Note: Descriptions are shown in the official language in which they were submitted.
CA 02225851 1998-03-10
RECUMBENT STYLED SELF PROPELLED WATER VESSEL
BACK GROUND OF THE INVENTION:
Recent demographic changes have seen increased concen~s for physical fitness,
well being and
environmental understanding. In the quest to provide improved mechanisms and
systems to allow
the pursuit of these concerns the following disclosure presents a novel and
improved device
allowing an environmentally SOUl7d interaction between people, exercise and
water.
(0
This invention more specifically relates to the presentation of a self
propelled water vessel taking
the majority of desigm and functional influence from kayak type water vessels.
The disclosed
invention presents improvements to the designs and systems of current self
propelled water vessels,
namely improvements in the areas of stability, convenience, ergonomic
customization, ease of use,
IS and safety.
The bulk of prior art presents water vessels that had design limitations and
predisposition to
instability, poor maneuverability, and insufficient power transference.
20 Pedal and crank interfaced self propelled catamaran type vessels such as
those proposed by
Gregory (in US Patent # 4,968,274), Meron et al (in US Patent # 5,217,398),
Foley et al (i11 US
Patent # 5,011,441 ), and Moore (in US Patent # 4,459,116) are limited by
having a substantially
large surface area as necessitated by the high seat heights and thus were not
capable of achieving
responsive maneuverability, attempts to narrow tile flotation base of support
or surface area would
25 only result in increased instability. These inventions also dil not lend
themselves to be easily taken
apart for ease of transportation to and from the desired body of water.
Attempts to provide more responsive pedal powered vessels through the
incorporation of a single
body vessel design are shown in the disclosures of Daoud (in US Patent #
4,474,502) and Shiraki
30 (in US Patent # 5,194,024). These designs are very suspect to instability
as the position ilig of the
occupant's center of gravity with respect to the lateral edges of the base of
support make the
vessels very prone to tipping and instability especially in light of the
cyclic shifting of mass that
occurs in the rotary pedaling motion necessitated for propulsion.
CA 02225851 1998-03-10
More functional and stable vessels have been proposed by Mates Teodosio et al
(in US Patent #
4,746,312) and by Shutt (in US Design 326,442). Neither of these however have
design provisions
that ensure that the occupants center of mass is at ar close to the water line
thus maximizing
stability and minimizing the need for a large floatation surface area if
mdesired. Neither of these
disclosures provides a system or mechanism enhancing the turning radius of the
vessel in effort to
maximize the responsiveness of the vessel.
The present invention provides a safe and convenient self propelled water
vessel with a number of
novel characteristics. Said uzvention provides a seating arrangement that
maximizes the
opportunity to keep the occupant's center of gravity as close to the water
level as possible. Said
seating arrangement is characterized by adjustment mechanisms that allow for
proper ergonomic
pedal to hip positioning thus maximizing potential human power generation and
reduction of injury
due to paor fitting and chronic cyclic stresses.
The novel drive train assembly of said invention facilitates a vessel design
allowing the occupant to
be at or below the water line without being exposed to the water itself. Said
drive train assembly
features a novel beveled gear assembly that provides a 2:1 torque conversion
ration of power input
to output. The drive train assembly is also designed such that reverse is
possible for maximizing
maneuverability and to provide a means for braking. The pedal system of the
invention also
features provision for securing the foot to the pedal to allow a pulling and
pushing motion of the
pedals to maximize the potential power input energy into the system. The novel
drive train system
disclosed also has the majority of its mechanisms housed within the body of
the vessel thus
reducing its exposure to the elements and preventing premature oxidization.
The drive train
assembly may also be manufactured of polymers and coated metals that reduce
the corrosive
effects of environmental exposure.
