Vessel and associated pedal drive system

Abstract

A boat and associated pedal drive system are provided. A method of operating the pedal drive system is also provided. The pedal drive system allows unassisted human pedaling to provide propulsion to the boat. The pedal drive system also provides different levels of pedaling assistance via an assisted drive train having an electric motor to supplement the human pedaling force input provided by the user at the pedals of the pedal drive system as needed.

Description

[0001] Cross-reference to related applications

[0002] This patent application claims the benefit of U.S. Provisional Patent Application No. 62 / 988,762, filed March 12, 2020, and U.S. Provisional Patent Application No. 63 / 005,931, filed April 6, 2020, the entire teachings and disclosures of which are incorporated herein by reference. Technical Field

[0003] This invention relates primarily to marine technology, and more specifically to ships, and even more specifically to pedal drive devices for ship applications. Background Technology

[0004] Recreational boats such as kayaks have become increasingly popular for leisure activities. Kayaks are typically propelled by paddles. Unfortunately, due to various physical conditions, many people cannot paddle kayaks for long distances or are simply unable to paddle at all. Moreover, even for suitable enthusiasts, currents, wakes from other boats, and other factors can make paddling a challenging process.

[0005] Furthermore, if someone is using a kayak for fishing, paddling becomes a limitation because the kayak operator typically needs to use both hands to paddle, and therefore cannot hold the fishing rod or operate any fishing-related equipment. Kayaking has become very popular as kayaks have been able to access many areas that are inaccessible to small fishing boats. Due to the maneuverability of kayaks, many fishermen who were initially reluctant to use them have become attracted to their use. Some of these fishermen are willing to reduce the number of paddles required to reach and return to their fishing spots, but do not want to lose the traditional kayak's ability to operate in shallow water.

[0006] In light of the above, there has been a recent trend of utilizing additional components on kayaks to avoid paddling, or at least reduce the number of paddles required. Examples of such components include pedal drive mechanisms in the context of kayaking. These pedal drive mechanisms can take various forms. For instance, they can be implemented as traditional bicycle pedals, or as more user-friendly designs where pedaling is essentially a linear motion. In either case, the pedaling force is mechanically converted into an output at a thruster or similar device that provides propulsion for the kayak in the water. This design advantageously eliminates the need to grip the paddles.

[0007] Despite the advantages mentioned above, and although using the user's legs instead of their arms, such pedal-driven systems still require significant power input from the user. Consequently, there are still instances where conventional pedal-driven designs are not ideal. For example, in windy and / or rapid current conditions, wading becomes difficult and strenuous. As another example, long-distance pedaling is extremely strenuous. To address these issues, some pedal-driven boat designs now incorporate electromechanical-driven mechanisms to supplement the pedaling force provided by the user.

[0008] For example, U.S. Patent No. 9,988,133, entitled "Integral Pedal Drive for a Watercraft," by Murphy, discloses a pedal drive system that allows the user to manually pedal, or alternatively, a pedal drive system that allows a motor to provide power input, which would otherwise be provided at the pedal. The entire teachings and disclosures of this system are incorporated herein by reference. In other words, the system allows either entirely manual power input or entirely motor power input.

[0009] As another example, U.S. Patent Application No. 2012 / 0238159, entitled "Combination Manually Driven and Motor Driven Watercraft," by Palvoelgyi et al., discloses a system in which pedals and a motor can provide power input to provide thrust to a vessel, the entire contents of which are incorporated herein by reference. As yet another example, U.S. Patent No. 7,549,902, entitled "Electric Motor Assisted Propulsion System for Human-Powered Watercraft," by Jansen, discloses a system in which a motor is coupled to a mechanical pedal drive and the ability to select the amount of assistance provided by the motor; the entire teachings and disclosure of which are incorporated herein by reference.

[0010] Accordingly, there is a need in the art for vessels and related pedal drive systems that allow users to pedal effectively and for long distances in both calm and turbulent waters. Summary of the Invention

[0011] This application provides improvements over current prior art. In a particular embodiment, a new and improved pedal drive system is provided. In further embodiments, a new and improved pedal drive system capable of operating in both manual and assist modes is provided.

[0012] In some embodiments, in manual mode, the operator provides all input force to power the pedal drive system. In assist mode, the operator and the assist drive system jointly power the system. In one embodiment, an electronic control is designed such that the electric assist will drive the crankshaft no faster than the operator's pedaling rate. However, the control can be configured such that the load is entirely on the assist system, provided the operator pedals at a constant rate and the total load is less than a preset assist amount by the operator. If the operator reduces the pedaling rate, the assist power decreases to provide the power required to match the operator's input speed. Accordingly, if the operator slows down, the assist system slows down. If the operator stops, the assist system stops. However, if the operator pedals faster than the preset assist drive load, the percentage of the operator's load increases with the increasing pedaling rate once the assist drive power output has reached the preset / maximum level.

[0013] Therefore, the operator can increase the boat speed by increasing the input power or decrease the pedaling speed. This can be achieved without changing the control presets of the auxiliary drive and controller.

[0014] For example, if the controller is set to provide the power required to reach a boat speed of up to 2 mph, the auxiliary system can provide up to that level of power / propulsion if the operator pedals at that rate. In such a case, the auxiliary system can provide 95% of the propulsion, and the ratio of auxiliary system load to operator load will be 19:1. However, if the operator increases the pedaling rate to reach 4 mph, the auxiliary drive system will only increase power to provide 2 mph, so the operator's input needs to increase, and the ratio of auxiliary power input to operator power input will decrease significantly, such as, for example, to 1:2.5.

[0015] In one embodiment, the pedal drive system for a ship includes a manual drive system, an auxiliary drive system, and a propulsion unit, and is provided with a coupling device. The manual drive system includes a pair of pedals mechanically attached to a crankshaft to rotate the crankshaft about its axis. The auxiliary drive system has a motor. The propulsion unit has a thruster. The coupling device has a manual mode and an auxiliary mode. The coupling device includes a connector that is slidable along the crankshaft axis to switch between the manual mode and the auxiliary mode. In the manual mode, the connector mechanically connects the crankshaft to the propulsion unit such that rotation of the crankshaft about its axis in a first angular direction drives the propulsion unit to output thrust in a first propulsion direction, and rotation of the crankshaft about its axis in a second angular direction opposite to the first angular direction drives the propulsion unit to output thrust in a second propulsion direction opposite to the first propulsion direction. In the auxiliary mode, the coupling device connects the crankshaft to the propulsion unit such that rotation of the crankshaft about its axis in the first angular direction drives the propulsion unit to output thrust in the first propulsion direction, and rotation of the crankshaft about its axis in the second angular direction does not drive the propulsion unit to output thrust in the second propulsion direction. In the auxiliary mode, the auxiliary drive system is mechanically connected to the propulsion unit such that when the motor is energized, the auxiliary drive system drives the propulsion unit to output thrust in the first propulsion direction.

[0016] In one embodiment, the auxiliary drive system includes a first gear mounted for rotation about the crankshaft axis. The propulsion unit has a second gear. In the auxiliary mode, the coupler connects the first gear to the second gear. In the manual mode, the coupler connects the crankshaft to the second gear.

[0017] In one embodiment, in the auxiliary mode, the coupler disengages from the crankshaft and engages the first gear, thereby transmitting torque between the coupler and the first gear. In the manual mode, the coupler disengages from the first gear and engages the crankshaft, thereby transmitting torque between the coupler and the crankshaft.

[0018] In one embodiment, the auxiliary drive system includes a first gear mounted for rotation about the crankshaft axis. The first gear includes a first torque transmission device. The crankshaft has a second torque transmission device. The propulsion unit has a second gear with a third torque transmission device. The coupling includes a fourth and a fifth torque transmission device. The fourth torque transmission device engages the third torque transmission device of the second gear to transmit torque between the coupling and the second gear about the crankshaft axis in two angular directions in both the manual and auxiliary modes. The fifth torque transmission device engages the first torque transmission device of the first gear to transmit torque between the coupling and the first gear about the crankshaft axis when the coupling is in the auxiliary mode, enabling the auxiliary drive system to drive the propulsion unit. The fifth torque transmission device engages the second torque transmission device of the crankshaft to transmit torque between the coupling and the crankshaft about the crankshaft axis in two directions when the coupling is in the manual mode, enabling the manual drive system to drive the propulsion unit.

[0019] In one embodiment, the first torque transmission device and the fourth torque transmission device remain engaged when the coupling slides axially along the crankshaft axis to switch between the manual mode and the auxiliary mode.

