WO1993001082A1 - Embarcation a coussins d'air a coque multiple - Google Patents

Embarcation a coussins d'air a coque multiple Download PDF

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Publication number
WO1993001082A1
WO1993001082A1 PCT/US1992/005300 US9205300W WO9301082A1 WO 1993001082 A1 WO1993001082 A1 WO 1993001082A1 US 9205300 W US9205300 W US 9205300W WO 9301082 A1 WO9301082 A1 WO 9301082A1
Authority
WO
WIPO (PCT)
Prior art keywords
boat
catamaran
sidehull
sidehulls
recess
Prior art date
Application number
PCT/US1992/005300
Other languages
English (en)
Inventor
Donald E. Burg
Original Assignee
Burg Donald E
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from US07/728,887 external-priority patent/US5176095A/en
Application filed by Burg Donald E filed Critical Burg Donald E
Priority to AU23030/92A priority Critical patent/AU654040B2/en
Priority to JP5502239A priority patent/JPH06508804A/ja
Priority to EP92915379A priority patent/EP0592592A4/fr
Priority to BR9206261A priority patent/BR9206261A/pt
Publication of WO1993001082A1 publication Critical patent/WO1993001082A1/fr
Priority to FI940076A priority patent/FI940076A0/fi
Priority to NO940067A priority patent/NO940067L/no

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/32—Other means for varying the inherent hydrodynamic characteristics of hulls
    • B63B1/34—Other means for varying the inherent hydrodynamic characteristics of hulls by reducing surface friction
    • B63B1/38—Other means for varying the inherent hydrodynamic characteristics of hulls by reducing surface friction using air bubbles or air layers gas filled volumes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60V—AIR-CUSHION VEHICLES
    • B60V1/00—Air-cushion
    • B60V1/04—Air-cushion wherein the cushion is contained at least in part by walls
    • B60V1/046—Air-cushion wherein the cushion is contained at least in part by walls the walls or a part of them being rigid
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60V—AIR-CUSHION VEHICLES
    • B60V1/00—Air-cushion
    • B60V1/14—Propulsion; Control thereof
    • B60V1/145—Propulsion; Control thereof using a watter propeller
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60V—AIR-CUSHION VEHICLES
    • B60V3/00—Land vehicles, waterborne vessels, or aircraft, adapted or modified to travel on air cushions
    • B60V3/06—Waterborne vessels
    • B60V3/065—Waterborne vessels hulls therefor
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T70/00—Maritime or waterways transport
    • Y02T70/10—Measures concerning design or construction of watercraft hulls

