Abstract:
A vehicle powered by an operator&#39;s arms and/or legs utilizes a pivot column for propulsion. An upper propulsion member (handlebar) is provided on the upper end of the pivot column. A lower propulsion member (foot bar) is provided on the lower end of the pivot column. A drive propulsion system is provided between the pivot column bottom and a rotational drive gear set. The drive propulsion system engaged with said at least one rotational drive gear, the propulsion system engages with and provides propulsion to an upper portion of the rotational drive gear during a counterclockwise motion of the pivot column and engages with and provides propulsion to a lower portion of the rotational drive gear during a clockwise motion of the pivot column. The rotational drive gear spins freely when subjected to the reverse motion. Incorporating two gears with opposing propulsion drives provides forward motion throughout the entire reciprocating stroke of the pivot column.

Description:
CROSS-REFERENCE TO RELATED APPLICATION 
     This application is a divisional application U.S. Provisional Patent Application Ser. No. 61/013,080, filed on Dec. 12, 2007, which is incorporated herein in its entirety. 
    
    
     FIELD OF THE INVENTION 
     This invention relates to arm and leg powered cycles, and more specifically to a vehicle powered by a linear, reciprocating “rowing” motion of an operator&#39;s arms and legs. The invention may be used for exercise as well as transportation. 
     BACKGROUND OF THE INVENTION 
     Numerous variations of bicycles, tricycles, and other vehicles are known in the prior art, for providing excellent devices for exercise and transportation. However, these vehicles typically have used only the operator&#39;s legs moving in a circular motion as a means to provide power. This exclusive reliance on leg power significant inhibits the potential exercise benefits, which could be enhanced if the device were to utilise both the arms and the legs to provide power. Similarly, utilising the power of the arms to supplement that provided by the legs could allow greater speeds to be achieved and maintained. In addition, persons without the use of their legs, and who would not be able to use a conventional leg-powered cycle, could nonetheless operate a vehicle, which utilised arm power. 
     Several cycle designs utilizing both arm and leg power are known in the prior art. One example is shown in U.S. Pat. No. 1,020,432 to McBarnes, which discloses a bicycle powered by a linear reciprocating motion of the arms and legs. However, the McBarnes cycle requires simultaneous use of the arms and legs, which deprives the operator of the option of choosing an optimum combination of arm and leg usage. In addition, such a device would not be suitable for people that are handicapped in the use of their legs. 
     Another example is shown in U.S. Pat. No. 4,928,986 to Carpenter, which discloses a bicycle powered by the operator&#39;s arms and legs. Carpenter utilizes a chain driven gear on a pulling or drive stroke. This limits the exercise to one-half of the operator&#39;s total motion. 
     Various attempts have been made to solve this problem, but the solutions have often required cumbersome and heavy equipment. In addition, the prior art configurations have also sometimes rendered operation of the vehicle awkward, and in particular have had less than optimum results with steering the vehicles. Examples of vehicles that permit the arms and legs to be used jointly or independently are shown in U.S. Pat. Nos. 3,760,905 to Dower and 4,508,358 to Erel. Further examples of background art may be seen in U.S. Pat. No. 4,541,647 to Braun and Soviet Union Patent No. 1,065,279. 
     What is desired is a manually operated drive system, which can be operated by an operator&#39;s arms, legs, or both. It is desirable that the apparatus provide resistance to the operator during all directions of the stroke. 
     SUMMARY OF THE PRESENT INVENTION 
     The present invention is generally directed to an operator-powered vehicle, more specifically via the operator&#39;s arms and legs. The manually propelled drive train utilizes a pair of drive gears, each engageably coupled with a drive wheel in a drive direction rotation and free spinning in a non-drive rotation. Propulsion is applied to drive wheel via a force applied to the upper portion of the drive gear during a forward stroke and the lower portion of a drive gear during a rearward stroke. The propulsion force is provided by a reciprocating or “rowing” motion applied by the operator. The reciprocating motion is provided via a pivoting column. Handlebars are assembled to an upper end of the column and foot pedals are assembled to a lower end of the column. This configuration ensures the propulsion motion is provided throughout the entire reciprocating stroke. Further, the configuration allows power to be supplied using the legs and arms, jointly or independently. 
