Ships – Building – Antifriction surfaces
Reexamination Certificate
2002-01-28
2004-01-20
Basinger, Sherman (Department: 3617)
Ships
Building
Antifriction surfaces
C114S289000, C114S290000
Reexamination Certificate
active
06679192
ABSTRACT:
BACKGROUND OF THE INVENTION
1. Field of the Invention
The present invention relates generally to the field of marine surface vessels. More specifically the present invention relates to a surface operating marine vessel which is supported by a cushion of pressurized air supplied to the air cushion by blowers.
2. Description of the Prior Art
There have been many types of marine surface vessels, some of which have utilized a cushion of pressurized gas such as air to reduce friction with the surface of the water. Some such marine vessels operate in a surface effect condition by entrapping a cushion(s) of artificially pressurized air between the vessel and the surface of the water such as by utilizing a plurality of blowers which fill a flexible skirt at the bottom of the vessel. Others use a ram effect of ambient air that is sandwiched between the vessel water surface when the vessel is travelling at higher speeds. The first type of vessel are called hovercrafts or Surface Effect Ships (SES's), and the latter are called Wing In Ground Effect (WIG), Wing In Surface Effect Craft, or more simply wingships. Other vessels use a combination of blowers and ram effect to provide a pressurized air cushion below the vessel. The common denominator to all of these vessels is that pressurized air is disposed between the vessel and the surface of the water supports the majority of the vessel weight. The operating efficiency of SES vessels is much greater than that of conventional marine vessels.
A vessel which utilizes blowers to create an air cushion in a pair of lower recesses is disclosed in Burg U.S. Pat. No. 4,890,564 issued on Jan. 2, 1990. Burg teaches a marine surface vessel that includes a center bow and side hulls that is supported, at least in part, by a cushion of pressurized air supplied by a powered blower. The pressurized gas cushion is restrained within a pair of longitudinally extending recesses built into the underside of the hull separated by a parallel center divider. The recesses are closed at respective bow ends of the hull by respective forward movable seals that increase movable seal life. The recesses are closed at respective stem ends by respective movable stem seals that allow control of the depth of the air cushion, the pressure of the air cushion, and other air cushion characteristics. Water impact relief openings extend through the side hulls disperse wave impact energy through the side hulls. The center bow terminates forward of the flexible seal. However, flexible seals are subject to impact damage, fatigue, and wear. In rough seas, they dramatically add to the resistance and drag of the boat, thus slowing the boat down.
A vessel which utilizes a compressor to create an air cushion in a lower recess covered by a plurality of louvers arranged to vent pressurized air downwardly and rearwardly is revealed in Burgin U.S. Pat. No. 3,893,406 issued on Jul. 8, 1975. Burgin teaches a boat having a bottom, twin longitudinal depending keels adjacent the lateral edges of the bottom, extending the length of the bottom. Each keel includes a longitudinally extending passageway having an intake port at the bow end and an exhaust port adjacent at the stem end. An engine drives a respective water jet pump disposed in each passageway to draw water through the respective intake port and force the water out under pressure through the respective exhaust port. The engine drives a pair of rotary beaters at the respective intakes that keep trash out of the intake ports. The bottom of the boat is formed with a recess having a closed top, sides, and ends. An compressor driven by the engine delivers a flow of pressurized air into the recess. A plurality of louvers cover the recess, being arranged to vent the pressurized air downwardly and rearwardly to lubricate the hull moving through the water. A center bow reaches forwardly beyond the keels terminating at a forward end of the recess. The keels project downwardly and are lower than the forward seal and the level of air in the well. However, since the keel line of the boat extends downward with the keel being lower than the bow, the pressurized air in the air cavity escapes out of the front thereof being the highest point of the air cavity. The keels create significant drag.
A multi-hull “surface effect ship” (SES) vessel that combines with a “wing in ground effect boat” (WIG) is disclosed in Burg U.S. Pat. No. 5,611,294 issued on Mar. 18, 1997. Burg teaches a multi-hull gas cushion supported marine vessel that is capable of transition to airborne surface effect operation. The vessel has three elongate hulls having respective knife shaped bows that slice into waves. Each hull includes a lower recess having a very fine entry and low angle of side wall divergence containing a respective pressurized air cushion. The sidehulls include outer water rejecting steps that extend high onto the sidehulls, and retractable water stabilizers in the form of inverted-T hydrofoils for increased stability in heavy seas. Respective inverted-V shaped, gas cushion and wetdeck aft seals are provided to ensure minimum effect of wave impacts in those areas. The recesses are supplied with pressurized air by a respective powered blower with the recesses being sealable using a respective sealing flap. Each recess can be maintained at a positive pressure for maximum draft or at a negative pressure relative to ambient for a minimum above water profile such as for patrol boat applications where a minimum radar signature is desired. Connecting ducts with venturies interconnect the recesses to dampen pressure differences between the recesses and to supply pressurized air to a recess should the respective blower fail (the respective sealing flap being closed) to permit continued vessel operation until repairs can be made. The vessel can include a pair of retractable or fixed sidewings to add aerodynamic lift when the vessel is airborne. The sidewings may include outrigger hulls for added stability. However, the SES capabilities of this boat design will not lift any more than boat and crew, it will not carry a payload due to the limitations of SES designs. There is not enough square feet of air cushion, and far too much drag from the hulls and tunnels of the design in operation to even gain the benefits of WIG technology. The WIG technology has the same limitation as the SES of not being able to carry a payload. The combination of both is a highly technical design, expensive to build, expensive to operate, and expensive to maintain.
A vessel which utilizes blowers to create an air cushion in a pair of lower recesses is disclosed in Burg U.S. Pat. No. 5,000,107 issued on Mar. 19, 1991. This is a continuation in-part of U.S. Pat. No. 4,890,564 issued to Burg. The improvements over the previous design is the pressurized air cushions are restrained by modified recesses of the hull and by a plurality of movable forward seals such that some eighty to ninety percent of vessel weight is supported by the pressurized air cushions resulting in greater hull efficiency. The plurality of forward seals are placed in the pressurized air cushion so as to divide its functions. Differential air cushion portion pressures provide an improved ride for passengers. Zero or low angle to horizontal surfaces on sidehull forward lower and aft seal lower surfaces ensures good pressurized air sealing and better hull efficiency. The aft seal angled surfaces and forwardly extending bow also provide better ride qualities. The aft movable seal members are controllable to change the orientation of the hull using the pressurized air cushions. A narrower hull beam forward than aft which results in more attractive and easier riding bow sections. However, the boat is an improvement on the previous patent but has thee same inherent limitations.
A “Surface Effect Ship” (SES, twin hard sidewalls) cargo vessel with flat bottom planing pontoons (SEPPS) which utilizes a hovercraft type lift system and is claimed to be capable of operating at two to three times the speeds of conventional cargo vessels having th
Basinger Sherman
Oltman Flynn & Kubler
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