The geometric design of the body of the vessel disclosed in the invention
features a keel structure
to be incorporated at or near the longitudinal position of the boat and
occupant's center of mass
3o thus enabling optimum maneuverability and responsiveness. The body of the
vessel also features
provisions for medial and lateral floatation devices that may be disposed from
the body ofthe main
vessel through adjustable means thus providing a mechanism for varied amounts
of desired
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CA 02225851 1998-03-10
stability and maneuverability. Said medial and lateral floatation devices are
also completely
removable to maximize the convenience of transportation of said vessel.
Said invention also feature provisions that allow for ease of steering through
the application of
conveniently positioned and easy to use lever anus linked to a rudder disposed
at the rear most
portion of the vessel. The rudder used to generated the resistive shearing
forces that create the
turning effect in the vessel also provides for adjustabil ity allowing varying
amounts of the rudder to
be in the water at or below the level of the vessels keel. The adjustability
provides a mechanism to
vary the fluid friction and shearing forces generated on the rudder and thus
are able to offer varying
magnitudes of steering responsiveness.
The ergonomic considerations provided for in the design elements of the drive
train assembly are
also provided for in the seating apparatus of said invention. Provisions are
presented to allow the
backrest portion of the seating arrangement to have its angular positioning
varied in accordance to
the desires of the occupant.
For ease of use and convenience for long trips, camping etc. provisions are
offered for storage for
items as well as a provision for the incorporation of a sail t.a utilize wind
power for vessel
mavement.
2(1
BRIEF DESC',RIPTION OF DRAWINGS:
FIGURE 1 - is an illustration of a side view ofthe present invention.
FIGURE 2 - is an illustration of a top view of the present invention.
FIGURE 3 - is an illustration of a rear view of an embodiment of the present
invention detailing
the relationship ofthe stern, the propeller drive shaft, the protective
shroud, the
propeller and the rudder.
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CA 02225851 1998-03-10
FIGURE 4 - is aJn illustration of the rear view of an embodiment of the
present invention
illustrating the relationship between the stern, the protective shroud, the
propeller
and the rudder.
FIGURE 5 - is an illustration of a top view of an embodiment of the present
invention
illustrating the rudder and associated steering mechanism.
FIGURE 6 - is an illustration of a top view of an embodiment of the present
invention
illustrating the relationship and interaction of a floatation outrigger and
the lateral
I 0 aspect of tine vessel.
FIGURE 7 - is an illustration of a side view of an embodiment of the present
invention
illustrating the relationship and mechanisms associated with the seating,
gearing
and powering of the vessel.
IS
FIGURE 8 - is an illustration of a top view of an embodiment ofthe present
invention
illustrating the relationship of the drive gears, drive chain, and front drive
wheel
assembly oftlne vessel.
20 FIGURE 9 - is an illustration of a front view of an embodiment of the
present invention
illustrating the seating fixture of the vessel.
FLGURE L0 - is an illustration of a top view of an embodinnent of the present
invention
illustrating the relationship ofthe drive gears, drive chain, front drive
wheel
2S assembly, and drive shaft cover of the vessel.
FIGURE 11 - is an illustration of a side view of an optional system of power
tranlsmission from
the front drive wheel assembly to the drive shaft.
DETAILED DESCRLP'TI:ON:
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CA 02225851 1998-03-10
In reference to the illustrations, Figure 1 is a side view of flue invention,
a self propelled water
vessel 1 characterized by a distinctive bow 54 , stern 4, and two oppositely
opposed floatation
outriggers 2. In the invention said floatation outriggers 2 are located on
both the medial and lateral
aspects of the water vessel 1. Water vessel 1 is equipped with a seat 15
designed to accommodate a
S human driver for the purpose of providing human power needed to propel said
water vessel 1. The
water vessel 1 is also characterized by a keel 3 located on the undermost
region ofthe water vessel
1. The geometric design ofthe body of said water vessel 1 features a keel 3
stricture to be
incorporated at or near the longitudinal position of the boat and occupant's
center of mass thus
enabling optimum maneuverability and responsiveness. Said keel 3 is located at
a sagittal plane
horizontal position slightly anterior to the seat l S thus ensuring a smooth
and gradual turning
radius of the water vessel 1 as it interacts with the rudder 8 for the purpose
of providing directional
stability and steering of said water vessel 1. The plantar aspect of the stem
4, of the water vessel 1,
is characterized by the propulsion and steering mechanism which form key
embodiments of the
invention. The propeller shaft 6 is desi~~ed to interface with the water
vessel's drive shaft 52. A
I 5 protective shroud 25 is provided to ensure longevity of the propeller 7
and the rudder 8. The
protective shroud 25 is affixed to the water vessel 1 through the securing of
the shroud support 5 to
the water vessel 1 by adhesion compounds, integrated molding or the use
ofthreaded fastening
systems, or a similar fastening system providing the desired security to
ensure quality and
longevity ofthe protective shroud 25. The protective shroud 25 is also affixed
to the plantar aspect
of flue st-ern 4, in it's rearmost region through the affixing of the shroud
fixture plate 9, through
similar means as the aforementioned affixing of the shroud support 5.
