WATERCRAFT DRIVE MECHANISM
United States Patent 3680522
Occupant actuated drive mechanism for watercraft having a rotary propulsion shaft including a driven shaft carrying a series of over-running clutches, a crank arm for each over-running clutch, a pivotal, arm actuated lever, and connecting rods extending between the lever and the crank arms. The clutches, connecting rods and pivotal levers can be arranged to provide a driving force on each stroke of the pivotal lever, and to provide for driving forces in both directions.
Inventors:
Clark, Wallace (Indianapolis, IN)
Teeters, James L. (Panama City, FL)
Teeters, James L. (Panama City, FL)
Application Number:
05/095166
Publication Date:
08/01/1972
Filing Date:
12/04/1970
View Patent Images:
Export Citation:
Primary Class:
Other Classes:
440/90, 74/143
International Classes:
B63H16/08; B63H16/00; B63H16/08
Field of Search:
115/23,24 74/143,142
Primary Examiner:
Farrell, Andrew H.
Claims:
The embodiments of the invention in which an exclusive property or privilege is claimed are defined as follows
1. A drive mechanism for watercraft comprising:
2. In a boat having a propulsion system including a rotary shaft and a drive mechanism for said shaft, the improved reversing mechanism comprising:
3. A drive mechanism for a watercraft comprising:
4. The drive mechanism claimed in claim 3, wherein said limited pivotal motion of each said lever is effective to place the respective connecting rod in tension.
5. The drive mechanism claimed in claim 3, including at least a second over-running clutch carried by each said shafts and effective to drive each said shaft in said one direction and permit free rotation of said shaft relative thereto in the same direction; a crank arm operatively associated with each said second over-running clutch; and a connecting rod extending between each said pivotal lever and one of said last mentioned crank arms, whereby limited pivotal motion of each said lever in the opposite direction only is effective via said last mentioned connecting rod, crank arm and said second over-running clutch to drive said shaft.
6. The drive mechanism claimed in claim 5 wherein said limited pivotal motion in said one direction is effective to place said first mentioned connecting rod in tension, and wherein said limited pivotal motion in said opposite direction is effective to place said last mentioned connecting rod in tension.
7. The drive mechanism claimed in claim 3, including means joining said levers for unitary movement.
8. The drive mechanism claimed in claim 3, including a second over-running clutch carried by each said shaft and arranged to provide a driving force in the opposite direction; a crank arm operatively associated with each said second over-running clutch; a connecting rod extending between each said lever and one of said last mentioned crank arms whereby limited pivotal motion of each said lever is effective via its respective connecting rod, crank arm and second over-running clutch to drive one of said pair of shafts in the opposite direction; and means for selectively coupling said first or said second over-running clutches in driving relation to said shafts.
1. A drive mechanism for watercraft comprising:
2. In a boat having a propulsion system including a rotary shaft and a drive mechanism for said shaft, the improved reversing mechanism comprising:
3. A drive mechanism for a watercraft comprising:
4. The drive mechanism claimed in claim 3, wherein said limited pivotal motion of each said lever is effective to place the respective connecting rod in tension.
5. The drive mechanism claimed in claim 3, including at least a second over-running clutch carried by each said shafts and effective to drive each said shaft in said one direction and permit free rotation of said shaft relative thereto in the same direction; a crank arm operatively associated with each said second over-running clutch; and a connecting rod extending between each said pivotal lever and one of said last mentioned crank arms, whereby limited pivotal motion of each said lever in the opposite direction only is effective via said last mentioned connecting rod, crank arm and said second over-running clutch to drive said shaft.
6. The drive mechanism claimed in claim 5 wherein said limited pivotal motion in said one direction is effective to place said first mentioned connecting rod in tension, and wherein said limited pivotal motion in said opposite direction is effective to place said last mentioned connecting rod in tension.
7. The drive mechanism claimed in claim 3, including means joining said levers for unitary movement.
8. The drive mechanism claimed in claim 3, including a second over-running clutch carried by each said shaft and arranged to provide a driving force in the opposite direction; a crank arm operatively associated with each said second over-running clutch; a connecting rod extending between each said lever and one of said last mentioned crank arms whereby limited pivotal motion of each said lever is effective via its respective connecting rod, crank arm and second over-running clutch to drive one of said pair of shafts in the opposite direction; and means for selectively coupling said first or said second over-running clutches in driving relation to said shafts.