     In one aspect of the invention, the operator-powered vehicle comprises: 
     a vehicle assembly comprising a frame, a seat disposed upon said frame, at least two wheels, and a steering mechanism, 
     a pivoting column pivotally coupled to said frame; 
     a handlebar disposed upon an upward extension of the pivoting column; 
     a drive beam disposed upon a lower extension of the pivoting column; 
     a pair of foot pedals disposed upon a cross member extending from the lower extension of the pivoting column; 
     at least one rotational drive gear engaged with a drive wheel when rotated in a drive direction rotation and free-spinning when rotated in a non-drive (opposing) rotation, wherein the at least one drive gear drive engages with the drive beam. 
     In yet another aspect of the invention, the drive beam has an upper gear interface and a lower gear interface. The upper gear interface engages with an upper portion of the rotational drive gear. The lower gear interface engages with a lower portion of the rotational drive gear. 
     Referring to another aspect, the assembly incorporates a pair of rotational drive gears. 
     While another aspect incorporates a gear engagement retaining bearing ensuring the gear interface remains engaged with the rotational drive gear. 
     And another aspect couples the drive beam to the pivot column via a moveable interface, such as a pivot, a slide, and the like. 
     The vehicle can be fabricated in any of a variety of form factors, including a bicycle, a trike, a four-wheeled vehicle, and the like. 
     The reciprocating system can include adjusting means, allowing the handlebars to be adjustably positioned and similarly allowing the foot posts to also be adjustable. 
     A steering system is incorporated via a steering arm attached to each of the handlebar assembly and the front forks via a steering linkage. 
     With another aspect incorporating clips onto the foot pedals, providing a means for the operator to utilize their legs for both a forward and a rearward propulsion motion. 
     These and other aspects, features, and advantages of the present invention will become more readily apparent from the attached drawings and the detailed description of the preferred embodiments, which follow. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       For the purpose of initially illustrating the invention, the specification presents drawings, flow diagrams, and embodiments that are presently preferred, as well as alternates. It should be understood, however, that the invention is not limited to the specific instrumentality and methods disclosed herein. It can be recognized that the figures represent a layout in which persons skilled in the art may make variations therein. In the drawings: 
         FIG. 1  presents a right side, elevation view of an exemplary embodiment of the present invention in the form of a trike illustrating the operator&#39;s motion for propulsion; 
         FIG. 2  presents a top, planar view of the trike of  FIG. 1 , illustrating the operator&#39;s motion for propulsion, and introducing the steering mechanism; 
         FIG. 3  presents an isometric, detailed view of an exemplary linear drive mechanism; 
         FIG. 4  presents a side elevation view, demonstrating a clockwise, pivoting motion of the propulsion system and the resulting drive movement; and 
         FIG. 5  presents a side elevation view, demonstrating a counter-clockwise, pivoting motion of the propulsion system and the resulting drive movement. 
     
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     For purposes of description herein, the terms “upper”, “lower”, “left”, “rear”, “right”, “front”, “vertical”, “horizontal”, and derivatives thereof shall relate to the invention as oriented in  FIG. 1 . However, one will understand that the invention may assume various alternative orientations and step sequences, except where expressly specified to the contrary. Therefore, the specific devices and processes illustrated in the attached drawings, and described in the following specification, are simply exemplary embodiments of the inventive concepts defined in the appended claims. Hence, specific dimensions and other physical characteristics relating to the embodiments disclosed herein are not to be considered as limiting, unless the claims expressly state otherwise. 
     Shown throughout the Figures, the present invention is generally directed to an operator-propelled vehicle, more specifically, an arm and leg powered trike, which provides exercise to the operator during the complete cycle of each propulsion stroke. 
