US2441999A

US2441999A - Adjustable sectional boat

Info

Publication number: US2441999A
Application number: US541524A
Authority: US
Inventors: Frank L Fulke
Original assignee: Individual
Current assignee: Individual
Priority date: 1944-06-22
Filing date: 1944-06-22
Publication date: 1948-05-25
Anticipated expiration: 1965-05-25

Description

May 25, 194s.

F. L.. FULKE ADJUSTABLE SECTIONAL BOAT Filed June 22, 1944 Patented May 25, 1948 ADJUSTABLE SECTIONAL BOAT Frank L. Fulke, Terre Haute, Ind.

Application June 22, 1944, Serial No. 541,524 'z claim. (C1. 114-665) The object of this inventionl is to provide a small boat composed of a plurality of separably connected sections, each being an independent water tight unit. A prime specic objective is to provide means whereby adjustment may con- Veniently be made at any time and under any circumstances in the relative planes of the bottoms of the several sections.

Other objects of the invention will appear as the description proceeds.

To the accomplishment of the above and related objects, my invention may be embodied in the vforms illustrated in the accompanyingdrawing, attention being called to the fact, however, that the drawing is illustrative only, andthat change may be made in the specific constructions illustrated rand described, so long as the scope of the appended claims is not violated.

In the accompanying drawings:

Fig. 1 is a side elevation of my boat;

Fig. 2 is a rear end view thereof;

Fig. 3 is a side view of `the same boat after a change has been made in the relative planes of the bottoms of the several sections of the boat:

Fig. 4 is a rear elevation of the boat so adjusted, but with the bottoms of the sections held in horizontal positions;

Fig. 5 is a fragmental top plan view of the boat at a joint between two sections thereof, showing how a sheet aluminum wrapper and transverse wooden bulkheads are employed to form an independent boat section, and showing how the sections are adjustably connected;

Fig. 6 is a fragmental vertical section taken on the line 6 6 of Fig. 5;

Fig. 7 is an enlarged fragmental section taken substantially on the line 1-1 of Fig. 6 and looking in the direction of the arrows;

Fig. 8 is an enlarged fragmental plan taken in the plane of Fig. 5; and

Fig. 9 is an enlarged section taken in a plane like that indicated by the line 9-'9 in Fig. 1, and showing an alternative wrapper structure.

There is general need for a small sectional boat that lends itself to ease of transportation, as for example carrying it upon the roof of a car, or in the car, or on the bumper of the car, or shipping it in a light plywood container. Therefore my boat is made so that its independent sections may t into each other, much like a stack of bowls, whereby a 12 foot boat may be made to occupy a volume not greatly exceeding that of one of its sections.

The weight of the boat is also a prime consideration ii it is to be readily transportable and 8,5 tor andk 2 capable of considerable speed. Therefore I propose to make my boat as light as possible, yet as sturdy and rigid as heavier boats made in one piece.

To accomplish these objectives, each section of my boat comprises an aluminum wrapper and a pair of wooden ends, except that the front section will have only a rear wooden end and a formed front bow end.

In the drawings, l is a front boat section, 2 is a middle section and 3 is a rear section. Each of these sections is an independent water-tight unit, each having gunwales 4, and a keel 5.

In Figs. 1 and 2 the bottoms of the three sections are in the same plane, so the boat is a smooth bottom boat without steps, best adaptable for moderate speed with considerable load with a small outboard motor clamped to its stern, or to be rowed with oars, and broken line 6 would represent the water line under such conditions.

In Figs. 3 and 4 the rearward end of front section I is displaced below the vforward end of middle section 2, so that step l is dened; and the rearward end of section 2 is similarly displaced below the forward end of the stern section 3, so that step 8 is defined. In Fig. 3 broken line 9 would represent the water line while the boat is stationary in the water and broken line I0 would represent the water line if the boat were at full speed with a light load, pushed by a high speed motor of considerable power. In this position the bottom of the boat 4is planing and very little of it actually engages the water. Only a slight area forward of the step of each section engages the water, much in the manner of running and skipping over the top of the water. The higher the boat lifts or planes the less of its bottom will engage the water and the less actual shoving of water out of its way will the boat have to do as it moves rapidly forward, and the propeller slippage will decrease as the boat speed increases.

