Title:
Mono hulled power boat convertible to twin or triple hulled operation
Kind Code:
A1


Abstract:
The boat is essentially mono hulled in its appearance but has the capacity wherein the lower and outer sections of the hull can be hinged out of a concave recess under the main deck and behind the full bow of the boat. The front of the hinging sections are curved to a point and graduated longitudinally to allow a bowlike profile at any given point as the sections are swung upward and away from the core of the boat. When the hinging sections are semi extended a full twin hulled operation can be achieved and when further extended a true triple hulled operation can be achieved with essentially three “bows” cutting the water. When fully extended the walls of the hinging sections come up to horizontal and also provide the benefit of extra deck space. This creates an ideal recreational boat which is also easily trailable, but incorporates the advantages of extra deck space, walk around decking, damping and minimized roll and pitch, and variable profile to the water to provide choice of performance according to water conditions.



Inventors:
Barrett, Christopher Leslie (Geraldton, AU)
Application Number:
09/851933
Publication Date:
03/21/2002
Filing Date:
05/10/2001
Assignee:
BARRETT CHRISTOPHER LESLIE
Primary Class:
Other Classes:
114/288
International Classes:
B63B1/12; B63B1/20; (IPC1-7): B63B1/00; B63B1/32
View Patent Images:
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Primary Examiner:
SOTELO, JESUS D
Attorney, Agent or Firm:
CHRISTOPHER LESLIE BARRETT (GERALDTON, AU)
Claims:

What I claim as the invention is embodied and described in the claims one (1) to thirteen (13) and the accompanying drawing figures one (1) to six (6) as follows:



1. A power boat hereinafter called “The boat” which is essentially mono hulled in appearance but wherein the whole is comprised of three longitudinal sections the outer port and starboard sections of which are hinged on their uppermost and outermost edges to the uppermost and outermost edges of the central hull section whilst the forward most end of each hinging section is pointed and terminates short of the central hull and is recessed at respective undersides of the central hull behind its forward part or bow which extends forward beyond the two hinging sections and terminates on the forward end in a single pointed conventional bow.

2. The boat of claim 1 whereon the hinging sections have external surfaces formed by a series of longitudinal bends or graduations which form longitudinal planes and which on the forward ends of each section curve inward from the respective longitudinal planes to form points or bows.

3. The boat of anyone of claims 1 and 2 wherein the concave shapes at the undersides of the central hull do not extend its full longitudinal length but commence behind the lower rear section of the bow and from that point run longitudinally to the rear of the central hull.

4. The boat of anyone of claims 1 to 3 wherein the forward ends of each of the hinging sections terminate in a convex shape so that when the hinging sections are fully retracted they can come into an inverse shape behind the lower rear section of the bow and allow the outer surfaces of the hinging sections to come into profile with the outer surface of the bow and out of direct hydraulic contact with the water which enables the boat to terminate in a single conventional bow.

5. The boat of anyone of claims 1 to 4 wherein the forward ends of each of the hinging sections are out of direct hydraulic contact with the water until the hinging sections are moved laterally away from the central hull which brings their points out from behind the bow of the central hull and into hydraulic contact with the water whereupon the curved convex terminus of each provides a bow-like cut to the water and gives the boat the profile of a twin or triple hulled craft according to the distance the sections are extended laterally away from the central hull.

6. The boat of anyone of claims 1 to 5 wherein the hinging sections can be moved outward laterally away from the central hull to an upward position wherein what was the vertical side or plane of each section comes up to horizontal position and thereat can be utilized as deck.

7. The boat of anyone of claims 1 to 6 wherein whilst in a closed or retracted position the hinging sections do not come forward to comprise the bows or front points of the boat as in a catamaran but when the hinging sections are moved laterally outward from their respective concave recesses under and behind the bow of the core section they come laterally distant from the core and bow of the boat and effectively make an additional hull on each side of the core section and thus form the profile of a triple hulled craft. (FIG. 5)

8. The boat of anyone of claims 1 to 7 wherein sockets are placed on the upper and outer most edge of the central hull section to facilitate the installation and removal of insertable rods or pipes with interlinking ropes, chains or cables to operate as a safety barrier whilst the boat is in motion or the hinging sections are retracted

9. The boat of anyone of claims 1 to 8 wherein sockets are placed in what is when fully raised the upper and outermost longitudinal edge of the hinging sections to enable the installation of pipes or sockets with cables or ropes to form a safety barrier around the extreme perimeter of the craft when the hinging sections are fully raised.

10. The boat of anyone of claims 1 to 9 wherein the lower edge of the hinging sections can be curved laterally outward so that in the raised position a small wall is provided to facilitate the safety barriers.

11. The boat of anyone of claims 1 to 10 wherein the full benefits of the three main styles of boat are available in the one boat and mono twin or triple hulled operations can be utilized in the one craft thereby making it possible for the operator to choose the optimum mode for any given time.

12. The boat of anyone of claims 1 to 11 wherein the full trailable width boat can be utilized for cabin or deck space whilst the hinging sections can be fully retracted to come under the main deck and behind the bow thus making the deck space provided by the hinging sections truly extra and in addition to the main deck.

