Boat construction

Abstract

The boat construction includes a hull having a plan outline configuration of an equilateral triangle, with the corners substantially radiused. One of the corners is the craft bow and the side opposite is the stern. The lower hull surface has a centrally located recess or channel extending from the bow to the stern which includes the propeller and rudder. A passenger and equipment carrying deck is provided on the top side of the craft with seats arranged around the side walls and down the center. Buoyant water excluding material is located between the hull and passenger carrying deck. A suitable enclosure may be provided over the entire passenger carrying area.

Description

The present invention relates generally to a buoyant device, and, more particularly, to such a buoyant device or boat construction that is exceptionally seaworthy, lightweight and can carry large loads. The boat construction described herein is particularly adapted for being carried by another boat or ship and advantageous for use as a so-called lifeboat.

BACKGROUND OF THE INVENTION

For a boat to serve as a lifeboat, it must possess the optimum combination of a number of different physical and operating characteristics, and it is a primary aim and purpose of this invention to provide a lifesaving craft that is superior to conventional present day lifeboats. A first and fundamental requisite is that the boat be capable of being safely launched in difficult seas and under emergency conditions. The more usual style of lifeboat has been found difficult to launch during rough weather, and it is not unknown for them to capsize during launching or swamp shortly after being launched. Also, a fully satisfactory lifeboat should not only have sufficient buoyancy to enable accommodating large numbers of individuals for its size, but also should possess an exceptionally high degree of stability to maintain a continuous safe attitude throughout inclement weather when fully loaded. Moreover, storage of conventional lifeboats on board ship during non-use takes up a considerable amount of rail space because of their geometry.

OBJECTS AND SUMMARY OF THE INVENTION

It is, therefore, a primary object of this invention to provide an improved boat construction particularly adapted for use as lifesaving equipment and to replace conventional lifeboats.

Another object of the invention is the provision of boat apparatus of improved character which is unsinkable even if swamped.

Still another object is the provision of a boat hull construction which, while unpowered, will align itself automatically at a safe attitude on boat movement resulting from wave action and wind.

In summary, the boat construction of this invention comprises a hull structure having an outline configuration when viewed in plan that is substantially an equilateral triangle with the corners radiused. One of the triangle corners is the craft bow and the side opposite is the stern. The major lower surface of the hull includes a centrally located recess or channel extending completely along the lower surface from the bow to the stern. The craft engine, located midships or at the stern, drives a propeller completely contained within the channel or recess. The rudder is located aft of the propeller and also fully within the channel, with suitable hand operated controls being located conveniently above. A generally triangular passenger carrying area is provided with seats arranged along the side walls and down the center. A suitable cover may be provided over the entire passenger carrying area with suitable hatches for access and egress.

DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of the boat construction of this invention.

FIG. 2 is a sectional, side elevational view of the boat construction of FIG. 1 taken along line 2--2 therein.

FIG. 3 is a transverse sectional view of the craft of FIG. 1 taken along line 3--3.

FIG. 4 is a bottom plan view of the boat construction of FIG. 1.

FIG. 5 is a rear elevational view.

FIG. 6 is a top plan view.

FIG. 7 is a diagrammatic view, depicting launching of the boat construction of this invention.

DESCRIPTION OF A PREFERRED EMBODIMENT

Turning now to the drawings and particularly FIG. 1, the boat construction of this invention enumerated as 10 is seen to comprise a hull structure of overall generally triangular shape as seen in plan, and, in particular, it has the shape of an equilateral triangle. The two side walls 11 and 12 are of substantially the same length as the stern wall 13, with the corner at which the walls 11 and 12 meet, enumerated as 14, forming the bow of the craft. The remaining corners 15 and 16 define the limits of the rear or stern wall. Moreover, a personnel and equipment carrying area 17 is provided which is also in the shape of an equilateral triangle and enclosed at the sides by the walls 11-13.

A dome shaped cover or superstructure 18 is received in covering relation over the deck and personnel and equipment carrying area. Stanchion means 19 are received through the cover top and affixed in a way that will be described later herein to the lower portions of the craft and are used in launching.

As seen best in FIG. 2, the hull and associated superstructure derives its overall geometry from a pair of shell-like members 20 and 21, the latter nested within the former and the two joined together along a common flange 22. That is, it is contemplated that the craft hull (member 20) and the member 20 forming decking 23 and seating arrangements 24, are to be fabricated separately and secured together in final assembly. Also, the cover 18 is manufactured as a separate unit and installed and integrally connected to both members 20 and 21 at the flange 22. Although other fabrication techniques may be utilized to obtain the necessary configurations for the members 18, 20 and 21, the preferred technique is to construct these members from individual molded glass fiber sheets.

