U.S. patent number 3,902,445 [Application Number 05/448,702] was granted by the patent office on 1975-09-02 for air-cushioned planing hull.
Invention is credited to Leonard Dirk Stolk.
United States Patent |
3,902,445 |
Stolk |
September 2, 1975 |
Air-cushioned planing hull
Abstract
An air-cushioned planing hull for a boat having an air-vented
transverse step extending across the width of the underside of the
hull, with the port and starboard keels extending backward on each
side of the hull from the transverse step to the transom, such
that, when planing, the keel rides on three points provided by the
two outermost of the steps and the rearmost point of the hull.
Inventors: |
Stolk; Leonard Dirk
(Clareville, New South Wales, AU) |
Family
ID: |
26954392 |
Appl.
No.: |
05/448,702 |
Filed: |
March 6, 1974 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
Issue Date |
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270615 |
Jul 11, 1972 |
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Current U.S.
Class: |
114/289; 55/290;
55/351; 114/62; D12/312; 55/291; 55/354; 114/291 |
Current CPC
Class: |
B63B
1/20 (20130101); B63B 1/38 (20130101); B63B
2001/202 (20130101); B63B 2001/005 (20130101); Y02T
70/10 (20130101); B63B 2001/186 (20130101); B63B
2001/201 (20130101) |
Current International
Class: |
B63B
1/16 (20060101); B63B 1/38 (20060101); B63B
1/00 (20060101); B63B 1/20 (20060101); B63B
001/18 () |
Field of
Search: |
;114/61-62,66.5R,66.5F,66.5H,66.5P,66.5S,67R,67A ;9/6 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Blix; Trygve M.
Assistant Examiner: Sotelo; Jesus D.
Attorney, Agent or Firm: Threedy; Edward C.
Parent Case Text
This application is a continuation-in-part of my co-pending
application, Ser. No. 270,615, filed July 11, 1972, on an Improved
Air-Cushioned Planing Hull, now abandoned.
Claims
Having thus described my invention, what I claim as new and desire
to protect by Letters Patent is:
1. A boat having a planing tunnel hull comprising
a. a hull having a forward tunnel and a rearward tunnel,
b. a transverse step extending across the full width of and between
said forward tunnel and said rearward tunnel of the hull,
c. said forward tunnel reducing in depth and transverse cross
sectional area as it approaches said transverse step,
d. said rearward tunnel reducing in depth and transverse cross
sectional area as it extends from said step toward the transom of
the hull so that the forward cross sectional area of said rearward
tunnel has a greater depth than the rearward cross sectional area
of said forward tunnel so as to provide a stepped-up rear tunnel
hull at said transverse step,
e. air ramming means comprising air vents formed in the hull
forward of said transverse step and having outlet vents in said
step opening into said rearward tunnel,
f. port and starboard side keels extending rearwardly of said
transverse step on either side of said rearward tunnel,
g. said port and starboard side keels cooperating with said
stepped-up rearward tunnel to form an air pressure retaining cavity
extending rearwardly of said air vents whereby the hull planes on
said port and starboard side keels on an air cushion under the
entire length of the hull.
2. A boat as claimed in claim 1 wherein the means ramming air
through the transverse step comprises an air tunnel extending from
an air intake at a forward part of the boat to air vents in the
transverse step, which vents communicate with the cavity formed
beneath said portion of the hull, air being forced into the air
tunnel by forward movement of the boat.
3. A boat as claimed in claim 1 wherein the transverse step
comprises two parts each part extending from the keel forward of
the step to the port and starboard side keels respectively.
4. A boat as claimed in claim 2 wherein the transverse step
comprises two parts each part extending from the keel forward of
the step to the port and starboard side keels respectively.
5. A boat as claimed in claim 3 wherein each part of the transverse
step is provided with an air vent.
6. A boat as claimed in claim 4 wherein each part of the transverse
step is provided with an air vent.
7. A boat as claimed in claim 5 wherein the air intake comprises an
aperture formed in the hull on each side of the keel forward of the
step and a tunnel extending from each aperture to the air vent in
each part of the transverse step.