[0020] In one embodiment, a one-way clutch is located between the second gear and the crankshaft. While the coupling device is in the auxiliary mode, when the crankshaft rotates along the first angular direction to drive the propulsion unit to output thrust along the first propulsion direction, the one-way clutch transmits torque between the crankshaft and the second gear. While the coupling device is in the auxiliary mode, when the crankshaft rotates along the second angular direction, the one-way clutch prevents torque transmission between the crankshaft and the second gear.

[0021] In one embodiment, when the coupling device is in the auxiliary mode, for example, when the motor is operating faster than the user pedaling, the one-way clutch allows the auxiliary drive system to move faster than the crankshaft.

[0022] In one embodiment, the coupling is a retaining ring extending around the crankshaft.

[0023] In one embodiment, the coupling device includes an electromechanical coupling actuator that drives the coupling along the crankshaft axis to switch the coupling device between the manual mode and the auxiliary mode.

[0024] In one embodiment, the electromechanical coupling actuator includes an electromagnetic switch and a pivot lever between the electromagnetic switch and the coupling. The pivot lever is driven by the electromagnetic switch to pivot between a first position corresponding to the auxiliary mode and a second position corresponding to the manual mode.

[0025] In one embodiment, the pivot lever includes a C-shaped fork end that pivotally engages the connector.

[0026] In one embodiment, when the coupling device is in the auxiliary mode and the manual mode, the coupling engages with the crankshaft to rotate with the crankshaft about the crankshaft axis.

[0027] In one embodiment, the propulsion unit has a first gear that rotates about the crankshaft axis. The coupling selectively engages and disengages with the first gear. In the manual mode, the coupling engages the first gear and connects the crankshaft to the first gear, such that the first gear rotates with the crankshaft when the crankshaft rotates in the first angular direction and the second angular direction. In the auxiliary mode, the coupling disengages from the first gear, such that rotation of the crankshaft in the first angular direction or the second angular direction does not transmit torque to the first gear via the coupling.

[0028] In one embodiment, a one-way clutch is located between the first gear and the crankshaft. Rotation of the crankshaft in the first angular direction drives the first gear via the one-way clutch, while rotation of the crankshaft in the second angular direction does not drive the first gear via the one-way clutch.

[0029] In one embodiment, the coupling device includes an electromechanical coupling actuator that drives the coupling between a first position and a second position along the crankshaft axis, thereby switching between a manual mode and an auxiliary mode. The first position corresponds to the coupling device being in the manual mode, while the second position corresponds to the coupling device being in the auxiliary mode.

[0030] In one embodiment, the coupling device includes a biasing member that biases the coupling toward the first position. The coupling actuator is an electromagnet. When energized, the electromagnet causes the coupling to translate along the crankshaft axis from the first position to the second position.

[0031] In one embodiment, a one-way clutch is mechanically positioned between the motor and the first gear. When the coupling device is in the manual mode and the crankshaft rotates in the second angular direction, the one-way clutch prevents the motor from being driven in a direction opposite to the direction of the motor when the coupling device is in the auxiliary mode, and the motor is energized to drive the propulsion unit to output thrust in the first propulsion direction.

[0032] In one embodiment, the coupling has a first axial end face facing the first gear axially along the crankshaft axis. The first gear has a second axial end face facing the coupling axially along the crankshaft axis. A plurality of jaws, also referred to as keys, are formed in one of the first and second end faces. A plurality of jaw receiving slots (also referred to as key receiving slots) are formed in the other of the first and second end faces, the plurality of jaw receiving slots being sized to axially receive and angularly engage the jaws, thereby transmitting torque between the coupling and the first gear when the coupling is in the manual mode.

[0033] In one embodiment, a vessel is provided. The vessel includes a hull and a pedal drive system according to any combination of the above embodiments, mounted to the hull.

[0034] A method for operating the pedal drive system as described above is provided.

[0035] In one embodiment, a method of operating a pedal drive system for a vessel is provided. The method includes switching between a manual mode and an auxiliary mode by sliding a coupling of the coupling device along a crankshaft axis defined by the crankshaft of the manual drive system. In the manual mode, the coupling mechanically connects the crankshaft to the propulsion unit such that rotation of the crankshaft about the crankshaft axis in a first angular direction drives a thruster of the propulsion unit to output thrust in a first propulsion direction, and rotation of the crankshaft about the crankshaft axis in a second angular direction opposite to the first angular direction drives the propulsion unit to output thrust in a second propulsion direction opposite to the first propulsion direction. In the auxiliary mode, the coupling device connects the crankshaft to the propulsion unit such that rotation of the crankshaft about the crankshaft axis in the first angular direction drives the propulsion unit to output thrust in the first propulsion direction, and rotation of the crankshaft about the crankshaft axis in the second angular direction does not drive the propulsion unit to output thrust in the second propulsion direction. In the auxiliary mode, the auxiliary drive system is mechanically connected to the propulsion unit, such that when the motor of the auxiliary drive system is energized, the auxiliary drive system drives the propulsion unit to output thrust along the first propulsion direction.

[0036] In one method, the auxiliary drive system includes a first gear mounted for rotation about the crankshaft axis. The propulsion unit has a second gear. The method includes switching to the auxiliary mode by coupling the first gear to the second gear, and using the coupling to couple the first gear to the second gear by sliding the coupling along the crankshaft axis. The method also includes switching to the manual mode by coupling the crankshaft to the second gear, and using the coupling to couple the crankshaft to the second gear by sliding the coupling along the crankshaft axis.

[0037] In one method, switching to the auxiliary mode includes: disengaging the coupling from the crankshaft and engaging the coupling with the first gear to transmit torque between the first gear and the second gear. Switching to the manual mode includes: disengaging the coupling from the first gear and engaging the coupling with the crankshaft to transmit torque between the crankshaft and the second gear.

[0038] In one method, the auxiliary drive system includes a first gear mounted for rotation about the crankshaft axis. The first gear includes a first torque transmission device. The crankshaft has a second torque transmission device. The propulsion unit has a second gear, which has a third torque transmission device. The coupling includes a fourth torque transmission device and a fifth torque transmission device. The method includes engaging the third torque transmission device with the fourth torque transmission device in both the manual and auxiliary modes to transmit torque between the coupling and the second gear about the crankshaft axis in two angular directions in both the manual and auxiliary modes. The method includes switching to the auxiliary mode by engaging the fifth torque transmission device with the first torque transmission device of the first gear to transmit torque between the coupling and the first gear about the crankshaft axis, such that the auxiliary drive system can drive the propulsion unit. The method includes switching to the manual mode by engaging the fifth torque transmission device with the second torque transmission device of the crankshaft, thereby transmitting torque between the coupling and the crankshaft in two directions around the crankshaft axis, such that the manual drive system can drive the propulsion unit to generate thrust along the first propulsion direction and the second propulsion direction.

[0039] In one method, the method includes: driving the propulsion unit to output thrust in the first propulsion direction by transmitting torque between the crankshaft and the second gear while the coupling device is in the auxiliary mode, by rotating the crankshaft in the first angular direction and using a one-way clutch between the second gear and the crankshaft. The method further includes: using the one-way clutch to prevent torque transmission between the crankshaft and the second gear when the crankshaft is rotating in the second angular direction while the coupling device is in the auxiliary mode.

[0040] One method includes driving the connector using an electromechanical coupling actuator to switch the coupling device between the manual mode and the auxiliary mode.

[0041] In one method, the method includes: engaging the coupling with the crankshaft, thereby rotating together with the crankshaft about the crankshaft axis in both the auxiliary mode and the manual mode.

[0042] One method includes engaging a first gear of the propulsion unit, which rotates about the crankshaft axis, with a coupling to connect the crankshaft to the first gear, such that the first gear rotates together with the crankshaft when the crankshaft rotates in a first angular direction and a second angular direction, thereby switching to the manual mode. The method further includes disengaging the coupling from the first gear, such that rotation of the crankshaft in the first angular direction or the second angular direction does not transmit torque to the first gear via the coupling, thereby switching to the auxiliary mode.

[0043] In one method, the method includes: driving the first gear via a one-way clutch located between the first gear and the crankshaft by rotating the crankshaft in a first angular direction. The method further includes: preventing the driving of the first gear via the one-way clutch when the crankshaft rotates in a second angular direction.

[0044] One method includes using an electromechanical coupling actuator to drive the coupling between a first position and a second position along the crankshaft axis, thereby switching between a manual mode and an auxiliary mode. The first position corresponds to the coupling being in the manual mode, while the second position corresponds to the coupling being in the auxiliary mode.

[0045] One method includes biasing the connector toward a first position using a biasing member of the coupling device, wherein the coupling actuator is an electromagnet. The method further includes using the coupling actuator to translate the connector along the crankshaft axis from the first position to the second position when the coupling actuator is energized. Optionally, the coupling actuator may be an electromagnet.

