Tricycle, body-propelled vehicle or training device with rod-based rowing drive

Abstract

Rowing drive for a tricycle, other body-powered vehicle or training device, characterized by the following features: - the longitudinal tube (L), which forms the front part of the chassis, branches out at the rear end into two steeply sloping tubes (Y), which transition into parallel, horizontally positioned tubes (H) that support the two rear wheels - The longitudinal tube (L) is surrounded by a slightly wider outer tube (O), which either ends behind the drive linkage or just before the end of that longitudinal tube (L) and in this variant also supports the driver's seat there. - said drive linkage, which hangs in the middle between the driver's seat and the front wheel with a solid axle (E) on the outer tube (0), consists of four parallelogram-shaped rods (a, b, c, d), of which the two longer ones (a, b) either extend upwards, as arm rod (a), or downwards, as leg rod (b), from the parallelogram and carry the handlebar (g) or the pedal rod (p) at their free end. - the two shorter parallel crossbars (c, d) connect the arm and leg bars (a, b) with four joints (A, B, C, D) and, when pulled or pushed, rotate with the handle and / or pedal bar (g, p) so that they pull the arm bar (a) downwards and the leg bar (b) upwards as both approach their mean path position and thereby straighten from the inclined position to the vertical; and because both movements continuously compensate for each other, they result in straight horizontal paths for the handle and pedal bar (g, p) - The axis (E) around which the lower crossbar (d) rotates divides it into unequal sections, which is why the arm rod (a) connected to the longer section has a larger oscillation amplitude than the leg rod (b) - above the axis (E) on the outer tube (O) stands a vertical rail (T) on which the joint (C) transformed into a slide (tsl) between the tip of the leg rod (b) and the upper crossbar (c) rises and falls during the drive movement - a device which first strictly determines the paths of the handle and pedal rod (g, p).

Description

[0001] Over the past decades, there have been numerous attempts to transfer rudder propulsion to a road vehicle. None of them have ever reached the stage of practical application or even commercial use. The reasons for this are straightforward. Sometimes, the longitudinally sliding driver's seat of a sports boat has been adopted as the propulsion mechanism. Such designs are unsuitable for a road vehicle because they do not allow for safe steering; the same applies to propulsion-generating pull rods that are also intended for steering (EP 2,923,939 A1; US ​​4,928,986). Designs that attempt to integrate the brakes into the propulsion system in addition to the steering, thereby increasing the risk of interference, are even more disadvantageous. (DE 10 2005 008 890 A1; DE 103 09 477 A1; DE 10 2004 009 228A1) Bars were also designed for the arm pull and / or the leg push, which curved around a (possiblyThey should rotate a common axis, which forces an awkward and inefficient movement sequence (DE 199 18 868 A1; DE 10 141 623 A1; US ​​5,280,936). Some of these patent proposals relate to a two-wheeler, which is generally unsuitable for the application of the rowing drive: The whole-body engagement increases the risk of falls and accidents. In addition, earlier applications often exhibit an overcomplication that usually reveals deficiencies in the design considerations and must have discouraged any technical implementation, even of patented projects.

[0002] The outlined problem situation gives rise to the task for the concept presented below. The drive system had to be designed from the outset for a tricycle whose construction should not be too closely based on either the model of a rowing boat or bicycle technology. The planned linkage combination was to optimally integrate arm and leg movements and ensure that both the handlebars and pedals moved back and forth in a straight horizontal line. Furthermore, it was essential to design the brakes, gears, and especially the steering so that they could be operated as easily as possible, yet completely independently of the drive movement; this could only be achieved with unconventional devices.

[0003] The result is a seemingly uncomplicated vehicle whose drive system allows for effortless movement. Thanks to the swivel seat steering, which requires only weight shifting, suitable gears, and easy-to-use brakes, the tricycle should prove fully roadworthy. It also offers a wide range of applications, suitable as a sports device (full-body workout!) as well as for excursions or everyday errands. And finally, the vehicle can also be used by people with arm or leg disabilities. 1. Drive linkage

[0004] ( Fig. 1) The vehicle's frame consists of a continuous longitudinal tube L with two steeply sloping tubes (Y) branching off behind the driver's seat, forming an inverted V and transitioning into lower, horizontal, parallel bars (H). At the bend in this transition, a crossbar can connect both rear frame arms, providing additional stability to the frame at its point of greatest stress. A wider outer tube 0 surrounds the longitudinal tube L, rotatable around L thanks to ring connections at both ends. This outer tube supports the drive linkage and—if it extends to the rear end of L—optionally the driver's seat, which otherwise rests on L.

