US2481063A - Boat - Google Patents

Description

Sept. 5,, M949. E 2,481,@6$

BOAT

Filed May 29, 1945 2 Sheets-Sheet l I l i KL u 53 3mm A. A. APEL BOAT Filed May 29, 1945 2 Sheets-Sheet 2 Patented Sept. 6, 1949 UNITED STATES PATENT OFFICE BOAT Arno A. Apel, Ventnor, NJ.

Application May 29, 1945, Serial No. 596,531

3 Claims. (01. 114-665) My invention relates to new and useful improvements in boats and more particularly to a boat that is capable of extremely high speed.

One of the objects of the invention is to provide a hull that is especially adapted for racing purposes although the same novel features of construction may be employed in heavier built hulls so thatthe hull may be advantageously used for crash boats, fast runabouts, fast cruisers and the like.

The present invention includes all the advantageous features shown in Patent No. 2,126,304 of August 9, 1938, granted to me, Arno A. Apel, and Adolph E. Apel, together with additional novel features of construction that provides for greater maneuverability and stability together with certain aerodynamic features for the streamlining of the hull from the water line up.

Still another object of the invention is toprovide a boat capable of extremely high speed wherein the stabilizers or sponsons as shown in the above mentioned patent ratherthan extending outwardly from the forward sides of the boat, are built directly under the hull, thus giving an increased beam from the bow to amidships. To further increase the beam from amidships to the stern, there is provided what might be termed a supplemental bottom extending along each side of the'normal bottom.

Still another object of the invention is toprovide a hull employingthe advantages of stabilizers at the bow so that at high speeds there is provided substantially a three point suspension in that the boatrides on the two stabilizers-and on the sternsection of the bottom. Furthermore, there are additional bottoms that are not in contact with the water when the boat is moving at high speed.

Still another object of the invention is to provide a boat with an especially designedbottom and stabilizers so that the stabilizers are directly under the boat rather than protruding from the sides thus avoiding the possibility of damaging or knocking 011? one of the stabilizers when roundin a. buoy, passing another boat or landing at i However, supplemental bottom surfaces are provided at each side of the normal bottom, these supplemental'bottom surfaces being respectively of the same width as the width of the stabilizers.

These bottom surfaces also converge inwardly towards the stern following the defining sides of the main bottom but in a horizontal plane above that of the horizontal plane of the normal bottom. Thus,.when the boat is travelling at high speedstitis supported on the stabilizers and the normal bottom, the secondary bottoms being completely'out ofthe water thus reducing the skin friction below the water line and the air resistance and the air drag above the water line.

Still another object of the invention is to produce a hullwhereinthe sides (top sides) of the boat extend over the stabilizers and continue to the stern transom. The sides converge inwardly from the aft end of the stabilizers to the transom, but the superstructures intermediate sides decrease in width so that the flattened portions between the marginal edges of the sides and they superstructureslightly broaden as may be seen in Fig. 1. 7

.Still another object of the invention is to provide a hull whereintheaerodynamic features of the superstructure cooperate with the hydrodynamic .features of the understructure.

In other words, the superstructure provides what might be termed'a humpback construction and this humpback superstructure slopes upwardly and inwardly from the extreme sides of the boat while the sides broaden to a point about ainidships'. The humpback then narrows in width tothe stern transom; leaving, however, the sloping sides of the; superstructure which extend outwardly to the extreme sides of the hull, thus streamlining the hull above the water line from the bow to thestern.

Still another object of the invention is to produce aboat-wherein thesame when travelling at high speeds will travel on the stabilizers and stern-section of the bottom to thus reduce the skin friction or surface contact as much as possible, and atthe same time, to provide a superstructure of greater beam than isordinarily employed; but at the same time reduce the air drag or air resistance of the superstructure.

Still another object of the invention is to provide a hu-llwherein the superstructure cooperates aerodynamically' with the undersurface, the hull at the stern having a fantail-like appearance and the extreme sides of the hull from amidships to the sternadapted to be out of the water at high speed so that the air will pass both over and Referring now to the drawings showing the preferred form and one modification:

Fig. 1 is a top plan view; Fig. 2 is a bottom plan view; Fig. 3 is a side elevational view;

Fig. 4 is a diagrammatic sectional view taken on line 44 of Fig. 3 showing only the section at this immediate point;

Fig. 5 is a diagrammatic sectional view taken on line 5--5 of Fig. 3 showing only the section at this immediate point;

Fig. 6 is a diagrammatic sectional View taken on line 6-6 of Fig. 3v showing only the section at this immediate point;

Fig.7 is a diagrammatic view taken on line 'l---! of Fig. 3 looking in the direction of the arrows;

Fig. 8 is a diagrammatic view taken on linev 88 of Fig. 3 showing only the section at this immediate point; and

Fig. 9 is a diagrammatic view similar to Fig '7 but showing a slightly modfied form in that the supplemental bottoms are shown as slanting slightly from the outer sides toward the main bottom.