[0046] In one method, when the coupling device is in the manual mode and when the crankshaft rotates in the second angular direction or at a reduced rate, the method includes: using a one-way clutch mechanically located between the motor and the first gear to prevent the motor from being driven in a direction opposite to the direction in which the motor is driven when the coupling device is in the auxiliary mode, and energizing the motor to drive the propulsion unit to output thrust in the first propulsion direction.

[0047] Furthermore, the one-way clutch allows the operator to reduce pedaling speed without motor drive. Here, the controller senses the decrease in pedaling speed via a speed sensor. The controller then reduces the output auxiliary power to match the new pedaling speed. Advantages of this construction and control method are that a torque sensor is not required; the controller simply observes the operator's pedaling speed.

[0048] In one method, the connector has a first axial end face facing the first gear. The first gear has a second axial end face facing the connector. A plurality of jaws are formed in one of the first and second end faces. A plurality of jaw receiving slots are formed in the other of the first and second end faces, the plurality of jaw receiving slots being sized to receive and engage the jaws axially and angularly, thereby transmitting torque between the connector and the first gear when the coupling is in the manual mode.

[0049] Other aspects, objects, and advantages of the invention will become more apparent from the following description when taken in conjunction with the accompanying drawings. Attached Figure Description

[0050] The accompanying drawings, which are incorporated in and form part of this specification, illustrate several aspects of the invention and, together with the specification, serve to explain the principles of the invention. In the drawings:

[0051] Figure 1 A simplified illustration of a vessel including the pedal drive system according to this application;

[0052] Figure 2 For use with ships;

[0053] Figure 3 This is a partial illustration of a pedal drive system;

[0054] Figure 4 and Figure 5 The illustration shows a portion of the pedal drive system in auxiliary mode.

[0055] Figure 6 A cross-sectional view of the pedal drive system in auxiliary mode;

[0056] Figure 7 A cross-sectional view of the pedal drive system in manual mode;

[0057] Figure 8 and Figure 9 The various torque transmission devices of the pedal drive system are illustrated using an exploded representation.

[0058] Figure 10 and Figure 11 An enlarged view of the pedal drive system in manual mode;

[0059] Figure 12 This is a diagram illustrating the pedal drive system of the coupler actuator in manual mode;

[0060] Figure 13 This is a diagram illustrating the pedal drive system of the coupler actuator in auxiliary mode;

[0061] Figure 14 and Figure 15 The diagram illustrates an additional pedal drive system in manual mode;

[0062] Figure 16 A cross-sectional view of the pedal drive system in manual mode;

[0063] Figure 17 The diagram illustrates the pedal drive system in auxiliary mode;

[0064] Figure 18 A cross-sectional view of the pedal drive system in auxiliary mode;

[0065] Figure 19 The diagram illustrates the torque transmission device of the pedal drive system; and

[0066] Figure 20 The diagram illustrates the pedal drive system in manual mode;

[0067] Figure 21 This is a perspective view of another embodiment of a pedal drive system according to this application;

[0068] Figure 22 In the state of having the outer shell removed Figure 21 A partial 3D illustration of the pedal drive system;

[0069] Figure 23 For those in assist mode Figure 21 A cross-sectional diagram of the pedal drive system;

[0070] Figure 24 for Figure 21 An exploded view of a portion of the coupling device of the pedal drive system; and

[0071] Figure 25 For those in manual mode Figure 21 A cross-sectional diagram of the pedal drive system.

[0072] While the invention will be described in conjunction with a preferred embodiment, it is not intended to limit the invention to these embodiments. Rather, it is intended to cover alternatives, variations, and equivalents included within the spirit and scope of the invention as defined in the appended claims. Detailed Implementation

[0073] Turning now to the accompanying drawings, which illustrate exemplary embodiments of a vessel 20 configured in accordance with the teachings herein and an associated pedal drive system 22. As will be described in more detail below, the pedal drive system 22 is capable of operating in either a manual mode or an assisted mode. The manual mode allows unassisted manual pedaling to provide thrust to the vessel 20.

[0074] In assist mode, the pedal drive system 22 also provides different levels of pedal assistance as needed via an assist drive system with an electric motor to supplement the manual pedaling force provided by the user at the pedal of the pedal drive system 22.

[0075] In an embodiment, in manual mode, when no pedal assistance force is provided, the auxiliary drive system of the pedal drive system 22 is decoupled from the rest of the system to minimize the amount of additional manual pedal force required by a conventional pedal drive system that does not include any type of assistance.

[0076] As described above, the pedal drive system 22 provides different levels of pedal assistance force as needed. In operation, the user activates the system using the user interface described below. The user can use this interface to select the level of assistance. Once the user begins to pedal forward, the assistance drive engages and begins to provide pedal assistance force to ultimately reduce the amount of manual pedaling force required for a given amount of thrust, without changing the pedaling speed. In fact, the pedal drive system 22 utilizes more than one overrunning clutch to allow pedaling faster than the provided pedaling speed.

[0077] The system can be configured to monitor and adjust the amount of pedal assist provided based on the manual pedaling force supplied by the user. For example, if the user's pedaling speed drops below a preset pedaling speed at a given level of assist, the system can automatically reduce the amount of pedal assist provided to match the new pedaling speed.

[0078] The system can also be configured to automatically disconnect from the auxiliary drive system so that it stops providing pedal assistance if the user completely stops pedaling. In such an example, with the entire auxiliary drive system of the pedal drive system 22 in a state of no backward drive, the user is then free to pedal backward, for example, to slow the forward motion of the vessel 20. If the user then resumes pedaling forward, the system can also automatically resume providing pedal assistance by automatically detecting the forward movement of the pedals and then re-engage the auxiliary drive system. These and other functions of the pedal drive system 22 are described below.

[0079] Now, especially referencing Figure 1 The vessel 20 can be in the form of any type of kayak or other similar vessel (e.g., a canoe). In an exemplary embodiment, the vessel 20 is able to include an opening 24 in its hull 26 to allow a portion of the pedal drive system 22 to extend below the bottom of the hull 26 and provide thrust to the vessel converted from manual pedal force and / or pedal assistance force provided by the user and / or the pedal drive system 22.

[0080] In fact, the user (not shown) can sit in seat 28 and operate pedal drive system 22 and any steering control device as described below.

[0081] Furthermore, the hull 26 may include one or more sealed or open top storage compartments 34.

[0082] The vessel 20 may include a rudder system 30 and associated manual or automatic control devices for steering the vessel 20. The specific shape and size of the illustrated vessel 20 are purely exemplary and are not intended to limit the invention in any way herein. Furthermore, the position, size, and shape of the pedal drive system 22 relative to the hull 26 are purely exemplary. For example, in some embodiments, the portion of the pedal drive system 22 extending into the water may be located where the rudder system 30 is situated, replacing the need for the rudder system 30.

[0083] The idea is that the pedal drive system 22 can be incorporated into any vessel that might expect to include user pedal functionality.

[0084] The pedal drive system 22 can also be mounted to the hull 26, allowing it to move generally along directions 36 and 38, thereby selectively retracting and deploying the pedal drive system 22. To place the pedal drive system 22 in the retracted position, it can be rotated along direction 36 so that it is generally retracted within the opening 24 as shown and does not extend downward through the opening 24. To place the pedal drive system 22 in the deployed position, it can be rotated along direction 38, thereby placing it generally in the configuration shown. Furthermore, the pedal drive system 22 can be rotated along direction 36, thereby completely removing it from the hull 36. Accordingly, appropriate seals and other structures can be employed to reduce or eliminate water ingress into the interior of the hull 26 when the pedal drive system 22 is present or absent, thereby appropriately sealing the opening 24. However, such sealing is not necessary for all vessels.

[0085] Now turn to Figure 2 The pedal drive system 22 was removed from vessel 20. The pedal drive system 22 included a pair of pedals 40, 42, at which a user could provide manual pedal force input. Each pedal included an associated crank 40a, 42a, which was mounted to a rotatable crankshaft 44 defining a crankshaft axis 45 extending longitudinally through a shaft 44.

[0086] The rotation of crankshaft 44 about crankshaft axis 45 in a first angular direction 47 generates thrust via pusher 48 in a first propulsion direction 49, while the rotation of crankshaft 44 in a second angular direction 51 opposite to the first angular direction 47 generates thrust via pusher 48 in a second propulsion direction 53 opposite to the first propulsion direction 49.

[0087] The pedal drive system 22 may also include an auxiliary drive system 52 for providing pedal assistance force via an electric motor. A power source 60 is associated with and supplies power to the electric motor 66 of the auxiliary drive system 52. The power source 60 may also supply power to a controller 62, which monitors and controls the operation of the pedal drive system 22 based in part on input provided by a user interface 64. The power source 60 can be any power source used in marine applications, and for non-limiting examples, it can be a marine battery.

