CA2225851A1 - Recumbent styled self propelled water vessel - Google Patents
Recumbent styled self propelled water vessel Download PDFInfo
- Publication number
- CA2225851A1 CA2225851A1 CA002225851A CA2225851A CA2225851A1 CA 2225851 A1 CA2225851 A1 CA 2225851A1 CA 002225851 A CA002225851 A CA 002225851A CA 2225851 A CA2225851 A CA 2225851A CA 2225851 A1 CA2225851 A1 CA 2225851A1
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- Prior art keywords
- vessel
- water vessel
- water
- seating
- drive
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H16/00—Marine propulsion by muscle power
- B63H16/08—Other apparatus for converting muscle power into propulsive effort
- B63H16/20—Other apparatus for converting muscle power into propulsive effort using rotary cranking arm
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H16/00—Marine propulsion by muscle power
- B63H16/08—Other apparatus for converting muscle power into propulsive effort
- B63H16/12—Other apparatus for converting muscle power into propulsive effort using hand levers, cranks, pedals, or the like, e.g. water cycles, boats propelled by boat-mounted pedal cycles
- B63H16/14—Other apparatus for converting muscle power into propulsive effort using hand levers, cranks, pedals, or the like, e.g. water cycles, boats propelled by boat-mounted pedal cycles for propelled drive
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H16/00—Marine propulsion by muscle power
- B63H16/08—Other apparatus for converting muscle power into propulsive effort
- B63H16/20—Other apparatus for converting muscle power into propulsive effort using rotary cranking arm
- B63H2016/202—Other apparatus for converting muscle power into propulsive effort using rotary cranking arm specially adapted or arranged for being actuated by the feet of the user, e.g. using bicycle-like pedals
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- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Toys (AREA)
Abstract
A self propelled kayak type water craft is provided with a seating assembly providing tlae occupant's center of gravity to be approximate and consistent with the horizontal plane position of the water surface line with respect to said vessel; said water vessel being equipped with removal and telescopically adjustable parallel side floatation members to provide increased stability if desirable, as well as provide provisions foe ease of transportation; said self propelled vessel also being characterized by a steering mechanism and pivot point consistent with the vessels dorsal plane's view center of mass thus providing ease of maneuverability; said vessel being provided with a gear ratio to maximize the relationship between human power and speed;
as well said propulsion mechanism has provisions to ensure ideal ergonomic location of said propulsion mechanism and the occupant.
as well said propulsion mechanism has provisions to ensure ideal ergonomic location of said propulsion mechanism and the occupant.
Description
RECUMBENT STYLED SELF PROPELLED WATER VESSEL
BACK GROUND OF THE INVENTION:
Recent demographic changes have seen increased concen~s for physical fitness, well being and environmental understanding. In the quest to provide improved mechanisms and systems to allow the pursuit of these concerns the following disclosure presents a novel and improved device allowing an environmentally SOUl7d interaction between people, exercise and water.
(0 This invention more specifically relates to the presentation of a self propelled water vessel taking the majority of desigm and functional influence from kayak type water vessels.
The disclosed invention presents improvements to the designs and systems of current self propelled water vessels, namely improvements in the areas of stability, convenience, ergonomic customization, ease of use, IS and safety.
The bulk of prior art presents water vessels that had design limitations and predisposition to instability, poor maneuverability, and insufficient power transference.
20 Pedal and crank interfaced self propelled catamaran type vessels such as those proposed by Gregory (in US Patent # 4,968,274), Meron et al (in US Patent # 5,217,398), Foley et al (i11 US
Patent # 5,011,441 ), and Moore (in US Patent # 4,459,116) are limited by having a substantially large surface area as necessitated by the high seat heights and thus were not capable of achieving responsive maneuverability, attempts to narrow tile flotation base of support or surface area would 25 only result in increased instability. These inventions also dil not lend themselves to be easily taken apart for ease of transportation to and from the desired body of water.
Attempts to provide more responsive pedal powered vessels through the incorporation of a single body vessel design are shown in the disclosures of Daoud (in US Patent #
4,474,502) and Shiraki 30 (in US Patent # 5,194,024). These designs are very suspect to instability as the position ilig of the occupant's center of gravity with respect to the lateral edges of the base of support make the vessels very prone to tipping and instability especially in light of the cyclic shifting of mass that occurs in the rotary pedaling motion necessitated for propulsion.
More functional and stable vessels have been proposed by Mates Teodosio et al (in US Patent #
4,746,312) and by Shutt (in US Design 326,442). Neither of these however have design provisions that ensure that the occupants center of mass is at ar close to the water line thus maximizing stability and minimizing the need for a large floatation surface area if mdesired. Neither of these disclosures provides a system or mechanism enhancing the turning radius of the vessel in effort to maximize the responsiveness of the vessel.
The present invention provides a safe and convenient self propelled water vessel with a number of novel characteristics. Said uzvention provides a seating arrangement that maximizes the opportunity to keep the occupant's center of gravity as close to the water level as possible. Said seating arrangement is characterized by adjustment mechanisms that allow for proper ergonomic pedal to hip positioning thus maximizing potential human power generation and reduction of injury due to paor fitting and chronic cyclic stresses.
The novel drive train assembly of said invention facilitates a vessel design allowing the occupant to be at or below the water line without being exposed to the water itself. Said drive train assembly features a novel beveled gear assembly that provides a 2:1 torque conversion ration of power input to output. The drive train assembly is also designed such that reverse is possible for maximizing maneuverability and to provide a means for braking. The pedal system of the invention also features provision for securing the foot to the pedal to allow a pulling and pushing motion of the pedals to maximize the potential power input energy into the system. The novel drive train system disclosed also has the majority of its mechanisms housed within the body of the vessel thus reducing its exposure to the elements and preventing premature oxidization.
The drive train assembly may also be manufactured of polymers and coated metals that reduce the corrosive effects of environmental exposure.
The geometric design of the body of the vessel disclosed in the invention features a keel structure to be incorporated at or near the longitudinal position of the boat and occupant's center of mass 3o thus enabling optimum maneuverability and responsiveness. The body of the vessel also features provisions for medial and lateral floatation devices that may be disposed from the body ofthe main vessel through adjustable means thus providing a mechanism for varied amounts of desired
BACK GROUND OF THE INVENTION:
Recent demographic changes have seen increased concen~s for physical fitness, well being and environmental understanding. In the quest to provide improved mechanisms and systems to allow the pursuit of these concerns the following disclosure presents a novel and improved device allowing an environmentally SOUl7d interaction between people, exercise and water.
(0 This invention more specifically relates to the presentation of a self propelled water vessel taking the majority of desigm and functional influence from kayak type water vessels.
The disclosed invention presents improvements to the designs and systems of current self propelled water vessels, namely improvements in the areas of stability, convenience, ergonomic customization, ease of use, IS and safety.
The bulk of prior art presents water vessels that had design limitations and predisposition to instability, poor maneuverability, and insufficient power transference.
20 Pedal and crank interfaced self propelled catamaran type vessels such as those proposed by Gregory (in US Patent # 4,968,274), Meron et al (in US Patent # 5,217,398), Foley et al (i11 US
Patent # 5,011,441 ), and Moore (in US Patent # 4,459,116) are limited by having a substantially large surface area as necessitated by the high seat heights and thus were not capable of achieving responsive maneuverability, attempts to narrow tile flotation base of support or surface area would 25 only result in increased instability. These inventions also dil not lend themselves to be easily taken apart for ease of transportation to and from the desired body of water.
Attempts to provide more responsive pedal powered vessels through the incorporation of a single body vessel design are shown in the disclosures of Daoud (in US Patent #
4,474,502) and Shiraki 30 (in US Patent # 5,194,024). These designs are very suspect to instability as the position ilig of the occupant's center of gravity with respect to the lateral edges of the base of support make the vessels very prone to tipping and instability especially in light of the cyclic shifting of mass that occurs in the rotary pedaling motion necessitated for propulsion.
