WO2008062259A1 - Rame de bateau ayant une structure à ouvertures - Google Patents

Rame de bateau ayant une structure à ouvertures Download PDF

Info

Publication number
WO2008062259A1
WO2008062259A1 PCT/IB2006/054431 IB2006054431W WO2008062259A1 WO 2008062259 A1 WO2008062259 A1 WO 2008062259A1 IB 2006054431 W IB2006054431 W IB 2006054431W WO 2008062259 A1 WO2008062259 A1 WO 2008062259A1
Authority
WO
WIPO (PCT)
Prior art keywords
shaft
tube
oar
boat
set forth
Prior art date
Application number
PCT/IB2006/054431
Other languages
English (en)
Inventor
Stephen J. Davis
Roberto Gazzara
Original Assignee
Prince Sports, Inc.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Prince Sports, Inc. filed Critical Prince Sports, Inc.
Priority to PCT/IB2006/054431 priority Critical patent/WO2008062259A1/fr
Publication of WO2008062259A1 publication Critical patent/WO2008062259A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H16/00—Marine propulsion by muscle power
    • B63H16/04—Oars; Sculls; Paddles; Poles

Definitions

  • the present invention relates to a composite structure for a boat oar.
  • Wood has been a convenient and traditional material to use but is limited in strength and weight.
  • the wood oar is solid and can be made from a multi ply lamination in order to improve strength.
  • U.S. Pat. No. 4,303,402 to Gooding describes a light weight paddle or oar with a hollow tubular shaft made from aluminum or foam injected plastic.
  • Composite materials are attractive alternatives to wood, because there exists a large selection of fiber types and resin types, the combinations of which can produce a multitude of options suitable for replacement to wood. These composite structures have the advantage of being stiffer, stronger, and less susceptible to environmental changes than wood.
  • the typical construction for the shaft of a composite oar is a single tube made from carbon fiber reinforced epoxy. These shafts are typically round in cross section and continuous and attach the blade on one end and a handle on the other end. In some cases, the shaft may have a bend or curvature to it. There is no aerodynamic advantage to this type of design.
  • the present invention substantially fulfills this need.
  • the present invention is a boat oar where the shaft is formed of a single, hollow tube having at least one, and preferably a series, of "ports" that extend through the hollow shaft tube.
  • the ports provide specific performance advantages.
  • Each port has a peripheral wall that extends between opposed holes in the hollow shaft tube. The opposite ends of each port are bonded to the shaft tube.
  • the wall forming the port, which extends between opposite sides of the shaft tube, preferably is shaped to act as opposing arches which provide additional strength, stiffness, comfort, and aerodynamic benefits.
  • the boat oar system according to the present invention substantially departs from the conventional concepts and designs of the prior art and in doing so provides an apparatus primarily developed for the purpose of improved aerodynamics, strength and appearance.
  • the present invention is designed to provide a combination of tailored stiffness, greater strength, light weight, greater comfort, improved aerodynamics, and improved aesthetics over the current prior art.
  • the present invention provides an improved boat oar system.
  • the present invention provides a new and improved boat oar system which may be easily and efficiently manufactured.
  • the present invention provides a new and improved boat oar system which is of durable and reliable construction.
  • the present invention provides a new and improved boat oar system which may be manufactured at a low cost with regard to both materials and labor.
  • the present invention further provides a boat oar system that can provide specific stiffness zones at various orientations and locations along the length of the shaft.
  • the present invention provides an improved boat oar system that has superior strength and fatigue resistance.
  • the present invention provides an improved boat oar system that has improved shock absorption and vibration damping characteristics.
  • the present invention provides an improved boat oar system that has improved aerodynamics.
  • the present invention provides an improved boat oar system that has a unique look and improved aesthetics.
  • the present invention provides a new and improved boat oar system made with a single tube design, where apertures, i.e., "ports,” that extend through opposed holes in the shaft tube act, and preferably are shaped as double opposing arches to provide a means of adjusting the stiffness, resiliency, strength, comfort, and aerodynamics of the implement.
  • Figure 1 is a front elevational view of a boat oar constructed in accordance with the principles of the present invention.
  • Figure 2 is an exploded side view of the boat oar shown in Figure 1.
  • Figure 3 is a front view of a portion of a prepreg tube during formation of the shaft of Figs. 1-2.
  • Figure 4 is an isometric view of the prepreg tube of Fig. 3 during a subsequent step in forming the shaft.
  • Fig. 5 is a front view of the prepreg tube of Fig. 4 during a subsequent step in forming the shaft.
  • Fig. 6 is a sectional view of the prepreg tube of Fig. 5, taken in the direction of arrows 6-6 of Fig.