Description
SUMMARY OF THE INVENTION
The invention provides a boat having a planing hull of the type
known as a marine G.E.M. or "ground effect machine," the hull
comprising an air-vented transverse step extending in a plane
substantially at right angles to the longitudinal axis of the boat
across substantially the width of the underside and intermediate
the ends of the hull, the hull having a keel forward of the step
and having a substantially inverted V-shaped cross section forward
of the step, the depth of the cross section reducing in area in the
direction of said step, port and starboard keels continuing from
the step on either side of said hull, a stepped-down center keel
extending aft of said transverse step to the transom of the boat
and increasing in depth in the direction of its length, forming
with said port and starboard side keels an air pressure retaining
cavity extending beneath that portion of the hull between the step
and the transom, and means to enable air to be forced through the
transverse step and into said air pressure retaining cavity whereby
the hull can plane on a portion of the port and starboard side
keels and said stepped down center keel when the boat is in
motion.
DESCRIPTION OF THE INVENTION
A boat embodying the invention will now be described with
reference, by way of example, to a preferred embodiment for smooth
water operations as illustrated in the accompanying drawings
wherein:
FIG. 1 is a side view of a planing hull according to the
invention;
FIG. 2 is a front end view of the same hull showing hull section
lines A, B and C corresponding to those in FIG. 6;
FIG. 3 is a rear end view of the same hull;
FIG. 4 is a perspective view of the hull from below;
FIG. 5 is a plan view of the hull;
FIG. 6 is a view showing the hull section on lines A, B and C of
FIG. 2;
FIG. 7 shows a transverse sectional view on line 7--7 of FIG.
1;
FIG. 8 shows a transverse sectional view on line 8--8 of FIG.
1;
FIG. 9 shows a transverse sectional view on line 9--9 of FIG.
1;
FIG. 10 shows a transverse sectional view on line 10--10 of FIG.
1;
FIG. 11 shows a front end view, similar to FIG. 2, of a modified
arrangement.
Referring to the drawings, a tunnel hull 10 has port and starboard
bilge V's 11 with a center section 12, chines 13, and a foredeck 14
with an aircowl 15. Beneath the foredeck 14 are sheer strakes 16 on
each side of the hull 10, and beneath the sheer strakes 16 is
provided side straking 17. The center section 12 fairs into a
straked forward bilge keel 18, a garboard strake being shown at 19
and a stepped-down after keel 20 extending to the rear of the boat.
Outwardly inclined bottom straking 32 is provided at the bottom of
the stepped-down after keel 20. A two-part transverse step 21 is
provided with one part extending from each side of the center
section 12. Each part of the transverse step 21 is triangular in
section and is four times deeper at the port and starboard bilge
V's 11 than it is at the center section 12 as shown in the
transverse section illustrated in FIG. 8. Both parts are provided
with air outlet vents 23. Air intake vents 26 are connected to the
air outlet vents 23 provided in each part of the transverse step 21
by an air tunnel 27. The aircowl 15 is supported by cowl struts
31.
Port and starboard side keels 24 extend one on each side of the
boat from the transverse step to the transom 25 to maintain air
pressure. The air pressure is formed by air entering intake vent 26
and passing out through the air vents 23, and by sufficient planing
speed together with air which is forced through the opening 22
provided between the bilge V's 11 and the waterline 41 when the
boat is in motion.
The restriction caused by the reduction in cross sectional area and
the wedge so formed by the water surface 41 at the hull section
shown in FIG. 7 to the trailing edge position shown in FIG. 8 at
the transverse step 21 and the stepped-down keel 20 shown in FIG. 9
to the trailing edge position at the transom 25 shown in FIG. 10,
reduces the incoming air velocity with a consequent increase in
pressure on the underside of the hull section bilge V's 11 and the
stepped-down after-keel section 20. This increase in pressure or
"ground effect" produces lifting forces acting on the boat and, at
maximum load, may reduce draft by as much as 85%.