Definitions

  • This invention relates to the field of marine vessels made more efficient in operation by the use of a supporting pressurized gas cushion disposed in a recess in the underside of the vessel's hull.
  • This invention is a further improvement to applicant's earlier inventions in this field that are generally entitled "Air Ride Boat Hulls". All of these inventions require the introduction of pressurized gas into a recess in the underside of a boat hull to increase operating speeds and load carrying capabilities and
  • the improvements are the result of the pressurized gas cushion supporting some eighty to ninety percent of boat weight in most cases.
  • the efficiency improvements at high speed are mainly the result of a reduction, normally by several orders of magnitude, of wetted area drag compared to a more conventional hull form.
  • the instant invention offers significant advances over applicant's earlier patents from the standpoint of use of multiple, primarily parallel and widely spaced, hulls.
  • the effect of this is to change and improve vessel stability and resistance and performance characteristics, in many instances, compared to a more generic air cushion supported marine craft such as the Surface Effect Ship (SES).
  • SES Surface Effect Ship
  • the prior art Surface Effect Ship (SES) has thin parallel sidehulls that are joined transversely fore and aft by full span flexible seals ⁇ the space thus formed is pressurized with air to provide a large lifting force. As such, it can be seen that the ship has a single rather wide rectangular footprint on the water's surface.
  • SECAT Surface Effect CATamaran
  • U.S. Patent No. 1,307,135 uses dual gas cushion floats with the floats supplied with exhaust gas from an engine.
  • the main intent in this publication is to make a device to aid in performance of a seaplane, or
  • U.S. Patent 4,393,802 discloses a monohull with a center pressurized air cushion and with dual outer recess that are open at the aft end with no aft sealing means to restrain pressure in a side gas cushion.
  • U.S. Patent Nos. 3,191,572; 3,606,857, and 4,031,841 offer variations of air lubricated multihulls. However, all have air layers that cannot be sealed at their aft ends since they do not have an aft air cushion seal. They cannot therefore seal air pressure in a cavity or recess under a sidehull.
  • the object of the instant invention is to offer the advantages of previous Air Ride boat hull inventions coupled with further improvements in stability and
  • the present invention provides a boat having supporting gas cushions disposed in catamaran-like
  • each catamaran-like sidehull with said catamaran-like sidehulls in mechanical communication with connecting hull structure, and with said supporting gas cushions supplied with pressurized gas by gas pressurization means, characterized by a recess in each catamaran-like sidehull with said recesses at least partially restraining the pressurized gas cushions, each of said catamaran-like sidehulls have inner and outer sidewalls, with the recess in at least one of said
  • catamaran-like sidehulls as seen in a horizontal water contacting plane of said boat, enlarging in width over at least a portion of its longitudinal length going aft from its forward portions when said boat is operating at speeds of over 25 knots in a calm sea with its gas cushions pressurized to a sufficient pressure to support a majority of boat weight.
  • the sidehulls can be substantially boat shaped with an essentially pointed bow shape when viewed in a plane that intersects a calm sea waterline when the boat is underway at high speed.
  • the sidehulls can be either symmetrical or asymmetrical. Further, either one or both of a sidehull's sidewall's water contacting surfaces may diverge to accomplish a widening of the air cushion going from forward to aft.
  • sidehull's sidewall water contacting surface may diverge outward from forward and become parallel over at least a part of its after portions.
  • a sidehull's outer sidewall's water contacting surfaces may be wider than the sidehull's inner sidewall's water contacting surfaces.
  • water contacting surfaces of a sidehull's sidewall may preferably be more hard chine or flatter forward going to more rounded shapes aft.
  • a sidehull inner sidewall water contacting surface may diverge outward from forward and become parallel over at least a part of its after portions.
  • a sidehull's outer sidewall's water contacting surfaces may be wider than the sidehull's inner sidewall's water contacting surfaces.
  • water contacting surfaces of a sidehull's sidewall may preferably be more hard chine or flatter forward going to more rounded shapes aft.
  • sidewall's lower surfaces may be, on average, higher in elevation than the sidehull outer sidewall's lower
  • the sidehulls may extend forwardly of the main hull structure.
  • a center bow may be utilized where such a center bow adds to vessel fore and aft stability and reduces wetdeck wetting especially when the vessel is operating at high speeds in heavy seas.
  • the center bow may extend forwardly of the sidehulls.
  • center bow may be made with different shapes such as the preferred deep-V, inverted-V, or others.
  • substantially vertical steps that reduce the amount of vertical surface wetted sidehull area when operating in rough seas. Ambient air is fed downward into the vertical steps.
  • the vertical steps may be slanted so that water is directed not only outward from the sidehull but also downward thereby adding lift to the sidehull.
  • the shape of a sidehull may be made wider forward and narrower aft in way of the vertical steps thereby reducing the rearward force of spray
  • the sidehull may be full width below the narrowing stepped portion thereby giving a full width gas cushion and hence a full width lifting surface while still offering the advantage of tapered sidehull sides in way of the vertically oriented vented steps.
  • There may be provided an air flow turbulence generator on the underside of the wetdeck to thereby restrict air flow under the wetdeck and as a result cause a buildup of static air pressure lifting force under the wetdeck.
  • Movable bow and/or recess seals may be provided that are movable in relation to the sidehulls.
  • a movable bow seal that may be utilized in conjunction with a pointed bow shape forward of the movable bow seal thus allowing for a simple fixed wave piercing bow with its related low cost and attractive appearance.
  • the movable bow seal concept could include a series of seals or elements with each being able to follow the water surface thus creating an efficient gas seal.
  • the bow seals are preferably able to seal themselves from the side and also following seals help in the sealing of seals preceding them.
  • the movable bow seals have trailing surfaces that curve or angle to match movement of a following seal thus resulting in good sealing of
  • the movable seals are preferably made of structurally strong materials which is possible since it is not necessary that such movable seals utilize flexible materials for construction.
  • An advantage of the optional movable seals is that the movable seals can be attached by hinges or other simple means to the hull.
  • the optional movable bow seals are made with shaped lower surfaces, such as a preferred shape inverted-V, to provide good water surface tracking and reduced wave impact loadings.
  • Secondary bow shaped members can be interspersed in the gas cushion recess to assist in providing hull stability and also help break up waves under the hull when operating in rough seas.
  • the secondary bow shaped members may be shaped like
  • a downwardly force biased movable seal may be provided positioned between fore and aft sidehull pressurized gas cushions.
  • the downwardly force biased movable seal may be made up of multiple water contacting ski-like elements.
  • the secondary bow shaped member inside of the recess may be biased, or lower, to the outboard side than the inboard side of the recess thereby adding further to roll stability of the boat.