[0005] The basis of the drive system is a parallelogram-shaped structure made up of four rods – a, b, c, d – connected by joints A, B, C, and D – the vertices of the parallelogram. Two of these rods (a and b = arm rod and leg rod) extend upwards and downwards, respectively, beyond the quadrilateral and carry the handlebar g or the pedal rod p at their ends. If the arm rod a – from the driver's perspective – is positioned to the right of the longitudinal tubes L / 0 (as in Fig. 1) This also applies to the crossbar c, which attaches with an eyelet to the inward-facing axis A in the lower third of a and leads to C at the upper end of the leg rod b, which is located to the left of the longitudinal tubes L / 0. Between b and L / 0 is the crossbar d, which attaches with joint B to the upper third of b and leads to D at the lower end of a. The axes of C and D bridge the gap between the right and left halves of the linkage, which is caused by the outer tube 0, and are therefore considerably wider than those of A and B. The entire drive linkage rests on the correspondingly massive, left-facing axle E, which is located laterally or below 0 in the middle between the driver's seat and the front of the vehicle and divides the crossbar d into two unequal sections: a short one (BE) and a longer one (ED).

[0006] The described construction ensures that the paths of the handlebar and pedal rod run in an almost straight line. This effect is due to the combination of two processes: As the arm and leg rods move back and forth, the lower crossbar d rotates around axis E, and joint D moves downwards towards the center. The arm rod a is thus pulled further and further downwards along its path from the front or rear towards the center, preventing the lifting of its upper end—and the handlebar—that would otherwise occur when transitioning from an inclined to an upright position. Simultaneously, as the leg rod b approaches its central position, joint C, and with it the upper end, is continuously raised by the rotation of d and c, thus preventing the lower end of b—and of the pedal rod p—from dropping, as would otherwise occur with b's increasing vertical position.

[0007] The described arrangement, however, cannot strictly determine straight paths for g and p; the entire linkage could constantly oscillate around E during operation, unnecessarily complicating the execution of this movement. To guarantee strict straightness, the design is therefore supplemented by the following device. Perpendicular to axis E, a double rail T stands at point 0, along which joint C moves up and down during operation. The 25 cm high rail has a cross-section 1 cm wide and 3 cm long in its longitudinal position; at its corners, it has small square recesses into which a guide carriage (tst), consisting of two square plates connected at the front and back, engages with its 'skids' projecting inwards at the four corners. This keeps the frictional surface between the two elements small, and a few drops of oil can further ensure that the carriage can move vertically without jamming.The two stub axles, around which b and c rotate with eyelets, are mounted on the plates to the right and left. (See cross-section.) Fig. 1a)

[0008] Some further explanations of a more geometric nature regarding the functioning of the drive system will follow.

[0009] a) Fig. Figure 1b shows three different positions of the linkage, including one (2) that is the one in Fig. 1a corresponds approximately to (thick lines), another (1) with a and b near the center position with a strongly compressed parallelogram (dashed lines), and finally one (3) with extremely oblique positions of a and b and a correspondingly strongly stretched parallelogram (dashed lines). All positions result from the fact that the angles between b and d, as well as between a and c, always remain constant. The points labeled 'max.' and 'min.' correspond to the highest position reached by joint C and the lowest position reached by joint D, respectively—both times in the center position where, viewed from the side, all rods form a single vertical line. While the minimum simply results from rotating d into the vertical, the maximum is determined by adding d and CB, when this sum of lengths is measured vertically upwards from that minimum.a and b must always be longer than the sum of the lengths if g is to pass over the maximum in the middle position or p is to pass under the minimum.

[0010] The different positions show that, given the assumed proportions of c to BC and d to AD, the upper end of a (i.e., g) is always at the same height, and analogously the lower end of b (= p); this is true for a length of a and b of 50 (mm = cm at a scale of 1 : 10).

