US2466164A

US2466164A - Boat

Info

Publication number: US2466164A
Application number: US620887A
Authority: US
Inventors: William H Evans
Original assignee: Individual
Current assignee: Individual
Priority date: 1945-10-08
Filing date: 1945-10-08
Publication date: 1949-04-05
Anticipated expiration: 1966-04-05

Description

Ap 1949- w. H. EVANS 2,466,164 7 BOAT 5 Sheets-Sheet 1 Filed Oct. 8, 1945 w. H. EVANS April 5, 1949.

BOAT

5 Sheets-Sheet 2 Filed 001;. 8, 1945 April 5, w. H. EVANS 2,466,164

BOAT

5 Sheets-Sheet 3 Filed Oct. 8, 1945 Y INVENTOR,

April 1949. w. H. EVANS 2,466,164

BOAT

Filed Oct. 8, 1945 5 Sheets-Sheet 4 w. H. EVANS April 5, 1949.

BOAT

s Sheets-Shee t 5 Filed Oct. 8, 1945 lNVEQ/TOR. Y all M fiii /azw WW Patented Apr. 5, 1949 UNHTED STATES PATENT OFFICE 24 Claims.

My invention relates to boat construction. It relates more in particular to a boat, the deck of which is stabilized against movement normally imparted to the hull by water action, and is a continuation-in-part of my prior copending application, Serial No. 541,937, filed June 24, 1944, now abandoned.

My invention is particularly concerned with improving the characteristics of power boats of intermediate size, ranging generall from about twenty feet to about sixty feet, of the type used in coastal waters for pleasure purposes, particularly deep sea fishing. When such relatively small boats are employed in the frequently choppy waters ofi shore, seasickness is common even to veterans and fishing and like ventures are limited for this reason. Many expedients have been suggested for overcoming such seasickness but, so far as I am aware, none has been particularly satisfactory.

. The principal object of my invention is the provision of a boat of the type identified in which the passengers Will be relatively free from common seasickness due to movement of the boat.

Another object is the provision of such a craft having improved means for stabilizing the deck with respect to the hull.

Still another object is to employ a gyroscopic principle for such purpose in an improved manner.

A further object is to improve stabilization of the deck under many circumstances both with and independently of gyroscopic action and under all usual operating conditions.

A still further object is to provide improved means for supporting a deck in such a manner as to permit its stabilization, and also to provide improved means for releasably fixing the deck with respect to the hull of the vessel.

In carrying out my invention, I provide a cradle for supporting the engine and principal weight bearing portions of the driving and like mechanisms, and above the cradle carry the deck and such superstructure as may be mounted thereabove. A yoke is so connected with the hull of the boat as to distribute the load carried thereby over a substantial portion of the hull and this yoke carries a central bearing from which the engine supporting cradle is suspended. A large wheel is carried on a vertical axis below the engine carrying cradle in such a manner as to permit its operation as a gyroscopic member and means, including transmission mechanism, is provided for driving such wheel from either the main engine which drives the boat or an auxiliary engine suitably mounted so as to be supported by the same cradle which carries the main engine. Thus, the main engine may be employed to bring the gyroscopic Wheel up to relatively high speed and the relatively smaller auxiliary engine employed to maintain the speed desired. The boat may be driven forward or in reverse at any desired speed in the usual manner or permitted to lie idle while the gyroscopic Wheel is suitably rotated. Thus the hull is permitted substantially normal movement (partially limited under certain circumstances, as will be made clear) while the deck remains in substantially horizontal plane and articulated shafts are provided for operating the rudder, propeller, and such other mechanism as requires connections from the deck to hull. Means are provided for quickly interconnecting the deck and hull to cause them to move together or disconnect them to permit stabilizing action and all of the parts are so constructed and arranged that whether the hull and deck are relatively fixed or suspended for relative movement, the actual operation of the boat is the same.

