CA2069605C - Bicycle boat - Google Patents

Abstract

Many human powered boats have been developed, including designs with rigid hulls and paddle wheels or screw pro-pellers, bicycle-type frames on rigid and inflatable pontoons, and flotation wheels on a bicycle frame. Ultimately, a reclining bicycle frame mounted on hydrofoils, supplemented with pontoons and using an air screw propeller is the design that currently holds the human-powered speed record on water.
This invention addresses the failings of a type of human powered boat which allows a conventional bicycle to be supported on and used to drive a collapsible boat. The entire boat can be stowed on the rack above the rear wheel.
It has two inflatable pontoons and a light, collapsible frame. The rear wheel rides on a split roller which, through a series of miter gears, drives a screw propeller. The front wheel is connected to a hinging swivel which in turn is connected to the forward rudder and/or propeller housing.
This invention allows the user to bicycle to a lake, inflate and assemble the boat, boat across the lake, disassemble and stow the boat and continue bicycling again.
Additional features, such as a reverse drive, combined forward and rear steering, and hinging couplings on the forward rudder and rear drive assemblies to minimize damage from submerged logs are included in this invention. Finally, a series of performance boats with rigid hulls and with the same forward rudder and/or rear drive assemblies are shown.
While this application is primarily about human powered boats, the configuration of a motorcycle is essentially the same as a bicycle. Many of the features disclosed could apply to a motorcycle boat, albeit necessarily stronger to support the additional weight of the motorcycle.

Description

20b9b05 Specifications This invention relates to a human powered boat which en-ables any type of bicycle to be used to steer and convert pedal motion into a screw propeller motion while the bicycle is being supported on a frame attached to two inflatable pontoons.
Prior art on human powered boats which use pedal motion dates back to the development of the bicycle. Most of the prior art devices described a boat and a pedal drive as an integral device. Although this concept has demonstrated its value as a recreational product over the years, it has always been unduly bulky and heavy, often requiring roof top or trailer when being transported over land. S. R. Perry (#73413, 15 October 1901, Canada) described a pedal boat which clearly showed a bicycle attached to the boat. How-ever the support structure was cumbersome and he used paddle wheels for propulsion.
In a book entitled "Curious Boating Inventions," by Joachim Schult, 1971 (translated from german), two prior art are shown which recognize some of the problems of this type of invention. Leopold Fuksa (#863312, 27 November 1952, Germany) disclosed a boat which he claimed was collapsible and trans-portable on the bicycle. Two inflatable pontoons were kept upright by internal posts secured to cross-members. The bicycle was supported in the air by four rigid stays attached to the cross-members, though they could not possibly have prevented much lateral and logitudinal movement of the bi-cycle. A cogwheel attached to the front sprocket drove an angled propeller on a long, angled propeller shaft. Steering was provided by dual cable linkages from a yoke on the front forks to a rudder between the pontoons at the back. Alfred and Otto Zacke (#822358, 11 October 1951, Germany) disclosed _~, >~ ~ ~;.~

