AU6377398A

AU6377398A - Mono hulled power boat convertible to twin or triple operation

Info

Publication number: AU6377398A
Application number: AU63773/98A
Authority: AU
Inventors: Christopher Leslie Barrett
Original assignee: Individual
Current assignee: Individual
Priority date: 1998-05-01
Filing date: 1998-05-01
Publication date: 1999-11-11
Anticipated expiration: 2018-05-01
Also published as: AU730101B2

Description

AUSTRALIA

Patents Act 1990 COMPLETE SPECIFICATION STANDARD PATENT MONO HULLED POWER BOAT CONVERTIBLE TO TWIN OR TRIPLE HULLED OPERATION The following statement is a full description and diagramming of this invention, including the optimal method of utilizing it known to me.

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5555 MONO HULLED POWER BOAT CONVERTIBLE TO TWIN OR TRIPLE HULLED OPERATION When searching for the ideal pleasure boat, recreational fishing boat, or diving boat, there are many preferable features which people look for. Six of these features are: 1. Ease of launching and retrieval 2. A boat of convenient size and easy to transport 3. Comfort of ride 4. Stability of the craft during travel and at anchor Suitable and adequate cabin space 6. Plenty of open and safe deck area It is difficult to find all of these features in one particular boat. All of these features are maximized by the following invention being a boat which is essentially mono hulled in its appearance but has capacity wherein approximately one third of Sthe lower port and starboard sides of the outer portion of the hull are fully and independently extendable by use of hydraulic rams. When the sides are extended laterally away from the central longitudinal section of the craft they create a twin or triple hull craft with sides of the hull doubling as additional deck to space when fully extended.

The hull of the craft is divided into three parts, the central core of the hull being latitudinally a shallow V shape. FIG. 1 shows the stern end of this said core which runs longitudinally from the stern to convergence with the bow. The longitudinal sides of this V are Hereinafter designated the "sides" of the "inner" or "central" hull. The lower central section of the inner hull comes into a U shaped portion 2 which extends downward and forms the keel 3. The port and starboard sides 4 of the U shaped keel form a vertical plane perpendicular to the deck and running Go*. longitudinally from the stern forward to convergence at the rear of the bow. The outer longitudinal surfaces of the inner hull and keel FIG. 2 continue their respective latitudinal planes 1 whilst curving outwards to converge with the regular shape of the rear and outmost section of the bow 2 thus forming a concave shape 3 behind the lower portion of the bow.

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The outer port and starboard outer portions of the boat are hinged on the top outer edge of the central inner hull section FIG. 1 5 and run longitudinally from just rear of the bow to the stern. When the port and starboard outer hulls are fully contracted they fit substantially into the concave shape of the inner hull with the bow of each outer hull essentially coming in behind the bow of the inner hull 6 and thus form a bow of similar shape to a conventional mono hulled boat FIG. 3 and creating what is effectively a mono hulled craft. The inner surfaces of the outer hull sections follow an inverse profile to that of the inner hull and keel. The inner surface of each respective outer hull section curves outward lateral to the keel FIG. 4 1 in a curve which terminates on its outer and most extreme edge 2.

These respective edges then return on themselves for a short distance 3 before turning laterally upward 4 to form the outer surface 5 of each outer hull section. The outside surfaces of these outer hull sections form a near vertical plane when the said sections are fully contracted. The shape of the lateral S curve on the lower section of these outer hulls is optional.

There are a four lateral angles which comprise the shape of the lower section of each outer hull 6.

The curved lower portion of each outer hull section when extended FIG. 5 create the variable flotation and planing ability of the boat. As they are moved laterally away from the craft they create a profile which is twin hulled in its operation and in which the keel of the inner hull is essentially clear of the water and thus reducing water friction. As the port and starboard hull sections are moved laterally further from the craft FIG. 6 there is increased stability and a point at which the craft becomes triple hulled in its operation as the keel of the inner hull section maintains greater contact with the water. When the port and starboard hull sections are fully extended the outer face of each which is near vertical when fully contracted is parallel to and level with the deck FIG. 7 and thus forms an extension to it. The said most extreme edge of the outer hull comes into an essentially vertical position 1 and forms a low wall on each side of the craft thus forming a safety edge for the extended deck space. The forward end of this safety edge on port and starboard sides curves around toward the central hull section and tapers off to converge with the longitudinal line where the outer hull hinges to the central hull FIG. 1, 9.

