Boat Hull

Abstract

A boat body or hull, especially suitable for racing type sailboats, has a thin outer plastic shell, a plastic inner or false bottom in the shell and secured around its periphery to the shell and a plastic deck covering the shell composed of spaced top and bottom layers. The spaces between the shell and inner bottom and between the top and bottom layers of the deck are filled with a hard foam plastic material itimately bonded by fibrous laminations to the walls defining the spaces with fibers of the laminations embedded in the foam.

Description

FIELD OF THE INVENTION

This invention relates to hollow foam-filled plastic boat hulls and particularly to glass fiber reinforced plastic boat bodies having hard plastic foam-filled chambers with the foam integrally bonded to the plastic walls defining the boat shell, a false bottom for the shell, and top and bottom deck layers, through the intermediary of laminations having fibers embedded in the foam.

PRIOR ART

Foam-filled hollow boat shells are known in the art as for example, in the U.S. Letters Patents Nos. 2,909,791; 3,531,809; and 3,433,470, French Pat. No. 1,443,919 and British Pat. No. 931,244. Provisions of longitudinal and transverse stringers between inner and outer shells of boat hulls are known for example, in U.S. Letters Patent No. 2,956,292; British Pat. No. 966,508, and German Pat. No. 940,787. These prior art disclosures, however, deal with motorboats and their constructions are not suitable for racing-type sailboats where both the keel and the deck must provide maximum stiffness and minimum weight. In plastic sailboat bodies it is essential that the hull will not warp or bend under stress, and that the deck and hull be sealed against leakage.

SUMMARY OF THE INVENTION

This invention now provides lighter and stronger plastic boat bodies or shells especially suitable for sailboats.

According to the invention a very thin molded plastic outer boat shell is provided with a rigidifying molded plastic inner or false bottom spaced above the bottom of the shell but bonded around its periphery to the shell. The shell is covered with a deck composed of top and bottom molded plastic sheets providing a space therebetween and secured around their periphery to the periphery of the boat shell. The spaces between the shell and false bottom and between the top and bottom deck sheets are filled with a hardened plastic foam and this foam is integrated with the plastic sheets forming the spaces by fiber material bonded to the plastic shell, false bottom and deck sheets and having fibers embedded in the hard foam filling the spaces between the molded plastic parts. The fibrous material may be woven plastic sheets cemented to the molded plastic parts and may be provided in multiple layers to also act as reinforcements at high stress points in the construction.

The provision of the false bottom in the boat shell makes possible the use of a very thin shell thereby providing an important weight reduction feature especially for racing-type sailboats.

Where a multi-layer lamination is provided between the foam and molded plastic boat parts, the inner lamiations preferably have extending fibers, loops and the like embedded in the foam material.

The false bottom provided in the boat body constructions of this invention eliminates the heretofore required necessity for longitudinal and transverse stringers and the false bottom together with the deck provide ample reinforcement for even a very thin boat shell sufficient to resist warping and binding even under severe stress. However, reinforcements such as a mast foot, a forestay rail, a rudder post, and the like can be provided.

It is, therefore, an object of this invention to provide plastic boat hulls with hard foam fillings integrally bonded to the plastic by means of laminated material secured to the plastic and having fibers embedded in the foam.

Another object of the invention is to provide a lightweight foam filled plastic boat hull with a false bottom effective to rigidify even a very thin boat shell against warpage and bending.

Another object of the invention is to provide a sailboat deck and hull construction composed of molded plastic sheets with spaces therebetween filled with hard plastic foam integrally bonded to the plastic sheets.

A specific object of the invention is to provide a sailboat body having a fiber reinforced thin molded plastic shell, a false bottom in the shell secured around its periphery to the shell and providing a chamber between the shell and bottom and a deck secured around its periphery to the top of the shell having top and bottom molded plastic sheets with a space therebetween, and hard foam plastic material filling the spaces between the shell and false bottom and between the deck sheets and integrally bonded to the plastic material defining the spaces that are filled by the foam.

The invention will be explained in greater details hereinafter, with further features, by means of examples of embodiment which are illustrated in the accompanying drawings, wherein:

FIGS. 1a to 1o show diagrammatic longitudinal and cross-sections through the boat hull according to the invention or parts thereof,

FIGS. 1p to 1u show diagrammatic cross-sections through the connection between deck and hull,

FIGS. 2a to 2e show diagrammatic partial cross-sections through the mould serving for the production of the boat hull according to the invention,

FIG. 3 shows a partial cross-section through the inner mould half,

FIG. 4 shows a diagrammatic partial cross-section through the closed production mould,

FIGS. 5a to 5f show cross-sections through further examples of embodiment of the production mould,

FIGS. 6a, 6b, 6c show longitudinal and cross-sections through the mould serving for the production of the deck,

FIGS. 7, 7a - 7e show different forms of embodiment of the multilayer laminated insert used for the production of the hull and the deck.

In the description which follows, references to the accompanying drawings will be used as follows:

R support radius 1 multilayer laminated insert 2 fabric 2a warp thread length 2b warp thread length 2c weft thread length 2d entangled fleece 2e entangled fleece 2f pile fabric 3e entangled fibre layer 3a needle fibre loops 4 entangled coarse-curled thread fibre layer 4a needle fibre layers 5 synthetic plastics material layer 5a fluctuation zone 6 first gel coating 7 second gel coating 8 vacuum bag 8a sealing rib 8b sealing lip 8c sealing lip 9 foam material 10 mould half (outer or lower) 10a through-passing bores 10b mould inner shell 10c mould outer shell 10d support core 10eb mould flange -- inner 10ec mould flange -- outer 11 mould half (inner or upper) 11a through-passing bores 11b mould inner shell 11c mould outer shell 11d support core 11eb mould flange -- inner 11ec mould flange -- outer 12 suction connection -- seal 13 suction connection -- vent 14 suction passage 15 cross passage 15a cross passages in vacuum bag 16 wedge-shaped sealing groove 17 cavity 18 suction connection -- vacuum bag 19 sealing strip 19a sealing strip bead 20 foam material charging pipe 21 bore for foam charging pipe 21a sealing cone 22 securing ribs 23 interlayer aperture 24 mould separation line 25 shell connector 26 connection piece to foam generator 27 introducing centring pyramid 28 mould inner space 29 keel fitting 30 centring wedge face 31 reinforcing laminate 31a reinforcing laminate 1st position 31b reinforcing laminate 2nd position 31c reinforcing laminate 3rd position 31e junction point laminate strip 32 junction point of the multilayer laminated insert 33a upper marginal zone inner 33b upper marginal zone outer 34 bilge channel 35 keel case insert 36 connection point 37 deck 38 cockpit aperture 38a reinforced edge 39 rudder aperture 39a rudder post collar 40 mast aperture 40a reinforced edge 41 spinnaker aperture 42 bow 43 stern 44 mould upper part 45 mould lower part 46 connecting screws 47 centring pyramid 48 mould part 49 mould part 50 tension band 51 tension band lock 52 centring slope 53 overgrasping centring and retaining flange 53a flange inner layer 53b flange outer layer 53c flange mould half outer 54 frame lower 55 frame upper 56 reinforcing inserts in the mould parts 57 deflector support cores 58 peripheral stiffening frame -- inner mould part 59 peripheral stiffening frame -- outer mould part 60 intermediate support laminate 61 connecting screw 62 distance tube 100 boat hull 101 boat shell 102 deck 103 stern 104 bow 105 keel fin 106 inner bottom 106a side parts of inner bottom 107 spinnaker funnel 108 forestay guide 109 spinnaker guide 110 connection point 111 mast aperture 112 mast aperture collar 113 mast aperture bead 114 sheet guide 115 oblique surface 116 support board 117 sheet clip 118 cockpit aperture 119 cockpit bead 119a cockpit reinforcement 120 oblique surface 121 deck upper layer 121a deck lower layer 122 rudder post tube 123 bead 124 collar 125 bearing bush 126 retraction 127 connection point 128 bush under 129 middle carrier piece 130 bottom 131 reinforcing laminate 131a reinforcing laminate 2nd position 132 retaining fitting 133 centring piece 134 fin surface 135 ballast 136 reinforcement 137 transition piece 138 retaining fitting forward 139 mast foot 140 forestay reinforcing laminate 140a forestay reinforcing laminate 2nd position 140b forestay reinforcing laminate cover layer 141 bow reinforcement 141a bow reinforcement 2nd position 142 forestay rail 143 sharp edge 144 keel bolt 145 keel bolt lug 146 stern inner bottom 147 stern turnover 148 frame 149 reinforcement rudder post bearing 150 synthetic plastics intermediate layer 151 synthetic plastics connecting layer 152 tube widening 153 centre carrier piece transition 154 bearing bush 155 deck fitting 156 separated piece 157 oblique surface 158 forestay rail 159 forestay bolt 160 deck section 161 shell connector 162 edge connector 163 boat shell retaining web outer 164 boat shell retaining web inner 165 deck retaining web outer 166 deck edge 167 slot 168 connecting layer 169 fitting for spinnaker collar 170 spinnaker collar 171 funnel 172 plane of separation 173 bow fitting 174 bow eye 175 securing rivet 176 bilge channel 177 retraction of the inner bottom 178 retraction of the boat shell 179 opening for bilge valve 180 connecting layer 181 fin retaining fitting 182 retaining fitting case 183a reinforcing laminate 183b reinforcing laminate 183c reinforcing laminate 184 connecting layer.

The boat hull according to the invention, the method steps serving for the production of this hull and necessary or suitable devices will be described in detail hereinafter, the construction and assembly of the hull, consisting of the boat shell 101 and the deck 102 being described in detail in connection with FIGS. 1a to 1u.

As represented in a diagrammatic longitudinal section in FIG. 1a, the boat hull 100 consists of a boat shell 101 and a deck 102. The boat shell 101 has a bow 104 which is shaped approximately in the form of a spoon bow, and an after part 103 of which the stern is formed to slope in forwards and forms a rearward sharp break-away edge 143. The hull is constructed essentially from a boat shell 101 and an inner bottom 106 arranged in the internal space of the boat shell 101. This inner bottom 106 contains the essential carrying elements of the boat hull and is accordingly provided with a central carrier piece 129, which is hereinafter merely illustrated and described as simple trapezoidal longitudinal profiling. However it is foreseen to make this central carrier piece with single or multiple articulation and possibly profiled to protrude inwards into the boat internal space and/or also downwards into the interspace between inner bottom 106 and boat shell 101. This profiling can continue into the lateral zones 106a of the inner bottom 106 in the longitudinal and/or transverse direction, so that correspondingly according to the invention the essential carrying and shape-maintaining component is constituted by the inner bottom 106, and not as usual by the outer shell 101.

