US2126304A

US2126304A - Boat

Info

Publication number: US2126304A
Application number: US171764A
Authority: US
Inventors: Adolph E Apel; Arno A Apel
Original assignee: Individual
Current assignee: Individual
Priority date: 1937-10-29
Filing date: 1937-10-29
Publication date: 1938-08-09
Anticipated expiration: 1955-08-09

Description

Aug. 9, 1938. A. E. APEL El AL 2,126,304

BOAT

Filed Oct. 29, 1937 2 Shegts-Sheet 1 Aug. 9, 1938. A. E. APEL El AL 2,125,304

BOAT

Filed Oct. 29. 1937 2 Sheets-Sheet 2 3mm uqdoglahE u/qfzel, 'flrno flwlpel Patented Aug. 9,.1938

UNITED STATES PATENT OFFICE 11 Claims.

Our invention relates to new and useful improvements in boats, and more particularly to a boat that is capable of extremely high speed and especially adapted for racing.

One of the objects of the present invention is to provide a specially designed hull so that the bottom oilers relatively small resistance and the efiiciency and speed of the boat will be comparatively high as compared with the ordinary o displacement boats or hydroplanes.

A further object of the invention is to insure a maximum amount of air passing under the bottom of the boat and so confined and guided that, in effect, the boat travels over a large s compressed volume of air to thereby reduce the coefficient of friction between the boat and the water. 7

Still another object of the invention is to construct, at the forward part of the boat, two 20 stabilizers, features of which are to hold the boat on its correct planing angle to thus attain a minimum of incident resistance; to give the boat added breadth or beam; to increase its stability; and concentrate the air under the bottom of the 25 boat, resulting in an air lift to the hull proper. Still another object of the invention is to so construct the bottom of the hull together with the stabilizers as to substantially provide a threepoint suspension in that the boat rides on the so two stabilizers and on the stern section.

Still another object of the invention is to provide a boat with these two stabilizers to not only give added breadth to the beam and increase its stability, but also to entrap more air 35 than would be entrapped by the ordinary bull to thus further concentrate the air under the bottom of the boat.

Still another object of the invention is to provide a boat with a specially designed bottom, 40 stabilizers, and vertical fins that are attached to the inside walls of the stabilizers to further help concentrate and entrap the natural flow of air gained by the momentum of the boat under way as well as. to prevent the boat from skidding.

Still another object of the invention is to provide a speed boat, as above described, together with vertical fins, that may extend from the stabilizers aft to or almost to the stern transom, of the same depth as the stabilizers fastened 50 to the inner chine and tapering of! to nothing at the stern transom, so that the air entrapped under the bottom is concentrated in order to retain the compressed air lift as long as possible.

With these and other objects in view, the in- 55 vention consists in certain new and novel fee.-

tures and com ination of parts, as will be hereinafter more I 11y explained and pointed out in the claims.

Referring now to the drawings showing preferred and modified forms, I

Fig. l is a diagrammatic side elevation of our improved boat;

Fig. 2 is a bottom plan view thereof;

Fig. 3 is a diagrammatic sectional view taken on the line 33 of Fig. 1;

Fig. 4 is a diagrammatic sectional view taken on the line 4-4 of Fig. 1;

Fig. 5 is a diagrammatic sectional view taken on the line 5-5 of Fig. 1;

Fig. 6 is a diagrammatic sectional view taken on the line li6 of Fig. 1;

Fig. 7 is a diagrammatic sectional view taken on the line 'I--! of Fig. 1;

Fig. 8 is a diagrammatic sectional view taken on the line 8-8 of Fig. 1;

Fig. 9 is a diagrammatic sectional view similar to Fig. 1 but showing a. slight modification wherein vertical fins extend from the rear end of the stabilizers to the stern transom;

Fig. 10 is a diagrammatic sectional view on the line llllil of Fig. 9, looking in the direction of the arrows;

Fig. 11 is a diagrammatic view taken on the line llll of Fig. 9, looking in the direction of the arrows.

Referring now more specifically to the several views, and for the moment to Fig. 1, there is diagrammatically shown our new and improved boat, wherein A illustrates the keel line, B the outer chine line, and C the inner chine line, while the side or sheer deck is illustrated at D. From the bow to nearly amidships are what we term the two stabilizers S and S, the respective bottoms I and I of these stabilizers near their forward ends merging with the under surface or the bottom 2 of the boat. It will be noticed that the bottom at this point (Fig. 3) curves slightly upwardly in the opposite direction from the keel A, forming a double concavity. The outermost sides of the stabilizers S and S are slightly angular in cross section, as also may be seen in Fig. 3, to provide the non-slip chines 3 of the stabilizers.