My boat as illustrated in Figs. 1 and 2 and carrying six people may have a 20 H. P. motor and a propeller of 12" pitch and the motor may turn it 3,000 R. P. M. But it may be found under those conditions that the boat cannot be shoved through `the water at greater than 1,000 feet per minute, or almost 12 miles per hour. In this case we would say the propeller slippage is 66%% since the propeller could theoretically screw itself through 3,000 feet of water per minute if there were no slippage.

But my same boat illustrated in Figs. 3 and 4 carrying only its driver may, with the same mopropeller, be found capable of running and skipping over the water 2,700 feet per minute,

' or more than 30 miles an hour, in which case we would say there is only 10% propeller slippage.

' with the plywood. This juncture might be conf A small smooth bottom boat carrying a heavy load will move faster through the water with less power and less propeller slippage than will a boat with steps, is safer and more easily steered.

The foregoing is, of Course, understood by those skilled inthe art'. However, noI two iexpertsin the art would agreeupon exactly how highstep 1 and step S should be and. they might disagree Y on whether one of the steps should be theres..-

Given certain boat weight and dimensionsmotor,

propeller, a 175 pound driver and a 200 pound passenger, both experts might agreethat ifthe passenger is sitting on the rear seatA with' the Vdriver step 'l would give no benefit in boat speed" and step 8 would best be quite high, forfexample, 'I

4 inches. But let the 260 pound passenger'm'ove up VtoA a forwardseatY and itis quite probable the beneiit in speed.Y However, they could hardly be .experts would agree Vthat step 1 would confer a V expected to agree that step I should be 1%" high Y ditions, toobtain the veryfastest boatl speed.

Now as to boat Vperformance under any particular set of specific conditions there is -just one correct answer but it could'never be,v reliably calculated by any number'of experts.V The onlyway to nd they correct answer is to equip the'vboat with a water-speedindicator and find some way V to Yselectively vary the bottom of therb'oat; its

steps and their height, and getout on the water,

and step should be 2% high under thoseconset the motor at full speed, and proceed'to adjust s the boat until the speed indicator' shows highest boat'speeol. YThat, and only that, willgive the correctV answer. I

A smallboat' is Voperated'by its; owner, under n extremely varyingsetsof conditions; I-Ie may want to VVtake 6 friends out for a ride ,andhe will do a better job. of this with a-smooth-bottom boat like my Fig. 1. But if` he wantsfto drivealone. 6

miles'to town4 to get cigars-,he can travel 'miles an hour 'and have ak lotr more; fun if his. boatis f like my Fig, 3.V So4 far as I amfaware, he would haveto'own atleast two boatsl tobeable toj'serve ordinary purposes for which such small boats are employed with any reasonable degree of ei-e ciency. Even with one slow boatY androne fast boatythere would be noghighdegreeV of .eiciency except in an extremely'rare case-in which all the conditions added up to exactly those for whichthe boat happened tobe ideal. The conditions. of

, right angle deflection of Wrapper l V2' presents an edge l1 of theiwrapper parallelgwitnedge/Mi'of f; the wooden bulkhead.j.It should-- be apparent thatfwhen wrapperVV t2.A and bulkhead? lrlare put load, available engine, available propeller, etc., are

of' such extreme variationpthat I'considerit'worthY while-to so contrive my: boat that its owner; may Y .conveniently adjustV it to meet 'every condition"` he Y will encounter in the vuse of'his boat;