A series of sockets are placed along the top inner sides of the central hull FIG. 1, 7 for insertion of a safety barrier. These are for use when the said outer hulls are not in full extension and thus do not form a safe and level deck area. The safety barrier can consist of metal or plastic rods or pipes with either one or more strands of rope, chain or some other material of safe strength intersecting and joining them into a continuous barrier.

The said rods or pipes are inserted into the sockets and form a safety barrier along each side of the craft.

A series of sockets of the same dimensions as the said sockets on the central hull are inserted in the topmost plane of the said most extreme edges of the outer hulls FIG. 1, 8. When the outer hulls are fully extended and come into level with the main deck the said safety barriers are removed from the inner hull sides and inserted in the sockets on the upper and outer edge of the outer hulls FIG. 8, 1. By this means the extension of deck space is fully incorporated to become open deck area with a single barrier on each side of the craft. This open and unobstructed deck space is approximately double that of a conventional boat of the same length. Thereby creating a craft ideal for use in pleasure, recreational fishing, snorkelling, diving and other water activities.

The diagrams noted demonstrate the use of ropes and rods to form the barrier. Two other options are also suggested. The first is fix hinging wall sections to the most extreme edge of each outer hull. When the outer sections are contracted these would remain folded in toward the outer wall of the respective outer hull and clipped down. When the outer hulls are raised to deck height the S wall sections would be raised and fixed rigid by a pin and socket system or some other chosen way. The second option is to have fixed railing on uprights that hinge on the bottom. These could then be folded down onto the respective deck areas and clipped down when not in use.

It is anticipated that both the deck of the central hull and the surface area of the outer hull which come to form deck space are non slip. This can be done by use of material with the appropriate surface, use of spray on material or coating or some other method which results in a safe, non-slip finish.

The keel end of the central hull is to have a safety wall or S barrier of adequate height. This said barrier can be either fixed or removable according to choice. In the attached sketches it is fixed and incorporates two seats for passenger use.

Position control of the outer hull sections is by use of either two or more hydraulic rams FIG. 4, 7. Pneumatics, cables or mechanical methods are another option. The diagram noted is based on four hydraulic rams being used two being placed on each side of the boat. These are placed on the inside of the central hull below the deck level. One hydraulic ram is placed on each side of the craft just rear of and below the control section and instrument panel FIG. 8, 2, and one is placed each side of the craft adjacent to the inside wall of the stern 3. In the case of one hydraulic ram being used on each side of the boat being a total of two devices a variety of locations along the length of the craft could be used. It would also be possible to place the rear two hydraulic rams on the exterior of the stern.

In the diagram below the rams are positioned approximately one quarter of the depth of the hull below the point of pivot of the outer hulls FIG. 4, 8. This could be varied according to the method of control used and the resulting combination of power available and leverage required. The rams are attached to the inner walls of the outer hulls by means of an eye and pin FIG. 9 1 or conventional bearing mounted to the wall of the respective hull. The inner end can be fixed with the same method. In the diagram below eye and pins are used and the inner end of the rams are sprung 2 to provide a softer ride and flow to the craft. The spring can be coil, leaf, rubber or some other material. In the diagram leaf springs have been demonstrated. Fixing the internal end in a rigid manner is equally preferable. The hydraulic ram and spring are enclosed above, below, at the rear and on each side with water proof material. There is a water proof boot or S covering where the ram exits the central hull 3. In the diagram the said covering or boot is elasticised material to allow vertical movement of the shaft as the outer hulls rise and fall.

The length of the shaft of the said hydraulic rams and the positioning of them is optional but would be ideally set so that S when the rams are fully retracted the said springs are tensioned to essentially 40% of their capacity. The strategic placement of flat rubber matting pieces on the outside of the inner hull 4 and on the inside of the outer hull 5 is optimal. These could be of some other material which reduces metal to metal contact.

Control of the hydraulic rams or the methods chosen can be by one or more valves or control units. In the diagram below hydraulics are used with two control levers. These are placed on S. the dash adjacent to the steering wheel. Each lever/valve is used to raise or lower its respective outside hull section. When both said levers are moved together both sides are raised or lowered simultaneously. Used independently of each other the controls can be used in a similar way to power trim or to assist in turning.