[0011] b) Obviously, the difference in the amplitudes of the handlebar and pedal bar (g and p) is determined by the ratio of the two segments of d (ED and EB). The fact that, in a given configuration, the arm bar swings further than the leg bar has, not least, ergonomic advantages. The combination corresponds to anatomical realities: the reach of the legs is largely determined by their length and the seated position—approximately 60 cm for people of average height—while the arm pull and push can be extended considerably by bending the torso—to about 90 cm. Strong angles of a and b, which reduce the propulsive effect, should probably be avoided within this framework.

[0012] Adapting the design to small size differences between riders can be done by changing the length of the arm and leg bars without changing the other proportions; however, large size differences require the proportional enlargement or reduction of all elements of the linkage as well as the distance between it and the rider's seat. 2. Connection to the rear wheels and permanent drive

[0013] ( Fig. 1) Since joint D below the mounting joint E oscillates back and forth along an arc-shaped path, it provides the appropriate starting point for transmitting the drive motion to the rear of the vehicle. This motion begins with connecting rod v, which runs below the longitudinal tubes L / 0 and approximately parallel to them. Because D often makes small lateral movements due to the pivoting seat steering described below (6), connecting rod v requires a special mounting: A wide eyelet, rotatable around D, supports a vertically oriented fork joint, allowing v to move not only forwards and backwards but also sideways. When using the sliding joint mechanism described below (3.), connecting rod v terminates at an intermediate link t, which is suspended from a fork joint (F) at the bend between the longitudinal tube L and the steeply sloping section of the rear suspension arms Y.The intermediate member (t) carries at its lower end a forward-facing ball joint (K) into which the rear end of v opens and which neutralizes the steering-induced lateral deflections of v at D. Above K, a second connecting rod (w) is attached via the joint (G), leading to the following device.

[0014] ( Fig. 2) Between the two rear suspension arms H, two transverse axles (va / ha) are mounted at a distance of approximately 40 cm. The rear axle rotates in eyelets on H – possibly on ball bearings – and carries the two wheels. Near the center of each axle, two identical, preferably small, gears (vz / hz) are positioned close together, around which two chains (k1 / k2) run. For the drive system – when using the gearing described below (3.) – the rear gears (hz) are crucial: They are mounted on axle (ha) with 'reverse' freewheels – those whose outer ring engages or disengages the inner ring via clamping elements. While the gears are fixed to the outer ring, the inner ring sits on axle ha, so that it is driven by the hz. The two front gears vz run on ball bearings around axle va and serve only to suspend the chains.

[0015] The connecting rod w ends in an eyelet that rigidly encompasses a bridge (br) positioned transversely to it, which in turn connects the two chains k1 / k2 to each other. Fig. 2a) From the center of the bridge, a sturdy metal band branches off diagonally downwards and another diagonally upwards. A short, narrow plate is hinged to the horizontally angled end of each of these plates; it bears two or three teeth that engage with the chains when the plate is screwed to the bridge end on its free side. If one of the two bridge sections is coupled to chain k1 in this manner, and the other to chain k2, a permanent drive is created: Thanks to the two aforementioned freewheels on the hz, k1 rotates axle ha forwards when connecting rods v and w are pulled forwards; conversely, k2 rotates this axle forwards when v and w are pulled backwards. The unengaged wheel simultaneously rotates backwards in neutral.

[0016] This design ensures continuous propulsion instead of the otherwise intermittent movement; it also allows for any amplitude of arm and leg movement, thus enabling different 'gaits' - short, leisurely as well as long, sporty ones. 3. Sliding joint transmission

[0017] The joint G, with which the connecting rod w attaches to the intermediate link t, can be designed so that it can slide up and down along t. This allows for a continuously variable transmission. The lower the joint G is positioned, the greater the oscillation amplitude of w becomes, and the longer the path of the connected bridge br and the chains, thus enabling faster travel – and vice versa. The range of such a transmission is greater than one might initially assume. It does not depend on the relatively short travel distance available for G on rail t; the decisive factor is solely the difference between the minimum and maximum oscillation amplitude of G.

