The present invention is concerned with a hull assembly for an aquatic vessel, particularly for a high speed catamaran or trimaran vessel.
Conventional large volume vessels for transporting passengers typically have a metal hull made of aluminum or steel. Some of the disadvantages of the metal hull are its large deadweight and consequent low speeds attained by the vessel.
US patent No. 5,873,130 discloses a catamaran style vessel with a hull having a generally T-shaped cross section with multiple compartments for liquid cargo occupying the majority of the hull volume. However, the compartments are made of metal and therefore still suffer from the weight disadvantage.
The following documents are directed to different vessels provided with inflatable hulls:
However, none of the above documents disclose hulls that can be efficiently used in a large catamaran for the transportation of several passengers at high speeds.
An object of the present invention is to provide a hull for a vessel that is light enough to attain high speed, yet is secure and safe to use.
Another object of the present invention is to provide a hull for a vessel that has a low manufacturing cost.
Another object of the present invention is to provide a hull for a vessel that is light and can save on fuel consumption.
According to the present invention, there is provided a hull assembly for an aquatic vessel according to claim 1.
The invention as well as its numerous advantages will be better understood by the following non restrictive description of preferred embodiments made in reference to the appended drawings.
Referring to Figure 1, there is shown a preferred embodiment of a high speed catamaran vessel or ship 10 according to the present invention. The size of the catamaran vessel 10 preferably ranges between 15 to 250 meters in length, which is convenient for the transportation of large number of passengers. The catamaran vessel 10 is designed to reach speeds from 20 knots up to 120 knots. This is achieved by the use of high performance construction materials and the dynamics used in the design. This catamaran vessel 10 is also adapted to airborne on its entire length. Even though the example that is illustrated is that of a catamaran vessel, It should be understood that other types of ships such as mono hulls ships, or trimarans are encompassed by the teachings of the present invention.
The platform designs are based on the Venturi principles and wing effect on its superstructure for lifting and sustaining the vessel 10 in an airborne travelling mode. The vessel 10 has a flying wing design producing a substantial lifting effect at low speed. The wing design combined with the Venturi principles allow the vessel 10 to airborne within its own length.
The catamaran vessel 10 has two hulls 12, one of which is shown in Figure 1. Above the hull is the cabin 105, which may have several closed decks. A service doors 104 is shown in the back for entry of the passengers. For increasing the efficiency and speed when airborne, a large delta wing 101 fixed to a mast 102 is provided on the top of the cabin 105. As most ships of this size, it is equipped with a radar system, telecommunications systems, and propulsion systems, advanced motion controls, collision avoidance controls, inflatable life rafts. etc. The inside cabin 105 of the vessel 10 is preferably pressurized for structural purposes as for the comfort of the passengers just as an aircraft.
The deadweight of the catamaran vessel 10 according to the present invention is relatively very low at about 0.55 meters draft as compared to other vessels of same size, which vary from 1.5 to 3 meters draft. This is mainly due to the light weight materials that are used for the hulls 12.
Referring to Figure 2, there is shown a top cross sectional view of the two hulls 12 of the catamaran vessel 10. Each hull 12 is made of a plurality of flexible modular containers units 16 that are connected together to form an outer shell structure 14 with an inner hollow section 18. The hollow section 18 is preferably U-shaped but may also have other shapes such as a V-shape. Each hull 12 typically has a bow section 20, a foil section 21, a main hull section 22, a bevel section 24, a power room section 26, and a stem section 28. The bow section 20 is typically 9 meters long and is pointed. The foil section 21 is typically 6 meters long and has a hollow portion 19 for receiving the hydropter foil mechanism system described hereinbelow. The main section 22 is typically 42 meters long and has the narrowest portion of the hollow section 18. The bevel section 24 is typically 6 meters long and has a hollow portion 23 that is tapered. The power room section 26 is typically 14 meters long and is provided with a larger hollow portion 27 for housing the engines of the catamaran vessel 10. The stern section 28 is typically 4 meters long. All hollow sections preferably communicate with each other. As shown, transverse structural beams 30 join both hulls 12 together.
Even though only two hulls 12 are illustrated, those persons skilled in the art will understand that a different number of hulls may be used according to the present invention, depending on the preferred design.
Referring to Figure 3, there is shown a cross section of the catamaran vessel 10 in the main section 20. Each hull 12 is made of a plurality of flexible modular container units 16. Also shown is the frame 107 of the cabin 105. The frame 107 may be made with the same container units 16 as the hull 12. The frames 107 are preferably airframes that are equipped with air bags for structural purposes as will be explained below. Just as the container units 16, all air framed sections 107 are prefabricated and assembled together directly on the high speed craft with an adhesive and covered entirely by an outer skin of a mix of carbon fibers, polyethylene fibers, such as Dyneema™, and aramid fibers, such as Kevlar™, bonded together with epoxy resin.
Referring to Figure 4, there is shown a cross section of the catamaran vessel 10 in the power room section 26. Each hull 12 has the larger hollow portion 27 for housing the engine room 110. This section is relatively wider than the front section to allow more space for the engines and appropriate equipment. The frame 107 of the cabin 105 is provided with apertures 99 such as ventilation ducts and wiring channels.
