US20020096098A1

US20020096098A1 - Boat hull design

Info

Publication number: US20020096098A1
Application number: US09/768,642
Authority: US
Inventors: Robert Kingsbury
Original assignee: Individual
Current assignee: Individual
Priority date: 2001-01-24
Filing date: 2001-01-24
Publication date: 2002-07-25

Abstract

A multi-hull design for a large apparatus and a propulsion system for same. The apparatus is a triangular boat hull apparatus having a bow and stem wave penetrating feature. The hull is composed of one triangle overlapping two additional triangles on the port and starboard sides of the apparatus. This invention includes a drive pod for a multi-hull apparatus composed of at least one hydropneumatic cylinder, a propulsion device and a propeller. A propulsion system for a multi-hull apparatus composed of a plurality of drive pods which are attached to the hull of the apparatus and provide adjustability for varying ocean conditions is also an object of the present invention.

Description

FIELD OF THE INVENTION

The present invention relates to the field of boat hull designs.

BACKGROUND OF THE INVENTION

It is well known in the industry that watercraft with a multi-hull design provide better seakeeping in moderate-to-high wave conditions than monohull vessels. Multi-hull ships can be designed to experience only one-half to one-fifth of the heave, pitch, and roll motions of a monohull vessel of equal displacement in seas driven by wind speeds above 20 knots.

An additional benefit of multi-hull designs is they can travel at faster speeds than a monohull design. The wave penetrating features of a multi-hull design allow the watercraft to also maintain course and speed during sea conditions that would otherwise defeat a monohull's ability to maintain the same course and speed.

However, an inherent problem with multi-hull designs is, in the event of a rollover, they do not return upright once capsized. A multi-hull vessel is equally stable capsized as it is upright. Monohull vessels do not have this problem.

Through innovative designs and concepts, various hull designs have been introduced. In an article titled “Variable Draft Broadens SWATH Horizons” in the April 1994 issue of Proceedings, improvements are made to the design known as Small Waterplane Area Twin-Hull (SWATH) ships. The SWATH design for this particular boat utilizes struts that are aligned on the centerline of the lower hull. The lower hull's rectangular cross sections enhance seakeeping at deeper drafts and give best propulsion at transit depths. The center bow provides a cushion against slamming and affords convenient overboard access for handling equipment. Rectangular hull forms supportive of the SWATH design are less expensive to fabricate and outfit than conventional hull designs.

The U.S. Navy test vessel, Sea Shadow, was built to test several aspects of maintaining stealthiness at sea, including low radar visibility, quietness to sonar sensors and minimizing wake. An article titled “The Secret Ship” in the October 1993 issue of Popular Science discussed the unclassified parameters of this vessel. Above the waterline, the Sea Shadow's resemblance is similar to that of the U.S. Air Force F-117A stealth fighter. From the waterline down, the exact details are classified, but the ship's underwater shape is essentially a SWATH design. A pair of submerged pontoons gives the Sea Shadow its buoyancy. Running beneath the water's choppy surface layer, these pontoons cause far less of the seasickness-inspiring vertical motion inherent in traditional monohull designs.

Another unique design is the trimaran hydrofoil designed and built by Greg Ketterman, as discussed in an article titled, “World's Fastest Sailboat,” in the January 1991 issue of Popular Science. The hydrofoil is a two-mast, triple-hull design that utilizes sensors forward of the outer hulls that hug the water's undulating surface, constantly adjusting the pitch of the hulls and main foils to maintain stability and minimize drag. Foot pedals control the rudder. This design is primarily for sail boats that want to maximize speed through the waters. However, this design is not suitable for large boats, and lacks a propulsion system often desired in larger boats.

Another design is disclosed in U.S. Pat. No. 5,549,066 issued on Aug. 27, 1996 entitled “Triangular Boat Hull Apparatus.” This patent discloses a multi-hull design constructed from flat pieces of material instead of curved sections normally used for boat hull construction. The patent also presents a bilateral fore and aft symmetrical boat hull. Although this design is suited for rowboat sized boats and pleasure boats, the design is also inherently suited for larger boats such as destroyers.

Ocean Waves, even in relatively calm seas, have amplitudes and lateral modulations. In stormy seas, those amplitudes and modulations often tear multi-hull ships apart. The current propulsion systems for large multi-hull ships lack a mechanism to cope with the up and down movement of the waves, and also lack structure to protect the multi-hull ship from being ripped apart.

Therefore, a multi-hull design and propulsion system for a large boat that both protects the ship from being ripped apart by the changing amplitudes and modulations of the ocean, and provides a means for optimizing the ship's speed through varying sea conditions ship is desired in the art.