an invention which would not have been transportable on the bicycle, but tied in effectively with the bicycle's mechanics.
Two hollow floats with internal longitudinal tubes were secured with cross frame members. Two rigid stays held the bicycle upright, although their location would have caused interference with the heels of the user's feet. The rear wheel drove a friction disc (roller) from which a bevel gear set mounted on one side transmitted the rotation to a forward angled propeller shaft. Although their method of power take-off was good, their propeller shaft configuration was entirely inadequate. The front wheel was held in a wheel holder which pivoted in line with the bearing races on the front forks and a front rudder was secured below. Conceptually, this method of steering would have worked, but its functionality at low speeds would have been limited.
Later in the 1980s, J. Jones (#4789365, 6 Dec. 1988, U.S.A.) Y. Watanabe (#4395237, 26 July 1983, U.S.A.), E. Zeitler (#4493657, 15 Jan. 1985, U.S.A.) and R. Garcia (#1242114, 4 Oct. 1983, Canada) proposed devices which relate to this invention. All of the devices, save for Garcia's required an excessively bulky frame structure and hulls, prohibiting them from being transported on the bicycle. Garcia used paddles on the rear wheel to provide propulsion and retractable floats which could be lowered when the bicycle was in water; an interesting concept which unfortunately would result in both the user and the bicycle being soaked during use. Jones used a flex drive from each end of a drive roller to two counter-rotating propellers. However, the rear wheel would not track well in the concave roller he proposed as it would tend to ride up the sides of the roller. He overcame this by pro-viding a rigid support frame for the bicycle.
Many of the prior art provided steering mechanisms at the r~f ,; ~ ~ ;1'4 rear of the boat, either by rudder or by rotation of the pro-peller shaft housing. A rudder inherently causes drag when turned and its effect is dependant on the speed of the water past it. For the slow movement of human powered boats, the rotation of a rear mounted propeller shaft housing is sub-' stantially more effective than either a front or rear mounted rudder. A keel or centerboard improves tracking in cross-winds and induces a moment orb a boat when the rudder or propeller shaft housing is turned. Some prior art recognized this by incorporating a keel or centerboard in their designs.
None of the prior art provided any method of braking, should the user wish to quickly reduce his/her forward speed.
None of the prior art provided a means to reverse the pro-pulsion and a means to minimize damage to the rudder or pro-peller from submerged rocks or logs.
A feature of this invention is the collapsible frame and inflatable pontoons which allows the entire boat to be stowed in a sack secured to the bicycle rack. This feature allows the user to bicycle to a lake or river, assemble and inflate the boat and mount the bicycle on it, pedal across the lake and then disassemble the boat and restow it. The invention is environmentally friendly, because unlike virtually every other type of boat, it does not have to be transported by car.
A feature of this invention is the stressed pontoons and frame which minimizes the weight and number of components to keep the bicycle afloat and in a fixed position. The frame which supports the bicycle is secured inward of the center-lines of both pontoons. To stop the outward roll, a series of stays extend from the bottom of the pontoons back to cen-tral points on the frame. When loaded, the frame is held together laterally and the pontoons remain in a fixed posi-tion. To prevent the pontoons from rolling inward, as would occur when the boat is put on the water, a series of smaller y,~.~'i 3 20b9605 stays extending from the top of the pontoons back to some points on the frame eliminate such inward roll.
In selecting a suitable overall width and length of the frame, the operation of the front swivel and rear drive mechanisms need to be understood. The width of the frame and in essence the spacing between the two pontoons is the mini-mum necessary to provide a comfortable sense of balance for the user, particularly when getting on and off the bicycle.
The length of the frame, however, effects the operation of the front swivel and the rear drive mechanism.
A feature fo this invention is the steering connection to . the front wheel of the bicycle, comprising a wheel holder, hinging swivel, wheel lock and optional forward rudder. The forward rudder is of sufficient size to be effective as both a rudder to aid in steering and as a centerboard to reduce cross-wind drift. The front forks angle forward on the bi-cycle, so that when the wheel is turned left or right on land, the wheel base extends slightly and the wheel rolls inward in the direction of the turn. At a 90° turn, the bi-cycle is at its maximum wheel base. The forward rake of the forks keeps the bicycle steering forward when moving forward.
The stationary pivot point of the front wheel is, therefore, at the maximum wheel base and is off the ground, when the wheel is turned other than at 90°. Regardless of any curve in the forks, the pivot point aligns with the center of the fork's two bearing races. Only with straight forks would the front axle also align. To provide for the 3-axis movement of the front wheel, it is held in a wheel holder at the pivot point which is connected to the hinging swivel or, essen-tially, a universal joint. What ultimately keeps the wheel holder always in line with the bearing races is a wheel lock.
This is easily achieved by clamping the front brake with a C-clamp or by some other means. With a fixed wheel base, rigid ,i.., E...., ,~;

