WATERCRAFT HAVING INDEPENDENT DRIVE INPUTS

Abstract

A watercraft comprises a hull, and a propulsion system coupled to the hull. The propulsion system comprises at least two propulsion discs, at least two drive inputs, and a differential coupled to the drive inputs. Each drive input is coupled to a respective one of the propulsion discs. The differential includes a power control input and is configured to vary a delivery of power from the drive inputs to the propulsion discs in accordance with the power control input.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

This patent application claims the benefit of the filing date of U.S. Patent Application Ser. No. 60/851,321, entitled “Turbo Boat”, filed Oct. 13, 2006, and U.S. Patent Application Ser. No. 60/851,322, entitled “Stingray Boat”, filed Oct. 13, 2006.

FIELD OF THE INVENTION

The invention described herein relates to a self-propelled watercraft. In particular, the invention relates to a pedal-powered watercraft.

BACKGROUND OF THE INVENTION

Conventional pedal-powered watercraft are typically implemented as a kayak or a catamaran, and comprises a human-powered propulsion system. The propulsion system comprises a paddlewheel which is supported on a rotatable crankshaft. The crankshaft includes pedals which are disposed at opposite ends thereof, and requires both peddlers to pedal together at the same speed to move the watercraft.

SUMMARY OF THE INVENTION

The invention relates to a watercraft propulsion system that is powered by independent drive input mechanisms.

In accordance with one aspect of the invention, there is provided a propulsion system that comprises at least two propulsion discs, at least two drive inputs, and a differential coupled to the drive inputs. Each drive input is coupled to a respective one of the propulsion discs. The differential includes a power control input and is configured to vary a delivery of power from the drive inputs to the propulsion discs in accordance with the power control input.

In accordance with another aspect of the invention, there is provided a watercraft that comprises a hull buoyant in water, and a propulsion system coupled to the hull for propelling the hull in the water. The propulsion system comprises at least two propulsion discs, at least two drive inputs, and a differential coupled to the drive inputs. Each drive input is coupled to a respective one of the propulsion discs. The differential includes a power control input and is configured to vary a delivery of power from the drive inputs to the propulsion discs in accordance with the power control input.

In one implementation, the power control input comprises a control level, and the differential is configured to couple the drive inputs together when the power control lever is in a first position, and to uncouple the drive inputs from each other when the power control lever is in a second position.

Further, each drive input comprises a pedal provided on a crankshaft, and the differential further comprises a drive key. The drive key is coupled to the power control lever and is movable between a lock position in which the crankshafts are coupled together when the power control lever is in the first position, and an unlock position in which the crankshafts are uncoupled from each other when the power control lever is in the second position.

The differential may also comprise a plurality of crankshaft couplings, each coupled to a respective one of the crankshafts. Preferably, each crankshaft coupling comprises a key, and the drive key is configured to be received within the keys of the crankshafts when the power control lever is in the first position.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention will now be described, by way of example only, with reference to the accompanying drawings, in which:

FIG. 1 is a perspective view of the watercraft, according to the invention;

FIG. 2 is a perspective view of the hull of the watercraft shown in FIG. 1;

FIG. 3 is a perspective view of the seats of the watercraft;

FIG. 4 is a schematic view of the propulsion system of the watercraft;

FIG. 5 is an exploded schematic view of the differential of the propulsion system;

FIG. 6 is a magnified exploded view of the differential;

FIG. 7 is a schematic view of the propulsion system with the propulsion discs locked together; and

FIG. 8 is a schematic view of the propulsion system with the propulsion discs unlocked from each other.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

As shown in FIG. 1, the watercraft, according to the invention, is hydrodynamically-stable, and comprises a plastic molded hull 1, an inflatable seat 3 at the stern of the boat, a fabric hammock 4 at the bow of the boat, and a bimini assembly that is secured to the hull 1. The boat also includes a shallow keel 23 that is integrally molded with the underside of the hull 1.

The bimini assembly includes a pair of support rods 15, and a canopy 5 that is secured to the support rods 15.