  • Fig. 7 is a side view of the prepreg tube of Fig. 5 during a subsequent step in the formation of the shaft.
  • Fig. 8 is an enlarged, isometric view of a portion of the shaft of Figs. 1-2 after molding.
  • Figure 9 is a sectional view of a portion of the shaft, taken in the direction of arrows 9-9 in Figure
  • Figure 10 shows an alternative example of how multiple ports could be formed in a single location.
  • Figure 1OA is an isometric cutaway view of a section of the shaft of Figure 10.
  • Figure 1OB is a cross sectional view taken along the lines 10B- 1OB of Figure 1OA.
  • Figures 11-11 A- 11 B- HC show various shapes of ports.
  • Figures 12-13 are perspective views illustrating a process for forming a frame member of two different materials.
  • the present invention is a composite boat oar 10.
  • the oar 10 features geometric shapes in the shaft for improving its flexibility, strength and other performance characteristics.
  • the oar 10 comprises a shaft 12, a handle 14, and a blade 34.
  • the shaft 12 is tubular and fabricated of multiple layers of aligned carbon filaments held together with an epoxy binder, i.e., so-called "graphite" material.
  • the fibers in the various plies are parallel to one another, but the various plies preferably have varying fiber orientations.
  • the shaft 12 has a long generally hollow circular configuration with a recessed opening 32 in the bottom end 20 thereof for attaching the blade 34.
  • the blade 34 is preferably also fabricated of multiple layers of aligned carbon filaments held together with an epoxy binder.
  • the plies of the blade may have different fiber orientations than the shaft. Also, the layers may be wrapped about a core, as in some known oar blades.
  • the blade 34 has a generally thin rectangular configuration with a first face 40, a second face 42, an upper edge 44, a lower edge 46, a near end 48, and a far end 50.
  • the blade 34 is designed to propel a boat through water, and its 3-dimensional shape will vary depending upon the type of boat and type of oar being made.
  • boat refers to any type of water craft which uses, or may use, an oar, including racing sculls, canoes, kayaks, row boats, and rafts.
  • the upper end 48 of the blade has a male fitting 54 extending therefrom, with the fitting 54 being adapted to couple into the opening 32 in the bottom end of the shaft end. Adhesive may be applied to the fitting 54 to couple the shaft with the blade. Other suitable methods of securing the blade to the shaft may be employed as well. Alternately, the blade and shaft may be formed as a single member.
  • the handle 14 is suitably shaped to be gripped by the hand.
  • the handle 14 can be formed as a separate piece and secured to the shaft, or formed with the shaft as a single piece.
  • the shaft, blade, and handle are configured together to form an oar which is generally linear in shape.
  • a plurality of "ports" 58 are formed in the shaft, preferably near the bottom end 20.
  • the ports extend between opposing sides of the shaft.
  • Each port 58 is preferably oval in shape, with the long axis of the oval in line with the vertical axis of the shaft.
  • Each port includes a peripheral wall that extends between opposing faces in the shaft walls, whose ends are bonded to the shaft 12.
  • the ports are preferably in the shape of double opposing arches which allow the structure to deflect, which deforms the ports, and return with more resiliency.
  • the ports also allow greater bending flexibility than would traditionally be achieved in a single tube design.
  • the structure can also improve comfort by absorbing shock and damping vibrations due to the deformation of the ports.
  • the ports can improve aerodynamics by allowing air to pass through the shaft to reduce the wind resistance and improve maneuverability.
  • the handle tube is preferably made from a long fiber reinforced prepreg type material.
  • Traditional lightweight composite structures have been made by preparing an intermediate material known as a prepreg which will be used to mold the final structure.
  • a prepreg is formed by embedding the fibers, such as carbon, glass, and others, in resin. This is typically done using a prepreg machine, which applies the non-cured resin over the fibers so they are all wetted out.
  • the resin is at an "B Stage” meaning that only heat and pressure are required to complete the cross linking and harden and cure the resin.
  • Thermoset resins like epoxy are popular because they are available in liquid form at room temperature, which facilitates the embedding process.
  • thermoset is created by a chemical reaction of two components, forming a material in a nonreversible process. Usually, the two components are available in liquid form, and after mixing together, will remain a liquid for a period of time before the crosslinking process begins. It is during this "B Stage" that the prepreg process happens, where the resin coats the fibers.
  • Common thermoset materials are epoxy, polyester, vinyl, phenolic, polyimide, and others.
  • the prepreg sheets are cut and stacked according to a specific sequence, paying attention to the fiber orientation of each ply.