stays can be attached to the bicycle to keep it upright.
The wheel lock greatly enhances the boat's overall rigidity.
Before discussing the features of the rear propulsion, an understanding of the bicycle's drive and transmission is necessary. Modern racing and mountain bicycles have a series of gear ratios which allow the user a variety of torque versus speed possibilities for varying terrain and level of fitness. To understand the effect of the bicycle's trans-mission, consider an average cyclist on a racing bicycle travelling at 30 km/hr. The 680 mm diameter wheels would turn at 4 rps. In top gear, the ratio might be 52 to 13 or 4 to 1. So, the pedal crank rotates at a modest rate of 1 rps. Consider now the same 680 mm wheel turning a 68 mm roller at the same rate. The roller would turn at 40 rps or 2400 rpm. Assuming a direct transmission to a 10 cm pitch propeller, this would provide a theoretical speed of 14.6 km/hr. With drag', the actual speed is about 4 km/hr. Thus, the roller size, gear ratios between propeller and roller, and the propeller pitch provide further possibilities for torque versus speed variations. Outboard motors do not have multiple speeds, and we accept that their designers have pro-vided propellers and gear ratios suitable for each horsepower rating. Humans, as we well know, are not as predictable as combustion engines for energy output. So, gear ratios on the bicycle are important to the variety of boats users.
A bicycle tire will grip any surface contacting its curved profile. Although one might expect it to track in a V-shaped groove, it will in fact tend to ride up the inclined sur-faces. Thus, the main contact surface of the drive roller should be flat. If the drive roller has vertical walls of sufficient height at both ends and provides some clearance from the width of the tire, the tire will remain on the .'-t i . .
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roller. The dilemma of how to transmit power to a propeller shaft a 90° to the drive roller has been the basis for considerable thought on this invention. If a bevel gear is substituted for the vertical wall at the end, a miter gear could transmit the power at 90°. In order to keep the bevel ~ gear as vertical as possible, a gear ratio of 3 or 4 to 1 would be required. A variation on this theme would be to have a miter roller on the propeller shaft contacting a steeply angled surface at one end of the drive roller. Fric-tional force is dependent on contact force, and under wet conditions, slippage is bound to occur.
A more suitable method to transmit power from the drive roller to the propeller shaft is by using two axially aligned rollers. Both rollers are hollowed out to provide room for miter year set to turn inside and are attached to a live shaft. One roller is fitted with on of the miter gears. The propeller shaft passes through the gap between the rollers and the other miter gear attaches to it. Both the roller shaft and the propeller shaft are rigidly held in bearings.
2U Considering the small amount of power that is being trans-mitted, the propeller shaft can be relatively thin, resulting in a small gap between the rollers which would not cause the tire to jam. This feature results in a very compact and effective way to transmit the rear wheel's rotation to the propeller shaft. Depending on how the propeller is situated in relation to the rollers, a second propeller shaft driven from an intermediate set of gears, universal joint or flex drive may be needed. If the rear wheel should happen to jump off the rollers, the resulting situation could be disastrous.
30 Thus, stationary guides extending up from the outer ends of both rollers could be provided. Alternatively, a rigid stay ~1~w,1:~~~
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from the bicycle frame near the crank shaft to the boat frame reduce the likelihood of this situation occurring and could also be used to adjust the amount of contact force between the rear wheel and the rollers.
The position of the drive rollers in relation to the rear wheel's axle is important to consider. It would appear that the best position is somewhat ahead of the axle, thereby minimizing the length of the frame and keeping a constant longitudinal compressive force on it to help hold the axial members together. Consideration must be given to the best position of the frame members on the pontoons and thus, the longitudinal angle of the rigid support stays in relation to the bicycle. Also, sufficient contact force must be main-tamed on the roller for it to function. If the front brake lock were to fail, the bicycle would tend to move backwards.
If positioned far enough behind the rear axle, the rollers can resist backward movement. Forward movement of the bicycle is prevented by sufficient forward rake on the front stays and by the front wheel holder itself. Pins could hold the axial members together so they are detachable when stowed.
Although the boat is quite maneuverable, a reverse drive could have merit in some situations, such as when the user is docking the boat. As an accessory, this feature is a simple modification of the rear drive assembly. To drive the propeller in a forward rotation, a miter gear is secured on one roller which produces the correct forward rotation of the propeller. Engaging the miter gear on the propeller shaft . with a miter gear on the other roller would drive the pro-peller in reverse. One way to shift between the forward and reverse miter gears is accomplished by laterally sliding the bracket which supports the roller shaft. Brake cables fitted to either end of the bracket provide a simple link to a shifting lever conveniently mounted for the user.
,~,.Ay, yy f'1 ~ 7 Further features of this invention are the methods of steering, tracking and braking. The primary steering method is by rotating the propeller shaft housing. The front wheel holder and swivel are "cross-linked" to the housing via two pull-pull linkages. Where the housing rotates, a bearing surface must support it. Otherwise, the load of the housing and propeller on the vertical shaft's bearings will induce a torque on the steering mechanism. An optional foward rudder can be fitted below the front swivel to further enhance the steering, and when turned sideways, will effectively brake the speed of the boat. An optional centerboard or keel is an effective aid to enhance tracking and steering.
Other accessory features of this invention are the hinging joints of the rear drive assembly and optional forward rudder and centerboard to minimize the damage to these components from submerged rocks or logs. A simple spring-loaded hinge would be adequate on the forward rudder post and centerboard holder. On the vertical propeller shaft housing, a spring-loaded hinge can also be provided and on the shaft itself, some form of flex drive which accommodates the hinging shaft housing can be used.
While a forward rudder and centerboard or keel have been mentioned as methods to enhance tracking and steering, fur-ther fins and the propeller shaft housing or keels anywhere on the boat are part of the embodiment of this invention.
This invention so far has enabled a bicycle to be used to propel and steer a collapsible boat. As a human powered boat, this is not an ideal design for performance in speed or maneuverability. The inefficiency of having to transmit steering through a bicycle wheel is limiting. The effect of the rear wheel as a flywheel is valuable, but could be improved upon. Ultimately, the rear wheel could have teeth to mesh with teeth on the drive rollers to eliminate any slippage between the two components. A hull design which would provide high maneuverablity would look much like the present day sail- or surfboard. With stays securing the bicycle frame to the hull, the user could bank the boat while turning. A forward rudder could look like a dagger-board. To provide for the case where jumping is being performed off a rigid jump in the water, a hinging and rotating rear drive assembly and a non-steering, but hinging daggerboard would provide for this situation. Mounting the rear drive assembly at the rear of the hull would prevent the propeller from hitting the bottom of the hull when hinged, even when turned at an angle.
Many of the racing power boats now use a tunnel hull design. Two shallow V planning hulls, a wing foil connecting them and an aerodynamic body around the user could be used to enhance the speed of the boat. These performance enhanced boats are part of the embodiment of this invention.
Providing equipment specific to the needs of the handi-capped has become a significant aspect of any design in the past 10 years. A no-hands steering system could be incor-porated by providing cable linkages between the rudder post or shaft housing and the seat on the bicycle. Such no-hands steering might also be useful for someone needing their hands free for other activities, such as a type of "water hockey."
These adaptations are included in the embodiment of this invention.
Fig. 1 shows the plan view of the boat.
Fig. 2 shows the side view of the boat with all the starboard components removed and an outline of a bicycle in position.
Fig. 3 shows a section view of the port pontoon near the bow with appropriate frame members.

