WO1999058397A1 - Rowing oar - Google Patents
Rowing oar Download PDFInfo
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- WO1999058397A1 WO1999058397A1 PCT/AU1999/000337 AU9900337W WO9958397A1 WO 1999058397 A1 WO1999058397 A1 WO 1999058397A1 AU 9900337 W AU9900337 W AU 9900337W WO 9958397 A1 WO9958397 A1 WO 9958397A1
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- Prior art keywords
- blade
- shaft
- oar
- longitudinal axis
- section
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Classifications
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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
- B63H16/04—Oars; Sculls; Paddles; Poles
Definitions
- This invention relates to the design, from the hydrodynamic aspect rather than the structural aspect, of rowing oars, with emphasis on oars used in racing rowing boats or shells.
- Rowing and paddling have been used over centuries to propel various classes of water craft, making use only of human muscle power. Each of these activities require the use of one or more "paddles” in the case of canoeing or kayaking and two or more "oars” in the case of rowing. Paddles may be single ended or single bladed, as used in the Canadian canoeing style, or double ended as used in kayaks. Racing oars are generally referred to as "sculling oars” or “sculls” when the rower uses two oars, one on either side of the boat, and controls each with one hand; they are referred to as sweep oars or "sweeps" when the rower controls only one oar, using both hands. Clearly to preserve a reasonable degree of directional stability an even number of rowers must be boated when using sweep oars, the conventional numbers being two, four, and eight. In sculling the conventional numbers are one, two and four.
- Single ended paddles and oars have much in common as far as shape is concerned; each consists of an essentially straight shaft or loom at one end of which is a handle and at the other end of which is a blade. These three elements can loosely be considered to lie in a single plane.
- the length of the blade (measured parallel to the shaft axis) is almost universally greater than its width, generally several times greater, and the width is many times greater than its thickness, typically more than ten times.
- the blade areas of paddles and sculling oars are not greatly different, despite the very different techniques employed in their use.
- the paddler In paddling the paddler sits or kneels in the craft, facing forwards, and the only forces on the paddle are the water reaction force on the blade, and the paddler's hand force on the handle. He thus has complete control over the motion of the paddle, generally aiming to keep the blade as vertical as possible, and at right angles to the craft longitudinal axis, and close to the side of the craft to minimise directional deviation. With this technique the blade acts as a "drag device", the relative motion between water and blade being effectively normal to the blade surface. This motion, while creating force on the blade, causes much turbulence and energy loss.
- the rower In contrast to the paddler, who faces forwards, the rower sits facing the stern of the boat or craft. Also the oar is supported in a "rowlock" at a point along the oar shaft about one quarter to one third of the overall length of the oar from the handle.
- the rowlock which is located on the craft's gunwale or on a "rigger” which is a lateral extension of the gunwale, allows rotation of the oar about a vertical axis, rotation about a horizontal axis normal to the longitudinal shaft axis, and rotation about the longitudinal shaft axis. These axes intersect effectively at the centre of the rowlock, at which point no translational motion of the shaft, relative to the craft, can occur. The kinematics of the oar motion is thus more restricted than it is in the case of the paddle.
- the complete rowing cycle is termed the "stroke” which consists of a “power phase” and a “recovery”.
- the power phase is initiated by the “catch” when the blade is accelerated and dropped quickly into the water, force then continually being applied with the blade in the "thrust position” until the “finish", where the blade is extracted, and the recovery begins.
- the blade is "feathered” i.e. placed almost parallel to the water, and the recovery continues until the catch position is nearly reached when the blade is "squared” i.e. turned normal to the water surface, preparatory to the next catch.
- the total angular rotation of the oar during the power phase is about 90° to 100°; 60° from the catch to where the shaft is at 90° to the craft longitudinal axis, i.e. at the "square-off" position, and 30° to 40° beyond this square- off position to the finish.
- the force exerted on a flat plate when immersed in water and moved in a direction normal to the plate surface is not greatly influenced by the shape of the plate, but is dependant on its area.