For the stiffening of the inner bottom 106 and for the connection with the actual boat shell 101, which is formed essentially as open, unstiffened shell, there serves a foam material filling 9, which consists essentially of hard foam material and is charged, as will be described later, into the mould cavity between the inner bottom 106 and the boat shell 101, bonding on all sides.

Due to this measure, without special stiffenings, stringers, spar elements, clamps or the like, an extraordinarily longitudinally and transversely rigidly formed boat hull is achieved, without the necessity for this purpose of extensive, difficulty produced and expensive moulded-on laminations, spar elements or transverse bulkhead formations.

As represented in FIg. 1a, in the boat shell 101 the inner bottom 106 is advantageously so arranged that it comes to lie approximately parallel with the floating water line, but slightly above it, the central carrier piece 129 lying approximately in the longitudinal axis of the carrying inner bottom 106 so that it may be regarded as a highly placed keel beam, providing support and formed not as usual on the boat skin 101 but on the inner bottom 106. Moreover from FIG. 1a it may be seen that one or more bow reinforcing laminate layers 141, 141a are formed on the boat shell 101 in the region of the bow 104, which reinforce the especially endangered zone of the boat shell 101 in the region of the bow.

Likewise, as shown in cross-section in FIG. 1b, one or more formed-out portions are provided in the form of a fitting receiving part 132 for the reception of a keel fin 105 in the middle region. This retaining fitting 132 serves to receive a centring piece 133 which is formed on the keel fin 105 in conformity with the retaining fitting 132, the centring piece 133 merging, by way of a transition piece 137 of hydrodynamically favourable shape into the fin surface 134, in the lower region of which a ballast 135 is arranged. The keel fin 105 is separately produced as shell component and is especially moulded in two-shell manner with moulding-in of the ballast 135 in appropriate mould halves, while a reinforcing lamination 136 can be provided in the zone of the keel fin leading edge, and also in the zone of the ballast 135, and furthermore an appropriate transition laminated reinforcement 137 can be provided in the region of the centring piece 133 and also the entire cavity between the shell parts of the keel fin 105 is filled out with hard foam material.

For the securing of the keel fin 105 to the boat hull keel securing bolts 144 are provided in the upper region of the keel fin or of the centring piece 133, which bolts are introducible approximately parallel upwards into the corresponding retaining fitting 132 of the hull or into the corresponding aperture or receiving part of the middle carrier piece 129 of the inner bottom 106, engage through corresponding bores into the internal space of the hull and are made fast there by eyes, nuts or the like. The keel securing bolts 144 are laminated by means of keel bolt lugs 145 fitted on them to one or the other or both shells of the keel fin 105, corresponding reinforcing laminates or corresponding synthetic plastics material applications being provided in the region of the centring piece 133 of the keel fin.

The retaining fitting 132 can be made approximately pyramid-shaped in its cross-section and approximately elliptical in its horizontal cross-section, and can be formed with its forward retaining fitting 138 and also with its rearward retaining fitting so that a certain keel offset is possible by corresponding approximately spherical or arcuate formation of the individual surfaces. Here it is possible to shift the keel fin 105 by a small amount, as regards its centre of weight gravity and centre of lateral surface gravity in relation to the actual hull, in which case any occurring interspace between the retaining fitting 132 formed in the boat shell 101 can be effected by introduction of a corresponding connection means, for example application of synthetic plastics material, both for securing and for difference compensation.

The middle carrier piece 129 of the inner bottom 106 is drawn up in the forward region, that is in the region of the bow 104, approximately in conformity with the curvature of the bow, and is provided in the region of the forestay attachment with a forestay reinforcing laminate 140, which can be made in one or more layers, and a forestay rail 142 can be connected with the forestay reinforcing laminate 140 or 140a. Extending forward in this region, but especially extending over the entire region of of the middle carrier piece 129, a reinforcing laminate layer 131 is provided in the region of the middle carrier piece 129, which layer can be provided either locally or throughout with further reinforcing laminate layers 131a in the region of the rudder post, in the region of the retaining fitting 132 of the keel fin 105 and especially in the region of the mast foot 139.

The actual bottom 130, visible to the crew, of the inner bottom can be lowered more or less in relation to the middle carrier piece 129, especially made oblique in roof form, and extends gradually upwards into the boat shell edge, towards the boat shell 1, at the side parts, as may be seen from FIG. 1l. In the after region of the hull a rudder post tube 122 is arranged in which the actual rudder post is mounted. In the region of the lower passage of the rudder post through the boat shell 101 here the middle carrier piece 129 or the inner bottom 106 is lowered, by formation of a cup-shaped retraction 126, on to the outer boat shell 101 and firmly connected there by means of a connecting layer in the region of a connection point 127. The rudder post tube 122 has in its lower region, that is in the region of the retraction 126, a lower bearing bush 128 which is secured in the rudder post tube 122 and serves for the satisfactory guidance and bearing of the actual rudder post. The rudder post tube 122 is mounted at the top in a similar retraction of the deck 102, the rudder post tube 122 having a widened collar 124 in the region of this retraction, which collar is adapted to the retraction of the deck. An upper bearing bush 125 for the bearing of the rudder post tube is arranged in this collar 124, so that the rudder post tube 122 is pushed as a whole, together with bearing bushes, down through the deck into the two retractions, and in the region of the retractions the rudder post tube is connected respectively with the outer layers of the inner bottom tube 106 and of the deck 102. This particular formation of the rudder post tube will be explained in still greater detail in connection with FIGS. 1b and 1e.

The deck 102 is likewise of two-shell formation and consists of a deck upper layer 121 and a deck lower layer 121a, which are each separately produced as shell components in a manner to be described hereinafter and connected with one another in a separate connecting operation by foaming-in of hard foam material. The deck 102 is connected with the boat shell 101 by means of an edge connector 162, as will be explained in greater detail hereinafter in connection with FIG. 1m.

In its forward region of the deck 102 has a spinnaker funnel 107, which is made extending obliquely with curvature into the interior of the hull and merges into a curved, funnel-shaped spinnaker guide 109. This spinnaker guide 109 is latterally offset in order to leave space for a passage 108 for the forestay, this forestay passage 108 being made to extend in the direction of the forestay towards the forestay rail 142, while the two shells of the deck are made to run into one another in the region of the spinnaker funnel 107 and in the region of the forestay guide 108, and are there connected with one another by application of synthetic plastics material. In the region of the mast foot 139 a mast aperture 111 is formed in the deck, which aperture is framed by a downwardly extending mast collar 112 extending around the mast aperture 111, which collar reinforces the deck substantially in this region and produces a wide-area abutment for the mast. In the region of the mast aperture 111 the deck is drawn upwards, in correspondence with the mast aperture collar 112, to form a mast aperture bead 113, in order largely to prevent the penetration of spray.

Adjoining the mast aperture 111 a cockpit aperture 118 is provided which is annularly surrounded by a cockpit bead 119, which is made upwardly projecting somewhat above the deck surface and likewise serves to repel spray which seeks to run off over the deck, this cockpit bead 119 merging inwards into an oblique surface 120 which serves especially for better supporting when the crew is riding outboard.

In the forward region of the cockpit aperture 118 a carrier board 116 is formed, which is arranged in table manner and serves to receive sheet clips and the like adjusting means for mast and sail guidance, sheet clips 117 or the like being arranged on this carrier board 116, with sheet guide bores 114 which are arranged each in conformity with the sheet clips 117 in the oblique surface 120 or in the carrier board 116 and can serve for the passage of the sheets or other setting means into the internal space of the boat. The carrier board 116 merges advantageously by way of an oblique surface 115 into the peripheral bead 119 of the cockpit.

As already mentioned, in the region of the rudder post the deck 102 is provided with a bead 123 in which a retraction is arranged which serves to receive the rudder post tube 122, the rudder post tube 122 being firmly connected with the deck 102 at this point, so that the deck 102 is firmly connected with the boat shell 101 in the region of the rudder post by means of the rudder post tube 122.

In the after region, that is in the region of the transition between deck 102 and stern 103, a frame 148 is provided which will be described hereinafter in connection with FIG. 1b and serves for a large-area, thrust-resistant and twisting-resistant connection of the stern 103 with the deck 102.

The inner bottom 106 is formed drawn upwards in its after region, that is in the region of the transition to the stern, in such a way that an especially roundedly extending stern inner bottom 146 is formed which firstly permits removal of the mould despite the obliquely raking stern 103 and produces an increased stern buoyancy on account of the foam material filling 9 present there, so that even when the boat is full the stern cannot be forced under water, especially by following waves. Furthermore the foam material filling 9, and especially the middler carrier piece 129 continuing through into the stern with the stern inner bottom 146 formed there forms a substantial reinforcement, so that substantial damage does not result even from ramming in the stern region and the entire after part, especially without having to be provided with a cross-bulkhead, is made sufficiently torsion-resistant as a result of the approximately spherical stern inner bottom formation arranged there.

As already mentioned, the stern 103 is provided with a frame 148 which is grasped over by a correspondingly formed stern overgrasping strip 147 and accordingly guarantees a satisfactory connection, which is advantageous especially when a rounded-off or domed stern form is to be achieved in the finished craft despite the flat stern 103 formed in the production mould, since by appropriate elastic outward bending of the upper stern region 103 the latter is elastically deformed with slight rearward curvature, and can there by connected, in the region of the frame 148, by means of the stern overgrasping strip 147, tightly and firmly with the deck, so that a sufficiently stable structure is formed by the inner initial stress, and it is also unnecessary to cut off the rearward deck edge straight. This has advantages both as regards shape and as regards strength, since as a result of the original straight mould formation the production of the mould and also the forming-in and forming-out of the boat shell 101 to be produced are simple, while on the other hand an initially stressed structure is achieved by the initial stress achieved in the course of the production of an elastic curvature of the stern 103 in conformity with the deck curvature in the region of the frame.

In FIG. 1b another form of embodiment of the securing of the rudder post tube 122 is illustrated, according to which the deck 102 is again provided in the region of the rudder post tube with a surrounding beam 123 adjoined by a retraction 126 which is drawn down to a likewise deepdrawn deck retaining fitting 155 of the lower deck layer and there connected therewith with interposition of a reinforcing laminate layer 149, so that in this region the two deck layers 102, 102a are connected with one another by production of a connection and simultaneous development of a reinforcement, and also can be secured with the rudder post tube 122, after its retraction, by introduction of a synthetic plastics material interlayer 150 into the widened upper collar of the rudder post tube 122, while a bearing bush 154 can be fitted in the upper widened region of the rudder post tube 122.

