DESCRIPTION

Field of the Invention

This invention relates to the field of marine surface vessels supported at least in part by a pressurized gas cushion; with the gas supplied all or partially by a pow¬ ered blower, gas turbine or other engine exhaust, or other artificial means; that is restrained in a recess or cham¬ ber in the underside of the hulls with particular improve- ments relating to an easily changed movable seal located at a forward portion of the air cavity, improvements in the recess and sidehull concepts to improve stability and ride quality, and means to vary pressure at the seal and portions of the gas cushion.

Background of the Invention

The current invention is a further improvement to applicant's earlier inventions in this field, generally entitled "Air Ride Boat Hulls". All of these inventions require the introduction of pressurized gas into a recess in the underside of the boat hull to improve operating speeds and load carrying capabilities, allow elevation of the boat at dockside by filling the recess with pressurized gas, provide superior ride qualities, and improve stability and safety of operation.

All of the aforementioned features are provided while retaining fabrication and operation costs that are compe¬ titive with conventional hull designs. Much of the back- ground for the current invention is discussed in appli¬ cant's earlier patents with a good summary of this back-

ground presented in U.S. Letters Patents 4,392,445 and 4,587,918 so that will not be restated here. The instant invention offers improvements and/or refinements to the latter referenced U.S. Patents as are discussed in the following sections.

Summary of the Invention

The object of the present invention is to offer the advantages of previous Air Ride boat hull concepts, as discussed in U.S. Letters Patents 4,392,445 and 4,587,918, coupled with further improvements in stability, ride qual¬ ity, performance, handling of engine and blower exhaust and ease of seal fabrication, installation and replacement. Advances due to the preferred embodiments of the current invention include a recess or chamber that is bounded by improved high stability catamaran-like sidehulls that allow better operation, when the recess is not pressurized or is only partially pressurized with gas, especially when at rest or at low or intermediate speeds. This is possible since special secondary hyrdostatic and/or hydrodynamic lifting surfaces, that primarily make water contact only when the recess is not pressurized, are located above the normal sidehull water contacting planing surfaces. The use of diverging sidehull keels allows the inner lifting surfaces to be at least partially shielded from wave impact during operation.

Further improvements to the preferred embodiment of the invention include separate recess longitudinal compart- ments, separated preferably on the hull centerline, with the compartments supplied with air from blower wheels that are deiven by the same prime mover where possible. In the ideal situation, the blower wheels utilize a common drive system for simplicity and maximum safety of operation in a roll situation. It is also possible to incorporate a

a gas flow directing valve in a blower discharge duct to regulate pressures at the forward seal(s) and the gas cush¬ ion(s) after portions.

In the case of separate recess comp _artments, the com- partments would preferably be of deep substantially in- verted-V configurations to insure a cushioning effect from the pressurized gas when large waves are encountered. The substantially inverted-V recess compartment(s) can slope upward from fore to aft thereby allowing water waves in the recess to pass with minimum hull impact forces. The deep substantially inverted-V recess shapes and the fore to aft sloping of the top of the recess provides reduced gas compression loading effects due to the wave passing in the recess either individually or in combination. These substantially inverted-V recess shapes are normally car¬ ried aft and then lessen in depth, and therefore form less -steep angles, as they approach the transom thereby forming a substantially rigid seal at the aft end of a recess. The use of a downwardly sloping substantially inverted-V aft seal design has p oven to be extremely soft riding in a 65-foot Air Ride commercial vessel, the AIR RIDE EXPRESS, that has been in service since mid-1983.

The forward movable seals are preferably made of flex¬ ible material and formed into shape by having discharge gas from a blower impinging on their backside. The top of the seal elements are best attached to substantially rigid, preferably metal or fiberglass, end caps that in turn at¬ tach to the hull. Therefore, removal of a seal element requires only that an optional forward deck hatch be opened, the seal top cap bolts removed, and the selected seal ele¬ ment, including the top cap, removed. Installation is sim¬ ply a reversal of this procedure.