- the blade behaves as a crude hydrofoil or wing in the early part of the stroke, the flow stalling with the advent of excessive angle of attack, effectively relegating the blade to being no more than a drag device.
- a flat plate or flat blade is not nearly as effective as a cambered or curved one for producing large amounts of "lift", the camber causing the blade to behave much more like a conventional aircraft wing. (In the case of a blade the "wing" lies in a substantially vertical rather than a horizontal plane.)
- East German Patent 216 907 (Buchmann and Kuhnhard) is disclosed a concept for a bent shaft, the bend being such that a straight line from the handle cross section, extended through the shaft cross section at the rowlock, would pass through the centre of pressure of the blade. At the same time this design allows the junction of the shaft and blade to be close to the top edge of the blade.
- bent shafts have been discouraged by the world rowing body FISA, presumably on the grounds of the additional manufacturing cost of shafts and resulting increased price of oars.
- German Patent 35 34 466 disclosed a "rowing apparatus" claiming to improve performance over current levels, its novelty residing in two main features: Firstly, a unique rowlock assembly which restricted the motion of the oar shaft, particularly in that the oar could not rotate about its longitudinal axis (thereby preventing feathering of the blade), and in that the rower could not slide the oar lengthwise in the rowlock; and secondly, a blade having a high aspect ratio.
- US Patent 4,737,126 discloses such a winged blade section, and the inventors state that their "invention is not restricted to canoe paddles, but can also be applied in conjunction with oars".
- the modified paddling technique is well described in this patent, along with a discussion of some test results.
- Australian Patent Application 26211/92 discloses a Macon style blade of part aerofoil cross section, and states that the "invention relates to paddles, which expression includes oars and similar propulsion devices.”
- Netherlands Patent 9100967 discloses a blade for oars, the blade having an aerodynamic profile in longitudinal cross sections parallel to the shaft axis and normal to the general plane of the blade.
- One embodiment includes a "slot" at the leading edge of the blade, as found in the leading edge of wings in some aircraft. In aircraft so equipped it is usual to have the most forward wing portion retractable rearwards to close the slot, returning the wing cross section to a more conventional shape.
- the use of slots in aircraft wings is to provide greater lift when taking off or landing at low speeds. In general however, the "drag", or resistance to forward motion, is increased, and in the case of an oar blade, it is possible that the lift may be increased, but at the same time the efficiency is not.
- the present invention seeks to improve the efficiency of oars over that currently obtainable.
- a quantitative methodology is taught for determining the three dimensional shape of the blade and blade shaft interface according to the present invention which takes into account all the pertinent variables governing blade efficiency, including aspect ratio and the angular inclination of its chord line of the blade cross section from the shaft longitudinal axis.
- the present invention consists in an oar for rowing a boat, the oar comprising a shaft with a longitudinal axis and a blade fixed at one end of the shaft, in use the blade adapted to engage water in a substantially vertically aligned thrust position, the geometry of the blade in the thrust position comprising at least one horizontal cross sectional form, characterised in that the at least one horizontal cross sectional form is an aerofoil section with a curved camber line and a substantially varying thickness profile along the longitudinal extent of its chord line, the chord line being substantially angularly offset from the longitudinal axis of the shaft, the aerofoil section defined by an upper and lower surface, the curvature of the upper surface being greater than the iower surface, the longitudinal axis of the shaft intersecting the chord line of the aerofoil section.
- the upper surface is convex and the lower surface is concave.
- a tangent to the camber line is substantially angularly offset from the longitudinal axis of the shaft at the extremity of the camber line remote from the shaft.
- the aspect ratio of the blade is greater than 0.7.
- the aspect ratio of the blade is greater than 1.0.
- the blade geometry comprises at least two aerofoil sections, the angular offset of the chord lines of the at least two aerofoil sections being different, resulting in the blade being twisted in shape.
- the blade geometry comprises at least two aerofoil sections, the thickness profile of at least two aerofoil sections being different, resulting in the blade being non-prismatic.
- the shaft is substantially circular in cross section and the longitudinal axis of the shaft passes through the centre of each circular shaft cross section.
