WO2004062998A2 - Marine vehicle - Google Patents

Abstract

A novel boat with two hulls and a platform connecting the hulls is disclosed. The elements necessary for rowing can be mounted in a modular and variable fashion. The boat can also comprise an undercarriage. An ergonomic foot support is disclosed as footplate. An optimised oar reversing mechanism permits rowing in the viewing direction with little power loss.

Description

 water craft

The present invention relates to a watercraft or boat and in particular to a modular catamaran which can be used for rowing as well as for sailing and can also be used as a bathing island. The rowing preferably takes place in such a way that the boat moves in the viewing direction of the rowing person. The boat can be operated by one or two people (or more).

Conventional rowing boats have the disadvantage that the rower sits facing the rear and therefore does not see where he is going. Either the rower has to turn to look ahead and see if the direction of travel is correct and whether the way is clear, or a helmsman must be used to look in the direction of travel and operate a rudder.

In the past there have also been attempts to provide a technique in which the rower looks in the direction of travel. For example, from DE 100 840 a rudder deflection is known in which a transmission mechanism for rowing devices for boats enclosed in a protective capsule permits rowing in the face direction. Here hemispherical bodies are used for power transmission.

In a similar mechanism, GB 221 uses 243 ring gear sections as well as bevel gears to transmit the movements. Such mechanisms are complicated, sluggish, have high friction losses and allow relatively large play.

The same applies to US 4,738,643 and US 1,909,359.

It is therefore the object of the present invention to provide a watercraft or boat which has a modular structure and which can be used both for rowing and sailing and can also be used as a bathing island. Furthermore, it should be possible for the rowing to take place in such a way that the boat in the direction of the rowing person's eye. The footboard of the boat should be optimized, both ergonomically and in terms of construction. The transport of the boat over short distances should also be easy for one person and without a trailer.

These objects are achieved by a boat with the features of claim 1. Further exemplary embodiments of the present invention result from the subordinate claims or from the subclaims.

In particular, a boat with two hulls and a platform connecting the hulls is provided according to the invention, a plurality of openings in the hulls for variably inserting oarlocks and two rails on the platform for variably attaching at least one footrest and at least one seat. As a result, the elements necessary for rowing can be attached in a variable manner, taking into account the longitudinal trim of the boat, specifically for one or more people. Furthermore, there is preferably in each case an opening for attaching a landing gear in the front region of the hulls in the surfaces which face one another or inwards, the opening being sealed with respect to the interior of the respective hull. Advantageously, said openings are each formed by a tube incorporated in the fuselage, the inner end of which is closed.

The boat can have a landing gear in that a detachable wheel with independent wheel suspension by stub axles is provided for each hull, the respective stub axle being inserted into the corresponding opening in the hull of the boat and fixed there in a suitable manner. Alternatively, the undercarriage can be formed from two wheels which are mounted on a telescopically adjustable axis, a pin being provided on the outside in each case, which fits into the openings in the fuselage. Such a chassis makes an otherwise usual trailer superfluous and is small and handy. Furthermore, according to the invention, a footrest is provided for a rowing boat, in particular for a boat of the type described above, the footrest having rotatably attached, preferably height-adjustable latching fastenings for cycling shoes, namely rotatable about an axis which runs transversely to the feet. According to a preferred embodiment, the footrest has a substantially U-shaped frame with legs and a central part, the central part being rotatable with respect to the legs and being able to be fixed in certain rotational positions, and a strut, which in turn is attached to the central part radially thereto at its free end carries a fitting which carries a cross strut which extends substantially parallel to the central part of the frame, the catch fastenings being attached to the cross strut, the catch fastenings being rotatable about an axis which is substantially parallel to the cross strut ,

The footrest according to the invention is more ergonomic due to the low pivot point and allows more rudder angles than previous rigid variants of stretcher boards or footrests. Furthermore, by using elements from the more widespread cycling, inexpensive parts, such as, for example, the snap fasteners, can be taken over, so that the overall cost of the boat is lower and the boat becomes more attractive for users, since corresponding (often already existing) Cycling shoes can be used.

Furthermore, according to the invention, a rudder deflection mechanism is provided with first means for deflecting a rudder movement of an inner lever, at the free end of which a rower engages, into a mirror-image movement of an outer lever, at the free end of which a rudder blade is provided, and with second means for unchanged transmission of one Rotational movement of the inner lever about its longitudinal axis on the outer lever, the first means comprising the following: one fork head on each side of the rudder deflection mechanism, one double gear element in each case, which is connected to the corresponding fork head in a rotationally fixed manner, the double gear elements each have two parallel gear segments, which are in engagement with the corresponding gear segments of the opposite double gear element. The second means preferably extend centrally along a longitudinal central axis through the rudder deflection mechanism, in particular through the double gear elements and between the two parallel gear segments. The second means advantageously have two universal joints. To reduce the frictional losses, both the first means and the second means are preferably ball-bearing.