In the region of the rudder post tube 122 or in the region of its passage through the boat shell again the inner bottom 106 is provided with a retraction 126, especially in the region of the middle carrier piece 129, which retraction is made approximately in pot shape, while in the region of the downwardly lowered retraction this, with introduction of a reinforcing laminate layer 149 and with addition of a synthetic plastics connecting layer 151, also the retraction of the inner bottom 106 and the boat shell 101 are firmly connected with one another.

After the pushing in of the rudder post tube 122, provided with a lower widening 152, a connecting synthetic plastics material layer 150 is introduced into the upper and lower gaps of the upper and lower retractions, so that all four layers, namely the upper deck layer, the lower deck layer, the inner bottom layer and the boat skin layer are firmly connected with one another, while the rudder post tube 122 protrudes out by a small amount above the deck and beyond the boat skin and thus can serve for the formation of an axial guidance for the rudder post. It can also be provided that the central carrier piece 129 can be lowered in the region of the rudder post tube 122 by a transition piece 153 on to the level of the bottom 130 of the inner bottom 106, in order to form an appropriately favourable transition.

In FIG. 1d a cross-section through the hull to be produced is illustrated from which it may be seen that the inner bottom is moulded in with one or more reinforcing laminate inserts 31 and at the same time the cross-sectional shaping of the hull with inner bottom takes place so that a gradual reduction of cross-section takes place, starting from the central cavity to be foam-filled to the maximum, outwards into the marginal zones 33a, 33b, that is in the direction of foam flow, without any joints being formed however.

In FIG. 1c a further cross-section is shown through another form of embodiment in which a pre-fabricated keel retaining case 35 is inserted into the mould cavity in the region of the keel retaining fitting, to which thereupon the synthetic plastics layers 5 are applied in the mould while in the region of the transition between the synthetic plastics material layers 5 (not shown) and the pre-fabricated keel retaining case 35, several reinforcing laminate inserts 31a, 31b are applied with interposition of fluid synthetic plastics material, in such a way that then the multilayer laminate insert 1 can merge, ensuring a smooth transition, from the walls of the keel retaining case 35 into the walls of the boat hull. Likewise a connecting synthetic plastics material layer 36, especially with addition of a reinforcing laminate insert 31, is applied to the upper surface of the keel retaining case 35, so that the upper mould half and the inner bottom formed thereon, with the multilayer laminate insert 1 applied there, can be pressed on to the still fluid synthetic plastics layer of the keel retaining case 35, and accordingly an intimate connection is constituted between the inner bottom shell and the boat hull outer skin, in the region of the keel retaining fitting.

In FIG. 1e there is illustrated the constitution of the connection between the two deck layers 121 and 12a, where in the production of the deck both the upper and the lower layer are formed continuously without opening in the mould, while the already mentioned bead 123 runs around the retraction 126 and a reinforcing laminate layer 149 and a synthetic plastics connecting layer 151 are introduced between the two layers 121 and 121a of the deck. An analogous procedure is adopted in the production of the connection between the inner bottom 106 and the boat shell 101.

After the production of the boat hull or after the foam-filling of the two shell parts, in each case for the passage of the rudder post tube 122 and its widening 152 a piece 156 is cut out according to the tube diameter, the rudder post tube is guided through and the interspace between the retraction 126 and the rudder post tube widening is filled out with connecting synthetic plastics material 150, as already mentioned.

Due to this measure a twisting and torsion resistant connection can be produced between deck 102 and hull 101 even in the after region, so that it is possible to dispense with the formation of a cross-bulkhead or the fitting of deck stays, deck beams or the like in the after zone of the hull, so that correspondingly the rudder post tube is an integrated component of the boat hull stiffening, and on account of the connection with the middle carrier piece 129 it can be used in supporting manner to stiffen the deck.

As already mentioned in connection with FIG. 1a, according to FIG. 1g in the bow region 104 a bow reinforcement 141 is provided, where the middle carrier piece 129 of the inner bottom 106 merges, extending in the bow region, into the cross-sectional shaping which is likewise drawn up in accordance with the bow form. The already-mentioned, especially continuous, reinforcing lamination 131 of the middle carrier piece 129 is drawn forward as far as the forestay attachment point region, and can there be provided with a further reinforcing laminate layer 131a, as illustrated in FIG. 1g

Thus a further reinforcing laminate layer can be applied, whereafter a forestay rail 158 is covered and secured by a corresponding deck laminate layer 140b. The forestay rail 158 can serve to receive forestay bolts 159.

In FIG. 1h an oblique cross-section is shown through FIG. 1g, namely through the forestay attachment. As may also be seen from FIGS. 1g and 1h, the bow reinforcement 141 is drawn up laterally relatively for, as represented in chain lines, this bow reinforcement 141 being represented in cross-section in FIG. 1h. The inner bottom 106 is drawn up in the forward bow region approximately in conformity with the bow cross-section, so that two approximately parallel-extending shell parts are formed, while one or more reinforcing laminate layers 140, 140a, 140b can be provided in the region of the forestay attachment, which are arranged parallel with the already-mentioned bow reinforcement laminate layer 141. Accordingly the inner bottom 106 is arranged approximately parallel with the outer skin in the bow zone, so that there the entire foam material cross-section is used for support, while at the same time the inner bottom 106 is arranged approximately parallel with the boat skin, on account of the lateral regions 106a which are drawn up there, and can thus rest on the connecting rail, which is to be discussed hereinafter, and thus on the deck, while both the inner bottom layer 106 or 106a and the boat shell layer 101 are connected with one another fast against thrust, twisting and displacement, by the mentioned connecting rail or edge connecting rail 162. Accordingly due to this formation tearing open of the relatively thin inner bottom 106 in the region of the forestay attachment point is effectively avoided and the occurring forces, especially in connection with the reinforcing laminate layers 140a, are transmitted not as traction forces but as compression forces to the junction between deck, inner bottom and outer skin, so that substantial tension stresses cannot develop in the foam material layer.

In FIG. 1i there is shown a partial cross-section through a form of embodiment of a boat hull produced in accordance with the invention, and the production of the retaining fitting in the boat shell will be explained in greater detail.

It is here provided that before the moulding-in of the multilayer laminate insert 1, this multilayer laminate insert 1 is cut out appropriately in the region of the retaining fitting 181 of the hull, and there is a pre-fabricated, that is set, fitting shaped piece 182 is inserted which abuts directly on the cut-out edges of the multilayer laminate insert 1. The procedure is adopted that the pre-fabricated retaining fitting shaped piece 182 is placed upon the corresponding negative mould piece of the boat shell negative mould, then the gel coatings 6, 7 are applied to the mould surfaces and then one or more laminated inserts 183a, 183b are placed, with moulding into one or more settable synthetic plastics layers, into the still wet gel coating in the region of the transition of the retaining fitting shaped piece 182 into the actual subsequent boat shell, so that accordingly in the region of the transition between the retaining fitting shaped piece 182 and the actual boat shell a corresponding synthetic plastics bonded reinforcement is developed.

Then the actual multilayer laminate layer 1, after formation of the appropriate apertures, is laid upon the inner mould of the boat shell 101 and moulded in on all sides, possibly with application of further laminated inserts, as represented in FIG. 1i.

In the further procedure, with the aid of the vacuum bag the multilayer laminated insert 1 is pressed into the previously applied synthetic plastics layer 6 and then the upper mould part with the correspondingly prepared inner bottom 106 is applied to the lower mould part 10, appropriate laminated added parts 131 with appropriate synthetic plastics material application 184 being possibly moulded-in however in the region of the subsequent connection between the middle carrier piece 129 of the inner bottom 106 and the retaining fitting shaped piece 182.

As represented in FIG. 1k, by the prior application 184 of synthetic plastics material and by the insertion of further laminate layers 131 in the region of the subsequent connection between the inner side of the middle carrier piece 129 of the inner bottom 106 and the upper surface and the upper side regions of the retaining fitting shaped piece 182, which as mentioned above is inserted as prefabricated moulding into the boat shell, a satisfactory force transmission is achieved between the inner bottom and the boat shell, the force transmission further being reinforced by the subsequent introduction of the hard foam material filling 9 into the cavity between the two parts, namely the inner bottom 106 and the boat shell 101, while at the same time the occurrence of any kinds of outward bulging of the shell walls, deformations or the like is prevented, under the action of forces, despite relatively thin-walled formation of the boat shell and of the substantially supporting inner bottom.

In FIG. 1l the formation of the inner bottom 106 and of the boat shell 101 in the region of the bilge valves is shown, these bilge valves contributing substantially to the operational capability of high-speed sailing boat. In order to achieve a satisfactory removal of the penetrating spray water, it is necessary to provide a bilge valve in the respective lee side, that is in both outer side regions of the craft, and to catch the spray water which has penetrated, in a corresponding bilge channel 176, while this bilge channel 176 can at the same time form a stiffening of the inner bottom, on account of its profiled formation.

Here the procedure is adopted that in the moulding-in, in the region of the subsequent bilge valve, the multilayer laminated inserts 1 are moulded on to corresponding mould projections of the two mould halves 10 and 11, these mould projections being so formed that when the mould parts 10, 11 are joined together the two multilayer laminated inserts 1 are in contact in the region of the bilge openings to be produced subsequently. In order to bring about an intimate and water-tight connection, in this region of contact a connecting synthetic plastics coating 180 is provided which especially also contains additional laminated reinforcements (not shown) which can be applied both to the outer boat shell 101 and to the inner bottom 106. By the placing of the upper mould half 11 on to the lower mould half 10, in the placing together of the two mould halves 10, 11 with the respectively pre-fabricated inner bottom 106 and the boat shell 101, the two parts are intimately connected in the region of the bilge valve, and the synthetic plastics material coating 180 applied there hardens out.

Then after the removal from the mould a corresponding opening 179 is cut, into which the actual bilge valve is inserted.

In FIG. 1m there is represented a diagrammatic plan view of a deck, to be produced, for a sailing boat hull, a forward mast aperture 40, a cockpit aperture 38, a rearward rudder post aperture 39 and a spinnaker aperture 41 being indicated.

These apertures 38, 39, 40, 41 serve at the same time in each case for the provision of connecting bolts 46 between the two mould parts, inner and outer mould shells 10b, 10c of appropriately domed formation being produced between these connecting bolts 46 and the respective outer edge, the interspace between the inner and outer mould shells being filled out by the above-mentioned pressure-transmitting light structures, for example end-grained timber blocks, honeycomb structures or the like 10d, so that while the inner mould shell 10b is formed according to the respective shape, it can have a relatively slight wall thickness, while the outer mould shell 10c can also have a relatively slight wall thickness which however is so formed that, transmitting the foaming pressure by way of the intermediate structure 10d, the outer mould shell 10c is merely subjected to uniform traction in the manner of a chain line.