In Fig; 'wooden bulkhead Hlis therear end of l" my section 2, and similar bulkhead l 3i is the front end of mysecti'on 3. These bulkheads=areshaped V to define the athwartships outline of the boat and give this Ashape to sheet metal wrapper` l2 which forms the skin ofthe boat. Thisvwrappei'. I-Z- is securely attached at itsY edges aroundtheI edge'V of bulkhead Il. My objectives-being-t'o'makefmy boatas light as possible for' convenient transpor tation in sections and to-give fast speedL-'IIv will Y proposition from shearin useplywood for bulkhead Il and'about 20'gauge sheet aluminum forwwrapper` I p2.' Theause@ of in which the bulkhead and-.wrapper arepsecured must be protected against 'water seeping in be- Vsuch light materials to'attainitheobjectives Y sought `entails carefulconsideration: ofv the: wlay Y together. The sawed edge ofga plywood-panel @i tween the sheetmetal wrapper and its juncture ventionally secured by a line of closely spaced wood screws. But even if the screws were only an inch apart there is no assurance that a screwmight not break off, work loose, or otherwise fail to securely hold the aluminum wrapper so tightly against the Wood at everyerpoint, as to assure against water `seepinginto'the plywood, which would in time` cause it tobadly deteriorate and i permit separation of its laminated layers. VThen` Y I? have to'consid'er the unusualstresses to *whichY suchjunction portions of my boat are subjected,

notatallcommon to conventional small boats.

orbreaking apart of its severalsectionsunder smashing impacts as when the boat is tossed upward-'by one ,wave and then crashes down upon a succeeding wave;Y these stresses being extremely highvif the boat isheaVily loaded.. Such shocks could. tear out the aluminumy sheet at.v conventional perioratedscrew holeseor-it couldshear the screws, preferably-made of; brass, to resist c rustingaway. Itrmust be'rememberedthat an ordinary full lengthboat havingYsuc-h a-wrapper attached to a'stern bulkheadonly, cannotreceive any stresses likelyto tearV the wrapper from the bulkhead, while stresses upon` thejuncturel of my wrapper with its bulkheadfrcan come'irom ahead andefrom behind atethe same -instant,r and these can be severe twistingstresses; aswhenthe boat crashesy its left frontfportionldownagainst Yan-oncoming wave whleiits right' rear portionlis supported on another wave V V V: '-7

In recognition ofthesefrequirements; I- have sordevised': the juncture of my.v wrapperandfits transverse wooden; bulkhead; that it'- canf safely meet all the requirements: In Fig. 8sit'willbe.

seen that myfaluminumwrapper' |'2 lies across the sawed edge. lf3 (obscured;by; the sealingff'material k3E?) ofthe.A plywood'fbulkhead VH and; at the corner of the fouter' facel flotbulkheadz H the Wrapper IZ deflectsa atea right ang-lev so: as

top resent `aportionpll-*of the wrapperflyingz against outerl face I Eroi bulk-head1! -I z l Ai further together a simple;l application@ lofi pressure;vv will cause ,.edge I le of' theT `wrapper-tol :bite: itself into the wood, after whicha-fewfboltsrlareiaixed Now it should also beapparentthat bolts'fland tered; Edge |1- offwrapper be torn, fulll length,-rf an,d;thisis quite; fa" different at av screw-hole;V Alea-2 e edge-fi ofiwra'p-e facel l 5:01?bulkheadV l watertight` sealis eiie seep@ into f sawed. edge seal neverreqir'es vc ,effectandpermanent d; so'fthat no jwater- ,can7

mentaddsfmaterially or:thezstiiness.fanderigiclity ofi theejuncturefiofngietallia wrapperandj wooden bulkhead, andwill protect the bulkheadgasa-inst Y arly-.Splitting or peeling cfa its .lavarsi.ilcforeftheV a suitable cement, as liquid rubber cement, may

I-'Trnust guard against any possibility of rupture" 'rewor tearing out Y* n glitiy'imbeddeintmtne Y Y 'Peli upefgIt'4 may; alsofb noted that thisarrangee.

rst be brushed upon the sawed edge I4 and the outer ledge of the bulkhead against which portion I6 of the wrapper is to lie, as an added safeguard against any moisture entering the wood; and after assembly, a seal of rubber cement or the like may be applied as at 30 to guard against seepage of spray or rain between the wrapper and the sawed edge of the bulkhead.

