A human-powered, ride-on vehicle, includes a main longitudinal frame member having a steering/drive mechanism mounted thereon for oscillating movement; a driven rear wheel having an axle, a rear sprocket operatively fixed to the rear wheel for coastable engagement therewith; a pair of spaced apart, steerable front wheel located adjacent the other end of the main longitudinal frame member and operatively connected to the steering/drive mechanism; wherein, the steering/drive mechanism include: a teeter arm mounted to the main longitudinal frame member intermediate the ends thereof for pivoting movement in a fore direction and an aft direction; a drive mechanism including first and second drive linkages, wherein the first drive linkage provides a motive force to the driven rear wheel during a first power stroke and the second drive linkage provides a motive force to the driven rear wheel during a second power stroke, and wherein, for equal movement of the teeter arm in the for and aft directions, the motive force of the first powers strokes is between about one to three times that of the second power stroke.

FIELD OF THE INVENTION

This invention relates to human powered vehicles, and specifically to a human powered vehicle which is suitable for outdoor mobile use, including transportation and recreation, and indoor stationary use.

BACKGROUND OF THE INVENTION

There are many known drive mechanisms for human-powered vehicles. Known drive mechanisms are of the type which are found in a conventional bicycle, which transmits rotary motion from the front crank of a bicycle, powered by the rider's feet, to the driving wheel of the bicycle, which is generally the rear wheel. Various forms of gear mechanisms, such as the well-known nested gear with chain derailleur. Various forms of ratcheting gear drive mechanisms are known, such as those described in Jones's earlier U.S. Pat. No. 4,861,055, granted Aug. 29, 1989, for DRIVE MECHANISM, U.S. Pat. No. 4,925,200, granted May 15, 1990, for a TRICYCLE DRIVE MECHANISM, and U.S. Pat. No. 5,829,772, Nov. 3, 1998, for a RIDE-ON, HUMAN-POWERED VEHICLE DRIVE AND STEERING MECHANISM, and the references cited therein. Other drive mechanisms are known which go back into the mid-1800's.

The above-identified earlier patents disclosed human-powered vehicles (HPVs) which were primarily intended for use by young riders. While such HPVs may be simply enlarged and strengthened to accommodate adult riders, such up-sizing may present problems of disproportionate size and strength for adult riders, who, if in good physical condition, may over-stress an up-scaled HPV, resulting in damage to the HPV and possible injury to the rider. HPVs designed for young riders are generally kept simple, to facilitate use by riders whose motor skills are still developing. Adult HPVs may incorporate more complex systems and gearing suitable for use by adult riders, whose motor skills are presumably fully developed. Thus, the need for an HPV incorporating features of the earlier designs and also constructed for an adult.

One of the ongoing complaints of physically fit individuals is that there are very few fitness activities which translate well between indoor and outdoor locations. Running indoors does not have the same feel as running outdoors. A stationary bike or rowing machine does not perform in the same way that a bicycle or scull does. Placing a conventional bicycle on a dynamometer-type device does not provide the same feel as does riding a bicycle on a street or trail. Rowing machines do not duplicate the characteristics of a racing shell.

SUMMARY OF THE INVENTION

A human-powered, ride-on vehicle, includes a main longitudinal frame member having a steering/drive mechanism mounted thereon for oscillating movement; a rear wheel receiver located adjacent one end of the main longitudinal frame member; a driven rear wheel having an axle, wherein the axle is received in the rear wheel receiver; a rear sprocket operatively fixed to the rear wheel for coastable engagement therewith; a pair of spaced apart, steerable front wheel located adjacent the other end of the main longitudinal frame member and operatively connected to the steering/drive mechanism; wherein, the steering/drive mechanism includes: a teeter arm mounted to the main longitudinal frame member intermediate the ends thereof for pivoting movement in a fore direction and an aft direction; a drive mechanism including first and second drive linkages, wherein the first drive linkage provides a motive force to the driven rear wheel during a first power stroke and the second drive linkage provides a motive force to the driven rear wheel during a second power stroke, and wherein, for equal movement of the teeter arm in the for and aft directions, the motive force of the first power stroke is greater than or equal to that of the second power stroke.

It is an object of the invention to provide a human-powered ride-on vehicle which allows the rider to utilize upper and lower body muscles.

Another object of the invention is to provide a ride-on vehicle which has a low center of gravity.