More functional and stable vessels have been proposed by Mates Teodosio et al (in US Patent #
4,746,312) and by Shutt (in US Design 326,442). Neither of these however have design provisions that ensure that the occupants center of mass is at ar close to the water line thus maximizing stability and minimizing the need for a large floatation surface area if mdesired. Neither of these disclosures provides a system or mechanism enhancing the turning radius of the vessel in effort to maximize the responsiveness of the vessel.
The present invention provides a safe and convenient self propelled water vessel with a number of novel characteristics. Said uzvention provides a seating arrangement that maximizes the opportunity to keep the occupant's center of gravity as close to the water level as possible. Said seating arrangement is characterized by adjustment mechanisms that allow for proper ergonomic pedal to hip positioning thus maximizing potential human power generation and reduction of injury due to paor fitting and chronic cyclic stresses.
The novel drive train assembly of said invention facilitates a vessel design allowing the occupant to be at or below the water line without being exposed to the water itself. Said drive train assembly features a novel beveled gear assembly that provides a 2:1 torque conversion ration of power input to output. The drive train assembly is also designed such that reverse is possible for maximizing maneuverability and to provide a means for braking. The pedal system of the invention also features provision for securing the foot to the pedal to allow a pulling and pushing motion of the pedals to maximize the potential power input energy into the system. The novel drive train system disclosed also has the majority of its mechanisms housed within the body of the vessel thus reducing its exposure to the elements and preventing premature oxidization.
The drive train assembly may also be manufactured of polymers and coated metals that reduce the corrosive effects of environmental exposure.
The geometric design of the body of the vessel disclosed in the invention features a keel structure to be incorporated at or near the longitudinal position of the boat and occupant's center of mass 3o thus enabling optimum maneuverability and responsiveness. The body of the vessel also features provisions for medial and lateral floatation devices that may be disposed from the body ofthe main vessel through adjustable means thus providing a mechanism for varied amounts of desired
-2-stability and maneuverability. Said medial and lateral floatation devices are also completely removable to maximize the convenience of transportation of said vessel.
Said invention also feature provisions that allow for ease of steering through the application of conveniently positioned and easy to use lever anus linked to a rudder disposed at the rear most portion of the vessel. The rudder used to generated the resistive shearing forces that create the turning effect in the vessel also provides for adjustabil ity allowing varying amounts of the rudder to be in the water at or below the level of the vessels keel. The adjustability provides a mechanism to vary the fluid friction and shearing forces generated on the rudder and thus are able to offer varying magnitudes of steering responsiveness.
The ergonomic considerations provided for in the design elements of the drive train assembly are also provided for in the seating apparatus of said invention. Provisions are presented to allow the backrest portion of the seating arrangement to have its angular positioning varied in accordance to the desires of the occupant.
For ease of use and convenience for long trips, camping etc. provisions are offered for storage for items as well as a provision for the incorporation of a sail t.a utilize wind power for vessel mavement.
2(1 BRIEF DESC',RIPTION OF DRAWINGS:
FIGURE 1 - is an illustration of a side view ofthe present invention.
FIGURE 2 - is an illustration of a top view of the present invention.
FIGURE 3 - is an illustration of a rear view of an embodiment of the present invention detailing the relationship ofthe stern, the propeller drive shaft, the protective shroud, the propeller and the rudder.
Said invention also feature provisions that allow for ease of steering through the application of conveniently positioned and easy to use lever anus linked to a rudder disposed at the rear most portion of the vessel. The rudder used to generated the resistive shearing forces that create the turning effect in the vessel also provides for adjustabil ity allowing varying amounts of the rudder to be in the water at or below the level of the vessels keel. The adjustability provides a mechanism to vary the fluid friction and shearing forces generated on the rudder and thus are able to offer varying magnitudes of steering responsiveness.
The ergonomic considerations provided for in the design elements of the drive train assembly are also provided for in the seating apparatus of said invention. Provisions are presented to allow the backrest portion of the seating arrangement to have its angular positioning varied in accordance to the desires of the occupant.
For ease of use and convenience for long trips, camping etc. provisions are offered for storage for items as well as a provision for the incorporation of a sail t.a utilize wind power for vessel mavement.
2(1 BRIEF DESC',RIPTION OF DRAWINGS:
FIGURE 1 - is an illustration of a side view ofthe present invention.
FIGURE 2 - is an illustration of a top view of the present invention.
FIGURE 3 - is an illustration of a rear view of an embodiment of the present invention detailing the relationship ofthe stern, the propeller drive shaft, the protective shroud, the propeller and the rudder.
-3-FIGURE 4 - is aJn illustration of the rear view of an embodiment of the present invention illustrating the relationship between the stern, the protective shroud, the propeller and the rudder.
FIGURE 5 - is an illustration of a top view of an embodiment of the present invention illustrating the rudder and associated steering mechanism.
FIGURE 6 - is an illustration of a top view of an embodiment of the present invention illustrating the relationship and interaction of a floatation outrigger and the lateral I 0 aspect of tine vessel.
FIGURE 7 - is an illustration of a side view of an embodiment of the present invention illustrating the relationship and mechanisms associated with the seating, gearing and powering of the vessel.
IS
FIGURE 8 - is an illustration of a top view of an embodiment ofthe present invention illustrating the relationship of the drive gears, drive chain, and front drive wheel assembly oftlne vessel.
20 FIGURE 9 - is an illustration of a front view of an embodiment of the present invention illustrating the seating fixture of the vessel.
FLGURE L0 - is an illustration of a top view of an embodinnent of the present invention illustrating the relationship ofthe drive gears, drive chain, front drive wheel 2S assembly, and drive shaft cover of the vessel.
FIGURE 11 - is an illustration of a side view of an optional system of power tranlsmission from the front drive wheel assembly to the drive shaft.
DETAILED DESCRLP'TI:ON:
FIGURE 5 - is an illustration of a top view of an embodiment of the present invention illustrating the rudder and associated steering mechanism.
FIGURE 6 - is an illustration of a top view of an embodiment of the present invention illustrating the relationship and interaction of a floatation outrigger and the lateral I 0 aspect of tine vessel.
FIGURE 7 - is an illustration of a side view of an embodiment of the present invention illustrating the relationship and mechanisms associated with the seating, gearing and powering of the vessel.
IS
FIGURE 8 - is an illustration of a top view of an embodiment ofthe present invention illustrating the relationship of the drive gears, drive chain, and front drive wheel assembly oftlne vessel.
20 FIGURE 9 - is an illustration of a front view of an embodiment of the present invention illustrating the seating fixture of the vessel.
FLGURE L0 - is an illustration of a top view of an embodinnent of the present invention illustrating the relationship ofthe drive gears, drive chain, front drive wheel 2S assembly, and drive shaft cover of the vessel.
FIGURE 11 - is an illustration of a side view of an optional system of power tranlsmission from the front drive wheel assembly to the drive shaft.
