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Figure 11 presents the maximum propulsion torque transferred to the rear wheels for each road inclination.
Fig. 11 Maximum propulsion torque transmitted to the driving wheel (* P < 0.05) Fig. 12 Average propulsion torque in 1 propulsion cycle (* P < 0.05).
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The maximum torque during the lever propulsion tests dropped when the gear ratio was increased, but remained greater than the propulsion torque in the handrim propulsion experiment.
Figure 12 shows that the average propulsion torque during handrim propulsion and the torque during lever propulsion on a gear ratio 1/1.5 were similar.
It was observed that the average propulsion torque during handrim propulsion and the lever propulsion on a gear ratio of 1.5 had quite similar values (Fig. 12).
The time from the wheelchair propulsion cycle during which propulsion torque is applied to the rear wheel axis, was defined as a push phase.
Because of the longer virtual moment arm, the required propulsion torque is achieving with much lower push force, which reduces shoulder joint force.
The propulsion torque transmitted to the driving wheel depends on the tangential component of the force applied to the handrim by user's hand, handrim radius, and the torque around the point of hand contact.
Wheelchair handrim propulsion comprises a push phase in which the user applies force to the handrims to generate propulsion torque around the wheel axle, and a recovery phase when the user releases the hands from the handrims to initiate the next push phase.
It was found that the average propulsion torques for lever propulsion and handrim propulsion had quite similar values for the same road inclination (Fig. 12).
Considering that, the similarity of the average propulsion torques during the handrim propulsion and lever propulsion on a gear ratio of 1.5 can be explained with the similarity of the virtual moment arms (1 1.05).
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