ti W-2069b05 Fig. 4 shows the front view of the front swivel with optional forward rudder installed.
Fig. 5 shows the side view of the front swivel with optional forward rudder installed.
Fig. 6 shows the front view of the rear drive assembly.
Fig. 7 shows the side view of the rear drive assembly.
Fig. 8 shows the front view of the reverse mechanism for the rear drive assembly and balloon detail shown in side view.
Fig. 9 shows the side view of the shifter for the reverse mechanism.
Fig. 10 shows the side view of the hinging propeller shaft housing for the rear drive assembly.
Fig. 11 shows the side view of the hinging rudder post for the forward rudder.
Fig. 12 shows the side view of a speed boat.
Fig. 13 shows the front view of a speed boat.
Fig. 14 shows the side view of a mono-hull boat.
Fig. 15 shows the front view of the stationary guides on the rear drive assembly.
Fig. 16 shows the side view of the steering connections to the seat post.
Fig. 17 show the front view of the guide rollers on the rear drive assembly.
In Fig. l, floatation is provided by the port and starboard inflatable pontoons, 1 and 2 respectively. Typically with inflatable boats, the pontoons are submerged from about 1/4 to 1/3 of their depth. Inflatable bow and stern sections would increase the overall floatation while enhancing the rigidity of the boat, but for the most part are an unneces-sary additional weight and cost in fabric. The pontoons are equipped with suitable air valves (not shown).
The frame components, consisting of items 3 through 15 (only the port components are numbered), are a series of tubes, fittings and pins. This allows the frame to be dis-assembled into short pieces when being stowed. Both the bicycle, which is positioned along the centerline, and the rigid stays from the frame to the bicycle have been removed.
Tubes 6 and 13, along with respective T-connectors 5 and 12, are permanently secured to adjacent tubes whereas others are temporarily held with quick release pins. Items 16 through 19 are parts of the lower stays which counteract the rotation of the pontoons when loaded, which Fig. 3 shows in detail.
In Fig. 2, the position of the bicycle in relation to the frame members is shown. The length of the axial frame mem-hers is such that the front wheel's axle is ahead of the rear drive assembly. A means to provide small adjustments in the length of the axial frame members to ensure correct posi-tinning of the bicycle is part of the embodiment of this invention. The user's weight distribution on the bicycle affects how the pontoons sit on the water; the user's weight tends to be naturally distributed more on the rear wheel. As will become more clear from Fig. 3, adjustment in the length of stays 17 and 19 can alter the "freeboard" of the frame.
The port and starboard front stays, consisting of components 20, 21 and 22 (port components are numbered), are attached far enough back on the cross-bar of the bicycle to permit the front wheel to turn 90° in both directions. The user's shins would not normally contact them in use. The port and starboard rear stays 23 (port component is numbered), angling from tube 11 to the rear axle, provide additional stability.
'the stays minimize the flexural stress on the frame. However, frictional contact between the rear wheel and the drive roller is dependant on loading. The best option is to provide a short, rigid stay from a point on the bicycle frame just behind the crank shaft (the short bar where the kick-stand or mud guard is secured is ideal) to a sliding fitting on tube 9.