As used herein, the word "hull" shall include that portion of the craft bottom customarily received into the water and sidewalls extending upward therefrom. Moreover, although not considered limitative in this respect, as illustrated, the hull member 20 comprises the entire craft bottom and outer sidewalls up to the flange 22.

Referring now simultaneously to FIGS. 1-4, the corners and edges of the hull member 20, both above the water and below, are formed to a substantial radius which strengthens the construction, as well as simplifying the molding process, i.e., through avoidance of sharp edges and corners. Thus, as shown best in FIGS. 3 and 4, the radius R1 of the edges and radius R2 of the corners, is approximately, or even slightly greater than, one-half of the craft's thickness, R.

As depicted best in FIGS. 3 and 4, the lower surface of the hull member or shell 20 forming the bottom of the boat when viewed in plan has an equilateral triangle outline (FIG. 4) and lies in substantially a single plane 25 except for a centrally located recess or channel 26 and the radiused edges and corners. Or expressed slightly differently, the bottom of the boat is a generally flat plane 25 of overall equilateral triangle shape, the outer edges of which are defined by the radiused juncture with vertical side walls (FIG. 6). It is this flat bottom lying in the plane 25 that forms the major water contacting surface of the boat in normal circumstances. This channel extends from the bow 14 to the stern 13 and opens downwardly into the water throughout its complete length. The channel cross-section is preferably rectangular and of such dimensions as to fully receive the rudder 27 and propeller 28 therewithin outwardly of the planar surface 25. As will be more clearly described later, during powered operation of the craft, as well as when unpowered and when moving as a result of wave and wind action, relative movement of the craft and the water in its channel tends to smooth movement of the craft through the water and reduce tendency for it to yaw. That is, in certain orientations of the craft which might be dangerous when it is unpowered, the craft will tend to quickly align itself in the direction of wave movement, due to the lateral action produced by relative movement of the boat and the water in the channel 26, thereby achieving a safe orientation for the craft.

The space between the hull member 20 and the decking member 23 is substantially completely filled with a buoyant material 29 such as foamed plastic, for example. In this manner, in the event the craft is swamped, it is provided with a very high degree of buoyancy since the water is excluded from the space between the members 20 and 21 by the material 29, thereby making the craft virtually unsinkable. Although other materials may be found suitable for this purpose, to date the preferred material is a foamed polyurethane having a 2 pounds per cubic foot density. Examples of another material for use in this connection is polystyrene beads or any material that does not absorb water and has a density not greater than about 2 pounds per cubic foot.

Still referring to FIG. 2, the propulsion power is provided by an engine 30 located substantially midships for driving the propeller 28 via conventional gear train linkage 31. As an alternative, the engine may be located at the stern. Steering may be accomplished by any conventional means, such as, for example, a tiller 31 directly interconnected with the rudder 27.

The cover or enclosure 18 for the passenger and equipment carrying area, although it may be alternatively constructed of a number of different materials and parts, is, in the preferred embodiment, constructed of molded glass fiber parts including suitable air ducts or ports 32 and hatch openings 33. The peripheral edge of 18 is shaped outwardly to form a flange securement with the common flange of the members 20 and 21. In a practical construction of the invention, the flange parts will be bolted together at intervals and a U-shaped bumper constructed of rubber or extruded plastic secured thereover. Sealing means (not shown) are also provided to prevent leakage at the flange. The flange extends outwardly from the craft sufficiently to accommodate a narrow walkway 34 which also serves as means by which persons who are in the water may be able to hoist themselves aboard the craft, either directly or with the additional assistance of ropes 35. Running lights and the like may also be provided on the exterior of the craft as needed or desired.

Depending upon the thickness of the glass fiber sheet material being utilized and the areal extent, it may be advisable for strength purposes to mold reinforcing grooves 36 into the hull member 20 bottom which extend longitudinally of the craft. This is particularly effective for eliminating undue flexing of the bottom.

A lifesaving craft constructed in the manner described herein has exceptional stability as a result, first of all, of its equilateral triangle shape. For example, the craft has substantially no tendency to roll because of its exceptionally wide beam as compared to overall length and other transverse dimensions.