Other detailed objects and features of the invention will be brought out in the description of the embodiment of the invention shown in the attached drawings wherein- Fig. 1 is a side elevational view of the finished boat;

Fig. 2 is aplan view;

Fig. 3 and Fig. 4 are partially schematic rear elevational views illustrating the relative movement between the deck and hull;

Fig. 5 is a fragmentary, partially schematic view illustrating the shock absorber action at the end of the deck;

Fig. 6 is a side elevational view with parts broken away and some parts shown in longitudinal section, showing the general arrangement of the boat;

Fig. '7 is a plan sectional view, the section being taken approximately at the deck line, and the deck timbers being removed to show the yoke, engine carrying cradle, engine and some of the mechanism associated therewith, including the articulated propeller shaft;

Fig. 8 is a transverse sectional view taken on the line B--8 of Fig.7;

Fig. 9 is an exploded partially schematic View illustrating the manner of releasably fixing the deck and cradle structure to the hull;

Fig. 10 is a detail of the pedal for operating the mechanism shown in Fig. 9;

Fig. 11 is a fragmentary prospective view looking the manner in which the engine and deck carrying cradle are suspended from the yoke; and

Fig. 14 is a fragmentary sectional view showing such suspension and the construction of the frictionless bearing employed for the purpose.

Referring now to the drawings, the boat of myinvention comprises a hull 2| and deck 22 carrying a superstructure 23 in the nature of a cabin.

While features of construction and operation may vary, I suspend the structure comprising the deck and cabin from a yok carried by the hull, with a major portion of the suspended weight below the'point of support so that without special stabilizing mechanism there is a definite tendency for the deck to remain stationary with moderate movement of the hull. In addition to the manner of support aforesaid, however, 'I provide a specially constructed gyroscopic wheel to further stabilize the deck so that the latter 1 remains substantially stationary even when there is considerable movement of the hull. I have 'indicated in Figs. 1- and 4 approximately the movement which takes place in a relatively heavy'sea' but one which isnot too turbulent to permit operation of boats of the size'of small fishing boats-and the like. i As shown in Fig. 1, there is a pitch of approximately 5 degrees and a roll of approximately 15 degrees, each from horizontal so that there is a total pitching of 10 degrees and total rolling of 30 degrees. I have found that, as a practical proposition, I may construct a boat embodying the features of my invention to permit movement of this order, although those skilled in the art will understand that I am not so limited and that these figures are given primarily for purposes of illustration.

Before proceeding to a description of th detailed mechanism shown,'I wish to point out that the drawings are of a boat 36 feet long with an 11 foot beam and having a total weight of approximatelyll tons. This was powered with a main engine delivering 147 horsepower and'an auxiliary engine delivering 12 horsepower was provided for operating the gyro wheel after-it was'brought up to'speed. Of the total weight of the boat, approximately 2 tons were supported on the cradle below the supporting ball bearing and under such circumstances operating the gyro whe'el at'1600-1800 R. P. M. was sufiicient to maintain the intended operating characteristics of the craft in water which would cause a pitching and rolling of the hull of the general order indicated in Figs. 1 and 4. JThose skilled in the art will understand that in illus-trating the present invention itis essential that some of the details, particularly con ventional details of boat construction, be simpli: fied'and some of the parts such as cables, pipes, and the like bev deleted in order to permit a clear showing of the salient features embodied in the invention. Where details are essential to an understanding of the construction, they have been shown as, note particularly, Fig. 11 in which'some 4 conventional structural features of the boat itself are given.

The hull is generally of standard construction with a pair of

bottom beams

26 and 21,

intermediate beams

28 and 29, and upper beams 3| and 32, with interconnecting ribs 33 to which is attached the exterior portion 34 of the hull. In a wooden boat, all of these parts may be formed of suitable planking including the portion 34 of the hull and the keel 36 (see Figs. 1 and 8) may also be formed of wood.