It will be appreciated that any suitable location for the air
intake vents 26 may be adopted. For example, it has been found
advantageous to form the intake vents below the foredeck 14 of the
boat in the upper part of the port and starboard bilge V's 11, one
vent aperture 50 being provided on each side of the center section
12 as shown in FIG. 11 of the drawings. If this arrangement is
adopted, then each aperture 50 is connected by a tunnel to an air
outlet vent 23 in the part of the transverse step 21 which is on
the same side of the hull as that aperture.
Inside the hull the usual fittings may be provided as required. For
example, transverse ribs or frames and longitudinals (not shown)
may be provided to give additional hull strength. A box keel (also
not shown) may also be included.
In the present boat seventy per cent (70%) of the lift is by air.
When in flight the combined wetted areas of the present craft (36,
37 and 20a) in the drawing (see FIG. 4) form only eight per cent
(8%) of the water plane area. If the boat speed is increased so
that port and starboard bilge V's 36 and 37 lift clear from the
water surface as far as the transverse step, the ground effect of
lifting forces in front of the transverse step will decrease
rapidly. The rear lifting forces will increase as more air passes
through the tunnel under the hull and because of these forces,
combined with the fact that the center of gravity is approximately
in the center of the boat (because the combined aerodynamic and
hydrodynamic forces act approximately on the center of the boat),
rearward flip will be minimized or eliminated and a constant trim
angle will be assured.
At low speed, air passing through vents 23 provided on the
transverse step serves to minimize any extra drag caused by the
closed-in section of the hull behind the step. The front section of
the hull forward of the transverse step has an inverted deep
V-bottom, preferably with 20.degree. dead rise angle at the step.
The back section of the hull aft of the step has an air pressure
retaining cavity extending between that portion of the hull between
the step and the transom. A center section is provided forward of
the step to give sufficient longitudinal and lateral strength. The
center section may be shaped so as to roll water under the hull to
give the boat its initial lift before the air lift takes over. The
center section does not function as a sub-hull and has no effect on
the performance of the boat because, when the boat attains
sufficient speed, the center section is raised out of the
water.
When driven forward the hull of the present invention is lifted and
supported by the upward force exerted by the air on the inclined
surface of the front inverted V-hull and the stepped-down rear
tunnel section, and this double or two-fold ground effect or
aerodynamic lift acting under the hull, is the main lifting force
to lift the boat.
In operation, an outboard motor unit 42 may be provided which
drives a propeller 43 initially to move the boat forward. Water
resting in the air tunnel 27 up to the load water line 41a as shown
in FIG. 8 when the boat is at rest, is drawn out as air is forced
in through the air inlets 26 and through the air tunnels 27 during
forward motion of the boat. If the air pressure under the hull
exceeds the pressure in the air tunnels 27, then air will flow in a
reverse direction through the tunnels 27. If desired, a reverse
flow may also be obtained mechanically by obstructing the airflow
into the intake vents 26.
When in flight, the hull planes on the two rear areas of the port
and starboard bilge V's as shown at 36 and 37 and the rear center
point as shown at 20a. These points are shown as dotted areas in
FIG. 4, and provide the directional stability of the hull.
Because of the stepped construction, the combined aerohydrodynamic
pressure is approximately in the middle of the boat and
consequently so also is the center of gravity of the boat.
The air holes or air vents 23 are located on the rib or frame where
the step is formed on each side of the center section 12 as shown
in FIG. 4.
The invention when incorporated into a boat is highly successful in
maintaining planing speed and constant trim angle combined with
stability and, when built as a seagoing craft with a suitably
refined nose section and longer waver breaker centerpiece than has
been shown in the illustrated example, is able to sustain
substantial amounts of pounding from waves and rough seas. If used
for seagoing duty, desirably strengthening ribs, longitudinals, and
a box keel for added hull strength are provided.
While I have illustrated and described the preferred form of
construction for carrying my invention into effect, this is capable
of variation and modification without departing from the spirit of
the invention. I, therefore, do not wish to be limited to the
precise details of construction set forth, but desire to avail
myself of such variations and modifications as come within the
scope of the appended claims.
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