In a simpler embodiment of the rudder deflection mechanism, it can be manufactured precisely, simply and inexpensively by using a few plastic parts. Compared to the system above, turning the rudder blade around its longitudinal axis is not possible, but this restriction is sufficient for lower requirements (e.g. dinghy). The plastic gear elements used have a large effective diameter. As a result, the applied forces are lower and the gear elements can be manufactured precisely and inexpensively using plastic injection molding technology, while integrated axles (or bearing bushes) can be injection molded at the same time.

The rudder deflection mechanism according to the invention is optimized with regard to forces, storage and weight and is particularly smooth. Compared to the prior art, the rudder deflection mechanism according to the invention is cheaper, lighter and can be produced without play. Due to the small number of gears used, the costs are lower and there is less loss of power. The rudder deflection mechanism is compact and reduced to what is necessary. Compared to bevel gears, there are no free forces. Bevel gears always mean displacement across the axis of rotation.

The rudder deflection mechanism provides more safety through constant eye contact in the direction of travel. It is also possible to steer the boat in a targeted manner, since a deviation from the target is quickly recognized. Moreover the view in the direction of travel basically corresponds to the usual orientation of a person for all other types of transportation.

The boat can be transported on the roof of an automobile, especially a so-called van (minibus). For this purpose, according to a further aspect of the invention, a novel roof rack system is provided, which has the following: at least two cross bars for attachment to the automobile; at least one pair of mutually fitting, channel-like half-shell profiles, which in the same orientation form an upwardly open channel, the lower one of the half-shell profiles being connected to the above-mentioned cross members; the upper half of the half-shell profiles being telescopically extendable from the lower half-shell profiles of the pair; the ends of each pair of upper and lower half-shell profiles which are adjacent in the pulled-apart state being articulately connectable to one another in the pulled-apart state.

The length of the half-shell profiles is greater than the height of the automobile, so that the upper half-shell profile forms a ramp from the ground to the roof rack when it is pulled out of the lower half-shell profile and angled downwards.

Further advantages, aims and details of the invention result from the following detailed description of an embodiment of the invention in

Connection with the drawing. The drawing shows:

Figure 1 is a perspective view of a boat according to an embodiment of the present invention, seen obliquely from behind, with the landing gear attached.

Figure 2 is a perspective view of the boat of the present invention seen obliquely from the front with the footrest attached;

3 is a perspective view of the boat of the present invention, similar to FIG. 1, but viewed obliquely from the front, with the undercarriage attached; 4 shows a top view of the boat of the present invention, the footrest being indicated only schematically;

5-8 views of a footrest according to the present invention in a first position, namely FIG. 5 shows a side view, FIG. 6 shows a rear view, FIG. 7 shows a top view, and FIG. 8 shows a perspective view;

9-12 are views of the footrest according to the present invention similar to that shown in FIGS. 5-8 but in a second position, namely FIG. 9 shows a side view, FIG. 10 shows a rear view, and FIG. 11 shows a top view 12 is a perspective view;

13 is a top view of a rudder deflection mechanism in accordance with the present invention;

Fig. 14 is a sectional view of the rudder deflection mechanism of Fig. 13, taken along line A-A in Fig. 13; 15 is a side view of the rudder deflection mechanism in accordance with the present invention;

Fig. 16 is a sectional view of the rudder deflection mechanism according to the invention, taken along the line A-A in Fig. 15;

17 shows an exploded view of the rudder deflection mechanism according to the invention;

18 shows a perspective view of the roof rack system according to the invention in the pushed-together state;

19 shows a perspective view of the roof rack system in an extended and angled state, in which it forms a ramp;

Figure 20 is a perspective view of a detail of Figure 19;

21 is a perspective view of an alternative rudder deflection mechanism in accordance with the present invention;

22 is a top perspective view of the rudder deflection mechanism of FIG. 21 with the top cover removed and showing two different versions of the gear member; 23 shows a perspective view of a further variant of the alternative rudder deflection mechanism according to the present invention with anti-tamper protection; FIG. 24 is a view corresponding to FIG. 23 with the top cover omitted;

25 shows a plan view of the rudder deflection mechanism according to FIG. 23; Fig. 26 is a side view of the rudder deflection mechanism of Fig. 23; and FIG. 27 is a plan view in section of the rudder deflection mechanism according to FIG. 23, namely along the line A-A in FIG. 26.

Referring first to FIGS. 1-4, a boat 1 is shown therein. The boat 1 has the shape of a catamaran with two hulls 2, 3 and a platform 4 which connects the hulls 2, 3 to one another. The boat 1 is preferably approximately 4.72 m long and approximately 1.70 m wide. Of course, other sizes can be used. The hulls 2, 3 are preferably identical in mirror image and can be made, for example, of GRP or synthetic resin. The platform 4 can, for example, be made of wood or be planked with thin (eg 5 mm) wood, preferably from plantation teak, and with reduced environmental awareness also from mahogany or other tropical wood. In this basic form, the boat 1 can be used as a bathing island, for example, without any additional equipment or accessories.