[0088] Controller 62 may be a stand-alone controller housed within hull 50 or elsewhere on vessel 20, and includes all necessary hardware, firmware, and software required to implement the functions described herein. Alternatively, controller 62 may be integrated into other devices. For example, controller 62 may be integrated into multifunctional devices such as fish finders, mobile devices, or any other user-accessible device capable of receiving input and sending output. The foregoing term “integration” includes not only the physical integration of controller 62 into such a device, but also the complete embodiment of controller 62 as software programs running on such a device. Indeed, many multifunctional displays and mobile devices are fully capable of receiving input and sending output, and thus can be used as controller 62 utilizing the existing hardware of such devices.

[0089] The controller 62 can communicate with the pedal drive system 22 via a wired or wireless connection. In the case of a wireless connection, the pedal drive system 22 can also include its own local hardware, software, and firmware required to communicate with and respond to commands from the remote controller 62. In addition to controlling the operation of auxiliary functions of the pedal drive system 22, the controller 62 can also control other aspects of the system, such as battery life and power consumption.

[0090] Furthermore, the controller 62 can receive inputs related to the operation of the pedal drive system 22 in order to control the auxiliary functions provided therefrom. For example, a torque sensor can be mounted to one or both of the cranks 40a and 42a and communicate with the controller 62. Alternatively, the torque sensor can be mounted to any structure of the pedal drive system 22 capable of sensing torque load. In addition to or as an alternative to the torque sensor, a speed sensor can be used, for example, to monitor its revolutions per minute. This speed sensor can also communicate with the controller 62. The torque sensor and the speed sensor can communicate with the controller 62 via wired or wireless connections, allowing the controller 62 to detect the speed and direction of the pedals 40 and 42.

[0091] The sensor is made of Figure 3 The sensor device 63 is indicated in the diagram. However, other sensors can be placed in other locations.

[0092] However, the aforementioned sensors may be just a few examples among many examples used to monitor the operation of the pedal drive system 22. What is needed is a sensor device capable of operating to detect more than one operating parameter of the pedal drive system 22 (e.g., pedal speed and / or direction). The controller 62 uses such a sensor device to query changes in pedal state (i.e., changes in pedal speed or pedal direction) to selectively switch between assisted and manual modes, and vice versa.

[0093] User interface 64 can be directly associated with controller 62. As an example, controller 62 may be integrated into a multifunction display or mobile device, which utilizes its existing interface capacity to house user interface 64. As another example, controller 62 may be a standalone operating unit housed within hull 50 or located elsewhere within vessel 20, on which its own user interface 64 may be included. Alternatively, user interface 64 can be a separate component, such as a wired or wireless remote control device. As yet another alternative, user interface 64 may appear directly on pedal drive system 22 as a separate interface and communicate with controller 62. User interface 64 can utilize any contemporary interface features, such as touchscreen controls (e.g., see...). Figure 21 The touch screen user interface (464), mechanical control device, motion control device, etc.

[0094] Figures 3 to 5 This is a simplified illustration of the pedal drive system 22 with the outer casing removed, thus showing a portion of the auxiliary drive system 52 and the manual drive system 55 and how they interact with the propulsion unit 70.

[0095] The auxiliary drive system 52 includes a plurality of gears between the electric motor 66 and the large gear 72. The gears between the motor 66 and the large gear 72 are typically used to gradually reduce the output speed of the motor 66. In other embodiments, the auxiliary drive system 52 may include more or fewer gears between the motor 66 and the large gear 72. In some embodiments, the large gear 72 may be directly driven by the motor 66.

[0096] Reference Figure 6 The large gear 72 is rotatably mounted to rotate about the crankshaft axis 45. In this embodiment, a pair of bearings 73 are disposed between the large gear 72 and the crankshaft 44. In this embodiment, the large gear 72 is therefore rotatably mounted to the crankshaft 44.

[0097] In this embodiment, the manual drive system 55 is mainly provided by crankshaft 44, cranks 40a and 42a, and pedals 40 and 42.

[0098] exist Figures 3 to 5 In this configuration, the propulsion unit 70 is represented by a bevel gear assembly 74 and a drive shaft 75 including a mating gear 77. The bevel gear assembly 74 includes a bevel gear 76 mounted to a hub 78. The bevel gear 76 and the hub 78 are fixed to each other such that rotation of one component is transmitted to the other component, regardless of the direction of rotation about axis 45.

[0099] In other embodiments, the bevel gear assembly 74 is provided by a single component, rather than by multiple components fixed to each other.

[0100] The pedal drive system 22 includes a coupling device 80, which includes components that slide axially along the crankshaft axis 45. Figure 6 (As shown by arrows 84 and 86) thus in auxiliary mode ( Figures 3 to 6 ) and artificial mode ( Figure 7 Connector 82 for switching between )

[0101] Reference Figure 2 , Figure 3 as well as Figure 7 In manual mode, the coupling device 80 mechanically connects the crankshaft 44 to the propulsion unit 70. Through this connection, rotation of the crankshaft 44 about the crankshaft axis 45 in a first angular direction 47 drives the propulsion unit in a first propulsion direction 49 (e.g., ...). Figure 2 The straight arrow in the middle and Figure 3 (As shown by the angular motion of the drive shaft 75 in the middle) outputs thrust.

[0102] The rotation of the crankshaft 44 about its axis 44 in a second angular direction 51 opposite to the first angular direction 47 drives the propulsion unit 70 in a second propulsion direction 53 opposite to the first propulsion direction 49 (e.g., Figure 2 The straight arrow in the middle and Figure 3 (As shown by the angular motion of the drive shaft 75 in the middle) outputs thrust.

[0103] Reference Figure 2 , Figure 3 , Figure 5 as well as Figure 6 In auxiliary mode, the coupling device 80 mechanically connects the auxiliary drive system 52 to the propulsion unit 70. When the motor 66 is energized, the auxiliary drive system 52 drives the propulsion unit 70 to output thrust along the first propulsion direction 49.

[0104] In a preferred embodiment, the connection is performed by the connector 82 rotatably connecting the large gear 72 to the bevel gear assembly 74.

[0105] In a preferred embodiment, in auxiliary mode, the coupling device 80 operatively connects the crankshaft 44 to the propulsion unit 70 such that rotation of the crankshaft 44 about the crankshaft axis 45 in a first angular direction 47, performed by the user, drives the propulsion unit 70 to output thrust in a first propulsion direction 49. However, rotation of the crankshaft 44 about the crankshaft axis 45 in a second angular direction 51, performed by the user, does not drive the propulsion unit 70 to output thrust in a second propulsion direction 53. In other words, the crankshaft 44 and the pedals can rotate freely relative to the auxiliary drive system 52, or their rotational speed can be exceeded by the auxiliary drive system.

[0106] Reference Figure 6 , Figure 8 as well as Figure 9The connector 82 and the large gear 72 have a torque transmission interface provided by the large gear torque transmission device 88, which is provided by a plurality of inclined surfaces 89 extending toward the ground at an angle of 45 around the crankshaft axis and engages with the first connector torque transmission device 90, which is provided by a plurality of corresponding inclined surfaces 91 extending toward the ground at an angle of 45 around the crankshaft axis.

[0107] When the motor 66 is operatively driving the large gear 72 about the axis 45, the inclined surfaces 89 and 91 engage with each other angularly. The coupling 82 can be axially biased along the crankshaft axis 45 to maintain the coupling 82 and the large gear 72 in axial and angular engagement, so that the torque generated by the motor 66 is transmitted between them.

[0108] When there is a speed difference between the coupling and the large gear face, the orientation of the inclined surfaces allows inclined surfaces 89 and 91 to slide angularly relative to each other. Within a certain range of relative angular rotation, the two mating elements can engage axially. The non-inclined elements need to be aligned before initiating or reversing axial movement. Once proper angular alignment is achieved, the inclined surfaces engage smoothly; however, the square dogs will engage rapidly, which can be noisy and / or lead to undesirable wear or damage to the components. However, the inclined surfaces can be driven in only one angular direction.

[0109] The bias can be provided by an elastic biasing member such as a spring, or by a lever such as a pivot lever 100 for switching the connector 82 between auxiliary and manual modes.

[0110] In addition to being rotatably connected to the large gear 72, the connector 82 is also rotatably engaged with the bevel gear device 74 at a separate torque transmission interface, which is provided by a bevel gear torque transmission device in the form of a splined device 96 of a second connector torque transmission device in the form of a splined device 98.

[0111] Therefore, the engagement of the coupling 82 with the torque transmission device 88 of the large gear 72 and the spline device 96 of the bevel gear device 74 transmits the torque generated by the large gear 72 to the bevel gear device 76 via the motor 66, and finally to the drive shaft 75 to drive the actuator 48.