DETAILED DESCRLP'TI:ON:
-4-In reference to the illustrations, Figure 1 is a side view of flue invention, a self propelled water vessel 1 characterized by a distinctive bow 54 , stern 4, and two oppositely opposed floatation outriggers 2. In the invention said floatation outriggers 2 are located on both the medial and lateral aspects of the water vessel 1. Water vessel 1 is equipped with a seat 15 designed to accommodate a S human driver for the purpose of providing human power needed to propel said water vessel 1. The water vessel 1 is also characterized by a keel 3 located on the undermost region ofthe water vessel 1. The geometric design ofthe body of said water vessel 1 features a keel 3 stricture to be incorporated at or near the longitudinal position of the boat and occupant's center of mass thus enabling optimum maneuverability and responsiveness. Said keel 3 is located at a sagittal plane horizontal position slightly anterior to the seat l S thus ensuring a smooth and gradual turning radius of the water vessel 1 as it interacts with the rudder 8 for the purpose of providing directional stability and steering of said water vessel 1. The plantar aspect of the stem 4, of the water vessel 1, is characterized by the propulsion and steering mechanism which form key embodiments of the invention. The propeller shaft 6 is desi~~ed to interface with the water vessel's drive shaft 52. A
I 5 protective shroud 25 is provided to ensure longevity of the propeller 7 and the rudder 8. The protective shroud 25 is affixed to the water vessel 1 through the securing of the shroud support 5 to the water vessel 1 by adhesion compounds, integrated molding or the use ofthreaded fastening systems, or a similar fastening system providing the desired security to ensure quality and longevity ofthe protective shroud 25. The protective shroud 25 is also affixed to the plantar aspect of flue st-ern 4, in it's rearmost region through the affixing of the shroud fixture plate 9, through similar means as the aforementioned affixing of the shroud support 5.
Figure 2 is an illustration of a top view of the invention. Tlae water vessel 1 is shown with its distinctive bow 54 and stern 4.
In one of the embodiments of the invention there is provided a water vessel 1 with a bow 54 which is characterized by a recessed tie down mechanism 5G. The tie down mechanism 56 is characterized by its recessed geometry 58 and a plurality of openings 57. Said openings 57 allow a loop of rope) coated wire, coated cable, or similar tying media to drop into the main body of the bow 54 ofthe water vessel 1 and to be withdrawn from the body ofthe water vessel 1, for use. In this manner the tying of the water vessel to a shore locked object can be easily attained while providing a mechanism for safe and "out ofthe way" storage of said tying media during usage of
I 5 protective shroud 25 is provided to ensure longevity of the propeller 7 and the rudder 8. The protective shroud 25 is affixed to the water vessel 1 through the securing of the shroud support 5 to the water vessel 1 by adhesion compounds, integrated molding or the use ofthreaded fastening systems, or a similar fastening system providing the desired security to ensure quality and longevity ofthe protective shroud 25. The protective shroud 25 is also affixed to the plantar aspect of flue st-ern 4, in it's rearmost region through the affixing of the shroud fixture plate 9, through similar means as the aforementioned affixing of the shroud support 5.
Figure 2 is an illustration of a top view of the invention. Tlae water vessel 1 is shown with its distinctive bow 54 and stern 4.
In one of the embodiments of the invention there is provided a water vessel 1 with a bow 54 which is characterized by a recessed tie down mechanism 5G. The tie down mechanism 56 is characterized by its recessed geometry 58 and a plurality of openings 57. Said openings 57 allow a loop of rope) coated wire, coated cable, or similar tying media to drop into the main body of the bow 54 ofthe water vessel 1 and to be withdrawn from the body ofthe water vessel 1, for use. In this manner the tying of the water vessel to a shore locked object can be easily attained while providing a mechanism for safe and "out ofthe way" storage of said tying media during usage of
-5-the vessel. In another embodiment of the invention a similar design and mechanism is provided for in tlae stern 4 of said vessel, integrated into tle rear access panel 13, for the purpose of allowing trouble free use of the water vessel 1 as well as ensuring efficient and safe securing of the vessel for temporary starage. The clear improvement over other water vessels is the ability to safely store the tie down mechanism out of the way during use.
W another embodiment of the invention , as illustrated in Figure 2, there is provided recessed storage areas in the bow and stern. The bow storage area 12 allows for the storage of provisions to be effectively secured to the water vessel 1 during trips of the water vessel 1. The bow starage area ltl 12 is also characterized by an opening S9 designed to allow tile insertion of a mast for the purpose of allowing the water vessel 1 to be wind propelled, or wind assisted propulsion during usage of the water vessel 1. The stem storage area 14 is characterized by a similar recessed design as the bow storage area 12, usage of the water vessel 1. The benefit of this over other self propelled water vessels is the ability to safely store desired articles as well as maintain a very reasonable and easy L5 access to the stored items.
Figure 2 also illustrates the presence and position of the two flotation outriggers 2 characteristic of the water vessel 1.
20 In another embodiment of the invention there is provided floatat-ion outriggers 2 which are affixed to the water vessel 1 through the integration of a telescopic support bar 10.
Said support bar 10 allows said floatation outriggers 2 to be adjusted with respect to their proximity to said water vessel 1. The telescopic support bar 10 also is provided with a system allowing easy dis-assembly thus providing easy and safe transport of said water vessel. Said support bars 10 are angulated with 25 respect to the sides of said water vessel 1 such that the increasing extension oftlle support bars 10 and thus the increasing distance of the flotation outriggers 2 to the sides of the water vessel 1 is characterized by a downward and forward positioning of tlae flotation outriggers 2. The clear benefit and improvement of this embodiment is the dramatic increase in stability of the water vessel in that tlae buoyancy of said water vessel is also increased while increasing the water vessel 3t) functional surface area, as well as the ability to maintain safe storage and transport of the water vessel 1 through the easy removal ofthe floatation outriggers 2.
W another embodiment of the invention , as illustrated in Figure 2, there is provided recessed storage areas in the bow and stern. The bow storage area 12 allows for the storage of provisions to be effectively secured to the water vessel 1 during trips of the water vessel 1. The bow starage area ltl 12 is also characterized by an opening S9 designed to allow tile insertion of a mast for the purpose of allowing the water vessel 1 to be wind propelled, or wind assisted propulsion during usage of the water vessel 1. The stem storage area 14 is characterized by a similar recessed design as the bow storage area 12, usage of the water vessel 1. The benefit of this over other self propelled water vessels is the ability to safely store desired articles as well as maintain a very reasonable and easy L5 access to the stored items.
Figure 2 also illustrates the presence and position of the two flotation outriggers 2 characteristic of the water vessel 1.
20 In another embodiment of the invention there is provided floatat-ion outriggers 2 which are affixed to the water vessel 1 through the integration of a telescopic support bar 10.
Said support bar 10 allows said floatation outriggers 2 to be adjusted with respect to their proximity to said water vessel 1. The telescopic support bar 10 also is provided with a system allowing easy dis-assembly thus providing easy and safe transport of said water vessel. Said support bars 10 are angulated with 25 respect to the sides of said water vessel 1 such that the increasing extension oftlle support bars 10 and thus the increasing distance of the flotation outriggers 2 to the sides of the water vessel 1 is characterized by a downward and forward positioning of tlae flotation outriggers 2. The clear benefit and improvement of this embodiment is the dramatic increase in stability of the water vessel in that tlae buoyancy of said water vessel is also increased while increasing the water vessel 3t) functional surface area, as well as the ability to maintain safe storage and transport of the water vessel 1 through the easy removal ofthe floatation outriggers 2.
-6-Yet anot7ler embodiment ofthe invention is shown in Figure 2 which illustrates an overview oftlle propulsion mechanism and seating assembly. The propulsion system is modeled after a recumbent bicycle utilizing human pedal power to propel the water vessel 1. Tlve recumbent seat 1S to front drive wheel assembly S5 provides a clear advantage over traditional bicycle modeled pedal assemblies. The traditional system as slvov~n~ in previous inventions is suspect to stability concerns as the occupants center of mass is considerably vertically displaced with respect. to the main body of the vessel. This positioning creates a large amount of stability in that the angular and horizontal displacement of the occupant is minimum before the occupants' center of mass creates a rocking and instability in the vessel. In the disclosed invention the occupants;
position in the seat 1S is on a l0 plane relatively equal to the center of the turning radius of the front drive wheel assembly SS, and the similar vertical plane positioning minimizes any rocking and instability that may occur during the pedaling action of the occupant. The recumbent. based seating position also allows the occupants center of mass to be at a vertical height, with reference to the water level, that is considerably less than that disclosed in previous inventions. This improves the stability ofthe l5 invention and increases the safety to which the invention can be used. It will also be shown that provisions are designed into the invention allowing the ergonomic fitting of the distance of the seat 1S to the front drive wheel assembly SS, thus maximizing pedal force, frequency and power.