     An operator-powered vehicle  100  is presented in an exemplary form factor of a trike as illustrated in  FIGS. 1 through 5 . The general components of the trike are presented in  FIGS. 1 and 2 . The trike comprising a “V” shaped vehicle frame  102 , placing the mating portion along a forward end and the spanning end along a rear end. A fork receptacle  110  is disposed at the forward end of the vehicle frame  102 . The fork receptacle  110  can be optionally reinforced via the inclusion of a gusset as illustrated. An axle shaft  170  and a rear frame structure  174  are disposed spanning the rear end of the vehicle frame  102 . The vehicle frame  102  can be fabricated out of any shaped cross section and materials. The initial production units assemble a vehicle frame  102  having a rectangular cross sectional shape that is slightly curved along its length (as shown in  FIG. 1 ). The fork receptacle  110  is fabricated of a circular shaped, tubular material and welded to the forward end of the vehicle frame  102 . The axle shaft  170  is provided having a circular, tubular cross sectional shape and preferably extending outward from the rear end of each of a left and a right side frame section. The rear end of the frame is supported via the rear frame structure  174 . The rear frame structure  174  can be fabricated of round bar stock, tubular bar stock, and the like. The rear frame structure  174  spans the width of the rear end of the operator-powered vehicle  100 , spanning from each of the two outer ends of the pair of axle shafts  170 . A rear frame center member  176  is assembled, being generally centered and perpendicular to the rear frame structure  174 . An axel  172  is disposed through the tubular section of the axle shaft  170 . A rear hub  116  is provided on each end of the axel  172 , for engaging with a trailing wheel  106 . A front forks  112  is rotationally assembled to the vehicle frame  102  by inserting a neck (not shown, but understood) through the fork receptacle  110  and secured via a fork fastener  114  disposed at an opposing end of the fork receptacle  110 . A leading wheel  104  is rotationally assembled to a distal end of the front forks  112  via a front hub  118 . A saddle  108  is disposed upon the vehicle frame  102 , preferably being positionally adjustable along the longitudinal axis of the vehicle frame  102 . This can be accomplished via a variety of designs. A central frame section  103  is defined as a section of the frame spanning between the forward end and the saddle (seat)  108 . 
     Steering is provided via a steering system, such as via an exemplary embodiment illustrated in  FIG. 2 . An upper propulsion member commonly referred to as a handlebars  142 , is disposed upon a pivot column  130  via a handlebar receptacle  144  rotationally assembled to an upper portion of the pivot column  130 . The handlebars  142  extends outwardly from the pivot column  130 , extending to a left and right side of the frame and is rigidly assembled to the handlebar receptacle  144 . The handlebar receptacle  144  is fabricated of a tubular component that is placed over a post member projecting from the upper portion of the pivot column  130 . Bearing sets (understood, but not shown) can be incorporated in each end of the handlebar receptacle  144  for longevity. A fork steering arm  160  extends from each of the front forks  112  (as shown) and the handlebar receptacle  144  (understood and similar to the component extending from the front forks  112 ). A steering linkage  162  extends between each of the two fork steering arm  160 , being secured via a linkage rod end. The steering linkage  162  can comprise at least one threaded end providing adjustments for alignment between the handlebars  142  and the front forks  112 . The operator rotates the handlebars  142  via a front wheel directional motion  156 , causing the steering linkage  162  to move in accordance to a linkage motion  164 . The linkage motion  164  is then translated into a steering wheel motion  154 , rotating the leading wheel  104  and steering the operator-powered vehicle  100 . The fork steering arm  160  secured to the handlebar receptacle  144  is configured locating the interface between the fork steering arm  160  and the steering linkage  162  at a position that is in line with the axis of the primary pivot  132 . This eliminates any impact of the pivoting motion of the handlebar receptacle  144  into the steering means. 
     Braking can be provided utilising any of the commonly known braking systems. The braking is represented via a brake actuator  146  disposed upon the handlebars  142 . 
     Propulsion of the operator-powered vehicle  100  is provided in a unique manner. Propulsion energy is provided by a reciprocating motion of the pivot column  130 . The handlebars  142  are provided at an upper end of the pivot column  130 . A lower propulsion member is provided as a pair of pedals  140  (operator foot interfaces) is rotationally coupled to a foot pedal post  138  disposed upon a lower end of the pivot column  130 . The foot pedal post  138  extends outwardly from the pivot column  130 , extending to a left and right side of the frame. The operator uses their arms, providing a reciprocating motion to the handlebars  142 . 
     The key to the propulsion is referred to as a drive assembly  120  illustrated in  FIG. 3 . The drive assembly  120  incorporates an upper linear drive gear  122  and a lower linear drive gear  126  spanning between two ends. The forward end being a drive beam  136 , the rear end being a linear gear drive rear member  128 . The upper linear drive gear  122  is registered to an upper portion of an upper engaging rotational drive gear  123 . The lower linear drive gear  126  is registered to a lower portion of a lower engaging rotational drive gear  127 . Engagement between the upper linear drive gear  122  and the upper portion of the upper engaging rotational drive gear  123  is provided via a gear engagement retaining bearing  124 . Engagement between the lower linear drive gear  126  and the upper portion of the lower engaging rotational drive gear  127  is provided via a second gear engagement retaining bearing  124 . The gear engagement retaining bearings  124  are assembled to the rear frame center member  176 . A flange can be disposed upon each inner and outer edges of the gear engagement retaining bearing  124  to aid in maintaining alignment between the linear gears  122 ,  126  and the rotational drive gears  123 ,  127 . 