[0112] The torque transmission interface is configured such that the connector 82 can slide axially relative to the bevel gear assembly 74 along the crankshaft axis 45, while the spline assemblies 96 and 98 remain angularly engaged with each other.

[0113] More specifically, the connector 82 is capable of corresponding to the auxiliary mode. Figure 6 The positions shown correspond to the manual mode.Figure 7 Slide between the indicated positions to switch the operating mode of the pedal drive system 22.

[0114] Even in assist mode, the user can still use the pedals to provide power to the vessel in the forward direction, for example, along the first propulsion direction 49 ( Figure 1 This generates thrust. However, if the user attempts to pedal in the opposite direction, the motion is not transmitted to the propulsion unit 70 or the auxiliary drive system 52.

[0115] This capability is provided by a one-way clutch 102 located between the bevel gear assembly 74 and the crankshaft 44. More specifically, the one-way clutch 102 is configured to transmit torque from the crankshaft 44 to the bevel gear assembly 74 only in a first angular direction 47 around the crankshaft axis 45. However, if the user attempts to pedal backward and transmit torque in a second angular direction 51, the one-way clutch 102 will not transmit torque from the crankshaft 44 to the bevel gear assembly 74.

[0116] A key or other device can angularly connect the one-way clutch 102 to the crankshaft 44 and the bevel gear assembly 74.

[0117] In manual mode, crankshaft 44 is angularly connected to bevel gear assembly 74 via connector 82 of coupling device 80. However, connector 82 is separated from large gear 72. Consequently, no output from motor 66 is transmitted to crankshaft 44 or propulsion unit 70.

[0118] More specifically, the spline devices 96 and 98 remain engaged, thereby angularly connecting the connector 82 to the bevel gear device 74.

[0119] The additional torque transmission interface is provided by the crankshaft spline assembly 104 (see...). Figure 8 The crankshaft torque transmission device is provided in the form of a crankshaft and the second spline device 106 provided by the connector 82.

[0120] Significantly, the coupling 82 is typically in the form of a retaining ring extending around the crankshaft 44. In this embodiment, both the spline devices 98 and 106 of the coupling 82 are formed on the inner circumference of the retaining ring forming the coupling 82.

[0121] The inner diameters of spline devices 98 and 106 are different. Specifically, the inner diameter of spline device 98 is larger than that of spline device 106. Through this embodiment, when in auxiliary mode (see, for example, [link to example]), Figure 6 When the spline device 98 is not engaged with the crankshaft spline device 104, the spline device 98 is not engaged with the crankshaft spline device 104.

[0122] The torque transmission interfaces provided by spline devices 104 and 106 connect the crankshaft to the bevel gear device 74 for angular rotation about the crankshaft axis 45 in a first and second angular direction. This allows the user to pedal in both forward and backward directions while transmitting torque to the propulsion unit 70 in both directions. Therefore, when in manual mode via the manual drive system 55 (e.g., pedals 40, 42), the user can propel the vessel forward and backward.

[0123] Figure 10 and Figure 11 The figure shows the pedal drive system 22 in manual mode when the coupling 82 is disconnected from the large gear 72.

[0124] Figure 12 and Figure 13 The figure shows a coupling actuator 110 that drives the coupling 82 to switch between auxiliary and manual modes. Figure 12 The diagram shows connector 82 in manual mode, while Figure 13 The figure shows connector 82 in auxiliary mode.

[0125] In order to switch the connector 82 between two positions, the connector actuator 110 of this embodiment includes an electromechanical connector actuator in the form of an electromagnetic switch 112 that drives a pivot lever 100 about an axis 116.

[0126] More specifically, the pivot lever 100 includes one end connected to the electromagnetic switch 112 and an opposite bifurcated end engaging the connector 82. The bifurcated end is received in an annular groove formed in the outer periphery of the connector 82. Thus, the bifurcated end can apply an axial force to the sidewalls 118 or 120, thereby axially translating the connector 82 along the crankshaft axis 45 to engage or disengage the torque transmission devices 88, 90 as needed.

[0127] It is noted that the electromagnetic switch 112 can be connected to the aforementioned controller 62 and power supply 60. When the user switches between modes, the controller 62 can appropriately energize or de-energize the electromagnetic switch 112. Typically, when the default mode is manual mode, the electromagnetic switch will be energized when switching to auxiliary mode. This usually also energizes the motor 66 of the auxiliary drive system 52.

[0128] Other electromechanical actuators can be used. For example, a linear actuator that drives the line of the connector 82 can be provided. Furthermore, an electromechanical actuator can be provided.

[0129] Reference Figures 14 to 20The diagram illustrates the portion of the additional pedal drive system 222 capable of switching between assist mode and manual mode. More specifically, it shows the assist drive system 252, manual drive system 255, propulsion unit 270, and coupling device 280 of the pedal drive system 222. However, other components are typically included, to name just a few, such as the pedal, drive shaft, actuator, controller, power supply, user interface, and protective housing. The pedal drive system 222 is capable of switching between assist mode and manual mode.

[0130] The pedal drive system 222 is capable of working with Figure 1 and Figure 2 The pedal drive system 22 is swapped. Since it is not necessary for understanding the invention, updated images including this device are not included. Figure 1 and Figure 2 The reference to the direction of propulsion in the diagram will be used to illustrate this embodiment.

[0131] The auxiliary drive system 252 includes a motor 266 and a plurality of gears between the motor and the propulsion unit 270. The number of gears between the motor and the propulsion unit 270 may be more or less than the number shown in the figure.

[0132] In this embodiment, the manual drive system 255 mainly consists of pedals and cranks (not shown) and a crankshaft 244 that rotates about the crankshaft axis 245.

[0133] The propulsion unit 270 is represented by a number of gears, but it will be understood that other components such as drive shafts, actuators and additional gears may optionally be provided by the propulsion unit.

[0134] Figures 14 to 16 as well as Figure 20 The figure illustrates the pedal drive system 222 in manual mode. In this mode, the user can drive the propulsion unit to generate propulsion along the first and second propulsion directions 49, 51 by pedaling the crankshaft 244 in opposite first and second angular directions around the crankshaft axis 245.

[0135] To transmit the rotational motion of the crankshaft 244 to the propulsion unit, a coupling device 280 connects the crankshaft 244 to a gear 274, which is a combination of a large gear and a bevel gear forming portion of the propulsion unit 270. The gear 274 includes a large gear region 276 and a bevel gear region 278, which are connected to rotate together around the crankshaft axis 245 in two angular directions. In manual mode, only the bevel gear region 278 is needed.

[0136] When thrust is generated by propulsion unit 270, gear 274 rotates around crankshaft axis 245.

[0137] Two areas can be formed by a single component, or by separate components connected together by means of pins, adhesives, screws, bolts or other fastening mechanisms.

[0138] A first torque transmission interface is provided between the connector 282 and the bevel gear region 276. The first torque transmission interface is provided by a first torque transmission device in the form of an axial end face 288 of the gear 274 and a cooperating second torque transmission device in the form of an axial end face 290 of the connector 82. The axial end face 290 of the connector includes a key (also called a dog) in the form of an axially extending protrusion 291, which is axially received in a keyway 289 (also called a dog slot) formed in the axial end face 288 of the gear 274. The protrusions and slots 291 / 289 may also take the form of angularly engaging dog slots as described below. Therefore, the key can be in the form of mutually engaging dog slots.

[0139] In addition to extending axially, the protrusion 291 also extends radially relative to the crankshaft axis 245, such that when engaged, engagement with the groove 289 transmits torque between the protrusion 291 and the groove 289.

[0140] It is noted that the axial end face 288 of gear 274 is provided by an interface plate, which is a separate component separate from and attached to the large gear region 274 and the bevel gear region 276 for rotation with them. Furthermore, the interface plate can be formed from gear regions 274 and 276, in other embodiments as a single piece. However, by making these three components separate, the manufacture of gear 274 is cheaper and easier. Additionally, screws, pins, adhesives, etc., can be used to secure the interface plate to the other components.

[0141] A second torque transmission interface is provided between the connector 282 and the crankshaft 244. In the illustrated embodiment, this torque transmission interface is provided by a key 296 that rotatably connects the connector 282 to the crankshaft 244 for rotation about the crankshaft axis 245 in two angular directions.

[0142] Key 297 engages with a slot formed in the inner circumferential surface of connector 282 (see for the slot where key 297 will be inserted). Figure 19 The second torque transmission interface is configured to allow the coupling 282 to slide axially along the crankshaft 244 parallel to the crankshaft axis 245, for example, by... Figures 14 to 18 as well as Figure 20 The arrows in the opposite direction are shown in the diagram.