. The engine supporting cradle comprises a pair o'f'longitudinal members 3! which may be channel irons or the like with suitable cross pieces 38,

uprights 39, upper longitudinal members 4 I, cross pieces 42 therebetween and suitable bracing members all rigidly welded together to form an integral frame structure. A yoke is provided comprising diagonal uprights 43 supported at their lower ends on angle irons 44 resting on the bottom beams 26and 2l-and secured together at the top to a'rectangular frame member 46. The angle irons 44 assist in distributing the weight over a larger portionz'of the beams and these angles with the diagonal uprights 43 and rec-: tangular frame member 46 mayalso all be Welded or otherwise secured together to produce a uni-1 tary structure. It will be seen by reference to Fig. 11 that, while the diagonal uprights 43 extend between certain members of the cradle, they do not actually engage the same but are separated sufficiently topermit the required relative movement.

but is carried by the hull itself in a position substantially to be suspended from the yoke in a manner which will now be described.

The rectangular frame member 45 may suitably comprise four channel members secured together to form a rectangular structure for receiving a casting or forging 41 having an annular internal shoulder 48 which comprises one race of a ballbearing for supporting the cradle and all of the mechanism carried thereby. The remaining portion of such support comprises an upright rod 49 to the bottom endof which an arbor 5| is secured, the arbor being secured to the cradle so as to carry the same. The upper end of the rod 49 has an annular recess 52 for receiving a split collar 53, thissplit collar, when assembled, fitting into a top recess in a generally conical bearing member 54 which is, by means of the split collar, secured to the rod 49. A ball bearing 56 is disposed between the slanting shoulder 48 and the conical portion of the bearing member 54,- a suitable ball retaining frame being employed as a part of the ball bearing so that the entire assembly may be placed as a unit between the two slanting surfaces. Since there is a large weight suspended from the rod 49, the thrust is in such direction as to maintain the bearing member 54 assembled on the rod 49, but the parts are readily disassembled by lifting the entire cradle slightly so as to free the split collar 53.

The principal weight contributing mechanism carried by the cradle are a main driving engine 51 and gyroscopic wheel 58, the former being mounted directly on the longitudinal cradle members 3'! and the gyroscopic wheel being mounted on a shaft 59 journalled in bearings carried by the cradle. A longitudinal shaft 6| is provided driven, in a manner to be described, by either themain engine or the auxiliary en-.

Fig. 11 shows the appearance of the. parts during the process of construction at which: time the cradle is not suspended from the yoke:

gine and the shaft BI drives shaft 59 through suitable gearing contained in a gear box 62. The longitudinal shaft 6| is driven by the main engine 51 through a transmission mechanism 63, the shifting lever 84 of which preferably extends up through the flooring in a' manner particularly shown in Fig. 6. An auxiliary engine 56. is mounted so as to extend partly above the deck level and it has a shaft 61 differentially driven through a differential 6B controllable by a shifting lever 69'. Shaft 61 has a pulley II interconnected with a pulley I2 by belts 13.

The control mechanisms for the engine and the like are associated with the deck and cabin in a conventional manner, but where connections are required between the engine and hull, Or between any part associated with the cradle and hull, means to provide adjustable connections are required. Illustrative is the control of the propeller shaft and its connection between the engine and hull, the rudder connections and the like. This general arrangement is shown in Fig. 12 but also appears in other figures, particularly Figs. 6 and 7. Within the cabin, I provide a usual type of control box 14 from which the boat may be operated. This control box is provided with the usual motor control switches, light switches, and the like, as indicated generally, and also carries a tiller wheel and forward and reversing mechanism for the propeller. The steering mechanism comprises a wheel-16 which, through a suitable gear box 11, turns a horizontal shaft I8 at reduced speed. This shaft carries a crank arm 19 running to a rod BI, connected in turn to a crank arm 82 secured to a shaft 83, journalled in bearings carried on the uprights 39 forming a part of the cradle. A rudder 84 has a vertical rudder shaft 86 at the top of which is a slotted arm 81 engaged by a link arm 88 carried by shaft 89. Shaft 89 is connected through a universal joint 9| to a noncircular (suitably square) sleeve 92 within which is telescoped a rod 93 of corresponding Cross section, connected to the shaft 83 through a universal joint 94. By this mechanism, the rudder is operated to left or right by the steering wheel IS, the arrangement being a conventional one wherein the movement of the wheel is reduced to provide only a relatively smaller movement of the rudder. The shaft 89 is associated with the hull and the shaft 83 associated with the deck. Whether there be a twisting, shortening, or any flexing movement with respect to the shafts 83 and 89, the universal joints and telescoping sleeve arrangement permit ready adjustment and compensation therefor, whilev still maintaining a drive relation through the sleeve and square rod 93 from the tiller wheel to the rudder. It will be noted that provision is made for a relatively great telescoping variation but that there will always remain a substantial area of contact between the telescoping sleeve and rod and more than adequate ruggedness and freedom from buckling is assured.