Referring to Figure 5, there is shown a section of the hull 12 that is made of the flexible modular container units 16 according to a preferred embodiment of the present invention. These container units 16 have different shapes from each other in order to form one section of the hull. Several of these sections, with varying shapes depending on what part of the hull is made, are assembled together to form the entire hull 12. The container units 16 are connected to each other preferably by means of a flexible adhesive material.
The modular units 16 are bonded together as well as to the inner keel (shown in Figure 7), which provides the longitudinal strength for the catamaran 10 and serve as the back bone of all modular units 16.
Referring to Figure 6, there is shown a single flexible container unit 16. Also shown is its corresponding inflatable bag 113 that is insertable therein. The inflatable bag 113 is provided with an inlet 115 for injecting gas, such as air, into it so as to provide rigidity to its corresponding container unit 16. One of the sides 32 of the container unit 16 is easily removable so as to fit the corresponding inflatable bag 113.
Referring to Figure 7, there is shown a cross section of the hull 12 with an inner keel 118 connecting the container units 16 together within the inner hollow section 18 of the hull 12. As shown, the inner keel 118 is connected to each container unit 16 on one side thereof that is facing the hollow section 18.
Referring to Figure 8, each air bag 113 faces a screw type port holes 120 that is airtight and accessible from the lower deck through the cabin floor. Alternatively, a vacuum type port hole can also be used. An opening of about one square meter in the inner keel 118 gives access to each and every container unit 16 as well to all air bags 113 and structural elements of the catamaran vessel. As is shown, the inner keel 118 is provided with openings in registration with each opening of the container unit 16 where the port holes 120 extend.
Each air bag 113 is inserted into its own container unit 16 and it is designed to fit into its corresponding container unit 16. The air bags 113 are inserted by hand through the porthole 120, which has an opening for the air bag valve 115, a container unit valve 116 for pressurization purposes and a pressure sensor 117. The sensor 117 is wired to a computer system for detecting failures and monitoring pressure. A typical catamaran vessel can carry about 6000 air bags. All portholes 120 valves are inserted into the inner keel walls 118 prior to assembling the container units 16.
When all units 16 are assembled and fixed on the inner keel 118 with a flexible adhesive 114, as shown in Figure 6, the entire hull is overt entirely by an outer skin 109 of a mix of carbon fibers, polyethylene fibers, such as Dyneema™, and aramid fibers, such as Kevlar™, bonded together with an epoxy resin, as shown in Figure 5. Once the entire structure is covert with the skin coat 109, every container unit is equipped with an inflatable air bag 113 so as to provide rigidity to the entire structure.
Referring to Figure 9, there is shown the inner keel 118 along the entire length of the hull 12. Each wall of the inner keel 118 is made from a solid core, such as balsa wood or a polyvinyl chloride (PVC) foam, through a sandwich construction process with two skin coats of reinforced fibers. One of the sides receiving the container units is produced on a laser flat surface for the entire length of the vessel 10. The transverse structural beams 30 that join both hulls together as shown in Figure 2 and are also fixed to each inner keel 118. The average height of an inner keel is 5 meters and the average distance between the walls is 1 meter. During the production process of the inner keel walls, a groove is molded in the core to insert a continuous ribbon of carbon fibers to fill the groove to act as stiffeners 120.
Referring to Figure 10, there is shown the bridge structure 34 that can also further connect the two hulls 12 together. The bridge structure 34 can be made may be made of the same container units 16 with its airbags 113. Other structures may be used instead of the bridge structure 34 such as aluminum binders. Air ducts and wiring tubing are also produced in composite materials for light weight and structural purposes.
As the outer skin of the catamaran vessel is relatively flexible and thin, when docking, special retractable bumper guard system can be used on the sides of the vessel 10. This bumper guard system may consist of additional container units provided with air bags. The bumper guard system consists of a pneumatic arm fixed to the inner keel wall with a pressure plate. The guard itself represent a low pressure tire mounted on a swivel axial. Extending the bumper guards can keep the vessel up to 8 feet away from any dock or pier.
The vessel 10 is also provided with engines 124 in the rear thereof with generator sets 125 besides them. The vessel is also provided with bow foils, struts, trim tabs and air, fluid and fuel tanks, access manholes to the container units 16, rudders and propellers.
Figure 11 shows the hull 12 of the vessel 10 with rear and front hydropter systems 40, 42 in a retrieved or retracted position. This retracted position is used when the vessel is at a stand still.
Figure 12 shows the hydropter systems 40, 42 in a fully extended position. In this extended position, the vessel 10 can reach speeds of up to 90 knots in open waters with waves of up to 14 feet. The hydropter systems 40, 42 can also be extended in intermediate positions so as to travel at 45 knots in protected waters.
Referring to Figure 13, there is shown a side view of the rear hydropter system 40. The system includes an engine 133, a transmission 134, a power belt 135, a rudder 131, propellers 132 and a lifting air cylinder 136 or retractable suspension.
Referring to Figure 14, there is shown a side view of the retractable front or bow hydropter system 42. The bow hydropter system 42 is also equipped with a rudder 147 and trim tabs 148.
The bow is also made of container units 16 with airbags. In the bow is located a vacuum pump, a high pressure air tank 145 and a reserve air tank 146.
The frame of each foil where the hydropter systems 40, 42 are housed is preferably made of titanium to protect rudders, trim tabs and sensors against collision with floating debris. The entire structure is covered with a carbon fiber envelop.