In another embodiment of the invention there is provided a propulsion mechanism as shown in 20 Figure 2 is characterized by the drive shaft cover 16, the transverse drive gear 17, the drive chain 18, the faot pedals 19, the front drive gear support shaft 22, the bevel gear cover 21, the transverse shaft bevel gear 23, and the drive shaft bevel gear 2S. Unlike the propulsion systems in other self propelled water vessels the propulsion of the invention is characterized by the re-directioning of the sagittal plane rotation of the front wheel 60 into a frontal plane rotation of the 25 drive shaft S2, by utilizing the 45 degree tooth angulatian of the transverse shaft bevel gear 23 and the drive shaft bevel gear 24. Past inventions have created this desired change in directional rotation through tlve twisting of a chain drive assembly. This however utilizes far t.o much space in the vessel and forces the seating to occupy a vertical placement much higher than that desired. The advantage and novelness shown in the invention is in the efficient use of space and in providvig a 30 drive system that allows the occupant's center of mass to be positioned as close as possible to the water level.
_7_ W the illustrations Figure 3 shows another embodiment of the invention through a close up illustration of the side view of the water vessel 1, in particular a close up of the propeller and rudder assembly. The propeller assembly is characterized by a propeller 7, the propeller shaft 6, the protective shroud 25, a shroud support 5, the propeller shaft seal 26 and drive shaft. 52 and drive shaft cover 16. The positioning and structural soundness of the protective shroud 25 is ensured through the design and affixing of the shroud support 5 to the water vessel l . The protective shroud is affixed to the stem 4 of tlae water vessel 1 by the use of adhesives or the use of threaded fastening systems or the like provided that the fastening system provides the necessary strength and soundness required .The clear benefit of the design of this system lays with the presence of the IO protective shroud 25 which prevents damage to the propeller 7 that may be encountered during usage in water bodies typified by rocky out croppings or shallow areas. The propeller shaft seal 26 also provides a clear advantage over other self propelled water vessels by allowing the drive sh a$
S2 and drive shaft cover 16 to be enclosed within the water vessel l, while creating propulsion in the water outside of the vessel without granting tile water access to the vessel, thereby keeping the t S occupant and any stored contents dry.
Fi~ire 3 also illustrates the rudder assembly characterized by the rudder 8, the shroud fixture plate 9, the rudder rotation arm 29 and the rudder pivot shaft 28. Steering cables 27 are also provided 20 that interact with the rudder rotation ann 29 and the steering handles 37, shown in Figure 7. The movement of the steering handles 37 create a tension in the cables 27 that are transferred to the rudder rotation arm 29, causing flue rudder to rotate, thus creating the steering force of the water vessel 1. There are two clear advantages inherit in the steering of the invention. First, the steering system is enclosed in the body of the water vessel 1 and easily worked by the occupant during 25 propulsion. The stern access panel 13 is removable to provide easy access to the steering cables for the purpose of adjustment and replacement. The second advantage relates to the positional association of tlae rudder 8 and the keel 3. Previous self propelled water vessels have utilized a rudder only and the occupant was suspect to the over-steering of the vessel and thereby being forced to focus far more on the steering of the vessel as opposed to the propulsion and enjoyment 3U of the vessel. The positional association of the of the rudder 8 and the keel 3 in the invention force the turnuig center point of the vessel to be closer to the position of the occupant thereby reducing the likelihood of over-steering.
_g_ In reference to the illustrations, Figure 4 shows another embodiment of the invention through a rear view of the stem 4 of the water vessel 1 focusing on the propeller and rudder assembly. The propeller 7 as discussed with reference to Figure 3 is protected by the protective shroud 25. The protective shroud is affixed to the stern 4 of the water vessel 1 by the use of adhesives or the use of threaded fastening systems or the like provided that the fastening system provides the necessary and strength and soundness required. The shroud fixture plate 9 is designed to accomplish two primary functions. The first of these is to provide a mechanism to ensure the affixing of the protective shroud 25 to the water vessel 1. The second function of the shroud fixture plate is the provided characteristic of the plate's interfacing with the rudder 8 such that the shroud fixture plate 9 is provided with a hole and bushing , or sealed bearing allowing the wdder pivot shaft 28 to be fitted through said bearing or bushing for the purpose of allowing low friction turning of the rudder by the water vessels' steering mechanism. The rudder pivot shaft 28 protmdes vertically through the shroud fixture plate 9, the wall of the stern 4 of the water vessel 1 and is affixed to the rudder rotation arm 29. Movements of steering cables 27 cause the rudder rotation ann 29 to rotate thus resulting in a the rotary movement of the rudder ratation shaft 28 and the rudder 8, for the purpose of steering the water vessel 1.
Figure 5 is a diagram illustrating, from a top view perspective, the manner in which the mdder 8, rudder pivot shaft 28, rudder rotation arm 29 , and steering cables 27 are associated with each other.
In another embodiment. of the invention, Figure 6 shows a tap viewing drawing of flue flotation outrigger 2 and its association with the side of the water vessel 1. This association is characterized be the flotation outrigger 2, the support bar 10, the side wall seal 30, an outer shaft 31, and adjustment holes 32. In this embodiment ofthe invention there is provided a flotation outrigger 2 affixed to a support bar 10. Said support bar 10 is telescopic in nature sliding within a corresponding outer shaft 31. Said outer shaft is located within the body of the water vessel 1 and affixed to the interior of the water vessel 1. The outer shaft 31 is designed with holes 32 which are alignable with locking pins that enable a secure telescopic functioning of the flotation outrigger 2.
The advantages of this embodiment are four fold. The first is that the telescopic nature of the flotation outrigger 2 assembly allows various levels of water vessel 1 stability to be achieved. This is a benefit for using the invention for spots oriented training, where it would desirable to have a small functional surface area or for using the invention for recreational water based trekking where a variety of water surface conditions may necessitate the ability to vary the stability characteristics to suit smooth, calm water or rough water. The second benefit, as mentioned previous, relates to the angulation of the support bar 10 and its' assembly where the fivrther tlne flotation outrigger is moved from the invention the more stable the invention becomes, as the flotation outrigger 2 will be moved forwardly aind downwardly, thus providing increased buoyancy and stability. The third benefit relates to the desired transportation and storage of the water vessel 1 in that said flotation outriggers 2 can be total removed from the water vessel 1 taking up less surface area or storage area, and reducing the weight of the invention increasing ease of manual lifting and positioning said water vessel 1 onto a roof rack or storage rack. The fourth benefit is that the telescopic l0 assembly features a sidewall seal 30 preventing water from accessing the interior of the water vessel L, thus ensuring that the occupant and contains remain dry.
In reference to the illustrations Figure 7 is a view of the seating and propulsion assembly, without the drive shaft cover '16, ofthe invention. This assembly can be broke into three primary regions.
l5 Tlne first of these is the seating assembly. Within the seating assembly there is provided the seat 1S, the back rest 34, the seating platform 35, a back rest pivot 36, steering handles 37, an outer shaft seat slider mechanism 40, seat positioning pins 41 and corresponding inner shaft- slider guide 39.
