U.S. patent application number 13/142592 was filed with the patent office on 2012-02-02 for articulated marine vehicle.
This patent application is currently assigned to DRUMMOND ISLAND MOLD & ENGINEERING, INC.. Invention is credited to Garry Ronald Wiltse.
Application Number | 20120024211 13/142592 |
Document ID | / |
Family ID | 42317139 |
Filed Date | 2012-02-02 |
United States Patent
Application |
20120024211 |
Kind Code |
A1 |
Wiltse; Garry Ronald |
February 2, 2012 |
ARTICULATED MARINE VEHICLE
Abstract
Stabilizers (14.1, 14.2) coupled to associated stanchions (20.1,
20.2) and associated linkage assemblies (16.1, 16.2) on both sides
of a central hull (12) provide for piercing or cutting through
waves (76'). Aerodynamic surfaces (18.1, 18.2, 112, 114, 116, 118)
over the linkage assemblies (16.1, 16.2) provide lift, as may a
central keel (68) on the central hull (12). In one embodiment, each
stanchion (20.1, 20.2) is coupled to the central hull (12) with a
four-bar linkage assembly (16.1', 16.2') incorporating pivot
bushings (78, 80, 86, 88, 92, 94, 98, 100) depending from the
central hull (12) and the associated stanchion (20.1, 20.2) in
cooperation with two pairs of non-parallel hinge pins (82.1, 82.2,
82.3, 82.4), respectively, with associated wedge-shaped aerodynamic
surfaces (112', 114', 116', 118') attached to the linkage assembly
(16.1, 16.2). The height of the stabilizers (14.1, 14.2) relative
to the central hull (12) is adjustable using associated actuators
(42.1, 42.2) in cooperation with the linkage assemblies (16.1,
16.2) either providing for, or responsive to, different operating
conditions. Dampers (42') may be associated with or incorporated in
the actuators (42.1, 42.2) to provide for dampening associated
shock and vibration.
Inventors: |
Wiltse; Garry Ronald;
(Drummond Island, MI) |
Assignee: |
DRUMMOND ISLAND MOLD &
ENGINEERING, INC.
Drummond Island
MI
|
Family ID: |
42317139 |
Appl. No.: |
13/142592 |
Filed: |
January 7, 2010 |
PCT Filed: |
January 7, 2010 |
PCT NO: |
PCT/US2010/020403 |
371 Date: |
June 28, 2011 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
61143104 |
Jan 7, 2009 |
|
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|
Current U.S.
Class: |
114/39.21 ;
114/272; 440/38; 89/36.12; 89/918; 89/937 |
Current CPC
Class: |
B63B 1/14 20130101; B63B
1/285 20130101; Y02T 70/10 20130101; B63B 15/02 20130101; B63B
1/322 20130101; Y02T 70/12 20130101 |
Class at
Publication: |
114/39.21 ;
114/272; 440/38; 89/36.12; 89/918; 89/937 |
International
Class: |
B63B 1/32 20060101
B63B001/32; B63H 11/00 20060101 B63H011/00; B63H 1/14 20060101
B63H001/14; B63B 3/10 20060101 B63B003/10; B63B 15/00 20060101
B63B015/00; B63B 1/26 20060101 B63B001/26; B63H 25/06 20060101
B63H025/06; B63B 3/38 20060101 B63B003/38; B63H 9/04 20060101
B63H009/04 |
Claims
1. An articulated marine vehicle adapted to operate on a body of
water, comprising: a. at least one central hull; b. a first
outboard stanchion; c. a second outboard stanchion; d. at least one
first linkage operatively coupling said first outboard stanchion to
a first outboard side of said at least one central hull, wherein
said at least one first linkage pivots about a first upper inboard
hinge operatively coupled to said first outboard side of said at
least one central hull; e. at least one second linkage operatively
coupling said second outboard stanchion to a second outboard side
of said at least one central hull, wherein said second outboard
side is opposite to said first outboard side, and said at least one
second linkage pivots about a second upper inboard hinge
operatively coupled to said second outboard side of said at least
one central hull; f. at least one first outboard buoyant stabilizer
operatively coupled to a base of said first outboard stanchion; g.
at least one second outboard buoyant stabilizer operatively coupled
to a base of said second outboard stanchion; h. a first
substantially continuous surface either incorporated in or
operatively coupled to said first outboard stanchion, wherein said
first substantially continuous surface extends in a first direction
from a first region proximate to said at least one first outboard
buoyant stabilizer to a second region proximate to said at least
one first linkage, said first substantially continuous surface
extends in a second direction along a substantial portion of a
length of said at least one central hull, and said first direction
is orthogonal to said second direction; i. a second substantially
continuous surface either incorporated in or operatively coupled to
said second outboard stanchion, wherein said second substantially
continuous surface extends in a third direction from a third region
proximate to said at least one second outboard buoyant stabilizer
to a fourth region proximate to said at least one second linkage,
said second substantially continuous surface extends in a fourth
direction along a substantial portion of said length of said at
least one central hull, and said third direction is orthogonal to
said fourth direction; j. a first airfoil assembly operatively
coupled to or a part of said at least one first linkage, wherein
said first airfoil assembly is operative between said first
outboard side of said at least one central hull and said first
outboard stanchion so as to provide for pressurizing a first
portion of air within a first cavity between said first outboard
side of said at least one central hull and said first outboard
stanchion responsive to a forward motion of the articulated marine
vehicle over a body of water, and said first cavity is also below
said first airfoil assembly and above an upper surface of said body
of water; k. a second airfoil assembly operatively coupled to or a
part of said at least one second linkage, wherein said second
airfoil assembly is operative between said second outboard side of
said at least one central hull and said second outboard stanchion
so as to provide for pressurizing a second portion of air within a
second cavity between said second outboard side of said at least
one central hull and said second outboard stanchion responsive to
said forward motion of the articulated marine vehicle over a body
of water, and said second cavity is also below said second airfoil
assembly and above an upper surface of said body of water; l. at
least one first actuator operative between said at least one
central hull and said at least one first linkage, wherein said at
least one first actuator provides for rotating both said at least
one first linkage and said first airfoil assembly relative to said
at least one central hull, and said at least one first actuator
provides for raising or lowering said at least one first outboard
buoyant stabilizer relative to said at least one central hull
responsive to the rotation of said at least one first linkage
relative to said at least one central hull; m. at least one second
actuator operative between said at least one central hull and said
at least one second linkage, wherein said at least one second
actuator provides for rotating both said at least one second
linkage and said second airfoil assembly relative to said at least
one central hull, and said at least one second actuator provides
for raising or lowering said at least one second outboard buoyant
stabilizer relative to said at least one central hull responsive to
the rotation of said at least one second linkage relative to said
at least one central hull;
2. An articulated marine vehicle as recited in claim 1, wherein
said at least one central hull comprises a corresponding at least
one central keel extending downward and forwards of the
corresponding at least one central hull.
3. An articulated marine vehicle as recited in claim 2, wherein
said corresponding at least one central keel comprises a
corresponding at least one convex V-shaped surface that is offset
from said corresponding at least one central hull.
4. An articulated marine vehicle as recited in claim 2, wherein a
bow portion of said at least one central keel is shaped so that a
width thereof increases monotonically from bottom to top of said
bow of said at least one central hull.
5. An articulated marine vehicle as recited in claim 1, wherein
said at least one central hull comprises a pair of central hulls,
each said at least one central hull of said pair of central hulls
comprises a central stanchion supported by a pontoon, and said at
least one central hull further comprises a platform supported by
both said central stanchions of said pair of central hulls.
6. An articulated marine vehicle as recited in claim 1, further
comprising a power plant driven propeller or water pump operatively
coupled to said at least one central hull that provides for
generating a reaction force against water of said body of
water.
7. An articulated marine vehicle as recited in claim 1, further
comprising a sail mast operatively coupled to said at least one
central hull, wherein said sail mast provides for supporting a
sail, and said sail provides for propelling the articulated marine
vehicle responsive to an action of wind on said sail.
8. An articulated marine vehicle as recited in claim 1, wherein
said at least one central hull comprises a tapered socket that
provides for receiving a tapered base of a sail mast, said sail
mast provides for supporting a sail, and said sail provides for
propelling the articulated marine vehicle responsive to an action
of wind on said sail.
9. An articulated marine vehicle as recited in claim 8, wherein
said tapered socket is located between a pair of transverse
bulkheads within said at least one central hull.
10. An articulated marine vehicle as recited in claim 1, further
comprising at least one power plant driven propeller or water pump
operatively coupled to or incorporated within at least one of said
at least one first outboard buoyant stabilizer and said at least
one second outboard buoyant stabilizer.
11. An articulated marine vehicle as recited in claim 1, wherein a.
said at least one first linkage comprises a first four-bar linkage
comprising: i. at least one first upper link extending between and
hinged about both said first upper inboard hinge and a first upper
outboard hinge; and ii. at least one first lower link extending
between and hinged about both a first lower inboard hinge and a
first lower outboard hinge, wherein said at least one first upper
link is above and substantially parallel to said at least one first
lower link, said at least one first upper link and said at least
one first lower link are of substantially equal length, said first
upper inboard hinge is substantially parallel to said first upper
outboard hinge, said first lower inboard hinge is substantially
parallel to said first lower outboard hinge, said first upper
inboard hinge and said first lower inboard hinge are each
operatively coupled to said first outboard side of said at least
one central hull; and iii. said first upper outboard hinge and said
first lower outboard hinge are each operatively coupled to said
first outboard stanchion; and b. said at least one second linkage
comprises a second four-bar linkage comprising: i. at least one
second upper link extending between and hinged about both said
second upper inboard hinge and a second upper outboard hinge; and
ii. at least one second lower link extending between and hinged
about both a second lower inboard hinge and a second lower outboard
hinge, wherein said at least one second upper link is above and
substantially parallel to said at least one second lower link, said
at least one second upper link and said at least one second lower
link are of substantially equal length, said second upper inboard
hinge is substantially parallel to said second upper outboard
hinge, said second lower inboard hinge is substantially parallel to
said second lower outboard hinge, said second upper inboard hinge
and said second lower inboard hinge are each operatively coupled to
said second outboard side of said at least one central hull; and
said second upper outboard hinge and said second lower outboard
hinge are each operatively coupled to said second outboard
stanchion.
12. An articulated marine vehicle as recited in claim 11, wherein
a. said first upper inboard hinge is operatively coupled to said
first outboard side of said at least one central hull proximate to
an associated first gunwale thereof, said first upper outboard
hinge is operatively coupled to either an inboard side of said
first outboard stanchion or to or near a top of said first outboard
stanchion, said first lower inboard hinge is operatively coupled to
said first outboard side of said at least one central hull, and
said first lower outboard hinge is operatively coupled to said
inboard side of said first outboard stanchion; and b. said second
upper inboard hinge is operatively coupled to said second outboard
side of said at least one central hull proximate to an associated
second gunwale thereof, said second upper outboard hinge is
operatively coupled to either an inboard side of said second
outboard stanchion or to or near a top of said second outboard
stanchion, said second lower inboard hinge is operatively coupled
to said second outboard side of said at least one central hull, and
said second lower outboard hinge is operatively coupled to said
inboard side of said second outboard stanchion.
13. An articulated marine vehicle as recited in claim 12, wherein
said first upper inboard hinge is substantially parallel to said
associated first gunwale, and said second upper inboard hinge is
substantially parallel to said associated second gunwale.
14. An articulated marine vehicle as recited in claim 11, wherein
said first lower inboard hinge slopes downward from bow to stern
thereof relative to said first upper inboard hinge, said first
lower outboard hinge slopes downward from bow to stern thereof
relative to said first upper outboard hinge, said second lower
inboard hinge slopes downward from bow to stern thereof relative to
said second upper inboard hinge, and said second lower outboard
hinge slopes downward from bow to stern thereof relative to said
second upper outboard hinge.
15. An articulated marine vehicle as recited in claim 11, wherein
said first upper inboard hinge and said first lower inboard hinge
are substantially coplanar with respect to a first plane, said
first upper outboard hinge and said first lower outboard hinge are
substantially coplanar with respect to a second plane, said second
upper inboard hinge and said second lower inboard hinge are
substantially coplanar with respect to a third plane, and said
second upper outboard hinge and said second lower outboard hinge
are substantially coplanar with respect to a fourth plane.
16. An articulated marine vehicle as recited in claim 15, wherein
said first and third planes are each substantially parallel to a
vertical axis of the articulated marine vehicle.
17. An articulated marine vehicle as recited in claim 11, wherein
said first upper inboard hinge comprises and associated plurality
of interleaved first upper inboard hinge bushings that provide for
constraining relative motion of said at least one first linkage
relative to said at least one central hull along a first upper
inboard axis of rotation of said first upper inboard hinge, said
first upper outboard hinge comprises and associated plurality of
interleaved first upper outboard hinge bushings that provide for
constraining relative motion of said at least one first linkage
relative to said first outboard stanchion along a first upper
outboard axis of rotation of said first upper outboard hinge, said
second upper inboard hinge comprises and associated plurality of
interleaved second upper inboard hinge bushings that provide for
constraining relative motion of said at least one second linkage
relative to said at least one central hull along a second upper
inboard axis of rotation of said second upper inboard hinge, and
said second upper outboard hinge comprises and associated plurality
of interleaved second upper outboard hinge bushings that provide
for constraining relative motion of said at least one second
linkage relative to said second outboard stanchion along a second
upper outboard axis of rotation of said second upper outboard
hinge.
18. An articulated marine vehicle as recited in claim 17, wherein
said first lower inboard hinge slopes downward from bow to stern
thereof relative to said first upper inboard hinge, said first
lower outboard hinge slopes downward from bow to stern thereof
relative to said first upper outboard hinge, said second lower
inboard hinge slopes downward from bow to stern thereof relative to
said second upper inboard hinge, said second lower outboard hinge
slopes downward from bow to stern thereof relative to said second
upper outboard hinge, said first lower inboard hinge comprises an
associated plurality of interleaved first lower inboard hinge
bushings that that are spaced apart from one another so as to allow
for relative motion of said at least one first linkage relative to
said at least one central hull along a first lower inboard axis of
rotation of said first lower inboard hinge, said first lower
outboard hinge comprises an associated plurality of interleaved
first lower outboard hinge bushings that that are spaced apart from
one another so as to allow for relative motion of said at least one
first linkage relative to said first outboard stanchion along a
first lower outboard axis of rotation of said first lower outboard
hinge, said second lower inboard hinge comprises an associated
plurality of interleaved second lower inboard hinge bushings that
that are spaced apart from one another so as to allow for relative
motion of said at least one second linkage relative to said at
least one central hull along a second lower inboard axis of
rotation of said second lower inboard hinge, and said second lower
outboard hinge comprises an associated plurality of interleaved
second lower outboard hinge bushings that that are spaced apart
from one another so as to allow for relative motion of said at
least one second linkage relative to said second outboard stanchion
along a second lower outboard axis of rotation of said second lower
outboard hinge.
19. An articulated marine vehicle as recited in claim 11, wherein
at least one of said first upper inboard hinge, said first upper
outboard hinge, said second upper inboard hinge, and said second
upper outboard hinge comprises at least one strap hinge in
cooperation with at least one pair of associated hinge
bushings.
20. An articulated marine vehicle as recited in claim 11, wherein
at least one of said first lower inboard hinge, said first lower
outboard hinge, said second lower inboard hinge, and said second
lower outboard hinge comprises at least one strap hinge
incorporating a plurality of slots in at least one mounting portion
of said at least one strap hinge so as to provide for said at least
one mounting portion to slide relative to a remaining portion of
the articulated marine vehicle to which said at least one mounting
portion is mounted.
21. An articulated marine vehicle as recited in claim 1, wherein
said first outboard stanchion is rigidly connected to said at least
one first linkage at an outboard end of said at least one first
linkage, and said second outboard stanchion is rigidly connected to
said at least one second linkage at an outboard end of said at
least one second linkage.
22. An articulated marine vehicle as recited in claim 21, wherein
said at least one first actuator is operative external of said
first outboard side of said at least one central hull, and said at
least one second actuator is operative external of said second
outboard side of said at least one central hull.