SUMMARY OF THE INVENTION

The present invention relates to a triangular boat hull apparatus having a bow and stem wave penetrating feature. The hull is composed of one triangle overlapping two additional triangles on the port and starboard sides of the apparatus. The triangle features of the hull design run both athwartships, and from stem to stem. The invention also features a drive pod for a multi-hull apparatus including at least one hydropneumatic cylinder, a propulsion device and a propeller. The present invention also provides a propulsion system for a multi-hull apparatus having a plurality of drive pods which are attached to the hull of the apparatus and facilitate adjustability for varying ocean conditions. The multiple drive pods under the hull provide a type of centipede looking drive system.

Therefore, it is an aspect of the present invention to provide a triangular boat hull apparatus that is economical to build.

It is another aspect of the invention to provide a triangular boat hull that is suitable for a variety of very large sea vessels.

It is another aspect of the invention to provide a triangular boat hull apparatus suitable for large sea vessels that has dual ended fore and aft wave penetrating features in order to provide added strength compared to other types of wave penetrating hull designs.

It is another object of the invention to provide a triangular boat hull apparatus that is both air and water tight, so that in the event of a roll-over, no water would enter.

It is another object of the invention to provide a triangular boat hull apparatus where the inherent design of the hulls prevents the multi-hull boat from being torn apart in inclement weather.

It is another object of the invention to provide a triangular boat hull apparatus that has dual ended fore and aft wave-penetrating features in order to provide greater stability, particularly when the wave motion is severe.

It is another object of the invention to provide a drive pod that is capable of incorporating diesel, electric, or waterjet propulsion engines.

It is another object of the invention to provide a drive pod that incorporates either a single or dual propeller.

It is another object of the invention to provide a drive pod with a hydropneumatic cylinder that can be adjusted to meet operating conditions on the ocean.

It is another object of the invention to provide a propulsion system for a multi-hull apparatus where multiple drive pods are attached under the hull of the apparatus.

It is a further object of the invention to provide a propulsion system for a multi-hull apparatus that can be easily modified to be suitable to any sized multi-hull apparatus.

It is a further object of the invention to provide a propulsion system for a multi-hull apparatus that provides the strength needed to resist the lateral modulations of ocean waves.

It is a final object of the invention to provide a propulsion system that can be adjusted to meet a variety of operating conditions.

These aspects of the invention are not meant to be exclusive and other features, aspects, and advantages of the present invention will be readily apparent to those of ordinary skill in the art when read in conjunction with the following description, appended claims and accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is an end (athwartships) view of the multi-hull apparatus. [0026]
FIG. 2 is an end (athwartships) view of the cut-away port hull of the multi-hull apparatus [0027]
FIG. 3 is an end (athwartships) view of the multi-hull apparatus for a propulsion system. [0028]
FIG. 4 is an end (athwartships) view of the drive pod. [0029]
FIG. 5 is a top view of the drive pod. [0030]
FIG. 6 is a fore and aft view of the drive pod. [0031]
FIG. 7 is an end (athwartships) view of the propulsion system retracted in the multi-hull apparatus. [0032]
FIG. 8 is an end (athwartships) view of the propulsions system extended from the multi-hull apparatus. [0033]
FIG. 9 is a fore and aft view of the propulsion system retracted in the multi-hull apparatus. [0034]
FIG. 10 is a fore and aft view of the propulsion system extended in the multi-hull apparatus.[0035]