  • the structurally sound and reliable fixed stern seal may optionally incorporate movable stern seal element(s) to aid in gas sealing, controlling of vessel trim, and/or directing water flow to a propulsor that is positioned aft of the movable stern seal element.
  • the fixed stern seal may have a lower surface that is somewhat more flat than a forward portion of the fixed stern seal thus providing a high efficiency planing surface for the aft end of the boat to ride on.
  • the stern seal may have a lower surface that has a low wave impact and is at least partial V-shape when seen in operation from a bottom plan or fisheye view.
  • An inset may be provided into the stern seal to reduce the high resistance wetted area of the stern seal.
  • Pressurized gas may be supplied to the inset in the stern seal.
  • the fixed structural portion of the stern seal may extend, in mathematical summation of its parts, across a majority of the width of the recess. Fixed structural portions of the stern seal, as seen in a vertical
  • transverse plane of the hull may be angled to horizontal over a majority of their width to reduce wave impact forces in rough seas.
  • Gas pressure control means can be incorporated that can regulate gas pressure in at least portions of the recesses. Regulation of gas pressure in such recess portions can help in maintaining best trim of the vessel in heavy seas.
  • a controller may be used to control operation of gas pressure control means that in turn controls gas pressures in the recesses. The just mentioned controller may receive as inputs hull
  • the widely spaced long and thin air cushion hulls in combination, have a much reduced low or "hump" speed resistance characteristic than does a single wide air cushion hull.
  • a large wide air cushion hull with its single cushion generally has less resistance. That is due in part to the added wetted area resistance of the necessary extra sidewalls on the inboard sides of the separated catamaran-like
  • the instant invention accomplishes the preceding, in its optimum configuration, while using essentially boat shaped sidehulls that, in their preferred embodiment, have a generally pointed bow and truncated stern shape as seen in a dynamic waterline plane where the water contacts the sidehull. At least one of the sidehull keels diverges outward aft of the bow and then become substantially parallel over most of its after length.
  • the sidehulls are symmetrical in the preferred embodiment; however,
  • asymmetrical sidehulls can be used.
  • Use of fixed and/or movable seals can also be used in or proximal to the sidehull pressurized gas recesses.
  • Another embodiment of the instant invention uses narrower inboard sidewalls on catamaran-like air cushion sidehulls than outboard sidewalls.
  • the reason for this is that the majority of hull transverse stability moment forces are provided by the outboard sidewalls due to their much greater distance from the vertical centerline plane of the hull. Therefore, it is of limited value from a transverse stability standpoint to have a wide inboard sidewall and use of narrower inboard sidewalls yields less wetted area hull resistance.
  • the rounded sidewall shape aft is generally in the form of circular arc shapes.
  • the lower surfaces of the inboard sidewalls terminate higher in elevation than the outboard sidewalls lower surfaces. The effect of this is to reduce hull resistance since less of the inboard sidewalls are in the water. This is possible because the distance of the inboard sidehull from the vertical
  • centerline plane of the hull is less and therefore it sees less vertical movement during hull rolling.
  • the sidehulls in their preferred embodiment, have substantially pointed bows that allow the use of shallow recesses since the pointed bows divide an oncoming wave and direct it to either side of a sidehull rather than allowing its full passage into a sidehull's recess.
  • the sidehulls have rather boat shaped pointed bows and truncated sterns, as seen in outline in a
  • seals to divide portions of the recess also offer advantages. They reduce the amount of recess surface wetting when operating in heavy seas. This is particularly so when the preferred inverted-V seal design is utilized since such a shape has its lowest point at the sidehull sides thereby directing waves away from recess vertical surfaces downstream of the inverted-V seals.
  • the recess seals also provide fore and aft smaller recesses that can be pressurized differently to help trim the vessel.
  • the differential pressurization is accomplished by use of pressure control valves that are directed by an on-board controller that senses hull orientation and pressures in the recesses.
  • the center bow disposed inward, and generally in part forward, of the sidehulls offers significant additional advantages.
  • the first is in appearance where a rather yacht-like pointed bow, as seen from topside or in profile, can be realized if the center bow extends forwardly.
  • the second is in providing good ride qualities in rough seas in that the center bow helps to prevent bow pitch down of the boat in heavy seas.
  • the third is that the center bow helps to prevent bow pitch down of the boat in heavy seas.
  • Figure 1 presents a right side elevational view of a boat in accordance with the present invention.
  • Figure 2 is a bottom plan view of the boat of Figure 1;
  • Figure 3 is a right side elevational view of the boat of Figure 1 when the boat is operating in heavy seas with its bow pitched upward;
  • Figure 4 is a centerline cross sectional view taken on line 4-4 of Figure 2;
  • Figure 5 is a cross sectional view taken on line 5-5 of Figure 2;
  • Figure 6 is a cross sectional view taken on line 6-6 of Figure 2;
  • Figure 7 is a top plan view, with the deck removed, of the boat of Figure 1;
  • Figure 8 is a cross sectional view taken on line 8-8 of Figure 4.
  • Figure 9 is a front elevational view of the boat of Figure 1;
  • Figure 10 is a rear elevational view of the boat of Figure 1;
  • Figure 11 is a cross sectional view taken on line 11-11 of Figures 2, 5, 6 and 7;
  • Figure 12 is a cross sectional view taken on line 12-12 of Figures 2, 5, 6, and 7;
  • Figure 13 is a cross sectional view taken on line 13-13 of Figure 2;
  • Figure 14 is a perspective view of the seals shown in Figure 13;
  • Figure 15 is a cross sectional view of the intermediate movable seals of the starboard sidehull, as taken through line 15-15 of Figure 2;
  • Figure 16 is a cross sectional view taken on line 16-16 of Figure 2
  • Figure 17 is a cross sectional view taken on line 17-17 of Figure 2;
  • Figure 18 is a cross sectional view taken on line 18-18 of Figure 2;
  • Figure 19 is a right side elevational view of another embodiment of the boat having severely elongated forwardly extending sidehull bows;
  • Figure 20 is a bottom plan view of the boat of Figure 19;
  • Figure 21 presents a cross sectional view taken on line 21-21 of Figure 20;
  • Figure 22 is a transverse cross sectional view taken on line 22-22 of Figure 20;
  • Figure 23 is a transverse cross sectional view taken on line 23-23 of Figure 20;
  • Figure 24 is a transverse cross sectional view taken on line 24-24 of Figure 20;
  • Figure 25 is a transverse cross sectional view taken on line 25-25 of Figure 20;
  • Figure 26 is a transverse cross sectional view taken on line 26-26 of Figure 20;
  • Figure 27 is a transverse cross sectional view taken on line 26-26 of Figure 20.
  • Figure 28 is a transverse cross sectional view taken on line 28-28 of Figure 20;
  • Figure 29 is a transverse cross sectional view taken on line 29-29 of Figure 20;
  • Figure 30 is a perspective view of some typical intermediate movable seal elements and a seal hinge pin.
  • Figure 31 is a similar view showing an
  • Figure 1 shows a boat 37 that is running in a calm sea as shown by sea surface waterline 34. Shown is the starboard sidehull 95, starboard sidehull outer sidewall 113, sidehull chine 42, main hull upper chine 72, main hull center bow 38, deck line 46, transom 97,