23. An articulated marine vehicle as recited in claim 1, wherein
said at least one first outboard buoyant stabilizer comprises at
least one first outboard float, and said at least one second
outboard buoyant stabilizer comprises at least one second outboard
float.
24. An articulated marine vehicle as recited in claim 23, wherein
said at least one first outboard float comprises at least one first
closed tubular float, and said at least one second outboard float
comprises at least one second closed tubular float.
25. An articulated marine vehicle as recited in claim 1, wherein
said at least one first outboard buoyant stabilizer comprises at
least one first outboard hydrofoil, wherein said at least one first
outboard hydrofoil provides for generating a first buoyant lift
responsive to a first hydrodynamic interaction with water of said
body of water responsive to said forward motion of the articulated
marine vehicle relative to said body of water, and said at least
one second outboard buoyant stabilizer comprises at least one
second outboard hydrofoil, wherein said at least one second
outboard hydrofoil provides for generating a second buoyant lift
responsive to a second hydrodynamic interaction with water of said
body of water responsive to said forward motion of the articulated
marine vehicle relative to said body of water.
26. An articulated marine vehicle as recited in claim 1, wherein a
length of said at least one first outboard buoyant stabilizer
extends beyond said length of said at least one central hull, and a
length of said at least one second outboard buoyant stabilizer
extends beyond said length of said at least one central hull.
27. An articulated marine vehicle as recited in claim 1, wherein a
length of said at least one first outboard buoyant stabilizer is in
a range from 100% to 250% of said length of said at least one
central hull, and a length of said at least one second outboard
buoyant stabilizer is in a range from 100% to 250% of said length
of said at least one central hull.
28. An articulated marine vehicle as recited in claim 23, wherein a
buoyancy of said at least one first outboard buoyant stabilizer is
in a range from 25% to 45% of a total weight of said at least one
central hull, and a buoyancy of said at least one second outboard
buoyant stabilizer is in a range from 25% to 45% of said total
weight of said at least one central hull.
29. An articulated marine vehicle as recited in claim 1, wherein
said at least one first outboard buoyant stabilizer comprises at
least one first keel, and said at least one second outboard buoyant
stabilizer comprises at least one second keel.
30. An articulated marine vehicle as recited in claim 1, wherein
said at least one first outboard buoyant stabilizer comprises at
least one first planing board operatively coupled thereto, and said
at least one second outboard buoyant stabilizer comprises at least
one second planing board operatively coupled thereto.
31. An articulated marine vehicle as recited in claim 30, wherein
said at least one first planing board is hinged to an aft end of
said at least one first outboard buoyant stabilizer, and said at
least one second planing board is hinged to an aft end of said at
least one second outboard buoyant stabilizer, further comprising:
a. at least one first air shock absorber operative between said aft
end of said at least one first outboard buoyant stabilizer and an
aft portion of said at least one first planing board; and b. at
least one second air shock absorber operative between said aft end
of said at least one second outboard buoyant stabilizer and an aft
portion of said at least one second planing board.
32. An articulated marine vehicle as recited in claim 31, further
comprising: a. at least one associated first rudder mechanism
operatively associated with said at least one first planing board,
wherein said at least one associated first rudder mechanism
comprises at least one first rudder; and b. at least one associated
second rudder mechanism operatively associated with said at least
one second planing board, wherein said at least one associated
second rudder mechanism comprises at least one second rudder.
33. An articulated marine vehicle as recited in claim 30, wherein
said at least one first planing board comprises at least one first
actuator-driven bow plane operatively associated with a forward
portion of said at least one first outboard buoyant stabilizer, and
said at least one second planing board comprises at least one
second actuator-driven bow plane operatively associated with a
forward portion of said at least one second outboard buoyant
stabilizer.
34. An articulated marine vehicle as recited in claim 1, wherein at
least one of said at least one first outboard buoyant stabilizer
and said at least one second outboard buoyant stabilizer comprises
at least one of a fuel tank, a potable water tank, a wastewater
tank, a live well, a storage area and a ballast tank.
35. An articulated marine vehicle as recited in claim 11, wherein
said first airfoil assembly comprises a first lower surface
operatively coupled to a lower side of said at least one first
lower link, and said second airfoil assembly comprises a second
lower surface operatively coupled to a lower side of said at least
one second lower link.
36. An articulated marine vehicle as recited in claim 35, wherein
said first airfoil assembly further comprises a first upper surface
operatively coupled to an upper side of said at least one first
upper link, and a first leading edge joining forward edge portions
of said first upper surface and said first lower surface, and said
second airfoil assembly further comprises a second upper surface
operatively coupled to an upper side of said at least one second
upper link, and a second leading edge joining forward edge portions
of said second upper surface and said second lower surface.
37. An articulated marine vehicle as recited in claim 1, wherein
said at least one first actuator and said at least one second
actuator comprise pneumatically actuated automotive air shock
absorbers.
38. An articulated marine vehicle as recited in claim 1, further
comprising: a. a first forward control arm and a first aft control
arm, each pivoted about a first upper inboard hinge pin of said
first upper inboard hinge, wherein outboard portions of said first
forward and aft control arms extend within and are operatively
coupled to said at least one first linkage, inboard portions of
said first forward and aft control arms extend within said at least
one central hull, and said at least one first actuator comprises:
i. at least one first forward linear actuator operative between
said at least one central hull and a first forward inboard pivot
proximate to and operatively coupled to or a part of an inboard end
of said first forward control arm, ii. at least one first aft
linear actuator operative between said at least one central hull
and a first aft inboard pivot proximate to and operatively coupled
to or a part of an inboard end of said first aft control arm,
wherein an extension or retraction of said at least one first
forward linear actuator and said at least one first aft linear
actuator provides for rotating said at least one first linkage
about said first upper inboard hinge relative to said at least one
central hull; and b. a second forward control arm and a second aft
control arm, each pivoted about a second upper inboard hinge pin of
said second upper inboard hinge, wherein outboard portions of said
second forward and aft control arms extend within and are
operatively coupled to said at least one second linkage, inboard
portions of said second forward and aft control arms extend within
said at least one central hull, and said at least one second
actuator comprises: i. at least one second forward linear actuator
operative between said at least one central hull and a second
forward inboard pivot proximate to and operatively coupled to or a
part of an inboard end of said second forward control arm; and ii.
at least one second aft linear actuator operative between said at
least one central hull and a second aft inboard pivot proximate to
and operatively coupled to or a part of an inboard end of said
second aft control arm, wherein an extension or retraction of said
at least one second forward linear actuator and said at least one
second aft linear actuator provides for rotating said at least one
second linkage about said second upper inboard hinge relative to
said at least one central hull.
39. An articulated marine vehicle as recited in claim 38, wherein
said at least one first forward linear actuator comprises a pair of
first forward linear actuators that straddle said first forward
control arm, said at least one first aft linear actuator comprises
a pair of first aft linear actuators that straddle said first aft
control arm, said at least one second forward linear actuator
comprises a pair of second forward linear actuators that straddle
said second forward control arm, and said at least one second aft
linear actuator comprises a pair of second aft linear actuators
that straddle said second aft control arm.
40. An articulated marine vehicle as recited in claim 38, wherein
said first forward control arm is operatively associated with at
least one forward transverse bulkhead within and operatively
coupled to or a part of said at least one central hull, a first end
of said at least one first forward linear actuator is pivotally
connected to said at least one forward transverse bulkhead, a
second end of said at least one first forward linear actuator is
pivotally connected to said first forward inboard pivot, said first
aft control arm is operatively associated with at least one aft
transverse bulkhead within and operatively coupled to or a part of
said at least one central hull, a first end of said at least one
first aft linear actuator is pivotally connected to said at least
one aft transverse bulkhead, a second end of said at least one
first aft linear actuator is pivotally connected to said first aft
inboard pivot, said second forward control arm is operatively
associated with said at least one forward transverse bulkhead, a
first end of said at least one second forward linear actuator is
pivotally connected to said at least one forward transverse
bulkhead, a second end of said at least one second forward linear
actuator is pivotally connected to said second forward inboard
pivot, said second aft control arm is operatively associated with
said at least one aft transverse bulkhead, a first end of said at
least one second aft linear actuator is pivotally connected to said
at least one aft transverse bulkhead, and a second end of said at
least one second aft linear actuator is pivotally connected to said
second aft inboard pivot.
41. An articulated marine vehicle as recited in claim 40, wherein
said at least one first forward linear actuator comprises a pair of
first forward linear actuators that straddle said first forward
control arm, said at least one first aft linear actuator comprises
a pair of first aft linear actuators that straddle said first aft
control arm, said at least one second forward linear actuator
comprises a pair of second forward linear actuators that straddle
said second forward control arm, said at least one second aft
linear actuator comprises a pair of second aft linear actuators
that straddle said second aft control arm, said at least one
forward transverse bulkhead comprises a pair of forward transverse
bulkheads separated by a forward gap, first ends of said pair of
first forward linear actuators are pivotally connected to said pair
of forward transverse bulkheads within said forward gap with a
first lower forward pin extending through first end portions of
said pair of first forward linear actuators and through
corresponding holes in said pair of forward transverse bulkheads,
second ends of said pair of first forward linear actuators are
pivotally connected to said first forward inboard pivot with a
first upper forward pin extending through second end portions of
said pair of first forward linear actuators and through said first
forward inboard pivot, first ends of said pair of second forward
linear actuators are pivotally connected to said pair of forward
transverse bulkheads within said forward gap with a second lower
forward pin extending through first end portions of said pair of
second forward linear actuators and through corresponding holes in
said pair of forward transverse bulkheads, second ends of said pair
of second forward linear actuators are pivotally connected to said
second forward inboard pivot with a second upper forward pin
extending through second end portions of said pair of second
forward linear actuators and through said second forward inboard
pivot, said at least one aft transverse bulkhead comprises a pair
of aft transverse bulkheads separated by an aft gap, first ends of
said pair of first aft linear actuators are pivotally connected to
said pair of aft transverse bulkheads within said aft gap with a
first lower aft pin extending through first end portions of said
pair of first aft linear actuators and through corresponding holes
in said pair of aft transverse bulkheads, second ends of said pair
of first aft linear actuators are pivotally connected to said first
aft inboard pivot with a first upper aft pin extending through
second end portions of said pair of first aft linear actuators and
through said first aft inboard pivot, first ends of said pair of
second aft linear actuators are pivotally connected to said pair of
aft transverse bulkheads within said aft gap with a second lower
aft pin extending through second end portions of said pair of
second aft linear actuators and through corresponding holes in said
pair of aft transverse bulkheads, and second ends of said pair of
second aft linear actuators are pivotally connected to said second
aft inboard pivot with a second upper aft pin extending through
second end portions of said pair of second aft linear actuators and
through said second aft inboard pivot.
42. An articulated marine vehicle as recited in claim 41, wherein
an inboard portion of at least one of said first forward control
arm and said first aft control arm incorporates at least one first
brake actuator operative within at least one of said forward gap
between said pair of forward transverse bulkheads and said aft gap
between said pair of aft transverse bulkheads so as to provide for
generating friction responsive to pressing thereagainst upon
actuation thereof, so as to provide for either locking said at
least one of said first forward control arm and said first aft
control arm in a first fixed position or so as to provide for
fictional damping of said at least one of said first forward
control arm and said first aft control arm, said at least one first
brake actuator is located on a first side of said at least one of
said first forward control arm and said first aft control arm, an
inboard portion of at least one of said second forward control arm
and said second aft control arm incorporates at least one second
brake actuator operative within at least one of said forward gap
between said pair of forward transverse bulkheads and said aft gap
between said pair of aft transverse bulkheads so as to provide for
generating friction responsive to pressing thereagainst upon
actuation thereof, so as to provide for either locking said at
least one of said second forward control arm and said second aft
control arm in a second fixed position or so as to provide for
fictional damping of said at least one of said second forward
control arm and said second aft control arm, and said at least one
second brake actuator is located on a first side of said at least
one of said second forward control arm and said second aft control
arm, further comprising: a. at least one first passive brake rod on
an opposing second side of said at least one of said first forward
control arm and said first aft control arm opposite said at least
one first brake actuator; and b. at least one second passive brake
rod on an opposing second side of said at least one of said second
forward control arm and said second aft control arm opposite said
at least one second brake actuator.
43. An articulated marine vehicle as recited in claim 38, wherein
at least one forward pair of first upper inboard hinge pin bushings
of said first upper inboard hinge span said first forward control
arm, at least one aft pair of first upper inboard hinge pin
bushings of said first upper inboard hinge span said first aft
control arm, at least one forward pair of second upper inboard
hinge pin bushings of said second upper inboard hinge span said
second forward control arm, and at least one aft pair of second
upper inboard hinge pin bushings of said second upper inboard hinge
span said second aft control arm.
44. An articulated marine vehicle as recited in claim 11, further
comprising: a. a first forward control arm and a first aft control
arm, each pivoted about a first upper inboard hinge pin of said
first upper inboard hinge, wherein outboard portions of said first
forward and aft control arms extend within and are operatively
coupled to said at least one first linkage, inboard portions of
said first forward and aft control arms extend within said at least
one central hull, and said at least one first actuator comprises:
i. at least one first forward linear actuator operative between
said at least one central hull and a first forward inboard pivot
proximate to and operatively coupled to or a part of an inboard end
of said first forward control arm; and ii. at least one first aft
linear actuator operative between said at least one central hull
and a first aft inboard pivot proximate to and operatively coupled
to or a part of an inboard end of said first aft control arm,
wherein an extension or retraction of said at least one first
forward linear actuator and said at least one aft linear actuator
provides for rotating said at least one first linkage about said
first upper inboard hinge relative to said at least one central
hull, at least one forward pair of first upper inboard hinge pin
bushings of said first upper inboard hinge span said first forward
control arm, at least one aft pair of first upper inboard hinge pin
bushings of said first upper inboard hinge span said first aft
control arm, said outboard portion of said first forward control
arm is hinged about said first upper outboard hinge, at least one
forward pair of first upper outboard hinge pin bushings of said
first upper outboard hinge span said first forward control arm,
said outboard portion of said first aft control arm is hinged about
said first upper outboard hinge, and at least one aft pair of first
upper outboard hinge pin bushings of said first upper outboard
hinge span said first aft control arm; and b. a second forward
control arm and a second aft control arm, each pivoted about a
second upper inboard hinge pin of said second upper inboard hinge,
wherein outboard portions of said second forward and aft control
arms extend within and are operatively coupled to said at least one
second linkage, inboard portions of said second forward and aft
control arms extend within said at least one central hull, and said
at least one second actuator comprises: i. at least one second
forward linear actuator operative between said at least one central
hull and a second forward inboard pivot proximate to and
operatively coupled to or a part of an inboard end of said second
forward control arm; and ii. at least one second aft linear
actuator operative between said at least one central hull and a
second aft inboard pivot proximate to and operatively coupled to or
a part of an inboard end of said second aft control arm, wherein an
extension or retraction of said at least one second forward linear
actuator and said at least one aft linear actuator provides for
rotating said at least one second linkage about said second upper
inboard hinge relative to said at least one central hull, at least
one forward pair of second upper inboard hinge pin bushings of said
second upper inboard hinge span said second forward control arm, at
least one aft pair of second upper inboard hinge pin bushings of
said second upper inboard hinge span said second aft control arm,
said outboard portion of said second forward control arm is hinged
about said second upper outboard hinge, at least one forward pair
of second upper outboard hinge pin bushings of said second upper
outboard hinge span said second forward control arm, said outboard
portion of said second aft control arm is hinged about said second
upper outboard hinge, and at least one aft pair of second upper
outboard hinge pin bushings of said second upper outboard hinge
span said second aft control arm.
45. An articulated marine vehicle as recited in claim 1, further
comprising at least one stealth panel operatively associated with
at least one of said first or second outboard stanchions, said
first or second airfoil assemblies, and a bow or stern of the
articulated marine vehicle, wherein said at least one stealth panel
is either fixed or actuator-deployable.