13. The boat substantially as herein described in anyone of claims 1 to 12 with reference to the accompanying drawings.

Description:

BACKGROUND OF THE INVENTION

Purpose of the Invention

[0001] When searching for the ideal pleasure boat, recreational fishing boat or diving boat, there are many desired features. Six desirable features are combined in the following invention. These are:

[0002] 1. Ease of launching and retrieval

[0003] 2. Transportability

[0004] 3. Comfort of ride

[0005] 4. Stability of craft whilst travelling or anchored

[0006] 5. Cabin space

[0007] 6. Adequate deck area

[0008] It is difficult to find all of these features in one particular boat. All of these features are maximized by the following invention which combines the following: The water handling features of a true mono hulled boat; the shallow draft of a full bodied-full width mono hulled boat; the stability and water handling attributes of a twin hulled boat; the stability and deck space of a triple hulled boat; and the planing ability of any one of the three aforementioned kinds of boat: mono, twin, or triple.

DESCRIPTION (SPECIFICATIONS)

[0009] The invention which is essentially a mono hulled boat in its appearance has the hull constructed in three longitudinal sections being the central core which comprises the main deck, the keel, the bow and the cabin, the left and right outer sections which terminate short of the front of the boat and are recessed into a concave areas at the rear of the bow and are virtually flush behind the bow. These are hinged on the upper edge of the main deck and hinge out and up. These are hydraulically powered. As these travel outward and upward they change the profile of the bottom of the craft and provide the profile of first a twin, then triple hulled craft. When in a closed position the outer sides of the craft are essentially vertical as the sides are extended these come up to a horizontal position and provide an extension to the main deck. Insertable pipes with cable, chian or rope form a safety barrier for these.

[0010] Hereinafter the whole craft comprising the three longitudinal sections shall be referred to as THE BOAT. The central section shall be referred to as the CORE. The deck, cabin, bow, and keel pertaining to this core shall all be prefixed with the term CORE or MAIN to show their identity with the core. The outer hinging sections shall be referred to as the PORT and STARBOARD sections or HINGING sections. The decks, the fronts or “bows” of these hinging sections shall be pre-fixed with OUTER.

[0011] The upward section of the core is latitudinally a shallow V (FIG. 1.1) which comes down and inward to a U shaped keel (FIG. 1.2). This U shaped keel extends longitudinally as seen in FIG. 2.1 toward the main bow where it flares out (FIG. 2.2) to come into convergence with the full width of the main bow (FIG. 2.3). These flared out sections form a convex shape at the back of the main bow into which the outer bows fit when retracted as in FIG. 2. This concave profile allows the outer hulls to retract into a position which is essentially underneath the main deck/cabin and creates a closed position that is not twin hulled but comes to a termination in a conventional bow of a mono hulled boat as in (FIG. 2.3).

[0012] The port and starboard sections are hinged on the top outer edge of the Main deck as seen in FIG. 1.5

[0013] When the port and starboard sections are extended the forward ends which fitted substantially into their respective concave sections rearward of the main bow come into contact with the open water and assume their operation as outer bows as seen in FIG. 5. The convex shape of these outer bows which is inverse of the concave shape under the core and rear of the bow is such that at any given degree of outward extension they maintain their “bow-like” profile and attitude to the water thus allowing forward travel in any position from closed to fully open as seen in FIGS. 5, 6 and 7.

[0014] This laterally curved profile of the port and starboard sections which allows their forward ends to become outer bows also creates the variable flotation and planing ability of the boat. As they are moved laterally away from the craft they create a profile as in FIG. 5 wherein the boat is twin hulled in its operation and in which the core is essentially clear of the water. As the port and starboard sections are moved laterally further from the craft as in FIG. 6 the core keel comes into full contact with the water and a triple hulled profile is assumed as in FIG. 6.

[0015] When the port and starboard sections are fully extended what had been the vertical walls come up to horizontal and form the outer decks as in FIG. 7. The lower sections of these “walls” which is extended outward laterally as in FIG. 1.8 come up to form a low “wall” around the extreme edge of the outer decks

[0016] A series of sockets are placed along the top inner sides of this low wall for the insertion of pipes or stands with cable, wire, chain or rope to form a safety barrier when the decks are in use as seen in FIG. 8.1. A similar series of sockets can be inserted in the outer edge of the main deck to install the pipes or stands for use during travel wherein the outer decks are not utilized as seen in FIG. 1. When the outer decks are in use and the safety barriers are installed the combined deck space of the craft is essentially double that of a comparative size mono hulled craft.

[0017] The diagrams noted demonstrate the use of ropes and rods to form the barrier. Two other options are also suggested. The first is to fix hinging wall sections to the most extreme longitudinal edge of the outer decks. These could be in a folded position when the outer hull sections are not fully raised and would be erected and locked into position when the outer decks are raised and levelled. The second option would be to have a rail structure on stands with a hinge on the bottom similar to the first option. In the same way as option one these would be raised or lowered as necessary.

[0018] The main deck and outer decks would ideally be coated in some non-slip material which renders the areas safe for foot traffic.

[0019] The keel end of the main deck would have a safety barrier installed. This could be either fixed or removable. In the attached sketches a fixed option which incorporates two seats for passenger use is diagrammed.

[0020] Position control of the outer hull sections is by either two or more hydraulic rams. Other mechanical methods such as cables, pneumatics etc could be utilized. If only two hydraulic cylinders are used a position approximately half way along the boat would be optimal. Where the shafts come through the wall of the core and attach to the inner sides of the port and starboard sections a water proof system would be used. This could consist of a rubber or heavy welded plastic sheath that allows extension of the ram whilst keeping it protected from water.