Description:
BACKGROUND OF THE INVENTION
This invention relates to an occupant actuated drive train for a boat.
Boat propulsion systems utilizing a rotating paddle wheel are of course old and well known. According to the prior art, the rotating paddles are driven by a mechanical train, generally adapted to be actuated by the feet of the operator, in much the same manner as an individual peddles a bicycle. Steerage of such craft is generally accomplished by a separate rudder, inasmuch as the power train is effective to drive a single paddle wheel, or to drive separate paddle wheels in unison. Furthermore, the art has never developed a successful reverse gearing mechanism for such a drive train.
It has long been recognized that perhaps the oldest form of boat propulsion, namely rowing with oars or the like, provides an excellent form of exercise for the operator. However, proper use of oars in rowing requires considerable practice. Furthermore, there is only a single power stroke in rowing, so that making headway under adverse conditions is particularly difficult for the inexperienced oarsman.
The prior art has developed various mechanical drive linkages for propelling a boat either by actuation of foot pedals or arm levers by the operator. All of these known mechanical linkages have several disadvantages. In the first place, the typical crank and arm arrangement has during a complete cycle at least two "dead center" positions. secondly, the stroke of the actuating means is of a fixed extent. That is, the entire length of travel must be utilized in order to propel the device. Thus, a structure which may be suitable for propulsion by an adult cannot be utilized by a child, and vice versa.
Keeping all of the foregoing in mind, it is an object of this invention to provide an improved occupant actuated drive mechanism for a boat which is simple in construction, and yet will overcome the disadvantages noted above. Specifically, the drive mechanism of this invention is readily designed for independently driving two separate propulsion means, so that steerage can readily be accomplished by varying the relative speed of the two systems.
A further advantage of this invention is in the provision of a novel and simple method to effect a reverse drive in the mechanism.
Still another object of this invention is to provide a drive train wherein the length of the power stroke can be varied at will by the occupant, without the necessity for mechanical adjustments of any kind.
SUMMARY OF THE INVENTION
This invention, in its broadest aspects, contemplates a shaft journaled transversely of the centerline of a boat, and carrying a plurality of over-running clutches. Each clutch is provided with a crank arm which in turn is linked to a pivotal lever through a connecting rod.
The clutches may be arranged in several ways. On the one hand, two over-running clutches can be utilized, each driving in the same direction. The respective crank arms and connecting rods may be arranged so that one clutch will be driving during pivotal motion of the lever in one direction, while the other clutch will be driving during pivotal motion of the lever in the other direction. In other words, according to this arrangement, one of the clutches will be over-running at all times.
A second alternative would be to provide two clutches, arranged to drive in the opposite direction. This will of course require means for selectively drivingly coupling one or the other of the clutches to the shaft.
It should be apparent that the two specific cases mentioned above can of course be combined; that is, by utilizing four clutches, and the appropriate reverse gearing, each stroke of the pivotal lever will exert a driving force in one direction or the other, depending upon the setting of the reversing mechanism.
DESCRIPTION OF THE DRAWINGS
FIG. 1 is a schematic, top plan view of a boat having the drive mechanism according to this invention.
FIG. 2 is a side elevational view of the boat drive mechanism shown in FIG. 1.
FIG. 3 is a schematic, detailed showing of the reverse mechanism according to this invention.
FIG. 4 is a partial schematic view illustrating a modified drive mechanism according to this invention.
DESCRIPTION OF THE PREFERRED EMBODIMENT
Referring now specifically to FIGS. 1 and 2, the drive mechanism of this invention is shown as installed in a boat indicated generally at 10. It will of course be understood that the boat illustrated does not, per se, form a limitation on the invention. The drive mechanism contemplated herein can be utilized in connection with a wide variety of different watercraft.