The hull 1 is depicted in isolation in FIG. 2. As shown, the hull 1 is substantially flat, and includes a pair of anchor mounts 17 at the left-hand side and the right-hand side of the hull 1, a pedestal mount 19 at the centre of the hull 1, and a series of through-holes 18 at the bow for securing the hammock 4 to the hull 1. The hull 1 also includes a pair of left-hand and right-hand bailing holes 21, and a pair of wheel wells disposed on the left-hand side and the right-hand side of the hull 1. Each wheel well is disposed in front of the respective bailing hole 21, and houses a respective propulsion disc 2 (FIG. 1). Each wheel well includes a vertical opening 16 in the side thereof for receiving one end of a respective crankshaft 6 (FIGS. 1 and 4).

The inflatable seat 3 is depicted in isolation in FIG. 3. As shown, the seat 3 include a pair of pivoting backrests 13, and a pair of fixed backrests disposed rearwardly of the pivoting backrests 13. Each pivoting backrest 13 includes a tether 24, that is secured to the base of the seat 3 for restricting rearward movement of the backrests 13. In addition, as shown in FIG. 1, the seat 3 include a pair of bimini mounts 11 at the opposite ends thereof for retaining an end of a respective bimini support rod 15, and a pair of corresponding release levers 14 for releasing the support rods 15 from the bimini mounts 11.

As shown in FIG. 1, the boat includes a steering and drive column 9 that is mounted to the hull 1 at the pedestal mount 19. The components of the steering and drive column 9 are best shown in FIGS. 4 to 6. As shown, the steering and drive column 9 comprises a release lever 32, a pair of open ended or U-shaped crankshaft bearings 33, a pedestal 30 supporting the release lever 32 and the crankshaft bearings 33, and a pair of left-hand and right-hand pedestal cover members 28 that are secured to the top of the pedestal 30. The steering and drive column 9 also comprises a pair of open-ended crankshaft couplings 34, and a drive key 36 disposed between the crankshaft couplings 34.

Each crankshaft coupling 34 is supported by a respective one of the crankshaft bearings 33. Each crankshaft coupling 34 is also keyed at one end thereof, and is secured at the opposite end to the inner end of a respective one of the crankshafts 6 via a fastener 37. The outer (opposite) end of each crankshaft 6 is secured to a propulsion disc 2, and is supported by a bearing assembly 8 proximate adjacent the propulsion disc 2. The bearing assembly 8 is secured to the hull 1 at the vertical opening 16 of the hull 1.

The drive key 36 includes a continuous track disposed around its circumference, and a pair of laterally-extending keys that are configured to be slidably received within the keyed ends of the crankshaft couplings 34.

The release lever 32 includes a handle at one end thereof, a downwardly-extending guide pin 39 at the opposite end thereof, and a downwardly extending neck 38 between the handle and the guide pin 39. The guide pin 39 is dimensioned to be received within the continuous track of the drive key 36.

The pedestal 30 includes a pair of U-channels each retaining one of the crankshaft bearings 33. The pedestal 30 also includes a pivot hole 43 that is dimensioned to receive the neck 38 of the release lever 32 therein to thereby allow the release lever 32 to be pivoted about the pivot hole 43. Preferably, the pedestal 30 also includes a pair of stops 40 for limiting the maximum angle of rotation of the release lever 30, and a series of detents 42 disposed between the stops 40 for limiting the rotational movement of the release lever 32 about the pivot hole 43.

The pedestal cover members 28 enclose the crankshaft bearings 33, crankshaft couplings 34, drive key 36, neck 38, guide pin 39 when secured to the top of the pedestal 30. As shown in FIG. 5, each pedestal cover member 28 includes an upper bearing that engages the crankshaft couplings 34, opposite the crankshaft bearings 33, and serves to retain the crankshaft couplings 34 within the crankshaft bearings 33. Further, each pedestal cover member 28 includes a through hole 27 at the nose 25 thereof for receiving a cross-bar 10 therethrough. The cross-bar 10 includes a pair of anchors 26 at the opposite ends thereof. The anchors 26 are secured to the hull 1 at the anchor mounts 17, thereby stabilizing the steering and drive column 9 via the cross-bar 10.