Figure 2 is an illustration of a top view of the invention. Tlae water vessel
1 is shown with its
distinctive bow 54 and stern 4.
In one of the embodiments of the invention there is provided a water vessel 1
with a bow 54 which
is characterized by a recessed tie down mechanism 5G. The tie down mechanism
56 is
characterized by its recessed geometry 58 and a plurality of openings 57. Said
openings 57 allow
a loop of rope) coated wire, coated cable, or similar tying media to drop into
the main body of the
bow 54 ofthe water vessel 1 and to be withdrawn from the body ofthe water
vessel 1, for use. In
this manner the tying of the water vessel to a shore locked object can be
easily attained while
providing a mechanism for safe and "out ofthe way" storage of said tying media
during usage of
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CA 02225851 1998-03-10
the vessel. In another embodiment of the invention a similar design and
mechanism is provided for
in tlae stern 4 of said vessel, integrated into tle rear access panel 13, for
the purpose of allowing
trouble free use of the water vessel 1 as well as ensuring efficient and safe
securing of the vessel
for temporary starage. The clear improvement over other water vessels is the
ability to safely store
the tie down mechanism out of the way during use.
W another embodiment of the invention , as illustrated in Figure 2, there is
provided recessed
storage areas in the bow and stern. The bow storage area 12 allows for the
storage of provisions to
be effectively secured to the water vessel 1 during trips of the water vessel
1. The bow starage area
ltl 12 is also characterized by an opening S9 designed to allow tile insertion
of a mast for the purpose
of allowing the water vessel 1 to be wind propelled, or wind assisted
propulsion during usage of the
water vessel 1. The stem storage area 14 is characterized by a similar
recessed design as the bow
storage area 12, usage of the water vessel 1. The benefit of this over other
self propelled water
vessels is the ability to safely store desired articles as well as maintain a
very reasonable and easy
L5 access to the stored items.
Figure 2 also illustrates the presence and position of the two flotation
outriggers 2 characteristic of
the water vessel 1.
20 In another embodiment of the invention there is provided floatat-ion
outriggers 2 which are affixed
to the water vessel 1 through the integration of a telescopic support bar 10.
Said support bar 10
allows said floatation outriggers 2 to be adjusted with respect to their
proximity to said water
vessel 1. The telescopic support bar 10 also is provided with a system
allowing easy dis-assembly
thus providing easy and safe transport of said water vessel. Said support bars
10 are angulated with
25 respect to the sides of said water vessel 1 such that the increasing
extension oftlle support bars 10
and thus the increasing distance of the flotation outriggers 2 to the sides of
the water vessel 1 is
characterized by a downward and forward positioning of tlae flotation
outriggers 2. The clear
benefit and improvement of this embodiment is the dramatic increase in
stability of the water
vessel in that tlae buoyancy of said water vessel is also increased while
increasing the water vessel
3t) functional surface area, as well as the ability to maintain safe storage
and transport of the water
vessel 1 through the easy removal ofthe floatation outriggers 2.