Yet another objection of the invention is to provide a ride-on vehicle which provides contour support for the rider's lower body.

A further object of the invention is to provide a mechanism for providing exercise which may be used indoors and outdoors.

Another object of the invention is to provide a therapy device which offers a programmed schedule of resistance.

This summary and objectives of the invention are provided to enable quick comprehension of the nature of the invention. A more thorough understanding of the invention may be obtained by reference to the following detailed description of the preferred embodiment of the invention in connection with the drawings.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

As with the earlier U.S. patents, it is a goal of the human-powered vehicle described herein to enable a rider to use both upper body and lower body muscles to power the vehicle, while simultaneously providing a vehicle having a low center of gravity and frame geometry which is resistant to tipping. Additionally, the vehicle of this invention is suitable for use indoors as a stationary exercise machine, which provides upper and lower body resistance and an aerobic level of activity, and which may easily be converted to an outdoor vehicle for use as transportation and for recreation.

Turning now to the drawings, and initially toFIG. 1, a ride-on, human-powered vehicle HPV is depicted generally at20. Vehicle20includes a main longitudinal frame member22. Frame member, in the preferred embodiment, is formed of aluminum and steel components, and may include weight-reducing wasted areas therein, such as area24, shown inFIGS. 4 and 7. The aluminum and steel components are selected to provide maximum strength with minimum weight. A lower frame cover25is provided to provide frame rigidity and to partially enclose a drive mechanism.

In one embodiment of vehicle10, a rear fork26is located at the aft end of frame member22, and, as with a conventional cycle, has a rear-wheel receiver28on either side of the frame, for the vehicle rear wheel30, which is the driven wheel of the invention. The drive mechanism will be described later herein. In another embodiment of vehicle10, receiver28is located adjacent the aft end of frame member22, which is substantially solid (FIG.5).

A variety of wheel types may be incorporated into the vehicle, such as a conventional bicycle wheel, with wire spokes, a cast wheel, or an enclosed spoke wheel. The selection of wheel size and width is dependent upon the intended riding terrain of the vehicle: a narrow, high-pressure wheel and tire may be selected for street or stationary use, while a lower-pressure, wide, traction-type wheel and tire may be selected for non-paved riding. In the preferred embodiment, rear wheel carries a twenty-six-inch diameter, 1.50 inch tire. Rear wheel is equipped with a single, caliper-type brake32, which is fixed to rear fork26. A rear sprocket34is attached to rear wheel30, and, in the preferred embodiment, comprises a ganged sprocket having an eight-gear cluster, which is fixed to rear wheel30for coastable engagement therewith.

Referring now toFIGS. 1-5, frame member22includes seat mounts, which secure a molded, light-weight plastomer seat to the frame. The seat is provided in two forms: a fixed seat36, shown inFIGS. 1 and 2, is held in place by seat brackets38. An adjustable seat40, shown inFIG. 5, is supported by seat back supports42, which have an adjustable telescoping mechanism44to adjust the recline of seat back46. Seat back supports42are attached to frame member22adjacent receiver28. A lower portion48of seat40is movable along a track50on frame22, and is held in place by a tensioning mechanism52, which hold seat40in a desired fore-and-aft position. In some embodiments, a seat belt or harness may be provided to secure the rider to the vehicle, particularly in a racing embodiment of the vehicle.

A transverse frame member60is fixed to the forward end of frame member22, for supporting vehicle front wheels, and carries two king pin assemblies62,64, which rotatable support two front wheels and tires,66,68, respectively. In the preferred embodiment, the front wheels carry a twenty-inch diameter, 1.50 inch tire. Tires of size one inch to two inches may be fitted onto the vehicle once the vehicle is equipped with the proper wheels and rims, depending on the individual rider and the intended terrain. Each wheel is equipped, in the preferred embodiment, with a disc brake rotor70,72. A disc brake caliper74,76, is located adjacent and for coaction with each disc brake rotor70,72, respectively. The brake caliper is activated by a brake hand lever78, located on a handle bar80. A rear brake lever82is also mounted on handle bar80, and is connected to rear brake32by a rear brake cable84. A front brake cable collectively includes a first front brake cable86, extending from the front brake hand lever connected to a brake connection joint88to caliper cables90,92, running to brake calipers74,76, respectively, for operating brake calipers90,92in unison. Transverse frame member60, in addition to carrying wheels, includes a portion of the steering mechanism of the vehicle, which will be described in more detail later herein.