The hulls 2, 3 each have, for example, eight openings 2a, 3a on their upper side. The openings 2a, 3a are used for variable attachment of rudder joints or suspensions, which will be described later. In a preferred embodiment, only one or two openings 2a, 3a are required for using the boat as a rowboat for one person. However, it is preferred to provide eight openings 2a, 3a for the variable positioning of the rudders for one or two people and for a variable longitudinal trim of the boat. Of course, it is possible to provide more or fewer than eight openings 2a, 3a, a larger number of openings resulting in a higher design and construction effort, whereas a smaller number of openings gives the possibilities of limited use. The openings 2a, 3a are preferably formed by tubes which are embedded or installed in the respective fuselage. The openings 2a, 3a in the respective hull 2, 3 are arranged one behind the other in the longitudinal direction of the boat and preferably at equal intervals, in a region starting near the front end of the hull and about two thirds of the length of the boat to the rear.

Two further openings 4a are provided in the rear area of the platform 4, specifically in an area on the side outside. These openings 4a are used to attach a roof, not shown, which can be constructed in a modular manner and which is also referred to here as a “sky protection” sun-rain system. In the vicinity of the longitudinal center line, the platform 4 has at least one, but preferably two channels or rails 4b, to which one or more seats and one or more corresponding footrests can be attached. The position of the seat and footrest in the longitudinal direction of the boat is variable due to the use of the rails 4b and can be done, for example, so that an optimal longitudinal trim of the boat is achieved. The rails 4b are preferably formed from a U-shaped metal profile. The seat (not shown) slides in the rails, whereas the footrest (see Fig. 5-12) is locked.

In the front area of the hulls 2, 3, a further opening 2b, 3b is provided in each of the surfaces which face one another or “inwards”. The opening 2b, 3b is sealed with respect to the interior of the respective fuselage 2, 3 and could be a blind hole, for example. Like the

Openings 2a, 3a could have a tube machined into the fuselage, the inner end of which is closed. The openings 2b, 3b are used to attach a chassis.

The undercarriage is preferably an integrated undercarriage (axis in the fuselage) which has a detachable wheel 5 with an axis for each fuselage 2, 3. So two wheels 5 with independent suspension by stub axles could be used. The respective stub axle would be in the corresponding opening 2b, 3b introduced and fixed there in a suitable manner, for example by a snap lock or by an internal wedge, which could be tightened against the opening 2b, 3b by a centrally arranged screw. For example, manual quick adjusters can also be used, as are known from bicycle technology or from street scooters (so-called kickboards ^® ). Such attachments are known in the art.

As an alternative to this, the undercarriage could consist of two wheels 5, which are mounted on a telescopically adjustable axis, wherein a pin would be provided on the outside in each case, which fits into the openings 2b, 3b. The axle could be placed between the hulls in a collapsed condition and then pulled apart with the pins inserted into the openings. The axis could then be locked in the extended position by means of a manually operated quick-release fastener.

With such a landing gear, the boat can be easily moved over land by a single person by lifting the boat at the rear end and then pulling or pushing. This is particularly advantageous when transporting in and out of the water.

Referring to FIGS. 5-12, a footrest 6 is shown in different views and positions. The footrest 6 is used for the boat 1 in rowing as a "stretcher". The footrest 6 can also be used in other rowing boats and is not limited to a combination with the boat 1 shown.

When used with the boat 1, the footrest 6 is detachably fastened to the rails 4b of the platform 4 in a suitable manner and can be attached to various positions in the longitudinal direction as required. The footrest 6 has a substantially U-shaped frame 7 with legs 7a and a central part 7b. The legs 7a can be attached to the rails 4b of the platform 4. The middle part 7b is rotatably arranged with respect to the legs 7a and can be fixed in certain rotational positions, for example by means of screws, which are indicated at 7c. Attached radially to the central part 7b is a strut 8 which in turn has a fitting 9 at its free end which carries a cross strut 10 which extends essentially parallel to the central part 7b of the frame 7. The cross strut 10 is preferably a rod which is pushed through the fitting 9 and is fixed by means of locking screws 11.

Not shown in the figures, but preferably provided, are snap fastenings (clickies = commercially available lever-shoe adapters with snap or click locks) which are arranged on the cross strut 10. Either the latching fastenings are fastened rotatably with respect to the cross strut 10 about the longitudinal axis of the cross strut 10, or there is a fixed connection between the cross strut 10 and the latching fastening. In the latter case, the locking screws 11 are not tightened, but only engage in radial grooves in the cross strut 10 in order to prevent the cross strut 10 from being pulled out of the fitting 9, but a relative rotation between the cross strut 10 and the fitting 9 about the longitudinal axis of the cross strut to allow around.