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CA 02225851 1998-03-10
Yet anot7ler embodiment ofthe invention is shown in Figure 2 which illustrates
an overview oftlle
propulsion mechanism and seating assembly. The propulsion system is modeled
after a recumbent
bicycle utilizing human pedal power to propel the water vessel 1. Tlve
recumbent seat 1S to front
drive wheel assembly S5 provides a clear advantage over traditional bicycle
modeled pedal
assemblies. The traditional system as slvov~n~ in previous inventions is
suspect to stability concerns
as the occupants center of mass is considerably vertically displaced with
respect. to the main body
of the vessel. This positioning creates a large amount of stability in that
the angular and horizontal
displacement of the occupant is minimum before the occupants' center of mass
creates a rocking
and instability in the vessel. In the disclosed invention the occupants;
position in the seat 1S is on a
l0 plane relatively equal to the center of the turning radius of the front
drive wheel assembly SS, and
the similar vertical plane positioning minimizes any rocking and instability
that may occur during
the pedaling action of the occupant. The recumbent. based seating position
also allows the
occupants center of mass to be at a vertical height, with reference to the
water level, that is
considerably less than that disclosed in previous inventions. This improves
the stability ofthe
l5 invention and increases the safety to which the invention can be used. It
will also be shown that
provisions are designed into the invention allowing the ergonomic fitting of
the distance of the seat
1S to the front drive wheel assembly SS, thus maximizing pedal force,
frequency and power.
In another embodiment of the invention there is provided a propulsion
mechanism as shown in
20 Figure 2 is characterized by the drive shaft cover 16, the transverse drive
gear 17, the drive chain
18, the faot pedals 19, the front drive gear support shaft 22, the bevel gear
cover 21, the
transverse shaft bevel gear 23, and the drive shaft bevel gear 2S. Unlike the
propulsion systems in
other self propelled water vessels the propulsion of the invention is
characterized by the re-
directioning of the sagittal plane rotation of the front wheel 60 into a
frontal plane rotation of the
25 drive shaft S2, by utilizing the 45 degree tooth angulatian of the
transverse shaft bevel gear 23 and
the drive shaft bevel gear 24. Past inventions have created this desired
change in directional
rotation through tlve twisting of a chain drive assembly. This however
utilizes far t.o much space in
the vessel and forces the seating to occupy a vertical placement much higher
than that desired. The
advantage and novelness shown in the invention is in the efficient use of
space and in providvig a
30 drive system that allows the occupant's center of mass to be positioned as
close as possible to the
water level.
_7_
CA 02225851 1998-03-10
W the illustrations Figure 3 shows another embodiment of the invention through
a close up
illustration of the side view of the water vessel 1, in particular a close up
of the propeller and
rudder assembly. The propeller assembly is characterized by a propeller 7, the
propeller shaft 6,
the protective shroud 25, a shroud support 5, the propeller shaft seal 26 and
drive shaft. 52 and drive
shaft cover 16. The positioning and structural soundness of the protective
shroud 25 is ensured
through the design and affixing of the shroud support 5 to the water vessel l
. The protective shroud
is affixed to the stem 4 of tlae water vessel 1 by the use of adhesives or the
use of threaded
fastening systems or the like provided that the fastening system provides the
necessary strength and
soundness required .The clear benefit of the design of this system lays with
the presence of the
IO protective shroud 25 which prevents damage to the propeller 7 that may be
encountered during
usage in water bodies typified by rocky out croppings or shallow areas. The
propeller shaft seal 26
also provides a clear advantage over other self propelled water vessels by
allowing the drive sh a$
S2 and drive shaft cover 16 to be enclosed within the water vessel l, while
creating propulsion in
the water outside of the vessel without granting tile water access to the
vessel, thereby keeping the
t S occupant and any stored contents dry.