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By sliding the lower end of the stay along tube 9, the load on the drive rollers can be changed. The fitting on tube 9 can then be secured in place where desired. This feature is part of the embodiment of this invention. The front wheel lock 24 clamps the front wheel brake to ensure that the stationary pivot point is maintained. The forward rudder 39, steering linkage 40, lower gear housing 58 and propeller 65 are all explained in more detail in subsequent figures.
In Fig. 3, the effect of the lower stay 17 is clearer.
When loaded, the pontoon 1 would roll outward if not held by stay 17. One end of stay 17 is looped around fitting 3. The other end loops around rod 16 which is in turn held in a sleeve at the bottom of pontoon 1. Rod 16 essentially distributes the pin-point loading of the stay 17. Making stay 17 adjustable to change the freeboard of the frame is part of the embodiment of this invention. Upper stay 25 will counteract the inward rotation of the pontoon 1 when it is not loaded, a useful feature when putting the boat on the water. Hinging fitting 26 is representative of how stays 20 and 23 (see Fig. 2) join to tube 4.
In Fig. 4, the front wheel would sit in wheel holder 27 and wheel clamp 28 would press on the inside of the rim to hold it in place. Clamp 28 pivots on stud 29 and hooks around stud 30 where it is tightened down by nut 31 and wing nut 32.
A wheel holder which is adjustable in width to accommodate various wheel widths is part of the embodiment of this inven-tion. The components of the hinging swivel are shown; spider 33, pin 34, swivel 35 and pin 36. A thrust washer and journal bearing (both not shown) between swivel 35 and fitting 14 ~:. ~~ :::', ,:.z .

could aid in reducing the friction between these components.

Front tiller 37, part of the steering control to the rear drive assembly, is attached to the bottom of swivel 35. The optional forward rudder 39 is shown with its rudder post fitting inside swivel 35. Screw 38 holds both the rudder and front tiller 37 in place.

Fig. 5 shows the same essential compon~n~tW: of the front swivel assembly as in Fig. 4, but in side view. In use, wheel holder 27 would be tilting backward slightly.
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large space is provided below spider 33 so that it can tilt 90 to either side when being stowed. With no forward rudder 39 installed, fitting 14 can be permanently attached to tube 7 (see Fig. 1) to eliminate a further assembly step by the user while maintaining a compact size when stowed.
Linkage 40 loops around the front tiller 37, crossing on its way back to the rear drive assembly, thereby providing a pull-pull linkage with the proper coordination. At least one side of linkage 40 would have to be fitted with a detachable clip in order to permit the central frame members to come apart at fitting 8 (see Fig. 1). Linkage 40 should also be adjustable on both sides to correct for any loss of coordination on either side.