  • the vertically oriented ventilated step compartments 47 include an angled step line 48 and a tapered vertically oriented step 49 in these preferred embodiments.
  • the vertically oriented ventilated steps 47 reduce the wetted area of the
  • Figure 2 presents a bottom plan view of a boat 37 that shows the connecting hull structure 99 whose
  • wetdeck 41 which includes an air flow turbulence generator 39.
  • the connecting hull structure 99 is normally in mechanical communication with the center bow 38, port sidehull 96 and starboard sidehull 95 in the preferred embodiment of the instant invention.
  • the wetdeck 41 is also bounded by the transom 97 and main hull upper chines 72 and 73 in this instance.
  • the center bow is preferably centered around the boat's vertical
  • the boat 37 has a vertical centerline plane 32, a port sidehull vertical centerline plane 33, and a starboard sidehull vertical centerline plane 98. Also shown are the deck line 46, propulsors 131, sidehull outer chines 42 and inner chines 43, sidehull outer keels 44 and inner keels 45, port sidehull inner sidewall 110, port sidehull outer sidewall 111, starboard sidehull inner sidewall 112, starboard sidehull outer sidewall 113, pressurized gas supply ducts 84, and sidehull forward recesses 58,
  • any number of recesses can be incorporated into either sidehull 95 and 96 and rhat other hull members, such as the center hull 38, can also include pressurized gas recesses if desired.
  • Figure 2 also shows fixed inverted-V shaped recess seals in the port sidehull and a combination of movable, relative to the boat hull, seals and fixed seals in the starboard sidehull. It would normally be preferred to utilize the same seal configurations in both sidehulls; however, a combination such as is shown would be quite workable.
  • the fixed seals are forward seal 90,
  • Angled seal portions 100 as seen in a vertical transverse plane of the boat, compare to more horizontal lower seal portions 101. The use of more angled surfaces 100 forward gives best ride qualities in rough seas while the more
  • the port aft seal 88 includes an inset 93 that is supplied with pressurized gas from a recess 60 or other source by conduit 94. Supplying the inset 93 with pressurized gas makes a gas layer in the inset 93 and thereby reduces port aft seal 88 wetted area and hence wetted area resistance.
  • the optional sealing means in the starboard sidehull 95 are forward movable seals 51, 52, 53, and 54, intermediate movable seals 55 and 56, and aft movable seal 91.
  • Substantially vertical, or parallel, sidehull inside surfaces 57 are normally used next to the movable seals and sidehull inside surfaces can diverge aft of such parallel sidehull inside surfaces 57 proximal the movable seals 51, 52, 53, 54, 55, and/or 56. Further descriptions of functions of these movable seals is given in following paragraphs; however, their primary intent is to provide better gas sealing than is possible with the fixed seals shown in the port sidehull.
  • the starboard sidehull 95 may be truncated forward and not have a pointed bow as is shown.
  • An optional variation of the instant invention is that a bow of a sidehull could be partially truncated so that there is little or no pointed center bow of a sidehull forward of the movable seal 51.
  • Figure 3 shows a starboard side profile view of the boat 37 when operating in heavy seas as seen by sea surface waterline 34.
  • the center bow 38 is pitched up in this instance. It can be seen that the starboard sidehull 95 forward movable seals 51, 52, and 53 have extended downward below a keel line 44 to aid in sealing of
  • Figure 4 shows the elevation of the wetdeck 41 aft of the center bow 38 where the center bow helps prevent wave slamming into the wetdeck 41.
  • the wetdeck 41 is actually the underside of the connecting hull structure 99.
  • the air flow turbulence generator 39 and its effect on air flow as shown by air flow arrows 40.
  • the generated turbulence reduces air flow area and thereby increases air static pressure forward of the air flow turbulence generator 39 thus creating an added lift force acting on the wetdeck 41.
  • the effect of this is to increase overall efficiency of the boat 37.
  • gas pressurization cross flow ducting forward 82 and aft 83 are shown in Figure 4.
  • FIG. 5 shows workings of the port sidehull 96 gas pressurization system and other features.
  • the gas pressurization system shown here includes a gas
  • blower drive motor 69 pressurization device or blower drive motor 69, forward blower 67, forward gas flow control valve 75, gas inlet duct 86 gas discharge duct 85, aft blower 68, and aft flow control valve 76.
  • the forward blower 67 supplies
  • the operation of these valves is normally directed by a controller 79 that receives as inputs recess pressure readings from pressure transducers 87 through connectors 92.
  • the controller 79 would also normally receive hull orientation data (pitch, roll, and yaw values) from a gyrostabilizer (not shown) and g-force acceleration values from an accelerometer (not shown) that would normally be mounted internal to the controller 79.
  • the controller 79 processes said information and in turn sends out directing signals to the gas flow control valves 75 and 76. Controller function is such that if a pitch down by the bow condition is encountered that the
  • controller 79 would open forward gas flow control valve 75 fully and restrict flow through the aft gas flow control valve 76. Such action would increase the gas pressure in forward recess 58 and intermediate recess 59 and decrease gas pressure in aft recess 60 thereby returning the boat 37 to a more normal trim.
  • gas flow control valves can be located between the blowers 67 and 68 and the recesses 58, 59, and 60 if desired. Also, gas flow control valves can be positioned to vent pressure from the recesses 58, 59, and 60 to accomplish the same thing although such an arrangement would not be as
  • FIG. 5 Also shown in Figure 5 is an inset 93 into a fixed stern seal 88 more horizontal lower surface 101 that is supplied with pressurized gas from aft recess 60.
  • a fixed intermediate seal 89 and fixed forward seal 90 are also shown.
  • More angled seal surfaces 100 are also shown.
  • Gas flow is shown by gas flow arrows 74.
  • Figure 6 is a cross sectional view illustrating the boat 37 in a bow pitched up orientation that can occur when running in a rough sea as is shown by sea surface waterline 34.
  • the advantages of using movable forward seals 51, 52, 53, and 54 here are made clear as such seals restrict gas flow leakage from intermediate recess 59 when the hull is clear of the water. It can be seen that, in this example, the forward recess 58 is clear of the sea surface 34 and therefore loses its pressurized gas until reentry into the water occurs. Also shown are
  • movable seal hinge pins 50 are shown in movable seals 51 and 55 only in this sidehull centerline view.
  • An aft movable seal 91 that is controlled in positioning by actuator 62 is also shown.
  • the aft movable seal 91 can help control the level of water in the aft recess 60 and can also aid in direction of water flow to the surface propeller propulsor 131 in this instance.
  • Figure 6 also shows the gas pressurization and control system.
  • This includes a blower drive motor 61, forward blower 67, forward gas flow control valve 77, aft blower 68, aft gas flow control valve 78, inlet gas flow ducting 86, outlet gas flow ducting 85, gas flow arrows 74, pressure transducers 87, controller 79, and connectors 92.
  • the operation and function of this gas pressurization system is basically the same as that described under
  • Figure 5 so the reader is referred to that preceding description.
  • Figure 6 adds that the controller 79 can also direct movement of a movable seal such as aft movable seal 91 by directing operation of actuator 62.
  • FIG. 6 Further shown in Figure 6 are a main drive motor 130, center bow 38, and deck line 46.
  • Figure 7 provides a plan view of a preferred gas pressurization system layout.
  • the port side blowers 65 and 66 are driven by port side blower motor 61 with gas flow to the blowers controlled by gas flow valves 75 and 76.