As shown in FIG. 7, if the release lever 32 is oriented in the centre position (relative to the stops 40), the drive key 36 is received within the left-hand and the right-hand crankshaft couplings 34, thereby locking the left-hand crankshaft 6 to the right-hand crankshaft 6. As a result, pedaling of the crankshafts 6, via the pedals 7, rotates the left-hand propulsion disc 2 at the same speed as the right-hand propulsion disc 2, thereby causing the boat to move straight forwards or backwards.

However, as shown in FIG. 8, if the release lever 32 is rotated to the left or right of centre, the guide pin 39 shifts the drive key 36 to the left or to the right (depending upon the direction of rotation of the release lever 32), thereby releasing the drive key 36 from the left-hand or the right-hand crankshaft coupling 34. In this mode the left-hand crankshaft 6 becomes unlocked from the right-hand crankshaft 6. As a result, the occupants can steer the boat to the left or right simply by changing the relative speed or direction of rotation of the crankshafts 6.

Claims

1. A watercraft comprising:

a hull buoyant in water; and

a propulsion system coupled to the hull for propelling the hull in the water, the propulsion system comprising at least two propulsion discs, at least two drive inputs, and a differential coupled to the drive inputs, each said drive input being coupled to a respective one of the propulsion discs, the differential including a power control input and being configured to vary a delivery of power from the drive inputs to the propulsion discs in accordance with the power control input.

2. The watercraft according to claim 1, wherein the power control input comprises a control level, and the differential is configured to couple the drive inputs together when the power control lever is in a first position, and to uncouple the drive inputs from each other when the power control lever is in a second position.

3. The watercraft according to claim 2, wherein each said drive input comprises a pedal provided on a crankshaft, and the differential further comprises a drive key, the drive key being coupled to the power control lever and being movable between a lock position coupling the crankshafts together when the power control lever is in the first position, and an unlock position uncoupling the crankshafts from each other when the power control lever is in the second position.

4. The watercraft according to claim 3, wherein the differential further comprises a plurality of crankshaft couplings, each said crankshaft coupling being coupled to a respective one of the crankshafts and comprising a key, the drive key being configured to be received within the keys of the crankshafts when the power control lever is in the first position.

5. The watercraft according to claim 3, wherein the propulsion system comprises a pair of the propulsion discs, and each said crankshaft comprises a pair of the pedals, the propulsion discs being disposed substantially parallel to each other and parallel to a major axis of the hull.

6. A propulsion system for watercraft, the propulsion system comprising:

at least two propulsion discs;

at least two drive inputs; and

a differential coupled to the drive inputs, each said drive input being coupled to a respective one of the propulsion discs, the differential including a power control input and being configured to vary a delivery of power from the drive inputs to the propulsion discs in accordance with the power control input.

7. The propulsion system according to claim 6, wherein the power control input comprises a control level, and the differential is configured to couple the drive inputs together when the power control lever is in a first position, and to uncouple the drive inputs from each other when the power control lever is in a second position.

8. The propulsion system according to claim 7, wherein each said drive input comprises a pedal provided on a crankshaft, and the differential further comprises a drive key, the drive key being coupled to the power control lever and being movable between a lock position coupling the crankshafts together when the power control lever is in the first position, and an unlock position uncoupling the crankshafts from each other when the power control lever is in the second position.

9. The propulsion system according to claim 8, wherein the differential further comprises a plurality of crankshaft couplings, each said crankshaft coupling being coupled to a respective one of the crankshafts and comprising a key, the drive key being configured to be received within the keys of the crankshafts when the power control lever is in the first position.

10. The propulsion system according to claim 8, wherein each said crankshaft comprises a pair of the pedals, and the propulsion discs are disposed substantially parallel to each other and perpendicular to the crankshafts.