[0018] ( Fig. 3) The construction is based on the following arrangement. The intermediate element t is designed as a rail with a rectangular cross-section, 1 cm deep and 2–3 cm wide. Two wide rollers (sr) are mounted closely together on both its front and rear sides. All are held together by two rectangular side plates (sp), which are connected at their shorter narrow sides by two further plates. The robust axles (sra), which branch rigidly from the rollers, are anchored on both sides in these plates. The sp themselves, which are designed to slide as closely as possible along the rail t, are held in place solely by the position of the rollers on the rail. At their four corners, they have interlocking eyelets on both sides, which are secured with screws inserted through them. This creates a stable housing open towards the rail. Towards the rear, both side plates sp have a triangular extension in which the axle of joint G is located.

[0019] The mechanism enabling this configuration relies on the locking and unlocking of the rollers. Four brake shoes (hs) serve as the locking elements. In their normal position, these are positioned on either side of each pair of rollers on the rail and are shaped to encompass a quarter of a roller with concave, smooth inner surfaces from the outside / bottom. This arrangement has the advantage that locking the rollers does not require any special fixing of the brake shoes hs. Instead, the locked rollers themselves provide the locking mechanism: Any lateral pressure exerted on the configuration by the connecting rod w presses a portion of the rollers against the corresponding brake shoes, resulting in the mutual locking of both through a clamping effect.

[0020] The release of the locking mechanism for switching is accomplished by a small linkage on one of the side walls of the carriage. A central axis (ma) is positioned in the middle of the side plate sp, around which two intersecting links (xg) can rotate. Two further links (vg) are connected to each of the four ends of xg by means of joints, converging outwards in a side joint (rg). From the four end joints of the resulting double rhombus, four lifting links (hg) extend, each of which is rigidly fixed at its outer end to the steep surface protruding from the housing of the nearest brake shoe hs. The entire configuration forms a double rhombus, to whose outer joints rg the switching cables coming from above and below, originating from the main joints of the intermediate link (F and K), are attached. Regardless of which cable is pulled, the double rhombus as a whole is always extended.

[0021] This alone would shift the lifting links hg outwards, and with them the brake shoes, but they would drag along the open rail during the switching process. Therefore, the hg links each run through a rotatable eyelet (hö) located near the respective brake shoe. This causes the hg links to become steeper as the double rhombus is pulled apart. To minimize this effect, a plate is inserted above the xg links on the central axis ma. This plate carries two V-shaped stop pins (pz) that engage between the xg links on both sides. A helical tension spring (bf), stretched between the two side joints rg of the double rhombus and suspended from their outwardly extended axes, ensures re-locking after each switching operation. 4. Modified derailleur gears

[0022] While the sliding-joint mechanism fits the overall design, it can appear risky, and one might prefer a more conventional, but perhaps more robust, albeit more cumbersome, alternative. The modified derailleur system requires that the chain-guiding sprockets occupy reversed positions – the opposite of those previously assumed: The free-running sprockets, which serve only to suspend the chain, are mounted on ball bearings on the rear axle ha – thus they are hz – while the other two, which enable permanent drive via a freewheel, are on the now rotatable front axle va – thus they are vz. The transmission of the drive motion from joint D to the 'bridge' described above (2.) by means of two connecting rods (v, w) coupled by an 'intermediate link' (t) is replaced here by a single, longer connecting rod (w), so that t is omitted.

[0023] ( Fig. 4) On the two axles va and ha, between each of the centrally arranged gears vz / hz and one of the rear suspension arms H, a series of further gears or 'pinions' (rv / rh) of finely graduated sizes is mounted, with an ascending row opposite a descending one. The shift chain (sk), which connects both rows and transmits the drive to the rear axle ha, is guided laterally back and forth by a double derailleur. This derailleur runs on a flat, narrow rail (us) that extends from the rear suspension arm (H) on the shifting side and is positioned horizontally above the two rows of pinions, more precisely: slightly above the top edge of the largest pinion; it therefore requires a support extending from H. Since the space between the two rows of pinions is angled, the rail must also run at a corresponding angle. This minimizes the differences in the required chain length and ensures that the derailleur pulleys are always guided at the shortest possible distance to the sprockets.

[0024] The main problem with derailleur design is that the chain has to be threaded onto the front sprocket row – just like on a bicycle chainring – from above. The derailleur must therefore engage the chain's leading edge, which bears the entire load from the drive tension. Unlike on a bicycle (with chainrings), a device with pulley wheels is preferred due to the required precision.