20 In another embodiment of the invention there is provided a seat '15 which provides ergonomic comfort and performance benefits. As all occupants ofthe water vessel t will be varying morphological characteristics. Tlne seat back rest pivot 36 allows the back rest 34 to be changed with regard to its angulation relative to the seating platform 35. The ability to provide this flexibility in seating angulation ensures the occupant with potential to achieve their desired level of 25 comfort and l or position their hip and lower back, relative to the front drive wheel assembly 55, as to gain peak power output from their pedaling action. As all occupaints of tlne water vessel will have differing leg lengths the entirety of the seat I S has provisions to move in a posterior anterior direction with respect to the front drive wheel assembly 55.
30 In another embodiment of the invention the seat 15 has designed integral to it an outer shaft seat slider mechanism 40. Said outer shaft seat slider mechanism 40 is alilnnable and envelopes the inner shaft slider guide 39. Said inner shaft slider guide 39 is tubular in nature arid designed such that it envelopes the drive shaft 52 and leas bushings andfor bearings on the posterior a~~d anterior most ends to allow a virtually frictionless rotation of the drive shaft 52 within the inner shaft slider guide 39. It is the intent and design of this characteristic to allow the anterior-posterior movement of the seat 1 S through it's attachment to the outer shaft seat slider mechanism 40 wh ich has anterior - posterior movement capabilities about the inner shaft slider guide 39. There is provided seat adjustment pins 41 which way be spring loaded in nature, and allow positional locking of the seat 1 S into various positions along the inner shaft slider guide 39. The inner sha .ft slider guide 39 and corresponding outer shaft seat slider mechanism 40 may be designed integral to the drive shaft 52 such that they farm a mechanism between the seats' legs and the bottom most layer of the interior of the water vessel L, or be designed such that there is slider mechanism affixed to the (0 bottom most layer of the inner surface of the vessel and corresponds to a slider assembly integral through design or attachment to the seat 15 but independent of the drive shaft S2. By allawing the horizontal flexibility in seat positioning the occupant is allowed to adjust the seating to ensure comfort and to maximize the angles of the knees and hip to ensure optimum power output from the lower limb during tLae pedaling action.
The seat 15 also houses steering handles 37. Said steering ha~~dles 37 may be located on the sides of the seating platform 35 and may be affixed to the seat 15 by fastening devices acting also as handle pivots 38. The rudder rotation ann 29 is connected to the steervig handles 37 via steel cables or the like forming the steering cables 27. As the steering handles 37 are pivoted about the handle pivot 38, in anterior and posterior directions the subsequent movement and force is transferred to the steering cables 27 resulting in pivoting of the rudder rotation arm 29. The rotational movement of the rudder rotation ann 29 causes a parallel movement to be created at the rudder 8, thereby providing a resistance force to the water passing over the rudder and creating shearing forces resulting in a change of direction of the water vessel I .
Tlae seating position and assembly of the invention, and its relation to the drive shaft 52 and drive cover 16 are novel and a distinct improvement over other self propelled water vessels. By designing the rear drive assembly 53, the seat 15, and the front drive wheel assembly SS in a recumbent manner the seat L5 is capable of being designed to function at a location close to the actual water level as opposed to being vertical to the water Level. In this manner the water vessel I
can achieve optimum stability during usage.
The second main area illustrated in Figure 7 is the rear drive wheel assembly 53. The rear drive assembly 53 is made up of the drive shaft 52, the drive shaft bevel gear 24, a rear gear derailler mechanism 50, a transverse shaft 43, a transverse shaft bevel gear 23 (shown in Figures 2, 8 and 10), a transverse shaft drive gear 17, and a secondary transverse gear 44. The flow of energy from S the front drive wheel assembly SS is transmitted via a drive chain 18, which may take tlae form of a chain designed to int.eiface with sprocket gears in the same manner as a conventional bicycle chain drive assembly, or may take the form of a toothed belt designed to interface with an appropriately shaped gear and designed to provide effective transfer of energy from the front drive wheel assembly 55 to the rear drive wheel assembly 53. The linear and rotational movement of the drive Ita chain '18 viterfaces with the transverse drive shah; gear 17 which is affixed to the transverse shaft 43, upon which the transverse shaft bevel gear 23 is also affixed. The sagittai plane rotary motion of the transverse shaft bevel gear 23 meshes on a 45 degree angle with the matching 45 degree tooth angle of the drive shaft bevel gear 24 to create a frontal plane rotary motion which is transferred to the drive shaft 52 , the propeller shaft 6 and the propeller 7.
l5 In another embodiment of the invention there is provided a rear gear derailler 50 is provided to allow the drive chain 18 to interface with potentially multiple transverse gears for the purpose of creating varying gear ratio changes between the front drive wheel assembly 55 a~~d the rear drive wheel assembly 53. Shown in the illustration is a primary transverse shaft drive gear 17 and a 20 secondary transverse shaft drive gear 44. Tlve novelness and clear benefit of the potential for multiple transverse gears is in it's capabilities to allow the occupant to maintain a desired pedaling frequency to maintain optimum power output while motoring the vessel in different wind and water current conditions.
25 In another embodiment ofthe invention there is provided a rear drive wheel assembly S3 is affixed to the bottom portion of the water vessel 1 through the incorporation of a bottom plate 45 which is integrated into the desig~v of the inner part of the vessels bottom, and a top plate 46 unto which the rear drive wheel assembly 53 is mounted. The top plate 46 may be fastened to the bottom plate 45 through the use of plate fasteners 47 which may be standard threaded fastening systems known to 30 those skilled in the art. A clear advantage that the invention presents relative to other self propelled water vessels is that the front and rear power assemblies can easily be removed from the vessel through the removal of the plate fasteners 47. This benefit allows for ease of removal for the purpose of vessel and or drive train repair.
Figure 7 also illustrates the assembly and mechanism of the front drive wheel assembly 55. The front drive wheel assembly is characterized by the front wheel 60, a front derailler mechanism 48, a front primary drive gear 20, a secondary front drive gear 42, a pedal arm 49, a pedal 19, and a pedal fastening system 51.
In another embodiment of the present invention there is provided a means of attaining a variety of gear ratios and thus power generation rates through the use of a front derailler 50 and multiple front drive gears. Figure 7 illustrates the use of a front primary drive gear 20 and a secondary front drive gear 42. The novelness and clear benefit of the potential for multiple drive gears is iii it's capabilities to allow the occupant to maintain a desired pedaling frequency to maintain optimum power output while motoring flue vessel in different wind and water current conditions.
Tlae occupant of the vessel occupies the seat 15 and through the rotary motion their legs, affixed to the pedals 19 by the possible usage of the pedal fastening system 51, is able to generate rotational energy and transfer that energy through the pedal arm 49 to the front wheel 60 and associated front drive gears.
In another embodiment of the present invention there is provided a means of securing the occupants feet to the pedals 19. The pedal fastening system 51 may take the form of the conventional cage and strap assembly common in the bicycle industry, or may take the form of any of the clipless pedal formats COi11111011 to tlae bicycle industry by providing the pedal arm 49 with a universally threaded opening standard within the bicycle industry to allow the possible application of the occupants desired pedal fastening system 51. The clear advantage of this is that under normal pedaling conditions the pedal is only pushed, as opposed to having the opportunity to both push and pull tlae pedal thus providing a mechanism to generate and transfer more energy form the occupant to the water vessels' drive train.
In reference to the illustrations Figure 9 shows the seat 15 characterized by a back rest 34, a seating platform 35 and a back rest yoke 33.
In another embodiment of the invention there is provided a novel means for the manual transport of the water vessel 1. Tlae back rest 34 of the seat 15 is designed to incorporate a back rest yoke 33.
Said back rest yoke 33 is designed to fit in a matching fashion the rear neck and shoulders of tlae occupant thus allowing the water vessel to be easily transported on the shoulders of the occupant.