- the shaft is non-circular in at least one cross section and the longitudinal axis of the shaft passes through the centroid of the at least one non-circular cross section.
- the at least one non-circular cross section of the shaft is an elliptical or tear-drop shaped aerofoil section.
- the longitudinal axis of the shaft is straight when the shaft is unloaded.
- the longitudinal axis of the shaft is curved when the shaft is unloaded.
- the longitudinal axis of the shaft comprises two substantially straight portions which are mutually angularly offset when the shaft is unloaded.
- the oar further comprises a handle at the opposite end of the shaft to the blade.
- the longitudinal axis of the shaft is curved in an S-shape over a portion of its length adjacent to the handle when the shaft is unloaded.
- centroid of a cross section of the handle is offset from the longitudinal axis of the shaft in the vicinity of the handle.
- the offset is a substantially vertical offset when the blade is in the thrust position. It is preferred that the cross section of the handle is substantially circular and has a centre corresponding to the centroid.
- a sleeve surrounds the shaft in the region of the shaft between the blade and the handle, the sleeve comprising a substantially vertical reaction surface when the blade is in the thrust position, and a straight line extending from the top surface of the handle to the centre of pressure of the blade in the thrust position lies substantially within the vertical extent of the vertical reaction surface of the sleeve.
- chord line of the at least one aerofoil section is angularly offset from the longitudinal axis of the shaft by an angle greater than 10 degrees.
- chord line of the at least one aerofoil section is angularly offset from the longitudinal axis of the shaft by an angle greater than 15 degrees.
- the shaft is faired into the lower surface of the aerofoil section of the blade, adjacent to the top edge of the blade when the blade is in the thrust position.
- the longitudinal axis of the shaft intersects the chord line of the at least one aerofoil section at an intersection point which has a distance of greater than one quarter of the length of the chord line from the leading edge of the aerofoil section.
- the longitudinal axis of the shaft intersects the chord line of the at least one aerofoil section at an intersection point which has a distance of greater than one third of the length of the chord line from the leading edge of the aerofoil section.
- the blade and shaft material comprises of at least one of carbon fibre, boron fibre, fibre glass, plastic or timber.
- the handle material comprises of at least one of carbon fibre, boron fibre, fibre glass, plastic or timber.
- the present invention consists in a blade for an oar for rowing a boat, in use the blade adapted to engage water in a substantially vertically aligned thrust position, the geometry of the blade in the thrust position comprising at least one horizontal cross sectional form, characterised in that the at least one horizontal cross sectional form is an aerofoil section with a curved camber line and a substantially varying thickness profile along the longitudinal extent of its chord line, the aerofoil section defined by an upper and lower surface, and the curvature of the upper surface being greater than the lower surface.
- the upper surface is convex and the lower surface is concave.
- the blade is adapted for fixing to one end of a shaft, such that the chord line is substantially angularly offset from the longitudinal axis of the shaft, and the longitudinal axis of the shaft intersects the chord line of the aerofoil section.
- a tangent to the curved camber line is substantially angularly offset from the longitudinal axis of the shaft at the extremity of the curved camber line remote from the shaft.
- the aspect ratio of the blade is greater than 0.7.
- the aspect ratio of the blade is greater than 1.0.
- the blade geometry comprises at least two aerofoil sections, the angular offset of the chord lines of the at least two aerofoil sections being different, resulting in the blade being twisted in shape.
- the blade geometry comprises of at least two aerofoil sections, the thickness profiles of the at least two aerofoil sections being different, resulting in the blade being non-prismatic.
- the shaft is substantially circular in cross section and the longitudinal axis of the shaft passes through the centre of each circular shaft cross section. In another embodiment it is preferred that the shaft is non-circular in at least one cross section and the longitudinal axis of the shaft passes through the centroid of the at least one non-circular cross section.
- the at least one non-circular cross section of the shaft is an elliptical or tear-drop shaped aerofoil section.
- chord line of the at least one aerofoil section is angularly offset from the longitudinal axis of the shaft by an angle greater than 10 degrees.