As can be seen from a comparison of FIGS. 5-8 with FIGS. 9-12, different positions of the footrest 6 can be achieved by adjusting the middle part 7b with respect to the legs 7a of the frame 7. This changes the angle between the strut 8 and the surface on which the footrest 6 is attached with its legs 7a. Consequently, the height of the cross strut 10 can be adjusted over the surface mentioned. Ultimately, the height of the point at which power is transferred from the rower's feet to the footrest (and thus to the boat) is adjustable.

13-17, the rudder deflection mechanism 12 according to the invention is described below. The rudder deflection mechanism 12 is attached on the one hand to an inner lever, at the free end of which a rower engages, and on the other hand is attached to an outer lever, at the free end of which a rudder blade is provided. In a central neutral position, which is shown in the figures, the rudder deflection mechanism 12 is aligned with a longitudinal central axis 13. It is further assumed that the rudder deflection mechanism 12 has a main plane that is the same as the paper plane in FIG. 16 and intersects the longitudinal central axis 13. In the view of FIG. 14, the paper plane is therefore perpendicular to the main plane.

Seen from the outside, the rudder deflection mechanism 12 consists of a two-part housing 14, two fork heads 15 and 16 projecting from the housing and two axle journals 17a and 18a projecting out of the fork heads 15 and 16. The stub axles 17a and 18a serve for connection to an inner lever of the rudder, not shown, or to an outer lever of the rudder, also not shown. Since the rudder deflection mechanism 12 is essentially symmetrical with respect to a central plane transverse to the main plane, it is immaterial which of the stub axles is connected to which lever. However, the connection between the stub axle and the respective lever must be firm, in particular also non-rotatable. It is also possible to form an axle stub and the respective lever integrally. In any case, the rudder deflection mechanism is also suitable as a single assembly, for example for retrofitting existing boats. Together with the inner lever and outer lever, the rudder deflection mechanism forms a (split) rudder for a rowing boat. When using two such oars, you can row in the usual motion sequence in a direction that corresponds to the viewing direction of the oarsman.

In detail, the rudder deflection mechanism 12 is constructed as follows. The stub axle 18a is part of a transmission shaft 18 which is rotatably supported about three axes, preferably three ball bearings 19, 20 and 21, in the clevis 16. The transmission shaft 18 has an inner part 18b with a smaller diameter than the stub axle 18a. At the stub axle 18a is a with respect to the stub axle 18a radially extending pin 22 attached. For example, the pin 22 is screwed into the stub axle 18a. The pin 22 extends into a slot 23 in the fork head 16. The slot 23 extends over an arcuate section and allows the pin 22 to move over a certain angular range. Consequently, the transmission shaft 18 can be rotated through a corresponding angle in the fork head. The rotary movement of the transmission shaft 18 serves to make the rudder blade steeper or flatter on the outer lever.

The clevis 16 has a tubular outer part 16a, in which two ball bearings 19 and 20 are received and in which the slot 23 is located. The tubular outer part 16a merges into a flattened middle part 16b through which the transmission shaft section 18b with a reduced diameter is passed. The flattened middle part 16b widens inward (at 16c) back to the tubular shape of the outer part to accommodate the ball bearing 21. This is followed by a section with two opposite eyelets 16d. The clevis 16 is inserted into the housing 14 at the flattened middle part 16b. For this purpose, an upper part (bearing cover) 14a and a lower part (bearing base) 14b of the housing 14 form a slot through which the fork head is passed. The fork head 16 is rotatably mounted in the housing 14, specifically rotatable about an axis 24 which is defined by the center points of the eyelets 16d and is perpendicular to the main plane. The transmission shaft section 18b with a reduced diameter is mounted within the housing 14 in the section 16c of the fork head, specifically by means of the ball bearing 21. Since the ball bearing 21 is preferably of the same type as the other ball bearings, a transmission shaft sleeve 25 is provided for compensation, which is adapted to the Transmission shaft 18 is plugged in the area of the ball bearing 21. The transmission shaft sleeve 25 is guided through an opening in a double gear member ^'26 and connected to a cardan or universal joint 27th The connection between the transmission shaft sleeve 25 and the universal joint 27 is preferably made by a pin 25a, which is pushed through both of the above-mentioned components and then is flush with the outer surface thereof. The The pivot point of the universal joint 27 lies on the axis 24. At the end of the universal joint 27 opposite the transmission shaft sleeve 25, the universal joint 27 has a hexagon socket 27a which fits into a hexagonal connector 28 for the rotationally fixed connection therewith. A hexagon socket 29a of the opposite universal joint 29 is likewise inserted into the hexagon connector 28 from the other side. The hexagonal connector 28 is located in the center of the rudder deflection mechanism 12, and the opposite side is constructed in mirror image to the side just described. Although a completely mirror-image structure would be possible, the pin 22 and the slot 23 are omitted on one side for the sake of simplicity. Thus, on the opposite side there is also a double gear element 30, a transmission shaft sleeve 31, a pin 32, ball bearings 33, 34, 35, as well as the fork head 15 and a transmission shaft 17 with the stub axle 17a.

