WO1996011136A1

WO1996011136A1 - Muscle-powered apparatus such as a watercraft

Info

Publication number: WO1996011136A1
Application number: PCT/FR1995/001232
Authority: WO
Inventors: Séverine LEDUC
Original assignee: Leduc Severine
Priority date: 1994-10-11
Filing date: 1995-09-25
Publication date: 1996-04-18
Also published as: FR2725419A1; FR2725419B1; AU3525295A

Abstract

An apparatus driven by the muscle power of at least one pilot, including pilot-operated control members (34, 36, 38, 41) connected to the propulsion assembly (142) of the apparatus via a gearing system (105, 106, 107, 135, 136, 137) having large and small pulleys and belts and including a free wheel (137), a large pulley (135) of said system being supported by an output shaft (134; 213). Said large pulley (135) is connected to a small pulley (120) on the shaft of a flywheel (117; 186) so that geared up and controlled rotational motion is transmitted to the propulsion assembly (142) when the control members (34, 36, 38, 41) are operated, and reduced rotational motion is transmitted to said propulsion assembly by means of the flywheel when the control members (34, 36, 38, 41) are disengaged. Said apparatus may be used as a recreational watercraft.

Description

Apparatus, noted water craft, powered by muscular force.

The present invention relates to an apparatus powered by the muscular force of at least one pilot.

Are known in the prior art, devices called "pedalos" driven by one or two pilots and which use as motive force, the muscular force of the pilot or pilots.

The driving force thus delivered by the legs of the pilots drives directly, via a shaft or any other similar device, a propeller. Also, the speed of this propeller, and therefore the speed of advance of the aircraft, is directly proportional to the force exerted by the pilots. Consequently, they must exert a force all the more important that they wish to go quickly.

In addition, in existing systems, stopping the drive action on the part of the pilots causes the propeller drive to stop. This propeller stops in a few turns, which causes the speed of the boat to drop and the boat to stop.

In addition, any variation in the driving force delivered by the pilots varies the speed of rotation of the propeller, which therefore propels the pedal boat suddenly.

The object of the invention is to remedy the drawbacks mentioned above, by equipping the apparatus with simple and effective means making it possible to minimize the effort provided by the pilot or pilots and to regulate the speed of the apparatus.

To this end, the subject of the invention is an apparatus powered by the muscular force of at least one pilot, characterized in that it comprises control means driven by the pilot and connected to means for propelling the by a multiplication system with small and large pulleys and belts which includes a freewheel and a large pulley of which is carried by an output shaft, said large pulley being connected to a small pulley carried by the axis of a flywheel so as to transmit a multiplied and regulated rotational movement to the propulsion means under the action of the control means and to transmit a multiplied rotational movement to the propulsion means thanks to the flywheel, when the control means are disengaged.

The apparatus according to the invention may include one or more of the following characteristics:

- The control means are driven alternately from front to back by the pilot and are linked by at least one drive rod to a bevel gearbox, one output axis of which is connected to the multiplication system;

- The control means comprise a hand control system comprising a bar which, actuated back and forth by the hands of the pilot and by means of a handle and a return lever, transmits a movement alternative to the input rod so as to obtain a rotational movement of a crank of the return gear;

- The control means further comprise a foot control system coupled to the hand control system by a coupling rod;

- The bar can be tilted to the left and to the right by the pilot, in oscillation around an axis C perpendicular to its longitudinal axis, and transmits this movement to at least one rudder of the aircraft via two cables linked to the bar by two stirrups welded on it, these cables are then guided by two sheaths up to a rudder horn:

the control means are double so as to be used by two pilots and in that the two cranks fixed to each end of a shaft of the angle gearbox are positioned with an offset of 90 ° between them according to their axis I;

- the flywheel has a vertical plane of rotation;

- the flywheel has a horizontal plane of rotation;

- The propulsion means comprise at least one propeller;

- The propeller is coupled to the multiplication system with pulleys and belts by the output shaft;

- the device is equipped with an alternator driven by the flywheel, or by one of the other elements of the multiplication system with pulleys and belts which regulate it in rotation, allowing it to produce electricity capable of powering an electric motor which is coupled to the propeller;

- an electrical reversing control unit is installed on a dashboard of the device, allowing both to reverse the direction of rotation of the electric motor and therefore of the propeller, in order to reverse the thrust;

- The apparatus comprises means for selectively engaging the output shaft with the electric motor so as to ensure the starting of this motor; and the apparatus comprises a floating hull with flat bottom so as to form a nautical vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS:

Fig. 1 is a side elevational view of the apparatus according to the invention; Fig.2 is a plan view of the same apparatus, along line II-II of Fig.l;

Fig.3 is a rear view of the same device according to line III-III of Fig.l; Fig.4 is a partial elevational view, on a larger scale, of the control system, according to line IV-IV of Fig.l;

Fig.5 is a partial sectional view, on a larger scale, along the line V-V of Fig.4; Fig.6 is an elevational view, on a larger scale, of the connecting rod;

Fig.7 is a side elevation, on a larger scale, of the crank;

Fig.8 is a sectional view along line VIII-VIII of Fig.7;

Fig.9 is a plan view, on a larger scale, of the bevel gear box;

Fig.10 is a side elevation of the apparatus, on a smaller scale, showing a variant concerning the position of the flywheel;

Fig.11 is a side elevational view of the device, on a smaller scale, showing a variant concerning the design and arrangement of the flywheel; Fig. 12 is a rear view along line XII-

XII of Fig. 11;

Fig.13 is a side elevational view of the apparatus, showing a variant with alternator and electric motor; Fig.14 is a side elevational view of the apparatus, on a smaller scale, showing a variant with traditional propulsion by a propeller in water;

Fig. 15 is a side elevational view of the device, on a smaller scale, showing the adaptation of an outboard propulsion;

Fig.16 is a side elevational view of the device, on a smaller scale, showing the same device but in four-seater version and equipped with a canopy;

Fig.17 is a side elevational view of the device, on a smaller scale, showing the same device but equipped with a peripheral bumper; Fig.18 is a partial rear view of the same device along line XVIII-XVII of Fig.17; and

Fig. 19 is a partial section of the same device along line XIX-XIX of Fig. 17.