[0143] In other embodiments, the torque transmission interface may be similar to the splined device described above.

[0144] Accordingly, when the first and second torque transmission devices (e.g., end surfaces 288 and 290) engage and the user inputs force into the pedal in any angular direction around the crankshaft axis 245, the force and motion are transmitted via the coupling 282 to the gear 274 of the propulsion unit 270.

[0145] The one-way clutch 303 is configured to disconnect the auxiliary drive system 255 from the rest of the assembly and prevent the auxiliary drive system 255 from providing unwanted resistance while the user is pedaling, such as by requiring the user to reverse drive the gears and motor 266 of the auxiliary drive system 255.

[0146] The biasing member in the form of a coil spring 311 shown in the figure biases the connector 282 toward the gear 274. Accordingly, manual mode is the default mode.

[0147] The coupling device 280 includes a coupling actuator 312 to connect the coupling 282 from... Figures 14 to 16 Move to the position shown Figure 17 and Figure 18 The position shown allows the pedal drive system 222 to switch from manual mode to auxiliary mode.

[0148] In this embodiment, the coupling actuator 312 is in the form of an electromagnet. When energized, the electromagnet causes the coupling 282 to disengage from the gear 274 by sliding the coupling 282 along the crankshaft axis 245 as shown by arrow 315. In particular, when the electromagnet is de-energized, as shown by arrow 313, the coupling 282 is reverse-driven to engage with the gear 274 by the coil spring 311.

[0149] Consider other coupling actuators 312. For example, a linear actuator or coupling actuator 110 can be used to properly switch the coupling 282 between the engaged position (manual mode) and the disengaged position (auxiliary mode).

[0150] When the connector 282 is in Figures 17 to 18 In the position shown, rotation of crankshaft 244 about axis 245 is not transmitted to gear 274 via coupling 282. Alternatively, for users who use pedals to generate thrust via propulsion unit 270, a one-way clutch 302 is provided between gear 274 and crankshaft 244.

[0151] The one-way clutch 302 transmits the rotational motion of the crankshaft 244 to the gear 274 only around axis 245 in the first angular direction. Thus, in auxiliary mode, the user can only use the pedals to generate thrust in the first propulsion direction 49, thereby propelling the vessel forward. The one-way clutch 302 also allows the motor 266 to pedal faster than the crankshaft 244 if the user pedals slower than the speed at which the motor 266 drives the gear 274.

[0152] In auxiliary mode, if the user rotates the crankshaft, the coupling 282 will rotate with the crankshaft 244. However, no torque is transmitted to the propulsion unit 270 and gear 274 via the coupling 282, but only via the one-way clutch 302.

[0153] Therefore, it should be obvious that the connector 282 can selectively engage with the gear 274 to enter manual mode, and can selectively disengage from the gear 274 to enter auxiliary mode.

[0154] The actuator 312 and motor 266 are operatively connected to the controller 62 and power supply 60, such that they are operatively energized simultaneously or sequentially when the user activates the assist mode. It is noted that if the user significantly reduces the pedaling speed, such as by stopping pedaling or reversing pedaling, the torque and speed sensors discussed above can be used to automatically disable the assist mode.

[0155] Figure 21 This is a simplified partial illustration of another pedal drive system 422. For simplicity, the drive shaft, actuator, and pedal have been removed, but the drive shaft, actuator, and pedal will be included as shown in the existing design drawings. This pedal drive system 422 can again selectively switch between assist mode and manual mode.

[0156] Reference Figures 22 to 25 The figure shows a portion of the pedal drive system 422. The pedal drive system includes an auxiliary drive system 452, a manual drive system 455, a propulsion unit (not shown), and a coupling device 480.

[0157] The auxiliary drive system 452 includes a motor 466 and a plurality of gears between the motor 466 and the propulsion unit. The number of gears between the motor 466 and the propulsion unit may be more or less than shown in the figure.

[0158] In this embodiment, the manual drive system 455 mainly consists of pedals and cranks (not shown) and a crankshaft 444 that rotates about the crankshaft axis 445.

[0159] The propulsion unit 470 is represented by a bevel gear, but it will be understood that other components such as a drive shaft, a pusher, and additional gears may optionally be provided by the propulsion unit.

[0160] Figure 22The figure illustrates the pedal drive system 422 in auxiliary mode. In this mode, the user can drive the propulsion unit, thereby generating thrust only in the first propulsion direction 49 by pedaling the crankshaft 444 around the crankshaft axis 445. Additionally, the auxiliary drive system 452 is effective such that the motor 466 is operatively coupled to the propulsion unit 470 to assist in driving the propulsion unit, thereby generating thrust in the first propulsion direction 49. In this mode, as previously discussed, the auxiliary drive system 452 prevents reverse pedaling or reverse drive of the motor 466.

[0161] In this configuration, the connecting device 480, and in particular the connector 482, has been disconnected from the gear 474. The gear 474 in this embodiment is similar to gear 274 and is formed by multiple components. More specifically, gear 474 includes a large gear portion 476 and a bevel gear portion 478 connected together to rotate together in two angular directions about the crankshaft axis 445. The bevel gear portion 478 can be considered as part of the propulsion unit 470.

[0162] To connect the large gear portion 476 and the bevel gear portion 478, gear 474 includes a hub 475. The large gear portion 476 and the bevel gear portion 478 are operatively connected to the hub 475 such that the components rotate together. However, in other embodiments, gear 474 may be formed as a single component from which both the large gear portion 476 and the bevel gear portion 478 are provided.

[0163] In auxiliary mode, the user can drive the crankshaft 444 in the first angular direction by pedaling. In auxiliary mode, the one-way clutch 502 between the gear 474 and the crankshaft 444 prevents the auxiliary drive system 452 from being driven in the reverse direction.

[0164] In some embodiments, the one-way clutch may allow the auxiliary drive system 452 to move faster than the crankshaft 44, such that if the user wishes to pause pedaling, the motor 466 will continue to drive the propulsion unit of the pedal drive system 422 and the vessel.

[0165] However, in typical devices, if the user stops pedaling, the assist drive system will sense this decrease in pedaling revolutions per minute and automatically reduce its output to match the operator's pedaling / rhythm rate. When pedaling stops, the assist drive system will simply stop.

[0166] In this device, the system senses the decreasing rate of pedaling and automatically reduces the output of the auxiliary drive system. Once the desired speed is reached, the user can remove their foot from the pedal, and the auxiliary drive system will continue at the current rate until a preset power level is reached. This control is applicable to all drive systems described herein.

[0167] In auxiliary mode, the coupling actuator 510 of this embodiment includes an electromechanical coupling actuator in the form of an electromagnetic switch 512 that drives a pivot lever 500 about axis 516 in the direction indicated by arrow 517. This action compresses disc spring 511 to drive coupling 482 out of engagement with gear 474 (as indicated by arrow 515).

[0168] By doing so, the coupling 482 no longer rotatably connects the crankshaft 444 to the gear 474. Accordingly, the rotational motion of the crankshaft 444 generated by input from the user about the rotation axis 445 in any angular direction is not transmitted to the gear 474 via the coupling 482, but only via the one-way clutch 502.

[0169] The pivot lever 500 is similar to the pivot lever 100 discussed above and includes a bifurcated end that is received in an annular groove in the outer periphery of the connector 482. The opposite end is connected to the electromagnetic switch 512. When the electromagnetic switch 512 is energized, its armature retracts (shown by arrow 522), causing the pivot arm 500 to rotate about axis 516 as shown by arrow 517, thereby driving the connector 482 in the direction shown by arrow 515.

[0170] To switch to manual mode, power is removed from the electromagnetic switch 512. This allows the coil spring 511 to bias the coupling 482 into engagement with the gear 474, for example, as... Figure 23 As indicated by arrow 513. In auxiliary mode, it is necessary to maintain the energization of electromagnetic switch 512 to overcome the force of disc spring 511 and keep connector 482 disengaged from gear 474.

[0171] Figure 25 The figure shows connector 482 in manual mode.

[0172] The connector 482 and gear 474 have a torque transmission interface for transmitting the rotational motion of the connector 482 to the gear 474. (See additional reference.) Figure 24 The torque transmission interface includes a gear torque transmission device 488, shown as a gear 474 with multiple jaws 489, and a connector torque transmission device 490, shown as mating jaws 491. These two torque transmission devices 488 and 490 engage to transmit torque between the connector and the gear 474. More specifically, in manual mode, the jaws 491 are axially received in channels formed between adjacent jaws 489 of the gear torque transmission device 488. The jaws 489 and 491 may also be referred to as keys.