To drive the boat, a propeller shaft 96 is suitably journalled through the rear end of the hull, for example, as shown, through a keel block, and a ship propeller 91 is carried at the projecting end of such shaft. The engine 51 is provided with a marine type of transmission 98 for driving a shaft 99 in either forward or reverse direction or to leave it stationary in the neutral position when the boat is stationary. A connection is provided between the

shafts

96 and 99 comprising a sleeve IOI, rod I02, and universal joints I09and I04 connected to the shafts 99 andfi, respectively. The sleeve IIII and rod I02 are non-circular to form a driving connection between them and they. may be simply square in I cross section or splined, as desired. It is, of course, essential as in all adjustable drives of this character that adequate driving connection be provided between the members IOI and I02.

The transmission 98 is suitably operated from the control box I4 by a shifting lever Illfi connected to the top of a vertical shaft I01. This shaft has a lower link I08 connected to a rod I09, slidable in supports carried by the uprights 39 and connected to a lever III for shifting the gears within the transmission 98. The transmission can be of conventional type and the arrangement such that when the shifting lever I is pushed forwardly, the gears mesh to drive the boat in a forward direction and when pulled backwardly, to drive the boat in a reverse direction, a neutral position being provided at which the gears will not mesh for driving and the propeller is stationary.

Since the cradle carrying the engine and supporting the deck above it is suspended from a yoke carried by the hull only through the bear:- ing arrangement described, there may be a tendency for this suspended assembly to rotate on a vertical axis with respect to the hull. I, therefore, provide simple means for preventing such relative rotation, which means is constructed and arranged so as not to limit free tilting action necessary to maintain the deck in a horizontal plane. In itssimple form, the stabilizing means 3| employed for this purpose comprises an arm H2 having roller I I3 projecting into a generally vertical channel H4 carried by the bow portion of the hull; Since the axis of the arm H2 and roller H3' generally coincide with the center of relative movement between the deck and hull at the deck supporting bearing comprising the cone and casting 41, the hull is free to roll in the manner shown in Fig. 4 without affecting the position of the roller I I3 and the channel H4. When there is a pitching of the hull, however, as indicated in Fig. l, the roller I I3 will move vertically in the channel I I4. Compound movements in which there is a simultaneous pitching and rolling action can also take place but, during all this movement, any tendency for rotatory movement about the central supporting bearing is arrested by the roller H3 engaging against the sides of the channel I I4.

In Fig. 9, I have illustrated a simple mechanism, which I have found quite satisfactory, for releasably securing the hull and deck together when such action is desired. At the sides of the hull, I providev plates H6 provided with a center openin II'I. Bolts H8, longitudinally reciprocal in brackets, carried by the deck supporting structure, are normally urged by springs H9 in a direction to, cause them to enter the openings H'I. At the rear of the boat, there is an opening I:2I in the web of channel H4 and a bolt I22, reciprocal in a bracket carried by the deck structure, is urged toward the opening I2I by spring I23. Cables I24, three in number, are secured to the bolts I I8 and I22 and trained separately around sheaves I26 and together around a sheaf I21 below the operators position where they are secured to an arm I28 secured to a shaft I29 which also carries a foot pedal IN. This foot pedal is provided with a holding pawl I32. (see Fig. the construction and arrangement being such that the holding pawl can be 7 engaged under a plate through which the foot pedal arm extends to hold the bolts II8 and I22 out of engagement with the openings II! and IZI, respectively, but can be pushed sidewise sufficiently to release the holding pawl and allow the bolts to be moved by the springs associated with them. When the bolts are released in this manner and are urged forwardly by the springs associated with them the ends of the bolts ride against the surface of the plates H6 and the web of the channel 4 until the bolts align with the openings provided and, entering them, secure the hull and deck together. I have shown three such bolts but the number may vary. In the installation shown, it is to be observed that two bolts support the deck in a transverse plane and only the one bolt supports it in a longitudinal plane.