MODE OF CARRYING OUT THE INVENTION:

With reference to these drawings and as shown in FIGS. 1 and 2, the apparatus according to the invention comprises a floating shell 1 constructed, preferably, of plastic and filled with expansive foam making it unsinkable in the event of damage. The underside 2 of this shell 1 is entirely flat and raised at the front. The top 3 of this shell 1 is also flat but solidly designed and reinforced to correctly receive and maintain all of the mechanical and other equipment of the present invention. Two seats 4 are fixed, by any means according to their shape, on the top 3. A rigid partition 5 is fixed on the top 3 so that it cannot move back. The backrests 6 of the seats 4 come to bear on the partition 5. Behind the partition 5 at about two thirds of the height of the backrests 6 are attached to this partition 5 two gussets 7 at each folder. Two triangles 8 in mechanically welded tube are provided at their base with a plate 9 having two holes 10. The triangles 8 are fixed to the gussets 7 along the axes A by screws 11. The trian¬ gles 8 are fixed to the top 3 by two screws 12 by plate 9. At the front, a double set footrest 13 is installed and each consists of two footrest plates 14, two reinforcements 15 per plate 14 and a holding base 16. These parts 14, 15 and 16 constituting a footrest 13 are mechanically welded between them. Each base 16 is drilled with about sixteen holes

17 allowing a solid fixing on the top 3 by screws 18. Between the seats 4 and the toe clips 13 are installed, on the top 3, the control and reference systems. In this case, as shown in Figs 4 and 5, a central bracket 19 consists of a base 20 pierced with six holes 21, two gussets 22, a cheek 23, two reinforcements 24 and a tube 25. These parts 20, 22, 23, 24 and 25 are mechanically welded together. The tube 25 passing through the top of the two gussets 22 and protruding on each side is bored at each end to receive a ball joint 26 by boring. These ball joints 26 are blocked by any mechanical means preventing them from coming out again.

This central bracket 19 is fixed to the top 3 by six screws 27 passing through the six holes 21. Two other brackets 28 are designed and constructed in the same manner as the central bracket 19, namely: a base 29 pierced with four holes 30 , a gusset 31, two reinforcements 32 and a tube 33. All these parts 29, 31, 32 and 33 are mechanically welded together to thereby form the two brackets 28. The tube 33 passing through the top of the gusset 31 and protruding on each side, is bored to receive a ball joint 26, this being blocked by any mechanical means preventing it from coming out. These two brackets 28 are fixed to the top 3 by four screws 27 per bracket, passing through the holes 30.

Two different types of control system can be installed between the brackets 19 and 28. First of all, the simple system, and in this case, as shown in Fig.4, on the left side, the bar 34 consists of a tube on which, at each end, are fitted handles 35 of handlebar type for bicycle or motorcycle. This bar 34 is welded to the top of a handle 36 and reinforced on each side by a gusset 37, welded. The handle 36 is a tube welded by its base to a torsion tube 38 and reinforced in front and behind by a gusset 39, and on each side by a gusset 37. The torsion tube 38 has at each of its ends a sleeve turned 40 with tip forming an axis that can enter the ball joints 26. These turned sleeves 40 are fitted and welded at each end of the torsion tube 38. A return lever 41 is shown on a larger scale as shown in Fig.5. It consists of a thick sheet 42 pierced with two holes, a large 43 at the top and a small 44 at the bottom, two gussets 37 and a tube 45. All these parts 42, 37 and 45 are mechanically welded between they and this assembly 41 constituting a return lever is itself welded to the tor¬ sion tube 38. The tube 45, passing through the hole 44, protruding on each side of the sheet 42 is bored to receive a ball 26, the latter being blocked by any mechanical means preventing it from coming out. The other control system is a little different, and in this case, as shown in Fig.4, right side, the bar 34 is reinforced in the middle by a sleeve 46 consisting of a tube entering the tube bar 34 and soldered to it. The bar 34 and its sleeve 46 are drilled right through perpendicular to the longitudinal axis B, by a hole 47 along the axis C perpendicu¬ lar to the axis B. The bar 34 can tilt with a side or the other by turning around its axis C. At the two ends of the bar 34 are fitted handles 35. Two small stirrups 48 are welded to the bar 34 on each side of the axis C and allow each to retain a cable 49 in the same way as any system for holding bicycle brake control cables. These cables 49 are, from a certain distance from their point of attachment to the stirrups 48, guided in standard sheaths 50. These sheaths 50 are held, at their departure, by clamps 51 of known and standard type such as those used on bikes or motorcycles. Then, these sheaths 50 containing the cables 49 are maintained, along the handle 52 and on top 3 by any traditional system. The handle 52 is a tube of identical cross-section to that of the handle 36. At the top of the handle 52 is welded a U-shaped stirrup 53 pierced at the top and in the middle of each of its wings with a hole 54 of the same diameter as the hole 47 and provided for the passage of an articulation bolt 55. The bar 34, thus maintained, can be articulated around the axis C while being kept in horizontal torsion. As shown in Fig.6, a connecting rod 56, which can be of any design, will preferably be constituted, as shown, of a tube 57 at the ends of which will be welded, on one side, a female yoke 58 provided with two holes 59 drilled along an axis D perpendicular to a longitudinal axis E of the connecting rod 56, and on the other side, with a threaded sleeve 60 which can receive, by screwing it, a ball-end socket with tail threaded 61. The threaded portion 62 of the nozzle 61 makes it possible to adjust the length of the connecting rod 56. The ball 63 of the endpiece 61 is oriented around the axis F. Each connecting rod 56 is connected, at the front, by its yoke 58 to the return lever 41 by a retaining bolt 64 allowing its articulation along the axis D. Fig. 9 shows, in plan view, an angle gearbox 65. It is preferable to use a box that is found at manufacturers specialized in the subject. In all cases, this type of box consists, as shown, of the box itself 66, pierced with four through holes 67 and making it possible to maintain it in good position, of four ball bearings 68, of a input shaft passing through 69 and projecting on both sides of the box 66 carried by two of the ball bearings 68 and rotating around the axis G. At each end of this shaft 69, a groove 70 for key, is machined and on the same generator. A large angle pinion 71 is integral with the shaft 69. A small shaft 72 is carried by two of the ball bearings 68 and only protrudes on one side of the box 66, it rotates around the axis H. A small angle pinion 73 is integral with this shaft 72 and is driven by the large angle pinion 71. At the other end of this shaft 72 is machined a keyway. As an indication, it is preferable to choose a bevel gearbox with a 2 to 2 ratio. This bevel gearbox 65 is fixed on top 3 as follows:

The box 66 is blocked between two rigid plates 74, preferably made of steel, by four bolts 75 passing through the holes 67. These two plates 74 are therefore each pierced with four holes 76 of the same diameter and at the same spacing as the holes 67. These two plates 74 are larger than the top and the bottom of the box 66 and are each pierced by four other holes 77 escaping the size of the box 66. A plate 78 is fixed by any means making it integral with the top 3. On this plate 78, four screws 79 are welded, heads against plate and at the same centers as the holes 77. On each screw 79 a nut 80 is screwed halfway up the screw. The box 66 taken between its two plates 74, is placed on the four nuts 80 and four other nuts 80 come to block the assembly. The holes 77 are larger than the diameter of the screws 79 and it is thus possible to adjust the orientation of the bevel gearbox 65 and its height by acting on the nuts 80.

At each end of the shaft 69 is fixed a crank 81, and in this case, as shown in FIGS. 7 and 8, this crank 81, which can be constructed according to another method, will preferably be constituted as shown, of a central part 82 in machined steel. A hole 83 will be of the same diameter as the shaft 69 of the box 65. A groove 84, for a key, will be machined along a generatrix of this hole 83 and positioned at 45 degrees along the axis I. A slot 85 along the axis I will split the top of the part 82 in two to allow the crank 81 to be locked on the shaft 69 after having positioned a key 96 in the groove 84. The hole 87 which crosses the part 82 at the top will make it possible to set up the tightening bolt 88. At the bottom of the part 82 a hole 89 is drilled along the axis J. The fixed shaft 90 will be turned in high-strength steel, its part 91 will be fitted into the hole 89 and the parts 91 and 92 will be directly welded to the part 82. The part 93 will have the same diameter, while being able to enter there, as the bore of the ball 63 of the end piece 61, of the connecting rod 56. The part 94 will be threaded and will receive a safety nut 95.

Each crank 81 will be mounted with a key 96 on the two outputs of the shaft 69, of the bevel gearbox 65 and blocked by the tightening of their bolt 88. Thus mounted, the two cranks 81 will be positioned with a 90 degree offset between their axis I and the fixed shafts 90 will be directed towards the outside of the bevel gearbox 65.

This positioning at 45 degrees of the groove 84 makes it possible to have a standard crank while obtaining, after assembly, an offset between them of 90 degrees. The part 93 entering the ball 63 of the connecting rod 56 will be held in place by the safety nut 95.

On the shaft 72 of the bevel gearbox 65, a large pulley 97 is fitted, driven by a key and retained by any traditional mechanical means. This pulley 97 will rotate around the H axis.

Above the bevel gearbox 65 is installed the first shaft carrier 98, consisting of a tube 99, two legs 100 and a plate 101. These parts, 99, 100 and 101 are mechanically welded together. The tube 99 is bored at each end to receive the two ball bearings 102 which are retained by any mechanical means. The plate 101, as large as the plates 74 is pierced with four holes 103 of the same diameter and having the same centers as the holes 76 of the plates 74. The mounting and adjustment system of this shaft holder 98 is identical to the system already described above and relating to the bevel gearbox 65.

A shaft 104 passing through the tube 99 of the shaft holder 98 will rotate along the axis K while bearing on the two ball bearings 102. This shaft 104 will protrude sufficiently backwards to receive the large pulley 105 and the small pulley 106. The shaft 104 will include machining to receive the pulley drive keys 105 and 106 which will rotate together and will be retained by any mechanical means.

The large pulley 105 is driven directly by the small pulley 106 itself driven, by the intermediary of the belt 107, by the pulley 97.

The flywheel carrier 108 consists of a rectangular base 109 pierced with four holes 110, two gussets 111 each drilled and at the top of a bore 112 bored and in which is locked, by any mechanical means, a bearing ball 113, and four reinforcements 114. All these parts, 109, 111 and 114 are mechanically welded together.

A plate 115 is fixed by any means making it integral with the top 3. On this plate 115, four screws 116 are welded, heads against plate 115 and at the same centers as the four holes 110 of the rectangular base 109. Then, the mounting and the The principle of adjustment of the flywheel carrier 108 is the same as that previously described and relating to the bevel gearbox 65.