The double gear element 26 is rotatably supported in the housing 14 by means of ball bearings 36, 37 which are carried by pins 38, 39 which are fixed in position on the housing 14, for example by being inserted into a corresponding recess. The outer surface of the ball bearings 36, 37 is partially engaged with the double gear element 26 and partially with a corresponding eyelet of the clevis 16.

The double gear element 26 has two parallel gear portions 26a, which are centered about the axis 24 and each have a central opening 26b for receiving the corresponding ball bearing 36, 37. The parallel gear sections 26a are connected to one another in a segment. In this segment, the double gear element 26 is flattened, so that a flat contact surface is provided for contacting the fork head 16. Therefore fork head 16 and double gear element 26 always move together. A movement of the unit consisting of fork head 16 and double gear element 26 is only possible in the main plane as a rotary movement about axis 24. In addition to this, the transmission shaft 18 together with the transmission shaft sleeve 25, the universal joint 27 and the hexagon connector 28 can be one Rotate the longitudinal axis of the elements mentioned, namely limited to an angle of rotation, which is determined by the pin 22 and the slot 23.

Corresponding movements are possible on the other side of the rudder deflection mechanism 12. The double gearwheel elements 26, 30 transmit a pivoting movement (“rowing movement”) of the inner lever of the rudder in the main plane of the rudder deflection mechanism into a mirror-inverted, reversing pivoting movement of the outer lever of the rudder. In fact, the rudder movement is reversed.

However, since a twisting movement of the rudder blade to the flatter or steeper position of the rudder blade is to be maintained unchanged, it can be transmitted unchanged to the transmission shaft 17 via the transmission shaft 18, the transmission shaft sleeves 25 and 31, the universal joints 27 and 29 and the hexagonal connector 28.

The rudder is rigid in the direction transverse to the main plane of the rudder deflection mechanism 12.

For mounting the rudder on the boat, the housing 14 is attached to a suspension (not shown), pivotable about an axis that extends substantially parallel to the central longitudinal axis 13 and substantially transverse to the main plane of the rudder deflection mechanism 12. The suspension has, for example, a tube which is fastened centrally to the housing 14, for example by screwing, and which extends beyond the housing 14 on both sides. This tube is rotatable at its ends about its longitudinal axis, but is otherwise rigidly mounted, for example in posts that can be inserted into two adjacent holes 2a, 3a in boat 1, or in a type of fork or oarlock that rotates in one of the holes 2a, 3a can be inserted in boat 1; the torsional strength in the latter case can be achieved, for example, by the choice of the cross section, for example oval or square. Other embodiments of the suspension are possible. It is only important that the suspension pivots to lift the Rudder blade out of the water and allowed to immerse the rudder blade in the water while keeping the rudder deflection housing 14 rigid with respect to the rudder movement in the forward / backward direction of the boat.

The boat 1 can be transported on the roof of an automobile, in particular a car or a so-called van (minibus). For this purpose, according to a further aspect of the invention, a novel roof rack system 40 is provided, which is shown in FIGS. 18 and 19. According to the preferred embodiment shown there, the roof rack system 40 has two cross beams

41 on for attachment to the automobile. The cross members 41 can be attached to the roof rails of the automobile, or they could be part of a classic, conventional roof rack system. The roof rack system according to the invention also has two pairs of mutually fitting, gutter-like half-shell profiles 42, 43 which, with the same orientation, form an upwardly open gutter, the lower half-shell profile in each case

42 is connected to the cross members 41 mentioned, for example by a clamp, by screws or rivets, or by welding. The upper half-shell profile 43 lies loosely in the lower half-shell profile 42 and can be extended telescopically.

The ends 42a, 43a of each pair of upper and lower half-shell profiles 42, 43 which are adjacent in the pulled-apart state can be connected to one another in an articulated manner. The articulated connection of the half-shell profiles is preferably carried out in each case by a hook on a half-shell profile and an opening or eyelet in or on the other half-shell profile. As can best be seen in FIG. 20, the lower half-shell profiles 42 each have an upwardly bent hook 44, whereas the upper half-shell profiles 43 have a corresponding opening 45 into which the hook 44 is hooked, thereby forming a kind of releasable hinge becomes. As shown, hook 44 and opening 45 can be formed directly from or in the half-shell profile, for example by punching or punching and bending, without the need for additional parts. The upper half-shell profiles 43 are connected to one another by a cross strut 46, so that they can simultaneously be telescopically extended in parallel and form a unit with the cross strut 46. The lower half-shell profiles 42 have an upwardly open recess 42b, in which the cross strut 46 comes to rest when the half-shell profiles are pushed together in order to lock the upper half-shell profiles 43 against displacement with respect to the lower half-shell profiles 42. In the embodiment shown, the upper half-shells 42 are additionally secured against being pulled out by the hooks 44.