  • Starboard side blowers 67 and 68 are driven by blower drive motor 69 and flow to the blowers is controlled by gas flow control valves 77 and 78.
  • There would normally be valves 80 and 81 placed in the interconnecting ducts 82 and 83. Operation of the gas flow control valves 75, 76, 78, 79, 82, and 83 is orchestrated by a controller 79 through connectors 92.
  • Figure 8 shows operation of the vertically oriented air vented step compartments 47 similar to those shown in profile in Figure 1, 3, and 4. These step compartments 47 noticeably reduce the wetted area of a sidehull (or a single hull for that matter) and hence reduce the overall wetted area resistance of the hull.
  • the inboard side (lower side in Figure 8) of the port sidehull is substantially parallel to the vertical centerline plane 33 of the port sidehull in way of the vertically oriented air vented step compartments 47 while the outboard side (upper side in Figure 8) tapers inward toward the vertical centerline plane 33 as it goes aft toward the transom 97.
  • Figure 8 also shows that the outer chine 42 remains substantially parallel to the inner chine 43, both are substantially parallel to the vertical centerline plane 33, in the preferred embodiment of the invention. Examination of Figures 1, 3, and 4 shows that the
  • Figure 9 illustrates a bow view of a boat 37 and shows that the boat of this invention offers a very high wave clearing distance from the sea surface 34 to the wetdeck 41.
  • Figure 10 as well as Figure 11 further show water spray patterns that come off the hull when operating at high speeds in calm seas.
  • Figure 11 shows a typical cross section as taken through the aft blowers 66 and 68. Shown are the blower discharge gas flow ducts 85, interconnecting gas flow ducts 83, interconnecting valve 81, and gas flow arrows 74.
  • Figure 11 also shows the starboard sidehull 95 movable seal member 55 having an inverted-V shape on its underside.
  • An intermediate movable seal 55 would normally operate between substantially parallel or vertical inside surfaces 57 as are shown in the starboard sidehull 95. It is normally desirable to have some shape to the underside of a movable seal member, over at least part of its
  • the port sidehull 96 shows a preferred inverted-V shape to the upper surfaces of the aft recess 60.
  • the recess surface is biased toward having more material on the outboard side than the inboard side. That is actually done on purpose since such biasing gives more lifting forces, when in water contact, outboard to the boat which adds to roll stability (i.e., lifting forces are further outboard from the boat's vertical centerline plane 32 resulting in a greater restoring roll moment).
  • Figure 12 shows a section taken through the forward gas flow control valves 75 and 77.
  • Figure 12 also shows operation in rough seas with the port sidehull 96 recess 58 clear of the water and therefore vented of pressurized gas while the starboard sidehull 95 recess retains gas pressure since its movable seal 52 extends downward below the keels 44 and 45 and thus at least partially seals against gas leakage.
  • a forward movable seal 52 would, in the preferred embodiment, function between substantially parallel inside surfaces 57 of a sidehull as are shown in this starboard sidehull 95.
  • Figure 12 also shows a biasing of the upper surfaces of recess 58 in the port sidehull 96 in a similar manner as that shown in Figure 11. Note that the outward biasing of recess surfaces is not necessary for function of the invention and that symmetrical recess surfaces or, indeed, biasing of recess surfaces toward the inboard sides of the recesses can also be utilized. Further, though preferred, it is not necessary that sidehull sides be symmetrical about their vertical centerline plane for the instant invention to function.
  • the waves are parted with a pointed ship like bow at the forward end of each sidehull which thereby directs them away from the recess. Therefore, the present invention can utilize average recess depths that are only half or less of wetdeck depth. Actually, twenty-five percent of wetdeck depth is considered a reasonable and workable number in most cases for the instant invention.
  • the advantages of the shallower recesses of the instant invention are several, they include: 1) shallower draft with the blowers off, 2) an inherently stronger and lighter structure, and 3) better ride and handling
  • Figure 13 shows the starboard sidehull 95 forward movable seals 51, 52, 53, and 54 in their extended
  • forward movable seals 51, 52, 53, and 54 are attached to the sidehull recess 58 structure by hinge pins 50 in this instance. Only the most forward movable seal 51 shows the hinge pins 50 as the other hinge pins 50 do not pass through the sidehull centerline in this configuration. Operational control of the aftermost forward movable seal 54 is shown being accomplished by an actuator 62 in this case although an actuator is not necessary for function. It is also possible to use spring biased systems, dashpots, etc. (not shown) to provide restoring forces to one or all of the movable seals.
  • Figure 14 shows forward movable seals 51, 52, 53, and 54 in their retracted position. As shown in the preferred embodiment the movable seals not only overlap fore and aft but also overlap on their sides which is the preferred situation as it prevents gas flow leakage sideways from a recess when the recess is clear of the water surface. Figure 14 also shows best attachment means in the form of movable seal hinge pins 50. It is to be noted that the hinge pins 50 do not extend through movable seals 52, 53, and 54 as such would preclude the movement of movable seals 52, 53, and 54 in this instance.
  • Figure 15 shows the intermediate movable seals 55 and 56 disposed in aft recess 60.
  • the movable seals 55 and 56 are following the recess waterline 35 and the movable seals 55 and 56 are retracted.
  • a movable seal hinge pin 50 Also shown is a movable seal hinge pin 50.
  • the method of construction of these aft movable seals 55 and 56 involves a closed cell foam filer 70, and skin covering 71. This method of construction provides a very light weight and strong movable seal structure that is impervious to moisture since, in the preferred version, a closed cell plastic foam is used for the filler 70. This method of construction would preferably be applied to manufacture of all movable seals; however, other means of seal
  • Figure 16 shows an actuator 62 used to position an aft movable seal 91 in the starboard sidehull 95. It is to be noted that some shape is provided in this
  • Figure 17 shows an optional dashpot damper or shock absorber 63 and starboard sidehull aft movable seal 91. Some shape has been added to the underside of the aft movable seal 91 to reduce water impact loadings in rough seals. It is to be noted that a simple spring (not shown) or other force biasing means could be used in conjunction with or in place of the shock absorbing dashpot 63 shown.
  • Figure 18 illustrates a preferred embodiment of a movable aft seal 91 that utilizes a simple gas spring pressure bellows 64 to control the positioning of the aft seal in the starboard sidehull 95.
  • the actual water contacting member is in reality a plate like member of fiberglass or other material in the preferred embodiment of the invention.
  • the advantage of using the gas spring bellows is: 1) pressurized gas is already available on board the boat, 2) the gas bellows not only acts as a shock absorbing member but also does the positioning of the movable aft seal, and 3) positioning of the movable aft seal 91 can easily be controlled using outputs from the controller presented in Figures 5, 6, and 7 to
  • FIG. 19-29 illustrates an embodiment of a boat 37 with severely elongated forwardly extending sidehulls as shown by starboard sidehull 95. This offers the advantage of longer more efficient sidehulls and better rough sea ride qualities since the sidehull bows can actually run through a wave rather than over a wave.