- I have found that, as ,a practical matter, it is desirable to limit the relative movement between the deck and hull about the main central bearing. For this purpose, I employ four chains I33, two at each side of the boat and generally at the corners of a rectangle, the center of which comprises the axis of the main supporting bearing. These chains have one end secured to a main deck beam and the other end secured to one of the

beams

26 or 21 running longitudinally of the hull. These chains are made long enough so that the relative movement between the hull and deck is permitted, but if the hull moves more than the amount provided for in the design, slack is taken out of the chain or chains involved and such movement of the hull as may take place in excess of the calculated amount will carry-the deck with it. In other words, if the boat is constructed to permit a total roll of 30 degrees, as indicated in Fig. 4, then if the hull should roll 18 degrees off center in one direction, the last 3 degrees of movement will involve both the hull and deck. Since the conical bearing member 54 tends to engage more tightly in the event any of the chains I33 become taut, there is no possibility of a lifting action taking place which might disturb the adjustment of the central bearing, such as would occur in the event no chains or similar drag link mechanism were employed. Those familiar with the operation of boats will understand that quite independently of how much relative movement was provided for between the deck and hull such movement might possibly be exceeded under some unusual circumstances and if a portion of the equipment carried by the deck, the engine 51, for example, should strike the hull there would be a tendency to lift the deck and disturb the alignment of the main supporting bearing. I found that if the gyroscopic wheel 58 is operated in the general manner described in this specification, then occasional instances in which it tends to shift its axis of rotation are not particularly objectionable although whenever the deck and hull move together for any reason and the gyroscopic wheel is operating, then it has some stabilizing effect upon the entire boat including the hull. Since the stabilizing action required in my in: vention is only sufficient to overcome friction and hold the deck stationary, but not required to be sufficient to overcome wave movement and stabilize the entire ship, the gyroscopic wheel is not expected to have substantial stabilizing action when the bolts H8 and I22 are engaged in the openings II! and ml, respectively.

As a further stabilizing feature, I provide for ward and aft of the deck a braking mechanism substantially identical with that of the ordinary shock absorber used in automobiles to prevent spring rebound. This includes a housing I34 and shock absorber arm I36, the housing I34 being secured to the hull and the arm I36 engaging under a cross member forming a part of the deck structure in the manner shown clearly in Figs. 5 and 9. The relative positions of the two shock absorbers are shown in Figs. 6 and 7. The house ing I34 includes any usual spring and dash pot or like mechanism for normally holding the arm in horizontal position, but lifting it relatively slowly to a horizontal position when it has been moved against the action of the spring. There are many mechanisms functioning in this manner and the action will be understood without the necessity of detailing the mechanism involved; Since the arm I36 is engaged relatively close to the pivot point when the deck and hull are both level, there is a relatively greater resistance to movement of the deck, with respect to the hull, at this time, but when there has been a considerable relative movement such as takes place when the boat pitches, there is less resistance to movement because the engagement is further away from the pivot point, as shown particularly in Fig. 5. Thus, when passengers moving around the deck walk toward the bow or prow thereof during loading or unloading periods, there is less softness caused by the tendency of the deck to tilt about its pivot; but, notwithstanding'this fact,the hull is still free to pitch when moving through the water without taking the deck with it.