The length of the half-shell profiles 42, 43 is greater than the height of the automobile, so that the upper half-shell profile 43 forms a ramp from the ground to the roof rack when it is pulled out of the lower half-shell profile 42 and angled downward. The boat 1 can be driven with the wheels 5 over the ramp formed by the upper half-shell profiles onto the roof rack or onto the lower half-shell profiles. The hulls 2, 3 come to rest on the roof beams on the cross beams 41 which laterally protrude over the half-shell profiles 42, 43. Then the upper half-shell profiles 43 can be brought back into the starting position shown in FIG. H. they are pushed back into the lower half-shell profiles 42. This is conveniently done using the cross strut 46, which finally snaps into the recess 42b. The boat 1 can then be secured to the roof rack system 40, for example, by suitable straps.

The roof rack system according to the invention, in interaction with the undercarriage of the boat, enables a single person to effortlessly lift the boat onto a car roof and pull it down from the car roof.

The roof rack system according to the invention can also be used for monohull boats. With a construction according to FIGS. 18 and 19, for example, a hole could be provided on the bow of a conventional monohull boat be through which an axle is inserted, at the ends of which wheels are attached according to the wheels 5 described above. The length of the axis should correspond approximately to the distance between the half-shell profiles. It would also be conceivable to fasten wheels with stub axles in the openings provided on the hull. Finally, it would also be possible to provide the roof rack system with only a single half-shell profile and, for example, to provide only a single wheel at the stern or bow of the monohull boat, which could also be integrated into the boat hull or keel, for example. A combination of several of the above options is also conceivable, so that the roof rack system could have, for example, three or even four half-shell profiles.

Referring now to Figures 21-27, an alternative rudder deflection mechanism in accordance with the present invention will be described. The rudder deflection mechanism according to this variant has a simpler construction and is less expensive to manufacture than, for example, the rudder deflection mechanism according to FIGS. 13-17. Rotation of the rudder blade around the longitudinal axis of the rudder is not possible, but this is acceptable for simple rowing applications.

Referring first to FIGS. 21 and 22, a rudder deflection mechanism 50 is shown there. The rudder deflection mechanism 50 consists essentially of two intermeshing spur gear elements 51, 52 with respective extensions 53, 54 for connection to a rudder blade (outside) or a rudder shaft or handle (inside), as well as a lower cover 55 and an upper cover 56. In 22, the top cover 56 is omitted. The gear element 51 is shown in multi-part design, whereas the gear element 52 is shown in one-piece design. It is clear that in a practical application both gear elements are preferably designed in the same way. The multi-part version is more suitable for a small series, whereas the one-part version is suitable for the large series. The one-piece gear element 52 can, for example, be produced in one piece by injection molding from a suitable plastic together with the projection 54. The Multi-part gear element 51 could, for example, have a separate attachment 53 and a gear 57 made of injection-molded plastic, which are fastened to one another by means of two suitable perforated plates 58, 59, for example by screwing, gluing, welding, etc. For rotatable mounting in the lower and upper cover 55 , 56, centered journal 60, 61 are provided on each gear element 51, 52, which may be molded, for example, when the gear element 51, 52 is made of plastic injection molding.

The upper cover 56 and the lower cover 55 are attached to each other with the gear elements 51, 52 in between. The covers 55, 56 have depressions or openings in which the bearing pins 60, 61 are rotatably mounted. Two spacer and positioning bushings 62, 63 are preferably provided between the covers 55, 56. The covers 55, 56 could be attached to one another, for example, by screws which extend from the upper cover 56 through the spacer bushings 62, 63 into the lower cover 55.

The rudder deflection mechanism 50 is pivotally attached to a boat hull 100. For this purpose, it must be possible to pivot the rudder deflection mechanism 50 overall about a longitudinal axis along the hull. In contrast, the rudder deflection mechanism 50 must not rotate about a vertical axis. This can be achieved with suitable oarlocks or an appropriate fastening mechanism. This could be achieved, for example, by means of a suspension, as described above in connection with the

Embodiment of Figs. 13-17 is described. Another example of a corresponding fastening mechanism '70 is shown in FIGS. 21 and 22. The mechanism 70 shown has the particular advantage that it is very simple and can be attached to a boat edge by clamping. As a result, existing boats can be easily retrofitted with the rudder deflection mechanism according to the invention. Mechanism 70 could also be used with rudder deflection mechanism 12 of FIGS. 13-17. Modifications to mechanism 70 are readily possible. It is important that the The rudder deflection mechanism is attached or suspended from the boat such that pivotal movement is permitted to lift the rudder blade out of the water and to immerse the rudder blade in the water, while the rudder deflection mechanism is kept rigid with respect to the rudder movement in the forward / backward direction of the boat.