46. An articulated marine vehicle as recited in claim 1, further
comprising at least one armor-plated panel operatively associated
with at least one of said first or second outboard stanchions, said
first or second airfoil assemblies, and a bow or stern of the
articulated marine vehicle, wherein said at least one armor-plated
panel is either fixed or actuator-deployable.
47. A method of operating an articulated marine vehicle on a body
of water, comprising operating said articulated marine vehicle in
at least one mode of operation, wherein a first mode of said at
least one mode of operation comprises: a. propelling said
articulated marine vehicle so that a bow of said articulated marine
vehicle moves with forward motion relative to said body of water;
b. generating a first component of lift on said articulated marine
vehicle by action of water of said body of water on a keel of said
articulated marine vehicle responsive to said forward motion of
said articulated marine vehicle relative to said body of water; c.
generating a first air pressure in a first cavity responsive to
said forward motion of said articulated marine vehicle relative to
said body of water, wherein said first cavity is located above said
body of water outboard of a first outboard side of at least one
central hull of said articulated marine vehicle and inboard of a
first outboard stanchion operatively coupled to said first outboard
side of said at least one central hull of said articulated marine
vehicle, and said first cavity is located below a first airfoil
surface between said at least one central hull and said first
outboard stanchion; d. generating a second component of lift on
said articulated marine vehicle by action of said first air
pressure on said first airfoil surface; e. generating a second air
pressure in a second cavity responsive to said forward motion of
said articulated marine vehicle relative to said body of water,
wherein said second cavity is located above said body of water
outboard of a second outboard side of said at least one central
hull of said articulated marine vehicle and inboard of a second
outboard stanchion operatively coupled to said second outboard side
of said at least one central hull of said articulated marine
vehicle, and said second cavity is located below a second airfoil
surface between said at least one central hull and said second
outboard stanchion; f. generating a third component of lift on said
articulated marine vehicle by action of said second air pressure on
said second airfoil surface; g. generating a fourth component of
lift on said articulated marine vehicle responsive to said forward
motion of said articulated marine vehicle relative to said body of
water, wherein said fourth component of lift on said articulated
marine vehicle is generated by action of either a first buoyant
force or a first hydrodynamic force, or both said first buoyant
force and said first hydrodynamic force, of water of said body of
water on a first stabilizer operatively coupled below and to said
second outboard stanchion; h. generating a fifth component of lift
on said articulated marine vehicle responsive to said forward
motion of said articulated marine vehicle relative to said body of
water, wherein said fifth component of lift on said articulated
marine vehicle is generated by action of either a second buoyant
force or a second hydrodynamic force, or both said second buoyant
force and said second hydrodynamic force, of water of said body of
water on a second stabilizer operatively coupled below and to said
second outboard stanchion; i. adjusting at least one of said second
and fourth components of lift on said articulated marine vehicle by
adjusting a first angular orientation of said first airfoil surface
relative to said at least one central hull of said articulated
marine vehicle; and j. adjusting at least one of said third and
fifth components of lift on said articulated marine vehicle by
adjusting a second angular orientation of said second airfoil
surface relative to said at least one central hull of said
articulated marine vehicle.
48. A method of operating an articulated marine vehicle on a body
of water as recited in claim 47, wherein the operation of
propelling said articulated marine vehicle comprises generating at
least one propulsive force against at least one of at least one
said at lest one central hull of said articulated marine vehicle
and said first and second stabilizer, wherein said at least one
propulsive force is responsive to either the action of a propeller
or a water jet against water of said body of water.
49. A method of operating an articulated marine vehicle on a body
of water as recited in claim 47, wherein the operation of
propelling said articulated marine vehicle comprises generating at
least one wind-generated propulsive force on said at least one
central hull.
50. A method of operating an articulated marine vehicle on a body
of water as recited in claim 47, further comprising spreading
oncoming waves with a forward portion of said keel of said
articulated marine vehicle.
51. A method of operating an articulated marine vehicle on a body
of water as recited in claim 47, further comprising cancelling a
substantial portion of a wake generated by or from said at least
one central hull responsive to an action of rearward extensions of
said first and second stabilizers extended rearward of a stern of
said at least one central hull of said articulated marine
vehicle.
52. A method of operating an articulated marine vehicle on a body
of water as recited in claim 47, wherein a second mode of said at
least one mode of operation comprises bridging a plurality of wave
crests of said body of water with said first and second
stabilizers.
53. A method of operating an articulated marine vehicle on a body
of water as recited in claim 47, wherein a third mode of said at
least one mode of operation comprises piercing a face of at least
one wave with said first and second stabilizers.
54. A method of operating an articulated marine vehicle on a body
of water as recited in claim 47, wherein a fourth mode of said at
least one mode of operation comprises: a. moving said articulated
marine vehicle in a direction having a substantial component
parallel to a crest of at a wave of said body of water, and b.
operating said first and second stabilizers at differing heights
relative to said at least one central hull so as to provide for
countering a roll motion of said at least one central hull by said
wave.
55. A method of operating an articulated marine vehicle on a body
of water as recited in claim 47, wherein a fifth mode of said at
least one mode of operation comprises: a. adjusting said first
angular orientation of said first airfoil surface and said second
angular orientation of said second airfoil surface so that said
first and second airfoil surfaces are substantially level relative
to said at least one central hull, and b. using at least one top
portion of said first and second airfoil surfaces as a deck of said
articulated marine vehicle.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] The instant application claims the benefit of prior U.S.
Provisional Application Ser. No. 61/143,104 filed on 7 Jan. 2009,
which is incorporated by reference herein in its entirety.
BRIEF DESCRIPTION OF THE DRAWINGS
[0002] In the accompanying drawings:
[0003] FIG. 1a illustrates an oblique view of a first embodiment of
an articulated marine vehicle;
[0004] FIG. 1b illustrates a side cross-sectional view of the first
embodiment of the articulated marine vehicle through an associated
port airfoil looking starboard;
[0005] FIG. 1c illustrates a bow view of the first embodiment of
the articulated marine vehicle;
[0006] FIG. 1d illustrates a stern view of the first embodiment of
the articulated marine vehicle;
[0007] FIG. 1e illustrates a top view of the first embodiment of
the articulated marine vehicle;
[0008] FIG. 1f illustrates a bottom view of the first embodiment of
the articulated marine vehicle;
[0009] FIG. 1g illustrates a fragmentary view of a port portion of
the first embodiment of the articulated marine vehicle with an
alternative construction detail, viewed from the bow;
[0010] FIG. 1h illustrates a fragmentary view of starboard portion
of the first embodiment of the articulated marine vehicle with the
alternative construction detail, viewed from the stern;
[0011] FIG. 2 illustrates top view of a portion of a top hinge
connecting a top airfoil portion to either a hull or an associated
stanchion of the first embodiment of the articulated marine
vehicle;
[0012] FIG. 3 illustrates bottom view of a portion of a bottom
hinge connecting a bottom airfoil portion to either the hull or the
associated stanchion of the first embodiment of the articulated
marine vehicle;
[0013] FIG. 4a illustrates a transverse cross-sectional view of the
first embodiment of the articulated marine vehicle with the
associated stabilizers in a level position, viewed from the
stern;
[0014] FIG. 4b illustrates a transverse fragmentary cross-sectional
view of the first embodiment of the articulated marine vehicle with
an associated stabilizer in a lowered position, viewed from the
stern;
[0015] FIG. 4c illustrates a transverse fragmentary cross-sectional
view of the first embodiment of the articulated marine vehicle with
an associated stabilizer in a raised position, viewed from the
stern;
[0016] FIG. 5 illustrates top view of the first embodiment of the
articulated marine vehicle and the central portions of the
associated control arms thereof;
[0017] FIG. 6a illustrates a fragmentary view of a portion of a
port-side front control arm of the first embodiment of the
articulated marine vehicle viewed from the stern;
[0018] FIG. 6b illustrates a fragmentary view of the portion of the
port-side front control arm of the first embodiment of the
articulated marine vehicle viewed from the bow;
[0019] FIG. 7 illustrates a fragmentary view of a portion of a
starboard-side rear control arm of the first embodiment of the
articulated marine vehicle viewed from the stern;
[0020] FIG. 8 illustrates a fragmentary top view of a front control
arm of the first embodiment of the articulated marine vehicle;
[0021] FIG. 9 illustrates a side view of a pair of damper actuators
connected to both the front control arm and to a lower pivot shaft
of the first embodiment of the articulated marine vehicle;
[0022] FIG. 10 illustrates a side view of a port stanchion and
associated stabilizer of the first embodiment of the articulated
marine vehicle viewed from the starboard side thereof;
[0023] FIG. 11 illustrates a cross-sectional view of the port
stanchion and associated stabilizer of the first embodiment of the
articulated marine vehicle at a relatively aftward location, viewed
from the bow;
[0024] FIG. 12 illustrates a cross-sectional view of the port
stanchion and associated stabilizer of the first embodiment of the
articulated marine vehicle at a relatively forward location, viewed
from the bow;
[0025] FIGS. 13a and 13b illustrate a transverse cross-sectional
view and a side view, respectively, of the first embodiment of the
articulated marine vehicle operating at a relatively high speed in
water with the keel at the top of a first wave and the associated
stabilizers at a mid-height of other waves;
[0026] FIGS. 14a and 14b illustrate a transverse cross-sectional
view and a side view, respectively, of the first embodiment of the
articulated marine vehicle with the airfoils locked in a
substantially horizontal position;
[0027] FIGS. 15a and 15b illustrate a transverse cross-sectional
view and a side view, respectively, of the first embodiment of the
articulated marine vehicle with the associated stabilizers at their
lowest positions;
[0028] FIGS. 16a and 16b illustrate a transverse cross-sectional
view and a side view, respectively, of the first embodiment of the
articulated marine vehicle with the associated stabilizers at their
highest positions;
[0029] FIGS. 17a and 17b illustrate a transverse cross-sectional
view and a side view, respectively, of the first embodiment of the
articulated marine vehicle with the associated stabilizers
positioned so as to minimize draft;
[0030] FIG. 18 illustrates a top view of a second embodiment of a
top hinge connecting a top airfoil portion to the hull or an
associated stanchion;
[0031] FIG. 19 illustrates a second embodiment of a bottom hinge
connecting a bottom airfoil portion to either the hull or an
associated stanchion;
[0032] FIG. 20 illustrates a side cross-sectional view of a
slideable attachment used in the second embodiment of the bottom
hinge illustrated in FIG. 19;
[0033] FIG. 21a illustrates an oblique view of a second embodiment
of an articulated marine vehicle;
[0034] FIG. 21b illustrates a side cross-sectional view of the
second embodiment of the articulated marine vehicle through an
associated port airfoil looking starboard;
[0035] FIG. 21c illustrates a transverse cross-sectional view of
the second embodiment of the articulated marine vehicle with the
associated airfoils in a level position;
[0036] FIG. 21d illustrates a fragmentary transverse
cross-sectional view of the second embodiment of the articulated
marine vehicle with an associated stabilizer in a lowered
position;
[0037] FIG. 21e illustrates a fragmentary transverse
cross-sectional view of the second embodiment of the articulated
marine vehicle with an associated stabilizer in a raised
position;
[0038] FIG. 22a illustrates an oblique view of a third embodiment
of an articulated marine vehicle;
[0039] FIG. 22b illustrates a side cross-sectional view of the
third embodiment of the articulated marine vehicle through an
associated port airfoil looking starboard;
[0040] FIG. 23 illustrates a side cross-sectional view of the
associated airfoil of the third embodiment of the articulated
marine vehicle;
[0041] FIG. 24a illustrates a transverse cross-sectional view
through a relatively forward location of the third embodiment of
the articulated marine vehicle with the associated airfoils in a
level position;
[0042] FIG. 24b illustrates a transverse cross-sectional view
through a relatively aftward location of the third embodiment of
the articulated marine vehicle with the associated airfoils in a
level position;
[0043] FIG. 25 illustrates an oblique view of a fourth embodiment
of an articulated marine vehicle;
[0044] FIG. 26 illustrates a side cross-sectional view of the
fourth embodiment of the articulated marine vehicle through an
associated port airfoil looking starboard;
[0045] FIG. 27 illustrates a transverse cross-sectional view of the
fourth embodiment of the articulated marine vehicle with the
associated airfoils in a level position;
[0046] FIG. 28a illustrates a transverse cross-sectional view of
the fourth embodiment of the articulated marine vehicle with an
associated stabilizer in a lowered position;
[0047] FIG. 28b illustrates a transverse cross-sectional view of
the fourth embodiment of the articulated marine vehicle with an
associated stabilizer in a raised position;
[0048] FIG. 29 illustrates an oblique view of a fifth embodiment of
an articulated marine vehicle;
[0049] FIG. 30 illustrates a side cross-sectional view of the fifth
embodiment of the articulated marine vehicle through an associated
port airfoil looking starboard, absent an associated sail;
[0050] FIG. 31 illustrates a transverse cross-sectional view of the
fifth embodiment of the articulated marine vehicle with the
associated airfoils in a level position;
[0051] FIG. 32a illustrates a fore-aft view of a mast used in the
fifth embodiment of the articulated marine vehicle;
[0052] FIG. 32b illustrates a side view of the mast used in the
fifth embodiment of the articulated marine vehicle;
[0053] FIG. 33a illustrates a fragmentary transverse
cross-sectional view of the fifth embodiment of the articulated
marine vehicle with an associated stabilizer in a lowered
position;
[0054] FIG. 33b illustrates a fragmentary transverse
cross-sectional view of the fifth embodiment of the articulated
marine vehicle with an associated stabilizer in a raised
position;
[0055] FIG. 34a illustrates a top view of an aft portion of a port
stabilizer and an associated rudder assembly, with the rudder
positioned to turn the associated articulated marine vehicle to
port;
[0056] FIG. 34b illustrates a side view of the aft portion of the
port stabilizer and associated rudder assembly illustrated in FIG.
34a;
[0057] FIG. 35 illustrates a bottom view of the aft portion of a
port stabilizer and the associated rudder assembly from FIGS. 34a
and 34b, but with the rudder positioned to turn the associated
articulated marine vehicle to starboard;
[0058] FIG. 36a illustrates an oblique view of a sixth embodiment
of an articulated marine vehicle;
[0059] FIG. 36b illustrates a front view of the sixth embodiment of
an articulated marine vehicle illustrated in FIG. 36a;
[0060] FIG. 37a illustrates an oblique view of a seventh embodiment
of an articulated marine vehicle;
[0061] FIG. 37b illustrates a front view of the seventh embodiment
of an articulated marine vehicle illustrated in FIG. 37a; and
[0062] FIG. 37c illustrates a rear view of the seventh embodiment
of an articulated marine vehicle illustrated in FIG. 37a.
DESCRIPTION OF EMBODIMENT(S)
[0063] Referring to FIGS. 1a-1f, a first embodiment of an
articulated marine vehicle 10, 10.1 comprises a central hull 12 to
which are coupled port 14.1 and starboard 14.2 stabilizers via
associated port 16.1 and starboard 16.2 linkage assemblies,
respectively, that either incorporate or support associated
respective port 18.1 and starboard 18.2 airfoil assemblies. The
port 16.1 and starboard 16.2 linkage assemblies are coupled to the
port 14.1 and starboard 14.2 stabilizers with associated port 20.1
and starboard 20.2 stanchions, respectively. For example, in the
first embodiment of the articulated marine vehicle 10, 10.1, the
port 16.1 and starboard 16.2 linkage assemblies comprise associated
respective port 16.1' and starboard 16.2' four-bar linkage
assemblies.
[0064] Referring also to FIGS. 2 and 3, the port four-bar linkage
assembly 16.1' comprises one or more upper links 22 extending
between an upper inboard port hinge 24.1 and an upper outboard port
hinge 26.1, and one or more lower links 28 extending between a
lower inboard port hinge 30.1 and a lower outboard port hinge 32.1.