In Fig. 6, the rear wheel rides between the adjustable collars 44 and 45 on roller 41 and roller 42. The height of the two collars 44 and 45 is sufficient to keep the wheel on the rollers 41 and 42 under normal conditions. The gap between rollers 41 and 42 provides just enough clearance for the upper propeller shaft 52 and is small enough to not cause the wheel to jam in it. Both rollers 41 and 42 are connected to roller shaft 43, and drive roller 41 is also fitted with miter gear 50. Miter gear 50 drives miter gear 51 which is connected to the upper propeller shaft 52. Both rollers and 42 are hollowed out to accomodate the miter gears 50 and 'r: = 13 , 'ss --51. Roller shaft 43 rides on flanged ball bearings 46 and 47 which in turn are supported by bracket 48. Bracket 48 is secured to adapter 49 which in turn is secured to fitting 15.
Shaft housing 55 turns freely inside fitting 15 just under adapter 49. Miter gear 57 is connected to the bottom end of upper propeller shaft 52 which turns in journal bearing 56.
Both journal bearing 56 and gear housing 58 are secured to shaft housing 55. Rear tiller 59 is also secured to shaft housing 55 just below fitting 15. To eliminate any thrust load on miter gear 57 due to the weight of the entire lower end of the drive assembly, a thrust bearing 60 is attached to the top of shaft housing 55. Thrust bearing 60 turns freely inside adapter 49 and is grooved at machine screws 61 (one numbered) to hold a split collar (not shown) which positions thrust bearing 60 in place.
In Fig. 7, the lower miter gears 57 and 62 are visible.
The lower propeller shaft 63 connects miter gear 62 to pro-peller 65. Shaft 63 is supported in journal bearing 64 which is attached to gear housing 58. The miter gears 57 and 62 could be replaced by a double universal joint or flex drive, both being part of the embodiment of this invention. Linkage 40 wraps around and is secured to the back of rear tiller 59.
Figs. 8 and 9 depict the components of the reverse mecha-nism. Roller 42 is fitted with miter gear 68 which, when engaged with miter gear 51, will turn shaft 52 in reverse.
To engage miter gear 68, bracket 48 is shifted sideways on bracket support 66. Bracket 48 is slotted around bearing 54 to accommodate this small lateral movement. Bracket support 66, when viewed from the side, looks much like a furniture dovetail (see balloon) and is attached to fitting 15.
Secured to the front and back edges of bracket 48 are slides 67 (only one shown) which fit snugly against the beveled front and back surfaces of bracket support 66, thus firmly .e... ....._.._.
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positioning bracket 48. The necessarily wider gap between rollers 41 and 42 may dictate a minimum tire width so that the tire does not jam in the gap. The actual movement of bracket 48 is provided by two brake cable assemblies on opposite ends of bracket 48 and comprising items 69 through 72. Cable fittings 69 and 71 thread into bracket support 66, securing one end of cables 70 and 72 respectively. The other end of cables 70 and 72 are connected to shifter 77 with screw 78. Cable fittings 74 and 75 are threaded into the shifter mount 76, which can be conveniently attached on the bicycle frame, here depicted on the diagonal bar. An op-tional spring 73 aids in returning bracket 48 automatically to the forward position when shifter 77 is released. One dilemma which is apparent when engaging miter gears in this manner is the tendancy for them to strip, if rammed into each other while they are turning. This can be simply overcome by having the user first brake the rotation of the rear wheel with the rear wheel's brake before shifting gears.
A rigidly held propeller and rudder would be damaged, if they hit a submerged rock or log. The best device to over-come this would allow the rudder and propeller to still be partially operational when retracted and to recover its normal position as soon after the impact as possible. Figs.
10 and 11 detail flexible couplings for the rear drive assembly and the foward rudder respectively. Upper propel-ler shaft 52 ends at the bottom of fitting 15 and is posi-tinned there by ball bearing 84 along with adapter 85. Upper shaft housing 83 ends at the modified rear tiller 79. The back end of tiller 79 forms a hinge with adapter 80 using pin 81. Spring 82 keeps the hinge normally closed. Middle pro-peller shaft 86 turns in ball bearing 87 which in turn is held in adapter 80. Shaft housing 89 is also secured to adapter 80. Spring 88 is the flexible coupling between shafts 52 and 86, and also aids in keeping the hinge normally . _. . _..~.~., -._...rr..__..M........__ ..

closed. Other types of a flex drive are part of the embodi-ment of this invention. The spring 88 would also provide some give when the propeller strikes a rock. By maintaining torque on the propeller shafts at all times, the trust of the propeller 65 will aid in returning the shaft housing 89 to the vertical position. ~f the rear drive assembly has both a reverse mechanism and a hinging shaft housing, the propeller would simply jump out of the water when the reverse mechanism is engaged. To overcome this dilemma, a shear pin (not shown) could be used to pin the front of adapter 80 to tiller 79.
In Fig. 11, a similar hinge is shown using many of the same components as in Fig. 10, but adapted to the forward rudder.
Items 90 through 93 are identical to items 79 through 82 respectively. The post of rudder 39 is secured in adapter 91. A shear pin (not shown), fitted in a similar location to the one discussed for Fig. 10 would eliminate any play in the rudder caused by the hinge.
Figs. 4 through 11 have shown the front swivel and rear drive assemblies in the basic design and in modified forms to overcome specific deficiencies. The combination of one or all of the modifications to the two assemblies is part of the embodiment of this invention.
In Figs. 12 and 13, the layout of the rear dirve and front swivel is essentially the same as in Figs 1 and 2. However, some significant modifications are shown which would enhance the speed of the boat. Here, no attempt is made to provide a collapsible boat. Rigid shallow V planing hulls 94 and 95 are used instead ofthe inflatable pontoons. Cross members 96 and 97 support the bicycle and drive and swivel assemb-lies. In addition, a wing foil 98, which provides lift and makes use of ground effects, spans between the two hulls 94 and 95. Hulls 94 and 95 are lifted up in the water and drag ;;g 16 ZOb9b05 is reduced. Shroud 99 around the bicycle frame and the user further reduces drag. Drag is lessened on the streamlined shaft housing 100 and steering is achieved by small movements in the lower housing. The upper and lower propeller shafts can be joined with a universal joint. The rear wheel could be enhanced as a flywheel with wheel covers to reduce drag on the spokes. A single shaft connects the handle bars to the front swivel, the latter being reduced to a universal joint.