[0025] ( Fig. 5) A small block (ub) is positioned on the rail us, through which a slot-like bore runs obliquely, corresponding to the shape and angle of the rail. From this block, a sturdy rod extends longitudinally forward and backward – the derailleur carriers (utv and uth). From the outer end of the utv, a double bar (ul2) extends vertically downward, from the lower end of which another bar (ul1) extends obliquely upward, merging into the ut near the derailleur block. At the point formed by the lower end of both bars ul, a derailleur pulley (ur2) sits between them, and diagonally above it, between the parallel bars of ul1, another pulley (ur1). The chain sk, coming from the apex of the rear sprockets rh, runs around ur1 at the top, then around ur2 at the bottom, which threads the derailleur chain sk onto the front sprockets rv.This arrangement is intended to ensure that the drive tension of the shift chain sk does not push the two pulleys ur excessively upwards or too far downwards; if pressure and counter-pressure are approximately balanced, there should be no jamming of the derailleur block ub with the rail us - shifting is only possible during drive operation!

[0026] Comparable problems do not occur with the rear derailleur, as it engages in the unloaded return path of the chain sk. The rear derailleur bar ul3 can therefore be easily mounted to the rear derailleur bracket uth via a pivot. It guides only one pulley wheel (ur3) over which the shift chain sk, coming from the front sprockets rv, runs to the rear sprockets rh. The following device serves to regulate chain tension: The movable derailleur bar ul3 extends upwards a short distance beyond its mounting point on uth; on the opposite side, a pin of the same height (fz) rests on the utv. A coil spring (uf) is stretched between the tip of this pin and that of ul3. Thanks to the spring tension, the chain sk, when of the correct length, ensures the optimal, i.e., smallest possible, distance between ur3 and the rh.

[0027] Given the length of the sprocket rows, it is recommended to guide the front derailleur using two Bowden cables connected in a single loop. These run from the rear suspension arm H on the shifting side to the two ends of the rail us; the shift cables exiting here are stretched to the two sides of the derailleur block ub. The cables then run together along that rear suspension arm towards the rider's seat.

[0028] It should also be mentioned that the entire rear section, which should be as narrow as possible, can be advantageously enclosed in a shallow tub with a hinged lid, requiring only a few openings – for the connecting rod, the axles, and the gear and brake cables. This provides complete protection against dirt, moisture, etc., saving a great deal of maintenance. 5. Controls for gearshift and brakes

[0029] The Bowden cables leading from the gearshift and brakes would be difficult to route through the drive linkage to the handlebar, let alone to the pedal shaft. Therefore, the controls are concentrated at the rider's seat.

[0030] For the circuit ( Fig. 6) A narrow, elongated box (fk) is attached lengthwise to the seat surface, either to the seat shell or to a support rising from the frame's longitudinal tube (L / 0). The guide box fk must be slightly longer than the path of joint G on the rail t in the case of a sliding-joint shifter, or longer than the shorter path of the derailleur in the case of a derailleur shifter. Of the two shift cables that form a circuit, one terminates in the front or the other in the rear transverse surface of the guide box fk. The shift lever sg, roughly in the shape of a spherical segment, is mounted on the outside of the vertical outer longitudinal wall of fk; opposite it, on the inside, is a small slider (ssl) whose runners extend through long slots in the outer wall and are anchored in the shift lever, while the narrow transverse walls of the slider slide along the inside of that wall.The two adjusting screws (sst), into which the shift cables (fs) enter and with which they are tensioned, are located side by side on the slide, but facing in opposite directions. To allow for adjustments and repairs, the box fk must be able to be opened. Therefore, its long top surface is designed as a flap, which is connected to the upper edge of the inner wall by a hinge; a snap closure suffices at the outer edge.

[0031] The described switching device is also suitable for pure leg operation if the switch box is placed at the bottom of the outer tube 0. The switch handle sg is replaced here by a longer, downward-pointing knob that can be easily moved with the toe.

[0032] Two variants are provided for operating the braking system.