Referring now more specifically to the several views and for the moment to Figs. 1 and 3, there may be seen the humpback or whaleback superstructure I of the hull, the bow beingpointed as at 2 and then widening out to amidships as at 3 where the top sides T taper or converge rather sharply as may be seen at 4 to their point of convergence 5 at the stern.

It will also be noticed that the top surface of the humpback also slants slowly upwardly to amidships and then slightly downwardly to the point 5 where it terminates in what it might be termed the upper extending fin or tail 6. Both from the bow and from the sides, the hull is somewhat whalelike in appearance as maybe seen from Fig. 3. The contour and the shape of the superstructure is also illustrated in the Figs. 4 to "I.

In Fig. 1, I have shown the drivers cockpit I while the engine hatch may be seen in outline as at 8, and of course, other compartments for passengers or riders may be placed at any desired point in the hull depending for what purpose it is to be used, such as for racing, crash boats, speed boats, etc. 7

It will also be seen from Fig. 1 that by shaping the entire superstructure 2 as shown, it provides the relatively wide sloping top sides T of the .boat, and these sides T extend over what I have termed the supplemental bottoms SB later onto be mentioned, that is, from the amidships aft. Also, the broadened sides at the bow are positioned directly above the stabilizers also to be mentioned shortly.

As far as the specification has proceeded, it will be seen that the beam is greatly augmented over that shown in the patent previously mentioned, to wit, No. 2,126,304, thus permitting great stability, greater maneuverability, less chance of porpoising or nosing in the water, and also gives more support at the stern.

Also, it will be seen that the bow, that is, of the superstructure (whaleback) broadens to amidships and then narrows to a fin or tail following well established principles of streamlining, or in other words, to hold down the air drag or air resistance when travelling at high speeds.

Referring now to Figs. 2 and 3 showing the bottom plan of the boat, there may be seen the bottom B that extends slightly downwardly from the bow or nose I l to about the point l2, it curving outwardly from the center to the opposite sides as may be seen in Fig. 8. It then flattens out into a horizontal surface as may be seen in Fig. 4 and retains this flat surface to the transom.

It will also be seen that this bottom B is of the same width to amidships but from here aft the bottom narrows in width as may be seen by the defining sides l4.

Referring now to what I term stabilizers S which are a part of the bottom structure, or in other words, a part of the hull bottom, it will be seen there is one under each side so a description of the one will be a description of the other.

It is to be noticed that the stabilizers S at their forward ends merge with the undersurface, or in other words, the bottom B of the body. The outermost sides of the stabilizers are slightly angular in cross-section as shown in Fig. 4 to provide the non-trip chines C and these stabilizers S then increase in depth asthey approach the midsection of the boat or hull so that from about the point I3 to amidships, they will be beneath the water line.

It will also be noticed that the stabilizers S in cross-section have increased in depth toward their afterpart and terminate amidship.

It might be mentioned that the angle (of attack or incidence) for the stabilizers is determined from a horizontal line of boat travel and should be no less than three quarters of an inch and no greater than one and one quarter inch per foot, This follows the practice set out in the patent previously mentioned.

Furthermore, there may be seen the metal fins I5' on the inner adjacent sides of the stabilizers S that extend beyond the aft end of the stabilizers to hold the air entrapped between the bottom and the aft end of the stabilizers and also provide against sideslip when the boat is running at high speed.

In other words, the construction of the stabilizers S closely follows that shown in the previous Patent No. 2,126,304 with the exception that rather than having them project out beyond the normal sides of the boat, they are built directly on the bottom and are encompassed within the normal sides, thus the beam of the boat may be increased and at the same time, there is less likelihood of their becoming damaged in use.

I have also found that by providing what I term supplemental bottoms SB, there are also a number of advantages.

From this point on the understructure differs greatly from the previous patent which is mentioned above.

As may be seen especially in Figs. 4 and 5, the stabilizers, with the exception of the forward end, extends in a plane below that of the normal bottom B. Then at their point of termination, the supplemental bottoms SB merge therewith and it will be noticed in Figs. 5, 6, and '7 that these supplemental bottoms are in a horizontal plane above that of the normal bottom B, this arrangement being carried out from a point amidships to the rear transom.

Thus, when the boat is travelling at high speeds, it will be supported principally on the stabilizers S forward of amidships and on this normal bottom at a point somewhere between amidships and the stern, while the supplemental bottoms SB will be out of contact with the water due to the fact that they are in a higher plane and partiy due to the fact that the stabilizers create a trough along the opposite sides of the boat.