Fi~ire 3 also illustrates the rudder assembly characterized by the rudder 8,
the shroud fixture plate
9, the rudder rotation arm 29 and the rudder pivot shaft 28. Steering cables
27 are also provided
20 that interact with the rudder rotation ann 29 and the steering handles 37,
shown in Figure 7. The
movement of the steering handles 37 create a tension in the cables 27 that are
transferred to the
rudder rotation arm 29, causing flue rudder to rotate, thus creating the
steering force of the water
vessel 1. There are two clear advantages inherit in the steering of the
invention. First, the steering
system is enclosed in the body of the water vessel 1 and easily worked by the
occupant during
25 propulsion. The stern access panel 13 is removable to provide easy access
to the steering cables for
the purpose of adjustment and replacement. The second advantage relates to the
positional
association of tlae rudder 8 and the keel 3. Previous self propelled water
vessels have utilized a
rudder only and the occupant was suspect to the over-steering of the vessel
and thereby being
forced to focus far more on the steering of the vessel as opposed to the
propulsion and enjoyment
3U of the vessel. The positional association of the of the rudder 8 and the
keel 3 in the invention force
the turnuig center point of the vessel to be closer to the position of the
occupant thereby reducing
the likelihood of over-steering.
_g_
CA 02225851 1998-03-10
In reference to the illustrations, Figure 4 shows another embodiment of the
invention through a rear
view of the stem 4 of the water vessel 1 focusing on the propeller and rudder
assembly. The
propeller 7 as discussed with reference to Figure 3 is protected by the
protective shroud 25. The
protective shroud is affixed to the stern 4 of the water vessel 1 by the use
of adhesives or the use of
threaded fastening systems or the like provided that the fastening system
provides the necessary
and strength and soundness required. The shroud fixture plate 9 is designed to
accomplish two
primary functions. The first of these is to provide a mechanism to ensure the
affixing of the
protective shroud 25 to the water vessel 1. The second function of the shroud
fixture plate is the
provided characteristic of the plate's interfacing with the rudder 8 such that
the shroud fixture plate
9 is provided with a hole and bushing , or sealed bearing allowing the wdder
pivot shaft 28 to be
fitted through said bearing or bushing for the purpose of allowing low
friction turning of the rudder
by the water vessels' steering mechanism. The rudder pivot shaft 28 protmdes
vertically through
the shroud fixture plate 9, the wall of the stern 4 of the water vessel 1 and
is affixed to the rudder
rotation arm 29. Movements of steering cables 27 cause the rudder rotation ann
29 to rotate thus
resulting in a the rotary movement of the rudder ratation shaft 28 and the
rudder 8, for the purpose
of steering the water vessel 1.
Figure 5 is a diagram illustrating, from a top view perspective, the manner in
which the mdder 8,
rudder pivot shaft 28, rudder rotation arm 29 , and steering cables 27 are
associated with each
other.
In another embodiment. of the invention, Figure 6 shows a tap viewing drawing
of flue flotation
outrigger 2 and its association with the side of the water vessel 1. This
association is characterized
be the flotation outrigger 2, the support bar 10, the side wall seal 30, an
outer shaft 31, and
adjustment holes 32. In this embodiment ofthe invention there is provided a
flotation outrigger 2
affixed to a support bar 10. Said support bar 10 is telescopic in nature
sliding within a
corresponding outer shaft 31. Said outer shaft is located within the body of
the water vessel 1 and
affixed to the interior of the water vessel 1. The outer shaft 31 is designed
with holes 32 which are
alignable with locking pins that enable a secure telescopic functioning of the
flotation outrigger 2.