The preferred embodiment attachment means for the sides of the seals is to lap the seal material over a

rather stiff (high durometer) elastomeric material, prefer¬ ably a neopreme rubber, that is shaped as a rod or tube. The seal overlap and the rod or tube are then bonded to¬ gether to form a rounded male seam that then slides into a mating female track in the boat. A means to stagger the individual seal elements fore and aft, while maintaining identical seal designs port and starboard, is provided by a unique extruded attaching system. In this system,both sides of a seal element attach in essentially the same plane with planes for alternate seal elements staggered fore and aft if desired. This concept also provides better wave impact characteristics since in frontal shape it pre¬ sents a staggered V or inverted-V shape.

Another benefit of this invention is the ability to use engine exhaust to either fully or partially pressurize the gas cushion. A part of this concept involves use of a valve in some instances to prevent pressurized gas from the gas cushion from flowing back through an engine that is not operating as this could severely damage the engine. The benefits of supplying engine exhaust to the gas cushion are threefold: 1) a reduction in ambient noise level next to the boat and no need for mufflers, 2) a reduction heated exhaust signature which is especially important in the case of gas turbine installations, and 3) a reduction in or eli- mination of blower power requirements with a typical diesel engine exhaust flow capable of supplying about 15 percent of gas cushion needs and some gas turbine exhaust flows capable of supplying all of gas cushion needs.

The invention will be better understood upon reference to the drawings and detailed description of the invention which follow in which:

Brief Description of the Drawings

Figure 1 is a top partial cutaway view of a boat hull to the present invention showing typical engine and propul-

sor, surface propeller drives in this instance, installa¬ tions and details of a blower, including its drive engine and discharge duct systems, and seal system at the forward portion of the hull. Figure 2 is a side partial cutaway view of a boat hull to the present invention showing the same items as Figure 1 which includes a seal removal hatch, blower discharge valve, and openings for blower discharge gas into the hull recess. Figure 3 is a bottom view of a hull to the present invention including two seal elements for illustration but less the other machinery included in Figures 1 and 2. Figure 4 is a sectional longitudinal view of the in¬ ventive hull, as taken through section 4-4 of Figure 3, which shows a sloping upper recess surface and the down¬ wardly sloping rear rigid structure seal.

Figure 5 is a partial sectional transverse view of the hull, as taken through section 5-5 of Figure 3, which shows the intersection of and inverted V recess surfaces in phan- torn lines that make up an inverted V intersection while un¬ der the deckline of the hull and waterlines when under dy¬ namic operation with the blower ON.

Figure 6 is a partial sectional transverse view of the hull, as taken through section 6-6 of Figure 3, which shows the aft substantially rigid seal configuration in trans¬ verse view.

Figure 7 is a partial sectional transverse view of the hull, as taken through section 7-7 of Figure 3, which shows the waterline when underway with the blower OFF. Figure 8 is the same partial sectional view as pre¬ sented in Figure 7, as taken through section 8-8 of Figure 3, but with a waterline that represents dynamic operation with the blower ON.

Figure 9 is a transverse sectional view of the hull,

as taken through section 9-9 of Figure 3, with the hull in a ten degree roll situation to show the benefits of the deep inverted V separated compartments.

Figure 10 is a transverse sectional view of another more conventional type pressurized gas cushion hull as done to compare stability in roll to the present invention as shown in Figure 9.

Figure 11 presents a variation of the present inven¬ tion with a single inverted V recess shape. Figure 12 is a sectional view of the movable seal ele¬ ments as used in the preferred embodiment of the present invention, as taken through section 12-12 of Figure 4,which shows blower gas inlets into the seal element compartments, preferred seal staggered attachment means, and divider as used to separate blower discharge gas flow.

Figure 13 is an isometric projection of a typical seal element and seal top cap along with typical attachment hardware.

Figure 14 is a sectional view, as taken through sec- tion 14-14 of Figure 13, which shows detail of fabrication of the seal element side bead including the center high durometer elasto etric member.