     The operation of the propulsion system is best demonstrated in the illustrations of  FIGS. 4 and 5 . A clockwise stroke portion is represented in  FIG. 4  and a counter-clockwise stroke portion is represented in  FIG. 5 . The pivot column  130  is pivotally assembled to the vehicle frame  102  via a pair of primary pivots  132 . The primary pivot  132  is provided on each side of the pivot column  130  and secured to the vehicle frame  102 . An axle is provided between the primary pivot  132  and through the pivot column  130 . The location of the pivoting interface provides the fulcrum, defining the cantilevered forces. The force can be made adjustable by adjusting the fulcrum position, making the height of the handlebars  142  adjustable, and the like. The operator rests on the saddle  108 , holding the handlebars  142  with their hands, and resting their feet on the pedals  140 . 
     In accordance with a first portion of a stroke, the operator would apply a forward force to the handlebars  142 , in accordance with a forward (clockwise) handlebar motion  150   a . The pedals  140  can include commonly known pedal clips allowing the operator to use their feet to pull the pedals  140  rearward, in accordance with the rearward (clockwise) foot pedal motion  152   a . The clockwise rotation of the pivot column  130  engages with the drive beam  136  via a drive pivot  134 , resulting in a rearward motion of the drive assembly  120 . The rearward motion is transferred to the drive gears  123 ,  127  as follows: The lower linear drive gear  126  moves in accordance with a lower linear drive gear rearward motion  184 . The lower linear drive gear  126  engages with the lower engaging rotational drive gear  127  (hidden behind the upper engaging rotational drive gear  123 ), causing a clockwise gear propulsion motion  186 . The lower engaging rotational drive gear  127  engages with the axel  172  providing a rotational drive force to the trailing wheel  106 . The upper linear drive gear  122  moves in accordance with an upper linear drive gear rearward motion  180 . The upper linear drive gear  122  engages with the upper engaging rotational drive gear  123  causing a counterclockwise gear freewheel motion  182 . The upper engaging rotational drive gear  123  free-spins in a counter-clockwise motion. The linear gears  122 ,  126 , remain engaged with the drive gears  123 ,  127  via a pair of gear engagement retaining bearings  124 . 
     In accordance with a second portion of a stroke, the operator would apply a rearward force to the handlebars  142 , in accordance with a rearward (counterclockwise) handlebar motion  150   b . The counterclockwise rotation of the pivot column  130  continues engagement with the drive beam  136  via the drive pivot  134 , resulting in a forward motion of the drive assembly  120 . The forward motion is transferred to the drive gears  123 ,  127  as follows: The lower linear drive gear  126  moves in accordance with a lower linear drive gear forward motion  194 . The lower linear drive gear  126  engages with the lower engaging rotational drive gear  127  (hidden behind the upper engaging rotational drive gear  123 ), causing a counterclockwise gear freewheel motion  196 . The upper engaging rotational drive gear  123  engages with the axel  172  continuing the rotational drive force to the trailing wheel  106 . The upper linear drive gear  122  moves in accordance with an upper linear drive gear forward motion  190 . The upper linear drive gear  122  engages with the upper engaging rotational drive gear  123  causing a clockwise gear propulsion motion  192 . The lower engaging rotational drive gear  127  free-spins in a counter-clockwise motion. The linear gears  122 ,  126 , remain engaged with the drive gears  123 ,  127  via the pair of gear engagement retaining bearings  124 . 
     The unique drive train illustrated herein provides a system, which optimally exercises the operator&#39;s arm, legs, or both, while applying a continuous propulsion force to the drive wheels  106 . By integrating a pair of gears  123 ,  127 , each engaged in a clockwise direction and free spinning in a counterclockwise direction ensures continuous propulsion to the vehicle. The interface shown teaches a linear gear engageably coupled to a rotational drive gear. It is recognized that other such gear interfaces can be provided interfacing with a pair of drive gears  123 ,  127 . 
     Since many modifications, variations, and changes in detail can be made to the described preferred embodiments of the invention, it is intended that all matters in the foregoing description and shown in the accompanying drawings be interpreted as illustrative and not in a limiting sense. Thus, the scope of the invention should be determined by the appended claims and their legal equivalence.