I have pointed out that the boat of my present invention is conventional in all respects so far as construction and operation are concerned with the exception of the support for the deck and other features having to do with stabilization thereof while the hull is permitted to move in the water. Some of the usual features employed on boats of this type, I have'failed to show, because they are conventional and not required to be shown to bring out the details of my present invention. I do, however, show in Fig. 7, a pair of fuel tanks I31 carried by the hull. These fuel tanks are so constructed and arranged that they will not be struck by any relatively moving part associated with the deck. An equalizing line I38 is provided so that fuel may be withdrawn from one tank but delivered from both tanks so as to equalize the load. Any suitable flexible connection is provided to deliver the fuel to the engines. If there should be, any tendency for any part of the mechanism to strike these tanks when there is more than calculated movement of the hull, the action of the chains I33 would be such as to prevent this possibility.

7 What I claim as new and desire to protect by Letters Patent of the United States is:

1. A boat comprising a hull, a deck, means for supporting the deck vpivotally with respect to the hull, an engine suspended below the deck to balance the same, a propeller shaft journalled in the hull, an articulated drive connection between the engine and propeller shaft whereby to permit relative movement between said engine and deck and said hull, and a gyroscopic wheel carried by the deck for further stabilizing the same, said wheel being on a vertical shaft driven by said engine shaft.

2. A boat comprising a hull, a deck, means for supporting the deck pivotally with respect to the hull, an engine suspended below the deck to balance the same, a propeller shaft journalled in the hull, an articulated drive connection between the engine and propeller shaft whereby to permit relative movement between said engine and deck and said hull, a gyroscopic wheel carried by the deck for further stabilizing the same, said wheel being on a vertical shaft driven by said engine shaft and a clutch and transmission mechanism between the engine shaft and said articulated connection whereby said gyroscopic wheel may be operated when the boat is moving forward or when the propeller is disconnected from the engine.

3. A boat comprising a hull, a deck, means for supporting the deck pivotally with respect to the hull, an engine suspended below the deck to balance the same, a propeller shaft journalled in the hull, an articulated drive connection between the engine and propeller shaft whereby to permit relative movement between said engine and deck and said hull, a gyroscopic wheel carried by the deck for further stabilizing the same and torque mechanism between the deck and hull to prevent rotational movement of the deck about said pivot, said mechanism permitting rocking and pitching movement of the deck with respect to the hull.

4. A boat comprising a hull, a deck, means for supporting the deck for swivelling movement on a vertical pivot with respect to the'hull, an engine suspended below the deck to balance the same, a propeller shaft journalled in the hull, and an articulated drive connection between the engine and propeller shaft whereby to permit relative movement between said engine and deck and said hull, said drive connection being so constructed and arranged as to permit both longitudinal and lateral relative movement between the deck and hull.

5. A boat comprising a hull, a deck, means supporting the deck for swivelling movement on a vertical pivot with respect to the hull, an engine suspended below the deck to balance the same, an engine drive shaft, a propeller having a shaft journalled in the hull, a telescoping sleeve and rod assembly of non-circular cross section, and a pair of universal joints at ends of said sleeve and rod assembly and connected to said engine and propeller shafts, respectively.

6. A boat comprising a hull, a deck, means for supporting the deck for swivelling movement on a vertical pivot with respect to the hull, an engine suspended below the deck to balance the same, a propeller shaft journalled in the hull, an articulated drive connection between the engine and propeller shaft whereby to permit relative movement between said engine and deck and said hull, said drive connection being so constructed and arranged as to permit both longitudinal and lateral relative movement between the deck and hull, and a gyroscopic wheel carried by the deck below the same for further stabilizing the same.

'7. A boat comprising a hull, a deck, means supporting the deck for swivelling movement on a vertical pivot with respect to the hull, an engine suspended below the deck to balance the same, an engine drive shaft, a propeller having a shaft journalled in the hull, a telescoping sleeve and rod assembly of non-circular cross section, a pair of universal joints at ends of said sleeve and rod assembly and connected to said engine and propeller shafts, respectively, and a gyroscopic wheel carried by the deck below the same for further stabilizing the same.