In Fig, 5, at each side of adjacent transverse bulkheads ll and I3 which are the ends of adjacent boat sections, is shown a pair of vertical steel interlocked guide elements disposed in vertically slidable manner. On bulkhead I3 guides I9, I9 are suitably secured as by bolts, having flanges facing outward. On bulkhead II guides 23, 22 are fastened, having flanges facing inward. In this'manner the adjacent boat sections are interlocked together in slidable manner, so that the plane of the bottom of one f the sections can be offset from the plane of the bottom of the other section. The steel guides extend vertically substantially from the lower edge to the upper edge of their respective transverse bulkheads, thereby securing all the strength and rigidity possible.

In Fig. 6 I have shown the wrappers I2 secured at the bottom edges of the rear transverse bulkhead II of boat section 2, and the front transverse bulkhead I3 of boat section 3. In the position shown in solid lines there is no offset in the planes occupied by the bottoms of these two boat sections, so the boat will function as a smooth bottom boat. One of the steel guides I9 just previously described is shown slidably interlocking boat sections 2 and 3 in a manner that will permit the bottom of section 2 to be downwardly displaced, so that its bottom will be lower than that of section 3, as shown in dotted lines, whereby a step 8 will be dened, and the height of this step may be any exact height desired from zero to four inches. All that is now needed to carry out my objective is mechanical means whereby the operator can, while the boat is moving, selectively vary the height of step 8 until he finds that the boat is going the fastest.

In Figs. 6 and 7, I have shown a bracket 22 fastened to bulkhead l I and having welded thereto a vertical threaded rod 23. A handwheel 24 formed to provide a groove 25 is threaded upon rod 23. Bulkhead I3 has fastened to it a bracket 26 which has a lip 2l projecting into groove 25. When hand wheel 24 is turned counter-clockwise rod 23 must therefore move downwardly, having conventional right hand thread, therefore boat section 2 must move downwardly. By spinning handwheel 24 the boat operator may therefore readily move boat section 2 downwardly or upwardly, at will, and while the boat is in motion, and selectively position it at the point where the boat goes fastest. In this way he may readily transform the characteristics of his boat to make it meet, with highest eciency, all the conditions of load, engine power, propeller, etc., involved at that particular moment. And every time there is some change in those conditions, as by a change in the load, he may quickly and conveniently alter the boat to make it again perform with highest efficiency under the changed conditions. y

Itshould be noted that similar control devices as shown in Figs. 6 and 7 may be disposed to independently control further sections of the boat.

In the construction of step boats with which I am familiar the step defines sharp corners at the sides of the boat. In other words, looking at the boat from the side, the step resembles a gash clear across its bottom. There is no attempt to provide any step clearance, at the side of the boat. Why not? For a considerable depth of water the side of the boat is in full frictional engagement with the water to just the same extent the bottom of a smooth bottom boat is. If a step on the bottom is desirable, why not a step or relief on the sides? The very distinct wakes left by the corners of the usual steps of a boat that is planing should be eliminated because they cost power and mean drag, and they are eliminated by my construction.

Upon a consideration of Fig. 4 it will be noted that when I displace one of my sections to define a step bottom, the step that is defined does not terminate squarely at corners of the boat bottom. There are no corners. The entire side of the boat below water level is provided with a step. The step height gradually merges from the full bottom step dimension to zero at about the gunwale of the boat. Y

In planing, a boat rises until only small areas of its bottom just head of the step and just ahead of its rear end frictionally engage the water, and a partial vacuum may form in the region 28 immediately behind the step. Air must adequately be pulled in from the sides, else the effect of this vacuum would be to pull the boat down into the water, in other words, resist its free planing upon the surface of the water. If air could be admitted directly from above and entirely across the width of the step, it would aid materially and in my construction this is provided for by the air space 29 existing between the adjacent sections of my boat, which will admit air directly above and to the rear of, and full length of the step.