The heavy flywheel 117 is preferably turned in steel. Its central bore 118, which is well perpendicular to its plane of rotation, has a keyway. The shaft 119, on which the flywheel 117 is mounted is supported by the two ball bearings 113 and rotates around the axis L. This shaft 119 projects sufficiently forward to receive the small pulley 120 , which with the flywheel 117 are integral in rotation by the presence of the drive keys taken in the grooves machined on the shaft 119. Any traditional mechanical means will be used to prevent the small pulley 120 from leaving the shaft 119 and the bearing output shaft 119. A tubular frame 121 is intended to properly hold the large shaft holder 127. This frame 121, which may be of any design, will preferably be constituted, as shown in Fig.l and 2, at the front, of two inclined tubes 122, at the rear, of a vertical tube 123, on the sides, of two bracing tubes 124, at the top, of a plate 125, and at the bottom, of three bases 126. All these parts 122 , 123, 124, 125 and 126 are mechanically welded together. The bases 126 are each pierced with two holes to allow the mounting of the frame 121 on the top 3.

The large shaft holder 127 is made up of: a tube 128 bored at each end to receive the two ball bearings 129, four legs 130, and two plates 131 each pierced with two holes 132. These parts 128, 130 and 131 are mechanically welded together.

On the plate 125 of the tubular frame 121, four screws 133 are welded, heads against plate 125 and at the same spacing as the four holes 132 of the plates 131. Then, the mounting and the principle of adjustment of the large shaft holder 127 is the same than that previously described and relating to the bevel gearbox 65.

The main shaft 134 passes through the large shaft holder 127 and rotates around the axis M, bearing on the ball bearings 129; it protrudes sufficiently from the large shaft carrier, towards the front, to receive the large pulley 135 and the small pulley 136. The shaft 134 comprises, at the front, two machining operations for receiving the keyways driving the pulleys 135 and 136. The small pulley 136 prevents the large pulley 135 from coming out of the shaft 134 and is itself retained by any mechanical means. Inside this small pulley 136 is mounted and blocked a free wheel 137, the direction of positioning depends on the direction of rotation of the propeller 142. The apparatus according to the invention can operate without this freewheel.

The small pulley 136 is connected to the large pulley 105 by a belt 138 which drives it, and the large pulley 135, integral with the main shaft 134, is, at the same time, driven. The large pulley 135 drives the small pulley 120 via the belt 139.

The flywheel 117 is driven at the same speed as the small pulley 120, since it is integral with the latter by its mounting on the shaft 119.

The main shaft 134 protrudes sufficiently from the large shaft holder 127, towards the rear, to receive the propeller hub 140. The fixing of this propeller hub 140, at the end of the main shaft 134, will be ensured by any mechanical means capable of driving and maintaining it, according to the speed of rotation and the force produced. The blades 140 will be fixed on this hub 140. This assembly 142 (hub and blades) will preferably be of the industrial fan type.

As shown in Fig.3, the propeller 142 will be surrounded by a ferrule 143 forming an aerodynamic fairing for air concentration at the front and air ducting at the rear. This ferrule 143, designed so as to be perfectly rigid, will be fixed, at its base, at point 144, by any system allowing it to be held in place, and on each side, the struts 145, fixed at the points 146 on the ferrule 143 and in points 147 on the top 3 will block this ferrule 143.

At the top and on each side of the ferrule 143, a bracket 148 will be fixed, rigidly, by any means, and starting from the interior of the ferrule 143. After these gallows 148 any system of small tree 149 will maintain each of the two rudders 150, while leaving them the freedom to rotate around the axis N. These two rudders 150 will be designed to be rigid. At the bottom of each rudder 150 and in the extension of the N axis, a shaft 151 secured to the governor nail 150, will protrude sufficiently to be able to enter the support 152. On the shaft 151 will be welded a horn 154 having two small arms side 154 and a large rear arm 155. At the end of the small arms 154 will be attached the control cables 49, in the same way as the control cable attachments on a bicycle or on a motorcycle. The action of the bar 34, according to FIG. 4, on the right side, tilted by the pilot, will transmit its movement to the horn 159 by means of the cables 49 guided in the sheaths 50, these sheaths being blocked at the start as at l arrival via the clamps 51. The end of each large rear arm 155 of the horn 153 will have a hole 156 and will make it possible to combine the movements of the two rudders 150 by means of a link 157.

This link 157, which can be of any design, will preferably be made up, as shown in FIG. 2, of a tube 158 on which, and at each end, a female yoke 159 coming from will be welded attach by bolt 160 to the end of the large arms 155. The distance between the holes of the two yokes 159 of the connecting rod 157 will correspond exactly to the distance between the two governors 150.

A "propeller pan" 161 will be fixed to the rear of the propeller hub 140 by the screws 162, themselves screwed onto the pan support 163, itself fixed to the propeller hub 140 by the screws 164.

This "propeller pan" 161 has the effect of better channel the vortices of propelled air and therefore slightly increase the efficiency of the propeller 142.

If the device according to the invention is equipped, in the small pulley 136, with a freewheel 137, it is preferable to install a braking system in order to be able to stop the propeller 142 because of the force reserve stored by the flywheel 117, itself in direct contact with the main shaft 134. In this case, as shown in Fig.l, in front of the main shaft 134 and behind the large pulley 135, is fixed by any mechanical means a metal disc 165. On the top and in front of the tube 128 of the large shaft holder 127 is fixed, by any mechanical means, a pad brake device 166, arranged so to be able to tighten the metal disc 165. This material can be that used on the front wheels of a motorcycle and controlled by cable.