The upper inboard port hinge 24.1 is coupled along and to a port
gunwale 34.1 of the central hull 12, the upper outboard port hinge
26.1 is coupled along and to the top 36.1 of the port stanchion
20.1, the lower inboard port hinge 30.1 is coupled along and to the
port side 38.1 of the central hull 12, and the lower outboard port
hinge 32.1 is coupled along and to an inboard side 40.1 of the port
stanchion 20.1. Similarly, the starboard four-bar linkage assembly
16.2' comprises one or more upper links 22 extending between an
upper inboard starboard hinge 24.2 and an upper outboard starboard
hinge 26.2, and one or more lower links 28 extending between a
lower inboard starboard hinge 30.2 and a lower outboard starboard
hinge 32.2. The upper inboard starboard hinge 24.2 is coupled along
and to a starboard gunwale 34.2 of the central hull 12, the upper
outboard starboard hinge 26.2 is coupled along and to the top 36.2
of the starboard stanchion 20.2, the lower inboard starboard hinge
30.2 is coupled along and to the starboard side 38.2 of the central
hull 12, and the lower outboard starboard hinge 32.2 is coupled
along and to an inboard side 40.2 of the starboard stanchion
20.2.
[0065] Referring also to FIGS. 4a-4c, 6a-6b and 7-9, the port 16.1
and starboard 16.2 linkage assemblies cooperate with a plurality of
associated port 42.1 and starboard 42.2 actuators, respectively, so
as to provide for either raising or lowering the respective
associated port 20.1 and starboard 20.2 stanchions and port 14.1
and starboard 14.2 stabilizers operatively coupled thereto, wherein
the port stanchion 20.1 and stabilizer 14.1 can be raised or
lowered independently of the starboard stanchion 20.2 and
stabilizer 14.2, and vice versa. For example, the first embodiment
of the articulated marine vehicle 10, 10.1 incorporates forward
44.1 and aft 44.2 port control arms that pivot about the upper
inboard port hinge 24.1, first end portions 46.1, 46.2 of which
extend within the port four-bar linkage assembly 16.1' and which
are operatively coupled to the upper link(s) 22 thereof, and
opposing second end portions 48.1, 48.2 of which extend within the
central hull 12 and which are operatively coupled through the
plurality of corresponding port actuators 42.1 to the central hull
12. Similarly, the first embodiment of the articulated marine
vehicle 10, 10.1 incorporates forward 50.1 and aft 50.2 starboard
control arms that pivot about the upper inboard starboard hinge
24.2, first end portions 46.1, 46.2 of which extend within the
starboard four-bar linkage assembly 16.2' and which are operatively
coupled to the upper link(s) 22 thereof, and opposing second end
portions 48.1, 48.2 of which extend within the central hull 12 and
which are operatively coupled through a plurality of corresponding
starboard actuators 42.2 to the central hull 12.
[0066] The forward port 44.1 and starboard 50.1 control arms and
associated port 42.1 and starboard 42.2 actuators are located
between a pair of forward bulkheads 52 within a bow portion 54 of
the central hull 12 that stiffen the central hull 12 so as to
provide for reacting against forces generated responsive to the
actuation of the forward port 44.1 and starboard 50.1 control arms
by the associated port 42.1 and starboard 42.2 actuators,
respectively. Referring to FIG. 9, the port 42.1 and starboard 42.2
actuators are each operatively coupled to the central hull 12 with
respective pins 56, for example, constructed of stainless steel,
that extend through associated mounting holes 58 in the forward
bulkheads 52, and through associated spacer bushings 59, for
example, constructed of aluminum; and are each operatively coupled
to the respective forward port 44.1 and starboard 50.1 control arms
with respective pins 60, for example, constructed of stainless
steel, that extend through mounting holes 62 in the second end
portions 48.1 thereof, and through associated spacer bushings 63,
for example, constructed of aluminum. Similarly, the aft port 44.2
and starboard 50.2 control arms and associated port 42.1 and
starboard 42.2 actuators are located between a pair of aft
bulkheads 64 within a stern portion 66 of the central hull 12 that
stiffen the central hull 12 so as to provide for reacting against
forces generated responsive to the actuation of the aft port 44.2
and starboard 50.2 control arms by the associated port 42.1 and
starboard 42.2 actuators, respectively. The port 42.1 and starboard
42.2 actuators are each operatively coupled to the central hull 12
with respective pins 56 that extend through associated mounting
holes 58 in the aft bulkheads 64, and are each operatively coupled
to the respective aft port 44.2 and starboard 50.2 control arms
with respective pins 60 that extend through mounting holes 62 in
the second end portions 48.2 thereof.
[0067] The central hull 12 incorporates a keel 68 that extends
downward and forward of the central hull 12 along the full length
thereof from the bow 70 to the stern 72 thereof. The keel 68
incorporates a V-shaped surface 74, that on the bow 70 in
cooperation with the remainder of the keel 68 acts has a wave
separator to spread waves that are sufficiently large to reach the
bow 70 during operation of the articulated marine vehicle 10, 10.1.
Also, during operation, the keel 68 acts as a ski to provide for
riding waves and keeping the articulated marine vehicle 10, 10.1
relatively level in pitch during operation thereof. In one
embodiment, the keel 68 is swept outwards as it extends upward
along the bow 70, so as to mitigate against nose-diving during
deceleration of the articulated marine vehicle 10, 10.1.
Alternatively, the width of the keel 68' may be kept substantially
constant along the bow 70. If and when the articulated marine
vehicle 10, 10.1 is used under sail power, the keel 68, in
cooperation with the port 14.1 and starboard 14.2 stabilizers,
provides for reacting against transverse wind-generated forces so
as to mitigate against lateral slippage of the articulated marine
vehicle 10, 10.1 within the water 76 responsive to the transverse
wind-generated forces from the sail. A keel 68 is not essential in
all variants of the articulated marine vehicle 10, 10.1. For
example, a keel 68 would not be necessary for some articulated
marine vehicles 10, 10.1 adapted for fishing, and the overall speed
potential of the articulated marine vehicles 10, 10.1 would not
likely be substantially affected by the presence or not of a keel
68. However, the keel 68 improves the ability of the articulated
marine vehicles 10, 10.1 to withstand rough water 76.
[0068] Referring again to FIG. 2, the upper inboard port 24.1 and
starboard 24.2 hinges each comprise a plurality of sets of first 78
and second 80 bushings located along a corresponding common hinge
pin 82.1. The first bushings 78 are operatively coupled to the
central hull 12 along respective upper inboard lines 83 that are
substantially parallel and proximate to the port 34.1 and starboard
34.2 gunwales thereof, respectively, and the plurality of second
bushings 80 located along respective upper inboard longitudinal
beams 84 operatively coupled to the associated upper links 22 of
the port 16.1' and starboard 16.2' four-bar linkage assemblies,
respectively. For each set of first 78 and second 80 bushings,
either one or a pair of the first bushings 78 is operatively
coupled to the central hull 12, and either a pair or one of the
second bushings 80 is operatively coupled to the associated upper
inboard longitudinal beam 84, wherein the pair of fifth 92 or sixth
94 bushings surrounds and captures the associated single first 78
or second 80 bushing along the associated common hinge pin 82.1 so
as to substantially limit relative longitudinal movement of the
port 16.1 and starboard 16.2 linkage assemblies relative to the
central hull 12, while enabling the upper links 22 of the port 16.1
and starboard 16.2 linkage assemblies to rotate about their
respective hinge pins 82. As illustrated in FIG. 2, every other set
of first 78 and second 80 bushings uses a single first bushing 78
surrounded by a pair of second bushings 80, and the alternate sets
of first 78 and second 80 bushings use a pair of first bushings 78
surrounding a single second bushing 80.
[0069] Similarly, the upper outboard port 26.1 and starboard 26.2
hinges each comprise a plurality of sets of third 86 and fourth 88
bushings located along a corresponding common hinge pin 82.2. The
third bushings 86 are operatively coupled to the port 20.1 and
starboard 20.2 stanchions along respective upper outboard lines 89
along or proximate the tops 36.1, 36.2 thereof, respectively, and
the plurality of fourth bushings 88 located along respective upper
outboard longitudinal beams 90 operatively coupled to the
associated upper links 22 of the port 16.1' and starboard 16.2'
four-bar linkage assemblies, respectively. For each set of third 86
and fourth 88 bushings, either one or a pair of the third bushings
86 is operatively coupled to the port 20.1 or starboard 20.2
stanchion, and either a pair or one of the fourth bushings 88 is
operatively coupled to the associated upper outboard longitudinal
beam 90, wherein the pair of third 86 or fourth 88 bushings
surrounds and captures the associated single third 86 or fourth 88
bushing along the associated common hinge pin 82.2 so as to
substantially limit relative longitudinal movement of the port 16.1
and starboard 16.2 linkage assemblies relative to the port 20.1 and
starboard 20.2 stanchions, respectively, while enabling the upper
links 22 of the port 16.1 and starboard 16.2 linkage assemblies to
rotate about their respective hinge pins 82. As illustrated in FIG.
2, every other set of third 86 and fourth 88 bushings uses a single
third bushing 86 surrounded by a pair of fourth bushings 88, and
the alternate sets of third 86 and fourth 88 bushings use a pair of
third bushings 86 surrounding a single fourth bushing 88.
[0070] Referring again to FIG. 3, the lower inboard port 30.1 and
starboard 30.2 hinges each comprise a plurality of fifth 92 and
sixth 94 bushings located along a corresponding common hinge pin
82.3. The fifth bushings 92 are operatively coupled to the central
hull 12 along respective lower inboard lines 95 that are sloped
downwards from bow to stern, along the port 38.1 and starboard 38.2
sides of the central hull 12, respectively, and the plurality of
sixth bushings 94 located along respective lower inboard
longitudinal beams 96 operatively coupled to the associated lower
links 28 of the port 16.1' and starboard 16.2' four-bar linkage
assemblies, respectively. The fifth 92 and sixth 94 bushings are
interleaved with respect to one another, and separated from one
another, along the respective hinge pins 82.3 so as to provide for
the fifth 92 and sixth 94 bushings to slide with respect to one
another responsive to the rotation of the port 16.1' and starboard
16.2' four-bar linkage assemblies relative to the central hull 12,
as a result of the lower inboard port 30.1 and starboard 30.2
hinges not being parallel to the corresponding upper inboard port
24.1 and starboard 24.2 hinges.
[0071] Similarly, the lower outboard port 32.1 and starboard 32.2
hinges each comprise a plurality of sets of seventh 98 and eighth
100 bushings located along a corresponding common hinge pin 82.4.
The seventh bushings 98 are operatively coupled to the port 20.1
and starboard 20.2 stanchions along respective lower outboard lines
101 that are sloped downwards from bow to stern, along the inboard
sides 40.1, 40.2 of the port 20.1 and starboard 20.2 stanchions,
respectively, and the plurality of eighth bushings 100 are located
along respective lower outboard longitudinal beams 102 operatively
coupled to the associated lower links 28 of the port 16.1' and
starboard 16.2' four-bar linkage assemblies, respectively. The
seventh 98 and eighth 100 bushings are interleaved with respect to
one another, and separated from one another, along the respective
hinge pins 82.4 so as to provide for the seventh 98 and eighth 100
bushings to slide with respect to one another responsive to the
rotation of the port 16.1' and starboard 16.2' four-bar linkage
assemblies relative to the port 20.1 and starboard 20.2 stanchions,
as a result of the lower outboard port 32.1 and starboard 32.2
hinges not being parallel to the corresponding upper outboard port
26.1 and starboard 26.2 hinges.
[0072] The bushings 78, 80, 86, 88, 92, 94, 98, 100 can be formed
and/or attached in a variety of ways. For example, if the
structural portions of the central hull 12 and associated port
16.1' and starboard 16.2' four-bar linkage assemblies and the port
20.1 and starboard 20.2 stanchions are constructed of metal, e.g.
aluminum, the bushings 78, 80, 86, 88, 92, 94, 98, 100, for
example, also constructed of aluminum, can be welded to the
associated structural elements in accordance with the
above-described structure. Alternatively, the bushings 78, 80, 86,
88, 92, 94, 98, 100 could be integrally formed in the central hull
12 and associated port 16.1' and starboard 16.2' four-bar linkage
assemblies and port 20.1 and starboard 20.2 stanchions, for
example, by molding or composite lamination. In one alternative,
the port 16.1 and starboard 16.2 linkage assemblies could be of
what is known as any of unitized, unibody or monocoque
construction, with the associated bushings 80, 88, 94 and 100
attached to or incorporated in the surface thereof. The associated
hinge pins 82.1, 82.2, 82.3 and 82.4 can be constructed of either
metallic, e.g. stainless steel, or composite rods.
[0073] In one set of embodiments, a conventional marine vehicle can
be adapted as an articulated marine vehicle 10, 10.1 by adding
structure to the port 38.1 and starboard 38.2 sides of the central
hull 12 sufficient to support the associated pluralities of first
78 and seventh 98 bushings. For example, referring to FIGS. 1g and
1h, in one embodiment, upper 104 and lower 106 channel sections
were welded to the port 38.1 and starboard 38.2 sides of a central
hull 12 of a conventional aluminum boat, with the upper channel
sections 104 on the port 38.1 and starboard 38.1 sides
substantially parallel and proximate to the port 34.1 and starboard
34.2 gunwales, and with the lower channel sections 106 sloping
downwards from bow to stern, wherein the associated outboard
surfaces 108 on the port side 38.1 are co-planar in a port-side
plane 110.1, for example, in a substantially vertical port-side
plane 110.1, and the outboard surfaces 108 on the starboard side
38.2 are co-planar in a starboard-side plane 110.2, for example, in
a substantially vertical starboard-side plane 110.2. Alternatively,
a single channel section with a tapered width profile--providing
for a channel height that increases from bow to stern--could be
used instead of the separate upper 104 and lower 106 channel
sections.
[0074] The upper side of the upper links 22 and the upper inboard
84 and outboard 90 longitudinal beams of the port four-bar linkage
assembly 16.1' is covered by an upper port airfoil surface 112, for
example, a corresponding planar surface 112', and the lower side of
the lower links 28 and the lower inboard 96 and outboard 102
longitudinal beams of the port four-bar linkage assembly 16.1' is
covered by a lower port airfoil surface 114, for example, a
corresponding planar surface 114', wherein the upper 112 and lower
114 port airfoil surfaces joined by an associated port leading edge
115.1 on the bow ends thereof constitute the primary active
surfaces of the port airfoil assembly 18.1. Similarly, the upper
side of the upper links 22 and the upper inboard 84 and outboard 90
longitudinal beams of the starboard four-bar linkage assembly 16.2'
is covered by an upper starboard airfoil surface 116, for example,
a corresponding planar surface 116', and the lower side of the
lower links 28 and the lower inboard 96 and outboard 102
longitudinal beams of the starboard four-bar linkage assembly 16.1'
is covered by a lower starboard airfoil surface 118, for example, a
corresponding planar surface 118', wherein the upper 112 and lower
114 starboard airfoil surfaces joined by an associated starboard
leading edge 115.2 on the bow ends thereof constitute the primary
active surfaces of the starboard airfoil assembly 18.2.
[0075] The port 14.1 and starboard 14.2 stabilizers are tubular
structures that provide for either piercing through waves, bridging
across the crests of adjacent waves, or cutting through the crests
of waves, depending upon the associated height of the waves and the
wavelength of the waves, and depending upon the speed and attitude
of the articulated marine vehicle 10, 10.1. For example, in one
embodiment, the stabilizers, 14.1, 14.2 are constructed from
cylindrical tubes 14' that provides a portion of the buoyancy
necessary to float the central hull 12, for example, about 85% of
the buoyancy necessary to float the central hull 12. Generally, the
buoyancy provided by the stabilizers, 14.1, 14.2 as a percentage of
that necessary to float the central hull 12 could range from 50% to
90%, wherein, for example, the particular amount of this buoyancy
within this range is inversely related to the roughness of the
water in which the articulated marine vehicle 10, 10.1 is intended
to be operated. Alternatively to, or in addition to providing
floatation, the port 14.1 and starboard 14.2 stabilizers could be
adapted as hydrofoils so as to provide for hydrodynamic lift.