The advantages of this embodiment are four fold. The first is that the
telescopic nature of the
flotation outrigger 2 assembly allows various levels of water vessel 1
stability to be achieved. This
is a benefit for using the invention for spots oriented training, where it
would desirable to have a
small functional surface area or for using the invention for recreational
water based trekking where
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CA 02225851 1998-03-10
a variety of water surface conditions may necessitate the ability to vary the
stability characteristics
to suit smooth, calm water or rough water. The second benefit, as mentioned
previous, relates to
the angulation of the support bar 10 and its' assembly where the fivrther tlne
flotation outrigger is
moved from the invention the more stable the invention becomes, as the
flotation outrigger 2 will
be moved forwardly aind downwardly, thus providing increased buoyancy and
stability. The third
benefit relates to the desired transportation and storage of the water vessel
1 in that said flotation
outriggers 2 can be total removed from the water vessel 1 taking up less
surface area or storage
area, and reducing the weight of the invention increasing ease of manual
lifting and positioning
said water vessel 1 onto a roof rack or storage rack. The fourth benefit is
that the telescopic
l0 assembly features a sidewall seal 30 preventing water from accessing the
interior of the water
vessel L, thus ensuring that the occupant and contains remain dry.
In reference to the illustrations Figure 7 is a view of the seating and
propulsion assembly, without
the drive shaft cover '16, ofthe invention. This assembly can be broke into
three primary regions.
l5
Tlne first of these is the seating assembly. Within the seating assembly there
is provided the seat 1S,
the back rest 34, the seating platform 35, a back rest pivot 36, steering
handles 37, an outer shaft
seat slider mechanism 40, seat positioning pins 41 and corresponding inner
shaft- slider guide 39.
20 In another embodiment of the invention there is provided a seat '15 which
provides ergonomic
comfort and performance benefits. As all occupants ofthe water vessel t will
be varying
morphological characteristics. Tlne seat back rest pivot 36 allows the back
rest 34 to be changed
with regard to its angulation relative to the seating platform 35. The ability
to provide this
flexibility in seating angulation ensures the occupant with potential to
achieve their desired level of
25 comfort and l or position their hip and lower back, relative to the front
drive wheel assembly 55, as
to gain peak power output from their pedaling action. As all occupaints of
tlne water vessel will have
differing leg lengths the entirety of the seat I S has provisions to move in a
posterior anterior
direction with respect to the front drive wheel assembly 55.
30 In another embodiment of the invention the seat 15 has designed integral to
it an outer shaft seat
slider mechanism 40. Said outer shaft seat slider mechanism 40 is alilnnable
and envelopes the
inner shaft slider guide 39. Said inner shaft slider guide 39 is tubular in
nature arid designed such
that it envelopes the drive shaft 52 and leas bushings andfor bearings on the
posterior a~~d anterior
- 10-
CA 02225851 1998-03-10
most ends to allow a virtually frictionless rotation of the drive shaft 52
within the inner shaft slider
guide 39. It is the intent and design of this characteristic to allow the
anterior-posterior movement
of the seat 1 S through it's attachment to the outer shaft seat slider
mechanism 40 wh ich has
anterior - posterior movement capabilities about the inner shaft slider guide
39. There is provided
seat adjustment pins 41 which way be spring loaded in nature, and allow
positional locking of the
seat 1 S into various positions along the inner shaft slider guide 39. The
inner sha .ft slider guide 39
and corresponding outer shaft seat slider mechanism 40 may be designed
integral to the drive shaft
52 such that they farm a mechanism between the seats' legs and the bottom most
layer of the
interior of the water vessel L, or be designed such that there is slider
mechanism affixed to the
(0 bottom most layer of the inner surface of the vessel and corresponds to a
slider assembly integral
through design or attachment to the seat 15 but independent of the drive shaft
S2. By allawing the
horizontal flexibility in seat positioning the occupant is allowed to adjust
the seating to ensure
comfort and to maximize the angles of the knees and hip to ensure optimum
power output from the
lower limb during tLae pedaling action.
The seat 15 also houses steering handles 37. Said steering ha~~dles 37 may be
located on the sides
of the seating platform 35 and may be affixed to the seat 15 by fastening
devices acting also as
handle pivots 38. The rudder rotation ann 29 is connected to the steervig
handles 37 via steel
cables or the like forming the steering cables 27. As the steering handles 37
are pivoted about the
handle pivot 38, in anterior and posterior directions the subsequent movement
and force is
transferred to the steering cables 27 resulting in pivoting of the rudder
rotation arm 29. The
rotational movement of the rudder rotation ann 29 causes a parallel movement
to be created at the
rudder 8, thereby providing a resistance force to the water passing over the
rudder and creating
shearing forces resulting in a change of direction of the water vessel I .
