Field of the Invention: This invention relates to an improvement in bicycles, and refers particularly to the driving mechanism thereof. The principal objective of this invention is the utilization of power of the arms to assist in the propulsion of the wheels while simultaneously steering the bicycle in the desired direction.

Description of the Prior Art; Many past attempts have been made to utilize simultaneously the allied foot and arm powers while the arms also steer the bicycle. It must be noted that none of these so-called improvements to the basic bicycle design have been adopted in the market, and relatively few have merited the award of a patent grant. The two main reasons why these improvements failed in the market are primarily due to their inefficiencies and cumbersomeness. Moreover, all of these so-called improvements are devoid of practical design aesthetics. In virtually all of the prior art devices, the steering mechanism pivots with the front wheel fork while at the same time imparting power to assist turning the wheels. Putting aside the issues of cumbersomeness, it is in this dual function that inherent inefficiencies become manifest. For a person to efficiently manipulate the hand crank, the rotational axis must be more or less parallel to the persons shoulder line, while the imaginary longitudinal center plane of his body lies substantially coincident to the hand crank's center vertical plane. However, in such prior art devices when the bars or handles are moved to the right or left during steering, the two aforementioned center planes cannot be coincidence. These two planes will thus be oriented in an obtuse included angle. Under these circumstances, a person can not transmit effective manual power to the hand crank because the anatomy of the human arms simply can not function - efficiently in this position.

^' In May 30, 1893, Frederick W. Huennekens was granted United States Letters Patent Number 498,394. Although this improvement utilizes combined arm and leg power, it can instantly be noted that the hand cranking means pivot with the fork in the usual front steering column. As the person operating the machine steers the bicycle either to the right or left, he will be in a very awkward and handicapped position to transmit torque power while simultaneously steering the machine. The imaginary vertical plane of his

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body will produce an obtuse included angle with the imaginary longitudinal plane of the fork and hand crank assembly rendering his arms very ineffective for simultaneous steering control and torque transmission.

On December 29, 1894, Lewis Clement was granted a British Letters Patent #17,835. This improvement employs the same basic object to that of Frederick . Huennekens. The hand cranking means pivot directly with the- fork assembly at the front steering column.

On August 11, 1896, Charles Clark Murray was granted U.S. Letters Patent 565,556 for bicycle improvement. While he succeeded to argue a difference to the preceeding improvements, the basic. concept of hand crank means and fork assembly integration are identical.

On January 25, 1898, Erling Slippern was granted Letters Patent #598,026 for Bicycle-Propelling Mechanism. In this case, the improvement managed a design contrast to his predecessors by using a chain to drive another sprocket which rotates together with the foot pedal sprocket so that the arm power and foot power could be combined. However, the basic concept of hand crank means and fork assembly integration is still adopted.

From 1898 to 1979, a series of relevant Letters Patents have been 5 issued in the United States and abroad; for example: T.E.J. Schaibly, U.S.

Patent No. 613,943; T.S. Woodruff, U.S. Patent No. 628,426; Franz Pawel of

Germany, No. 806; Modotti Romano and Fresco Luigi of Italy, No. 282,046;

Mario Donghi of Italy, No. 414,067; M. Louis and Joseph Garrivier of France,

No. 907,428; M. Friedrich von Bostel of Germany, No. 968,947; Wallace _Q Clark of Indianapolis, Indiana, U.S. Patent No. 3,701,543; and, very recently, that of Ben Lindsey, Jr., of New Mexico, U.S. Patent No. 4,147,370. All these preceeding improvements, although having obvious varying design differences and, adopt with minor variation the same concept in so far as the integration of the manual crank assembly and fork steering assembly. _c Whenever you turn either right to left, the manual crank assembly always pivot with the fork steering assembly about the same axis.

