire length of the drive pedals' (17, 17') body.