Referring to FIG. 1b, when moving through waves 76' of sufficient
height, e.g. higher than the height of the stabilizers 14.1, 14.2,
the stabilizers 14.1, 14.2 tend to pierce through the wave, for
example, at about the height center thereof depending upon the
position of the port 16.1 and starboard 16.2 linkage assemblies and
the amount of aerodynamic lift from the port 18.1 and starboard
18.2 airfoil assemblies. As the stabilizers 14.1, 14 pierce the
waves 76', they tend to draw in atmospheric air 120 that
contributes to a the boundary layer on the submerged surface of the
stabilizers, 14.1, 14.2, which provides for reducing associated
hydrodynamic drag. In one embodiment, the bows 122 of the
stabilizers 14.1, 14.2 are sloped upwards so as to prevent
nose-diving. In the first embodiment of the articulated marine
vehicle 10, 10.1, the stabilizers 14.1, 14.2 are substantially
longer than the length of the central hull 12, extending both
forward of the bow 70 and aftward of the stern 72 of the central
hull 12, which provides for maintaining a relatively level pitch
during the operation thereof in rough water. Furthermore, the
aftward extension of the stabilizers 14.1, 14.2 aftward of the
stern 72 of the central hull 12 provides for dampening or
cancelling the wake that would be generated by the propeller or
water jet of either an inboard, outboard or inboard/outboard
powered embodiment with the associated propeller located forward of
the sterns 123 of the stabilizers 14.1, 14.2. For example, the
length of the stabilizers 14.1, 14.2 could range from 100% to 250%
of the length of the central hull 12. The diameter of the
stabilizers, 14.1, 14.2 is adapted given the length so as to
provide for setting the buoyancy of the stabilizers, 14.1, 14.2.
The stabilizers, 14.1, 14.2 pierced through the central portions of
the waves 76' provides a substantial resistance to lift, which
counteracts both aerodynamic and hydrodynamic lift forces acting on
the port 18.1 and starboard 18.2 airfoil assemblies and the keel
68, respectively. For example, substantial hydrodynamic downward
drag forces would be generated responsive to any lift-induced
upward motion of the stabilizers 14.1, 14.2 within the pierced
waves 76'. Depending upon the embodiment, the stabilizers, 14.1,
14.2 may be sealed hollow or foam filled structures, or adapted to
incorporate one or more compartments or tanks that are sealed from
water instruction. For example, the stabilizers, 14.1, 14.2 may be
adapted to incorporate fuel tanks, potable water tanks, waste water
tanks, live wells for holding fish or other storage areas, for
example, for storing sails or an associated mast. Furthermore, the
stabilizers, 14.1, 14.2 may incorporate one or more ballast tanks
so as to provide for adjusting or controlling associated buoyancy,
for example, by pumping water into or out of the one or more
ballast tanks in the stabilizers, 14.1, 14.2. The stabilizers,
14.1, 14.2 may also be configured so as to provide for controlling
or adjusting the length thereof, for example, using telescoping
tubes that are adapted to slide relative to one another. For
example, the length of the stabilizers, 14.1, 14.2 could be
controlled or adapted responsive to the speed of the articulated
marine vehicle 10, 10.1, the associated sea state or weather, or
the weight of the central hull 12.
[0076] Referring to FIGS. 4a-4c, 5, 6a-6c and 7-9, the port
actuators 42.1 provide for setting the angular position of the
forward 44.1 and aft 44.2 port control arms and the starboard
actuators 42.2 provide for setting the angular position of the
forward 50.1 and aft 50.2 starboard control arms. For example,
referring to FIGS. 5 and 9, in one embodiment, the port 42.1 and
starboard 42.2 actuators comprise a pair of automotive-style air
shock absorbers 42' for each control arm 44.1, 44.2, 50.1, 50.2,
with an automotive-style air shock absorber 42' located on each
side of each control arm 44.1, 44.2, 50.1, 50.2. In FIG. 5, the
starboard actuators 42.2 are not illustrated, but are similar to
the port actuators 42.1 that are illustrated. The height of the
automotive-style air shock absorbers 42', and therefore the angular
position of the control arm 44.1, 44.2, 50.1, 50.2 attached
thereto, is controlled by the pressure of the air therein, which is
controlled, for example, by either admitting air thereinto from an
air pump 124 through an inlet valve 126, or exhausting air
therefrom to the atmosphere 120 through an exhaust valve 128. For
example, the inlet 126 and exhaust 128 valves could be controlled
either manually, or by an associated controller 130, for example,
responsive to either manual inputs 132 or by automatic control
responsive to one or more vehicle sensors 134. For example, in one
embodiment, the controller 130 provides for automatically dumping
air from the automotive-style air shock absorbers 42' if the
extension thereof exceeds a limit--as might occur if the
articulated marine vehicle 10, 10.1 were to become excessively
lifted out of the water 76 responsive to excessive aerodynamic
lift--so as to prevent the articulated marine vehicle 10, 10.1 from
flipping. The automotive-style air shock absorber 42' incorporates
an air spring in parallel with a hydraulic damper, wherein the
pressure of the air in the air spring controls the nominal length
of the automotive-style air shock absorber 42'. The associated
damper provides for dampening during the extension thereof, but not
during compression. Alternatively, the port 42.1 and starboard 42.2
actuators could be implemented with a pneumatic or hydraulic
actuator in series with a spring and damper, wherein the damper
could comprise either a fixed hydraulic damper; or a controllable
hydraulic damper, for example, using ferrofluid, and electrofluid,
or a servo-controlled valve.
[0077] Referring to FIG. 4a, the port 42.1 and starboard 42.2
actuators are illustrated in a partially extended position with the
associated forward 44.1 and aft 44.2 port control arms and the
forward 50.1 and aft 50.2 starboard control arms both substantially
level, and as a result, the upper links 22 of the port 16.1 and
starboard 16.2 linkage assemblies and the associated upper port 112
and starboard 116 airfoil surfaces also substantially level,
thereby providing a platform for fishing, diving or other
recreational activities.
[0078] Referring to FIG. 4b, the starboard actuator 42.2 is
illustrated in an extended position, which provides for lowering
the starboard stabilizer 14.2 relative to the central hull 12, and
thereby raising the central hull 12 in the water 76 to the extent
possible, so as to provide for either raising the keel 68 relative
to the waves 76', narrowing the beam to facilitate trailering the
articulated marine vehicle 10, 10.1 or navigating a relatively
narrow passage, or tilting the central hull 12 towards the port
side 38.1 relative to the water 76, for example, so as to
facilitate a turn to port or to provide for maintaining a level
attitude when traveling parallel to a wave 76'.
[0079] Referring to FIG. 4c, the starboard actuator 42.2 is
illustrated in a retracted position, which provides for raising the
starboard stabilizer 14.2 relative to the central hull 12, and
thereby lowering the central hull 12 in the water 76 to the extent
possible, so as to provide for either closer access to the water 76
from the central hull 12, or tilting the central hull 12 towards
the starboard side 38.2 relative to the water 76, for example, so
as to facilitate a turn to starboard or to provide for maintaining
a level attitude when traveling parallel to a wave 76'.
[0080] Referring to FIGS. 5, 6a-6b, 7 and 8, the forward 44.1 and
aft 44.2 port control arms and the forward 50.1 and aft 50.2
starboard control arms each incorporate an associated brake system
136 comprising a brake actuator 138 on one side of each control arm
44.1, 44.2, 50.1, 50.2 proximate to the second ends 48.1', 48.2'
thereof, and a pair of brake rods 140 on the opposite side of
control arm 44.1, 44.2, 50.1, 50.2, in opposition to each brake
actuator 138, wherein upon actuation of the brake actuators 138,
the brake actuators 138 and brake rods 140 press against the
forward 52 or aft 64 bulkheads within which the brake actuators 138
and brake rods 140 are located, so as to provide for either locking
the associated control arms 44.1, 44.2, 50.1, 50.2 in position, or
so as to provide for frictional damping of the motion thereof. For
example, in one embodiment, the brake actuators 138 comprise
pneumatic pancake cylinders 138', for example, that can be actuated
using air from a central air pump 124 that is also used to control
the port 42.1 and starboard 42.2 actuators, for example, as
illustrated in FIG. 9. The brake actuators 138 and brake rods 140,
for example, constructed of stainless steel, are each capped with
brake pads 142, for example, plastic or rubber brake pads 142' that
interact with the inner surfaces 144 of the forward 52 and aft 64
bulkheads. Referring to FIGS. 5, 6a-6b, 7 and 8, in one embodiment,
the brake actuators 138 and associated brake rods 140 of the
forward port 44.1 and starboard 50.1 control arms are located
relatively outboard with respect to the corresponding attachments
146 of the associated port 42.1 and starboard 42.2 actuators,
whereas the brake actuators 138 and associated brake rods 140 of
the aft port 44.2 and starboard 50.2 control arms are located
relatively inboard with respect to the corresponding attachments
146 of the associated port 42.1 and starboard 42.2 actuators. In
FIG. 5, the port brake actuators 138 and associated brake rods 140
are not illustrated, but are similar to the starboard brake
actuators 138 and associated brake rods 140 that are
illustrated.
[0081] Referring to FIGS. 10-12, in accordance with one embodiment,
the port stanchion 20.1 illustrated therein comprises a foam core
148 within a plywood shell 150 faced with an aluminum face on the
outboard side 152 thereof, and surrounded by a welded aluminum
channel frame 154 around the periphery thereof and comprising top
154.1 and bottom 154.2 stanchion caps. A plurality of stanchion
supports 156, for example, constructed of aluminum square tubing,
are substantially uniformly distributed across the length of the
stanchion 20.1 on the inboard side 40.1 thereof, each being set
into to corresponding notches 158 in the top 154.1 and bottom 154.2
stanchion caps on the inboard side 40.1 thereof, and fastened to
the stanchion 20.1 with either fasteners, e.g. bolts therethrough,
or welds thereto. The third bushings 86 of the upper outboard port
hinge 26.1 are welded to the stanchion supports 156 along an upper
outboard line 89 substantially parallel and proximate to the top
36.1 of the stanchion 20.1, and the seventh bushings 98 of the
lower outboard port hinge 32.1 are welded to the stanchion supports
156 along a lower outboard line 101 below the upper outboard line
89 and sloping downwards from bow 70 to stern 72. Accordingly, the
distance between corresponding fourth 88 and seventh 98 bushings
increases from the bow 70 to the stern 72. The bottom stanchion cap
154.2 is operatively coupled, for example, welded, to the
associated stabilizer 14.1, so as to provide for supporting the
stanchion 20.1 from the stabilizer 14.1 and transferring forces and
motion therebetween. The corresponding starboard stanchion 20.2 for
the same embodiment is symmetric with respect to the central hull
12 in respect of that described hereinabove for the port stanchion
20.1.
[0082] Referring to FIGS. 1b, 13a and 13b, the first embodiment of
the articulated marine vehicle 10, 10.1 is powered by either an
inboard engine, an outboard engine 160 or inboard engine/outboard
drive driven propeller or jet pump. As the articulated marine
vehicle 10, 10.1 moves forward, air flows into the cavities 162
over the surface of the water 76, respectively under the port 18.1
and starboard 18.2 airfoil assemblies, between the respective port
20.1 and starboard 20.2 stanchions and the central hull 12,
resepctively, and becomes pressurized therein responsive to the
forward motion of the articulated marine vehicle 10, 10.1 and the
associated sloped lower port 114 and starboard 118 airfoil
surfaces, which acts to lift the articulated marine vehicle 10,
10.1 upwards in the water 76--a first component of lift, which is
also referred to herein as a ground effect. Furthermore, as the
articulated marine vehicle 10, 10.1 moves forward, the keel 68 of
the central hull 12 slices through the waves 76' and tends to ride
up and plane on the surface of the water 76, thereby contributing
to a second component of lift acting on the articulated marine
vehicle 10, 10.1. The albeit limited buoyancy of the port 14.1 and
starboard 14.2 stabilizers contributes a third component of lift
depending upon the amount to which these are below the surface of
the water 76. Under some conditions, counteracting the first,
second and third components of lift, the port 14.1 and starboard
14.2 stabilizers pierce the waves 76' at about mid-height, from
which location a substantial amount of lift force would be required
to move the port 14.1 and starboard 14.2 stabilizers up through the
waves 76'. Furthermore, the weight of the articulated marine
vehicle 10, 10.1 opposes the first, second and third components of
lift, and thereby help to resist either a high speed flip or the
port 14.1 or starboard 14.2 stabilizers leaving the surface of the
water 76. The port 42.1 and starboard 42.2 actuators can be used to
control the angle of the associated forward 44.1 and aft 44.2 port
control arms and forward 50.1 and aft 50.2 starboard control arms,
which controls the attitude of the port 16.1' and starboard 16.2'
four-bar linkage assemblies relative to the central hull 12, which
controls the relative height and angle of the associated port 18.1
and starboard 18.2 airfoil assemblies and the relative height of
the port 20.1 and starboard 20.2 stanchions, which controls the
relative height of the port 14.1 and starboard 14.2 stabilizers
relative to the central hull 12 and associated keel 68. Relatively
lowering the port 14.1 and starboard 14.2 stabilizers relatively
raises the central hull 12 and keel 68 relative to the surface of
the water 76, given the buoyancy of the port 14.1 and starboard
14.2 stabilizers. However, given that the buoyancy of the port 14.1
and starboard 14.2 stabilizers is less than the weight of the
central hull 12, the buoyancy of the port 14.1 and starboard 14.2
stabilizers is insufficient on its own to lift the keel 68 out of
the water 76. Furthermore, as the central hull 12 is lifted
relative to the surface of the water 76, the gap between the sloped
lower port 114 and starboard 118 airfoil surfaces and the surface
of the water 76 increases, which reduces the pressure within the
associated cavities 162 at a given forward speed, thereby reducing
the ground-effect second component of lift. Accordingly, the
position of the port 42.1 and starboard 42.2 actuators can be
adjusted to control the lift forces and adjust the height of the
port 14.1 and starboard 14.2 stabilizers relative to the waves 76',
for example, so that, for sufficiently large-sized waves 76', the
port 14.1 and starboard 14.2 stabilizers nominally pierce the
height-centers of the waves 76', and so that the keel 68 planes on
the surface of the water 76/waves 76' with the remainder of the
central hull 12 traveling thereabove. Forces from the water
76/waves 76' acting upon the port 14.1 and starboard 14.2
stabilizers are transmitted through the port 20.1 and starboard
20.2 stanchions, to the port 16.1' and starboard 16.2' four-bar
linkage assemblies, to the forward 44.1 and aft 44.2 port control
arms and the forward 50.1 and aft 50.2 starboard control arms, and
to the port 42.1 and starboard 42.2 actuators. With
automotive-style air shock absorbers 42' used as the port 42.1 and
starboard 42.2 actuators, vibrations associated with the forces
from the water 76/waves 76' are damped thereby, which in
combination with the substantial length of the port 14.1 and
starboard 14.2 stabilizers provides for a relatively stable
platform even in rough water at relatively high speeds. FIGS. 13a
and 13b illustrate the articulated marine vehicle 10, 10.1
traveling a relatively high speed in rough water 76, with the
attitude of the port 16.1' and starboard 16.2' four-bar linkage
assemblies adjusted so that the port 14.1 and starboard 14.2
stabilizers pierce the waves nominally at the center height of the
associated waves 76', and so that the keel 68 of the central hull
12 planes the top of the waves 76'. The associated ground-effect
lift of the central hull 12 relative to the water 76 provides for
reducing drag, as does the air-entrained boundary layer around the
port 14.1 and starboard 14.2 stabilizers when piercing waves 76',
which collectively provides for reducing overall drag in comparison
with a conventional central hull 12 alone, which provides for
substantially improving fuel economy at relatively high speeds in
rough water relative to that achievable with the central hull 12
alone. Referring to FIGS. 14a and 14b, the port 42.1 and starboard
42.2 actuators may be used to position the port 16.1' and starboard
16.2' four-bar linkage assemblies so that the associated upper port
112 and starboard 116 airfoil surfaces are substantially level, or
horizontal, and substantially locked in that position with the
brake systems 136 associated with each of the associated forward
44.1 and aft 44.2 port control arms and forward 50.1 and aft 50.2
starboard control arms, for example, by pressurizing the associated
pneumatic pancake cylinders 138' of the associated brake actuators
138, which causes the associated brake pads 142 on the associated
brake rods 140 and brake actuator 138 to press against the inner
surfaces 144 of the forward 52 and aft 64 bulkheads, thereby
frictionally locking the forward 44.1 and aft 44.2 port control
arms and forward 50.1 and aft 50.2 starboard control arms in a
substantially level position, which substantially locks the port
16.1' and starboard 16.2' four-bar linkage assemblies and the
associated upper port 112 and starboard 116 airfoil surfaces in a
substantially level position, for example, so as to provide for
fishing, diving, or other water sport activities. For example, the
upper port 112 and starboard 116 airfoil surfaces could be carpeted
to facilitate such activities.