  • Each prepreg layer comprises an epoxy resin combined with unidirectional parallel fibers from the class of fibers including but not limited to carbon fibers, glass fibers, aramid fibers, and boron fibers.
  • the prepreg is cut into strips at various angles and laid up on a table.
  • the strips are then stacked in an alternating fashion such that the fibers of each layer are different to the adjacent layers. For example, one layer may be +30 degrees, the next layer -30 degrees. If more bending stiffness is desired, a lower angle such as 20 degrees can be used. If more torsional stiffness is desired, a higher angle such as 45 degrees can be used. In addition, 0 degrees can be used for maximum bending stiffness, and 90 degrees can be used to resist impact forces and to maintain the geometric structural shape of the tube.
  • This layup which comprises various strips of prepreg material, is then rolled up into a tube.
  • a suitable prepreg tube 60 is formed in the manner just described, with the various composite plies oriented at the desired angles.
  • a plurality of openings 62 are formed through opposing walls the tube, perpendicular to the axis of the tube.
  • the openings 62 may be stamped through the walls. More preferably, a tool is used to separate the carbon fibers from one another, without cutting the fibers, to form the openings 62.
  • the openings, at this stage, need not have the final desired shape.
  • a pair of inflatable thin walled polymeric bladders 64, 65 are inserted through the tube 60 such that their facing walls 66, 67 are aligned with the openings 62.
  • a hollow, tubular plug 68 is inserted through each of the holes 62, between the facing walls 66, 67 of the bladders, i.e., separating the bladders.
  • the ends of the plugs 68 preferably extend beyond the outer surfaces of the prepreg tube 60, as shown in Fig. 6.
  • the plugs are preferably tubes of prepreg material.
  • the plugs may be made of other materials such as metal or plastic.
  • a mold pin 69 is inserted through each plug 68 to form the internal geometry of the ports. This may occur prior to mold packing, or during the mold packing process.
  • the tube is then packed into a mold which forms the shape of the boat oar shaft. If the mold and tube are longer than the final desired dimension of the boat oar shaft, a final cut to length operation can be performed on the shaft 12 after molding.
  • Air fittings are applied to the interior of the bladders 64 and 65 at the end of the tube 60.
  • the bladders are closed on the other end of the shaft, or are connected in the shape of a hairpin to form one continuous "U" shaped bladder inside the tube 60.
  • the mold is then closed over the tube 60 and placed in a heated platen press.
  • the temperature is typically around 350 degrees F.
  • the tube 60 is internally pressurized, which compresses the prepreg material and forces the tube 60 to assume the shape of the mold.
  • the heat cures the epoxy resin.
  • the bladders also compress the peripheral walls of the plugs 68, so that the inwardly facing surface 70 of each plug 68 conforms to the shape of the mold pin 69 (which is preferably oval).
  • the heat and pressure cause the ends of the plug walls to bond to the wall of the prepreg tube 60.
  • the mold is opened in the reverse sequence of packing.
  • the pins 69 are typically removed first, followed by the top portion of the mold. Particular attention is needed if removing the top portion with the pins 69 intact to ensure that this is done in a linear fashion.
  • the shaft 12 can be removed from the bottom portion of the mold.
  • the shaft 12 is formed of a single, hollow tube 72, with a plurality of ports 58 extending through the tube 72.
  • the ends of the port walls 74 are bonded to the portions of the handle tube 72 surrounding the ports 58, and the inwardly facing surfaces 76 of the ports 58 extend completely through the shaft tube 72.
  • the composite material used is preferably carbon fiber reinforced epoxy because the objective is to provide reinforcement at the lightest possible weight.
  • Other fibers may be used such as fiberglass, aramid, boron and others.
  • Other thermoset resins may be used such as polyester and vinyl ester.
  • Thermoplastic resins may also be used such as nylon, ABS, PBT and others.
  • the boat oar system of the present invention becomes unique when the ports are molded into the structure. It is not necessary to change the exterior dimensions of the shaft when molding apertures. Therefore, the shaft becomes much more aerodynamic because the frontal area is significantly reduced. This is a great benefit to a boat oar system.
  • the boat oar is long in length and can contribute significant aerodynamic drag, especially when the boat speed increases.
  • Having aerodynamic apertures in the shaft can significantly reduce aerodynamic drag.
  • the size and spacing of each aperture can vary according to desired performance parameters.
  • the orientation, or axis of the apertures is parallel to the face of the blade so when the oar is being feathered, or is out of the water, the ports are in line with the direction of travel therefore maximizing the aerodynamic benefit.
  • the orientation of the ports may be different.
  • the size and spacing of the apertures can affect shaft stiffness in a desirable way. These apertures can direct the flexpoint of the shaft toward the lower portion of the shaft if desired.