8. A boat comprising a hull, ajdeck, means for supporting the deck for swivelling movement on a vertical pivot with respect to the hull, an engine suspended below the deck to balance the same, a propeller shaft journalled in the hull, an articulated drive connection between the engine and propeller shaft whereby to permit relative movement between said engine and deck and said hull, said drive connection being so constructed and arranged as to permit both longitudinal and lateral relative movement between the deck and hull, and means for releasably locking saiddeck relatively to said hull.

9. A boat comprising a hull, a deck, means for supporting the deck for swivelling movement on a vertical pivot with respect to the hull, an engine suspended below the. deck to balance the same, a propeller shaft journalled in the hull, an articulated drive connection between the engine and propeller shaft whereby to permit relative movement between said engine and deck and said hull, said drive connection being so constructed and arranged as to permit both longitudinal and lateral relative movement between the deck and hull, and means for releasably locking said deck relatively to said hull, said locking 'means comprising a plurality of bolts carried by the deck, spring pressed toward locking openings carried in plates on the hull, cables secured to ends of the bolts, and a locking pedal connected to the cables to withdraw the bolts from said openings.

10. A boat comprising a hull, a yoke assembly projecting upwardly from a lower portion of the hull and having a central bearing, a deck assembly pivoted to said bearing, and means, including an enginadisposed below the said deck to stabilize said assembly for pivotal movement about said bearing.

11. A boat as'defined in claim 10, wherein said last mentioned means includesa gyro wheel, and means for driving the same.

12. A boat as defined in claim 10, wherein said last mentioned means includes a gyro wheel, means for drivingsaid gyro wheel from said engine to bring the same up to speed, and a smaller auxiliary engine with drive connection for maintaining rotation of said wheel after it has been brought up to speed. 13. A boat as defined in claim 10, including means operating in traction for limiting relative 1movement between the said deck assembly and ull.

14. A boat comprising a hull, a deck assembly comprising 'a deck, and an engine secured below the same, a yoke projecting upwardly from a lower portion of said hull and having a central bearing, means for supporting said'deck assembly from said bearing with said engine suspended below the said point of support, a gyro wheel also carried below said support, a drive connection including a transmission mechanism, between said engine and gyro wheel, a propeller, and an articulated drive connection between said engine and propeller.

15. A boat comprising a hull, a deck assembly comprising a deck and an engine secured below the same, a yoke projecting upwardly from a lower portion of said hull and having a central bearing, means for supporting said deck assembly from said bearing with said engine suspended below the said point of support, a gyro wheel also carried below said support, a drive connection including a transmission mechanism, between said engine and gyro wheel, a, propeller, and an articulated drive connection between said engine and propeller, said propeller drive provided with a transmission mechanism, and said 11 two drive connections being unconnected and independent.

16. A boat comprising a hull, a deck assembly comprising a deck and an engine secured below the same, a yoke projecting upwardly from a lower portion of said hull and having a central bearing, means for supporting said deck assembly from said bearing with said engine suspended below the said point of support, a gyro wheel also carried below said support, a drive connection including a transmission mechanism, between said engine and gyro wheel, a propeller, an articulated drive connection between said engine and propeller, a relatively smaller auxiliary engine carried by the deck assembly, and a drive connection, including a transmission, between said auxiliary engine and gyro wheel, the said connections between the gyro wheel and main and auxiliary engines, respectively, being so constructed and arranged that the gyro may :be brought up to speed by the main engine and maintained at required speed by the auxiliary engine.

17. The boat combination defined in claim 16 wherein a belt connection is provided between shafts driven by the main and auxiliary engine transmissions, whereby the two engines may preliminarily be driven to cause said shafts to have the same speed, thereby to facilitate shifting the drive from one engine to the other.