As shown in Fig. 1 and 2, between the two seats 4 a brake control 167, of bicycle or motorcycle type, is fixed to an inclined tube 168, at the base of which is welded a plate 169 with a reinforcement 170. The plate 169, pierced with four holes 171, is held on top 3 by four screws 172. At the top of the inclined tube 168 is fitted a handle 173. From the brake control 167 leaves a sheathed cable 174 going to the device for brake pads 166 and installed according to the same principle as all similar controls on a motorcycle.

At the front of the main shaft 134 is connected, in direct connection, and by any mechanical means, a sensor 175 making it possible to indicate the speed of rotation of the main shaft 134 and therefore of the propeller 142. This sensor 175 is attached to the top of a bracket 176 itself fixed on top of the first shaft holder 98. These fixing means are of the mechanical type.

A box 177 of any design, will be fixed, by any means, on the top 3 between the two toe clips 13.

A complete covering 178, preferably designed in plastic in the manner of "formula 1" car bodies, will be fixed by any means on the top 3 of the floating hull 1. At the front, and under the covering 178, a table board 179, of any design, will be fixed by any means, and will include at least one tachometer 180 indicating the speed of rotation of the propeller 142, it will be connected by wires to the sensor 175. A small box baggage 181, of any design will be fixed, by any means, behind the partition 5 under the covering 178, an opening 182, drilled in the partition 5 above the backrests 6, seats 4, allows access to this trunk 181. An accessory can be installed, namely: a dynamo 183 of the bicycle type, is placed, with its articulation system, on a support 184 itself fixed on the top of the rear gusset 111 of the flywheel holder of inertia 108. Any clutch and disengage system will allow the wheel to be put drive this dynamo 183 in contact with the internal surface of the flywheel

117. This dynamo 183 will only absorb very little energy, however its electricity production can be useful.

It is planned to fix securely, by any means, around the floating hull 1, four mooring rings 185.

The alignment of the pulleys and the tension of the belts will be easy thanks to the systems of adjustment provided, fitted to each carrier assembly (angle gearbox 65, first shaft carrier 98, flywheel carrier 108, large shaft carrier 127), and according to the mechanisms previously described. The pulleys are preferably toothed and therefore driven by toothed belts. This type of drive has a very high yield since it is not necessary to tighten the belts strongly.

According to a variant, illustrated in Fig.10, and without departing from the scope of the invention, the flywheel 117 is larger, its plane of rotation is horizontal and it is housed in the shell 1. This new flywheel 186 is made integral, by any means, with the vertical shaft 187, the bottom of which rests on a tapered bearing 188 locked in the support 189. The vertical shaft 187 is guided by the bearing 190 held in its support 191 and by the self-aligning needle bearing 202 held by the bracket 192 itself fixed by a plate 193 on the tubular frame 121. At the top of the vertical shaft 187 is fixed a small angle pinion 194. On the main shaft 134 in place of the pulley 135, is fixed a large angle pinion 195 which drives the small angle pinion 194. Thus, the new flywheel 186 is driven, in rotation and at large speed, while still engaging the main shaft 134. The rest of the design of the device according to the invention, does not change.

According to a variant, illustrated by FIGS. 11 and 12, and without departing from the scope of the invention, the flywheel consists of a cylinder 196, preferably made of sheet steel, and fixed around the propeller 142 directly on the tip of the blades 197. This technique requires a solid and precise assembly, and the use of new blades 197, very rigid and preferably made of steel. This cylinder 196 removes and replaces the ferrule 143. In this new variant, the two rudders 150 are replaced by the two new self-supporting rudders 198. Inside each rudder 198 is fixed a very rigid shaft 199, protruding sufficiently towards the bottom to be held and guided in a support

200, itself fitted at its base with a tapered bearing

201, and at its apex, a self-aligning needle bearing 202. These two rudders 198 orient and are controlled in the same way as rudders 150. The rest of the design of the apparatus according to invention, does not change.

According to a variant, illustrated in FIG. 13, and without departing from the scope of the invention, the shaft 119 is extended rearward and becomes the shaft 203 on which is fixed the small pulley 204 secured to this shaft 203 The tubular frame 121 is extended towards the rear and becomes the tubular frame 205, reinforced at the top by a perforated rectangular sheet 206. An alternator 207 is housed under the tubular frame 205 and installed, in fixing and adjustment, in the same way. so that the bevel gearbox 65. On the shaft 208, leaving the alternator 207, is fixed, by any means, a pulley 209 larger than the small pulley 204. This small pulley 204 drives the pulley 209 by means of the belt 210, thus making the alternator 207 rotate slower than the flywheel 117.

The large shaft holder 127 is cut in half to give the front shaft holder 211 and the rear shaft holder 212. The principle of fixing and adjusting these two shaft holders 211 and 212, on the top of the tubular frame 205 , remains identical to that of the large shaft holder 127. The main shaft 134 is cut in half to give the front shaft 213 and the rear shaft 214.

On the top of the rear shaft holder 212 is welded a rigid plate 215, on which four screws 216 are welded, the heads against the plate 215. An electric motor 217, equipped with a fixing base 218 pierced with four holes 219, is positioned on the screws 216 and uses the same principle of adjustment and blocking as that of the bevel gearbox 65. On the shaft 220, leaving the electric motor 217, is fixed by any means, a pulley 221. On the rear shaft 214, and vertical to the pulley 221, is fixed, by any means, the pulley 222 which is driven by the pulley 221 via the belt 223. The electricity produced by the alternator 207, will be carried by wires passing first through the dashboard 179 and an on-off switch 224, then will power the electric motor 217. The rest of the design of the device according to the invention, do not change. This alternator can also be driven by one of the other rotating elements of the mechanism of the device according to the invention and by any suitable means of transmission.

To facilitate starting of the electric motor 217, this variant may include means for selective engagement (not shown) of the front shaft 213 with this motor.