Tlae seating position and assembly of the invention, and its relation to the
drive shaft 52 and drive
cover 16 are novel and a distinct improvement over other self propelled water
vessels. By
designing the rear drive assembly 53, the seat 15, and the front drive wheel
assembly SS in a
recumbent manner the seat L5 is capable of being designed to function at a
location close to the
actual water level as opposed to being vertical to the water Level. In this
manner the water vessel I
can achieve optimum stability during usage.
CA 02225851 1998-03-10
The second main area illustrated in Figure 7 is the rear drive wheel assembly
53. The rear drive
assembly 53 is made up of the drive shaft 52, the drive shaft bevel gear 24, a
rear gear derailler
mechanism 50, a transverse shaft 43, a transverse shaft bevel gear 23 (shown
in Figures 2, 8 and
10), a transverse shaft drive gear 17, and a secondary transverse gear 44. The
flow of energy from
S the front drive wheel assembly SS is transmitted via a drive chain 18, which
may take tlae form of a
chain designed to int.eiface with sprocket gears in the same manner as a
conventional bicycle chain
drive assembly, or may take the form of a toothed belt designed to interface
with an appropriately
shaped gear and designed to provide effective transfer of energy from the
front drive wheel
assembly 55 to the rear drive wheel assembly 53. The linear and rotational
movement of the drive
Ita chain '18 viterfaces with the transverse drive shah; gear 17 which is
affixed to the transverse shaft
43, upon which the transverse shaft bevel gear 23 is also affixed. The
sagittai plane rotary motion
of the transverse shaft bevel gear 23 meshes on a 45 degree angle with the
matching 45 degree
tooth angle of the drive shaft bevel gear 24 to create a frontal plane rotary
motion which is
transferred to the drive shaft 52 , the propeller shaft 6 and the propeller 7.
l5
In another embodiment of the invention there is provided a rear gear derailler
50 is provided to
allow the drive chain 18 to interface with potentially multiple transverse
gears for the purpose of
creating varying gear ratio changes between the front drive wheel assembly 55
a~~d the rear drive
wheel assembly 53. Shown in the illustration is a primary transverse shaft
drive gear 17 and a
20 secondary transverse shaft drive gear 44. Tlve novelness and clear benefit
of the potential for
multiple transverse gears is in it's capabilities to allow the occupant to
maintain a desired pedaling
frequency to maintain optimum power output while motoring the vessel in
different wind and water
current conditions.
25 In another embodiment ofthe invention there is provided a rear drive wheel
assembly S3 is affixed
to the bottom portion of the water vessel 1 through the incorporation of a
bottom plate 45 which is
integrated into the desig~v of the inner part of the vessels bottom, and a top
plate 46 unto which the
rear drive wheel assembly 53 is mounted. The top plate 46 may be fastened to
the bottom plate 45
through the use of plate fasteners 47 which may be standard threaded fastening
systems known to
30 those skilled in the art. A clear advantage that the invention presents
relative to other self propelled
water vessels is that the front and rear power assemblies can easily be
removed from the vessel
through the removal of the plate fasteners 47. This benefit allows for ease of
removal for the
purpose of vessel and or drive train repair.
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CA 02225851 1998-03-10
Figure 7 also illustrates the assembly and mechanism of the front drive wheel
assembly 55. The
front drive wheel assembly is characterized by the front wheel 60, a front
derailler mechanism 48,
a front primary drive gear 20, a secondary front drive gear 42, a pedal arm
49, a pedal 19, and a
pedal fastening system 51.