The above-mentioned sealing channels 16 and venting passages 15, and also the venting collecting channel, can be provided in the region of the peripheral mould parting line moreover edge connectors 22 can be inserted in the regions of the inner and outer mould parting lines, so that both centring and satisfactory edge connection and edge securing take place.

In FIG. 1o a cross-section is represented through the hull approximately in the mast foot region, the gradual, jointless merging of the inner bottom 106 by way of its lateral regions 106a into the outer shell 101 being visible here again, while the foam material filling 9 likewise draws up in its lateral regions with jointless taper into the upper edge of the boat. Here again it may be seen that the middle carrier piece 129 is of approximately trapezoidal profile, with oblique side faces 157, the already mentioned reinforcing laminate layer 131 can be formed in one or more layers in the internal space of the middle carrier piece 129 and a mast foot reinforcing layer 131a is provided especially in the region of the mast foot 139.

Likewise in the region of the longitudinal centre line of the craft, in the lower boat region, for reinforcement against collision or the like, starting from the bow, a bow reinforcing laminate layer 141 can be continued into the mast region and into the region of the keel retaining fitting 138.

In FIg. 1f there is shown a cross-section through the bow region in which the arrangement of the bow fitting and the arrangement of the spinnaker funnel 171 are illustrated. Here a spinnaker collar 170 is provided in the deck, extending from the upper deck layer 121 inwards towards the boat internal space and correspondingly grasped over in collar form by the lower deck layer 121a, so that in this region a connecting synthetic plastics material layer can be provided between the two layers and accordingly the deck is substantially reinforced in the region of the spinnaker aperture 170, the two deck layers being brought together.

The spinnaker collar 170 can be adjoined by a spinnaker funnel 171 which is made curved and with widened edge 171a, this spinnaker funnel being produced as a separate piece which is moulded on a two-part mould, the two part mould being divided along the parting line 172, so that regarded as a whole, the spinnaker funnel is moulded, with introduction of an appropriate connecting layer 168, on to the spinnaker collar 170 of the deck.

In the region of the bow 104 the mentioned reinforcing lamination or bow reinforcement 141 runs up into the deck edge and is there connected with the likewise drawn-up inner bottom layer 106 by introduction of an appropriate connecting layer 168. Here in the bow region a bow fitting piece 173 having a profiling grasping over the bow is provided which possesses a U-shaped retaining fitting corresponding to the edge form of the bow and likewise a profiling for the deck corresponding to the bow form, the bow fitting 173 being first pushed from forward on to the point of the deck and secured there for example by means of a connecting rivet 175, with introduction of sealing and consolidating synthetic plastics material, whereafter the entire deck, together with the bow fitting 173 and the edge connector 162, still to be mentioned, is placed from above upon the deck edge. The bow fitting 173 has an ordinary bow eye 174.

In FIG. 1n there is illustrated an example of embodiment of the connection between deck and boat hull, in a diagrammatic cross-section.

In the assembling of deck and hull the procedure is adopted that an edge connector profile 162 is pressed, with addition of synthetic plastics material, on to the edge 166 of the deck, which profile has two grooves the openings of which are arranged at an angle of approximately 80.degree.. The one opening, which is defined by a deck retaining web 165, is at the same time the external upper covering of the deck edge 166 and continues therefrom in a boat retaining web 163 arranged approximately at right angles, directed downwards and grasping over the boat shell 101, behind which web a groove engages for the reception of the hull edge, the inner side of this groove again being defined by an inner boat shell retaining web 164, which is formed especially obliquely of the outer boat shell retaining web 163, so that a cross-section converging slightly or more or less greatly into the bottom of the groove is formed.

After the pressing of the edge connector 162 on all sides on to the deck edge 166, settable synthetic plastics material having been charged as already mentioned into the corresponding groove of the edge connector 162 for sealing and strengthening, the entire deck with the edge connector 162 is pressed on to the free edge of the boat edge, settable synthetic plastics material having likewise been introduced into the free groove, so that a firm connection of all parts is achieved, without the necessity of applying cramps or the like retaining means here however. In order to achieve an elastic initial stress between edge connector 162 and boat hull edge, it is advantageous to form an especially conically tapering slot 167 in the end zone of the hull edge, into which slot synthetic plastics material is again introduced before the application of the edge connector, and after the pressing-on of the deck 102 with the edge connector 162 the boat hull edge is pressed into the conically converging groove, when as a result of the mentioned slot 167 both hull edges, that is both the outer boat shell 101 and the inner bottom 106 or its side parts 106 a, drawn up in the hull edge, place themselves into the groove of the edge connector 162 and can be deformed in conformity with the groove cross-section, so that the synthetic plastics material introduced there is under stress on all sides and thus a connection of deck and hull occurs which is resistant to shear, traction and also twisting forces. Due to this measure it is possible to have the shrouds act directly on the deck in the region of the edge connector 162 and not, as with hitherto necessary on account of the defective deck connection, to cause the shrouds to act upon the boat skin, which however necessitated graduations which were difficult to produce. Due to the formation of the strongly profiled edge connector 162, the shroud pull and also the pull of the other sheet action points on the deck is largely distributed and transmitted to the hull.

In FIG. 1n a cross-section through the region of the cockpit aperture is shown, the deck being provided in this region with a widening of cross-section so that the foam material space 9 is enlarged to form a reinforced cockpit edging. Moreover the deck can be provided on its upper surface with a surrounding bead 119, in the region of which an additional reinforcing insert 119a can also be arranged. In order to achieve a smooth, water-tight and satisfactory interlock of the multilayer laminate inserts in the region of the cockpit aperture, in this region a shell connector 161 is moulded in, which abuts directly on the synthetic plastics material layers 5 and 6 or on the multilayer laminate inserts of the upper deck shell 121 and on the lower deck shell 121a, in the manner which will be described later. Then a cover profile of metal, synthetic plastics material or the like, 160, is pressed, stuck or similarly secured in the spring aperture of this shell connector, so that a finish of pleasing shape and especially stiffening effect is achieved for the cockpit aperture.

Due to this measure it is possible, despite the relatively large cockpit aperture, to achieve a sufficient stiffening of the entire deck shell and thus also of the boat shell, so that the above-mentioned stiffening measures form a substantial proportion of the rigidly shaped formation of the boat hull.

In FIG. 1p another form of embodiment of the deck connection is illustrated. In this form of embodiment the inner and outer layers of the hull and of the deck are brought together a cranked portion being formed in each case. The outer layer 101 of the boat shell can be brought up straight, as may be seen from FIG. 1p, while the inner lateral region of the inner bottom 106a is cranked off in the upper region and brought to the inner surface of the boat shell 101.

In the joining together of the two mould halves, in the region of the contact of the two inner sides of the multilayer laminate insert, settable connecting synthetic plastics material 184 is applied, then the mould halves are closed, so that from then onwards the connecting synthetic plastics material 184 can set, while then at the same time a foam material filling 9 is introduced into the mould internal cavity, as will be stated in greater detail.

A similar procedure is adopted in the production of the deck, where again the outer layer 121 is carried approximately straight into the marginal edge of the deck, while the inner layer 121a is conducted for example obliquely upwards, with adaptation to the cranking of the inner bottom 106a, and then angled off parallel with the upper deck layer 121. Here again connecting synthetic plastics material 184 is introduced into the region of contact of the two multilayer laminate inserts, before the closing of the two mould halves, which material then sets, while settable foam material 9 is charged into the cavity between the two multilayer laminate inserts.

In the connection between deck 102 and boat shell 101 the procedure is adopted that an edge connector 162, which is provided with two grooves approximately perpendicular to one another is first pressed with its upper groove or overgrasping deck retaining web 165 on to the connection 121, 121a, with introduction of settable synthetic plastics material, the edge connector 162 being conducted around the entire free surface of the deck, unless the already mentioned connection in the deck region by means of a framing is provided.

After the connecting synthetic plastics material 184 has set, the deck with the edge connector 162 is pushed on, with introduction of settable synthetic plastics material, with the two boat shell retaining webs 163, 164 grasping over the mutually connected free boat edges, so that an intimate, large-area connection on all sides of all shell parts occurs in the region of the entire boat hull edge, while still further synthetic plastics material 184 can be introduced in the region of the cranked portion, that is of the bevelling of the two inner shell parts 106a, 121a, so that the entire deck and hull connection is extraordinarily resistant to bending and shear forces, and is made water-tight.

A similar procedure can be adopted according to FIG. 1q, where again in the region of the hull edge and the deck edge the respective outer and inner shells 101, 106a and 121, 121a are brought together with cranked formation and firmly connected with one another by insertion of connecting synthetic plastics material 184. In this case then an edge connector 162 is used which is first pressed on to the peripheral edge of the deck, with introduction of connecting synthetic plastics material 184, the webs 164 and 165 grasping firmly and in sealing manner around the connection, whereafter then the edge connector is pressed on to the free hull edge, likewise with addition of connecting synthetic plastics material 184, the two webs 163, 164 grasping firmly around the upper hull edge especially under initial stress. Here the two webs are angled off obliquely out of the actual middle profiling and thus form an edge profile having a stiffening action in itself, so that an extraordinarily secure, firm and tight connection is achieved in the boat edge region.

According to another proposal according to FIG. 1r the procedure can be adopted that the lateral region of the inner bottom 106a is brought, with formation of a cranked portion and interposition of connecting synthetic plastics material 184, to the outer boat shell 101, while the outer shell 121 of the deck and the inner shell 121a of the deck are both cranked off in the same direction downwards and connected by connecting synthetic plastics material 184.

In this case, on account of the now equally directed essential areas of the two parts to be connected, a somewhat H-shaped edge connector 162 can be pressed on, it being immaterial whether the edge connector is pressed first on to the hull edge or first on to the deck edge or on to both at the same time, connecting synthetic plastics material 184 being added in each case.

In order to facilitate the production of the deck, one can proceed according to FIG. 1s in that the deck is bent off downwards out of the deck plane, as regards its outer layer 121, while the lower layer 121a is merely cranked obliquely. The hull edge can be formed with the outer boat shell made approximately flat while the lateral region of the inner bottom 106a, again with formation of a double crank and introduction of connecting synthetic plastics material, is brought to the outer boat shell and connected with it, in the manner desribed above. In this case for the connection an edge connector can be provided which has a groove formation 163 corresponding to the hull edge, while furthermore an edge 165 grasping over the deck is provided, the inner webs in each case continuing downwards in an extension corresponding to the cranked formation.