- chord line of the at least one aerofoil section is angularly offset from the longitudinal axis of the shaft by an angle greater than 15 degrees.
- the shaft is faired into the lower surface of the aerofoil section of the blade, adjacent to the top edge of the blade when the blade is in the thrust position.
- the longitudinal axis of the shaft intersects the chord line of the at least one aerofoil section at an intersection point which has a distance of greater than one quarter of the length of the chord line from the leading edge of the aerofoil section.
- the longitudinal axis of the shaft intersects the chord line of the at least one aerofoil section at an intersection point which has a distance of greater than one third of the length of the chord line from the leading edge of the aerofoil section.
- the blade material comprises of at least one of carbon fibre, boron fibre, fibre glass, plastic or timber.
- the present invention consists in an oar for rowing a boat, the oar comprising a shaft with a longitudinal axis, a blade and a handle, the blade fixed at one end of the shaft and the handle fixed at the opposite end of the shaft, in use the blade adapted to engage water in a substantially vertically aligned thrust position, the geometry of the blade in the thrust position comprising at least one horizontal cross sectional form, the at least one horizontal cross sectional form being an aerofoil section with a curved camber line and a substantially varying thickness profile along the longitudinal extent of its chord line, the chord line being substantially angularly offset from the longitudinal axis of the shaft, the aerofoil section defined by an upper and lower surface, the curvature of the upper surface being greater than the lower surface, a sleeve surrounding the shaft in the region of the shaft between the blade and the handle, the sleeve comprising a substantially vertical reaction surface when the blade is in the thrust position, characterised in that a straight line extending
- the present invention consists in an oar for rowing a boat, the oar comprising a shaft with a longitudinal axis, a blade and a handle, the blade fixed at one end of the shaft and the handle fixed at the opposite end of the shaft, in use the blade adapted to engage water in a substantially vertically aligned thrust position, the geometry of the blade in the thrust position comprising at least one horizontal cross sectional form, the at least one horizontal cross sectional form being an aerofoil section with a curved camber line and a substantially varying thickness profile along the longitudinal extent of its chord line, the chord line being substantially angularly offset from the longitudinal axis of the shaft, the aerofoil section defined by an upper and lower surface, the curvature of the upper surface being greater than the lower surface, characterised in that the longitudinal axis of the shaft is curved in an S-shape over a portion of its length adjacent to the handle when the shaft is unloaded.
- Fig. 1 shows a representative aerofoil cross section, along with its mean line or camber line, its chord line, the lift force and drag force directions at a representative angle of attack ⁇ ';
- Fig. 2 is a representative graph showing the variation of lift coefficient CL with angle of attack ⁇ '. This graph also shows the variation of the ratio CD/CL with angle of attack ⁇ '. C D being the drag coefficient.
- Fig. 3 is a similar graph to that in Fig. 2, but representative for a blade of aspect ratio
- Fig. 4 is a "configuration diagram" showing the disposition of the longitudinal oar shaft axis relative to the boat longitudinal axis, the angular disposition of the blade chord line direction with respect to the longitudinal oar shaft axis, and the direction of water flow relative to the chord line of the blade.
- the acute angle between these latter directions is the angle of attack ⁇ '.
- the lengths of the lines in this figure are arbitrary;
- Fig. 5 is a "velocity vector diagram" corresponding to the configuration diagram in Fig.
- Fig. 6 shows the path taken by a point at the mid length of a blade relative to a stationary point on the water surface, during the power phase of the stroke.
- the directions of the oar shaft at the catch and the finish are shown as well as the direction in which the boat is moving.
- Fig. 7 shows the oar in side elevation when in the thrust position according to the present invention
- Fig. 8 shows the oar in Fig. 7 in plan view
- Fig. 9 shows an enlarged view of the blade, in elevation and plan, along with representative cross sections
- Figs. 10 - 11 show two possible arrangements of the junction of the handle and the shaft
- Fig. 12 shows a second embodiment of the oar where the shaft longitudinal axis is curved over most of its length
- Fig. 13 shows a third embodiment of the oar where the shaft longitudinal axis is curved over a portion of its length adjacent to the handle;
- Fig. 14 shows a fourth embodiment of the oar where the shaft longitudinal axis comprises two substantially straight portions which are mutually angularly offset; and Fig. 15 shows an enlarged view of an alternative embodiment of the blade, in elevation and plan, along with representative cross sections.