In the structure thus far described, the keel will preferably be formed by wrapping the wrapper I2 about a wooden bar, or the like, suitably secured to the bulkheads. As an alternative construction, I have illustrated in Fig. 9 a keel produced by bending the adjacent edges of a twopart wrapper. Thus, instead of the wrapper I2, extending from gunwale to gunwale, I disclose in Fig. 9 a wrapper consisting of a section 3l extending from the starboard gunwale to the region of the keel, and a section 32 extending from the port gunwale to the region of the keel. The inner edge of the wrapper section 32 is bent straight downwardly as at 33, while the somewhat elongated inner edge of the section 3| is bent straight downwardly as at 34, substantially in contact with the portion 33 of the section 32, thence toward the port, as at 35, and thence upwardly as at 35 to embrace the portion 33 of the section 32. The thus-bent portions of the wrapper sections may be crimped together tightly enough to produce a rigid, water-tight seam; or they may be crimped and then spot welded or seam welded; or, as illustrated, a seal of rubber cement or similar material may be applied to the inner surface of the joint, as indicated at 31.

I claim as my invention:

1. In a small boat a plurality of independent water-tight sections slidably coupled together in tandem with means including a vertically positioned threaded element operable to effect -relative movement of the adjacent ends of adjacent sections upon a vertical line.

2. In a small boat a plurality of independent Water-tight sections slidably coupled together in tandem with selectively adjustable means com- `li'isin'g' eo'acting' elementscarried? by adjacent p 'seotionsa'n'd Ioperable to effectrel'ative movement V"'-of'"`the adjacent ends ofA suchk sections upon a `-veiticalf1ine- I 3, In a small boata plurality of independent lsections coupledrtogetherin tandem with me- 'chanical means including interacting elements carried by' said respective sections Vto offsetvthe said further section, andfineans cooperating-with' the-adjacentbulkheads'f connectedsections for selectively varying theV amount oi;` saiol displacement. v `a Y f ,Y

5: In aA boat comprising independent water tightl sections "arranged iny tandem, a forward section having ka rear end;V bulkhead and a rearwardsectionhaving a front end bulkhead, means including vertically extending cooperating guide means 'on saidrespective bulkheads, and threaded means 'operatively' associated with` said respective bulkheads and operative to Vary the relative posi- Vtions'of said bulkheads vertically. Y

` a small boat, a plurality of independent waterftig'htsections', each having a bottom, apair of 'gunwales a forward vclosed end and a rear-Y wardclosedvend, cooperatingadjusting elements carried by the forward closed end` of one section and the rearwardclosedendmf: an? adjacent sec' tion, said'ad'justing` elementscoactng to connect saidfsectionsstogether in tandem-with: the bottoms` of both sections restingupon the water, and' said adjusting. elementslbeine voperableV to varyithe Y Y angular relationbetta/een'v thebottomsofl saidsec- Y tionsand-the'surfaceof the water;`

7. In asmallboatiaplunalityof' independent Water-'tight sections, 'each havingV a bottoni; Va pairY of' gunwales, aiorward :closed end( and a rearwardclosed end,`:cooperatin"g adjusting elements l oarriedby the torward closed end ofione section and the" rearward' closed: end` of Y an adjacent section,Vv said adjusting 4elements coacting toconnect said `sections'togetherintandem with Y Y the connectedendsof'said sections spaced from each other andwith'the bottoms of both'sections resting upon the` water; "and said: adjusting ele e 'mentsE being operable to vary-the angular rrela-` tionbetween Vthe bottoms of. said sections and the surfaceof the water. Y f

Y REFERENCES CITED n The foliowing 'referencesare ofy record in the ile of this patent:V Y Y Y Y' Y UNITED STATES PATENTS