Figure 15 is a greater detail sectional view of mov¬ able seal elements and their preferred attachment extru- sions which include staggered female attachment means.

Detailed Description

With reference to each of the aforementioned Figures in turn, and using like numerals to designate similar parts throughout the several views, a preferred embodiment and several alternative embodiments will now be described.

Figure 1 discloses the top view of a boat to the in¬ ventive hull 72 showing main propulsor engines 20 and sur¬ face drives and propellers 21. The instant invention in- eludes a unique exhaust system, not shown, for both pro-

pulsor engines 20 and blower engine 26 that involves dis¬ charging the exhaust into the gas cushion under the boat 72 after passing through a valve, with most any type of diverting, power actuated, or check valve that can operate in the exhaust environment being acceptable, to thereby supplement or replace blower 23 gas flow requirements with the valve necessary to prevent the flow of gas back into the engine when the engine is not operating.

Also shown in Figure 1 are the blower 23 and its drive engine 26, blower shaft bearings 23, blower shaft 26, sep¬ arated blower wheels 24 and 25, blower discharge valve han¬ dle 31, blower discharge separator or divider 40, movable seal elements 33, port and starboard deck sheer lines 35, and 34, deck 35 and gas discharge openings into the recess 39. The use of separated blower sheels 24 and 25 and duct¬ ing contributes to overall system roll stability as is ex- plained in following sections.

Figure 2 discloses a side view of the inventive hull 72 with sections cut out to show a main engine 20 and drive including surface propeller 21. Note that other type drive systems, including waterjets, conventional propellers, etc. can be used. Also shown in this figure are the blower 23, blower bearing 37, blower discharge valve or flap 29, deck hatch 32 that is used during seal 33 removal, discharge openings 39 into gas recess 73, forward recess divider 40, center recess hull 74, center divider skeg 59, and bow mem¬ ber 60. Other items are the transom 43, starboard deck sheer line 34, deck 36, starboard catamaran sidehull keel 41, and lower, middle, and upper starboard chine lines 46, 48, and 50.

Figure 3 shows a bottom view of the inventive hull 72 less machinery but with two seal elements 33 in position for illustration. Shown are the center recess hull 73, re¬ cess bow 60, sidehull keels 53 and 54, lower outer chine

lines 45 and 46, upper outer chine lines 49 and 50, deck sheer lines 34 and 35, recess 73, aft seal 61, aft seal forward line 62, forward divider 40, aft skeg divider 59, recess surfaces 75, 76, 77, and 78, inverted V intersec- tions 55 and 56 (these are also the top of recess in this case), seal discharge orifices 63, and recess discharge orifices 39. It can be seen that secondary lifting sur¬ faces as defined by lines 42 and 54 on the port side and 41 and 53 on the starboard side are shielded from water contact during normal dynamic operation when the blower is ON by the sidehulls as defined by forward sections of the diverging sidehull keels 42 and 41.

Figure 4 is a sectional side view as taken through section 4-4 of Figure 3 that shows a rising, fore to aft, recess top 55 although a slope in the other direction is also possible. The effect ojf a slope in the top of the chamber is to allow passing waves to present a different compressibility effect fore to aft which can be beneficial to ride quality when properly applied. Also shown are the aft seal 61, sidehull keel 42, transom 43, aft seal forward line 62, recess surface 78, recess bow 60, forward divider 40, blower discharge valve 29, recess center skeg 59, and deck 36. It can be seen that the seal elements can be eas¬ ily removed through the opening that passes through the front of the deck 36.

Figure 5 shows a transverse vertical plane of the hull 72 as taken through section 5-5 of Figure 3. This view shows the dynamic calm sea waterline 58 as it would occur with the blower ON. Note that the inner and outer sidehull secondary lifting surfaces, as defined by 51 to 53 and 47 to 49 respectively, are clear of the waterline 58. Also shown in this figure are outer chines 45, 47, and 49, sheer 35, deck line 36, inner sidehull chines 51 and 53, recess surfaces 75 and 77, extended recess surfaces point of inter-

section 55, recess bow 60, and divider 40.