- Fig. 1 the typical aerofoil section shown is characterised by curved mean line or camber line 1 , its leading edge 2, trailing edge 3, lower surface 4 (which may be convex or concave according to aeronautical engineering practice), upper surface 5 and chord line 6.
- Camber line 1 and chord line 6 both extend between leading edge 2 and trailing edge 3.
- the direction of fluid flow relative to the section is indicated by arrowed line 7, and the angle of attack ⁇ ' is the acute angle between line 7 and chord line 6.
- Lift force 8 and drag force 9 are respectively normal to and parallel to line 7 and intersect at centre of pressure 10.
- Lower and upper surfaces 4 and 5 are so disposed that at any point on the camber line they are equidistant from it. Since camber line 1 is curved in an upwardly convex fashion, the curvature of upper surface 5 is greater than the curvature of lower surface 4. Moreover upper surface 5 is convex and lower surface 4 is concave.
- the amount of camber is generally expressed as a percentage of the chord length, and is the maximum deviation of the camber line from the chord line.
- maximum wing thickness is generally expressed as a percentage of chord length, and is referred to as the "wing thickness ratio”.
- Fig. 2 corresponds to a wing with an aspect ratio of 0.5, which matches very closely with that in current Big Blade oar designs.
- the curves in Fig. 3 correspond to a wing with an aspect ratio of 1.5.
- point 13 is the rowlock and arrowed line 14 is the direction of motion of both boat and rowlock relative to a stationary point in or on the surface of the water.
- Line 6 is the chord line or a line parallel to the chord line of the blade passing through centre of pressure 23. It is convenient for the purposes of this analysis to assume that the junction of the shaft and blade is such that longitudinal axis 12 passes through centre of pressure 23. During the power phase of the stroke, the distance from the leading edge of the blade to the centre of pressure may vary, but not to any significant extent.
- the chord line as shown in the diagram is angularly disposed to shaft longitudinal axis 12 by the amount ⁇ .
- Arrowed lines 15 and 16 are the directions of the lift force F L and of the drag force F D respectively, both of which pass through centre of pressure 23. Since the drag force is parallel to the water flow direction relative to the chord line, it follows that the angle ⁇ ' between lines 6 and 16 is the angle of attack pertaining for this particular configuration. Lift force direction line 15 is perpendicular to line 16.
- line 14 gives the direction of the boat motion, it is parallel to the boat's longitudinal axis and subtends angle ⁇ with oar shaft longitudinal axis 12.
- the acute angle between direction 14 and arrowed line 16 (showing the direction of water flow relative to chord line 6) is denoted by ⁇ as shown.
- point 17 is a point of zero velocity and line 17- 31 represents, to some scale, the velocity vector of rowlock 13.
- the line 31 -32 likewise represents the velocity vector of centre of pressure 23 relative to rowlock 13.
- the direction from 31 to 32 implies, that at the instant under consideration, angle ⁇ is increasing i.e. the oar shaft axis 12 is moving towards the "square-off" position in the power phase.
- Line 17-32 represents the velocity vector of centre of pressure 23 of the blade relative to the fixed body of water. It can be construed as the "velocity of attack" in conjunction with the angle of attack '. Point 32 is established by virtue of the fact that 17-32 is parallel to 16 and 31 -32 is normal to 12, since point 23 is rotating about rowlock 13, and distance 13-23 is fixed.
- Line 17-58 represents the velocity vector of a plate blade, with no angular offset relative to the shaft, and moving freely in the water i.e. both ⁇ and ⁇ ' would be zero.
- Blade surface finish affects the magnitude of the drag coefficient, and a rough surface finish can increase Co by as much as 10%. It is assumed in what follows, that all blades are smoothly finished, and that in comparisons the surface finish effects are neutral.