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SUMMARY OF THE INVENTION

The subject manupedal bicycle departs from all the previous improvements made by using, for the first time, an indirect steering system in which is provided a steering arm assembly having a crank with its rotational axis perpendicular to the longitudinal plane of the steering arm assembly. The lagging portion of the steering assembly is a pivotal axis perpendicular to the crank rotational axis. This pivotal axis is intentionally located substantially in coincidence to the longitudinal axis of the persons body operating the bicycle. Since the body of the person pivots about its own longitudinal axis, it is therefore apparent that in any direction the hand cranks while simultaneously steering the bicycle, the rotational axis of the hand crank is always parallel to the persons shoulder line. Effective torque is thereby transmitted while at the same time providing steering of the bicycle through an intermediate linking means connecting the steering arm assembly and the front fork.

^' The subject Manupedal Bicycle combines the arm and leg power in such a way that at all times, while simultaneously steering the bicycle, the person's relative position to the manual cranking means is always such that he or she is in the best position to deliver the optimum torque from the arms when considering the person's anatomy. The subject invention utilizes an indirect steering system of a steering arm assembly provided with a hand cranking means at the leading portion 'of the assembly pivoting about an axis opposite and perpendicular to the assembly's pivot axis at the lagging portion. This pivot axis is intentionally made to pivot at a strategic location more or less in coincidence or in close approximation to the longitudinal axis of the operator. In this application, it is located below the seat with the pivotal axis co-axial with the axis of the vertical member of the frame where the seat post is inserted. It will now be apparent therefore that in any direction, whether to the right or left, when the bicycle is steered while simultaneously manually cranking, the cranking axis is always parallel to the persons shoulder line and substantially perpendicular to the immaginary plane bisecting the center axis of the manual crank and the steering arm assembly's pivotal axis. This invention also employs the use of a flexible shaft means in order to transmit the manual torque to the foot pedal sprocket or directly to the wheel so that it will aid the propulsion of the machine.

This indirect steering system can also now be used to make manually propelled machines for the use by people who are partial or total amputees in the lower extremities but still have normal arm functions. Similarly, while the invention has been described in terms of its utilization as an auxiliary drive on a bicycle the unit may be also adopted to other types of occupant propelled vehicles. For example, tandem or multi-person bicycle, tri-cycles and vehicles for children. These and various objects and advantages of the invention will become readily apparent to those skilled in the art upon reading of the following detailed description and by referrance to the accompanying drawings.

DESCRIPTION OF DRAWINGS

Figure 1 is a side elevational view of a bicycle which has been modified in accordance with this invention.

^' Figure 2 is a fragmentary side elevational view of the bicycle of the bicycle depicted in Figure 1. .

Figure 3 is another fragmentary side elevational view of the bicycle of Figure 1 illustrating the indirect steering system and its interconnection and integration to the foot pedal sprocket by means of a flexible shaft.

Figure 4 is yet another fragmentary side elevational view of the bicycle of Figure I illustrating exclusively the indirect steering arrangement.

Figure 5 is a -front elevational view of Figure 4 of the bicycle of Figure

1.

Figure 6 is a view in cross-section taken along the plane indicated by line 6-6 of Figure 4.

Figure 7 is side sectional view through the power transmission assembly of the bicycle of Figure 1.

Figure 8 is a top elevational view of the manual crank portion of the power transmission assembly, including the leading end of the steering arm ' assembly.

Figure 9 is a view in cross-section taken along the plane indicated by the line 9-9 of Figure 8.

Figure 10 is a view in cross-section through the plane indicated by line

10-10 of Figure 8.

Figure 11 is a fragmentary front elevational view of the foot pedal crank assembly illustrating the connection of flexible power transmission shaft from the hand crank to the sprocket.

Figure 12 is side elevational view of a tandem bicycle embodying this unique improvement of this invention.