DETAILED DESCRIPTION OF THE INVENTION

Referring first to FIG. 1, the preferred embodiment of the [0036] multi-hull apparatus 10, the apparatus 10 is made up of a port hull 20, a starboard hull 22 and a center hull 24. As depicted in FIG. 1, the port hull 20 and starboard hull 22 are of equal dimensions and are each connected to the center hull 24. The top 26 of the multi-hull apparatus 10 is depicted for illustration purposes only. The top 26 is not necessarily flat, but rather the top portion of any ship design commonly known to those skilled in the art can be dimensioned and placed in the top 26 position on the multi-hull apparatus 10.
Still referring to FIG. 1, the [0037] multi-hull apparatus 10 is constructed entirely from flat pieces of material instead of curved sections normally used for hull construction. Apparatus 10 can be sized for a variety of watercraft. The apparatus 10 design will inherently displace a large amount of water thus can be used for larger ships carrying larger loads. Examples of these types of watercraft are destroyers or cargo ships. Building watercraft of various sizes will require scaling the dimensions accordingly using techniques well known in the art. The preferable material selected for construction is molded fiberglass. Steel and other types of material typically used in the boat construction industry, including exotic materials, could also be used.
The [0038] multi-hull apparatus 10 is depicted in FIG. 1 as having three hulls. However, this is for illustrative purposes only. The invention is intended for any number of hull multi-hull watercraft. Thus, depending on the size of the watercraft in which the multi-hull apparatus 10 is intended, the number of hulls will increase accordingly. The minimum three hull multi-hull apparatus is illustrated. However, increasing the number of hulls can easily be designed by a person of ordinary skill in the art by simply continuing the pattern evenly on both sides of the multi-hull apparatus 10.
The wave penetrating section of the hull will be discussed first. The [0039] center hull 24 overlaps the port hull 20 and starboard hull 22. FIG. 1 shows the hidden lines for illustration purposes. The port hull 20 and starboard hull 22 are of equal dimensions and are also mirror images of one another. Referring now to FIG. 2, a cut-away athwartships end view of the port hull 20, which is a mirror image of the starboard hull 22 is shown.
Referring again to FIG. 1 the [0040] center hull 24 and the port hull 20 and stern hull 22 are preferably isosceles triangles with equal dimensions of 40 feet for edge 28, 30, 32, 28.7 feet for edges 34, 36, 38,40, 42, 44. The angle formed by edged 34 and 28, 36 and 28, 42 and 32, 44 and 32, and 40 and 30 and 38 and 30 are each 60 degrees. 60° angles are formed at the intersection of 40 and 38, 34 and 36, and 42 and 44. The vertexes 46, 48, 50 will be under water when the watercraft is at sea.
The fore and aft triangular shapes used to provide the wave penetrating section improve the strength of [0041] multi-hull apparatus 10 in both compression and tension so that heavy sea conditions will not buckle and pull apart multi-hull apparatus 10. The dimensions and angles provided for the athwartships hull sections 20, 22, and 24 can vary to correspond with other dimensions selected for the desired size of triangular boat hull apparatus 10 to be built.
Referring next to FIG. 3, another embodiment of the [0042] multi-hull apparatus 10 is shown. In this embodiment, the multi-hull apparatus 60 is designed to hold a propulsion system. The apparatus 60 varies from apparatus 10 slightly, but has the same dimensions as multi-hull apparatus 10. The center hull 62, port hull 64, and starboard hull 66 are substantially triangular, but in place of a vertex, the bottom of the hull 68, 70, 72 is flattened. As shown in FIG. 1, the imaginary line 52 represents the cut-off region that produces the main difference between apparatus 10 and apparatus 60. Referring back to FIG. 3, to compensate structurally for the lack of triangles in these regions, the multi-hull apparatus 60 incorporates many triangles throughout its design. FIG. 3 exemplifies these triangles formed in the hull. Ocean waves, even in relatively calm seas have amplitudes and lateral modulations. In stormy seas those amplitudes and modulations often tear multi-hull ships apart. In the multi-hull apparatus 60, the strength of triangles provides the structural strength to keep the multi-hull apparatus 60 from being damaged.
The [0043] multi-hull apparatus 60 has compartments 74, 76, 78 which are designed to hold a propulsion system. In other embodiments of the multi-hull apparatus, there are more than three hulls, and in these embodiments, additional hulls will have compartments also. Thus, for example, in a 40 hull destroyer, there would be 40 compartments for 40 parts of the propulsion system.
Referring next to FIG. 4, the [0044] drive pod 80 is shown. In the preferred embodiment, the drive pod 80 consists of a hollow component 82, a propeller 84, a propulsion device 86 inside the hollow component 82, two cylinders 88,90 and two poles 92,94. The hollow component 84 contains the propulsion device 86. In its preferred embodiment, the hollow component is rectangular and has a width dimension 96 of 8 feet, and a height of 12 feet. In other embodiments, the hollow component 82 substantially triangular. The hollow component 82 is preferably made of fiberglass, however, as noted above, other materials used in ship construction can also be used. The hollow component 82 is watertight and is designed to fit into the compartments 74,76,78 shown in the multi-hull apparatus 60 in FIG. 3.