A steering/drive mechanism100includes a teeter arm102having handle bar80located at one end thereof and an oscillating, longitudinal frame member104affixed to the other end thereof. Oscillating, longitudinal frame member104includes two side elements,104aand104b, which are joined together at the forward ends thereof by a cross piece104c. Frame member22includes a steering/power mechanism mount106, also referred to herein as a teeter arm mount, thereon which receives the steering/drive mechanism, which is mounted for fore-and-aft oscillating motion relative to frame member. Mechanism100is held in place in mount106by a fastener108. An oscillating longitudinal frame member104, also part of steering/drive mechanism100, is held in a channel110on frame member22by roller bearings112, which are rotatably fixed to the forward end of oscillating longitudinal frame member104, which allows the aforementioned oscillating motion. Foot pedal114support a rider's feet on the vehicle, and may include toe clips116. Pedals114are fixed in bores extending through side elements104a,104b. Plural bores are provided to allow adjustment of pedal position to accommodate a rider's leg extension.

Oscillating longitudinal frame member104is fixed to the lower end of teeter arm102by a pivoting fastener mechanism118. Steering/drive mechanism further includes an upper steering shaft120, which is received within teeter arm102, and which is connected to handle bar80. Handle bar80carries a handle bar grip122at either end thereof, and also carries front brake lever78and rear brake lever82. Additionally, a shifter handle124is provided to operate a derailleur126, operable by a shifter cable128to move a main drive chain130on rear sprocket34. The steering shafts are received in teeter arm102for oscillating movement therewith and for rotatable movement on the bearings therein.

Steering/drive mechanism provides power, or motive force, to rear wheel30. A rider seated in seat38,40applies muscle power to the vehicle by simultaneously pulling rearward on handle bar80and pushing forward on pedals114located on oscillating longitudinal frame member104, referred to herein as a first power stroke, or PS1. Power may also be applied to the vehicle on a return stroke, or second power stroke, PS2, by pushing forward on handle bar80and pulling rearward on pedals114, when pedal114are equipped with toe clips116. Should pedal114not be equipped with toe clips, the rider's legs do not provide power on the return stroke, which receives only upper body power.

The steering mechanism includes upper steering shaft120located within teeter arm102. Handle bar80is connected to the top end of upper steering shaft, and a universal joint132is located at the bottom end of upper steering shaft120. Upper steering shaft120is mounted in teeter arm102by bearings. A lower steering shaft134is connected to universal joint132, and is also bearing mounted. A first bevel gear136, in the preferred embodiment, is located on the bottom terminus of lower steering shaft134, and a second bevel gear138is located on one end of a steering torque tube140. Steering torque tube140is bearing mounted, and extends through the front of frame member22, terminating in a removable crank142. A steering arm mechanism144is attached to crank142, and provides turning forces to front wheels66,68through lower steering arms146,148, bell cranks150,152, upper steering arms154,156, and steering brackets158,160, respectively. The upper and lower steering arms, as depicted in the figures, are of adjustable length to allow proper alignment of the front wheels. Front wheel66,68are mounted on transverse frame member60in a Ackerman Compensated Geometry, in the preferred embodiment, with a 5° forward caster, a 3° inward camber and 2° of toe-in, which parameters are rider adjustable by adjustments to the king pins, bell cranks and steering arms.

Universal joint132allows for the simultaneous oscillation of upper steering shaft120relative to lower steering shaft134, as indicated by double headed arrow162(FIG.8), while also allowing turning of handle bar80, as indicated by double headed arrow164(FIG.3), which steers front wheels66,68.

Referring now toFIGS. 8-11, the drive mechanism is shown in greater detail. Beginning at the rear of the vehicle, a rear wheel axle170is received in wheel receivers28of frame member22, or rear fork26. Axle170carries rear wheel30thereon. Rear wheel30, in the preferred embodiment, carries an eight-gear rear sprocket, which is mounted for coasting free-wheeling. Derailleur126is mounted on frame member22and is connected to shifter124by shifter cable128. Main drive chain130extends between rear sprocket34and a front sprocket172. The front sprocket, in the preferred embodiment, is a single sprocket, however, one of ordinary skill in the art will recognize that both the front and rear sprocket may contain multiple gears of varying sizes, and the vehicle may be equipped with two derailleurs and shifters for greater gear selection. A variety of automatic cycle transmissions may also be incorporated into the vehicle.