- Blade loads are fairly well known from strain gauge measurements carried out on oars used by rowers in semi racing situations. Such blade force measurements are variable, simply because the rowers vary in their physical make up, and it is in order to use average values.
- Blade area can be assumed, as can the amount of chord line angular offset . Finally some particular value of aspect ratio must also be assumed. The efficiency of the oar at various angular positions relative to the boat centre line, indicated by the angle ⁇ , can now be calculated.
- chord line offset angle ⁇ are beneficial in the range 10° to 40°.
- a further benefit is that a larger value of ⁇ enables the oar to get closer to the square off position before the blade stalls, thereby extending the range of efficient operation.
- the effect of increasing the aspect ratio is also significant, the increase in efficiency being about 2% for an increase in aspect ratio from 0.5 to 1.0, and about 3% for an increase from 0.5 to 1.5.
- the increase in efficiency is achieved for aspect ratios greater than 0.7, with most improvement in efficiency being found for aspect ratios greater than 1.0.
- These increases in efficiency are due mainly to the smaller values of C D /C L associated with the higher values of aspect ratio (refer to Figs. 2 and 3).
- the efficiency increases due to large values of ⁇ and due to use of relatively high aspect ratio are cumulative, i.e. an oar with a blade of given aerodynamic cross section having an aspect ratio of 0.5 and zero chord line offset angle ⁇ can be up to 5% less efficient than one with an aspect ratio of 1.5 and a chord line offset angle ⁇ of about 20°.
- blade areas and blade loads are assumed equal.
- the efficiencies vary by up to 5% during the early to middle position of the power phase, after stall the efficiencies will be equal, as blade areas have been assumed equal.
- the efficiency at the square-off position is approximately 75%-80%, for both sculling and sweep oars, and maximum efficiency values earlier in the stroke are in the vicinity of 85% again for both sculling and sweep oars.
- the aerofoil characteristics used have been based on those of aerofoils with known characteristics, determined in wind tunnel tests, but with the C and CD values transformed to account for each of the differing aspect ratios assumed for the blade.
- a fully instrumented water tank testing rig has been constructed to permit the determination of C and CD values for any prescribed shape of blade, when moving in a range of circular paths of differing radius.
- a further advantage accruing from the experimental determination of the CL and C D values, is that it automatically takes account of the blade upper edge being very close to the water surface.
- an oar with a tapered blade with a fair degree of camber, and having a small thickness to chord ratio, an aspect ratio between one and two, and a small amount of twist to reduce vortex shedding may be suitable.
- Figs. 7 and 8 show an oar with a blade as just described and having a substantial chord line offset angle ⁇ relative to shaft longitudinal axis 12.
- the oar comprises blade 18, shaft 33, sleeve and collar assembly 20 and handle 21.
- Line 22 represents the water surface, and the relative positions of the blade, the shaft, and the water surface are as might be expected with the oar in the thrust position during the power phase of a stroke.
- the blade 18 has more camber in regions close to its upper edge 29 than in the region near the lower edge 37, as can be seen in reference to Fig. 9.
- Sections A-A and B-B of this figure also show that the chord lines 35 and 36 of aerofoil sections A- A and B-B suffer an anticlockwise twist relative to chord line 34.
- Chord line 34 corresponds to aerofoil section C-C (not shown in a sectional view) adjacent to upper edge 29 of blade 18, but prior to the partial corruption of aerofoil section C-C by the junction of blade 18 with shaft 33.
- the above mentioned twist increases gradually from the upper edge 29 to the lower edge 37 of the blade.
- All cross sections of the blade are seen to have different aerofoil shapes, and different chord lengths, and there is a twist in the blade about an axis parallel to the leading edge 2 in Fig. 9. Further, and quite clearly, the blade is non-prismatic and has an aspect ratio of approximately 1.5.
- the blade volume is kept reasonably small, as the buoyancy effect, if excessive, interferes with the comfortable handling of the oar on the rowers part. Since for a given thickness to chord ratio for a blade section, the area varies as the square of the chord length, short length blades reduce this effect.