Referring now to Fig. 4, it will be seen that the oppositely curved bottom portions have flattened out, as at 4, while the bottom surfaces of the stabilizers at the point 6 now extend below the keel line A and below the marginal outer edges of the bottom. Also, as may be seen in Fig. 4, there are applied the fins 1, which are fitted against theinner lower portions of the stabilizers S and B. In Fig. 5, the stabilizers S and S in cross section have increased in depth and in bottom angularity, and it is at this point that they terminate. The angle (of attack) is determined from a theoretical horizontal line of boat travel and should be no less than three-quarters of an inch and no greater than one and one-quarter inches per. foot, with the peak of efllciency at about seven-eighths of an inch to the foot. It will also be noticed that the bottom sections, as at I, have further flattened out somewhat, while the lower inner side portions of the stabilizers, together with the fins, form a passageway for the air to the stern.

In Figs. 3 to 6, we have shown diagrammatically the changing contour of the hull and the bottom, while in Fig. 6 may be seen the non-slip chines X and Y, the under surface or bottom still having a slight double concavity, as at 2".

Approaching the stern, it will be noticed, as in Fig. 7, that the keel A disappears, while the bottom here is slightly arcuate, as may be seen at t, the hull bottom having now lost the double concavity as was present in the other sections and being slightly concave throughout its width. At the stern, the bottom 9 is now flat and the chines x and Y havebroadened out slightly, as may be clearly seen.

In Figs. 9, 10, and 11, there is shown a slight modification wherein the hull is the same as in the preferred form, but from the rear end of the stabilizers there are two further fins, as at 10, that extend to the stern of the boat, decreasing in width or fading away, as may be seen in Fig. 11.

The forward sections are identical with the preferred form, so that the forward sections are not repeated on the drawings.

The stabilizers S and S are on the opposite sides of the boat and are hollow in construction, so as not to add any unnecessary weight.

A boat constructed in this manner has many advantages, as, in the first place, the boat, when traveling at a high rate of speed, does not plane excessively but assumes the position about that shown in Fig. 1, so that the air may be confined and guided under the bottom to the stern.

It will also be seen that when the boat is being driven through the water at a high rate of speed, and boats of this construction have been driven at nearly ninety miles an hour, air will be entrapped under the bow and stabilizers and be well pocketed (confined) by the time it approaches the rear of the stabilizers. By the time the air reaches the rear of the stabilizers, it is so entrapped that it will continue beneath the boat to the stem to thus give a maximum lift to the hull.

It will be noticed, too, that the fins I also tend to keep the air entrapped beneath the bottom of the boat as well as to guide it under the hull and also prevent the boat'from having a tendency to skid.

As seen from the base line in Fig. 5, the boat is supported in the water about amidships by the two stabilizers B and 8', which, at this point, are

'slightly beneath the water line, so that the air is well compressed beneath the bottom of the boat. The boat is again supported at the stern, as may be seen in Fig. 8, so that the hull is really supported at three points, that is, along the opposite stabilizers and at the stern, thus reducing to a maximum the skin surface.

With the modification shown in Fig. 9 and the cross sections thereof, as shown in Figs. 10 and 11, the additional fins it will further tend to guide the air under the hull to the stern. As is well known, it is highly desirable to not only get as much air under the hull as ispossible but guide it to the stern and thus increase the lift.

By providing these hollow stabilizers constructed as shown, they greatly enhance the speed over a boat that is not so provided as well as tending for more perfect stabilization of the boat, which is also a highly desirable feature, as boats traveling at an excessively high rate of speed and especially on turning must be as stable as is possible to make them.

Furthermore, in the present instance, it will be seen that these stabilizers form points of support at the forward portion of the boat, thus adding a greater beam and, at the same time, entrap a greater amount of air than boats not so provided.

Again, the stabilizers are so arranged as to hold the boat on its correct planing angle to thus attain a minimum of incident resistance.

From the foregoing, it will be seen that we have devised a boat wherein the shape of the bottom of the hull together with the special form and shape of the stabilizers gives the boat added breadth or beam at its forward portion to increase its stability and concentrate the air under the bottom, resulting in a greater air lift to the hull proper. Also, the boat has what might be called a three-point suspension in that the boat rides in the stabilizers and on the stern section, while the additional vertical fins attached to the inside walls of the stabilizers further help to concentrate the natural flow of air as well as prevent skidding. when the vertical fins are extended to the stem, the air is further concentrated to retain the compressed air lift as long as possible.

Many slight changes might be made in the construction hereinbefore set forth without departing from the spirit and scope of the invention.

Having thus described our invention, what we claim as new and desire to secure by U. S. Letters Patent is:=-

1. A speed boat hull having a bottom, the forward end of the bottom being concave and flattening out toward the stern, stabilizers at the bow of the boat and extending about amidships, the said stabilizers having their under surfaces merging with the bottom of the hull near their forward ends and extending below the surface of the bottom at their rear ends.