[0033] Variant a ( Fig. 7) The control mechanism consists of two narrow brake bars (bl), the longer front section of which is connected to the short rear section by a flat ring. Both rings rotate around the round seat base (sf), one above the other and held in position by a ring positioned above them. The brake bars (bl) cross over each other here and terminate forward in paddle-like plates, which are positioned laterally in front of the rider's seat, rising slightly in the longitudinal direction. The brake cables (bz) run along the rear frame arms (Y) and then in an inward-curving arc to a double eyelet (dö) that projects slightly rearward from the end of the outer tube (0). They cross over at the double eyelet (dö), and the brake cables (bs) exiting here are tensioned towards and attached to the short ends of the brake bars (bl). To brake, the rider pushes the 'paddles' apart with their legs, which also spreads the rear sections of the bars and extends the brake cables.These hold the strips in their normal position through the spring tension emanating from the braking mechanisms, which is also secured by a small locking anchor (spa), from which the bracket of the double eyelet dö also branches off and which prevents that tension from pulling the brake strips bl together at the rear.

[0034] Variant b ( Fig. 8) Since variant a is unsuitable for people with leg disabilities, the following alternative is available for purely arm-operated operation. From the main frame tube (L), transverse axles (pa) approximately 20 cm long extend on both sides at the base of the rider's seat. These support the two brake bars (bl), whose paddle-shaped upper section protrudes next to the backrest of the rider's seat. These bars, which rotate around the axles (pa) via eyelets, continue below them in shorter sections that terminate at the level of the rear suspension arms H. Here, they are to be connected to a brake cable bs each, provided the cable housings (bz) of the Bowden cables are securely attached to the rear suspension arms H. Pushing the brake bars (bl) backward with elbows or forearms extends the brake cables (bs).The safeguard against backward pull – caused by the springs in the brake mechanisms – can in this case be provided by a joint lock: The rigid axles (pa) of the joints P have an arc-shaped gap (al) into which a narrow locking bar (spb) engages from the eyelet of the brake strips. (Cf. . Fig. 8a) 6. Steering by controlled tilting (swivel seat steering)

[0035] ( Fig.1) The steering of the vehicle is generally based on the fact that when the outer tube 0 is rotated laterally against the longitudinal tube L, the front wheel also rotates in the desired direction. This is achieved by the following arrangement. At the front of the vehicle, L extends from 0 and transitions into the steering head (e), the mounting for the fork steerer tube (f). Directly below e, the upward-facing driveshaft (kru) is mounted horizontally on f above the fork (g). Another driveshaft (kro) is mounted on the front end of the outer tube 0 and faces vertically forward, so that it engages with kru.

[0036] Based on this, two different steering methods are possible: a) The driver's seat is rigidly mounted on the stationary main tube L; the outer tube 0 terminates behind the drive linkage suspension at joint E. Steering is achieved by pivoting the handlebar laterally. (Not shown in the figure) b) The driver's seat is mounted on the outer tube 0, which rotates around L and then extends to just before the rear end of L. Steering is achieved by gradually shifting the body weight laterally when cornering.

[0037] The first solution may initially seem more plausible and robust; with some practice, this steering variant can probably be handled reasonably well, but it is only suitable for purely arm-powered operation. Otherwise, it has the disadvantages already mentioned in the introduction: the propulsion motion is hampered because the steering requires a slightly twisted body posture in curves; conversely, this can itself impair the steering. In this respect, the second variant is more ergonomically sound: although riskier at first glance, it does not pose comparable problems, since the steering does not interfere with the propulsion motion. For purely leg-powered operation, this type of steering is indispensable anyway.

[0038] However, a danger must be considered that, given the technical specifications, results from the usual forward position of the front wheel. While the front wheel—similar to a bicycle—always tends to return to the straight-ahead position due to the so-called trail, which could be further increased by a strong bend in the fork, if the front wheel becomes too tilted, this tendency can be overridden by the inertia of the sheer mass—that is, by the tendency of the entire vehicle, including the rider's weight, to continue moving in the given direction. Then the front wheel would suddenly "slide" backward, and the resulting rotation of the outer tube would throw the rider sideways; a similar situation would occur in collisions if the front wheel were to jerk. Even with a rigid rider seat (variant a), injuries would be possible if the entire drive linkage suddenly tipped sideways.