The boat illustrated is propelled by means of the paddle wheels 12 and 14 disposed on opposite sides of the hull. It will be apparent that rotation of the paddle wheel in unison will serve to drive the boat forward or backward, depending upon the direction of rotation; it will also be apparent that rotation of the paddle wheels at different speeds or in different directions will serve to steer the boat in any desired direction.
The paddle wheels 12 and 14 are mounted respectively on the coaxial shafts 16 and 18.
The shafts in turn are journaled in suitable bearings 20 and 22 adjacent the gunnels of the boat. As seen in FIG. 1, the inner ends of the shafts 16 and 18 are received in the sleeve 24. According to the preferred embodiment of the invention, the sleeve 24 will be secured in any suitable manner to one of the shafts 16 or 18 as by the set screw 26, while the other shaft is freely rotatable within the sleeve. This arrangement thus provides for independent rotation of the coaxial shaft.
Under some circumstances, it may be desirable to temporarily eliminate this independent rotation feature. To that end, the sleeve 24 can be secured to the other of the shafts 16 and 18 as by an installable pin 26'. This will permit the boat to be propelled by movement of any one of the actuating levers.
The drawings illustrate the invention as set up to provide two operator stations. It is a particular advantage of this invention that the drive mechanism can be set up for these two stations, and can be utilized with an operator at either or both stations at any given time. It will be understood that the drive mechanism for the shafts 16 and 18 from each operator station will be identical.
Referring now to FIGS. 1 and 3, it will be seen that each of the shafts 16 and 18 is provided with a pair of clutch sleeves 28 and 30 rotatably mounted thereon. The sleeves 28 and 30 are provided adjacent their inner ends with the notches 28a and 30a respectively. Driving motion applied to the clutch sleeves 28 and 30 will be transmitted to the associated shaft via the notches 28a or 30a and the pin 32 carried by the shaft.
According to the embodiment illustrated, the spring 34 is effective to normally bias the outer clutch sleeve 28 against the pin 32. Thus, it will normally be maintained with its notch 28a in driving relation with the pin 32 as shown. The clutch sleeve 28 is therefore the forward running clutch.
By shifting the inner clutch member 30 outwardly, the bias of spring 34 is overcome, and the clutch sleeve 30 will drivingly engage the pin 32 by means of its notch 30a. Under this circumstance, the outer or forward running clutch will be freely rotatable on the shaft.
The shifting of the clutch sleeve 30 may be accomplished by means of the forked rod shifter 36.
Turning now to FIGS. 1 and 2, the drive mechanism of this invention contemplates that a series of over-running clutches will be mounted on the sleeves 28 and 30. The over-running clutch is a well known mechanism and does not, per se, form a part of this invention. For purposes of this specification, it is only necessary to state that each over-running clutch will be effective to drive this sleeve on which it is mounted in one direction, and to permit free rotation of that sleeve relative to the clutch in the same direction.
The embodiment illustrated shows six over-running clutches indicated generally at 38, 40, 42, 44, 46, and 48 mounted on each side of the boat. Four of the clutches, 38, 40, 42 and 44, are mounted on the forward clutch sleeve 28, while the remaining two, 46 and 48, are mounted on the reverse clutch sleeve 30. The utilization of the clutches just described will be explained in detail hereinafter. Taking a single clutch first, it will be observed that the over-running clutch 38 is provided with a crank arm 38a which is connected by means of the connecting rod 38b to one of the pivotally mounted actuating levers 50 at the forward operator station.
In this case, the over-running clutch 38 will be arranged to drive the sleeve 28 when the crank arm 38a is moved in a clockwise direction as seen in FIG. 2. It will be observed that the connecting rod 38b is connected to the pivotal lever 50 at a point below its pivot point; thus, when the pivotal lever 50 is moved in the counterclockwise direction, the connecting rod 38b will be placed in tension, and effective to move the crank arm 38a in the clockwise direction. So long as the notch 28a of the forward clutch sleeve 28 is in engagement with the pin 32, this motion will drive the shaft in a direction to propel the boat forward. By the same token, when the pivotal lever 50 is moved in the clockwise direction, thereby moving the crank arm 38a in a counterclockwise direction, the clutch 38 will freely over-run.