Figure 6 is a vertical transverse plane, as taken through section 6-6 of Figure 3, showing a cross-section through the aft seal 61. This shows the dramatically re- duced depth of an inverted V as is required for aft end of recess gas cushion sealing. The term inverted V as used in this application can include planar and/or curvilinear surfaces. Also shown are the dynamic calm sea waterline 58, outer chines 45, 47 and 49, sheer 35, deck 36, hull vertical centerline 44, recess surfaces 75 and 77, point of inverted V 55, center hull 74, and catamaran sidehull keel 42.

Figure 7 is a vertical transverse plane as taken through section 7-7 of Figure 3 that shows the dynamic calm sea waterline 58 when running with the recess 73 not pres¬ surized. This shows that the secondary lifting surfaces on either side of the sidehull, as defined by 51 to 53 and 47 to 49, are being used for lift as they are water con¬ tacting. Also shown are the sheer line 35, deck 35, ver- tical centerline of the hull 44, center hull 74, and cen¬ ter recess dividing skeg 59, and intersection of recess surfaces 55. It is also to be noted that surfaces of the recess form an inverted V with the point of the V at 55, which is below the hull deck line 36, in a position to pro- vide a deep inverted V in this vertical transverse plane of the hull 72. It is considered to be a definition of this application that an inverted V is formed by recess surfaces so long as said recess surfaces intersect, either directly or by extension as shown in this figure, in a transverse vertical plane of the hull to form a substan¬ tially inverted V shape while within an upper limit that is defined by the deck 36.

Figure 8 is the same vertical transverse plane view as presented in Figure 7 but with the dynamic waterline 58 shown for a running condition with the blower ON and the

recess 73 pressurized with gas. Note that the secondary lifting surfaces, as defined by 51 to 53 and 47 to 49, are clear of the water during calm sea operation. Also shown are the catamaran sidehull keel 42, center hull 74, divid- ing skeg 59, recess surfaces 75 and 77, point of intersec¬ tion of sidehull surfaces 55, and hull vertical centerline plane 44.

Figure 9 presents a cross-section of the hull 73 as seen in a vertical transverse plane as taken through 9-9 of Figure 3 but while in a ten degree tilted condition. This was done to show the effect of the center hull 74, skeg 59, and the deep inverted V compartments on roll sta¬ bility. Shown are the waterlines 58; port side outer chines 45, 47, and 49, inner chines 51 and 53, recess sur- faces 75 and 77, intersection of recess surfaces 55, side¬ hull keel 42, and sheer 35; starboard side outer chines 46, 48, and 50, inner chines 52 and 54, recess surfaces 76 and 78, intersection of recess surfaces 56, sidehull keel 41, and sheer 34; vertical centerline of the hull 44; deck line 36; center hull 74; and skeg 59.

Further items. of interest are the location of center of gravity, designated by C.G., tilt or role angle alpha, the gas cushion widths wl and w2 on either side of the cen¬ ter hull 74 and skeg 59, cushion pressures pi and p2, cush- ion lifting forces fl and f2, and cushion lifting forces moment arms rl and r2. Using these drawings and a scale of 1/4 inch equals 1 foot results in a beam at the deck of 23 feet. Based on previous designs, this beam is appropriate for a 65 foot hull with a 50 foot long gas cushion. The appropriate values are wl and w2, 7.7 and 7.7 ft.; pi and p2, 42 and 125 pounds per square foot (psf) ; and rl and r2, 5 and 3.5 ft. Note that the values of pi and p2 are dependent on the depth of submergence below the sea level waterline. It is possible to calculate the moments about the C.G. where: Moments equal w x p x r x L. Using