The drive mechanism, as previously noted, includes oscillating longitudinal frame member104with its associated pedals. Oscillating longitudinal frame member104is connected, at its rear end, to the lower end of teeter arm102by a pivot joint118. The front end of oscillating longitudinal frame member rides in a channel110formed in frame member22. A roller bearing112is located on either interior side of oscillating longitudinal frame member104and contacts channel110.

Front sprocket172is carried on a front axle174extending through frame member22. The front axle also carries a racheting mechanism176which receives power from steering/drive mechanism100. Racheting mechanism176includes a first and second drive linkages having a pair of cycle transmission gears178,180, referred to herein as first (178) and second (180) drive sprockets, of the type generally used in BMX cycles. A first drive chain182and a second drive chain184are trained over the first and second drive sprockets, and are connected to a first drive cable186and a second drive cable188, respectively. The drive mechanism, in the preferred embodiment, includes a front idler set190, including idler sprockets192,194, which support drive chains182,184, respectively, and an idler pulley193, which supports an idler spring195. First drive cable186is connected to teeter arm102at a lower connection point196while second drive cable188is connected to an upper connection point198. The free ends of drive chains182and184are connected to idler spring195, which is trained over center idler pulley193. Second drive cable188extends from upper connection point198over idler pulleys202,204. First drive chain182is trained over the top of idler sprocket192and the top of first drive sprocket178, while second drive chain184is trained over the top of idler sprocket194and the top of second drive sprocket180. First drive linkage thus includes first drive sprocket178, first drive chain182, first drive cable186and lower connection point196. Second drive linkage includes second drive sprocket180, second drive chain184, second drive cable188and upper connection point198. Lower connection point196and upper connection point198may be located in a slots196a,198a, respectively, to provide for adjustment of the connection points, and thus the relative power of the two power strokes.

Thus, when teeter arm102is pulled rearward (FIG.9), the first power stroke (PS1), tension on first drive cable186and first drive chain182causes first drive sprocket178to rotate in its power applying direction. When teeter arm102is pushed forward, the second power stroke (PS2), tension on second drive cable188and second drive chain184causes second drive sprocket180to rotate in its power applying direction.

It may be seen inFIGS. 8-11that the relationship of upper connection point198and lower connection point196provides, with each oscillating movement of teeter arm102, a greater displacement of lower connection point196than that of upper connection point198. One of ordinary skill in the art will recognize that a rider can exert, in the configuration of vehicle10, much more force when simultaneously pushing with the rider's legs and pulling with the rider's arms, the first power stroke, than when pushing with the rider's arms, the second power stroke, even if the vehicle is equipped with toe clips on pedals114so that the legs may be used to pull in the second power stroke. Therefore, the upper and lower connection points are arranged, at maximum setting, with lower connection point196located at the bottom of slot196a, and upper connection point198located at the top of slot198a, so that a rider may exert approximately three times as much force during the first power stroke than during the second power stroke. When lower connection point196is located at the top of slot196a, and upper connection point198located at the bottom of slot198a, a rider may exert approximately equal force during the first power stroke and the second power stroke. Both the upper and lower connection points are located on teeter arm102below steering/drive mechanism mount106: in the preferred embodiment, a 2.5:1 power stroke ratio is provided, with upper connection point198being approximately 2.8 inches below mount106, while lower connection point196is approximately7inches below mount106. Thus, the first drive linkage moves further, displacement PS1inFIG. 10, in a single power stroke, than does second drive linkage, displacement PS1inFIG. 10, in a power stroke of the same length, e.g., for the same horizontal displacement of handlebar80.

For use as a stationary exercise device, the vehicle of the invention, as shown inFIGS. 4-7, may be placed on a stand210providing resistance to rear wheel30. Stand210is fixed to rear axle170, and applies rider-adjustable drag to rear wheel30. Stand210may be equipped with an adjustable, programmable dynamometer211, for varying the resistance on rear wheel30according to a programmed schedule of resistance.