In reference to the illustrations, both Figures 8 and 10 provide a close up view of the rear drive wheel assembly 53 concentrating on the relationship of the transverse shaft bevel gear 23 and the drive shaft bevel gear 24. Included in Figure 10 is the drive shaft cover 16.
Integral to the design and formation ofthe drive shaft cover 16 is a forward extension far the purpose of positioning and securing the front drive wheel assembly S5. The front drive wheel support shaft 22 extends from tlae main gear housing of the drive shaft cover 16 to achieve the positioning and security of the front drive wheel assembly 55.
fn reference to the illustrations Figure I 1 shows an optional arrangement for tlae power train mechanisms of the water vessel L . In yet another embodiment of the invention, Figure 11 reveals an alternative system to effectively transmit the applied pedal power of the occupant from the front drive wheel assembly 55 to the drive shaft 52. 1n this embodiment there is provided a chain pick up gear 57, designed to effectively receive the drive chain 18 For the purpose of utilizing it's power transmission from the front drive wheel assembly 55. Affixed to said chain pick up gear 57 is a drive belt output gear 60. Said drive belt output gear is designed to effectively engage a standard toothed rubber belt and for the purpose of the transfer the rotary power of the front drive wheel assembly 55 to the drive shaft pick up gear 58 axed to the drive shaft 52. A
toothed drive belt 59 interacts between the drive belt output gear 60 and the drive shaft pick up gear 58 and in doing so twists 90 degrees to re-direct tlae front drive wheel assembly 55 sagittal plane rotary energy into a frontal plane rotary energy resulting in the turning of the propeller 7.
In this possible embodiment of the in vention there is a clear advantage over the earlier presented bevel gear system brought about by weight reduction as less metal and mass is required in this format, as well as this assembly being less prone to environmental weathering and erosion. The design of this format still utilizes a very low profile assembly thus maintaining the very low center of mass oftlae occupau~t within the water vessel l . 'The drive belt 60 is designed to be very easily and cost effectively replaced by having it's dimensional characteristics replicate standard toothed ribber belts available within the automotive industry.
position in the seat 1S is on a l0 plane relatively equal to the center of the turning radius of the front drive wheel assembly SS, and the similar vertical plane positioning minimizes any rocking and instability that may occur during the pedaling action of the occupant. The recumbent. based seating position also allows the occupants center of mass to be at a vertical height, with reference to the water level, that is considerably less than that disclosed in previous inventions. This improves the stability ofthe l5 invention and increases the safety to which the invention can be used. It will also be shown that provisions are designed into the invention allowing the ergonomic fitting of the distance of the seat 1S to the front drive wheel assembly SS, thus maximizing pedal force, frequency and power.
In another embodiment of the invention there is provided a propulsion mechanism as shown in 20 Figure 2 is characterized by the drive shaft cover 16, the transverse drive gear 17, the drive chain 18, the faot pedals 19, the front drive gear support shaft 22, the bevel gear cover 21, the transverse shaft bevel gear 23, and the drive shaft bevel gear 2S. Unlike the propulsion systems in other self propelled water vessels the propulsion of the invention is characterized by the re-directioning of the sagittal plane rotation of the front wheel 60 into a frontal plane rotation of the 25 drive shaft S2, by utilizing the 45 degree tooth angulatian of the transverse shaft bevel gear 23 and the drive shaft bevel gear 24. Past inventions have created this desired change in directional rotation through tlve twisting of a chain drive assembly. This however utilizes far t.o much space in the vessel and forces the seating to occupy a vertical placement much higher than that desired. The advantage and novelness shown in the invention is in the efficient use of space and in providvig a 30 drive system that allows the occupant's center of mass to be positioned as close as possible to the water level.
_7_ W the illustrations Figure 3 shows another embodiment of the invention through a close up illustration of the side view of the water vessel 1, in particular a close up of the propeller and rudder assembly. The propeller assembly is characterized by a propeller 7, the propeller shaft 6, the protective shroud 25, a shroud support 5, the propeller shaft seal 26 and drive shaft. 52 and drive shaft cover 16. The positioning and structural soundness of the protective shroud 25 is ensured through the design and affixing of the shroud support 5 to the water vessel l . The protective shroud is affixed to the stem 4 of tlae water vessel 1 by the use of adhesives or the use of threaded fastening systems or the like provided that the fastening system provides the necessary strength and soundness required .The clear benefit of the design of this system lays with the presence of the IO protective shroud 25 which prevents damage to the propeller 7 that may be encountered during usage in water bodies typified by rocky out croppings or shallow areas. The propeller shaft seal 26 also provides a clear advantage over other self propelled water vessels by allowing the drive sh a$
S2 and drive shaft cover 16 to be enclosed within the water vessel l, while creating propulsion in the water outside of the vessel without granting tile water access to the vessel, thereby keeping the t S occupant and any stored contents dry.
Fi~ire 3 also illustrates the rudder assembly characterized by the rudder 8, the shroud fixture plate 9, the rudder rotation arm 29 and the rudder pivot shaft 28. Steering cables 27 are also provided 20 that interact with the rudder rotation ann 29 and the steering handles 37, shown in Figure 7. The movement of the steering handles 37 create a tension in the cables 27 that are transferred to the rudder rotation arm 29, causing flue rudder to rotate, thus creating the steering force of the water vessel 1. There are two clear advantages inherit in the steering of the invention. First, the steering system is enclosed in the body of the water vessel 1 and easily worked by the occupant during 25 propulsion. The stern access panel 13 is removable to provide easy access to the steering cables for the purpose of adjustment and replacement. The second advantage relates to the positional association of tlae rudder 8 and the keel 3. Previous self propelled water vessels have utilized a rudder only and the occupant was suspect to the over-steering of the vessel and thereby being forced to focus far more on the steering of the vessel as opposed to the propulsion and enjoyment 3U of the vessel. The positional association of the of the rudder 8 and the keel 3 in the invention force the turnuig center point of the vessel to be closer to the position of the occupant thereby reducing the likelihood of over-steering.
_g_ In reference to the illustrations, Figure 4 shows another embodiment of the invention through a rear view of the stem 4 of the water vessel 1 focusing on the propeller and rudder assembly. The propeller 7 as discussed with reference to Figure 3 is protected by the protective shroud 25. The protective shroud is affixed to the stern 4 of the water vessel 1 by the use of adhesives or the use of threaded fastening systems or the like provided that the fastening system provides the necessary and strength and soundness required. The shroud fixture plate 9 is designed to accomplish two primary functions. The first of these is to provide a mechanism to ensure the affixing of the protective shroud 25 to the water vessel 1. The second function of the shroud fixture plate is the provided characteristic of the plate's interfacing with the rudder 8 such that the shroud fixture plate 9 is provided with a hole and bushing , or sealed bearing allowing the wdder pivot shaft 28 to be fitted through said bearing or bushing for the purpose of allowing low friction turning of the rudder by the water vessels' steering mechanism. The rudder pivot shaft 28 protmdes vertically through the shroud fixture plate 9, the wall of the stern 4 of the water vessel 1 and is affixed to the rudder rotation arm 29. Movements of steering cables 27 cause the rudder rotation ann 29 to rotate thus resulting in a the rotary movement of the rudder ratation shaft 28 and the rudder 8, for the purpose of steering the water vessel 1.
Figure 5 is a diagram illustrating, from a top view perspective, the manner in which the mdder 8, rudder pivot shaft 28, rudder rotation arm 29 , and steering cables 27 are associated with each other.
In another embodiment. of the invention, Figure 6 shows a tap viewing drawing of flue flotation outrigger 2 and its association with the side of the water vessel 1. This association is characterized be the flotation outrigger 2, the support bar 10, the side wall seal 30, an outer shaft 31, and adjustment holes 32. In this embodiment ofthe invention there is provided a flotation outrigger 2 affixed to a support bar 10. Said support bar 10 is telescopic in nature sliding within a corresponding outer shaft 31. Said outer shaft is located within the body of the water vessel 1 and affixed to the interior of the water vessel 1. The outer shaft 31 is designed with holes 32 which are alignable with locking pins that enable a secure telescopic functioning of the flotation outrigger 2.