In another embodiment of the present invention there is provided a means of
attaining a variety of
gear ratios and thus power generation rates through the use of a front
derailler 50 and multiple
front drive gears. Figure 7 illustrates the use of a front primary drive gear
20 and a secondary front
drive gear 42. The novelness and clear benefit of the potential for multiple
drive gears is iii it's
capabilities to allow the occupant to maintain a desired pedaling frequency to
maintain optimum
power output while motoring flue vessel in different wind and water current
conditions.
Tlae occupant of the vessel occupies the seat 15 and through the rotary motion
their legs, affixed to
the pedals 19 by the possible usage of the pedal fastening system 51, is able
to generate rotational
energy and transfer that energy through the pedal arm 49 to the front wheel 60
and associated front
drive gears.
In another embodiment of the present invention there is provided a means of
securing the
occupants feet to the pedals 19. The pedal fastening system 51 may take the
form of the
conventional cage and strap assembly common in the bicycle industry, or may
take the form of any
of the clipless pedal formats COi11111011 to tlae bicycle industry by
providing the pedal arm 49 with a
universally threaded opening standard within the bicycle industry to allow the
possible application
of the occupants desired pedal fastening system 51. The clear advantage of
this is that under normal
pedaling conditions the pedal is only pushed, as opposed to having the
opportunity to both push
and pull tlae pedal thus providing a mechanism to generate and transfer more
energy form the
occupant to the water vessels' drive train.
In reference to the illustrations Figure 9 shows the seat 15 characterized by
a back rest 34, a seating
platform 35 and a back rest yoke 33.
In another embodiment of the invention there is provided a novel means for the
manual transport of
the water vessel 1. Tlae back rest 34 of the seat 15 is designed to
incorporate a back rest yoke 33.
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CA 02225851 1998-03-10
Said back rest yoke 33 is designed to fit in a matching fashion the rear neck
and shoulders of tlae
occupant thus allowing the water vessel to be easily transported on the
shoulders of the occupant.
In reference to the illustrations, both Figures 8 and 10 provide a close up
view of the rear drive
wheel assembly 53 concentrating on the relationship of the transverse shaft
bevel gear 23 and the
drive shaft bevel gear 24. Included in Figure 10 is the drive shaft cover 16.
Integral to the design
and formation ofthe drive shaft cover 16 is a forward extension far the
purpose of positioning and
securing the front drive wheel assembly S5. The front drive wheel support
shaft 22 extends from
tlae main gear housing of the drive shaft cover 16 to achieve the positioning
and security of the
front drive wheel assembly 55.
fn reference to the illustrations Figure I 1 shows an optional arrangement for
tlae power train
mechanisms of the water vessel L . In yet another embodiment of the invention,
Figure 11 reveals
an alternative system to effectively transmit the applied pedal power of the
occupant from the front
drive wheel assembly 55 to the drive shaft 52. 1n this embodiment there is
provided a chain pick
up gear 57, designed to effectively receive the drive chain 18 For the purpose
of utilizing it's power
transmission from the front drive wheel assembly 55. Affixed to said chain
pick up gear 57 is a
drive belt output gear 60. Said drive belt output gear is designed to
effectively engage a standard
toothed rubber belt and for the purpose of the transfer the rotary power of
the front drive wheel
assembly 55 to the drive shaft pick up gear 58 axed to the drive shaft 52. A
toothed drive belt 59
interacts between the drive belt output gear 60 and the drive shaft pick up
gear 58 and in doing so
twists 90 degrees to re-direct tlae front drive wheel assembly 55 sagittal
plane rotary energy into a
frontal plane rotary energy resulting in the turning of the propeller 7.
In this possible embodiment of the in vention there is a clear advantage over
the earlier presented
bevel gear system brought about by weight reduction as less metal and mass is
required in this
format, as well as this assembly being less prone to environmental weathering
and erosion. The
design of this format still utilizes a very low profile assembly thus
maintaining the very low center
of mass oftlae occupau~t within the water vessel l . 'The drive belt 60 is
designed to be very easily
and cost effectively replaced by having it's dimensional characteristics
replicate standard toothed
ribber belts available within the automotive industry.
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