The over-running clutch 40 with the crank arm 40a and connecting rod 40b will be connected to the pivotal levers 52 at the stern operator position. The over-running clutch 40 is again arranged to drive the sleeve 28 in a clockwise direction. In this embodiment, it will be seen that the crank arm 40a extends downwardly, and the connecting rod 40b is connected to the lever 52 at a point above its pivot point. Therefore, when the lever 52 is moved in the counterclockwise direction, the connecting rod 40b will be placed in tension, and will rotate the crank arm 40a and over-running clutch 40 in a direction to drive the forward clutch sleeve 28 and normally drive the associated shaft in the forward direction.
The clutches 42 and 44 are also associated with the forward clutch sleeve 28, and are again arranged to drive the sleeve in the forward direction. It will be seen that the respective crank arms 42a and 44a extend from the sleeve in the same direction as the crank arms 38a and 40a discussed above. That is, they are all arranged to drive the clutch sleeve 28 in a forward direction, It will be observed, however, that the connecting rods 42b and 44b are connected to the opposite side of the pivot point of the levers 50 and 52 respectively. Thus, when these levers are moved in the clockwise direction, they will be effective to place the associated connecting rod 42b or 44b in tension, and to drive the clutch sleeve 28 in the forward direction. It should be clear that by the foregoing arrangement, movement of the pivotal levers in each direction is effective to provide a power stroke.
As explained earlier, the over-running clutches 46 and 48 respectively will be mounted on the reverse clutch sleeve 30. They will of course be arranged to drive that sleeve in a counterclockwise direction as seen in FIG. 2. The over-running clutches 46 and 48 are provided respectively with the crank arms 46a and 48a, connected respectively by the connecting rods 46 b and 48b to the pivotal levers 50 and 52. Thus, pivotal motion of the levers 50 and 52 in the counterclockwise direction will be effective to place the associated connecting rods 46b and 48b in tension, and rotate the crank arms 46a and 48a in the reverse driving direction.
Inasmuch as a reverse drive is utilized only in maneuvering, it will not generally be necessary to provide for a driving stroke on each motion of the pivotal levers, and hence only the clutches 46 and 48 can be used. It will of course be recognized that if a power reverse stroke drive is desired on each stroke of the operating levers, additional clutches can readily be utilized.
Several features of the drive mechanism thus far described should readily be apparent. First of all, it will readily be recognized that the motion of each of the clutches described in wholly independent of any other clutch. Thus, the drive mechanism can be operated by a single occupant from either station separately; or, the drive mechanism can be utilized by operators at each of the two stations simultaneously. Furthermore, it will be apparent that the length of the driving stroke may be infinitely varied within the total limits of travel without the necessity for any mechanical adjustment of any kind. Therefore, the driving mechanism can readily be utilized by persons of all sizes from a small child to a large adult without any changes whatever. Secondly, it is not necessary for the operators at the two stations to synchronize their efforts in any way. Thus, the invention provides a highly efficient drive mechanism for a watercraft which may be readily used by an unskilled operator.
FIG. 4 illustrates an embodiment of the invention utilizing the principle thus far described, but providing further a geared ratio drive. That is, the various clutch sleeves and over-running clutches described earlier are mounted on the shafts 16a and 18a which carry the pulleys or sprockets 54 and 56 respectively. The paddle wheels 12a and 14a are carried on the coaxial shafts 58 and 60 journaled in the bearings 62 and 64 with their inner ends joined by the sleeve 66. The shafts 58 and 60 carry the driven sprockets or pulleys 68 and 70 which are connected respectively to the sprockets 54 and 56 by chains, pulleys or the like 72. By varying the ratio between the pulleys 54 and 56 on the one hand and the pulleys 68 and 70, any drive ratio desired may readily be obtained
As explained earlier, there will be two pivotal levers 50 at the forward operator station, and two pivotal levers 52 at the stern operator station. It will be apparent from the foregoing discussion that the levers 50 and/or 52 may be operated in unison to propel the boat in forward or reverse in a straight line. By varying the driving action applied to one of a lever or levers on one side of the boat, a speed differential can be obtained as between the two paddle wheels, and the boat can be maneuvered very easily. By reversing the drive on one side only, a more pronounced turning can be obtained.