One further method of enhancing speed is through the use of hydrofoils. The ground effects of the tunnel hull design would enable the boat to rise up sooner on the hydrofoils.

These adaptations are part of the embodiment of this invention.

Fig. 14 depicts a hull which is typical of surf- or sail-boards. Hulls of this nature are well suited for high speed maneuverability, and they plane well at low speeds.
A surf-boarder is able to "carve" a turn by tilting the board while redistributing his/her weight correctly. The rear fin keeps the stern from skidding out on the turns. On a sailboard, the daggerboard helps the board track in cross-winds and pro-vides a pivot point for the hull, similar to a sail boat.

Thus, the surf- or sailboard is the hull which allows the boat to perform most closely to a bicycle on land and would enable the user to perform stunts on water. Boards which do not provide sufficient flotation for the user when stationary, known as "sinkers," are the most maneuverable. Thus, board 101 can be a variety of shapes and sizes, depending on the performance sought. Forward rudder 102 has a high aspect ratio to maintain it effectiveness when the board is listing to one side. The front swivel has also been reduced to a universal joint in this design, with the handle bars being linked by shaft directly to it. The rear drive assembly is shown ahead of the rear wheel's axle, which would further enhance the maneuverability of the board, although any posi-tion is part of the embodiment of this invention. The shaft housing 103 is shaped like a fin to provide the same essen-tial function as on the surf- or sailboard. To ensure that the board "banks" with the bicycle frame, stays 104 (only one shown) fix the frame to the board. As discussed previously, a board suitable for jumping maneuvers off a rigid jump can include hinging components. It would be difficult to permit the forward rudder to retract into the board at all angles.
Thus, the forward rudder would be reduced to a hinging dag-gerboard and both steering and propulsion would come from the hinging rear drive assembly located at the rear of the board.
The advantage of using the rear wheel to drive the rear drive assembly is in the flywheel effect and in the wheel ratio. With the rear wheel and drive rollers prone to get-ting wet in such an exposed configuration, the friction between the two surfaces is bound to be diminished. Both the rear wheel and drive roller can be cogged to ensure ideal traction under such adverse conditions. In Fig. 15, rollers 41 and 42 are shown cogged.
In Fig. 15, a partial view of the parts for the rear drive assembly is shown along with guides 105 and 107 attached to bracket 48 by screws (not shown). Ribs 106 and 108 stiffen their repsective guides. As previously mentioned, if the rear wheel were to jump outside either of the two collars 44 or 45, a considerable forward thrust would suddenly be put on the front whee~holder and the user's well-being would be jeopordized. There is a limit to the practical height of collars 44 and 45. Stays are one method to keep the wheel on the rollers. The guides are a simple safety measure to ensure that the rear wheel will tend to slide back onto the rollers 41 and 42.
Finally, in Fig. 16, a method to control the steering of either the forward rudder and/or rear drive from the bicycle seat post is depicted. This feature would enable the user to steer the boat without his hands. Seat post 109 turns freely in the bicycle frame. Collar 112 is secured to the seat post 109 and turns on thrust bearing 111 which is in turn supported by adapter 110. Dual cables 113 and cable fittings 114 (only one of each shown) are fastened to collar 112 with screw 115. The cables 113 connect to the tillers on the rear drive assembly and/or front swivel. To make the seat generally want to stay straight, there is a slight off-perpendicular angle on the collar 112 and adapter 110. A
torsion spring could also aid in returning the seat to the straight position. Although the bicycle frame shown has a horizontal cross-bar extending from the seat to the front forks, neither the front handle bars nor forks are necessary when the steering is controlled from the seat. This "uni-cycle" design is part of the embodiment of this invention.
In Fig. 17, an alternative method to guide the bicycle's rear wheel on rollers 41 and 42 from that depicted in Fig. 6 with collars 44 and 45 is detailed. Guide rollers 116 and 121 position the rear wheel by rolling against the side walls of the tire. Considering the left guide roller alone, it comprises of the guide roller 116, shoulder bolt 117, bearing 118 and lock nuts 119 and 120. The right guide roller comprises of similar parts to that of the left guide roller, respectively 121 through 125. Both guide rollers can be adjusted inward and outward on bracket 48 to accommodate different widths of tires. The guide rollers are able to accommodate tire widths greater than the width of the two rollers 41 and 42, unlike the collars 44 and 45 in Fig. 6.
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Claims (18)