The advantages of this embodiment are four fold. The first is that the telescopic nature of the flotation outrigger 2 assembly allows various levels of water vessel 1 stability to be achieved. This is a benefit for using the invention for spots oriented training, where it would desirable to have a small functional surface area or for using the invention for recreational water based trekking where a variety of water surface conditions may necessitate the ability to vary the stability characteristics to suit smooth, calm water or rough water. The second benefit, as mentioned previous, relates to the angulation of the support bar 10 and its' assembly where the fivrther tlne flotation outrigger is moved from the invention the more stable the invention becomes, as the flotation outrigger 2 will be moved forwardly aind downwardly, thus providing increased buoyancy and stability. The third benefit relates to the desired transportation and storage of the water vessel 1 in that said flotation outriggers 2 can be total removed from the water vessel 1 taking up less surface area or storage area, and reducing the weight of the invention increasing ease of manual lifting and positioning said water vessel 1 onto a roof rack or storage rack. The fourth benefit is that the telescopic l0 assembly features a sidewall seal 30 preventing water from accessing the interior of the water vessel L, thus ensuring that the occupant and contains remain dry.
In reference to the illustrations Figure 7 is a view of the seating and propulsion assembly, without the drive shaft cover '16, ofthe invention. This assembly can be broke into three primary regions.
l5 Tlne first of these is the seating assembly. Within the seating assembly there is provided the seat 1S, the back rest 34, the seating platform 35, a back rest pivot 36, steering handles 37, an outer shaft seat slider mechanism 40, seat positioning pins 41 and corresponding inner shaft- slider guide 39.
20 In another embodiment of the invention there is provided a seat '15 which provides ergonomic comfort and performance benefits. As all occupants ofthe water vessel t will be varying morphological characteristics. Tlne seat back rest pivot 36 allows the back rest 34 to be changed with regard to its angulation relative to the seating platform 35. The ability to provide this flexibility in seating angulation ensures the occupant with potential to achieve their desired level of 25 comfort and l or position their hip and lower back, relative to the front drive wheel assembly 55, as to gain peak power output from their pedaling action. As all occupaints of tlne water vessel will have differing leg lengths the entirety of the seat I S has provisions to move in a posterior anterior direction with respect to the front drive wheel assembly 55.
30 In another embodiment of the invention the seat 15 has designed integral to it an outer shaft seat slider mechanism 40. Said outer shaft seat slider mechanism 40 is alilnnable and envelopes the inner shaft slider guide 39. Said inner shaft slider guide 39 is tubular in nature arid designed such that it envelopes the drive shaft 52 and leas bushings andfor bearings on the posterior a~~d anterior most ends to allow a virtually frictionless rotation of the drive shaft 52 within the inner shaft slider guide 39. It is the intent and design of this characteristic to allow the anterior-posterior movement of the seat 1 S through it's attachment to the outer shaft seat slider mechanism 40 wh ich has anterior - posterior movement capabilities about the inner shaft slider guide 39. There is provided seat adjustment pins 41 which way be spring loaded in nature, and allow positional locking of the seat 1 S into various positions along the inner shaft slider guide 39. The inner sha .ft slider guide 39 and corresponding outer shaft seat slider mechanism 40 may be designed integral to the drive shaft 52 such that they farm a mechanism between the seats' legs and the bottom most layer of the interior of the water vessel L, or be designed such that there is slider mechanism affixed to the (0 bottom most layer of the inner surface of the vessel and corresponds to a slider assembly integral through design or attachment to the seat 15 but independent of the drive shaft S2. By allawing the horizontal flexibility in seat positioning the occupant is allowed to adjust the seating to ensure comfort and to maximize the angles of the knees and hip to ensure optimum power output from the lower limb during tLae pedaling action.
The seat 15 also houses steering handles 37. Said steering ha~~dles 37 may be located on the sides of the seating platform 35 and may be affixed to the seat 15 by fastening devices acting also as handle pivots 38. The rudder rotation ann 29 is connected to the steervig handles 37 via steel cables or the like forming the steering cables 27. As the steering handles 37 are pivoted about the handle pivot 38, in anterior and posterior directions the subsequent movement and force is transferred to the steering cables 27 resulting in pivoting of the rudder rotation arm 29. The rotational movement of the rudder rotation ann 29 causes a parallel movement to be created at the rudder 8, thereby providing a resistance force to the water passing over the rudder and creating shearing forces resulting in a change of direction of the water vessel I .
Tlae seating position and assembly of the invention, and its relation to the drive shaft 52 and drive cover 16 are novel and a distinct improvement over other self propelled water vessels. By designing the rear drive assembly 53, the seat 15, and the front drive wheel assembly SS in a recumbent manner the seat L5 is capable of being designed to function at a location close to the actual water level as opposed to being vertical to the water Level. In this manner the water vessel I
can achieve optimum stability during usage.
The second main area illustrated in Figure 7 is the rear drive wheel assembly 53. The rear drive assembly 53 is made up of the drive shaft 52, the drive shaft bevel gear 24, a rear gear derailler mechanism 50, a transverse shaft 43, a transverse shaft bevel gear 23 (shown in Figures 2, 8 and 10), a transverse shaft drive gear 17, and a secondary transverse gear 44. The flow of energy from S the front drive wheel assembly SS is transmitted via a drive chain 18, which may take tlae form of a chain designed to int.eiface with sprocket gears in the same manner as a conventional bicycle chain drive assembly, or may take the form of a toothed belt designed to interface with an appropriately shaped gear and designed to provide effective transfer of energy from the front drive wheel assembly 55 to the rear drive wheel assembly 53. The linear and rotational movement of the drive Ita chain '18 viterfaces with the transverse drive shah; gear 17 which is affixed to the transverse shaft 43, upon which the transverse shaft bevel gear 23 is also affixed. The sagittai plane rotary motion of the transverse shaft bevel gear 23 meshes on a 45 degree angle with the matching 45 degree tooth angle of the drive shaft bevel gear 24 to create a frontal plane rotary motion which is transferred to the drive shaft 52 , the propeller shaft 6 and the propeller 7.
l5 In another embodiment of the invention there is provided a rear gear derailler 50 is provided to allow the drive chain 18 to interface with potentially multiple transverse gears for the purpose of creating varying gear ratio changes between the front drive wheel assembly 55 a~~d the rear drive wheel assembly 53. Shown in the illustration is a primary transverse shaft drive gear 17 and a 20 secondary transverse shaft drive gear 44. Tlve novelness and clear benefit of the potential for multiple transverse gears is in it's capabilities to allow the occupant to maintain a desired pedaling frequency to maintain optimum power output while motoring the vessel in different wind and water current conditions.
25 In another embodiment ofthe invention there is provided a rear drive wheel assembly S3 is affixed to the bottom portion of the water vessel 1 through the incorporation of a bottom plate 45 which is integrated into the desig~v of the inner part of the vessels bottom, and a top plate 46 unto which the rear drive wheel assembly 53 is mounted. The top plate 46 may be fastened to the bottom plate 45 through the use of plate fasteners 47 which may be standard threaded fastening systems known to 30 those skilled in the art. A clear advantage that the invention presents relative to other self propelled water vessels is that the front and rear power assemblies can easily be removed from the vessel through the removal of the plate fasteners 47. This benefit allows for ease of removal for the purpose of vessel and or drive train repair.
Figure 7 also illustrates the assembly and mechanism of the front drive wheel assembly 55. The front drive wheel assembly is characterized by the front wheel 60, a front derailler mechanism 48, a front primary drive gear 20, a secondary front drive gear 42, a pedal arm 49, a pedal 19, and a pedal fastening system 51.