It is believed that the foregoing constitutes a full and complete disclosure of this invention, and no limitations are intended except as specifically set forth in the claims which follow.
This invention relates to an occupant actuated drive train for a boat.
Boat propulsion systems utilizing a rotating paddle wheel are of course old and well known. According to the prior art, the rotating paddles are driven by a mechanical train, generally adapted to be actuated by the feet of the operator, in much the same manner as an individual peddles a bicycle. Steerage of such craft is generally accomplished by a separate rudder, inasmuch as the power train is effective to drive a single paddle wheel, or to drive separate paddle wheels in unison. Furthermore, the art has never developed a successful reverse gearing mechanism for such a drive train.
It has long been recognized that perhaps the oldest form of boat propulsion, namely rowing with oars or the like, provides an excellent form of exercise for the operator. However, proper use of oars in rowing requires considerable practice. Furthermore, there is only a single power stroke in rowing, so that making headway under adverse conditions is particularly difficult for the inexperienced oarsman.
The prior art has developed various mechanical drive linkages for propelling a boat either by actuation of foot pedals or arm levers by the operator. All of these known mechanical linkages have several disadvantages. In the first place, the typical crank and arm arrangement has during a complete cycle at least two "dead center" positions. secondly, the stroke of the actuating means is of a fixed extent. That is, the entire length of travel must be utilized in order to propel the device. Thus, a structure which may be suitable for propulsion by an adult cannot be utilized by a child, and vice versa.
Keeping all of the foregoing in mind, it is an object of this invention to provide an improved occupant actuated drive mechanism for a boat which is simple in construction, and yet will overcome the disadvantages noted above. Specifically, the drive mechanism of this invention is readily designed for independently driving two separate propulsion means, so that steerage can readily be accomplished by varying the relative speed of the two systems.
A further advantage of this invention is in the provision of a novel and simple method to effect a reverse drive in the mechanism.
Still another object of this invention is to provide a drive train wherein the length of the power stroke can be varied at will by the occupant, without the necessity for mechanical adjustments of any kind.
SUMMARY OF THE INVENTION
This invention, in its broadest aspects, contemplates a shaft journaled transversely of the centerline of a boat, and carrying a plurality of over-running clutches. Each clutch is provided with a crank arm which in turn is linked to a pivotal lever through a connecting rod.
The clutches may be arranged in several ways. On the one hand, two over-running clutches can be utilized, each driving in the same direction. The respective crank arms and connecting rods may be arranged so that one clutch will be driving during pivotal motion of the lever in one direction, while the other clutch will be driving during pivotal motion of the lever in the other direction. In other words, according to this arrangement, one of the clutches will be over-running at all times.
A second alternative would be to provide two clutches, arranged to drive in the opposite direction. This will of course require means for selectively drivingly coupling one or the other of the clutches to the shaft.
It should be apparent that the two specific cases mentioned above can of course be combined; that is, by utilizing four clutches, and the appropriate reverse gearing, each stroke of the pivotal lever will exert a driving force in one direction or the other, depending upon the setting of the reversing mechanism.
DESCRIPTION OF THE DRAWINGS
FIG. 1 is a schematic, top plan view of a boat having the drive mechanism according to this invention.
FIG. 2 is a side elevational view of the boat drive mechanism shown in FIG. 1.
FIG. 3 is a schematic, detailed showing of the reverse mechanism according to this invention.
FIG. 4 is a partial schematic view illustrating a modified drive mechanism according to this invention.
DESCRIPTION OF THE PREFERRED EMBODIMENT
Referring now specifically to FIGS. 1 and 2, the drive mechanism of this invention is shown as installed in a boat indicated generally at 10. It will of course be understood that the boat illustrated does not, per se, form a limitation on the invention. The drive mechanism contemplated herein can be utilized in connection with a wide variety of different watercraft.
The boat illustrated is propelled by means of the paddle wheels 12 and 14 disposed on opposite sides of the hull. It will be apparent that rotation of the paddle wheel in unison will serve to drive the boat forward or backward, depending upon the direction of rotation; it will also be apparent that rotation of the paddle wheels at different speeds or in different directions will serve to steer the boat in any desired direction.