The connection is again effected by introduction of connecting synthetic plastics material 184 into all zones to be connected, while then the free inner web can be connected with the lower layer of the deck 121a by a screw, rivet or the like connection 175.

In a similar manner according to FIG. 1t the procedure is adopted that both layers of the deck 121 and 121a are bent over towards one another, a counter-strip being inserted into the bent-over parts in each case before the moulding-in of the foam material filling. Here again it is provided to bring the inner lateral region of the inner bottom 106a, with formation of an approximately right-angled double crank, to the outer boat shell 101 with introduction of connecting synthetic plastics material 184, while now the edge connector 162 is also secured on the hull edge, by an outer strip 163 grasping over the connected boat hull edge. After the deck is pushed in from the side and connecting synthetic plastics material 184 is introduced into all parts to be connected, a high-strength connection of the two parts can be constituted by the provision of a screw connection 175 or by the provision of a hollow rivets, draw rivets or the like.

However it is also possible to form an adhesive or synthetic plastics connection according to FIg. 1u between deck and hull, it being necessary in the latter case for the formation of the cranked portions to take place rather accurately, so that the connecting synthetic plastics layer 184 does not become too thick. Accordingly it is provided that the cranked portion of the inner bottom 106a and the cranked portion of the inner deck layer 121a extend parallel, while the inner deck layer 121a has a multiple crank form so that in its outer region it possesses a part parallel with the outer deck layer 121, while here again connecting synthetic plastics material 184 is introduced into the respective connection points of the shell parts and also of the two parts of boat hull edge and deck edge.

By this arrangement it is possible to produce a tight and firm connection between deck and hull, which is to be regarded as high-strength, reinforced, ram-proof, fracture-resistant and tight connection and also provides a firm connection according to FIg. 1u despite minimum possible weight.

In the production of the boat hull and deck, using the multilayer laminate insert according to the invention, which will be described in detail hereinafter, for example according to FIG. 7, firstly parting compound is introduced into the respective mould half 10, 11. Then a first gel coating 6 is applied, which is caused to harden and can have an especially high strength, abrasion resistance and possibly a colour admixture. Upon this first gel coating 6 a second or third gel coating 7 can be applied so that the coatings bond with one another completely before their respective hardening. Then a relatively thick synthetic plastics layer 5, which has a carrying effect and/or embeds the multilayer laminate insert 1, is applied before the complete hardening of the last gel coating 7, whereafter the multilayer laminate insert 1 according to the invention is placed upon the still wet embedding synthetic plastics material layer 5, and then pressed into the embedding synthetic plastics material layer 5 by use of a presser means, for example a vacuum bag 8, so that the free-standing needle loops 3a, 4a and especially the strength layer or layers 2, 2c, 2d, 2e, 2f are completely embedded in the embedding synthetic plastics material, this embedding synthetic plastics material 5 passing through the strength layers 2 and penetrating into the intermediate fleece layer 3 or 4, so that thus an intimate connection is achieved. On account of the elastic properties of the cushioning thick-thread entangled fleece layer, a sufficient air-free space is produced between the surface of the embedding synthetic plastics material 5 and the vacuum bag 8, so that all air paticles can be sucked away completely. the pressing-in of the multilayer laminate insert 1 by means of the vacuum bag 8 achieves the object that the still flowable synthetic plastics material layer 5 can penetrate through the essential strength fabric or glass fibre fabric 2, 2a, 2b, 2c, 2d, 2e, 2f, can impregnate the latter completely, without air bubbles, and can then penetrate, in the region of a fluctuation zone 5a, more or less into the intermediate layer 3 or 4. It is advantageous here if the intermediate layer 3 consists of substantially directed fibres, the substantial fibre direction being made approximately perpendicular to the plane of the multilayer laminate insert 1, so that the lower synthetic plastics material layer 5 can penetrate along the fibres and completely envelopes these in their end region. Likewise it is important that in the subsequent foam filling the foam material 9 can strike from above, that is upon the still free side of the intermediate layer 3, and likewise can penetrate along the substantial fibre direction until complete bonding with the surface of the synthetic plastics layer 5. In this operation the upper coarse fibre layer 4 is also penetrated, this upper coarse fibre layer 4 being connected by means of the needle loops 3a, 4a with the basic fabric 2 and these needleloops being bonded by embedding into the synthetic plastics material layer 5, so that an intimate connection throughout of all layers is produced.

Because of the formation of the coarse fibre layer 4 as entangled fibre fleece, especially curled fibre fleece, the object is achieved that the vacuum bag 8 cannot rest completely on the lower layers 2 and 3, so that in the suction or vacuum application in fact the full mechanical vacuum pressure application is transmitted by the vacuum bag 8 to the multilayer laminate insert 1 and thus the full inward pressure of the multilayer laminate insert 1 into the still fluid synthetic plastics material layer 5 is achieved, on the other hand at the same time sufficient suction paths can still form among the incompletely compressing coarse fibre fleece 4, so that it is sufficient if one single suction connection 18 is brought to the vacuum bag 8. However it is also possible to provide several suction connections 18 in distribution, especially so that approximately uniform regions can be charged with vacuum. In place of the intermediate layer 3 an ordinary fibre fleece can also be provided, but under some circumstances this intermediate layer 3 could also be completely omitted and replaced by a greater layer thickness of the coarse fibre layer 4, it again likewise being ensured that the coarse fibre layer 4 also receives a fibre position extending substantially perpendicularly of the surface extent of the multilayer laminate insert 1. An analogous procedure is adopted with the other above-described forms of embodiment of the multilayer laminate insert 1.

Accordingly the essential part in the process according to the invention is to be seen in that the bonding of the foam material to the laminate takes place through the entangled coarse fibre layer 4, since the foam material does not bond to ordinary laminate on account of covering by the penetrated synthetic plastics material layer, since this upper synthetic plastics covering layer is ordinarily relatively smooth and only a few free fibre ends protrude unintentionally through this upper layer, so that accordingly with the usual formation there is no good bond between the foam material layer 9 and the laminate insert 1 or synthetic plastics material layer 5, and accordingly also the maximum possible carrying proportion of the foam material layer 9 could not be exploited. Especially it was not possible hitherto to take up shear and traction forces between the outer synthetic plastics material layer 5 or the laminate and the foam material 9, on account of the already mentioned poor bond, so that high-strength, foam-filled boat hulls of light construction could not be produced hitherto.

However by the novel process it is now possible to achieve an extremely extensive, finely distributed bond between all layers and by relatively close needling the full material strength can be attained against traction, shear and compression. In place of a needled layer a seam connection or adhesive connection can be provided between the individual layers of the multilayer laminate insert.

In FIG. 2a a diagrammatic cross-section is shown through a part of the mould, the condition of suction and pressing-on of the vacuum bag 8 being shown. The lower mould half 10 has the mould recess on its inside, upon which one or more synthetic plastics material layers 5 and gel coatings 6, 7 or the like are applied, with application of parting compound, while the multilayer laminate insert 1 is placed upon the uppermost, that is last applied, synthetic plastics material layer in the still wet or flowable condition, and pressed lightly on to the uppermost synthetic plastics material layer, so that it remains substantially adhering. Then the vacuum bag 8 is placed upon this multilayer laminate insert 1, the vacuum bag 8 being provided with a suction connection 18 which can be provided at one or more points in distribution on the vacuum bag. The vacuum bag 8 has a peripheral sealng rib 8a which corresponds with a likewise peripheral sealing groove 16 which is provided on the mould parting line for example of the lower or upper mould half 10 or 11, the cross-sections of the sealing rib 8a and of the sealing groove 16 being made approximately trapezoidal. The sealing rib 8a has on its lower end, by the provision of a semicircular recess, an outer sealing lip 8b and an inner sealing lip 8c which lips are produced for example by the insertion of a round rod or corresponding shaping piece into the sealing groove 16 in the production of the vacuum bag 8, whereafter the vacuum bag 8 is produced by fixing neoprene rubber or the like on to the mould inner surface.

Due to the formation of the cavity 17, at the bottom of the sealing groove 16 a longitudinally directed cavity occurs which extends around the entire mould in the region of the mould parting line according to the formation of the sealing groove 16. This cavity 17 is connected with a suction passage 12 for the sealing groove 16, so that by action upon this suction passage 12 a vacuum can be generated in the cavity 17 and in the sealing groove 16, whereby the sealing rib 8a of the suction bag 8 can be sucked into the sealing groove 16 and gives a sealed closure on all sides as a result of the tapered formation, so that leakages between vacuum bag 8 and lower mould half 10 are precluded and accordingly the full vacuum can be applied to the vacuum bag 8, in such a way that all regions between the multilayer laminate insert 1 and the vacuum bag 8 are in communication with the suction connection 18 and accordingly a uniform pressure application upon the multilayer laminate insert is achieved over the entire region of the vacuum bag 8, so that with uniform application of the upper and inner synthetic plastics material layers 5 a uniform penetration of the synthetic material layer 5 into the multilayer laminate insert 1 can be achieved. By appropriate dimensioning of the upper fluid synthetic plastics material layer 5 accordingly the fluctuation zone 5a of the synthetic plastics material layer 5, that is the depth of penetration of the synthetic plastics material layer 5 into the multilayer laminate insert 1, can be regulated precisely. As a result of the intermediate layer formed by the coarse-curled thread entangled fleece 4, or due to the interspaces occurring between the coarse-curled threads, which cannot be compressed completely, it is possible to remove all the air from the internal space, so that the formation of air bubbles in the region of the fluid synthetic plastics material layer 5 is precluded.

As is known, in the production of glass-fibre-reinforced mouldings the avoidance of air influences is extraordinarily difficult and time-consuming, which is completely prcluded by the process according to the invention.

Between the sealing groove 16 and the mould internal space a further venting collector channel is formed as suction passage 14 of approximately semicircular cross-section, which likewise extends around the entire mould in the region of the mould parting line, and is connected with a suction papssage 13 for the air extraction. Issuing from this suction collecting channel 14, air extraction intersecting passages 15 are formed in the mould parting line, as may be seen more clearly from FIGS. 2c, 2d, 2e, these air extraction intersecting passages 15 being formed at short intervals with relatively small cross-sections, for example as semi-circular, upwardly open channels (FIG. 2d). Thus it is possible that in the foam filling, after the closure of the two mould halves, the foam introduced through the foam inlet opening into the mould internal space spreads out gradually, displacing or branching off the air, while the air can escape through the mentioned air extraction pasages 15 with throttling, that is building up a certain counter-pressure, while then it may also be possible after the filling of the mould interspace with foam material to achieve a certain suction effect, in order to achieve the object that even in the case of poorly flowable foam and formation of individual air pockets, these are completely sucked away, so that the foam can penetrate even into the positions of difficult access.