118. A boat comprising a hull, a yoke assembly projecting upwardly from a lower portion of the hull and having a central bearing, a deck assembly pivoted to said bearing, means, including an engine, disposed below the said deck to stabilize said assembly for pivotal movement about said bearing, a rudder carried by the hull, a steering wheel carried by the deck assembly, and a flexible connection between the said steering wheel and rudder.

19. A boat comprising a hull, a yoke assembly projecting upwardly from a lower portion of the hull and having a central bearing, a deck assembly pivoted to said bearing, means, including an engine, disposed below the said deck to stabiliZe said assembly for pivotal movement about said bearing and shock absorber mechanism near ends of the deck assembly to assist in stabilizing the deck.

20. A boat comprising a hull having the usual rudder and driving propeller carried thereby, a yoke supported at a lower portion of the hull and projecting upwardly to form a central bearing, a deck assembly, including a cradle suspended from said central bearing, a main driving engine carried by the cradle below said bearing, a deck carried by the cradle in approximately a plane coinciding with said bearing, an auxiliary engine, a gyro wheel carried below said cradle on a vertical axis, a separate driving connection to the gyro wheel from each of said engines, a multiple and neutral speed transmission in each such connection, a steering wheel carried by the deck assembly, a flexible connection between said steering wheel and rudder, a second transmission driven by the main engine, and a flexible connection between said propeller and said second transmission.

21. A boat comprising a hull, a yoke assembly projecting upwardly from a lower portion of the hull and having a central bearing, a deck assembly pivoted to said bearing, means, including an engine, disposed below the said deck to stabilize said assembly for pivotal movement about said bearing, and means to prevent relative rotatory movement of said deck assembly around said central bearing.

22. A boat comprisinga hull, a yoke assembly projecting {upwardly from a lower portion of the hull and having a central bearing, a deck assembly pivoted to said bearing, means, including an engine, disposed below the said deck to stabilize said assembly for pivotal movement about said bearing, and means to permit relative rotatory movement of said deck assembly around said central bearing, said means including a generally vertical channel carried by the hull, and an arm carried by the deck assembly substantially aligned horizontally with said central bearing, and projecting into said channel.

23. A boat comprising a hull having the usual rudder and driving propeller carried thereby, a yoke supported at a lower portion of the hull and projecting upwardly to form a central bearing, a deck assembly, including a cradle suspended from said central bearing, a main driving engine carried by the cradle below said bearing, a deck carried by the cradle in approximately a plane coinciding with said bearing, an auxiliary engine, a gyro wheel carried below said cradle on a vertical axis, a separate driving connection to the gyro wheel from each of said engines, a multiple and neutral speed transmission in each such connection, a steering wheel carried b the deck assembly, a flexible connection between said steering wheel and rudder, a second transmission driven by the main engine, a flexible connection between said propeller and said second transmission, and means to prevent relative rotatory movement of said deck assembly around said central bearing.

.24. A boat comprising a hull having the usual rudder and driving propeller carried'thereby, a yoke supported at a lower portion of the hull and projecting upwardly to form a central bearing, a deck assembly, including a cradle suspended from said central bearing, a main driving engine carried by the cradle below said bearing, a deck carried by the cradle in approximately a plane coinciding with said bearing, an auxiliary engine, a gyro wheel carried below said cradle on a vertical axis, a separate driving connection to the gyro wheel from each of said engines, a multiple and neutral speed transmission in each such connection, a steering wheel carried by the deck assembly, a flexible connection between said steering wheel and rudder, a second transmission driven by the main engine, a flexible connection between said propeller and said second transmission, and means to prevent relative rotatory movement of said deck assembly around said central bearing, said means including a generally vertical channel carried by the hull, and an arm carried by the deck assembly substantially aligned horizontally with said central bearing, and projecting into said channel.

WILLIAM H. EVANS.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,021,116 Ure Mar. 26, 1912 1,130,301 La Fontaine Mar. 2, 1915 1,536,638 Trapp May 2, 1925 1,792,745 Kasarinoff Feb. 17, 1931 2,047,922 Seligmann July 14, 1936 2,182,265 Schwabacher Dec. 5, 1939