  • sidehull chine 42 normally referred to as a hard chine, terminates about midship. This is because, in this embodiment of the invention, the forward flatter surfaces of the hard chine sidehull outer sidewall 113 blend into a smoother more rounded surface as they
  • Figure 20 presents a bottom plan of the boat 37 of Figure 19.
  • Both the port sidehull 96 and starboard sidehull 95 have forward recesses 58 and aft recesses 60 as separated by movable seal members 103 through 108 that are restrained by hinge pins 50. Pressurized gas is injected into the forward recesses 58 through gas
  • Figure 20 presents asymmetrical sidehull and air cushion configurations with substantially straight port and starboard sidehull inner sidewalls 110 and 112. While the symmetrical sidehull bow concept, as shown in Figure 2 earlier, is preferred, any manner of symmetrical or asymmetrical sidehull shape if usable.
  • the symmetrical, or partially symmetrical, sidehull shape deflects part of a wave to each side of the point of a sidehull bow while the asymmetrical sidehull presented in Figure 20 deflects all of a wave to the outside.
  • the symmetrical sidehull gives the best ride qualities in rough seas.
  • Figure 21 shows the bow of the sidehull pitched downward and into a wave on the sea surface 34.
  • the pointed sidehull has entered a wave rather than riding over it which makes for a smoother ride.
  • the forward gas cushion would be automatically pressurized more than the aft gas cushion in order to correct to a horizontal attitude.
  • the port forward ride control valve 75 that supplies the port forward blower 65 would be automatically fully opened and the port aft ride control valve 76 that supplies the port aft blower 66 at least partially closed. That procedure provides maximum pressure to the forward recess 58 gas cushion and minimum pressure to the aft recess 60 gas cushion thus restoring the hull 37 to a more horizontal attitude.
  • movable seal elements such as movable seal element 106 shown, that ride or plane on the air cushion water surface 35 be positioned between sidehull forward and aft recess 58, 60 air cushions. It is normally necessary that a way to force the movable seal elements downward, such as spring 109, be used to insure that the seal elements stay in place when the forward recess 58 gas cushion is at a higher pressure than the aft recess 60 gas cushion. It is to be noted also that
  • additional gas cushion recesses can be used in either sidehull if desired.
  • Figure 22 shows shape of the port sidehull 95 and the starboard sidehull 96 at that forward section. It can be seen that the angle to horizontal of the lower surfaces are less than that of the upper surfaces. This provides for a greater lifting force than submerging force which helps for restoration of a horizontal attitude after the craft 37 pitches down by the bow.
  • Figure 23 shows hull 37 shape forward including an optional center forward bow 38 positioned forward of the sidehull connecting wetdeck. Note that these forward portions of the port and starboard sidehull outer
  • sidewalls 111, 113 have hard outer chines 42 and
  • the port and starboard sidehull inner sidewalls 110, 112 are very narrow and preferably substantially water slicing like a knife blade in order to impart minimum resistance.
  • Figure 24 illustrates the port and starboard aft blowers 66, 68 and how they supply pressurized gas to the back side of movable seals 103 through 108.
  • the movable seals 103 through 108 are normally attached by hinge pins 50 to the hull 37. Air enters, as shown by air flow arrows 40, the port and starboard flow control valves 76, 78 and then is pressurized by aft blowers 66, 68 and discharged as indicated by gas flow arrows 74. Since the craft 37 is shown running level on a smooth sea surface in this example, the movable seals 103 through 108 are level and riding on the gas cushion water surfaces 35. There are normally substantially vertical adjacent to movable seal surfaces 57 on the hull.
  • port and starboard sidehull sidewalls 111, 113 have, preferably, become more rounded in shape on their lower portions than in the more forward sections illustrated by Figures 22 and 23. This approach of going from flatter angled or hard chine sidewall surfaces forward to more rounded surfaces aft provides good pitch stability forward coupled with best
  • port and starboard sidehull's outer sidewalls 111, 113 are rather wider and deeper than the port and starboard sidehull's inner sidewalls 110, 112. This gives highest transverse stability and minimum resistance.
  • Figure 25 is a cross sectional view the same as Figure 24, however, in Figure 25, the craft 37 is in a roll to starboard. As such, movable seals 103 through 108 are angled as they follow the gas cushion water surface 35. It is preferred that movable seals rather than fixed seals, as were shown in the port sidehull of Figures 2 and 5 for example, be positioned between sidehull gas cushions as they will follow the sidehull inner or gas cushion water surfaces 35 whereas the fixed seals cannot. Other items shown in Figure 25 are the same as listed under the just preceding detailed description of Figure 24 so they will not be repeated here.
  • Figure 26 illustrates a typical preferred hull transverse cross section that occurs once aft and clear of the bow sections and any intermediate movable seals such as were shown in Figures 24 and 25.
  • a movable seal be positioned at about the middle of the waterline length of a sidehull or slightly forward of said middle of the waterline length.
  • Figure 27 is a cross sectional view which is the same as Figure 26 except the craft or hull 37 is in a roll to starboard. It is important to realize that the inboard sidewalls of the sidehulls are narrower and also terminate higher on their lower water contacting surfaces than the outboard sidewalls in this preferred embodiment. This results in less resistance from the inboard sidewalls.
  • the port recess gas cushion water surface 35 is restrained by substantially even height port sidehull inner and outer sidewalls 110 and 111 in this roll condition. It is also important to note that the starboard sidehull gas cushion water surface 35 is lower in elevation and therefore at a higher pressure providing a maximum roll correcting lifting moment from the starboard side which is due to the higher starboard sidehull gas cushion pressure.
  • Figure 28 shows the preferred inverted-V stern seal. Note the more extreme angling to horizontal of the recess inner and outer angled surfaces 115, 116. Note also that the extension of these surfaces 115, 116 upward results in their meeting in an apex of the most desired inverted-V shape. It is considered a definition of this invention that the meeting of such angled recess surfaces 115, 116 at the apex 114 to form an inverted-V, either directly or in an extension as shown here, is an
  • Figure 29 shows a section of the gas recess stern seals. It can be seen that they have developed into almost full span horizontal flat surfaces 88. There is still a small inverted-V section that meets at apex 114. In the optimum low resistance configuration, this goes to a full-width substantially flat seal surface 88 further aft as can be noted from examination of Figure 20. It is also desirable, from a minimum high speed resistance standpoint, that the port and starboard sidehull inner sidewalls 110, 112 blend into the seal surface 88 in this area.
  • Figure 30 illustrates some typical intermediate movable seal elements 106, 107, 108 and a seal hinge pine 50.
  • the movable seal elements are at various elevations on their lower surfaces as they would be when following an irregular water surface.
  • Figure 31 shows a single movable seal element 106 and hinge pin 50 that is force biased and damped by a spring 109 and dashpot or shock absorber 63 that are attached to hull 37. While the shock absorber 63 and spring 109, either singularly or in combination as shown, are a good means to generate an additional downward force on the movable seal element 106, other means may be used. These include, but are not limited to, the force