The paddle wheels 12 and 14 are mounted respectively on the coaxial shafts 16 and 18.
The shafts in turn are journaled in suitable bearings 20 and 22 adjacent the gunnels of the boat. As seen in FIG. 1, the inner ends of the shafts 16 and 18 are received in the sleeve 24. According to the preferred embodiment of the invention, the sleeve 24 will be secured in any suitable manner to one of the shafts 16 or 18 as by the set screw 26, while the other shaft is freely rotatable within the sleeve. This arrangement thus provides for independent rotation of the coaxial shaft.
Under some circumstances, it may be desirable to temporarily eliminate this independent rotation feature. To that end, the sleeve 24 can be secured to the other of the shafts 16 and 18 as by an installable pin 26'. This will permit the boat to be propelled by movement of any one of the actuating levers.
The drawings illustrate the invention as set up to provide two operator stations. It is a particular advantage of this invention that the drive mechanism can be set up for these two stations, and can be utilized with an operator at either or both stations at any given time. It will be understood that the drive mechanism for the shafts 16 and 18 from each operator station will be identical.
Referring now to FIGS. 1 and 3, it will be seen that each of the shafts 16 and 18 is provided with a pair of clutch sleeves 28 and 30 rotatably mounted thereon. The sleeves 28 and 30 are provided adjacent their inner ends with the notches 28a and 30a respectively. Driving motion applied to the clutch sleeves 28 and 30 will be transmitted to the associated shaft via the notches 28a or 30a and the pin 32 carried by the shaft.
According to the embodiment illustrated, the spring 34 is effective to normally bias the outer clutch sleeve 28 against the pin 32. Thus, it will normally be maintained with its notch 28a in driving relation with the pin 32 as shown. The clutch sleeve 28 is therefore the forward running clutch.
By shifting the inner clutch member 30 outwardly, the bias of spring 34 is overcome, and the clutch sleeve 30 will drivingly engage the pin 32 by means of its notch 30a. Under this circumstance, the outer or forward running clutch will be freely rotatable on the shaft.
The shifting of the clutch sleeve 30 may be accomplished by means of the forked rod shifter 36.
Turning now to FIGS. 1 and 2, the drive mechanism of this invention contemplates that a series of over-running clutches will be mounted on the sleeves 28 and 30. The over-running clutch is a well known mechanism and does not, per se, form a part of this invention. For purposes of this specification, it is only necessary to state that each over-running clutch will be effective to drive this sleeve on which it is mounted in one direction, and to permit free rotation of that sleeve relative to the clutch in the same direction.
The embodiment illustrated shows six over-running clutches indicated generally at 38, 40, 42, 44, 46, and 48 mounted on each side of the boat. Four of the clutches, 38, 40, 42 and 44, are mounted on the forward clutch sleeve 28, while the remaining two, 46 and 48, are mounted on the reverse clutch sleeve 30. The utilization of the clutches just described will be explained in detail hereinafter. Taking a single clutch first, it will be observed that the over-running clutch 38 is provided with a crank arm 38a which is connected by means of the connecting rod 38b to one of the pivotally mounted actuating levers 50 at the forward operator station.
In this case, the over-running clutch 38 will be arranged to drive the sleeve 28 when the crank arm 38a is moved in a clockwise direction as seen in FIG. 2. It will be observed that the connecting rod 38b is connected to the pivotal lever 50 at a point below its pivot point; thus, when the pivotal lever 50 is moved in the counterclockwise direction, the connecting rod 38b will be placed in tension, and effective to move the crank arm 38a in the clockwise direction. So long as the notch 28a of the forward clutch sleeve 28 is in engagement with the pin 32, this motion will drive the shaft in a direction to propel the boat forward. By the same token, when the pivotal lever 50 is moved in the clockwise direction, thereby moving the crank arm 38a in a counterclockwise direction, the clutch 38 will freely over-run.