Transverse frame member60may be removed for use of vehicle10as a stationary device, and to facilitate passage through narrow doorways. Transverse frame member60is secured to the front of frame member22by a pair of spaced apart pins212,214, each having a cam lever216,218, respectively, associated therewith. When the cam levers are released, e.g., moved towards the centerline of the frame member, pins may be removed from receivers located at the front of frame member. Cable86is disconnected from brake connector joint88, and transverse frame member60may be separated from the remainder of the vehicle. A plate220at the front of frame member22is placed on a stand222to support the front of vehicle10in this configuration.

Transverse frame member60is depicted, in the preferred embodiment, as being somewhat “U” shaped and secured to the front end of frame member22, however, the transverse frame member may be secured to the main longitudinal frame member below and adjacent mount106, and may be oriented with the arms of the “U” extending forward. Such a configuration provides a shorter effective load on frame member22, and also make the vehicle more compact when disassembled for shipping.

Vehicle10may be provided with a display224, likely of the LCD variety, to provide stroke and speed information from a stroke sensor226(FIG. 9) and a speed sensor228(FIG.5), respectively. Display224, also referred to herein as a vital signs and ride profile monitor, may also be provide with rider vital sign readout, using input from pulse, blood pressure and breathing rate sensor worn by a rider. The vital sign readout may be hard-wired to the sensors, or may use low power RF or IR transmission. Display224includes a CPU, memory and power supply, and suitable I/O ports for connection to a computer, which allow a rider to select and set various parameters, such as maximum heart rate, blood pressure and/or vehicle speed, which, when the vehicle is operated outside of the parameter set, will sound an alarm to alert the rider of the condition. The vital signs and ride profile monitor includes a maximum heart rate set mechanism for setting a maximum allowable heart rate.

Vehicle10may be equipped with a power-assist electric motor and battery230, having a drive wheel232which selectively engages rear wheel30to provide an auxiliary motive force. A torque sensor234, associated with front axle174, provides information relating to the amount of effort required to propel vehicle10. Display224includes input keys so that a rider may set resistance levels, which, with display224connected to dynamometer211, will control the resistance to the rear wheel, thus simulating a ride over an uneven terrain. Display224and its CPU may be programmed to “record” a ride, i.e., a rider may ride a particular course over a period of time. The stroke rate, speed, and torque information is recorded in a memory portion of display224. At a later time, display224, also referred to herein as a vital signs and ride profile monitor, may be connected to dynamometer211, and the ride played back, i.e., the CPU of display224will set resistance in dynamometer211to simulate the recorded ride. Such ride information may be downloaded and stored in a PC so that a rider may records and store a variety of rides, or, the rider may program a ride from a PC. The stroke rate sensor, speed sensor and torque sensor provide stroke rate, speed and torque information, which is referred to herein as a ride profile, to the vital signs and ride profile monitor. The ride profile is stored in the memory during a ride, and may be downloaded to program dynamometer211to simulate the stored ride profile. The ride profile may be stored during an indoor or outdoor ride, or may be generated on display224, for simple profiles, or on a computer and loaded into display224.

Another feature of display224is that, when the power-assist motor is operational, and a maximum heart rate is programmed into the CPU, the power-assist motor will provide assistance as the rider's heart rate approaches its pre-set maximum value, or if an associated maximum torque value is set, the power-assist motor will provide assistance as the maximum torque value is approached and reached. This will occur as the rider starts from a stop, or if the gearing is set too high for a standing start.

As previously noted, it is an object of the invention to provide a vehicle which has a low center of gravity and which is extremely stable. To this end, the vehicle is configured such that the rider's weight is located at or below the level of rear axle. It may be seen that in order for the vehicle to tip, extreme lateral forces have to be applied thereto.

Given the preferred embodiment for wheels and tires, a forward sprocket having 36 teeth and an eight gear rear sprocket ranging from 11 to 32 teeth, a cadence of 30 strokes-per-minute, wherein each stroke is a complete forward-to-backward movement of teeter bar, the vehicle has a nominal speed of approximately five mph in its lowest gear, and a nominal speed of approximately 16 mph in its highest gear. As presented herein, the vehicle has a weight of about 55 pounds and an overall length just under 90 inches. The nominal width with transverse frame member and wheels mounted is less than 40 inches.

Thus, a human-powered, ride-on vehicle has been disclosed, which has a very low center of gravity and high stability. Although a preferred embodiment of the invention has been disclosed, it should be appreciated that variations and modifications may be made thereto without departing from the scope of the invention, as defined in the appended claims.