- shaft 33 is straight, but axis 38 of handle 21 is substantially vertically offset relative to shaft longitudinal axis 12 during the power phase, as shown in Figs. 7, 10 and 11.
- Figs. 7, 10 and 11 Many different cross sectional shapes of shaft and handle are possible, and one combination of such cross sections is shown in Fig. 10, where both cross sections are non-circular.
- One preferred cross sectional shape for the shaft is a horizontally aligned ellipical or tear-drop aerofoil section (not shown).
- the most preferred embodiment from a manufacturing point of view is shown in Fig. 11 , where both shaft and handle cross sections are circular.
- the centroidal axis 38 of the handle cross section is substantially vertically offset above the centroidal axis 12 of the shaft cross section when the oar is in the power phase.
- the sleeve portion of sleeve and collar assembly 20 is D shaped in cross section with the flat reaction surface of the D substantially vertical in the power phase and bearing against a vertical surface in the rowlock gate.
- Line 24 extended from the top surface 41 of handle 21 to centre of pressure 23 of blade 18 is arranged to lie within the vertical extent of the flat, substantially vertical, reaction surface 42 of sleeve 20, (see Fig.
- handle offset is relatively small (typically 20 to 50 mm) it is adequate to bring about the desired outcome. This approach does not require shaft 33 to be bent.
- Sweep oars and also sculling oars currently vary relatively little in length, such variations as do occur generally being accounted for by choice on the part of the rower, depending either on physical build e.g. whether light or heavyweight, male or female, or on the class of boat, the faster boats tending to have longer oars than the slower ones.
- chord angle offset ⁇ Due to the significant chord angle offset ⁇ in the present invention resulting in a reduced hand input force for a given blade load, it is anticipated the optimum length of the oar, from an ergonomic point of view, will be from zero to 8% greater in length than those now in use.
- oar depicted in Figs. 7 and 8 would be for use on the left-hand or port side of the boat. Obviously the oar for use on the right-hand or starboard side of the boat would be manufactured to the opposite hand.
- the present invention has been described in reference to oar shafts which have a longitudinal axis 12 which is essentially straight in the elastically undeflected (ie. unloaded) state.
- a longitudinal axis 12 which is essentially straight in the elastically undeflected (ie. unloaded) state.
- the use of curved or bent shafts is discouraged for international competitions, moreover the cost of such shafts is higher than for straight shafts.
- application of the present invention is not precluded for the case of shafts with a curved or bent longitudinal axis. If a certain degree of concave-upwards bend in the shaft is employed, the required degree of vertical offset between the shaft and handle axes is reduced and, if a sufficient degree of curvature or bend is employed, this offset could be set to zero or even negative (ie. the axis of the handle is offset a below the axis of the shaft) in certain circumstances.
- Fig. 12 shows a second embodiment of the oar according to the present invention where the shaft longitudinal axis has a concave-upwards curvature over most of its length and therefore zero relative offset of the handle centroid is possible from a practical viewpoint.
- a straight line 43 extending from the top surface 44 of handle 45 to centre of pressure 23 of blade 18 lies substantially within the vertical extent of the vertical reaction surface 46 of sleeve 47.
- Fig. 13 shows a third embodiment of the oar according to the present invention where shaft longitudinal axis 12 is curved in an S-shape over a portion of its length 51 adjacent to handle 45.
- Fig.14 shows a fourth embodiment of the oar according to the present invention where the shaft longitudinal axis comprises two substantially straight portions 52 and 53 which are mutually angularly offset by an angle ⁇ (typically 2° to 3°) in a region adjacent to sleeve 47.
- ⁇ typically 2° to 3°
- a straight line 43 extending from the top surface 44 of handle 45 to centre of pressure 23 of blade 18 is arranged to lie substantially within the vertical extent of the vertical reaction surface 46 of sleeve 47.
- the S-shape of the shaft in the case of the third embodiment and the angular offset (or bend) of the shaft in the case of the fourth embodiment results in zero relative offset of the handle centroid being again possible from a practical viewpoint.