  • apertures in the shaft are actually improve the durability and strength of the shaft. This is because they act as arches to distribute the stress and strain in a very efficient manner.
  • the port walls act as internal columnar supports, preventing deformation of the tube during flexing, which prevents the tubular walls from buckling.
  • the socket 32 may be formed using an internal male mandrel to exert pressure on the prepreg laminate when the mold is closed.
  • a boat oar of the present invention can be molded as a one piece structure with the blade portion attached, therefore producing an entire boat oar.
  • the shaft is made with longer prepreg tubes which are joined to the blade construction prior to molding.
  • the entire stick with all components (shaft and blade) are molded together in one operation. This method provides a means of locating ports closer to the blade portion to achieve an even greater aerodynamic advantage.
  • precured blade which is then placed in a mold for bonding to the prepreg shaft as it is cured. It is also possible to have a precured(or molded) shaft and blade, then place both into a mold with prepreg reinforcements wrapped around the joint or interface between the shaft and blade in order to make a one piece unit.
  • Figure 10 is a side view of a portion of oar shaft 12 with multiple ports located in the same location. This can also be accomplished with a four bladder manufacturing method.
  • Figure 1OA is an isometric cutaway view of shaft portion 12 with four ports located in the same location. This results in an open port 51 that is open on four sides.
  • FIG. 1OB In this example, four bladders 64a,b,c,d are used.
  • An internal, cross-shaped pin 52 (shown in broken lines), whose four arms are preferably round or oval in cross-section, is used to form a double port 51 having four openings 51a,b,c,d as shown in Figure 1OB.
  • the process to form the ports is similar to previously mentioned processes.
  • prepreg material Prior to molding, prepreg material is wrapped around the cross-shaped pin and positioned within the prepreg tube so that the four ends of the pin extend through four openings in the prepreg tube. In this position, the four ends of the prepreg material wrapped around the pin are in contact with the walls 22 of shaft portion 12 and bond thereto during molding.
  • Each bladder tube is positioned in each quadrant formed between the legs of the pin as shown in Figure 1OB. After molding, the cross-shaped pin 52 is removed.
  • the cross shaped pin 52 can be formed of multiple piece design where the legs of the pin can be disassembled for removal purposes.
  • the pin legs can fit together with an internal core when removed allows for the remainder of the legs to be removed.
  • a dissolvable material which is a solid for forming the port, after which can be dissolved with hot water.
  • Figure 11 illustrates some examples of the variety of shapes possible to be used for the ports.
  • ports can be located in the handle portion and fitted with elastomeric inserts to provide additional cushioning, or wrapped with a perforated grip to provide air circulation to aid in keeping the grip dry.
  • An alternative embodiment is to combine the composite portion with a metal portion.
  • the metal tube can be the major portion of the shaft and fused or co-molded with a ported composite portion to produce a lower cost alternative to a 100 % carbon composite construction. This can produce a less expensive structure that can still achieve the performance and aesthetic requirements of the product.
  • the forward end 62 of a prepreg tube 60 having a pair of inflatable bladders 64, are inserted into one end 65 of a metal tube 66.
  • the unit is placed inside a mold having the same shape of the metal tube 66, at least at the juncture 70 of the prepreg tube 60 and the metal tube 66.
  • Holes are formed in prepreg tube 60(not shown) and a pin or mold member (not shown) is placed between the bladders 64 where a port 20 is to be formed.
  • Prepreg reinforcements are wrapped around the pin and attached to the walls of prepreg tube 60(not shown).
  • the mold is then closed and heated, as the bladders 64 are inflated, so that the prepreg tube 60 assumes the shape of the mold.
  • the frame member 74 is removed from the mold, and the mold member or pin is removed, leaving the port 20.
  • the seam 70 between the graphite portion 60 and the metal member 66 should be flush, giving frame member 74 the appearance of a continuous tube.
  • the ports may be formed using a cylindrical metal plug which can be welded or bonded to the metal tube. This can produce a less expensive structure that can still achieve the performance and aesthetic requirements of the product
  • the boat oar system of the present invention is not limited to oar systems. It can also be applied to dual blade paddles such as kayak paddles, or smaller single blade paddles. As to the manner of usage and operation of the present invention, the same should be apparent from the above description. Accordingly, no further discussion relating to the manner of usage and operation will be provided.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Moulding By Coating Moulds (AREA)