The over-running clutch 40 with the crank arm 40a and connecting rod 40b will be connected to the pivotal levers 52 at the stern operator position. The over-running clutch 40 is again arranged to drive the sleeve 28 in a clockwise direction. In this embodiment, it will be seen that the crank arm 40a extends downwardly, and the connecting rod 40b is connected to the lever 52 at a point above its pivot point. Therefore, when the lever 52 is moved in the counterclockwise direction, the connecting rod 40b will be placed in tension, and will rotate the crank arm 40a and over-running clutch 40 in a direction to drive the forward clutch sleeve 28 and normally drive the associated shaft in the forward direction.
The clutches 42 and 44 are also associated with the forward clutch sleeve 28, and are again arranged to drive the sleeve in the forward direction. It will be seen that the respective crank arms 42a and 44a extend from the sleeve in the same direction as the crank arms 38a and 40a discussed above. That is, they are all arranged to drive the clutch sleeve 28 in a forward direction, It will be observed, however, that the connecting rods 42b and 44b are connected to the opposite side of the pivot point of the levers 50 and 52 respectively. Thus, when these levers are moved in the clockwise direction, they will be effective to place the associated connecting rod 42b or 44b in tension, and to drive the clutch sleeve 28 in the forward direction. It should be clear that by the foregoing arrangement, movement of the pivotal levers in each direction is effective to provide a power stroke.
As explained earlier, the over-running clutches 46 and 48 respectively will be mounted on the reverse clutch sleeve 30. They will of course be arranged to drive that sleeve in a counterclockwise direction as seen in FIG. 2. The over-running clutches 46 and 48 are provided respectively with the crank arms 46a and 48a, connected respectively by the connecting rods 46 b and 48b to the pivotal levers 50 and 52. Thus, pivotal motion of the levers 50 and 52 in the counterclockwise direction will be effective to place the associated connecting rods 46b and 48b in tension, and rotate the crank arms 46a and 48a in the reverse driving direction.
Inasmuch as a reverse drive is utilized only in maneuvering, it will not generally be necessary to provide for a driving stroke on each motion of the pivotal levers, and hence only the clutches 46 and 48 can be used. It will of course be recognized that if a power reverse stroke drive is desired on each stroke of the operating levers, additional clutches can readily be utilized.
Several features of the drive mechanism thus far described should readily be apparent. First of all, it will readily be recognized that the motion of each of the clutches described in wholly independent of any other clutch. Thus, the drive mechanism can be operated by a single occupant from either station separately; or, the drive mechanism can be utilized by operators at each of the two stations simultaneously. Furthermore, it will be apparent that the length of the driving stroke may be infinitely varied within the total limits of travel without the necessity for any mechanical adjustment of any kind. Therefore, the driving mechanism can readily be utilized by persons of all sizes from a small child to a large adult without any changes whatever. Secondly, it is not necessary for the operators at the two stations to synchronize their efforts in any way. Thus, the invention provides a highly efficient drive mechanism for a watercraft which may be readily used by an unskilled operator.
FIG. 4 illustrates an embodiment of the invention utilizing the principle thus far described, but providing further a geared ratio drive. That is, the various clutch sleeves and over-running clutches described earlier are mounted on the shafts 16a and 18a which carry the pulleys or sprockets 54 and 56 respectively. The paddle wheels 12a and 14a are carried on the coaxial shafts 58 and 60 journaled in the bearings 62 and 64 with their inner ends joined by the sleeve 66. The shafts 58 and 60 carry the driven sprockets or pulleys 68 and 70 which are connected respectively to the sprockets 54 and 56 by chains, pulleys or the like 72. By varying the ratio between the pulleys 54 and 56 on the one hand and the pulleys 68 and 70, any drive ratio desired may readily be obtained
As explained earlier, there will be two pivotal levers 50 at the forward operator station, and two pivotal levers 52 at the stern operator station. It will be apparent from the foregoing discussion that the levers 50 and/or 52 may be operated in unison to propel the boat in forward or reverse in a straight line. By varying the driving action applied to one of a lever or levers on one side of the boat, a speed differential can be obtained as between the two paddle wheels, and the boat can be maneuvered very easily. By reversing the drive on one side only, a more pronounced turning can be obtained.
It is believed that the foregoing constitutes a full and complete disclosure of this invention, and no limitations are intended except as specifically set forth in the claims which follow.