As shown in FIGS. 21 and 22, the mechanism 70 in this embodiment has two clamping elements 71, 72, which are spaced along the edge of the boat hull 100 and can be fastened to the boat hull 100 by means of tensioning screws 73, 74 , The clamping elements 71, 72 have a clamp or collet 75, 76 which is essentially U-shaped in cross section and engages around the edge of the boat. A support element 77, 78 arranged between the legs of the U-shaped clamp 75, 76 lies on the edge of the boat. The support element 77, 78 has on the upper side an approximately semicircular depression or groove 79 into which a rod or a tube 80 fits. A corresponding semicircular depression or groove is formed in the upper leg of the clamp 75, 76. When tightening the clamping screws 73, 74, the tube 80 is firmly clamped between the support element 77, 78 and the upper leg of the clamp 75, 76. In addition, the edge of the boat is between the bottom of the

Support element 77, 78 and the clamping screw clamped. The clamps 75, 76 and the support elements 77, 78 could, for example, be made of aluminum, for example by extrusion drawing.

Approximately in the middle between the clamping elements 71, 72, an adapter 81 is attached to the tube 80 for fastening the rudder deflection mechanism 50. The adapter 81 preferably has two half-shells 82, 83 which are fastened to one another. It would also be possible to provide a one-piece adapter which is pushed onto the tube 80. The adapter 81 is fixed in a suitable manner in the axial direction of the tube 80, but can preferably rotate about the longitudinal axis of the tube 80. If suitable measures allow rotation of the tube 80 in the clamping elements 71, 72, the adapter 81 can be rotatably fixed on the tube 80 be upset. The tube 80 is preferably made of anodized aluminum. A steel rod could also be used, for example. According to a modification of the mechanism 70, the tube 80 could possibly also be fastened to the boat hull in a manner rotatable about its longitudinal axis, instead of the clamping elements 71, 72 by means of screws, clamps or the like.

The lower cover 55 of the rudder deflection mechanism 50 is attached to the upper half-shell 82 of the adapter 81. This could also be done, for example, by the screws mentioned, which extend through the upper cover 56, the spacer bushes 62, 63 and through the lower cover 55 and are in threaded engagement with the upper half-shell 82.

The rudder deflection mechanism 90 of FIGS. 23 to 27 is a variant of the rudder deflection mechanism 50 according to FIGS. 21 and 22 and additionally has an intervention protection. Therefore, the same reference numerals are used for similar parts in FIGS. 23 to 27 as in FIGS. 21 and 22.

In order to avoid any risk of injury from trapping, e.g. B. fingers, between the gear elements 51, 52 to avoid an intervention 91 is provided according to the variant of FIGS. 23 to 27. The tamper protection 91 preferably consists of a band or strip of spring band steel (stainless steel) and forms a kind of side wall for a housing, which is otherwise formed by the upper cover 56 and the lower cover 55. The engagement protection 91 follows the contours of the covers 55, 56 and extends completely around the gears of the gear elements 51, 52. To do this, a passage for the engagement protection 91 must of course be provided between the gears of the gear elements 51, 52 and the lugs 53, 54. as is readily available, for example, in the multi-part embodiment of the gear element 51 shown. The circumferential engagement protection 91 is preferably fastened to the spacer bushes 62, 63, for example by gluing or welding, in particular ultrasound welding, or by screws or rivets. The engagement guard 91 has a somewhat lower height than the gear elements 51, 52, so that it can be passed between the perforated plates 58, 59 of the gear element 51 or between the gear and the shoulder 54 of the gear element 52. This enables a particularly simple and friction-free design for tamper protection.

Modifications and modifications are readily given to the person skilled in the art.