-li¬

the just mentioned values, and a 50 ft. gas cushion length (L) , the righting moment from the higher starboard side gas cushion is negative 80, 850 ft-lb and for the lower port side is positive 168, 438 ft-lb. The result is a positive 87,588 ft-lb of righting moment for the instant invention in this ten degree roll condition. Review of the follow¬ ing Figure 10 discussion allows a comparison with a more conventional gas cushion hull design cushion effect right¬ ing moment. Figure 10 shows a more conventional gas cushion boat hull, commonly known in the United States as the Surface Effect Ship (SES) , to the same proportions and at the same ten degree tilt or roll angle as the instant invention shown in Figure 9. Shown are the deck 36, sheer lines 34 and 35, recess surfaces 75 and 76, pressurized gas cushion 73, hull vertical centerline 44, sidehull keels 41 and 42, chines 45 and 46, and waterlines 58.

Using the same analysis procedure as used just preced¬ ing for Figure 9 and measured values as follows: w3, 15.6 ft.; p3, 42 psf; and r3, 1.5 ft., the righting moment due to gas cushion pressure is negative 49,140 ft-lb for this SES. So the overall effect of the gas cushion in this roll condition for the SES is to have the SES want to roll more. This must, of course, be compensated for by lift from the sidehulls but the condition can become severe and dangerous. Looking back at the instant invention, from the preceding discussion about Figure 9, a positive righting moment of 87,588 ft.-lb was realized. This means that, for the exam¬ ple given, the instant invention gas cushion supplies 2.78 times the righting force compared to the SES.

Figure 11 shows a simpler version of the present inven¬ tion that does not include a center hull. This concept pro¬ vides good ride qualities although it does not provide the roll stability advantage as outlined in the discussions about Figures 9 and 10. The stern seal would preferably

be a single inverted V for this arrangement. Shown are the port outer sidehull chines 45, 47, and 49, port inner sidehull chines 51 and 53, starboard outer sidehull chines 46, 48, and 50, satrboard inner sidehull chines 52 and 54, port sidehull keel 42, starboard sidehull keel 41, recess surfaces 75 and 76, recess surface intersection point 57, hull vertical centerline 44, sheer lines 34 and 35, gas cushion 73, dynamic waterlines 58, and deck line 36.

Figure 12 is a cross-sectional view as taken through section 12-12 of Figure 4. This section shows seal ele¬ ments 33, sidehull forward portions 68 and 69, gas flow duct divider 40, seal element attachment surfaces 79, and flow openings or orifices 63. The fact that the seal ele¬ ment attachment surfaces 79 and hence the seal elements 33 are staggered fore and aft provides for better water entry forward, stronger structure, and better appearance since a more or less standard pointed or rounded bow can be main¬ tained.

Figure 13 shows a typical movable seal element 33 with preferred arrangement seal element side beads 65 for at¬ tachment. Another important feature or this concept is the top cap 64, normally made of rigid material such as metal or fiberglass, which forms the seal element 33 into shape at its uppermost portion and also provides attachmentmeans. Typical attachment fasteners 70 are also shown. The seal elements 33 themselves are normally made of a movable and preferably flexible material such as fabric reinforced rub¬ ber.

Figure 14 is a sectional view taken through the seal side bead section 14-14 of Figure 13. This attachment bead 65 is preferably made by lapping the seal itself over an elasto eric member 70 that is in the shape of a rod as shown although other shapes and materials are acceptable.

Figure 15 presents an enlarged partial view of the elements and attachment means show in Figure 12. This de-

tail shows a sidehull 69, seal element attachment surface 79, gas flow orifice 63, seal element attachment beads 65, and seal elements 33. Importantly shown are outside cor¬ ner seal attachment extrusion 66 and inside corner seal attachment extrusion 67. It is possible to make the inside corner unit 67 by machining of the outside corner unit 66 which reduces extrusion tooling and inventory costs.

While the invention has been described in connection with a preferred and several alternative embodiments, it will be understood that there is no intention to thereby limit the invention. On the contrary, there is intended to be covered all alternatives, modifications and equivalents as may be included within the spirit and scope of the in¬ vention as defined by appended claims, which are the sole definition of the invention.