[0039] Such accidents are easily avoided if the front wheel is turned backwards from the outset. Then, the force of the inertial mass itself reliably straightens it. If necessary, this effect can be further enhanced by additional measures. For example, the steering head and fork steerer tube can be slightly tilted backwards. Ultimately, however, only practical testing can show which precautions are sensible for the safest possible control of weight transfer. Reference numeral list - for patent application 12-2018, file number 10 2018 010 193.3, revised version 2025 A joint between arm rod (a) and crossbar (c) of the drive linkage a rod arm, part of the drive linkage al gaps in the axes (pa) of the joints (P) for the locking bars (spb) B Joint between leg bar (b) and lower crossbar (d) b Leg rod, part of the drive linkage, parallel to (a) bf Locking spring, tensioned between the outer joints (rg) of the linkage that regulates the sliding joint mechanism long brake strips, mounted with rings on the chair leg and crossed here bridge connection between the two main drive chains (k1, k2) bs brake cables bz brake cables C Joint between leg bar (b) and upper crossbar (c) c upper crossbar, connection between arm and leg bar The joint between the arm bar (a) and the lower crossbar (d) d lower crossbar, connection between arm and leg bar, parallel to c The double eyelet on the locking bar (spa), which branches off from the rear end of the outer tube (O), is part of a braking mechanism. E rod-supported joint in the middle of the outer tube (O) The steering head of the front wheel F Joint with which the intermediate member (t) hangs at the end of longitudinal tube (L) f Fork steerer tube, front fork support fs Guide cables - for mechanisms regulated by Bowden cables (gearshift, brakes) fsl guide carriage of joint (C) on rail (T) fz short pin that stands on the front derailleur carrier (ut) of the extended derailleur system G Connecting joint between the back of the sliding joint and the connecting rod (w) g Handlebar H parallel bars of the frame rear triangle, supports of transverse axles and wheels ha rear transverse axis between rear suspension arms H hg Lifting elements, branching off from the tip joints of the regulating linkage of the sliding joint mechanism Eyelets on the side plates of the sliding joint circuit, through which the high-speed cables are guided to the high-speed cables. hs brake shoes, mounted on intermediate link (t) on both sides of the rollers (sr), components of the sliding joint mechanism hz paired gears on (ha) K Ball joint at the lower end of the intermediate member (t) and its connection to the first connecting rod (v) k1, k2 parallel chains, tensioned between front and rear sprockets (vz, hz), mounted on the transverse axes of the rear frame (va / ha) vertical cardan wheel at the front end of the outer tube (O) kru horizontal cardan wheel on the fork steerer tube (f) above the front fork