[0083] Referring to FIGS. 15a and 15b, the articulated marine
vehicle 10, 10.1 is illustrated with the associated port 14.1 and
starboard 14.2 stabilizers in their lowest positions, for example,
as may be used to lift the central hull 12 above the surface of the
water 76 to the maximum extent possible, for example, so as to
provide for clearing waves 76' in rough seas, for example, for
improved ride comfort; or to provide for a better view of the
surroundings. The port 14.1 and starboard 14.2 stabilizers might
also be placed in their lowest positions in order to minimize the
beam of the articulated marine vehicle 10, 10.1, for example, so as
to either facilitate trailering, or to provide for navigating
relatively narrow channels or passages.
[0084] Alternatively, referring to FIGS. 16a and 16b, the
articulated marine vehicle 10, 10.1 is illustrated with the
associated port 14.1 and starboard 14.2 stabilizers in their
highest positions, for example, as may be used to lower the central
hull 12 into the water 76 to the maximum extent possible, for
example, so as to provide for closest access to the surface of the
water 76 from inside the central hull 12 of the articulated marine
vehicle 10, 10.1.
[0085] The articulated marine vehicle 10, 10.1 can also be operated
with one of the port 14.1 and starboard 14.2 stabilizers positioned
as illustrated in FIGS. 15a and 15b, and the other of the starboard
14.2 and port 14.1 stabilizers positioned as illustrated in FIGS.
16a and 16b,--with the articulated marine vehicle 10, 10.1 either
moving or stationary,--for example, so as to provide for banking
the articulated marine vehicle 10, 10.1 in a turn; operating the
articulated marine vehicle 10, 10.1 on the side of a large wave 76'
pointed along a direction parallel to the crest thereof; or for
letting one or more large waves 76' pass sideways under the
articulated marine vehicle 10, 10.1; or for tilting the articulated
marine vehicle 10, 10.1 when operating under sail so as to place
the associated mast and sail at a beneficial angle relative to the
water 76 and wind for sailing.
[0086] Referring to FIGS. 17a and 17b, the articulated marine
vehicle 10, 10.1 is illustrated with the associated port 14.1 and
starboard 14.2 stabilizers positioned so as to minimize draft, i.e.
so that the port 14.1 and starboard 14.2 stabilizers and the keel
68 are at about the same depth within the water 76. For example the
draft of the articulated marine vehicle 10, 10.1 can be less than
about 4% of the overall length thereof.
[0087] Referring to FIG. 18, a second embodiment of an upper
inboard port 24.1' or starboard 24.2' hinge comprises a pair of
first bushings 78 straddling each of the forward 44.1 and aft 44.2
port control arms, or straddling each of the forward 50.1 and aft
50.2 starboard control arms, respectively, and a pair of second
bushings 80 straddling the pair of first bushings 78, with an
associated hinge pin 82.1', for example, constructed of stainless
steel, extending between and at least partially through the pair of
second bushings 80, through the pair of first bushings 78 located
therebetween, and through the associated forward 44.1 or aft 44.2
port control arm located therebetween, wherein each pair of first
bushings 78 is operatively coupled to or a part of--for example,
welded to--the central hull 12, and each pair of associated second
bushings 80 is coupled to or a part of--for example, welded to--the
associated upper inboard longitudinal beam 84 of the associated
port 18.1 or starboard 18.2 airfoil assemblies. The second
embodiment of the upper inboard port 24.1' or starboard 24.2' hinge
further comprises a strap hinge 164, for example, constructed of
stainless steel and bolted to the central hull 12 and to the port
18.1 or starboard 18.2 airfoil assemblies, adapted to provide for
hinging the port 18.1 or starboard 18.2 airfoil assemblies to the
central hull 12 along remaining portions thereof therebetween.
[0088] Similarly, a second embodiment of an upper outboard port
26.1' or starboard 26.2' hinge comprises a pair of third bushings
86 straddling each of the forward 44.1 and aft 44.2 port control
arms, or straddling each of the forward 50.1 and aft 50.2 starboard
control arms, respectively, and a pair of fourth bushings 88
straddling the pair of third bushings 86, with an associated hinge
pin 82.2', for example, constructed of stainless steel, extending
between and at least partially through the pair of fourth bushings
86, through the pair of third bushings 86 located therebetween, and
through the associated forward 44.1 or aft 44.2 port control arm
located therebetween, wherein each pair of third bushings 86 is
operatively coupled to or a part of--for example, welded to--the
port 20.1 or starboard 20.2 stanchion, and each pair of associated
fourth bushings 86 is coupled to or a part of--for example, welded
to--the associated upper outboard longitudinal beams 90 of the
associated port 18.1 or starboard 18.2 airfoil assemblies. The
second embodiment of the upper outboard port 26.1' or starboard
26.2' hinge further comprises a strap hinge 164, for example,
constructed of stainless steel and bolted to the port 20.1 or
starboard 20.2 stanchion and to the port 18.1 or starboard 18.2
airfoil assemblies, respectively, adapted to provide for hinging
the port 18.1 or starboard 18.2 airfoil assemblies to the port 20.1
or starboard 20.2 stanchions along remaining portions thereof
therebetween.
[0089] Referring to FIGS. 19 and 20, a second embodiment of a lower
inboard port 30.1' or starboard 30.2' hinge comprises a continuous
strap hinge 166 between the port 38.1 or starboard 38.2 side of the
central hull 12 and the associated lower inboard longitudinal beam
96 of the port 18.1 or starboard 18.2 airfoil assemblies, with a
first portion 166.1 of the lower inboard port 30.1' or starboard
30.2' hinge rigidly fastened to the port 38.1 or starboard 38.2
side of the central hull 12, for example with fasteners or rivets,
or by welding, and a second portion 166.2 of the lower inboard port
30.1' or starboard 30.2' hinge fastened to the associated lower
inboard longitudinal beam 96 of the port 18.1 or starboard 18.2
airfoil assemblies using shoulder bolts 168, or bolts 168.1 with
associated shouldered bushings 168.2, through slots 170 in the
second portion 166.2 of the lower inboard port 30.1' or starboard
30.2' hinge and fastened to the associated lower inboard
longitudinal beam 96 so as to provide for the second portion 166.2
of the lower inboard port 30.1' or starboard 30.2' hinge to slide
relative to the lower inboard longitudinal beam 96 responsive to
the changes in the attitude of the port 18.1 or starboard 18.2
airfoil assemblies. Alternatively, the first portion 166.1 of the
lower inboard port 30.1' or starboard 30.2' hinge could incorporate
the slots 170, and the second portion 166.2 of the lower inboard
port 30.1' or starboard 30.2' hinge could be rigidly fastened, or
both the first 166.1 and second 166.2 portions of the lower inboard
port 30.1' or starboard 30.2' hinge could each incorporate slots
170.
[0090] Similarly, a second embodiment of a lower outboard port
32.1' or starboard 32.2' hinge comprises a continuous strap hinge
166 between the inboard side 40.1, 40.2 of the port 20.1 or
starboard 20.2 stanchion and the associated lower outboard
longitudinal beam 102 of the port 18.1 or starboard 18.2 airfoil
assemblies, with a first portion 166.1 of the lower outboard port
32.1' or starboard 32.2' hinge rigidly fastened to the inboard side
40.1, 40.2 of the port 20.1 or starboard 20.2 stanchion, for
example with fasteners or rivets, or by welding, and a second
portion 166.2 of the lower outboard port 32.1' or starboard 32.2'
hinge fastened to the associated lower outboard longitudinal beam
102 of the port 18.1 or starboard 18.2 airfoil assemblies using
shoulder bolts 168 through slots 170 in the second portion 166.2 of
the lower outboard port 32.1' or starboard 32.2' hinge and fastened
to the associated lower outboard longitudinal beams 102 so as to
provide for the second portion 166.2 of the lower outboard port
32.1' or starboard 32.2' hinge to slide relative to the lower
outboard longitudinal beams 102 responsive to the changes in the
attitude of the port 18.1 or starboard 18.2 airfoil assemblies.
Alternatively, the first portion 166.1 of the lower outboard port
32.1' or starboard 32.2' hinge could incorporate the slots 170, and
the second portion 166.2 of the lower outboard port 32.1' or
starboard 32.2' hinge could be rigidly fastened, or both the first
166.1 and second 166.2 portions of the lower outboard port 32.1' or
starboard 32.2' hinge could each incorporate slots 170.
[0091] Referring to FIGS. 21a-21e, a second embodiment of
articulated marine vehicle 10, 10.2 comprises a central hull 12
from which associated port 172.1 and starboard 172.2 stabilizer
assemblies are operatively coupled to the central hull 12 proximate
to the corresponding port 34.1 and starboard 34.2 gunwales with
associated port 174.1 and starboard 174.2 hinges, for example, in
accordance with the first embodiment of the upper inboard port 24.1
or starboard 24.2 hinges illustrated in FIG. 2. The port 172.1 and
starboard 172.2 stabilizer assemblies comprise port 14.1 and
starboard 14.2 stabilizers that are connected to associated port
20.1 and starboard 20.2 stanchions that are in turn connected to,
or which incorporate, associated port 176.1 and starboard 176.2
arms, or associated port 176.1' and starboard 176.2' platform
structures extending inboard thereof and operatively coupled to the
associated upper inboard port 24.1 or starboard 24.2 hinges. For
example, in one embodiment, the associated port 176.1 and starboard
176.2 arms, or associated port 176.1' and starboard 176.2' platform
structures are braced at about right angles to the corresponding
port 20.1 and starboard 20.2 stanchions with associated diagonal
braces 178. One or more port actuators 180.1, for example, a pair,
external of the central hull 12 are operative between the central
hull 12 and the port stabilizer assembly 172.1 so as to provide for
raising or lowering the port stabilizer 14.1 relative to the
central hull 12, and one or more starboard actuators 180.2, for
example, a pair, external of the central hull 12 are operative
between the central hull 12 and the starboard stabilizer assembly
172.2 so as to provide for raising or lowering the starboard
stabilizer 14.2 relative to the central hull 12, wherein the
attitudes of the port 172.1 and starboard 172.2 stabilizer
assemblies relative to central hull 12 can be controlled
independently of one another. For example, in one embodiment, each
port actuator 180.1 is operative between a corresponding inboard
pivot 182 below the port hinge 174.1 on the central hull 12, for
example, just above the floating water level, and a corresponding
outboard pivot 184 operatively coupled to the port arm 176.1 or
platform structure 176.1' at a location of an associated diagonal
brace 178; and each starboard actuator 180.2 is operative between a
corresponding inboard pivot 182 below the starboard hinge 174.2 on
the central hull 12, for example, just above the floating water
level, and a corresponding outboard pivot 184 operatively coupled
to the starboard arm 176.2 or platform structure 176.2' at a
location of an associated diagonal brace 178. For example, the port
180.1 and starboard 180.2 actuators may comprise automotive-style
air shock absorbers 180'. The port 172.1 and starboard 172.2
stabilizer assemblies could incorporate or support associated port
18.1 and starboard 18.2 airfoil assemblies, or the port 172.1 and
starboard 172.2 stabilizer assemblies could be adapted to provide
for the stabilization benefits provided by the port 14.1 and
starboard 14.2 stabilizers without necessarily providing for
substantial associated ground effect lift during the operation of
the articulated marine vehicle 10, 10.2, which would still be of
benefit in fishing and pleasure craft to provide for the comfort of
passengers and crew, particularly when cruising in rough water.
Alternatively, the second embodiment of articulated marine vehicle
10, 10.2 could incorporate control arms 44.1, 44.2, 50.1, 50.2 that
cooperate with associated actuators 42.1, 42.2 located within the
central hull 12, as described hereinabove for the first embodiment
of an articulated marine vehicle 10, 10.1, instead of or in
addition to external actuators 180.1, 180.2.
[0092] Referring to FIG. 21c, the port 180.1 and starboard 180.2
actuators are illustrated in a partially extended position with the
associated port 176.1 and starboard 176.2 arms, or associated port
176.1' and starboard 176.2' platform structures, both substantially
level, thereby providing a platform for fishing, diving or other
recreational activities.
[0093] Referring to FIG. 21d, the starboard actuator 180.2 is
illustrated in a retracted position, which provides for lowering
the starboard stabilizer 14.2 relative to the central hull 12, and
thereby raising the central hull 12 in the water 76 to the extent
possible, so as to provide for either raising the keel 68 relative
to the waves 76', narrowing the beam to facilitate trailering the
articulated marine vehicle 10, 10.1 or navigating a relatively
narrow passage, or tilting the central hull 12 towards the port
side 38.1 relative to the water 76, for example, so as to
facilitate a turn to port or to provide for maintaining a level
attitude when traveling parallel to a wave 76'.
[0094] Referring to FIG. 21e, the starboard actuator 180.2 is
illustrated in an extended position, which provides for raising the
starboard stabilizer 14.2 relative to the central hull 12, and
thereby lowering the central hull 12 in the water 76 to the extent
possible, so as to provide for either closer access to the water 76
from the central hull 12, or tilting the central hull 12 towards
the starboard side 38.2 relative to the water 76, for example, so
as to facilitate a turn to starboard or to provide for maintaining
a level attitude when traveling parallel to a wave 76'.
[0095] Referring to FIGS. 22a, 22b, 23 and 24a-24b, a third
embodiment of an articulated marine vehicle 10, 10.3 comprises a
central hull 12 to which are coupled port 14.1 and starboard 14.2
stabilizers via associated port 16.1 and starboard 16.2 linkage
assemblies, respectively, that either incorporate or support
associated respective port 18.1 and starboard 18.2 airfoil
assemblies. The port 16.1 and starboard 16.2 linkage assemblies are
coupled to the port 14.1 and starboard 14.2 stabilizers with
associated port 20.1 and starboard 20.2 stanchions, respectively.
For example, in the third embodiment of the articulated marine
vehicle 10, 10.3, the port 16.1 and starboard 16.2 linkage
assemblies comprise associated respective port 16.1' and starboard
16.2' four-bar linkage assemblies. The port four-bar linkage
assembly 16.1' comprises one or more upper links 22 extending
between an upper inboard port hinge 24.1 and an upper outboard port
hinge 26.1, and one or more lower links 28 extending between a
lower inboard port hinge 30.1 and a lower outboard port hinge 32.1.
The upper inboard port hinge 24.1 is coupled along and to a
location proximate to a port gunwale 34.1 of the central hull 12,
the upper outboard port hinge 26.1 is coupled along and to the top
36.1 of the port stanchion 20.1, the lower inboard port hinge 30.1
is coupled along and to the port side 38.1 of the central hull 12,
and the lower outboard port hinge 32.1 coupled along and to an
inboard side 40.1 of the port stanchion 20.1. Similarly, the
starboard four-bar linkage assembly 16.2' comprises one or more
upper links 22 extending between an upper inboard starboard hinge
24.2 and an upper outboard starboard hinge 26.2, and one or more
lower links 28 extending between a lower inboard starboard hinge
30.2 and a lower outboard starboard hinge 32.2. The upper inboard
starboard hinge 24.2 is coupled along and to a location proximate
to a starboard gunwale 34.2 of the central hull 12, the upper
outboard starboard hinge 26.2 is coupled along and to the top 36.2
of the starboard stanchion 20.2, the lower inboard starboard hinge
30.2 is coupled along and to the starboard side 38.2 of the central
hull 12, and the lower outboard starboard hinge 32.2 coupled along
and to an inboard side 40.2 of the starboard stanchion 20.2.