In another embodiment of the present invention there is provided a means of attaining a variety of gear ratios and thus power generation rates through the use of a front derailler 50 and multiple front drive gears. Figure 7 illustrates the use of a front primary drive gear 20 and a secondary front drive gear 42. The novelness and clear benefit of the potential for multiple drive gears is iii it's capabilities to allow the occupant to maintain a desired pedaling frequency to maintain optimum power output while motoring flue vessel in different wind and water current conditions.
Tlae occupant of the vessel occupies the seat 15 and through the rotary motion their legs, affixed to the pedals 19 by the possible usage of the pedal fastening system 51, is able to generate rotational energy and transfer that energy through the pedal arm 49 to the front wheel 60 and associated front drive gears.
In another embodiment of the present invention there is provided a means of securing the occupants feet to the pedals 19. The pedal fastening system 51 may take the form of the conventional cage and strap assembly common in the bicycle industry, or may take the form of any of the clipless pedal formats COi11111011 to tlae bicycle industry by providing the pedal arm 49 with a universally threaded opening standard within the bicycle industry to allow the possible application of the occupants desired pedal fastening system 51. The clear advantage of this is that under normal pedaling conditions the pedal is only pushed, as opposed to having the opportunity to both push and pull tlae pedal thus providing a mechanism to generate and transfer more energy form the occupant to the water vessels' drive train.
In reference to the illustrations Figure 9 shows the seat 15 characterized by a back rest 34, a seating platform 35 and a back rest yoke 33.
In another embodiment of the invention there is provided a novel means for the manual transport of the water vessel 1. Tlae back rest 34 of the seat 15 is designed to incorporate a back rest yoke 33.
Said back rest yoke 33 is designed to fit in a matching fashion the rear neck and shoulders of tlae occupant thus allowing the water vessel to be easily transported on the shoulders of the occupant.
In reference to the illustrations, both Figures 8 and 10 provide a close up view of the rear drive wheel assembly 53 concentrating on the relationship of the transverse shaft bevel gear 23 and the drive shaft bevel gear 24. Included in Figure 10 is the drive shaft cover 16.
Integral to the design and formation ofthe drive shaft cover 16 is a forward extension far the purpose of positioning and securing the front drive wheel assembly S5. The front drive wheel support shaft 22 extends from tlae main gear housing of the drive shaft cover 16 to achieve the positioning and security of the front drive wheel assembly 55.
fn reference to the illustrations Figure I 1 shows an optional arrangement for tlae power train mechanisms of the water vessel L . In yet another embodiment of the invention, Figure 11 reveals an alternative system to effectively transmit the applied pedal power of the occupant from the front drive wheel assembly 55 to the drive shaft 52. 1n this embodiment there is provided a chain pick up gear 57, designed to effectively receive the drive chain 18 For the purpose of utilizing it's power transmission from the front drive wheel assembly 55. Affixed to said chain pick up gear 57 is a drive belt output gear 60. Said drive belt output gear is designed to effectively engage a standard toothed rubber belt and for the purpose of the transfer the rotary power of the front drive wheel assembly 55 to the drive shaft pick up gear 58 axed to the drive shaft 52. A
toothed drive belt 59 interacts between the drive belt output gear 60 and the drive shaft pick up gear 58 and in doing so twists 90 degrees to re-direct tlae front drive wheel assembly 55 sagittal plane rotary energy into a frontal plane rotary energy resulting in the turning of the propeller 7.
In this possible embodiment of the in vention there is a clear advantage over the earlier presented bevel gear system brought about by weight reduction as less metal and mass is required in this format, as well as this assembly being less prone to environmental weathering and erosion. The design of this format still utilizes a very low profile assembly thus maintaining the very low center of mass oftlae occupau~t within the water vessel l . 'The drive belt 60 is designed to be very easily and cost effectively replaced by having it's dimensional characteristics replicate standard toothed ribber belts available within the automotive industry.
Claims (14)
1. An elongate, manually propelled, water vessel having a closed hull, including a forward end and a rear end, seating, a propeller at the rear end, a pedal crank, a drive assembly acting between the pedalcrank and the propeller, the seating, drive assembly and propeller being located generally in a horizontal plane longitudinal of the vessel.
2. A water vessel as claimed in claim 1 including two oppositely disposed, detachable floatation outriggers positioned outboard of the water vessel by telescopic support bars.
3. A water vessel as claimed in claim 2 in which the support bars extend forwardly and downwardly from the sides of the said water vessel.
4. A water vessel as claimed in claim 1 in which the drive assembly includes gears having gear ratios to optimize human power output in response to environmental characteristics.
5. A water vessel as claimed in claim 1 in which the seating is rearward of the pedals.
6. A water vessel as claimed in claim 1 in which the seating comprises a seat having a back of which a vertically top most back portion is designed to fit and be alignable with the posterior neck and shoulder region of a user.
7. A water vessel as claimed in claim 1 in which the seating is adjustable at least in the longitudinal direction of the vessel for use by users of different sizes.
8. A water vessel as claimed in claim 1 in which the seating comprises a seat having a back rest, the back rest being angularly adjustable with respect to the seat.
9. A water vessel as claimed in claim 1 in which a drive shaft assembly extends beneath the seating.
10. A water vessel as claimed in claim 7 in which the drive shaft exits the vessel through a water-tight seal.
11. A water vessel as claimed in claim 1 in which releasable restraint means are provided to voluntarily secure the foot of the user to the pedal.
12. A water vessel as claimed in claim 1 including a steering assembly having steering levers located on the seating assembly and connected to a rudder through transmission means.
13. A water vessel as claimed in claim 1 in which the drive assembly includes a drive belt interacting between the crank and a first bevel gear which meshes with a second bevel gear to convert sagittal plane rotary energy into a frontal plane rotary energy.
14. A water vessel as claimed in claim 3 in which the drive belt is a toothed rubber belt.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002225851A CA2225851A1 (en) | 1998-03-10 | 1998-03-10 | Recumbent styled self propelled water vessel |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002225851A CA2225851A1 (en) | 1998-03-10 | 1998-03-10 | Recumbent styled self propelled water vessel |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2225851A1 true CA2225851A1 (en) | 1999-09-10 |
Family
ID=29408984
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002225851A Abandoned CA2225851A1 (en) | 1998-03-10 | 1998-03-10 | Recumbent styled self propelled water vessel |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2225851A1 (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2004005130A1 (en) * | 2002-07-09 | 2004-01-15 | Carnegie Recreational Watercraft Pty Ltd | Watercraft |
| WO2014188013A1 (en) * | 2013-05-22 | 2014-11-27 | Orenes Innova, S.L. | Kayak |
| WO2018206781A1 (en) * | 2017-05-12 | 2018-11-15 | Recreative Electric Vehicles Rev | Electrically-assisted pedalo |
-
1998
- 1998-03-10 CA CA002225851A patent/CA2225851A1/en not_active Abandoned
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2004005130A1 (en) * | 2002-07-09 | 2004-01-15 | Carnegie Recreational Watercraft Pty Ltd | Watercraft |
| WO2014188013A1 (en) * | 2013-05-22 | 2014-11-27 | Orenes Innova, S.L. | Kayak |
| US9834285B2 (en) | 2013-05-22 | 2017-12-05 | Orenes Innova, S.L. | Kayak |
| RU2647164C2 (en) * | 2013-05-22 | 2018-03-15 | Оренес Иннова, С.Л. | Kayak |
| WO2018206781A1 (en) * | 2017-05-12 | 2018-11-15 | Recreative Electric Vehicles Rev | Electrically-assisted pedalo |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| FZDE | Discontinued |