- Fig. 15 shows an alternative embodiment of the blade.
- the aerofoil sections of the blade have a lesser thickness than that shown in Fig. 9.
- the intersection point 19 between the longitudinal axis 12 of shaft 33 and chord line 34 of aerofoil section D-D of blade 18 is shown to occur much further from the leading edge 2 of the aerofoil section (in this case approximately 85% of the length of chord 34 from leading edge 2).
- the choice of the position of intersection point 19 on the chord line of the relevant aerofoil section is dependent on many factors relating to the practical "rowability" of the oar and its hydrodynamic efficiency during the power phase of the stroke.
- fairing 55 at the junction of shaft 33 and blade 18 is designed to direct water flow under shaft 33 rather than over the top of the blade during the power phase of the stroke. It can be seen in Fig.15 that fairing 55 commences only about halfway along the blade from leading edge 2. The more "rearward" positioning of the shaft-blade junction means that there is no gap similar to gap 27 as shown in Fig. 9.
Abstract
Description
Claims
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
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AU36917/99A AU3691799A (en) | 1998-05-08 | 1999-05-07 | Rowing oar |
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
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AUPP3411A AUPP341198A0 (en) | 1998-05-08 | 1998-05-08 | Rowing oar |
AUPP3411 | 1998-05-08 | ||
AUPP8951A AUPP895199A0 (en) | 1999-03-02 | 1999-03-02 | Improved rowing oar |
AUPP8951 | 1999-03-02 |
Publications (1)
Publication Number | Publication Date |
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WO1999058397A1 true WO1999058397A1 (en) | 1999-11-18 |
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Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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PCT/AU1999/000337 WO1999058397A1 (en) | 1998-05-08 | 1999-05-07 | Rowing oar |
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WO (1) | WO1999058397A1 (en) |
Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DD216907A1 (en) * | 1983-08-22 | 1985-01-02 | Univ Berlin Humboldt | SPORT ROWING |
DE3534466A1 (en) * | 1985-09-27 | 1986-05-15 | Jörg 3050 Wunstorf Flemming | Rudder propulsion for a watercraft |
US4737126A (en) * | 1984-06-27 | 1988-04-12 | Stefan Lindeberg | Paddle |
NL9100967A (en) * | 1991-06-06 | 1993-01-04 | Gunsteren & Gelling Marine Pro | Oar or canoe paddle with improved form of blade |
RU2057685C1 (en) * | 1992-06-30 | 1996-04-10 | Андрей Юрьевич Воржев | Oar for sports rowing |
-
1999
- 1999-05-07 WO PCT/AU1999/000337 patent/WO1999058397A1/en active Application Filing
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DD216907A1 (en) * | 1983-08-22 | 1985-01-02 | Univ Berlin Humboldt | SPORT ROWING |
US4737126A (en) * | 1984-06-27 | 1988-04-12 | Stefan Lindeberg | Paddle |
DE3534466A1 (en) * | 1985-09-27 | 1986-05-15 | Jörg 3050 Wunstorf Flemming | Rudder propulsion for a watercraft |
NL9100967A (en) * | 1991-06-06 | 1993-01-04 | Gunsteren & Gelling Marine Pro | Oar or canoe paddle with improved form of blade |
RU2057685C1 (en) * | 1992-06-30 | 1996-04-10 | Андрей Юрьевич Воржев | Oar for sports rowing |
Non-Patent Citations (4)
Title |
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DERWENT ABSTRACT, Accession No. 1981-C8301D/13, Class Q24; & SU 749730 A (RUMYANTSEV) 28 July 1980. * |
DERWENT ABSTRACT, Accession No. 1981-H2690D/32, Class Q24; & DD 148207 A (ELSCHNER) 13 May 1991. * |
DERWENT ABSTRACT, Accession No. 1983-A8929K/03, Class Q24; & SU 908654 A (GRITCHIN) 5 March 1982. * |
DERWENT ABSTRACT, Accession No. 1997-019416/02, Class Q24; & RU 2057685 C1 (VORZHEV) 10 April 1996. * |
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