Furthermore, in the event that the craft is unpowered in a rolling sea, it, in effect, has three different possible bows, i.e., any of its corners, and the craft will automatically align itself with one of the flat sides as a stern facing the wave and be propelled in a forward direction with the corner opposite the side receiving the wave acting as the bow. Accordingly, irrespective of its original orientation, the craft will only have a relatively few degrees or reorientation necessary to place it in a safe disposition. In the event the craft is unpowered, relative movement between the craft and the water in the channel or recess will tend to align the movement of the craft in a direction parallel to the channel or recess, which, again, is a safe orientation.

Still with respect to stability of the described boat construction, if a strong wave were to come directly into the bow of the craft (or actually into any of the corners), one might think that the leading corner could be lifted and the entire craft turned over. However, because of the boat triangular shape the stern provides by far the greater buoyancy force for the craft and this prevents overturning from this source. What happens under these circumstances is that as the corner begins to lift the stern or side opposite the corner being lifted will at first move under the water a slight amount, but due to its inherent high buoyancy, it will move away from the corner being lifted and thereby prevent the craft from turning over.

As can easily be determined by reference to the various sectional views of the invention, locating of the engine and the passengers and equipment below the flange insures that the center of gravity for the boat construction will always be below the water line when fully loaded and even when unloaded, the center of gravity will be very close to the water line, or, at best, only slightly above it. In this way the craft is made extremely stable, particularly in the loaded condition, and difficult to capsize.

Illustrative of the personnel carrying ability of a livesaving boat made in accordance with this invention, such a boat, measuring 15 feet 6 inches along each edge and having a draft of 3 feet 6 inches, accommodates 35 persons along with an engine and other customary auxiliary gear. This is comparable to the loading capability of a conventional 30-foot lifeboat.

Launching of a lifeboat of the subject invention is accomplished simply by a single davit connected to the hooklike end of the stanchion means 19. Due to the fact that the subject lifeboat is symmetrical when viewed in plan, only a single connection means (means 19) is required for launching, since even if some imbalance is produced, e.g., more people gather on one side than another, the boat, on entering the water, will immediately right itself without danger to the occupants.

As shown best in FIG. 7, two boats of the subject invention can be stored between a pair of davits which formerly had accommodated a single conventional lifeboat (dashed line depiction). With reference to the previously given comparative measurements, two boats of 15 feet 6 inches on a side, constructed in accordance with this invention, can readily be received within the same length of rail space previously required for one 30 foot lifeboat. In this way the rail space requirement for lifeboats is substantially reduced without entailing a loss in lifesaving capability.

As a further modification, although the channel or recess in the hull bottom wall is depicted throughout as open, i.e., not having a cover, it is considered within the spirit of the invention that a partial or even complete cover might be provided. In this construction, on relative movement between the craft and the water being established, the water within the enclosed channel or recess provides substantially the same stabilizing effect for the craft. That is, in either the covered or uncovered versions, the relative movement of water within the channel tends to reduce yawing and to cause the craft to align in a direction parallel with the channel.

Claims

What is claimed is:

1. A boat construction, comprising:

first shell defining the hull including a substantially flat submerged water contacting surface lying substantially in a single plane, side walls interconnecting with said submerged surface defining said surface as an equilateral triangle, one corner of said triangle forming the bow and the side opposite thereof the stern, wall portions of said submerged surface being recessed to form a channel extending from the bow to the stern, and said side walls being upstanding and terminating in a continuous flange;

a second shell received onto the first shell, including a molded decking and seating arrangement with a continuous flange that is coterminous with the flange on said first shell; and

a third generally dome-like means having a peripheral flange that is received on and generally coterminous with the flanges of said first and second shells, forming an enclosure for the boat construction;

propeller and rudder means located entirely within said channel; and

means securing the flanges of said first, second and third shells to one another.

2. A boat construction, comprising:

hull means including a glass fiber part molded into overall outline form of a generally flat surface equilateral triangle adapted for horizontal submerged disposition in the water, generally vertically extending sidewalls integrally joined with said triangular flat surface and terminating in a flange, radiused edge portions interconnecting said triangular flat surface edges and said vertical sidewalls, one point of said triangle forming the boat bow and the side opposite being the stern, and portions of said triangular flat surface formed into a recessed channel extending from the bow to the stern;

decking and seating means formed from glass fiber parts and having a peripheral flange, said flange being received onto the hull means flange with the decking and seating means being otherwise maintained in spaced relation to said hull means;

a quantity of foamed buoyant material received within the space between the hull means and the decking and seating means;

means securing said flanges together; and

propeller and rudder means located entirely within said recessed channel.