[0173] The coupling 482 includes a second torque transmission interface located between the coupling 482 and the crankshaft 444. This torque transmission interface remains engaged in both manual and auxiliary modes. The coupling 482 includes a splined arrangement 504 that engages the crankshaft 444 and a splined arrangement 506 that provides the second torque transmission interface. Similar to that described with respect to the preceding embodiments, this arrangement angularly connects the crankshaft 444 and the coupling 482 while allowing the coupling actuator 510 to drive the coupling 482 axially along the crankshaft axis 445 (as indicated by arrows 513, 515) between manual and auxiliary modes.

[0174] When the connector 482 is in Figure 25 In the position shown, the coupling 482 rotatably connects the crankshaft 444 to the gear 474, so that the rotational motion of the crankshaft in any angular direction 47 or 51 is transmitted to the gear 474, thereby driving the propulsion unit to output thrust in any propulsion direction.

[0175] A one-way clutch (not shown in this embodiment) is provided between the motor 466 and the gear 474 to prevent the motor 466 from being driven backward (the rearward drive motor 466 creates unnecessary resistance when pedaling).

[0176] Consider other coupling actuators. For example, a linear actuator or an electromagnet such as the one described above could be incorporated.

[0177] The third pedal drive assembly 422 is similar to and / or a combination of pedal drive assemblies 22 and 222. More specifically, the coupling device 480 of the pedal drive assembly 422 uses a coupling 482 similar to that of coupling device 280 and coupling 282. However, instead of using an electromagnet to drive the coupling 482, the pedal drive assembly 422 has a coupling actuator 510 similar to the coupling actuator 110 of the pedal drive assembly 22.

[0178] Any similar structure to pedal drive assemblies 22 and 222 can therefore also be applied to pedal drive assembly 422.

[0179] All references cited in this document, including publications, patent applications and patents, are incorporated herein by reference to the extent that each reference is individually and specifically indicated to be incorporated herein by reference in its entirety.

[0180] The use of the terms “a” (indefinite articles “a” or “an”) and “described”, as well as similar nouns, in the context of describing the invention (especially in the case of the subsequent claims) is to be construed as covering both single and multiple, unless otherwise stated herein or clearly negated by context. The terms “comprising” (including), “having,” and “comprising” are to be construed as open-ended terms (i.e., meaning “including, but not limited to”), unless otherwise noted. Statements of numerical ranges herein are intended only as shorthand for each individual numerical value falling within the stated range, unless otherwise stated herein, and each individual numerical value is incorporated into this specification as if it were stated separately herein. All methods described herein can be performed in any suitable order, unless otherwise stated herein or clearly negated by context. The use of any and all examples or exemplary language (e.g., “such as”) provided herein is merely intended to better illustrate the invention and is not intended to limit the scope of the invention, unless otherwise required. No language in the specification should be construed as indicating any unclaimed element as necessary for the practice of the invention.

[0181] Preferred embodiments of the invention have been described herein, including the best mode known to the inventors for carrying out the invention. Variations of these preferred embodiments will become apparent to those skilled in the art upon reading the foregoing description. The inventors expect those skilled in the art to suitly employ such variations, and the inventors intend to practice the invention in ways other than those specifically described herein. Therefore, as permitted by applicable law, the invention includes all variations and equivalent alternatives to the subject matter listed in the appended claims. Moreover, the invention includes any combination of the foregoing elements in all possible variations, unless otherwise stated herein or clearly negated by the context.

Claims

1. A pedal drive system for a ship, comprising: A manual drive system includes a pair of pedals mechanically attached to a crankshaft to rotate the crankshaft about its axis. Auxiliary drive system, which includes a motor; The propulsion unit has a thruster; A coupling device having a manual mode and an auxiliary mode, the coupling device including a coupler slidable along the crankshaft axis to switch the coupling device between the manual mode and the auxiliary mode, wherein: In the manual mode, the coupling mechanically connects the crankshaft to the propulsion unit, such that the rotation of the crankshaft about the crankshaft axis in a first angular direction drives the propulsion unit to output thrust in a first propulsion direction, and the rotation of the crankshaft about the crankshaft axis in a second angular direction opposite to the first angular direction drives the propulsion unit to output thrust in a second propulsion direction opposite to the first propulsion direction. In the auxiliary mode, the connecting device connects the crankshaft to the propulsion unit, such that the rotation of the crankshaft about the crankshaft axis in the first angular direction drives the propulsion unit to output thrust in the first propulsion direction, and such that the rotation of the crankshaft about the crankshaft axis in the second angular direction does not drive the propulsion unit to output thrust in the second propulsion direction; In the auxiliary mode, the auxiliary drive system is mechanically connected to the propulsion unit, such that when the motor is energized, the auxiliary drive system drives the propulsion unit to output thrust along the first propulsion direction.

2. The pedal drive system according to claim 1, wherein: The auxiliary drive system includes a first gear, which is mounted for rotation about the crankshaft axis. The propulsion unit has a second gear; In the auxiliary mode, the connector connects the first gear to the second gear; and In the manual mode, the coupling connects the crankshaft to the second gear.

3. The pedal drive system according to claim 2, wherein: In the auxiliary mode, the coupling disconnects from the crankshaft and engages the first gear, thereby transmitting torque between the coupling and the first gear; and In the manual mode, the coupling disconnects from the first gear and engages the crankshaft, thereby transmitting torque between the coupling and the crankshaft.

4. The pedal drive system according to claim 1, wherein: The auxiliary drive system includes a first gear, which is mounted for rotation about the crankshaft axis, and the first gear includes a first torque transmission device. The crankshaft has a second torque transmission device; The propulsion unit has a second gear, and the second gear has a third torque transmission device; The connector includes: The fourth torque transmission device engages with the third torque transmission device of the second gear, thereby transmitting torque between the coupler and the second gear in two angular directions around the crankshaft axis in both the manual mode and the auxiliary mode. A fifth torque transmission device, which engages with the first torque transmission device of the first gear, thereby transmitting torque between the coupling and the first gear about the crankshaft axis when the coupling is in the auxiliary mode, enabling the auxiliary drive system to drive the propulsion unit; and A sixth torque transmission device engages with the second torque transmission device on the crankshaft, thereby transmitting torque between the coupler and the crankshaft in two directions around the crankshaft axis when the coupling is in the manual mode, enabling the manual drive system to drive the propulsion unit.

5. The pedal drive system according to claim 4, wherein, The third torque transmission device and the fourth torque transmission device remain engaged as the coupling slides axially along the crankshaft axis to switch between the manual mode and the auxiliary mode.

6. The pedal drive system according to claim 2 further includes a one-way clutch between the second gear and the crankshaft, wherein when the connecting device is in the auxiliary mode, and the crankshaft rotates along the first angular direction to drive the propulsion unit to output thrust along the first propulsion direction, the one-way clutch transmits torque between the crankshaft and the second gear; and when the connecting device is in the auxiliary mode, and the crankshaft rotates along the second angular direction, the one-way clutch prevents torque transmission between the crankshaft and the second gear.

7. The pedal drive system according to claim 4 further includes a one-way clutch between the second gear and the crankshaft, wherein when the connecting device is in the auxiliary mode, and the crankshaft rotates along the first angular direction to drive the propulsion unit to output thrust along the first propulsion direction, the one-way clutch transmits torque between the crankshaft and the second gear; and when the connecting device is in the auxiliary mode, and the crankshaft rotates along the second angular direction, the one-way clutch prevents torque transmission between the crankshaft and the second gear.

8. The pedal drive system according to claim 7, wherein, When the coupling device is in the auxiliary mode, the one-way clutch allows the auxiliary drive system to move faster than the crankshaft.

9. The pedal drive system according to claim 5, wherein, The coupling is a retaining ring that extends around the crankshaft.

10. The pedal drive system according to claim 1, wherein, The coupling device includes an electromechanical coupling actuator that drives the coupling to switch the coupling device between the manual mode and the auxiliary mode.

11. The pedal drive system according to claim 10, wherein, The electromechanical actuator includes: Electromagnetic switches; and A pivot lever, driven by the electromagnetic switch, is located between the electromagnetic switch and the connector, thereby pivoting between a first position corresponding to the auxiliary mode and a second position corresponding to the manual mode.

12. The pedal drive system according to claim 11, wherein, The pivot lever includes a C-shaped forked end that pivotally engages the connector.

13. The pedal drive system according to claim 1, wherein, When the coupling device is in the auxiliary mode and the manual mode, the coupling engages with the crankshaft to rotate together with the crankshaft about the crankshaft axis.