Abstract

Unité marine de surface (37) à coussins d'air de sustentation sous coque multiple. Les coussins d'air assurent la sustentation de la plus grande partie de la masse de l'engin en fonctionnement. L'un des modes de réalisation met en ÷uvre des coques latérales profilées (95, 96) reliées mécaniquement par une structure d'interconnexion (99). L'engin (37) comporte une proue centrale (38) disposée entre les deux coques latérales (95, 96) pour gagner en stabilité par grosse mer. Des alvéoles (58, 59, 60) ménagées dans des coques latérales (95, 96) abritent des ailerons fixes (88-90) et mobiles (51-56). Le système de pressurisation de l'air dans les alvéoles comporte un système de contrôle (79) régulant la pression dans chacune des alvéoles (58, 59, 60). Une autre singularité réside dans l'utilisation de gouvernes à lames orientées verticalement (49) sur les côtés des coques latérales (95, 96) ayant pour but de réduire la trainée de la surface immergée par gros temps. Une autre singularité réside dans l'utilisation de générateurs de turbulence de flux d'air (39) dans la partie inférieure de la structure d'interconnexion des coques (79).
PCT/US1992/005300 1991-07-10 1992-06-22 Embarcation a coussins d'air a coque multiple WO1993001082A1 (fr)

Priority Applications (6)