The [0045] propeller 84 is shown in its preferred embodiment to be a four bladed propeller. The propeller 84 is made of steel. However, the propeller could be made of aluminum or any other non-corroding material. In other embodiments, the propeller 84 is a three bladed propeller, or, in place of a single propeller, there are multiple propellers, or waterjets, etc.
The [0046] propulsion device 86 is located inside the hollow compartment 82. It is connected to the propeller 84, and drives the propeller 84. In its preferred embodiment, the propulsion device 86 is a 2,000 Horse Power Diesel engine and is approximately 5 feet wide and 15 feet long. In other embodiments, the propulsion device 86 is a 2,000 Horse Power electric motor, or a water jet drive.
The [0047] cylinders 88 and 90 are hydropneumatic cylinders and have a pole 92, 94 located inside each cylinder 88, 90. The poles 92,94 are connected inside the hollow compartment 82 to the travel stop 98. The hydropneumatic cylinders 88,90 have an internal variable pressure. This pressure is adjustable. Depending on the pressure inside the hydropneumatic cylinders, the pressure causes the pole 92,94 to either retract into the cylinder 88,90 or extend out of the cylinder 88, 90. Consequently, this retraction or extension of the poles 92,94 causes the distance between the cylinder and the hollow compartment to change.
The [0048] cylinders 88, 90 are preferably made of steel, and the poles 92,94 are also steel. In other embodiments, the cylinders 88,90 and poles 92,94 are made from aluminum or any other non-corrosive material.
FIG. 6 is a side view of the [0049] drive pod 80 exemplifying that the drive pod 80 is designed to be incorporated inside the compartments 74, 76, 78 of the multi-hull apparatus 60. The top portion 106 of the drive pod 80 remains in the hull, while the bottom portion 104 extends below the hull. In its preferred embodiment, the top portion 106 of the drive pod 80 has a height 102 of 12 feet, a width 108 of 30 feet, while the bottom portion 104 has a height 96 of 8 feet and a width 108 of 30 feet. The dimensions will vary according to the size of the multi-hull apparatus 60 and the compartment 74, 76, 78. The provided dimensions are for illustrative purposes only and are not intended to be the only dimensions possible, rather, the proportions are the preferred embodiment.
The propulsion system for a [0050] multi-hull apparatus 110 is shown in FIG. 7. Since the multi-hull apparatus 60 is symmetrical, only one section (the center hull 62 with the starboard hull 66) of the propulsion system for a multi-hull apparatus 110 need be detailed. One of ordinary skill in the art can apply the given dimensions to the other side of the propulsion system for a multi-hull apparatus 110. The center hull 62 has a width 120 of 40 feet and a height 122 of 28 feet. The distance 124 represents the pitch distance and is 20 feet.
In FIG. 7, the [0051] compartments 74, 76, 78 of the multi-hull apparatus 60 are filled with drive pods 80 and are shown retracted into the hull 112 of the multi-hull apparatus 60. The bottom portion 104 of the drive pod 80 is located in the bottom hull 114 of the multi-hull apparatus 60 and consists of the hollow compartment 82, the propulsion device 84 and the propeller 86. The top portion 106 of the drive pod 80 is located in the top hull 116 of the multi-hull apparatus 60 and consists of the cylinders 88,90 and the poles 92,94. The height 96 of the drive pods 80 provides amplitude to cope with the up and down movement of the waves. In total, there is approximately 18 feet of hull in the supporting triangles before the hull would bottom out on a wave top.
The [0052] drive pods 80 have side skirts 118 having a height of 12 feet. These side skirts 118 on the drive pods 80 bear against the triangles of the multi-hull apparatus 60, and together the side skirts 118 and the triangles provide the strength needed to resist the lateral modulations always present in ocean waves.
Referring next to FIG. 8 showing the propulsion system for a [0053] multi-hull apparatus 110 where the drive pods 80 are extended. Even when fully extended, there is at least 4 feet of bearing surface 126 between each drive pod 80 and the triangular extension 128 of the hull. Therefore there is 240 ft²or a 66% bearing surface on both sides of the drive pod.
FIG. 9 is a side view of the [0054] bottom hull 114 of the propulsion system for a multi-hull apparatus 110 retracted. FIG. 10 is a side view of the bottom hull 114 of the propulsion system for a multi-hull apparatus 110 extended. The pressure inside the hydropneumatic cylinders 88,90 can be adjusted to meet operating conditions during the time of transit to provide optimum operation of the drive pods as conditions change. For illustration purposes, FIG. 9 and FIG. 10 show the versatility of the multi-hull apparatus 60 design, where the size of design can be easily adapted to a vessel of any size.
Although the present invention has been described in considerable detail with reference to certain preferred versions thereof, other versions would be readily apparent to those of ordinary skill in the art. Therefore, the spirit and scope of the appended claims should not be limited to the description of the preferred versions contained herein. [0055]