[0096] The port 16.1 and starboard 16.2 linkage assemblies
cooperate with a plurality of associated port 42.1 and starboard
42.2 actuators, respectively, so as to provide for either raising
or lowering the respective associated port 20.1 and starboard 20.2
stanchions and port 14.1 and starboard 14.2 stabilizers operatively
coupled thereto, wherein the port stanchion 20.1 and stabilizer
14.1 can be raised or lowered independently of the starboard
stanchion 20.2 and stabilizer 14.2. For example, the third
embodiment of the articulated marine vehicle 10, 10.3 incorporates
forward 44.1 and aft 44.2 port control arms that pivot about the
upper inboard port hinge 24.1, first end portions 46.1, 46.2 of
which extend within the port four-bar linkage assembly 16.1' and
which are operatively coupled to the upper link(s) 22 thereof, and
opposing second end portions 48.1, 48.2 of which extend within the
central hull 12 and which are operatively coupled through the
plurality of corresponding port actuators 42.1 to the central hull
12. Similarly, the third embodiment of the articulated marine
vehicle 10, 10.3 incorporates forward 50.1 and aft 50.2 starboard
control arms that pivot about the upper inboard starboard hinge
24.2, first end portions 46.1, 46.2 of which extend within the
starboard four-bar linkage assembly 16.2' and which are operatively
coupled to the upper link(s) 22 thereof, and opposing second end
portions 48.1, 48.2 of which extend within the central hull 12 and
which are operatively coupled through a plurality of corresponding
starboard actuators 42.2 to the central hull 12.
[0097] The forward port 44.1 and starboard 50.1 control arms and
associated port 42.1 and starboard 42.2 actuators, and the aft port
44.2 and starboard 50.2 control arms and associated port 42.1 and
starboard 42.2 actuators are similar in construction and operation
to that described herinabove in respect of the first embodiment of
the articulated marine vehicle 10, 10.1.
[0098] In contradistinction with the first embodiment of the
articulated marine vehicle 10, 10.1, in the third embodiment of the
articulated marine vehicle 10, 10.3, the upper inboard port 24.1
and starboard 24.2 hinges are substantially parallel to the lower
inboard port 30.1 and starboard 30.2 hinges, and the upper outboard
port 26.1 and starboard 26.2 hinges are substantially parallel to
the lower outboard port 32.1 and starboard 32.2 hinges, so that,
for example, the lower inboard port 30.1 and starboard 30.2 hinges
and the lower outboard port 32.1 and starboard 32.2 hinges may be
constructed similar to the upper inboard port 24.1 and starboard
24.2 hinges and the upper outboard port 26.1 and starboard 26.2
hinges, respectively, for example, as illustrated in FIG. 2 or 18,
i.e. without needing to provide for axial relative motion of the
separate portions of the lower inboard port 30.1 or starboard 30.2
hinges relative to one another, or the separate portions of the
lower outboard port 32.1 and starboard 32.2 hinges relative to one
another, responsive to changes in attitude of the port 18.1 or
starboard 18.2 airfoil assemblies.
[0099] Furthermore, in order to provide for ground effect lift, in
accordance with the third embodiment of the articulated marine
vehicle 10, 10.3, the port 16.1 and starboard 16.2 linkage
assemblies may be provided with associated port 18.1 and starboard
18.2 airfoil assemblies comprising associated port 186.1 and
starboard 186.2 aircraft-style wing-like airfoil surfaces, each
comprising a relatively rounded leading edge 188 and tapering to a
relatively sharp trailing edge 190. In one embodiment, the trailing
edge 190 of the port 186.1 and starboard 186.2 aircraft-style
wing-like airfoil surfaces is incorporated in associated adjustable
flaps, elevators, ailerons or trim tabs so as to provide for
adjusting or controlling associated aerodynamic lift when the
articulated marine vehicle 10, 10.3 is operated at high speeds. The
attitude of the port 186.1 and starboard 186.2 aircraft-style
wing-like airfoil surfaces is adjustable with the associated port
42.1 and starboard 42.2 actuators similar to that described
hereinabove for the first embodiment of the articulated marine
vehicle 10, 10.1, so as to provide for controllable relatively high
speed flying at water level by the third embodiment of the
articulated marine vehicle 10, 10.3.
[0100] Referring to FIGS. 25-27 and 28a-28b a fourth embodiment of
an articulated marine vehicle 10, 10.4 is adapted for
military-style use by adding stealth-providing radar reflecting,
absorbing or cancelling panels 192, or by adding armor plating 194,
or a combination of the two, for example, to the first embodiment
of the articulated marine vehicle 10, 10.1. For example, referring
to FIGS. 25, 27 and 28a-28b, stealth-providing radar reflecting,
absorbing or cancelling panels 192 or armor plating 194, or a
combination of the two, may be incorporated in any one of the port
20.1 or starboard 20.2 stanchions, or the upper port 112 or
starboard 116 airfoil surfaces, as associated shields 196 that, for
example, may be either fixed, or deployable with associated
actuators 198 as illustrated in FIG. 27. For example, in FIG. 27,
an upper port airfoil surface 112' constructed as a first shield
196.1 is illustrated in a normal position, an outboard side 152' of
the port stanchion 20.1 constructed as a second shield 196.2 is
also illustrated in a normal position, an upper starboard airfoil
surface 116' constructed as a third shield 196.3 is illustrated in
an extended position as actuated by at least one first actuator
198.1, for example, a hydraulic, pneumatic or electric actuator,
operative between the starboard linkage assembly 16.2 and the third
shield 196.3, and an outboard side 152' of the starboard stanchion
20.2 constructed as a fourth shield 196.4 is illustrated in an
extended position as actuated by at least one second actuator
198.2, for example, a hydraulic, pneumatic or electric actuator,
operative between the starboard stanchion 20.2 and the fourth
shield 196.4. In their extended positions, the third 196.3 and
fourth 196.4 shields provide for either reflecting incoming fire if
configured as armor plating 194, or reflecting incoming radar
signals away from their source if configured as a stealth-providing
radar reflecting, absorbing or cancelling panels 192. FIGS. 28a and
28b illustrate the starboard stanchion 20.2 and associated
starboard linkage assembly 16.2 in the lowered and raised
positions, respectively, with the associated third 196.3 and fourth
196.4 shields in their normal positions.
[0101] Referring to FIGS. 25 and 26, fixed portions of
stealth-providing radar reflecting, absorbing or cancelling panels
192 or armor plating 194 may be added at the bow 70 or stern 72 of
the articulated marine vehicle 10, 10.4, for example, supported
from the bow portion 54 or the transom 200 of the articulated
marine vehicle 10, 10.4, respectively, at fixed angles thereto so
as to provide for fixed fifth 196.5 or sixth 196.6 shields that
provide for either reflecting incoming fire if configured as armor
plating 194, or reflecting incoming radar signals away from their
source if configured as a stealth-providing radar reflecting,
absorbing or cancelling panels 192. Furthermore, additional
deployable stealth-providing radar reflecting, absorbing or
cancelling panels 192 or armor plating 194 may be added as seventh
196.7 or eighth 196.8 shields in cooperation with the fifth 196.5
or sixth 196.6 shields so as to provide for deploying additional
protection above the top of the central hull 12. For example, the
seventh 196.7 or eighth 196.8 shields may be deployed with
corresponding third 198.3 or fourth 198.4 actuators, for example,
hydraulic, pneumatic or electric actuators, adapted to act between
the central hull 12 and the associated seventh 196.7 or eighth
196.8 shields so that in their extended positions, the seventh
196.7 or eighth 196.8 shields are aligned with the corresponding
fixed fifth 196.5 or sixth 196.6 shields and provide for either
reflecting incoming fire if configured as armor plating 194, or
reflecting incoming radar signals away from their source if
configured as a stealth-providing radar reflecting, absorbing or
cancelling panels 192. For example, FIG. 25 illustrates the
articulated marine vehicle 10, 10.4 configured with fifth 196.5,
sixth 196.6 and seventh 196.7 shields, with the seventh shield
196.7 in a normal position; and FIG. 26 illustrates the articulated
marine vehicle 10, 10.4 configured with fifth 196.5, sixth 196.6,
seventh 196.7 and eighth 196.8 shields, with the seventh 196.7 and
eighth 196.8 shields in their extended positions.
[0102] Referring to FIGS. 29-35, a fifth embodiment of an
articulated marine vehicle 10, 10.5 is adapted from any of the
above-described embodiments of articulated marine vehicles 10,
10.1, 10.2, 10.3, 10.4 as a sailboat with propulsion by wind power
by incorporating a socket 202 in the central hull 12, inserting a
mast 204 in the socket 202, and adding a sail 206 with associated
sheets 208 and rigging 210, and one or more rudders 212 with an
associated steerage system 214. The keel 68 provides for
substantially reducing side drift of the articulated marine vehicle
10, 10.5 while under sail power. The port 14.1 and starboard 14.2
stabilizers also inherently provide for resisting lateral drift,
and may be adapted with associated keels 216, for example, running
as far as the full length of the respective port 14.1 and starboard
14.2 stabilizers, so as to further resist lateral drift while under
sail power. Alternatively, or additionally, the associated port
14.1 and starboard 14.2 stabilizers could be constructed with
vertically elongated shapes, for example, with oval or elliptical
cross-sections, that would result in a deeper draft that would
provide for increased resistance to lateral drift.
[0103] The socket 202 is formed from two inclined planar surfaces
218 located between, and operatively coupled to, for example,
welded to, the forward bulkheads 52, which also provides for
reinforcing the forward bulkheads 52 between the forward port 44.1
and starboard 50.1 control arms, for example, so as to provide for
resisting associated braking forces from the associated brake
system 136 during operation thereof, and to strengthen the forward
bulkheads 52 against loads from the port 42.1 and starboard 42.2
actuators coupled to the forward port 44.1 and starboard 50.1
control arms. The mast 204 comprises a tapered base 220 adapted to
mate with and wedge into the socket 202. For example, in one
embodiment, the width 220.1 of the tapered base 220 is
substantially the same as the separation distance between the inner
surfaces 144 of the forward bulkheads 52. The mast 204 is secured
to the articulated marine vehicle 10, 10.5 with four bolts through
a flange 222 extending laterally from the top of the tapered base
220 and into the structure 224 surrounding the socket 202. The same
four bolts may be used to secure a cover plate above the socket 202
when the mast 204 is not being used. The mast 204 includes a ring
226 on the top thereof used with associated rigging to hoist the
sail 206. The mast 204, sail 206 and associated rigging 210 may be
stored together within a storage compartment 228 within either one
of the port 14.1 or starboard 14.2 stabilizers or within the port
18.1 or starboard 18.2 airfoil assemblies.
[0104] Alternatively--for example, on larger versions of the
articulated marine vehicle 10, 10.5--the mast 204 could be pivoted
aftward from a pivot mounted to the forward bulkheads 52 and stowed
in a cradle that, for example, could be clamped to the top of the
transom 200. The levels of the pivot and associated cradle could be
adapted to provide for sufficient headroom below the sail 206 or an
associated sail boom.
[0105] Referring to FIGS. 34a-34b and 35, the articulated marine
vehicle 10, 10.5 further comprises a planing board 230 that is
connected with an associated planing board hinge 232 to the base of
the stern 123 each of the stabilizers 14.1, 14.2. Alternatively, or
additionally, the planing board 230 could be hinged off the aft of
an associated outboard engine 160. The planing board 230 is
operatively coupled to an associated automotive-style air shock
absorbers 233 preloaded with sufficient pressure to hold the
planing board 230 substantially parallel to the surface of the
water 76. In the event of an emergency, such as a high speed lift
of the bow 70, the automotive-style air shock absorbers 180' may be
quickly pressurized, for example, from a pressurized tank or air
pump 124, so as to quickly drop the planing board(s) 230 deeply
into the water so as to force the bow 70 down. One or more planing
board(s) 230 may be also incorporated in any of the above-described
embodiments of the articulated marine vehicles 10, 10.1, 10.2,
10.3, 10.4, for example, high-speed variants thereof.
[0106] The articulated marine vehicle 10, 10.5 further comprises a
rudder mechanism 234 operatively associated with one or more of the
planing boards 230. Each rudder mechanism 234 comprises a rudder
212 that is pivoted from the associated planing board 230 about a
vertical axis 236 proximate to the forward end 212.1 of the rudder
212, and proximate to the center of the forward end 230.1 of the
planing board 230, aft of the planing board hinge 232. For example,
in one embodiment, a shouldered shaft 238 at the forward end 212.1
of the rudder 212 extends through a hole at the forward end of the
forward end 230.1 of the planing board 230 and is pivotally secured
to the planing board 230 by an associated first nut 240.
Accordingly, the rudder 212 can pivot from side-to-side from the
planing board 230, and also rotates with the planing board 230 as
the planing board 230 rotates about the planing board hinge 232 at
the stern 123 the associated stabilizer 14.1, 14.2. The planing
board 230 incorporates a radial slot 242 that cooperates with a
shouldered guidepost 244 extending vertically from an aft portion
of the rudder 212. The aft portion of the rudder 212 incorporates a
flange 246 that rides against the lower surface 248 of the planing
board 230, and which is held in cooperative relationship therewith
by a second nut 250 and associated washer 252 on the shouldered
guidepost 244 against the upper surface 254 of the planing board
230, wherein the flange 246 and washer 252 acting against the lower
248 and upper 254 surfaces of the planing board 230, respectively,
provide for keeping the rudder 212 substantially perpendicular to
the associated planing board 230. The position of the rudder 212 is
controlled by a hydraulic cable 256, for example, of a type
commonly used for marine engine or steering systems, which acts
between a first pivot 258, for example, depending from the
associated stabilizer 14.1, 14.2, and a second pivot 260 on a link
262 depending from the rudder 212. For example, in one embodiment,
the first pivot 258 is located proximate to the pivot axis 264 of
the planing board hinge 232. The rudder mechanism 234 may be also
incorporated in any of the above-described embodiments of the
articulated marine vehicles 10, 10.1, 10.2, 10.3, 10.4, for
example, high-speed variants thereof.
[0107] In addition its application for sailing, the articulated
marine vehicle 10, 10.5 with the mast 204 may be used, for example,
with or without a sail 206, as a platform for mounting a camera or
other equipment, wherein the relatively stabilized motion of the
articulated marine vehicle 10, 10.5, even in relatively rough water
76, provides a relatively stable platform, for example, for still
or moving film or video photography, for example, for filming
movies, or for other observational equipment, radar equipment, a
spotlight mount, or an armament mount.
[0108] Referring to FIGS. 36a and 36b, a sixth embodiment of an
articulated marine vehicle 10, 10.6 is adapted from the first
embodiment of the articulated marine vehicle 10, 10.1 illustrated
in FIGS. 1a-1f, but with adjustable bow planes 266 on the port 14.1
and starboard 14.2 stabilizers that can provide additional lift,
for example, to assist in planing the articulated marine vehicle
10, 10.6 when the floatation of the port 14.1 and starboard 14.2
stabilizers is otherwise insufficient for a particular weight
loading of the articulated marine vehicle 10, 10.6. For example, in
one embodiment, the adjustable bow planes 266 comprise associated
inboard 266.1 and outboard 266.2 planing surfaces that are
interconnected with a shaft 268 extending through and across the
associated port 14.1 or starboard 14.2 stabilizer. The angle of
each adjustable bow plane 266 is set by an associated actuator 270,
for example, a pneumatic actuator 270', for example, that is
operatively coupled to an inboard side 40.1, 40.2 of the associated
port 20.1 or starboard 20.2 stanchion, and which acts on a pivot
272 attached to the associated inboard planing surface 266.1. In
operation, the angle of the inboard 266.1 and outboard 266.2
planing surfaces is set so as to prevent the bows 122 of the port
14.1 and starboard 14.2 stabilizers from digging into the water 76
below the waves 76'.