Claims

[1] Rowing propulsion for a tricycle, other body-powered vehicle or exercise device, characterized by the following characteristics: - the longitudinal tube (L), which forms the front part of the chassis, branches out at the rear end into two steeply sloping tubes (Y), which transition into parallel, horizontally positioned tubes (H) that support the two rear wheels - The longitudinal tube (L) is surrounded by a slightly wider outer tube (O), which either ends behind the drive linkage or just before the end of that longitudinal tube (L) and in this variant also supports the driver's seat there. - said drive linkage, which hangs in the middle between the driver's seat and the front wheel with a solid axle (E) on the outer tube (0), consists of four parallelogram-shaped rods (a, b, c, d), of which the two longer ones (a, b) either extend upwards, as arm rod (a), or downwards, as leg rod (b), from the parallelogram and carry the handlebar (g) or the pedal rod (p) at their free end. - the two shorter parallel crossbars (c, d) connect the arm and leg bars (a, b) with four joints (A, B, C, D) and, when pulled or pushed, rotate with the handle and / or pedal bar (g, p) so that they pull the arm bar (a) downwards and the leg bar (b) upwards as both approach their mean path position and thereby straighten from the inclined position to the vertical; and because both movements continuously compensate for each other, they result in straight horizontal paths for the handle and pedal bar (g, p) - The axis (E) around which the lower crossbar (d) rotates divides it into unequal sections, which is why the arm rod (a) connected to the longer section has a larger oscillation amplitude than the leg rod (b) - above the axis (E) on the outer tube (O) stands a vertical rail (T) on which the joint (C) transformed into a slide (tsl) between the tip of the leg rod (b) and the upper crossbar (c) rises and falls during the drive movement - a device which first strictly determines the paths of the handle and pedal rod (g, p). [2] Rudder drive according to claim 1, characterized by the following characteristics: - A connecting rod (v) is attached to the lowest joint (D) of the drive linkage via a fork joint and terminates in a ball joint (K) at the lower end of the intermediate link (t), which is suspended at the rear from the longitudinal tube (L) via a fork joint (F). - From the intermediate link (t) a second rearward-directed connecting rod (w) branches off with a further joint (G), the rear end of which encompasses the middle of a short bridge (br) and holds it in a transverse position - Two parallel chains (k1, k2) each revolve around two gears (vz, hz) which are positioned side by side in the middle on two transverse axles (va, ha) mounted between the rear frame arms (H). - the chains (k1, k2) are coupled to each other by two bridge extensions, one of which is engaged in the upper half of one chain (k1) and the other in the lower half of the other chain (k2); therefore, the back-and-forth movement of the bridge (br) always simultaneously causes one chain to advance and the other to return. - this creates a permanent drive when a pair of gears (vz) drives the transverse axis (va) on which it sits via special freewheels, alternately turning this axis (va) forwards and then running backwards unloaded, while the other pair of gears (hz) merely serves to suspend the chains (k1, k2). [3] Rudder drive according to claim 2, characterized by a sliding joint circuit with the joint G, with which the connecting rod w attaches to the intermediate member t, wherein the joint G can slide up and down on the intermediate member t for stepless adjustment of the vibration amplitude of the connecting rod w and the position of the joint G on the intermediate member t can be locked and unlocked. [4] Rudder drive according to claim 2, characterized by the following characteristics: - Two rows of sprockets (rv, rh), which are positioned opposite each other on the two transverse axes (va, ha) in reverse size increments, are connected by a shift chain (sk), with the front transverse axis (va) carrying the gears (vz) connected to said freewheels and thus functioning as the drive axle - on a rail (us) positioned above the sprocket rows (rv, rh) between them, a small block (ub) with short rigid supports (ut) branching off from it lengthwise, on which the two derailleurs are suspended, is positioned. - whose front derailleur (utv), which together with two downward-pointing rods forms a rigid right-angled triangle (ul1 / ul2), engages with two pulleys (ur1 / ur2) in the forward movement of the chain, while the rear derailleur (ul3) hangs as a simple bar with a joint on the rear support (uth) and with another pulley (ur3) pushes the reverse movement of the shift chain (sk) against the rear sprockets (rh), which in turn are rigidly connected to the rear axle ha - this pressure and at the same time the tension of the shift chain (sk) is caused by a spring (uf) which extends between the protruding tip of the rear derailleur (ul3) and a rigid pin (fz) on the front carrier (utv). [5] Rudder drive according to claim 3 or 4, characterized by the following characteristics: - The switching elements of the respective circuit are guided by two Bowden cables (sz) linked to form a circuit, which terminate at both ends of the switching path and from which the switching cables (fs) emerge. - The Bowden cables run in the opposite direction to a guide box (fk) mounted next to the driver's seat, the length of which corresponds to that of the respective switching path. - The shift cables entering the front and rear ends of the guide box (fk) are fixed inside to a structure consisting of two adjusting screws (sst), which is connected to the shift handle (sg) through a long slot, so that both sides are always moved simultaneously in the same direction. [6] Tricycle, body-propelled vehicle or training device with rowing drive according to one or more of claims 1 to 5, characterized by , that two long horizontal brake bars (bl), which are mounted flat around the foot (sf) of the driver's seat at three-quarters of their length and cross each other here, transition in their longer front part into paddle-shaped structures which are to be spread with the legs, whereby the short rear ends of the brake bars (bl) pull out the brake cables coming from the rear wheels. [7] Tricycle, body-propelled vehicle or training device with rowing drive according to one or more of claims 1 to 5, characterized by, that - next to the driver's seat, two upwardly paddle-shaped brake strips (bl) are mounted vertically on the outer ends of a transverse axis (pa) that branches off on both sides of the longitudinal tube (L) just before its rear end. - when pressure is applied backwards to the upper part of the brake strips, the shorter lower part of which pulls out the brake cables (bs) coming from the rear wheels. [8] Tricycle, body-propelled vehicle or training device with rowing drive according to one or more of claims 1 to 5, characterized by , that - a vertical cardan wheel (kro) is mounted on the front end of the outer tube (O), which engages with a second one (kru) that sits horizontally on the fork stem tube (f) above the front wheel, - therefore, depending on the length of the outer tube (O), lateral pivoting of either only the linkage or the driver's seat together with the linkage turns the front wheel so that it steers in the direction of the pivot. - the front fork (g) is turned backwards.

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