These selective engagement means are controlled by a switch located on the dashboard.

According to a variant, illustrated in FIG. 14, and without departing from the scope of the invention, the apparatus according to the invention can be propelled by a rotating propeller 227 in water, in a traditional way. The tubular frame 121 is modified at the rear so as to receive and support the electric motor 217 and thus becomes the tubular frame 226. The electric motor 217 is mounted, oriented and blocked, on top of the tubular frame 226, in the same way as the angular gearbox 65. The propeller 227 is fixed on the output shaft 228 of an angular gearbox 229 of a type similar to that of motor equipment outboard. The vertical shaft 230 is guided in a tube 231, passing through the floating shell 1, and provided, at the top, with a sealed ball bearing 232, locked in the housing 233. The shaft 230 is held, at the top, by a bracket 234 fixed directly, by any means, to the base 218 of the electric motor 217. This bracket 234 is equipped with a self-aligning needle bearing 235. At the end and at the top of this vertical shaft 230 is fixed, by any means, a corner pinion 236 which meshes in the corner pinion 237 fixed, by any means, on the shaft 220 exiting the electric motor 217. A rudder 238 is installed behind and in the extension of the propeller 227. The holding and control shaft 239, which is integral with the rudder 238, is maintained and guided while being able to rotate, by any means, in the tube 240 fixed and passing through the floating hull 1. At the top of the control shaft 239 is welded the horn 241, similar to the horn 137 but does not co having no large arm 155. The rest of the design of the device according to the invention does not change. According to a variant, illustrated in FIG. 15, and without departing from the scope of the invention, the apparatus according to the invention can be propelled in the manner of boats fitted with outboard motors. The tubular frame 121 is modified at the rear and thus becomes the tubular frame 242. At the rear of the floating hull 1 is installed a propulsion unit of the outboard type. The existing mechanism will be used for orientation and lifting. These devices are, for the most part, equipped with internal combustion engines which will be removed to install, instead, by any suitable and adequate means, the 217 electric motor. The original propeller will, in principle, be replaced by a propeller 243, adapted to the power and the speed of rotation of the electric motor 217. Some outboard propulsion units are equipped with an electric motor. In this case, if the power of this electric motor is approximately that necessary for the proper functioning of the device according to the invention, the adaptation will be made directly. The rest of the design of the apparatus according to the invention does not change.

According to a variant, illustrated in FIG. 16, and without departing from the scope of the invention, the apparatus according to the invention can be multiplace. This Fig. 16 shows a device with four places. The two front seats are equipped with a control system as shown in Fig.4 on the right, with possible tilting of the bar 34 transmitting this movement to the rudders 150, while the two rear seats are equipped with a simple control, as shown in this same Fig. 4, but on the left.

Each front control is connected to the rear control, therefore in the tandem position, by the large coupling rod 244 which is approximately designed in the same way as the rod 56 according to FIG. 6, but whose threaded sleeve 60 and the ball joint end 61 is replaced by a yoke 245, similar to yoke 58 but with a much larger spacing which can thus pair with the rear link 56 while being mounted on the same ball joint 26 of the return lever 41.

In this variant, according to FIG. 16, a second luggage compartment 246 is arranged with access through the opening 247, and fixed by any means, under the covering 178.

This Fig. 16 also shows that it is possible to provide the layout of a transparent and closed passenger compartment 248, composed of three parts: a windshield 249, a rear window 250 and a central canopy 251 which can be opened . This passenger compartment 248 can be designed in different ways.

The number of places may be greater, within the limit of feasibility and according to technical or commercial reasons. The rest of the design of the device according to the invention does not change.

According to a variant, illustrated in FIGS. 17, 18 and 19, and without departing from the scope of the invention, the apparatus according to the invention can be equipped, as are the bumper cars of the fairground rides, d 'a bead 252, forming a bumper, and fixed, by any means, around the floating hull 1 and as shown, for example, in Fig. 19, by fastening tabs 253 distributed in sufficient quantity . This bumper may be designed, for example, of more or less hard rubber. The rest of the design of the device according to the invention does not change.

For the safety of the people and the protection of the material it is essential to fix two protection grids, on the ferrule 143, by any mechanical means, a grid 254 at the front of the ferrule 143 and a grid 255 at the rear of the ferrule 143, but not touching the "propeller pan" 161. POSSIBILITY OF INDUSTRIAL APPLICATION:

The device according to the invention can be installed on different types of existing vehicles and in particular on watercraft such as, for example, flat-bottomed boat, "pedal boat" without its equipment, or catamaran.

The device according to the invention can be manufactured and mounted on a rigid floor supporting the whole of the device and sold as such, without the rest of the vehicle for which it is intended. Thus, the customer is free to design his vehicle as he wishes.

The device according to the invention can be manufactured and sold unassembled, in separate parts.

The device according to the invention can be used to propel and steer or propel only, vehicles of different types operating: ON THE WATER - IN

WATER - ON EARTH - ON SNOW - ON ICE - IN

AIRS.

ON WATER: the apparatus according to the invention can be used to propel and steer a boat floating on water. Fig.l, 11, 13, 14, 15, 16 and 17 show different ways of using the device according to the invention. Other forms of use are possible, without departing from the scope of the invention, in particular, and by way of example: propulsion by a paddle wheel placed at the rear of the vehicle or by two paddle wheels, one of each side of the boat. Propulsion by the alternative debate of one or more fins in the manner of a fishtail, horizontally or vertically (these latter devices are not represented by drawings.).