Abstract

L'invention concerne une rame de bateau ayant un manche formé à partir d'un seul tube creux de matériau composite, des « ouvertures » tubulaires s'étendant au travers du tube creux. Les extrémités des ouvertures sont fixées aux parois du tube creux. Les ouvertures améliorent la raideur, la résistance, l'aérodynamisme et le confort de la rame de bateau.
PCT/IB2006/054431 2006-11-24 2006-11-24 Rame de bateau ayant une structure à ouvertures WO2008062259A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/IB2006/054431 WO2008062259A1 (fr) 2006-11-24 2006-11-24 Rame de bateau ayant une structure à ouvertures

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/IB2006/054431 WO2008062259A1 (fr) 2006-11-24 2006-11-24 Rame de bateau ayant une structure à ouvertures

Publications (1)

Publication Number Publication Date
WO2008062259A1 true WO2008062259A1 (fr) 2008-05-29

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PCT/IB2006/054431 WO2008062259A1 (fr) 2006-11-24 2006-11-24 Rame de bateau ayant une structure à ouvertures

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WO (1) WO2008062259A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
TWI492879B (zh) * 2012-11-12 2015-07-21 Tzong In Yeh paddle
WO2021099835A1 (fr) * 2019-11-19 2021-05-27 Pda Ecolab Barre pour activités sportives
CN115449214A (zh) * 2022-10-12 2022-12-09 深圳市爱康运动用品有限公司 一种用于船桨的材料及其制备方法

Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3091781A (en) 1961-05-10 1963-06-04 Norton Mfg Corp Paddle and method of making the same
US4264275A (en) 1978-10-06 1981-04-28 Roderick Sr Donald Oar
US4303402A (en) 1980-01-17 1981-12-01 Gooding Thomas L Paddle
DE3817077A1 (de) * 1988-05-19 1988-12-08 Helmut Kaden Schaufelkoerper fuer vorrichtungen zur erzeugung von antriebskraft
US5188872A (en) 1989-06-15 1993-02-23 Fiberspar, Inc. Composite structural member with high bending strength
US5505492A (en) 1994-02-09 1996-04-09 Radius Engineering, Inc. Composite pole and manufacturing process for composite poles of varying non-circular cross-sections and curved center lines
US5534203A (en) 1994-02-09 1996-07-09 Radius Engineering, Inc. Composite pole manufacturing process for varying non-circular cross-sections and curved center lines
EP1099861A2 (fr) * 1999-11-09 2001-05-16 Lendal Products Limited Système de serrage
WO2003068592A1 (fr) * 2002-02-15 2003-08-21 Hugh David Evans Rame d'aviron
US20050153606A1 (en) * 2004-01-12 2005-07-14 Fred Lane Means and Apparatus for Ergonomic Water Paddle with Dynamic Rotating Grip

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3091781A (en) 1961-05-10 1963-06-04 Norton Mfg Corp Paddle and method of making the same
US4264275A (en) 1978-10-06 1981-04-28 Roderick Sr Donald Oar
US4303402A (en) 1980-01-17 1981-12-01 Gooding Thomas L Paddle
DE3817077A1 (de) * 1988-05-19 1988-12-08 Helmut Kaden Schaufelkoerper fuer vorrichtungen zur erzeugung von antriebskraft
US5188872A (en) 1989-06-15 1993-02-23 Fiberspar, Inc. Composite structural member with high bending strength
US5505492A (en) 1994-02-09 1996-04-09 Radius Engineering, Inc. Composite pole and manufacturing process for composite poles of varying non-circular cross-sections and curved center lines
US5534203A (en) 1994-02-09 1996-07-09 Radius Engineering, Inc. Composite pole manufacturing process for varying non-circular cross-sections and curved center lines
EP1099861A2 (fr) * 1999-11-09 2001-05-16 Lendal Products Limited Système de serrage
WO2003068592A1 (fr) * 2002-02-15 2003-08-21 Hugh David Evans Rame d'aviron
US20050153606A1 (en) * 2004-01-12 2005-07-14 Fred Lane Means and Apparatus for Ergonomic Water Paddle with Dynamic Rotating Grip

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
TWI492879B (zh) * 2012-11-12 2015-07-21 Tzong In Yeh paddle
WO2021099835A1 (fr) * 2019-11-19 2021-05-27 Pda Ecolab Barre pour activités sportives
CN115449214A (zh) * 2022-10-12 2022-12-09 深圳市爱康运动用品有限公司 一种用于船桨的材料及其制备方法

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