Passenger watercraft using three methods of lift; displacement, hydrofoil, and ground-effect (wing-in-ground) operating over water

Abstract

This design is for a passenger watercraft that can operate in three modes, displacement, hydrofoil, and ground-effect (wing-in-ground, WIG), over a wide range of speeds up to 150 MPH. It also has the capability of approach and land on a beach due to the unique retractable wing design and reversable propellers for “backing out”.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

This application follows Provisional Application No. 60/486,152, with filing date of Jul. 10, 2003 which is claimed for this application.

Passenger watercraft using three methods of lift; displacement, hydrofoil, and ground-effect (wing-in-ground) operating over water. Craft lift provided by displacement at low speeds and when not moving. At moderate speeds lift is provided by a retractable “v” hydrofoil. At high speed, the hydrofoil wing is retracted into the hull and lift comes entirely from the ground effect, a high pressure area is formed between the rapidly moving hull and the water surface beneath. The ship hull is in the form of an airfoil (wing). Propulsion is provided by two aircraft engines fitted with reversible pitch propellers. Directional control is provided by elevators and rudder.

Name of inventor:      Dwight S. Brass
Citizenship:           United States of America
Residence of inventor: 400 East Richardson Springs Road
                       Edgerton, Wisconsin 53534 USA
                       Ph 608-884-6289

STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT

Not applicable

REFERENCE TO SEQUENCE LISTING, A TABLE, OR A COMPUTER PROGRAM LISTING COMPACT DISK APPENDIX

Not applicable

BACKGROUND OF THE INVENTION

Hydrofoil typical designs

Hydrofoil designs typically allow higher speed travel over water and include somewhat complicated designs to maintain level and controlled motion. Although some also use adjustable foils, this design overcomes the limitations in required draft with a flush-retractible “V” design. This configuration also provides automatic leveling since the left, or right, segment of the “V” is immersed deeper, or shallower, depending on the lean of the vessel. As the segment is immersed deeper, it provides more lift, and thus automatically levels the vessel.

Patents on Hydrofoil or Wing-In-Ground Vessels

All patents discovered involved relatively complex control features designed to overcome typical designs described above. All hydrofoil, or ground-effect designs also used propulsion with propellers underwater. This design uses dual aircraft engines and propellers operating in air. During high speed operation, no part of the vessel is in water, thus eliminating the possibility of striking floating debris.

The following hydrofoil or wing-in-ground patents were identified

	Patent Nbr	Date	Inventor	Classification
	4,151,893	May 1979	Mantle	180/116
	5,950,559	Sep 1999	Klem	114/272
	6,230,835	May 2001	Fisher	180/117
	4,660,670	Apr 1987	Mattox	180/117
	6,719,079	Apr 2004	Jones	180/126
	6,318,489	Nov 2001	McGill	180/164
	6,216,599	Apr 2001	Cavanagh	104/23.2
	RE28,955	Jul 1975	Stanberry	114/55.55
	5,860,383	Jan 1999	Whitener	114/271
	5,794,558	Aug 1998	Loui	114/274
	5,544,607	Aug 1996	Rorabaugh	114/123
	6,325,011	Dec 2001	Klen	114/272
	6,732,672	May 2004	Shin	114/272

Specific Problems With Current Hydrofoil Designs

Current designs have operational limitations, reliability issues, and cost factors that are greatly improved upon by this design. Most current designs have significant draft requirements limiting their ability to operate in very shallow water. Also, unless they have a retractible wing and can transition to a wing-in-ground mode, they are vulnerable to damage from floating debris, especially at high speed. Hydrofoil designs also have significant speed limitations due to violent cavitation at higher speeds. The literature identifies only experimental craft that can reach speeds of about 80 MPH. This hybrid WIG (wing-in-ground, or ground-effect) design allows speeds of approximately 150 MPH, with no danger of hitting floating debris. Since all components of the design are entirely out of the water, design is much simpler, and maintainance is drastically reduced.

BRIEF SUMMARY OF THE INVENTION

The object of this invention is to provide rapid, safe, comfortable, and economical transportation over water. The Hybrid WIG design operates in three modes, displacement, hydrofoil, and “ground-effect”, depending on speed.

Operation

At dockside and/or in shallow water, the hydrofoil “V” wing is completely retracted flush with the bottom of the vessel. This allows operation in close proximity to shoreline, and allows the vessel to be “beached” if desired. Once the vessel is underway, and speed is increased, the wing can be gradually extended, depending on water depth and speed. As the vessel increases in speed the lift from the wing increases, and eventually provides 100% of the required lift. The vessel hull then lifts clear of the water and is now operating in hydrofoil mode. As speed further increases, lift from the hull shape (airfoil) increases lifting the vessel further above the water. This process continues until the airfoil is providing 100% of the lift, and the wing is then retracted for wing-in-ground mode. High speeds are then possible with a highly streamlined vessel, propelled by twin aircraft engines/propellers. Studies have shown that lift from wing-in-ground operation is approximately double that obtained by a similar airfoil operating above the ground-effect zone.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING

FIG. 1 Perspective view of craft with hidden lines removed for clarity.

FIG. 2 Top view of vessel, showing twin aircraft engines and propellers (1) and side cabin access door (2).

FIG. 3 Front view of vessel showing airfoil cabin (3) and hydrofoil wing in fully deployed, or extended, position. Location of Section AA is also shown.

FIG. 4 Side view of vessel showing engines and propellers (1), cabin access door (2), airfoil shaped cabin (3) and hydrofoil in fully deployed, or extended, position.

FIG. 5 Front view of hydrofoil in retracted position. Cabin is shown in phantom. Also, hydrofoil is shown in phantom as extended.

FIG. 6 Section AA of the hydrofoil wing showing foil shape creating lift.

DETAILED DESCRIPTION OF THE INVENTION

The hybrid hydrofoil vessel hull is constructed using standard reinforced fiberglass techniques, with reinforced frame for rigid attachment of engines and hydrofoil wing. A jointed double wing, V shaped, with a pivot in the center and at each end allow retraction and deployment of the wing. The adjustment of the foil is accomplished with a vertical sliding arm that extends downward for deployment and receeds into the cabin for retraction. When fully retracted the wing is flush with the underside of the airfoil shaped cabin allowing a streamlined shape for very low drag.

Aircraft propellers are used of the “constant velocity” type with reversable thrust capability. Each motor and prop are individually controllable and are used for directional control, including reverse maneuvering at slow speeds. In addition, elevator surfaces are located at the rear of the vessel providing angle-of-attack trim at moderate and high speeds.

Claims

1. What I claim as my invention is the filly adjustable V-shaped hydrofoil watercraft wing that is fully retractable into the vessel hull.

2. What I claim as my invention is a geometry configuration for the retractable hydrofoil wing that eliminates the necessity for any high speed bearings, cables, motors, or other equipment that must be exposed to the water. Only two (2) pivot bearings are submerged and only during slow speed operation (displacement mode, and hydrofoil mode). During high speed operation, that would normally involve risk of collision and wear and tear on components, all movable segments of the design are out of the water.

3. What I claim as my invention is a passenger hybrid hydrofoil vessel that is capable of operating in three modes, displacement, hydrofoil, and ground-effect.

4. What I claim as my invention is a passenger hybrid hydrofoil vessel with fully retractable foil design allowing operation in shallow water at low speeds.

5. What I claim as my invention is a passenger hybrid hydrofoil vessel that utilizes aircraft-style engines with propulsion entirely from propellers operating in air, not water. This greatly reduces initial cost of manufacture, as well as avoiding high maintainence due to water immersion