[0109] Referring to FIGS. 37a-c, a seventh embodiment of an
articulated marine vehicle 10, 10.7 incorporates port 12.1 and
starboard 12.2 central hulls operatively coupled to and supporting
a platform 274, wherein the port central hull 12.1 comprises a
central port pontoon 276.1 and an associated central port stanchion
278.1, the starboard central hull 12.2 comprises a central
starboard pontoon 276.2 and an associated central starboard
stanchion 278.2, wherein the central port 278.1 and starboard 278.2
stanchions are interconnected with a framework 280 having a drop
from the platform 274 that increases from bow 70 to stern 72. The
underside of the framework 280 supports an associated central lower
airfoil surface 282 that slopes downwards from bow 70 to stern 72,
and provides for generating central ground-effect lift. The
articulated marine vehicle 10, 10.7 further comprises port 14.1 and
starboard 14.2 stabilizers that are operatively coupled to the
respective port 12.1 and starboard 12.2 central hulls via
associated respective port 16.1 and starboard 16.2 linkage
assemblies, respectively, that either incorporate or support
associated respective port 18.1 and starboard 18.2 airfoil
assemblies. The port 14.1 and starboard 14.2 stabilizers may
comprise respective port 276.3 and starboard 276.4 pontoons similar
to the central port 276.1 and starboard 276.2 pontoons, or some
other form of stabilizer as described hereinabove in accordance
with the first embodiment of an articulated marine vehicle 10,
10.1. The size of the port 276.3 and starboard 276.4 pontoons need
not be the same as that of the central port 276.1 and starboard
276.2 pontoons. For example, relatively smaller, i.e. less buoyant,
port 276.3 and starboard 276.4 pontoons relative to the central
port 276.1 and starboard 276.2 pontoons would be expected to
provide for increasing the potential maximum operating speed of the
seventh embodiment of an articulated marine vehicle 10, 10.7.
[0110] The port 16.1 and starboard 16.2 linkage assemblies are
coupled to the port 14.1 and starboard 14.2 stabilizers with
associated port 20.1 and starboard 20.2 stanchions, respectively.
For example, in the seventh embodiment of the articulated marine
vehicle 10, 10.7, the port 16.1 and starboard 16.2 linkage
assemblies comprise associated respective port 16.1' and starboard
16.2' four-bar linkage assemblies, for example, constructed as
described hereinabove for the first embodiment of an articulated
marine vehicle 10, 10.1, with associated upper inboard port 24.1
and starboard 24.2 hinges operatively coupled to respective upper
portions of the outboard sides of the central port 278.1 and
starboard 278.2 stanchions, respectively; associated upper outboard
port 26.1 and starboard 26.2 hinges operatively coupled to
respective inboard sides 40.1, 40.2 of the port 20.1 and starboard
20.2 stanchions, respectively, and parallel to the respective upper
inboard port 24.1 and starboard 24.2 hinges; associated lower
inboard port 30.1 and starboard 30.2 hinges operatively coupled to
respective outboard sides of the central port 278.1 and starboard
278.2 stanchions, respectively, and sloped downwards from bow to
stern; and associated lower outboard port 32.1 and starboard 32.2
hinges operatively coupled to respective inboard sides 40.1, 40.2
of the port 20.1 and starboard 20.2 stanchions, respectively, and
parallel to the respective lower inboard port 30.1 and starboard
30.2 hinges. The port 18.1 and starboard 18.2 airfoil assemblies
incorporated or supported by the port 16.1 and starboard 16.2
linkage assemblies comprise respective lower port 114 and starboard
118 airfoil surfaces, for example, respective planar surfaces 114',
118', that provide for generating a ground-effect air pressure
within the cavities 162 bounded from above thereby, bounded
laterally by the respective inboard surfaces of the port 20.1 and
starboard 20.2 stanchions and by the respective outboard surfaces
of the central port 278.1 and starboard 278.2 stanchions, and
bounded from below by the water 76, responsive to a forward motion
of the articulated marine vehicle 10, 10.7 over the water 76. The
angular orientation of the port linkage assembly 16.1, and the
associated port airfoil assembly 18.1, and the height of the port
stabilizer 14.1, are controlled by forward 284.1 and aft 284.2 port
actuators, for example, automotive-style air shock absorbers 42',
that depend from the platform 274 and are operatively coupled to
respective outboard portions of the port linkage assembly 16.1,
with pivotal connections either directly to respective outboard
portions of associated upper links 22 of the port linkage assembly
16.1, or indirectly to upper outboard longitudinal beams 90
associated therewith. Similarly, the angular orientation of the
starboard linkage assembly 16.2, and the associated starboard
airfoil assembly 18.2, and the height of the starboard stabilizer
14.2, are controlled by forward 286.1 and aft 286.2 starboard
actuators, for example, automotive-style air shock absorbers 42',
that depend from the platform 274 and are operatively coupled to
respective outboard portions of the starboard linkage assembly
16.2, with pivotal connections either directly to respective
outboard portions of associated upper links 22 of the starboard
linkage assembly 16.2, or indirectly to upper outboard longitudinal
beams 90 associated therewith. In the seventh embodiment of an
articulated marine vehicle 10, 10.7, the upper range of motion of
the port 16.1 and starboard 16.2 linkage assemblies is limited by
the platform 274 to a substantially level position. Otherwise, the
port 16.1 and starboard 16.2 linkage assemblies and associated port
14.1 and starboard 14.2 stabilizers may be controlled as described
hereinabove for the first embodiment of the articulated marine
vehicle 10, 10.1, for example, as illustrated in FIGS. 13a-b,
14a-b, 15a-b and 17a-b.
[0111] The sides of the port 20.1 and starboard 20.2 stanchions are
illustrated extended above the upper outboard port 26.1 and
starboard 26.2 hinges so as to provide for a safety wall or rail
288. Alternatively, the tops of the port 20.1 and starboard 20.2
stanchions could be aligned with the upper outboard port 26.1 and
starboard 26.2 hinges, and associated safety walls or rails could
be incorporated on the platform 274.
[0112] Generally, the articulated marine vehicle 10 may be
constructed or adapted in various ways. For example, an existing
aluminum- or fiberglass-hulled boat, particularly, boats with
relatively deep hulls, including sailboats, off-shore racing boats,
water sports boats, and military boats, may be readily adapted as
an articulated marine vehicle 10 adding provisions to the side of
the associated central hull 12 to support the port 16.1 and
starboard 16.2 linkage assemblies and associated port 20.1 and
starboard 20.2 stanchions and port 14.1 and starboard 14.2
stabilizers, and by adding the associated central keel 68.
[0113] Generally, the articulated marine vehicle 10 operating on a
body of water may be powered either by action of a propeller or a
water jet against water of the body of water, by action of wind on
a sail or other aerodynamic surface, or by an associated
powerplant-driven propeller--for example, as used in an air
boat,--or a jet or rocket engine, acting on the atmospheric air
120.
[0114] Furthermore, the articulated marine vehicle 10 may be
adapted to provide for controlling or adjusting the width, i.e. the
transverse extent, of the port 18.1 and starboard 18.2 airfoil
assemblies or the associated port 186.1 and starboard 186.2
aircraft-style wing-like airfoil surfaces, depending upon the
embodiment, for example, with actuator-driven telescoping port 18.1
and starboard 18.2 airfoil assemblies or associated port 186.1 and
starboard 186.2 aircraft-style wing-like airfoil surfaces, while
simultaneously controlling or adjusting the transverse spacing of
the port 20.1 and starboard 20.2 stanchions and associated port
14.1 and starboard 14.2 stabilizers. For example, the width of the
port 18.1 and starboard 18.2 airfoil assemblies could be controlled
or adapted responsive to the speed of the articulated marine
vehicle 10, the associated sea state or weather, or the weight of
the central hull 12.
[0115] In one embodiment of an articulated marine vehicle 10, the
lower portion of the central hull 12 is thermo-formed from a
relatively thick ultraviolet stabilized LEXAN.RTM. clear plastic
sheet. A tubular aluminum framework is fitted to the inside of the
LEXAN.RTM. lower portion of the central hull 12 and glued in place
thereto, and used to support or form the upper portion of the
central hull 12 that is sealed to the LEXAN.RTM. lower portion of
the central hull 12. The port 18.1 and starboard 18.2 airfoil
assemblies are constructed from Hexcel HexWeb.RTM. Honeycomb. The
center keel 68 and port 14.1 and starboard 14.2 stabilizers are
both filled with foam, for example, closed-cell urethane foam, for
flotation, wherein the total flotation of the central hull 12, port
16.1 and starboard 16.2 linkage assemblies, port 20.1 and starboard
20.2 stanchions, and port 14.1 and starboard 14.2 stabilizers is
adapted to float twice the weight of the articulated marine vehicle
10. In one anticipated commercial embodiment, the central hull is
about 18.5 feet in length, with the port 14.1 and starboard 14.2
stabilizers each 25 feet long. The port 14.1 and starboard 14.2
stabilizers are adapted with associated trolling motor drives to
provide for docking, slow cruising, and fishing activities such as
trolling and bass fishing. When used for fishing, the port 14.1 or
starboard 14.2 stabilizers or the port 18.1 or starboard 18.2
airfoil assemblies may be adapted with live wells and/or minnow
compartments, for example, under a carpeted upper port 112 or
starboard 116 airfoil surface. Dual fuel tanks may be mounted in
the port 18.1 and starboard 18.2 airfoil assemblies and adapted to
be filled from the outside of the corresponding port 20.1 and
starboard 20.2 stanchions. Accordingly, this feature provides for
locating all the fuel and associate fumes outside the central hull
12, so that associated fuel and fumes are not able to otherwise
accumulate within the central hull 12 which could pose a safety or
heath problem. The ground effect lift and associated reduction in
drag on the central hull 12, and the relatively low drag of the
port 14.1 and starboard 14.2 stabilizers when piercing waves 76'
provides for reducing the amount of power needed to propel the
articulated marine vehicle 10 in comparison with a conventional
marine vehicle of equal length.
[0116] In another embodiment, the articulated marine vehicle 10 is
adapted as an inflatable, high-speed tri-hull marine vehicle, for
use as a life raft, a rescue vessel, a fishing vessel, a stealth
vessel, a reconnaissance vessel, a sailing vessel, or a vessel for
water sports, and particularly suited for use in rough water. In
this embodiment, an inflatable keel 68 is attached to a relatively
lightweight, waterproof rigid foam reinforced deck. This deck is
attached with waterproof fabric--for example, fabrics coated with
HYPALON.RTM., Neoprene, PVC or polyurethane--and bonded with glue
or plastic welded, using strap hinges coupled to rigid foam sides
that are reinforced both longitudinally and vertically. The bow 70
and stern 72 are constructed of a relatively tough, flexible
waterproof material capable of flexing out of the way when the
articulated marine vehicle 10 is folded for storage or travel.
After the articulated marine vehicle 10 is unfolded for use,
reinforced rigid foam panels are dropped-in for the bow 70 and the
stern 72. The sides of the articulated marine vehicle 10 are then
connected to the associated port 18.1 and starboard 18.2 airfoil
assemblies using the same type of flexible fabric used to skin the
remainder of the articulated marine vehicle 10. The port 18.1 and
starboard 18.2 airfoil assemblies are constructed of reinforced
rigid foam and covered on both sides with waterproof flexible
material. The upper and lower inboard port and starboard hinges
24.1, 24.2, 30.1, 30.2 are constructed with bonded strap hinges of
waterproof material extending the full length of the central hull
12. The port 18.1 and starboard 18.2 airfoil assemblies are
constructed from reinforced rigid foam covered top and bottom with
waterproof material, the top being of skid-resistant material. The
width of each of the port 18.1 and starboard 18.2 airfoil
assemblies is about half that of the deck of the central hull 12.
The leading and trailing edges of each of the port 18.1 and
starboard 18.2 airfoil assemblies taper at about a 45 degree angle
both fore and aft from the central hull 12 to the corresponding
fore and aft ends of the port 20.1 and starboard 20.2 stanchions,
and are connected thereto with the upper and lower outboard port
and starboard hinges 26.1, 26.2, 32.1, 32.2 constructed with bonded
strap hinges of waterproof material extending the full length of
each of the port 20.1 and starboard 20.2 stanchions. Tubular
inflatable port 14.1 and starboard 14.2 stabilizers constructed of
flexible, laterally reinforced waterproof fabric are connected to
the bases of the port 20.1 and starboard 20.2 stanchions,
respectively. Each port 14.1 and starboard 14.2 stabilizer is about
20 percent longer than the base of the corresponding port 20.1 and
starboard 20.2 stanchion, and incorporates an upwardly tapered bow
portion. The stern 72 is constructed from two sheets of reinforced
rigid foam so as to provide sufficient strength for mounting an
outboard engine 160 thereto, with one of the sheets removable from
each side.
[0117] The port 18.1 and starboard 18.2 airfoil assemblies
incorporate air adjustable fore and aft automotive-style air shock
absorbers 42' that extend underneath the outboard end of the lower
port 114 and starboard 118 airfoil surfaces, to the base of the
side of the central hull 12, and which may be removably connected
using spring-loaded ball-lock pins. The automotive-style air shock
absorbers 42' provide for adjusting ride height independent of
passenger and cargo weight to adapt to wave conditions and provide
for ride comfort. All of the inflatable elements of the articulated
marine vehicle 10, including the associated automotive-style air
shock absorbers 42'/air cylinders, could be rapidly pressurized
using a CO2 cartridge or some other type of gas generator, for
example, as used for aircraft emergency slides. A set of four
braces, one on each side of the automotive-style air shock
absorbers 42', is provided between each of the port 18.1 and
starboard 18.2 airfoil assemblies and the corresponding port 20.1
and starboard 20.2 stanchions so as to provide for nominally
holding the port 18.1 and starboard 18.2 airfoil assemblies at
about ninety degrees relative to the corresponding port 20.1 and
starboard 20.2 stanchions. The entire port airfoil assembly 18.1,
stanchion 20.1 and stabilizer 14.1, and the entire starboard
airfoil assembly 18.2, stanchion 20.2 and stabilizer 14.2, could
then each be independently moved up and down relative to the
central hull 12 by the associated automotive-style air shock
absorbers 42' so as to provide for the central hull 12 to rise
above the waves 76' with the keel 68 riding on the tops of the
waves 76', and with the associated port 14.1 and starboard 14.2
stabilizers piercing the waves.
[0118] When operated, the attitude of the articulated marine
vehicle 10 in the water 76 can be controlled by controlling the
pressure in the associated automotive-style air shock absorbers 42'
of the associated forward 44.1, 50.1 and aft 44.2, 50.2 control
arms relative to one another, fore to aft. Also, the fore and aft
location of the center-of-gravity of the articulated marine vehicle
10 may be set or adjusted by setting or adjusting the relative
position of the stabilizers 14.1, 14.2, fore and aft, relative to
the central hull 12. For example, the location of the stabilizers
14.1, 14.2 in an articulated marine vehicle 10 with an outboard
engine 160 would generally be aft of the corresponding location of
the stabilizers 14.1, 14.2 in an articulated marine vehicle 10 with
a center-mounted inboard engine.
[0119] The articulated marine vehicle 10 can also adapted for large
vessel applications, for example, high-speed fuel-efficient
container ships and warship applications, including aircraft
carriers.
[0120] While specific embodiments have been described in detail in
the foregoing detailed description and illustrated in the
accompanying drawings, those with ordinary skill in the art will
appreciate that various modifications and alternatives to those
details could be developed in light of the overall teachings of the
disclosure. It should be understood, that any reference herein to
the term "or" is intended to mean an "inclusive or" or what is also
known as a "logical OR", wherein the expression "A or B" is true if
either A or B is true, or if both A and B are true. Accordingly,
the particular arrangements disclosed are meant to be illustrative
only and not limiting as to the scope of the invention, which is to
be given the full breadth of the appended claims, and any and all
equivalents thereof.
* * * * *