It will also be seen that the top sides T in Figs. 4 to 7 extend over these supplemental bottoms SB so that the air being displaced will pass over the top sides T and under the top sides, or in other words, beneath the supplemental bottoms. Thus, these supplemental bottoms SB and top sides T form two longitudinally extending fin-like structures that will offer but little resistance to the air rushing past them.

Where the supplemental bottoms join the normal bottom 13, I prefer a ninety degree angle, but as shown in the modified form in Fig. 9 rather than have the supplemental bottoms merge with the main bottom at a ninety degree angle, the supplemental bottoms might taper or slope slightly downwardly from their outer sides to the normal bottom or in other words, these supplemental bottoms SB' might extend slightly at an angle to the main bottom rather than extending in a horizontal plane.

In any event, the top sides T from a point amidships, that is, at the termination of the stabilizers, extend outwardly and are coextensive with the supplemental bottoms, which supplemental bottoms are in a higher plane than the normal bottom and the supplemental bottoms may either be in a horizontal plane throughout their length or may slope at an angle to merge with the nor-- mal bottom. Thus, the supplemental bottoms and the top sides extending over the bottoms cooperate, that is, aerodynamically to offer a minimum resistance to the air when the boat is travelling at a high speed.

It will also be seen that the entire superstructure is designed to cooperate with the understructure to provide as little air resistance as possible, while the undersurface of the boat with its stabilizers and restricted bottom tends to provide as little skin resistance as possible.

However, when the boat is making turns or hits a choppy sea, the bottom and supplemental bottoms provide a relatively wide surface area or what might be termed a iantail construction to thus make it easier to steer and lessen the chances of upsetting.

Also, by providing a boat with a wider beam, it gives more room in the boat if it is to be used to carry passengers or personnel and at the same time, the extra beam will not out down the speed of the boat.

From the foregoing it will be seen that I have provided a boat wherein all the advantages procured by the arrangement shown in the former patent mentioned, to wit, No. 2,126,304 are retained with the addition, however, of certain aerodynamic advantages which when added, make for a faster boat where the horsepower is equal.

Many slight changes may be made without in any way departing from the spirit and scope of the invention.

HaVing thus described my invention what I claim as new and desire to obtain by Letters Patent is:

r Number 1. A boat hull having a main bottom, the forward end of the bottom sloping slightly downwardly and then extending in an unbroken surface to the stern, stabilizers at the bow of the boat extending to amidship and positioned on the bottom and wholly encompassed within the sides of the boat, the said stabilizers merging with the bottom at their forward ends and extending below the surface or the bottom at their rear ends and supplemental bottoms coextensive in width with stabilizers at their aft ends and extending from the aft end of the stabilizers to the stern and on each side of the main bottom but in a higher longitudinal plane than the normal bottom of the boat, to thus reduce the skin friction below the water line and the air resistance above the water line.

2. A boat hull having a main bottom, the forward end of the bottom sloping slightly downwardly from the bow and then presenting a fiat surface at the stern, the said bottom reducing in width from a point amidships to the stern, stabilizers at the bow of the boat extending to amidship and positioned on the said bottom, the said stabilizers merging with the bottom at their forward ends and extending below the surface of the bottom at their rear ends; supplemental bottoms substantially coextensive in width with the aft end of the stabilizers and extending from the said aft end of the stabilizers to the stern but in a higher longitudinal plane than the normal bottom of the boat and the said supplemental bottoms being to each side of the main bottom and slightly curved in bottom plan view from a point amidship to the stern.

3. A boat having a main bottom unbroken transversely from a point just beyond the bow to the transom, a whalelike superstructure together with outwardly flaring top sides extending throughout the length of the superstructure, stabilizers on the main bottom and positioned near the bow and under the respective flaring sides, the said stabilizers extending in a plane below the main bottom, supplemental bottoms coextensive in width with the said stabilizers, the said supplemental bottoms extending from the aft end of the stabilizers to the stern and on each side of the main bottom but in a higher plane than the normal bottom, the said flaring sides also extending over and throughout the length of said supplemental bottoms whereby the air, when the boat is travelling at high speed and the supplemental bottoms are out of the water, may pass both over and along the top sides and under and along the said supplemental bottoms to thus reduce the skin friction below the water line and the air resistance and the air drag above the water line.

ARNO A. APEL.

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

UNITED STATES PATENTS Name Date Braemerman Mar. 18, 1930 Apel et al. 1 Aug. 4, 1938 Brien Sept. 29, 1942 Huard Nov. 21 1944

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