As a result of the formation of a relatively small cross-section of the air extraction intersecting passages 15 it is in fact possible for the air enclosed in the mould cavity to escape, but not for the relatively thickly liquid foam to penetrate substantially into the air extraction intersecting passages.

In FIGs. 2c and 2e it is shown that it is favourable if a foam material, felt, cloth or the like sealing strip 19 is laid upon the air extraction intersecting passages 15, so that a relatively good seal is obtained between the two mould halves, when according to the selection of the elasticity of the sealing strip this can penetrate, in the pressing of the mould halves on to one another, for a more or less large part into the air extraction intersecting passage 15 and constrict them, as illustrated in FIG. 2e, into an approximately crescentshaped slot, so that while the air can still escape, building up a more or less large back pressure, the thickly liquid foam can no longer penetrate into these air extraction intersecting passages 15.

In FIG. 2b it is shown that these air extraction intersecting passages can be formed as air extraction passages 15a in the vacuum bag, 8, instead of being formed on the surface of the mould, by the forming of appropriate incisions or by the application of appropriate shaping pieces in the production of the vacuum bag.

Accordingly it is possible to charge both the suction passages 12 for the sealing of the vacuum bag and the suction passages 13 for the actual air withdrawal optionally either with vacuum or with compressed air, in order for example in the taking out of the vacuum bag 8 to lift the vacuum bag 8 out of its sealing groove 16 by brief admission of compressed air into the suction passage 12, as it is also possible to accelerate the lifting-out effect of the vacuum bag after the vacuum charging by brief admission of compressed air into the suction passage 13, so that the vacuum bag 8 can relatively easily be removed from the now pressed-on multilayer laminate insert 1. Likewise it is possible, as may be seen for example from FIG. 2c, l to charge the two suction passages 12 of the upper mould half 11 and of the lower mould half 10 with compressed air, so that the two mould halvs 10, 11 may be separated more easily. Only a slight lifting suffices here, and by insertion of an appropriate seal a relatively great lifting distance of the two mould halves can be achieved in the removal of the finished hull from the mould, so that the usual mechanical tearing out of the two mould halves can be eliminated. In FIG. 2c, through-passing bores 10a, 11a are indicated diagrammatically which serve for the bracing together of the mould parts 10, 11 during the foaming operation.

In FIG. 3 there is represented a diagrammatic cross-section through a manufacturing stage in which the inner mould or the inner bottom of the boat hull to be produced is being formed, the subsequent upper mould half 11 being laid with its upper surface downwards upon the working surface, while again in this mould half 11 a peripheral sealing groove 16 and a peripheral venting collecting passage 14 are formed, which are both in respective communication with suction passages 12 and 13. It is likewise foreseen to produce venting intersecting passages 15 between the venting collecting channel 14 and the mould inner space, as was already explained above.

Here again, after application of a parting compound, one or more synthetic plastics material layers 5 are applied to the mould body and the multilayer laminate insert 1 is laid on after the application of the last, thick, synthetic plastics material layer 5, which is adjusted so that it still remains capable of flowing over a specific period of time. After the application of the vacuum bag 8 in the manner as already described, with insertion of its sealing rib 8a into the sealing groove 16, vacuum is applied through the suction connection 18 to the multilayer laminate insert 1, so that the interspace between the vacuum bag 8 and the multilayer laminate insert 1 is sucked away and then the external atmospheric pressure presses the vacuum bag 8 firmly on to the uppermost coarse-curled thread layer 4 of the multilayer laminate insert 1.

Here again then the still flowable synthetioc plastics material layer 5 penetrates into the lower layer or layers of the multilayer laminate insert 1 with an adjustable depth, while at the same time all air bubbles are sucked away.

Before the application of the multilayer laminate insert 1 a foam material conducting tube 20 was also inserted into a bore 21 formed in the mould half 11, in such a way that it penetrates through a correspondingly formed opening of the multilayer laminate insert into the internal space of the mould cavity, abutting in sealing manner on the corresponding opening of the vacuum bag 8. The transition between foam conducting tube 21 and vacuum bag 8 can be sealed off by a sealing body (not shown).

However it is also possible to effect the suction through the conducting tube 20 for the foam material, omitting the suction connection 18 on the vacuum bag 8, appropriate connections and control elements being provided.

In FIG. 4 the condition is illustrated where the two mould halves 10, 11 are closed, while in addition a shell connector 25 is inserted into the mould halves 10, 11 and the foam material 9 was charged into the mould cavity. After the insertion of a shell connector 25, which was a profiling which corresponds to that of the two sealing grooves 16, while moreover the mould parting line is set back in the region of the shell connector 25 so that the corresponding profile thickness of the shell connector can be accommodated, the two mould halves 10, 11 are placed one upon the other with the centring strips of the shell connector 25, which are made trapezoidal in conformity with the sealing grooves 16, engaging in the sealing grooves 16, so that solely by the insertion of the shell connector for example into the lower mould half 10, when the upper mould half 11 is placed on, it is centred satisfactorily peripherally in relation to the lower mould half, so that accordingly even in the case of local distortion of the one or other mould half, staggering of the mould halves is precluded, since around the entire mould parting line region a mutual centring is effected by the trapezoidally formed sealing grooves 16 and corresponding centring strips of the shell connector 25.

As already described above, in each of the two mould halves 10, 11 the multilayer laminate insert 1 was placed upon the uppermost synthetic plastics material layer 5 and the two mould halves were closed, with introduction of the shell connector 25, whereafter foam material is charged into the mould cavity through the foam material conducting tube 20. The foam material conducting tube 20 is fitted in such a way that (contrary to the diagrammatic illustration in FIG. 4) it extends into the largest and lowest cross-sectional region of the mould cavity, so that starting from this large low region, the foam material, flowing apart to all sides, can spread out and in doing so retains an approximately closed front which rises slowly, displacing the air enclosed in the mould cavity. It is important here that the formation of the two mould halves 10, 11 takes place so that an increasing constriction of the mould cavity is sought in each case in the direction of advance of the foam material, but not a widening, in order to prevent the possibility of formation of air bubbles. If nevertheless dome-shaped cavities are necessary for reasons of boat hull formation, then venting passages or air suction conduits (not shown) are connected to these cavities or a branch conduit of the foam material conducting tube 20 is introduced into these spaces, so that a foam filling on all sides is guaranteed. The foam material can advance until it has completely penetrated through the uppermost coarse fibre layer 4 of the multilayer laminate insert 1 and completely envelops the still free-standing entangled fibres oe thread loops, as a result of the forward flow in front form, until in the outer mould hollow walls it strikes upon the shell connector 22, the displaced air being able to escape through the already mentioned venting intersecting passages 15 in the two mould parts 10 and 11, it being possible to produce a pre-determined foam material pressure on account of the adjustable throttling by the above-described sealing strips. By the use of an additional, especially brief, vacuum charging of the suction passages 13 the occurrence of air pockets or air bubbles can be completely prevented. Due to the possibility in accordance with the invention of freely selecting the foaming pressure irrespective of the introduced quantity of foam, by adjustment of the throttling or production of a counter-pressure, the pore size or bubble size of the foam material can be adjusted in a simple way, especially by zones.

The shell connector 25 is subsequently cut off in the region of the actual mould parting line, so that finally only the shell connector material forms the free end face of the finished mould part. More especially this shell connector 25 is produced from synthetic plastics material which reacts or combines with the foam material 9 and provided with an appropriate surface activation, surface roughening or the like, so that the edge of the boat hull or deck to be produced has high strength and the penetration of moisture or foreign bodies or the like into the foam material is prevented. It is especially possible to produce a satisfactory connection with other parts, for example with the deck of the boat hull, by the fitting of the shell connector.

In FIGS. 5a, 5b there is illustrated the formation of the actual mould, a diagrammatic cross-section being shown through the lower mould half 10. In this mould half by means of an uppermost shaping synthetic plastics material layer 10b the actual shaping surface is produced, upon which, with application of a layer of parting compound as mentioned above, the synthetic plastics material layers 5 (not shown) and the multilayer laminate insert 1 are applied. Since a relatively high pressure occurs in the introduction of the synthetic plastics foam, it is necessary that the actual mould be stiffened against elastic deformations and the action of the foaming pressure. Per se this stiffening against deformation could be achieved by the use of a usual steel support construction, a large concrete tank or the like, which however would lead to inconvenient moulds, while especially the connection of the actual mould shell with the carrier construction surrounding it causes difficulties and would lead to local bulging.

Here the invention provides that with spacing from the inner actual mould shell 10b an outer mould shell 10c is built on, which receives an approximately semicircular outline, so that the occurring forces are taken up after the style of a chord tension characteristic. The interspace between the inner mould shell 10b and the outer mould shell 10c is filled out for example by wood blocks, honeycomb structures or the like large-area support elements 10d, whose essential thrust absorption direction is directed approximately radially of the outer mould radius, so that a light construction is achieved for the mould half, which however precludes local deformations. Accordingly the entire mould remains convenient, easily movable, easily orientable and above all easily producible with the means of synthetic plastics construction, also easily repairable therewith, without however the necessity of permitting deformations and without difficultly masterable carrier constructions becoming necessary.

As FIG. 5a shows, a peripheral sealing channel 12 and 16, a peripheral venting collecting channel 13 and 14 and venting intersecting channels 15 are formed in the manner as described and explained above on the mould parting line, as already described above. In the lower mould cavity a somewhat pyramid-shaped fitting moulding is provided which serves as retainer 29 for the keel of the hull. Here again a corresponding supporting is provided, so that the foam pressures striking upon the inner mould shell 10b are transmitted to the outer shell 10c, in such a way that the latter is charged uniformly on all sides with internal pressure.

In FIG. 5b there is illustrated the incorporation of reinforcing laminates, reinforcing laminate layers 31a, 31b, 31c being provided in the region of the keel case in such a way that the requisite bend in the lower part of the transition between keel retaining case 29 and hull shell is gradually filled out, so that a round transition is produced for the multilayer laminate insert 1 between the actual boat hull and the keel retaining case 29.

For the case where joints 32 become necessary in the multilayer laminate insert 1 for reasons of the available delivered sizes or of an adaptation of the multilayer laminate insert 1 to the three-dimensional shape of the mould part, in the region of the joints 32 of the multilayer laminate insert 1 likewise reinforcing laminates 31d are provided which are first placed upon the still fluid synthetic plastics material layer 5 and then covered over with fluid synthetic plastics material 5, so that here an intimate connection is produced between synthetic plastics material layer 5, reinforcing laminate addition 31d and multilayer laminate insert 1, a transition over which foam can easily flow without bubble formation being produced however, so that no abutment points are produced for the inflowing foam material, and thus air bubbles are avoided.