1. A boat which supports upright a bicycle or adaptation thereof with user, comprising at least one hull with adjoining structure for multi-hulls, and a propulsion system comprising two axially aligned rollers driven by the rear wheel of said bicycle or adaptation thereof, a miter gear set or other suitable right angle transmission located between said rollers and driven by at least one of said rollers, and a propeller shaft with propeller connected to said right angle transmission.

2. The invention as claimed in claim 1, further in which said propeller shaft comprises flexible or rigid transmission components which result in said propeller turning about a horizontal axis in the water.

3. The invention as claimed in claim 2, further is which steering is provided by pivoting said propeller about a vertical axis and is controlled by at least one linkage to a swivel on said boat, said swivel is attached to the steerable front wheel or said bicycle or adaptation thereof.

4. The invention as claimed in claim 1, further in which steering is provided by a rudder attached to a swivel on said boat, said swivel is attached to the steerable front wheel of said bicycle or adaptation thereof.

5. The invention as claimed in claim 3 and 4, further is which said swivel is aligned with the bearing races on the front forks of said bicycle and a means to prevent said front wheel from rotating is provided.

6. The invention as claimed in claims 3 and 4, further in which said swivel is adjustable in width to accommodate various widths of said steerable front wheel.

7. The invention as claimed in claims 3 and 4, further in which said rudder and said propeller shaft with propeller, along with any propeller shaft housing, are fitted with hinging joints which allow them to swing upward to the rear and return to their normal postion, while substantially maintaining steering control on said rudder, and torque and steering control on said propeller shaft with propeller.

8. The invention as claimed in claim 1, further in which the loading on said rollers is adjustable by at least one stay connecting said boat to the frame of said bicycle or adaptation thereof.

9. The invention as claimed in claim 1, further in which said propulsion system has a reverse drive mechanism which is activated by disengaging said right angle transmission and engaging a second right angle transmission located between and driven by at least one of said rollers so as to produce a counter-rotation of said propeller shaft.

10. The invention as claimed in claim 1, further in which said rollers are cogged so as to mesh with the tread on said rear wheel.

11. The invention as claimed in claim 1, further in which said rollers are equipped with adjustable collars or said propulsion system is equipped with guide rollers, either which laterally position said rear wheel on said rollers and will accommodate various widths of said rear wheel.

12. The invention as claimed in claim 1, further in which said propulsion system has stationary guides which ensure said rear wheel remains on said rollers.

13. The invention as claimed in claim 1, further in which-said boat has two rigid planing hulls, an adjoining frame structure shaped in the form of a wing foil, and a shroud around said bicycle or adaptation thereof.

14. The invention as claimed in claim 13, further in which said boat has hydrofoils to support said hulls off the water at operational speeds.

15. The invention as claimed in claim 3, further in which said boat is a mono-hull in the shape of a surfboard or sailboard, and has a centerboard which can swing upward to the rear so as to retract inside said mono-hull.

16. The invention as claimed in claim 4, further in which said boat is a mono-hull in the shape of a surfboard or sailboard.

17. A boat which supports a bicycle or adaptation thereof with user, comprising a frame structure which is secured to two inflatable pontoons, said frame structure is secured inward of the longitudinal centerlines of said pontoons, and stays extending from said pontoons to said frame structure which prevent inward and outward roll of said pontoons, and rigid stays to hold said bicycle or adaptation thereof upright, and propulsion and steering systems fitted to said bicycle or adaptation thereof.

18. The invention as claimed in claim 17, further in which said frame structure is adjustable in length longitudinally to accommodate various lengths of said bicycle or adaptation thereof.