Claims

What is claimed is:

1. A multi-hull apparatus having a direction of travel comprising:

a starboard hull section having a bow wave penetrating section, a stem wave penetrating section, a center section, an outer side and an inner side;

a port hull section having a bow wave penetrating section, a stem wave penetrating section, a center section, an outer side and an inner side, with said starboard bow wave and stem wave penetrating sections being substantially equal to one another, and with said port bow wave and stem wave penetrating sections being substantially equal to one another and substantially mirror images of said starboard bow wave and stem wave penetrating sections; and

a center hull section having a bow wave penetrating section, a stem wave penetrating section, a center section, with said center section bow wave and stem wave penetrating sections being substantially equal to one another, and said center hull section being joined together with said port hull section and said starboard hull, wherein each of said sections further comprises a plurality of intersection flat surfaces.

2. The multi-hull apparatus of claim 1 wherein each of said port and starboard wave penetrating sections further comprises a triangular first, second, and third panel, wherein the first of said panels is connected to said center hull, said second panel forms said outer side of said port and starboard of said apparatus, wherein said first, second, and third panel meet at a common point that is orientated to the direction of travel of said multi-hull apparatus.

3. The multi-hull apparatus of claim 1 wherein said center hull further comprises a triangular first, second and third panel, said panels joined together such that said panels meet in a common vertex that is oriented to the direction of travel of said multi-hull apparatus.

4. The multi-hull apparatus of claim 3 wherein said triangular center hull section further comprises sufficient ballast below the centerline of said apparatus such that if said apparatus is turned bottom-side up, said apparatus will return to bottom-side down by itself.

5. A drive pod for a multi-hull apparatus, the drive pod comprising a hollow component of a predetermined shape, inside said component is a motorized propulsion device powering at least one propeller attached to said propulsion device, and at least one hydropneumatic cylinder having an attachment pole telescopingly related to said cylinder, said pole having a first and second end, said first end is perpendicularly attached to said component, and said second end is telescopingly attached to said cylinder.

6. The drive pod in claim 6 wherein said motorized propulsion device is an electric motor.

7. The drive pod in claim 5 wherein said motorized propulsion device is a diesel engine.

8. The drive pod in claim 5 wherein said motorized propulsion device is a water jet drive.

9. The drive pod in claim 5 wherein said propeller is a dual propeller.

10. A multi-hull apparatus for a propulsion system, the multi-hull apparatus comprising:

11. The multi-hull apparatus in claim 10, wherein each of said port and starboard wave penetrating sections further comprises a triangular first and second panel, wherein said first and second panels are symmetrical and mirror images of one another and are a predetermined distance from one another, said second panel is attached to said center hull, said first panel forms said outer side of said port and starboard of said apparatus, wherein said first and second panel are orientated to the direction of travel of said multi-hull apparatus.

12. The multi-hull apparatus in claim 10, wherein said predetermined distance from said first and second panel is a compartment for said propulsion system.

13. The multi- hull apparatus in claim 10, wherein a drive pod is located in each of said predetermined distance from said first and second panel, wherein the drive pod further comprises a hollow component of a predetermined shape, inside said component is a motorized propulsion device powering at least one propeller attached to said propulsion device, and at least one hydropneumatic cylinder having an attachment pole telescopingly related to said cylinder, said pole having a first and second end, said first end is perpendicularly attached to said components, and said second end is telescopingly attached to said cylinder, whereby said cylinder is adjustable to accommodate varying ocean conditions.

14. The drive pod in claim 13, wherein a plurality of drive pods form said propulsion system.

15. The multi-hull apparatus in claim 13, wherein said cylinder of said drive pod is fixedly attached to said multi-hull apparatus.

16. A propulsion system for a multi-hull apparatus, the propulsion system comprising a plurality of drive pods attached to said hull of the stem of said multi-hull apparatus, the drive pods comprising a hollow component of a predetermined shape, inside said component is a motorized propulsion device powering at least one propeller attached to said propulsion device, and at least one hydropneumatic cylinder having an attachment pole telescopingly related to said cylinder, said pole having a first and second end, said first end is perpendicularly attached to said component, and said second end is telescopingly attached to said cylinder, whereby said cylinder is adjustable to accommodate varying ocean conditions.

17. The propulsion system in claim 7 wherein said cylinder is inside said hull of said multi-hull apparatus.

18. The propulsion system in claim 7 wherein said component is partially inside said hull of said multi-hull apparatus, whereby this arrangement forms a drive pod side skirt.

19. The propulsion system in claim 6 wherein said motorized propulsion device is an electric motor.

20. The propulsion system in claim 7 wherein said motorized propulsion device is a diesel engine.

21. The propulsion system in claim 7 wherein said motorized propulsion device is a water jet drive.

22. The propulsion system in claim 7 wherein said propeller is a dual propeller.