Application Number Priority Date Filing Date Title
AU23030/92A AU654040B2 (en) 1991-07-10 1992-06-22 Multiple hull air ride boat
JP5502239A JPH06508804A (ja) 1991-07-10 1992-06-22 多船体式エアライドボート
EP92915379A EP0592592A4 (fr) 1991-07-10 1992-06-22 Embarcation a coussins d'air a coque multiple.
BR9206261A BR9206261A (pt) 1991-07-10 1992-06-22 Embarcação tendo colchões de gás portantes dispostos em cascos laterais tipo catamarã
FI940076A FI940076A0 (fi) 1991-07-10 1994-01-07 Monirunkoinen ilmatyynyvene
NO940067A NO940067L (no) 1991-07-10 1994-01-07 Flerskrogs luftputebåt

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
US07/728,887 US5176095A (en) 1976-11-01 1991-07-10 Multiple hull air ride boat
US728,887 1991-07-10
US87138792A 1992-04-21 1992-04-21
US871,387 1992-04-21

Publications (1)

Publication Number Publication Date
WO1993001082A1 true WO1993001082A1 (fr) 1993-01-21

Family

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Application Number Title Priority Date Filing Date
PCT/US1992/005300 WO1993001082A1 (fr) 1991-07-10 1992-06-22 Embarcation a coussins d'air a coque multiple

Country Status (14)

Country Link
EP (1) EP0592592A4 (fr)
JP (1) JPH06508804A (fr)
CN (1) CN1034115C (fr)
AU (1) AU654040B2 (fr)
BR (1) BR9206261A (fr)
FI (1) FI940076A0 (fr)
IL (1) IL102341A (fr)
MX (1) MX9204028A (fr)
MY (1) MY107994A (fr)
NO (1) NO940067L (fr)
NZ (1) NZ243473A (fr)
SG (1) SG46712A1 (fr)
TW (1) TW221399B (fr)
WO (1) WO1993001082A1 (fr)

Cited By (1)

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Publication number Priority date Publication date Assignee Title
EP3290325A1 (fr) * 2016-08-30 2018-03-07 Silverstream Technologies B.V. Système de lubrification par air ayant un déflecteur de vaguelettes pour un récipient

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CN1048219C (zh) * 1994-05-10 2000-01-12 黄文章 船底具有气垫凹部的水翼船
CN101412435B (zh) * 2002-05-07 2011-10-05 Dk集团荷属安的列斯群岛公司 气腔船
TWI381977B (zh) * 2010-07-28 2013-01-11 Ship & Ocean Ind R & D Ct Side bend can be broken buffer type bow
CN102465512A (zh) * 2010-11-18 2012-05-23 沈阳理工大学 气垫船运行形成波阻共振破冰方法
WO2013178018A1 (fr) * 2012-05-29 2013-12-05 重庆韵涵船舶技术有限公司 Véhicule à coussin d'air sans ventilateur de sustentation
CN103158834B (zh) * 2013-04-03 2015-12-23 黄安静 一种风效水撬船
CN105292375B (zh) * 2015-10-30 2017-11-03 张家港江苏科技大学产业技术研究院 一种可变双体气垫游艇
CN107719353B (zh) * 2017-11-10 2023-11-28 上海析易船舶技术有限公司 耐波型无垫升风扇气垫船

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US1307135A (en) * 1917-09-17 1919-06-17 Christopher J Lake Hydroplane, also applicable to hydroaeroplanes.
US3191572A (en) * 1963-08-21 1965-06-29 Wilson Henry Allen Reduced friction hull construction for power boats
US3606857A (en) * 1968-06-17 1971-09-21 Charles T Sundquist Marine propulsion systems
US4393802A (en) * 1980-05-16 1983-07-19 Rizzo Salvatore A Boat hull with underside channel

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ES533784A0 (es) * 1984-06-28 1985-06-01 Gonzalez Castro Jose A Nuevo sistema de flotacion para vehiculos acuaticos
FR2607098A1 (fr) * 1986-11-24 1988-05-27 Pingon Pierre De Catamaran a effet de surface

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Publication number Priority date Publication date Assignee Title
US1307135A (en) * 1917-09-17 1919-06-17 Christopher J Lake Hydroplane, also applicable to hydroaeroplanes.
US3191572A (en) * 1963-08-21 1965-06-29 Wilson Henry Allen Reduced friction hull construction for power boats
US3606857A (en) * 1968-06-17 1971-09-21 Charles T Sundquist Marine propulsion systems
US4393802A (en) * 1980-05-16 1983-07-19 Rizzo Salvatore A Boat hull with underside channel

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3290325A1 (fr) * 2016-08-30 2018-03-07 Silverstream Technologies B.V. Système de lubrification par air ayant un déflecteur de vaguelettes pour un récipient
WO2018044163A1 (fr) * 2016-08-30 2018-03-08 Silverstream Technologies B.V. Système de lubrification à air avec déflecteur de vagues pour un navire
US10759498B2 (en) 2016-08-30 2020-09-01 Silverstream Technologies B.V. Air lubrication system with a wave deflector for a vessel

Also Published As

Publication number Publication date
EP0592592A1 (fr) 1994-04-20
BR9206261A (pt) 1995-10-17
TW221399B (fr) 1994-03-01
FI940076A (fi) 1994-01-07
CN1068300A (zh) 1993-01-27
AU654040B2 (en) 1994-10-20
FI940076A0 (fi) 1994-01-07
CN1034115C (zh) 1997-02-26
IL102341A (en) 1995-11-27
MX9204028A (es) 1993-02-01
NO940067L (no) 1994-03-07
MY107994A (en) 1996-07-15
NZ243473A (en) 1995-11-27
NO940067D0 (no) 1994-01-07
EP0592592A4 (fr) 1994-12-28
JPH06508804A (ja) 1994-10-06
SG46712A1 (en) 1998-02-20
AU2303092A (en) 1993-02-11

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