IN WATER: The apparatus according to the invention can be used to propel and steer a small submarine from one to several places. This small submarine could be made of materials not detectable by radars. Modern materials allow such an achievement. Only the flywheel, which must be heavy, will, in principle, be made of high density metal. In this case, to be undetectable by radar, it will be protected by a specific process in the matter. In the case of a small submarine, itself designed to be undetectable, and using the device according to the invention for its propulsion, this propulsion will only be mechanical and not electric with alternator and engine. Thus, it will not emit any noise and, therefore, will not be detectable by the sonars.

ON EARTH: The device according to the invention can be used to propel a land vehicle equipped with several wheels. In this case, propeller propulsion does not seem to be the best solution. It will be preferable to drive the wheels directly by any means of transmission. ON SNOW: The apparatus according to the invention can be used to propel a vehicle over snow. In this case, propeller propulsion does not seem to be the best solution. It will be preferable to directly activate one or more tracks by any means of transmission.

ON ICE: The apparatus according to the invention can be used to propel and steer a vehicle sliding on ice. In this case, the vehicle will be equipped, under its hull, with several pads suitable for sliding on the ice and the weight of the vehicle under load. The vehicle will be propelled and directed by an air propeller with rudders as shown in Fig.l, 2 and 3, and may use other techniques as shown in Figs. 10, 11, 13 and 16. In addition to the rudders acting in the breath of the propeller, the vehicle can also be steered by the orientation of one or more of its skids, controlled in conjunction, and by any mechanical means, with the rudders.

For this version of sliding on ice, the vehicle can be equipped with a peripheral bumper as shown in the drawings of Fig. 17, 18 and 19. Vehicles thus equipped, and ultra-square, can be used for celebrations fairgrounds or amusement parks, a new form of attraction on an ice track, similar to bumper car rides.

IN THE AIR: (Muscle flight) The apparatus according to the invention can be used to propel an ultra-light aircraft of the type: muscle flight. They are very large and elongated devices. The device according to the invention allows the pilot to develop considerable force, which is not the case in principle currently used for muscular flights where the pilot, who in principle is a cycling champion, actuates a pedal . (The Man¬ che crossing, in muscular flight, was carried out at a speed of 12.7 km / h). The weight of the device according to the invention can be considerably reduced by using very modern materials. Nevertheless, this additional weight, mainly due to the flywheel, will be penalizing for the aerodynamic lift of the aircraft, and will result in a higher wing load, hence the need to increase either the speed of the plane is the incidence of the wing and therefore, in one case as in the other, it will result in a proportionally greater drag, hence the need for higher power. However, the additional power obtained by using the device according to the invention seems to largely compensate for the penalty due to this additional weight.

IN THE AIR: (Hot air balloon or gas balloon). The apparatus according to the invention can be used to propel and direct a hot air balloon or a gas balloon. In this case, the device according to the invention will be built as light as possible, only the flywheel will still be as heavy. As an indication, the entire device may weigh only 80 kg, or 48 kg for the flywheel and 32 kg for the rest of the equipment. Consequently, a hot air balloon that takes on board four people may, following the installation of the apparatus according to the invention, take on three people while remaining as efficient. It will no longer be dependent, in speed and direction, on air currents, but autonomous and will be able to move and move even in zero wind.

The burners used under the balloons are noisy and very easy to spot at night. The apparatus according to the invention, used under a gas balloon, helium in this case, therefore not using a burner, will allow these gas balloons to make silent and invisible air movements at night . The device according to the invention, and without departing from the scope of the invention, can be produced on smaller scales, in particular for equipping vehicles intended for children, for example, and for information only, on a scale 1/2 for children from four to six years old and on a 2/3 scale for slightly older children, from seven to eleven years old approximately.

For the use of the device according to the invention, the dashboard will include, for example, at least a tachometer indicating the speed of rotation of the propeller and possibly some other instruments. For the electrical mechanical version, the dashboard will include, for example, at least one tachometer for the propeller, a tachometer giving the speed of rotation of the alternator, an output voltage indicator of the alternator , an on-off switch to control the electric motor driving the propeller and possibly some other instruments. The apparatus according to the invention initially uses, and in all cases, human muscular force. This force, produced in good conditions is very important. In weightlifting, the world records are around: "lifted, barbell at the neck" 544 Kg, "raised from the ground, with both hands" 371 Kg and "bench press, at arm's length" 284 Kg.

In the case of the present invention and in normal use of the apparatus according to the invention, it can be said that when the pilot pulls on the bar, he exerts a movement similar to that of the weightlifter who performs a "deadlift" , with both hands ", and that, pushing on the bar, the pilot performs approximately a" bench press, at arm's length ".

In the world weightlifting record, the average power obtained for these two disciplines is 327 Kg. We can therefore say, without making a mistake, that a man of average strength, using the device according to the invention in good conditions , will produce, on the control bar, an average force of at least 130 Kg or, taking into account the lever arm which is three times smaller than the handle, a thrust of 390 Kg in the connecting rod.

You can increase this thrust without changing the 1/3 ratio of the lever arm, provided you bring the following modifications and adaptations in the design of the cockpit of the apparatus according to the invention, namely: 1) More extended position of the pilot. 2) Footrest adjustable in distance from the seat with adjustable inclination from the floor. 3) Maneuvering bar adjustable in distance from the seat and in height from the floor. 4) Seat molded according to the driver's morphology. 5) Top of the seat back covering the pilot's shoulders and adapted to his measurements.

Once these conditions are met, the pilot can produce all the power of his muscles to push and pull.

This adaptation will be particularly reserved for athletes who must participate in competitions or establish speed records using the device according to the invention.

But there is yet another technical solution for obtaining more power, still using only muscle strength and without going beyond the scope of the invention.