In FIG. 5c there is illustrated a cross-section through the closed mould for example in the fore region of the boat hull to be produced, both the upper and the lower mould half 10, 11 being made approximately circular as regards their outer mould shells 10c, 11c, while in each case the interspace between the inner mould shells 10b, 11b and the outer mould shells 10c, 11c are filled out by support inserts 10d, 11d capable of appropriate radial support, such as wood blocks, foam material blocks, honeycomb structures or the like, their essential thrust take-up being formed in the direction of the radius R of the mould outer shell 10c, 11c.

In FIGS. 5a and 5b there is further shown in each case that the mould inner shell 10b is conducted approximately horizontally outwards in the region of the mould parting line and thus forms a wide frame which is formed as mould parting flange 10eb and, angled off downwards on the outside, grasps over the correspondingly formed mould flange 10eb of the outer mould shell 10c, the two mould flanges 10eb and 10ec being connected with one another in this region, so that a substantial widening develops in the region of the mould parting line 24, constituting a peripheral stiffening frame of the lower mould half 10 and the upper mould half, the mutual abutment and overlap of the correspondingly formed upper mould half 11 being illustrated in FIG. 5c where again a correspondingly peripheral mould flange 11eb and 11ec is produced which grasps over the above-mentioned peripheral mould flange 10eb and 10ec respectively. This measure achieves the object that the respective mould halves are stiffened in themselves and have a stiffening frame due to the formation of the mould flanges, so that even when the mould halves 10 and 11 are in the open condition, that is in the prior moulding-on of the synthetic plastics material layers and the multilayer laminate insert 1, in the application of the vacuum bag and in the pressing of the entangled layer laminate insert 1 into the synthetic plastics material layers 5, 6, 7 a sufficient rigidity of shape is achieved and thus warping phenomena are largely avoided. By the formation of the peripheral mould flanges 10eb, 10ec, 11eb, 11ec with a centring wedge surface 30, as formed perpendicularly in FIG. 5b and obliquely convergingly in FIG. 5c, a further connection and stiffening measure is taken which leads to the production of a compact mould, without warping in the plane of the mould parting line being permitted in the build-up of the internal foaming pressure.

By the formation of the above-mentioned radial support blocks 10d and the above-mentioned outer mould shells 10c and 11c, which have an approximately circular supporting effect, deformation of the cross-section of the boat hull in foam filling is prevented, while the formation of the peripheral mould flange 10eb, 10ec, 11eb, 11ec prevents deformation of the outline of the craft.

By the formation of the centring wedge surface 30, which is achieved by appropriate moulding of the mould flange surface 10eb of the upper mould half 11 on to the already completed lower mould flange surface 10eb of the lower mould half 10, an exact fit can be achieved, while by the formation of centring pyramids 47 (FIG. 5a) on the mould parting line for the joining together of the two mould halves 10, 11 an introducing element is produced, so that damage to the mould halves, and especially displacements of the multilayer laminate inserts 1 pressed into the still unset synthetic plastics material, as a result of incorrect orientation of the two mould halves can be avoided.

The two mould halves 10, 11 are interconnected in pressure-resistant manner by means of bolts pushed through the through-passing bores illustrated in FIG. 5a, so that after the joining together of the two mould halves 10, 11 and after the connection by means of the above-mentioned bolts a completely rigid mould is achieved which can be of light construction without deformation resulting from the internal pressure in the foam filling or from its own weight.

In FIG. 5a there is shown an oblique view of a cross-section through the entire lower mould half 10, in which the two suction passages 14, 16, the intersecting passages 15, the connecting bores 10a and the peripheral mould flange frames 10eb, 10ec may be clearly seen.

In FIG. 5b there is shown a cross-section through the lower mould half 10, the multilayer laminate insert 1 with the previously applied synthetic plastics material layers, which are not illustrated however, being introduced, so that now after appropriate application of the synthetic plastics material layers to the upper mould half 11 too, after the above-mentioned pressing of the multilayer laminate insert 1 on to the upper mould half 11, the latter can also be placed upon the lower mould half 10.

In FIG. 5d there is illustrated a diagrammatic cross-section through the lateral connection region of the two mould halves 10, 11. In order to take up the relatively high internal pressure in the foam-filling, the level of which can especially be regulated by a throttling of the air withdrawal in the course of the foam development, special precautions are necessary in order firstly to be able to achieve mould parts which are relatively easy to handle and can also be opened and assembled, also transported, turned and taken apart, with ordinary means. Accordingly it is necessary to produce the mould parts 10, 11 with maximum lightness of construction and high shape rigidity. Especially all deformation under the influence of the internal pressure must be avoided, no gaping of the mould halves must occur, likewise the mould must not be able to part or be deformed substantially either in the vertical plane or in the horizontal plane. In order to be able to achieve these conditions with a synthetic plastics material mould, that is with a mould produced from glass-fibre-reinforced synthetic plastics material, according to the invention the procedure is adopted that in the marginal region for example of the lower mould part a peripheral frame for example of high-strength steel or the like is fitted, which, directly adjoining the inner mould region, is enveloped by the reinforcing fabric strands 56 moulded in there, while by the moulding in of deflector support cores 57 a kind of chord tension or chord spreading is achieved, in such a way that the screw bolts 61 can be put as close as possible to the actual mould parting line and to the actual mould cavity. Thus here the reinforcing fabric layers 56 are laid around this reinforcing frame 54 and kept spread apart (FIG. 5d). Again a further reinforcing fabric laminate layer 56 is laid thereover, which is again kept spaced, as intermediate support laminate 60 likewise, by further, approximately triangular deflector support cores 57 and after a specific interval runs back again on to the actual basic layer, namely the mould inner shell 10b, as represented in greater detail in FIG. 5e.

By this measure a torsionally rigid formation of the entire cross-section similar to a lattice support construction is achieved, without further additional supporting carriers being necessary. At the same time the connecting flanges 58, 59 between the two mould halves 10, 11 are substantially outwardly widened and thus, by means of overlapping centring flanges 53a, 53b, 53c, produce a stiffening action in the form of a channel girder against lateral gaping in the parting plane. The centring flanges 53a, 53b, 53c are therefore inclined obliquely outwards and downwards, in order thus to achieve a satisfactory centring for the fitting of the upper mould half 11, as previously explained in connection with FIGS. 5a, 5b, 5c.

As may be seen from FIG. 5d, the inner or upper mould half 11 is again provided with an upper stress lid 11c formed in roof or dome form, which is likewise formed as synthetic plastics material layer reinforced by laminate 56 and is connected in the region of the edge flange 53a, 53b with the actual inner mould layer 11b. In the region of the connecting screws 61, which are guided through the peripheral frame 54, again support blocks 11d arranged on edge, that is in the securing direction or force direction of the connecting screws, and a distance tube 62 are provided, by which deviation of the mould inner shell 11b in relation to the mould outer shell 11c is prevented.

Here again in the region of the upper mould half 11 the distance blocks or support cores 11d are aligned approximately radially towards the inner mould wall 11b, so that here again a substantial freedom from deformation results for the entire upper mould half.

Thus by the measures as described above, as a whole, the bending moments and the deformations are kept small, so that the actual mould halves are made relatively light and the joining together and separation of the mould parts is possible without the use of heavy cranes or the like, which leads especially to difficulties in the lowering of the upper mould half 11 on to the lower mould half 10, in which damage frequently occurs on account of the difficulty governed masses and the deformations resulting from point suspension.

In FIG. 5f another example of embodiment of the connection of the mould parts 10, 11 is illustrated, in which again the mould shells 10b, 10c, 11b, 11c are likewise brought together in the outer region, forming an oblique centring collar 52, the upper and lower suction passages 14 and the sealing grooves 16 again being formed in corresponding upper and lower added synthetic plastics material strips 54, 55, while the upper mould part 11, again with bringing together of an outer stress-absorbing layer 11c, is formed with the actual inner mould layer 11b and the lower outer mould edge is grasped over in wedge form. To take up the forces a plurality of tension straps 50, arranged parallel, is laid around the joined mould parts 10, 11 and held fast under initial stress, by means of a tension lock 51 in each case, so that thus a plurality of connecting elements is provided to take up the foaming pressure.

In FIGS. 6a, 6b, 6c there are illustrated diagrammatic longitudinal and cross-sections through the moulds necessary for the production of the deck.

Here again it is provided that the deck mould is made in two parts and should again be produced as a light construction, despite the high internal pressure occurring in the foam filling. For this purpose the individual deck regions between the apertures for spinnaker funnel, mast, cockpit and rudder post are each divided into flexure-resistant sections of inherently stable shape and are built up as inner and outer shell, as already mentioned in connection with the production of the boat hull, so that it is not necessary to discuss in detail the particular formation of the individual layers and their connection.

In FIG. 6a a longitudinal section is illustrated, where at the same time a comparison can be seen between an ordinary two-part mould 48, 49, produced for example from steel and/or concrete, where it may further be seen that there, to achieve adequate rigidity, substantially greater masses and weights are necessary than is the case with the mould formation according to the invention.

By the doming of the mould parts on all sides in longitudinal and cross-section, as may be seen in FIGS. 6a, 6b, in each case a mould inner shell 10b and a mould outer shell 10c are formed, each separated by support cores 10d. In the region of the mast aperture 40, the cockpit aperture 38 and the rudder post 39, connecting screws 46 or the like are arranged in each case, which moreover are provided all round the deck edge.

For the moulding of the multilayer laminate insert on to the synthetic plastics material layers already applied to the mould parts 44 and 45, againsuction connections for sealing 12 and suction connections 13 for venting are provided in connection with the vacuum bag 8 used in production, reinforced, edges, upwardly and especially also downwardly widened beads and the like being formed in the region of the apertures, as already mentioned, so that the deck is to be regarded as a component stiffened on all sides.

Due to the formation of the outer mould shell 10c in each case approximately according to an arc, in each region of the deck a chord-tension-form bracing is provided which avoids widening out of the deck under the influence of the foam pressure. Here again a shell connector can be inserted into each of the suction passages 12 in production, producing a satisfactory termination of the two shells of the deck in the region of the mould parting line.

Likewise a foam material filling tube is provided in single or multiple arrangement, and also the above-mentioned venting, suction and throttling passages and bores can be used, as already described with regard to the production of the boat hull, so that repeated statements regarding these are superfluous. Since the mould internal pressure can be set slighter, on account of the smaller quantity of foam material, than is the case in the above-mentioned boat hull production process, the entire deck production mould can moreover be made substantially lighter, but nevetheless a maximum of shape stability can be achieved, so that bulging, shape variations and the like due to irregular foaming pressure are avoided.