S It is equally serviceable to have a mechanical device whereby the outer hulls are set at desired increments of extension.

In order to maximize the deck space provided by this hull construction the diagram below has the cabin section walling on port and starboard sides is set back from the outer edge of the central hull FIG. 1, 8. This said set back provides additional deck area where the outer hull deck section comes alongside the cabin area.

When the port and starboard sections are fully contracted the boat is easily loaded onto a conventional boat trailer wherein either a winch or drive on system can be utilized.

Claims

1. A power boat which is essentially mono hulled in appearance but wherein the outer sections of the hull running longitudinally on port and starboard sides are hinged on the upper and outermost edge of the central hull section.

2. The boat of claim 1 wherein the outer port and starboard hull sections referred to in claim 1 fit into the concave shape of the forward end of the inner hull section and curve outward lateral to the keel on the foremost end and come into congruence with the outer profile of the bow.

3. The boat of claims 1 and 2 whereon the outer walls of the port and starboard outer hull sections are essentially vertical from the upper and outer most edges of the central hull section and form a near vertical plane running longitudinally.

4. The boat of claims 1-3 whereon the outer walls of the port and starboard outer hull sections referred to in claim 3 come to form S a horizontal plane congruent with and level to the deck of the central hull section when the outer hulls are fully raised.

5. The boat of claims 1-4 whereon the deck area of the central hull section and the outer walls of the hull sections on both port and starboard sides referred to in claim 4 form essentially one deck area when fully raised.

6. The boat of claims 1-5 whereon the lower and outer most longitudinal edge and its adjacent horizontal plane of the port and starboard outer hull sections come into a vertical position when the outer hulls are fully raised. .o.ooi

7. The boat of claims 1-6 whereon the longitudinal edge and horizontal plane referred to in claim 7 come vertical to form a substantial safety wall on the port and starboard sides of the boat when the outer sections are fully raised.

8. The boat of claims 1-7 whereon the surfaces of the central hull deck area are non slip.

9. The boat of claims 1-8 whereon the surface of the outer hull sections which come to form deck area as referred to in claim 4 are non slip.

The boat of claims 1-9 whereon securements are placed on the upper and outer most edge of the central hull section to facilitate the installation and removal of insertable rods or pipes with interlinking ropes or chains to operate as a safety barrier whilst the boat is in motion or in a retracted position on the water. 6

11. The boat of claims 1-10 whereon securements as referred to in claim 10 are placed adjacent to the most extreme edge of the lower section of the outer hulls referred to in claim 6 to facilitate the installation and removal of insertable rods or pipes as referred to in claim 10 to operate as a safety barrier when the outer hulls are fully raised.

12. The boat of claims 1-11 on which the outer port and starboard hull sections are controlled by use of two or more hydraulic rams placed below the pivot line and to give optimum power and leverage.

13. The boat of claims 1-12 on which it is optional for the hydraulic rams referred to in claim 10 to be mounted on a leaf type spring with a pivoting point of contact and method of connection on each end of the respective hydraulic rams.

14. The boat of claims 1-13 on which the shafts of the hydraulic rams referred to in claim 12 and 13 are surrounded by rubber boots at the point of exit from the said central hull section in such a manner as to create a water proof fit to the shaft and the area of contact with the surrounding wall of the cental hull.

The boat of claims 1-14 on which the hydraulic rams referred to in claims 12-14 are mounted by the base end on the inward and upper portion of the central hull section.

16. The boat of claims 1-15 whereon the hydraulic rams referred to in claims 12-15 are positioned such that when the outer hulls are fully retracted there is substantial tension on the spring whereon each base end is secured.

17. The boat of claims 1-16 wherein the hydraulic rams referred S to in claims 12-16 are enclosed in a water proof case or enclosure within the central hull section referred to in claim 1 and 2

18. The boat of claims 1-9 whereon the hydraulic rams referred to in claims 12-17 are controlled by two independent valves and their respective levers.

19. The boat of claims 1-18 whereon the port and starboard side hull sections can be raised laterally in an outward swinging arc to come to bring the sides of the said sections up to form deck area representing an extension of the central deck surface. The boat of claims 1-19 whereon the outward lateral movement of the outer hull sections referred to in claim 19 can be controlled independently or simultaneously. 21 The boat substantially as herein described with reference to the accompanying drawings.