The technique consists in that: in place of the toe clip, as described above, is arranged a control system similar to that installed in front of each seat to be actuated by the two hands of the pilot, and as shown in Fig.4 , to the left. In this case, the horizontal bar is called lifter, the vertical handle is a little shorter and there is always below the articulation of the handle, a return lever shorter than the handle and able to actuate a connecting rod. Footrests with straps are attached to the lifter, allowing the pilot to keep his feet there without fatigue and to bring the lifter back, after having pushed it, in pulling on the flanges. Only the "push" function will be really productive, the return of the lifter can only produce a weak force.

In this variant, the pilot's position would be very elongated, the top of the back of his seat would be adapted to his morphology, allowing very good support for the shoulders, upper back and nape of the neck, the seat would be adjustable in distance from to the spreader.

Thus, the pilot could push on the lifter almost in the same position as a weightlifter in "lifted, bar at the neck", whose record is 544 Kg. In addition, when the pilot would bring back the lifter, and this without effort , he would take the opportunity to pull the bar with his hands and push on it when he pushes with his feet on the lifter. The entire control mechanism, as it is designed in the apparatus according to the invention and represented by FIG. 4, left side and right side, would continue to fulfill the same function, but the action of the lifter, similar in design and principle to the aforementioned control mechanism, on the left, would considerably increase the total power produced by the pilot.

The reciprocating movements of the bottom of the return lever actuated by the feet and of the bottom of the return lever actuated by the hands, will be done at the same time and in the same direction, they can therefore be connected by a connecting rod similar to that represented by the Fig.6 and mounted in the same way as the large connecting rod presented in Fig.16. However, on a practical level, this design will be more particularly intended to be used by athletes to participate in competitions or to set records, due to the uncomfortable position. ble necessary to obtain very powerful results.

This new variant, of the device according to the invention and which does not depart from the scope of the invention, will be of definite interest for muscular flight or, in the current state, the transformation of the muscular strength of pilots. , of these ultra-light planes, is barely sufficient due to the transmission systems employed and the position of these pilots, who, ultimately, operate only a traditional crankset.

The apparatus according to the invention, propelled by an overhead propeller, may be equipped with a variable pitch propeller, making it possible, by reversing the pitch of the propeller blades, to brake and stop the vehicle over a short distance . This adaptation will be difficult to achieve in the version as shown in FIGS. 11 and 12. On the other hand, this adaptation will be particularly advantageous in the case of the "gliding on ice" variant due to the vehicle's own inertia and the low resistance due to the friction of the skates on this ice.

According to a variant, and without departing from the scope of the invention, the device according to the invention can be equipped, for each driver, with a traditional crankset installed at the front of the vehicle as are the pedals of the "pedalos" , operated by the pilot's feet. The transmission of the rotational movement of the crankset would be ensured by any mechanical means suitable for this purpose, but preferably by a chain, of the bicycle type, driving a toothed pinion fixed on the input shaft 69 of the angle gearbox 65. If the installation is double, therefore two pedals and a toothed pinion on each side of the input shaft 69, we will make sure, at the time of mounting the drive chains, that the two pedals are offset from each other by 90 degrees to avoid dead spots. One can also mount, on the input shaft 69, two sprockets with freewheel teeth, which will give each pilot the freedom to stop pedaling without forbidding his teammate. The freewheel 137 can always be put in place, especially if the two toothed pinions fixed on the input shaft 69 are not themselves equipped with a freewheel. In the case of this variant using a crankset, the pilot will continue to orient the rudders by acting on any manual system, steering wheel or tilting bar, followed by the same principle of transmission of the movement, towards the rudders, as described previously.

The rest of the device according to the invention does not change, there is always, and mainly, an inertia flywheel 117 or 186 driven in rotation by one of the rotating elements of the mechanism of the device, this element located between the bevel gearbox 65 and the propeller 142 or 225 propelling the device. In this case, it is preferable that the flywheel drive point is taken from the fastest rotating shaft, namely: the main shaft 134. In all cases of variants of the device according to the invention, it is not an obligation that the freewheel 137 is installed in the small pulley 136, the important thing being that it is located between the bevel gearbox 65 and the large pulley 135 or the large angle pinion 195. Thus the pilot can stop maneuvering without preventing the flywheel from continuing to turn and therefore driving the propeller 142 or 225.

According to a variant and without departing from the scope of the invention, the apparatus according to the invention, and in its electric versions, as shown in FIGS. 13, 14 and 15, can be equipped with a rotation reverser of the electric motor 217. In this case, it This involves installing, on the dashboard 179, an electrical reversing control unit making it possible to turn the electric motor 217 in the other direction. Thus, this reversal of rotation of this motor and therefore of the propeller 142, will constitute an effective means for slowing down the advance of the apparatus and even for being able to reverse. The opposite rotation of this propeller will produce a lower but clearly sufficient thrust. However, it will be essential to install a brake system, on the propeller shaft 214 or on the shaft 220 of the electric motor 217, making it possible to stop the rotation of this electric motor before starting it in the opposite direction. This brake system can be, at any point, similar to the system already provided on the front of the main shaft 134 and comprising the disc 165 and the brake 166, and to the control located between the two seats 4 comprising the assembly parts: 168, 169, 170, 171 and 172.

It is therefore understood that the device according to the invention makes it possible to minimize the muscular efforts to be produced by the pilot or pilots and to regulate the advance of the machine on which it is mounted, and this thanks to the flywheel which has regulator and energy accumulator functions.

This flywheel gradually accumulates an increasingly large force as its speed is increased by the multiplication system with pulleys and belts.

This force, in reserve, can be restored at any time and particularly during the disengagement of the control means, that is to say when the pilot or pilots decrease or cease to produce forces by actuating the control rod or bars. The flywheel allows the propeller to continue to rotate when the crank goes through neutral, and especially when there is only one pilot.