In FIG. 7a, in the right part of the Figure, a multilayer laminate insert 1 is illustrated which consists of a strength-producing glass fibre fabric layer 2 which is produced for example from a multi-strand glass fibre fabric, knitted fabric, intersecting thread placing or the like, possibly also from an entangled glass fibre fleece. However to increase the achievable strength of the entire shell component it is also possible for carbon fibres, metal fibres or the like to be intermixed or used entirely, or in the case of special strength requirements in one particular direction an increased fibre proportion or strength proportion in comparison with the other stress direction can be incorporated in the multilayer laminate insert. The strength layer is completely embedded in the actual synthetic resin layer, and serves to guarantee the essential strength proportions of the entire shell component.

Over the strength layer 2 there may further be laid an entangled fibre fleece layer 3 of glass fibres, synthetic plastics fibres, metal fibres or the like, having relatively fine fibres and serving to absorb the synthetic plastics material 5 which penetrates through the strength layer 2, so that the strength layer 2 is completely penetrated by the synthetic plastics material layer, even when the application of synthetic plastics material to the mould surface does not take place completely uniformly. Over this layer a coarse entangled fibre layer 4 is laid which is formed from very coarse, endless, especially curled fibres which may even be regarded as wires, so that a kind of cushion layer is formed which, as a result of the relative thickness of the coarse fibres, likewise has an extraordinarily high strength. Here again it is possible to apply an entangled fibre layer with straight fibres, but especially an entangled fibre layer with coarse, curled, endless thread, or it is also possible to arrange an intersecting fleece or an entangled fibre fleece layer formed with crossing fibres, likewise with the mentioned thick-thread, coarsely curled synthetic plastics filaments, metal threads or the like. For the connection of the said layers, which can also be superimposed in several layers, so that one or more strength layers 2, as also one or more intermediate fleece layers 3, as also one or more coarse thread layers 4 can be used, the thick threads of the uppermost coarse fibre layer 4 and taken by a needling operation through the outermost strength layer 2, so that free-standing loops 3a, 4a are formed on the latter which prevent separation of the individual layers and on account of their inherent coarse curling, lead to a certain head formation after the needling through the individual layers.

The strength layers are embedded undermost into the actual synthetic resin layer 5, so that if the synthetic resin applied should be too little, the full strength of the entire component is nevertheless still achieved, and the full use of the strength layer or layers is ensured.

In FIG. 7a a further example of embodiment of the multilayer laminate insert 1 is illustrated, by means of which an especially good anchoring effect is achieved between the outer synthetic resin layer, which is strengthened by a glass fibre fabric, and the foam material layer.

According to FIG. 7a again a strength layer is provided in the form of an ordinary glass fibre fabric 2, which consists essentially of endless parallel warp and weft thread strands of glass fibres or high-strength synthetic plastics fibres or the like, it also being possible, in place of only one fabric layer 2, to arrange two fabric layers parallel one above the other.

On the one fabric layer 2 an entangled fibre fleece 4 is placed which consists of continuous, coarse-thread, coarsely curled synthetic plastics threads or the like, this entangled fibre fleece 4 having relatively few threads per unit of area.

For the connection of the coarse-curled thread entangled fibre fleece 4 with the fabric layer 2 or layers 2, needling is effected from one side, that is from the side of the coarse-curled thread entangled fibre layer 4, through the one fabric layer 2, so that the free needle loops 3a protrude only relatively little beyond the actual fabric surface. In the case of the use of two fabric layers 2 laying one above the other, the needling is conducted through into the second fabric layer 2, so that the coarse-curled thread entangled fibre layer 4 is connected with the one or both fabric layers 2 by these needle loops 3a.

Either before or after the mentioned operation of needle connection of the individual layers with the coarse-curled thread entangled fibre layer 4, or simultaneously therewith, a further needling operation is carried out so that further relatively long free-standing needle loops 4a are formed on the free coarse-curled thread entangled fibre layer 4 opposite to the reinforcing fabrics 2. The needling operations or the formation of the needle loops 3a and 4a can be effected either in succession or simultaneously.

Thus by this arrangement a multilayer laminate insert 1 is produced which contains at least one fabric layer 2 of especially high-strength glass fibres, synthetic plastics fibres or the like and has a coarse-curled thread entangled fibre layer 4 covering a free side of the one fabric layer 2, while connecting needle loops 3a are conducted out of the coarse-curled thread entangled fibre layer 4 through one or both fabric layers 2, while at the same time on the still free side of the coarse-curled thread entangled fibre layer 4 free needle loops 4a are likewise formed. This measure achieves the object that the impregnation with synthetic plastics material from the strength-producing fabric layer 2 through the relatively coarse and stout connecting coarse-curled thread loops 3a experiences a good connection, while on the other hand by the free-standing needle loops 4a, which stand out freely from the coarse-curled thread entangled fibre layer 4, a good anchoring is achieved with the subsequently foamed-in foam material 9, and due to the previous vacuum bag treatment the free-standing needle loops 4a, as a result of their cushion effect, lead to good air extraction, and at the same time due to the resilient action of these free-standing needle loops 4a good pressing of the fabric layers 2 and/or of a part of the coarse-curled thread entangled fibre layer 4 into the synthetic plastics material layer 5 arranged therebeneath is achieved.

According to FIG. 7b it is also possible to adopt the procedure, that a strength glass fibre synthetic plastics fibre entangled fleece 2d or the like is applied to an entangled fleece produced from coarse curled threads and designated as coarsecurled thread entangled fleece 4, which fleece 2d consists of relatively solid and thick, especially crossed fibres and is connected by needling out of the coarse-curled thread entangled fleece 4 with this strength entangled fleece 2d while further by mutual needling on the one free side of the coarse-curled thread entangled fleece 4 again free-standing coarse-curled thread loops 4a or free-standing fibre and bunches are formed, which again serve for the anchoring of the subsequently introduced foam material, while the synthetic plastics material impregnation of the strength coarse fibre fleece 2d, which produces the actual stiffening of the synthetic plastics material layer 5, also takes place through this strength coarse fibre fleece layer 2d into the coarse-curled thread entangled fibre layer 4, so that by more or less deep pressing into the synthetic plastics material layer 5 any desired measure of anchoring and connection between the individual layers can take place.

Another proposal for an embodiment of a multilayer laminate insert is represented in FIG. 7c, according to which a strength entangled fibre fleece 2e is produced for example from glass fibres, or high-strength synthetic plastics fibres with relatively stiff, rigid, that is very strong fibres, while upon this coarse fibre entangled fleece 2e a fine entangled fleece 3 is laid having essential fibre direction arranged especially approximately perpendicular to the area extent of the fine fibre entangled fleece 3, while needling is effected from the side of the coarse fibre entangled fleece 2e through the fine fibre entangled fleece 3, with formation of numerous, free-standing, long needle loops 4a or fibre end bunches, which are to serve both for the anchoring of the subsequently foamed-in foam material layer to the synthetic plastics material layer 5 and for cushion formation for the vacuum bag treatment, that is for the pressing of the coarse fibre entangled fleece layer 2e into the synthetic plastics material layer 5.

Another measure is represented in FIG. 7d, where an ordinary fabric 2 consisting of glass fibres or high-strength synthetic plastics fibres, or even an entangled fibre layer is provided, by passing under a sewing machine, tufting machine or the like, with thread loops 4a, standing free on the one side or even on both sides, for example of high-strength, thick synthetic plastics threads, so that these free-standing thread loops 4a again produce the anchoring and connection between synthetic plastics layer 5 or strength layer 2 and foam material layer 9, while at the same time the numerous free-standing needle loops 4a serve for cushion effect and extraction cross-sections for the vacuum bag treatment.

A further example of embodiment of the multilayer laminate insert 1 is represented in FIG. 7e, where a pile fabric 2f can be used which can consist of glass threads or high-strength synthetic plastics threads, while free-standing pile thread loops 4a of thick threads are formed in more or less dense arrangement on one or both sides. The free-standing thick pile thread loops 4a can here also consist of curled threads having a coarse curling.

Claims

What I claim is:

1. A plastic boat body which comprises a molded plastic boat shell, an inner bottom shell in said boat shell and secured around its periphery to the boat shell, said boat shell and inner bottom shell providing a chamber therebetween, an insitu cast hard foam plastic core filling said chamber in full conformity therewith, fiber lamination sheets integrally bonded to and covering the faces of the boat shell and inner bottom defining said chamber, plastic from the boat shell and inner bottom shell being embedded in interstices of said fiber lamination sheets, and fibers of said laminations sheet surrounded by the cast foam plastic core and embedded therein in locked relation therewith to integrally bond the foam plastic core to the boat shell and inner bottom.

2. The boat body of claim 1 including a deck covering the shell composed of spaced top and bottom molded plastic sheets, hard plastic foam filling the space between said sheets in full conformity therewith and laminations bonded to the sheets having fibers embedded in the plastic foam.

3. The boat body of claim 1 wherein the shell is saucer-shaped with rounded sides extending above the inner bottom, and the inner bottom has a flat bottom portion parallel to and above the water line of the boat.

4. The boat body of claim 2 wherein the sides of the shell extend to the deck and the deck is spaced above the inner bottom.

5. The boat body of claim 1 including multi-layer lamination inserts surrounding the foam with the fibers of the laminations embedded in the foam and cemented to the inner bottom and shell.

6. The boat body of claim 2 wherein the fiberous material is a woven lamination having threads extending therefrom into the plastic foam.

7. The boat body of claim 1 wherein the shell has a keel box recess in the bottom thereof receiving therein the upper end of a keel.

8. The boat body of claim 1 including additional fibrous lamination layers positioned at points of stress of the shell to reinforce the construction.

9. The boat body of claim 2 including a rudder post tube anchored in the deck, the inner bottom and the shell.

10. The boat body of claim 1 including a deck overlying the shell and secured around the periphery thereto through a water-tight joint.

11. The boat body of claim 1 including a mast foot extending transversely across the inner bottom and secured at its ends to the shell.

12. The boat body of claim 1 wherein plastic from the boat shell and inner bottom shell is pulled into interstices of the fiber lamination sheets and interlock the sheeets with the shells and the sheets have threads extending therefrom which are embedded into the hard foam.

13. The boat body of claim 12 wherein at least one of the fiber lamination sheets has an underlying fibrous layer and threads of the underlying layer in the form of loops are pulled into the overlying layer.