14. The pedal drive system according to claim 13, wherein: The propulsion unit has a first gear that rotates about the crankshaft axis; The connector selectively engages and disengages with the first gear; In the manual mode, the coupling engages the first gear and connects the crankshaft to the first gear, such that when the crankshaft rotates in the first angular direction and the second angular direction, the first gear rotates together with the crankshaft. In the auxiliary mode, the coupling is disconnected from the first gear, so that the rotation of the crankshaft in the first angular direction or the second angular direction does not transmit torque to the first gear via the coupling.

15. The pedal drive system of claim 14, further comprising a one-way clutch between the first gear and the crankshaft, wherein rotation of the crankshaft in the first angular direction drives the first gear via the one-way clutch, and rotation of the crankshaft in the second angular direction does not drive the first gear via the one-way clutch.

16. The pedal drive system according to claim 14, wherein, The coupling device includes an electromechanical coupling actuator that drives the coupling between a first position and a second position along the crankshaft axis, thereby switching between a manual mode and an auxiliary mode. The first position corresponds to the coupling device being in the manual mode, while the second position corresponds to the coupling device being in the auxiliary mode.

17. The pedal drive system according to claim 16, wherein: The coupling device includes a biasing member that biases the connector toward the first position; The connecting actuator is an electromagnet; When energized, the electromagnet causes the coupling to translate along the crankshaft axis from the first position to the second position.

18. The pedal drive system of claim 14, further comprising a one-way clutch mechanically located between the motor and the first gear; in, When the coupling device is in the manual mode and the crankshaft rotates in the second angular direction, the one-way clutch prevents the motor from being driven in the opposite direction to the direction of the drive motor when the coupling device is in the auxiliary mode, and the motor is energized to assist in driving the propulsion unit to output thrust in the first propulsion direction.

19. The pedal drive system according to claim 18, wherein: The connector has a first axial end face facing the first gear along the axial direction; The first gear has a second axial end face facing the connector along the axial direction; Also includes: Multiple jaws are formed in one of the first end face and the second end face; Multiple jaw receiving slots are formed in one of the first end face and the second end face, the multiple jaw receiving slots being sized to receive jaws axially and engage jaws angularly, thereby transmitting torque between the connector and the first gear when the coupling device is in the manual mode.

20. A vessel comprising: hull; as well as A pedal drive system, which is mounted to the hull according to claim 1.

21. A method for operating a pedal drive system of a ship, the pedal drive system comprising a manual drive system, an auxiliary drive system, a propulsion unit, and a coupling device, the method comprising: The manual mode and the auxiliary mode are switched by sliding the coupling of the coupling device along the crankshaft axis defined by the crankshaft of the manual drive system. in: In the manual mode, the coupling mechanically connects the crankshaft to the propulsion unit, such that the rotation of the crankshaft about the crankshaft axis in a first angular direction drives the pusher of the propulsion unit to output thrust in a first propulsion direction, and the rotation of the crankshaft about the crankshaft axis in a second angular direction opposite to the first angular direction drives the propulsion unit to output thrust in a second propulsion direction opposite to the first propulsion direction. In the auxiliary mode, the connecting device connects the crankshaft to the propulsion unit, such that the rotation of the crankshaft about the crankshaft axis in the first angular direction drives the propulsion unit to output thrust in the first propulsion direction, and such that the rotation of the crankshaft about the crankshaft axis in the second angular direction does not drive the propulsion unit to output thrust in the second propulsion direction; In the auxiliary mode, the auxiliary drive system is mechanically connected to the propulsion unit, such that when the motor of the auxiliary drive system is energized, the auxiliary drive system assists in driving the propulsion unit to output thrust along the first propulsion direction.

22. The method according to claim 21, wherein: The auxiliary drive system includes a first gear, which is mounted for rotation about the crankshaft axis. The propulsion unit has a second gear; Also includes: The auxiliary mode is switched by connecting the first gear to the second gear, wherein the first gear is connected to the second gear by sliding the coupling along the crankshaft axis. The manual mode is switched by connecting the crankshaft to the second gear, wherein the crankshaft is connected to the second gear by sliding the coupling along the crankshaft axis.

23. The method according to claim 22, wherein: Switching to the auxiliary mode includes: disengaging the coupling from the crankshaft and engaging the coupling with the first gear to transmit torque between the first gear and the second gear; and Switching to the manual mode includes: disengaging the coupling from the first gear and engaging the coupling with the crankshaft to transmit torque between the crankshaft and the second gear.

24. The method of claim 21, wherein: The auxiliary drive system includes a first gear, which is mounted for rotation about the crankshaft axis, and the first gear includes a first torque transmission device. The crankshaft has a second torque transmission device; The propulsion unit has a second gear, and the second gear has a third torque transmission device; The connector includes: Fourth torque transmission device; The fifth torque transmission device; and The sixth torque transmission device; Also includes: In both the manual and auxiliary modes, the third torque transmission device is engaged with the fourth torque transmission device, thereby transmitting torque between the coupling and the second gear in two angular directions around the crankshaft axis in both the manual and auxiliary modes. Switch to the auxiliary mode as follows: The fifth torque transmission device is engaged with the first torque transmission device of the first gear, thereby transmitting torque between the coupling and the first gear around the crankshaft axis, so that the auxiliary drive system can drive the propulsion unit. Switch to the manual mode as follows: The sixth torque transmission device is engaged with the second torque transmission device of the crankshaft, thereby transmitting torque between the coupling and the crankshaft in two directions around the crankshaft axis, so that the manual drive system can drive the propulsion unit to generate thrust along the first propulsion direction and the second propulsion direction.

25. The method of claim 22, further comprising: While the connecting device is in the auxiliary mode, by rotating the crankshaft along the first angular direction, using the one-way clutch between the second gear and the crankshaft, the propulsion unit is driven to output thrust along the first propulsion direction by transmitting torque between the crankshaft and the second gear; as well as While the coupling device is in the auxiliary mode, when the crankshaft rotates in the second angular direction, the one-way clutch is used to prevent torque transmission between the crankshaft and the second gear.

26. The method of claim 24, further comprising: While the connecting device is in the auxiliary mode, by rotating the crankshaft along the first angular direction, using the one-way clutch between the second gear and the crankshaft, the propulsion unit is driven to output thrust along the first propulsion direction by transmitting torque between the crankshaft and the second gear; as well as While the coupling device is in the auxiliary mode, when the crankshaft rotates in the second angular direction, the one-way clutch is used to prevent torque transmission between the crankshaft and the second gear.

27. The method of claim 21, further comprising using an electromechanical coupling actuator to drive the coupling device to switch the coupling device between the manual mode and the auxiliary mode.

28. The method of claim 21, further comprising: The coupling engages the crankshaft, thereby allowing the crankshaft to rotate together with the crankshaft about its axis in both the auxiliary and manual modes.

29. The method of claim 28, further comprising: To switch to the manual mode, the first gear of the propulsion unit, which rotates about the axis of the crankshaft, is engaged with a coupling to connect the crankshaft to the first gear, such that the first gear rotates together with the crankshaft when the crankshaft rotates in the first angular direction and the second angular direction. as well as Disconnecting the coupling from the first gear switches to the auxiliary mode, such that rotation of the crankshaft in the first angular direction or the second angular direction does not transmit torque to the first gear via the coupling.

30. The method of claim 29, further comprising: The first gear is driven by rotating the crankshaft in the first angular direction via a one-way clutch located between the first gear and the crankshaft. as well as When the crankshaft rotates in the second angular direction, the drive of the first gear is prevented via the one-way clutch.

31. The method of claim 29, further comprising using an electromechanical coupling actuator to drive the coupling between a first position and a second position along the crankshaft axis to switch between the manual mode and the auxiliary mode, the first position corresponding to the coupling being in the manual mode and the second position corresponding to the coupling being in the auxiliary mode.

32. The method of claim 31, further comprising: The connector is biased toward the first position using the biasing member of the connecting device, wherein the connecting actuator is an electromagnet; and When the coupling actuator is energized, the coupling actuator is used to move the coupling from the first position to the second position along the crankshaft axis. The coupling actuator is an electromagnet.

33. The method of claim 29, further comprising: When the coupling device is in the manual mode and the crankshaft rotates in the second angular direction, a one-way clutch mechanically located between the motor and the first gear is used to prevent the motor from being driven in the opposite direction to the direction of the motor when the coupling device is in the auxiliary mode, and the motor is energized to drive the propulsion unit to output thrust in the first propulsion direction.

34. The method according to claim 33, wherein: The connector has a first axial end face facing the first gear along the axial direction; The first gear has a second axial end face facing the connector along the axial direction; Also includes: Multiple jaws are formed in one of the first end face and the second end face; Multiple jaw receiving slots are formed in one of the first end face and the second end face, the multiple jaw receiving slots being sized to receive jaws axially and engage jaws angularly, thereby transmitting torque between the connector and the first gear when the coupling device is in the manual mode.

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