DESCRIPTION OF THE PREFERRED EMBODIMENT

Referring to the drawings, Figure 1 discloses a bicycle 10 having apparatus associated therewith made in accordance with the present invention. The bicycle includes a rear wheel assembly 16 and a main frame

14. In the usual manner, the rear assembly is rotated by a foot pedal actuated drive sprocket 18. Numeral 20 shown in various figures of the drawings broadly indicates apparatus made in accordance with the present invention for imparting a driving torque or force into the rear wheel 16 of the illustrated bycycle. It should be noted that the aforementioned apparatus can readily be made to impart driving force or torque to the front wheel 50 as well without departing from the scope and spirit of this invention. As shown in Figures 2 and 3, a front wheel 50 is indirectly steered by a steering arm assembly comprising a pivot column 21, a steering arm 21', is fixed to column 21 and extends outwardly therefrom in substantially perpendicular relation to the longitudinal axis of column 21. A manual gear housing 23, journaled to the gear housing 23 is disposed perpendicular to the imaginary common vertical plane bisecting the pivotal axis and the longitudinal axis of the column 21 and arm 21' a manual crank assembly. This assembly comprises

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the crank right member 45 with right handle 44 and the crank left member 42 with left handle 43. Fastened at the lower end portion of the pivot column 21 on the near and f arside and running along the near and f arside of the frame member 14 is a linking means 48 interconnected with a steering chain 46 that is engaged to the front fork sprocket 47 rigidly fastened at the upper portion of the front fork. As further illustrated by Figure 4 through Figure 6, it is noted that when the steering arm assembly is turned either to the right or left, it pivots about the pivotal or longitudinal axis of column 21 by and through angle theta (9) by means of linking structures 48, 46 and 47. The steering of front fork assembly with its attached front wheel 50 thus is able to react spontantaneously with the movement of the steering arm assembly. The angular steering displacement from these two points can either be reduced or amplified. In the present embodiment, we are amplifying the steering arm assembly's movement of θ to the final steering or front angular orientation of alpha by the ratio of the radium which is the distance from the center axis of column 21 to the point where the radius of link 48 is fastened to the drive sprocket 47. This intermediate linking means is not limited to this illustration in that different ways such as hydraulic controls of other mechanical shaft and gear structures are readily applicable. It should also be noted the usual rear drive sprocket selector lever 49 is attached of the steering arm 21' as shown by Figure 1 through Figure 2.

As further illustrated, the fragmented sectional view of Figure 7 is directed to structure inside the gear housing 23. The ring gear 38 is mounted coaxial and pivoting with the manual crank assembly and. drives the pinion 37 connected to the flexible shaft 12 inside the housing 11. The lower end portion of the flexible shaft 12 is connected to another pinion gear 15 driving the ring gear 17 coaxial and turning with the foot pedal crank sprocket 19.

As shown in Figure 9, the manual crank assembly is provided with spring actuated directional pawl mechanism 39 which serves as directional drive mechanism. This allows the operator to stop arm cranking at will or commence his cranking without being influenced by the foot pedal cranking process.

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Also illustrated in Figure 9, a flexible shaft anchor 35 is fastened to the housing 11 by the screws 36. In Figure 11 the lower end of this flexible sha t 12 is anchored to the frame 14 by the anchor 13. Figure 10 shows a follower mechanism coaxial with the manual crank shaft, should the operator stop his manual forward arm cranking and beginning manual cranking in the reverse direction, limited angular displacement is translated into a linear motion by a flexible member 27. A thrust bracket 26 is connected to member 27 whose front brake cable 25 and rear brake cable 24 are commonly connected. The

^' linear motion by the flexbile means 27 will therefore operate simultaneously the front and rear brakes. Such functions are made possible by the pawl means 29 of similar construction to the other pawl mechanism 39 only structured and positioned in the opposite position. These pawl mechanisms carried by identical carriers 32 and 41 are locked to the manual crank shaft by key 40. Their opposite positioning allows a forward manual cranking rotation to help in the propulsion of the vehicle through the flexible shaft means and likewise also allows a limited manual counter-action to operate a dual break system. Figure 12 discloses another application of this invention as applied of the tandem a multi person bicycle.

While in the foregoing, I have disclosed an embodiment of the invention in considerable detail for purposes of illustration, it will be understood by those skilled in the art that many of these details may be varied without departing from the spirit and scope of the invention.

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