2. A speed boat hull having a bottom, the forward end of the bottom having a double concavity, a single concavity near the stern and flat at the stern, stabilizers on the opposite sidesof the bow of the boat and extending about amidships, the stabilizers having their forward under surfaces mergin with the bottom of the hull and extending downwardly below the surface of the bottom at their rear ends.

3. A speed boat hull having a bottom, the forward end of the bottom having a double concavity changing in contour to a single concavity as it approaches the stem, the bottom at the stern being flat, stabilizers formed on the opposite sides of the bow of the boat and extending about amidships, the stabilizers having their forward under surfaces merging with the bottom to thereby add a greater beam to the hull, and the under surfaces of the stabilizers extending downwardly below the surface of the bottom at their rear ends to thereby confine the air beneath the hull.

4. A speed boat hull having a bottom, the bottom being concave at its forward end and flattening out to a plane surface at the stern, 'means extending from the bow to amidships on the opposite sides of the hull to add greater beam to the hull, and said means extending at their rear ends below the outer surface of the bottom to form'a two-point suspension for the forward portion of the boat and the third point of suspension being at the stem.

5. A speed boat hull capable of being suspended at three points when in motion including extension means on the opposite sides of the bow and extending nearly amidships, said means extending from points above the keel line to points below the bottom, said means confining and guiding the air along the bottom to the stern, and the bottom at the stern forming the third point of support to thereby provide a maximum air left to the hull when the boat is in movement.

6. A speed boat hull having its bottom at its forward end flaring outwardly in opposite directions from the-keel line and stabilizers at the bow of the boat having their under surfaces starting above the keel line and then merging with the bottom surface, and the stabilizers then extending below the keel line and the bottom as they approach their rear ends to confine the air under the hull, fins secured beneath the hull to said stabilizers and near the rear ends of said stabilizers to further confine the air beneath the hull and prevent the boat from skidding, the bottom of the hull flattening out at its stern whereby the boat is suspended on the stabilizers and on the stern and the air will be forced longitudinally from the bow to the stem to provide a maximum air lift and the boat supported by the said stabilizers and said stem.

'7. A speed boat hull having its bottom at its forward end flaring outwardly in opposite directions from the keel line, stabilizers formed on the opposite sides of the bow and extending about amidships, the under surfaces of the stabilizers merging with the under surface of the bottom near their forward ends and extending below the bottom at their rear ends to thereby form a confined passageway for the air beneath the hull, the bottom flattening out as it approaches the stern whereby the passageway for confining the air beneath thehull decreases in depth from its forward end to its rear end, and additional fins secured to the inner side surfaces of the stabilizers to additionally confine the air and prevent the boat from skidding and the boat adapted when in motion to be supported by the two stabilizers and the under surface of the bottom at the stern.

8. A speed boat hull having additional supporting means built out at its sides at the bow, said supporting means extending below the under surface of the bottom to form a restricted passageway for the air, additional fins extending from the rear ends of the stabilizers to the stem to additionally confine the air beneath the hull to provide a maximum air lift and retain the air beneath the hull for as long a time as possible.

9. A speed boat hull having a double concavity at its forward portion, a single concavity amidships and flat at the stern transom, additional means for increasing the beam at the forward part of the bow and for directing the flow of air beneath the hull and pocketing the air until it passes out at the stern.

10. A speed boat hull having stabilizers formed about the bow to increase the beam of the hull and terminating about amidships, said stabilizers extending from the chine line at the forward end to below the bottom at their rear ends, and said stabilizers changing their bottom angularity substantially seven-eighths of an inch to the foot throughout their length and forming points of suspension for the forward portion of the hull.

11. A speed boat hull, the bottom of which is concave at its forward end and flat at the stern, non-trip chines, stabilizers at the bow and extending about amidships, said stabilizers extending from a point from the chine line at their forward ends to a plane beneath the bottom at their rear ends to thereby assist in entrapping the air under the concave bottom and support the boat at its forward portion, means on the bottom extending from the rear ends of the stabilizers toward the stern for additionally assisting in confining the air. and the boat supported by the stabilizers and at its stem.

ADDLPH E. APEL. ARNO A. APEL.

CERTIFICATE or cosnscnon.

Patent lo. 2 ,126,50l

LDOLPH E. APEL, Bil. AL.

It is hereby certified that error appears in the printed specification of the above numbered patent requiring correction as follows: Page 5 first whim, 1inc15, claim 5-, meno mra "left" road nre mme an aid Letters Patent should be read with this correction therein tilt the one my cantons to the record of the case in the Patent Office.

Signed and sealed this 1st day of November, A. D. 1958.

Henry Van Arsdale Acting domiaaioncr of Patents.