Claims

claims: 1. boat (1) with two hulls (2, 3) and a platform connecting the hulls (4), characterized by a plurality of openings (2a, 3a) in the hulls (2, 3) for variable Inserting oarlocks; and at least one rail (4b) on the platform (4) for variably attaching at least one footrest (6) and at least one seat. 2. boat (1) with two hulls (2, 3) and a platform connecting the hulls (4), each characterized by an opening (2b, 3b) for attaching a landing gear in the front area of the hulls (2, 3) in the Surfaces that face each other or inwards, the opening (2b, 3b) being sealed with respect to the interior of the respective fuselage (2, 3). 3. Boat (1) according to claim 1 or 2, characterized in that the openings (2a, 3a, 2b, 3b) are each formed by a tube incorporated in the hull (2, 3), the inner end of which is closed , 4. boat (1) according to claim 2, characterized in that for each hull (2, 3) a detachable wheel (5) is provided with independent wheel suspension by stub axles, the respective stub axle being inserted into the corresponding opening (2b, 3b) and is set there in a suitable manner. 5. boat (1) according to claim 2, characterized by a chassis of two wheels which are mounted on a telescopically adjustable axis, wherein on the outside in each case a pin is provided which fits into the openings (2b, 3b). 6. footrest (6) for a rowing boat, characterized by rotatably attached snap fasteners for cycling shoes, namely rotatable about an axis which runs transversely to the feet. 7. footrest (6) according to claim 6, characterized in that the latching fixtures are adjustable in height. 8. footrest (6) according to claim 6 or 7, characterized by an essentially U-shaped frame (7) with legs (7a) and a central part (7b), the central part (7b) being rotatable with respect to the legs (7a) and can be determined in certain rotational positions, furthermore a strut (8) is attached radially to the central part (7b), which in turn has a fitting (9) at its free end which carries a cross strut (10) which is essentially extends parallel to the central part (7b) of the frame (7), the latching fastenings on the cross strut (10) are attached, the latching fastenings being rotatable about an axis which runs essentially parallel to the cross strut (10). 9. rudder deflection mechanism (12) with first means (15-18, 26, 30) for deflecting a rudder movement Inner lever, at the free end of which a rudder engages, in a mirror image movement of an outer lever, at the free end of which a rudder blade is provided, and second means (17, 18, 25-31) for the unchanged transmission of a rotary movement of the inner lever about its longitudinal axis to the External lever, characterized in that the first means comprise the following: a fork head (15, 16) on each side of the rudder deflection mechanism (12), each a double gear element (25, 30), which with the corresponding Fork head (15, 16) is rotatably connected, the double gear elements (25, 30) each having two parallel gear segments, which are in engagement with the corresponding gear segments of the opposing double gear element. 10. Rudder deflection mechanism (12) according to claim 9, characterized in that the second means extend centrally along a longitudinal central axis through the rudder deflection mechanism (12). 11. rudder deflection mechanism (12) according to claim 10, characterized in that the second means through the double gear elements (25, 30) and each extend between the two parallel gear segments. 12. Rudder deflection mechanism (12) according to one of claims 9-11, characterized in that the second means have two universal joints (27, 29). 13. Rudder deflection mechanism (12) according to any one of claims 9-12, characterized in that both the first means and the second means are ball-bearing. 14. rudder deflection mechanism (50) with two spur gear elements (51, 52) for deflecting a rudder movement of an inner lever, at the free end of which a rower engages, into a mirror-image movement of an outer lever, at the free end of which a rudder blade is provided, and two housing parts (55 , 56) for mounting the spur gear elements (51, 52); characterized in that the spur gear elements (51, 52) are provided with a respective extension (53, 54) for connection to a rudder blade or an inner lever and are made of plastic. 15. Rudder deflection mechanism (50) according to claim 14, characterized in that the gear element (51, 52) is integrally formed with the extension (53, 54). 16. Rudder deflection mechanism (50) according to claim 14 or 15, characterized ¹ characterized in that a bearing axis for the gear element (51, 52) is formed integrally therewith. 17. rudder deflection mechanism (50) according to any one of claims 14-16, characterized in that an engagement guard (91) for protecting the interlocking parts of the gear elements (51, 52) is provided against external interference, the engagement guard (91) is self-supporting and is arranged all around the gear elements (51, 52), and wherein the engagement guard (91) is arranged stationary with respect to the housing parts (55, 56) and the gear elements (51, 52) with respect to the Tamper protection (91) are arranged movably. 18. rudder deflection mechanism (12, 50) according to any one of claims 9-17, characterized in that further fastening means (70) for pivotally attaching the rudder deflection mechanism 'to a boat are provided, the fastening means (70) pivotal movement to lift out the rudder blade allow the water and to immerse the rudder blade in the water, while the rudder deflection mechanism (12, 50) is rigid with respect to the rudder movement in the forward / backward direction of the boat. 19. Rudder deflection mechanism (12, 50) according to claim 18, characterized in that the fastening means (70) for pivotally attaching have at least one clamping element (71, 72). 20th A roof rack system (40) for an automobile, comprising: at least two cross members (41) for attachment to the automobile; at least one pair of interlocking, channel-like half-shell profiles (42, 43) which, in the same orientation, form an upwardly open channel, the lower one of the half-shell profiles (42) being connected to the aforementioned cross members (41); the upper half-shell profiles (43) being telescopically extendable from the lower half-shell profiles (42) of the pair; the adjacent ends (42a, 43a) of each pair of upper and lower half-shell profiles being articulated so that they can be articulated so that the upper half-shell profile (43) can be angled downwards in order to form a ramp. 21. Roof rack system according to claim 20, characterized in that the articulated connection of the half-shell profiles each by a hook (44) on a half-shell profile and an opening (45) or eyelet in or on the other half-shell profile. 22. Roof rack system according to claim 20 or 21, characterized in that at least two pairs of half-shell profiles (42, 43) are provided, the respective upper half-shell profiles (43) being connected to one another by at least one cross strut (46), so that they are parallel at the same time are telescopically extendable. 23. Roof rack system according to claim 22, characterized in that the cross strut (46) in the pushed-together state of the half-shell profiles (42, 43) extends through an upwardly open recess (42b) formed in each lower half-shell profile (42) around the upper Lock half-shell profiles (43) against displacement relative to the respective lower half-shell profile (42).