Note: Descriptions are shown in the official language in which they were submitted.
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AMPHIBIOUS YACHT
FIELD
The present disclosure relates to the field of amphibious yachts, and more
particularly
to, a vessel that includes a pair of monohedron hulls and is convertible to a
land vehicle yet is
capable of planing on the water.
BACKGROUND
Prior art amphibious vehicles are designed as road vehicles that adapt to
travel on
relatively calm or protected waters. Although they may travel on water, they
have many
shortcomings when compared to similar sized boats. The present disclosure is
directed at a
"medium" size amphibious vehicle. "Medium" size herein refers to powered
amphibious
vehicles between 25 feet in length and the maximum length allowed by roadway
standards
for non-articulated trucks or buses, (typically 45 feet in length). Prior art
vehicles are not
designed or equipped for long distance, multi-day water travel, low visibility
or rough water
conditions nor do they have sufficient provisions to dock or moor. See the
"Background of
the Invention" section of US Patent Number 4,958,584 for a more detailed
historic overview
of prior art amphibious vehicles and their inherent design and performance
flaws. An object
of the present disclosure is to match or exceed the functionality, performance
characteristics
and accommodations of both a typical production 45 foot length V-Hull "Express
Cruiser
Yacht" type power boat and a production "Class A" Luxury Motor Home. It is
also an object
to improve upon prior art military amphibious vehicles of similar road legal,
medium length.
"Road legal" as used herein means when the vehicle is driven on US roadways,
an escort
vehicle is not required.
Smaller prior art amphibious vehicles have been intended mostly as a novelty
and
have the carrying capacity, shape and proportions of automobiles or small
pickup trucks with
boat-like bottoms and a low freeboard. Medium size, amphibious vehicles are
typically
intended for military use, as tour buses for water and land tours, or as a
combination
RV/house boats. All medium sized prior art wheeled amphibious vehicles
(wheeled meaning
in land mode they travel on wheels as opposed to tank treads or air cushions
like hovercraft)
are designed for short distance water travel at speeds of less than 10 miles
per hour and do
not attempt to match performance or functional characteristics of similar size
power boats.
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The present disclosure describes the first sea-going, wheeled amphibious
vessel or vehicle
that may attain significantly higher water speeds than any prior art medium
size, road legal,
amphibious vessel or vehicle.
SUMMARY OF THE DISCLOSURE
The present disclosure is broadly directed at an amphibious yacht having a
forward
most deck including a leading edge on said forward most deck, said yacht for
use in a first
configuration on water and in a second configuration on land, the yacht having
a bow and
stern comprising two asymmetric monohedron hulls separated by a continuous
hull tunnel
including a tunnel bow curve, said curve starting at the leading edge of the
forward most deck
which curve increases in radius as it proceeds into the hull tunnel wherein
each of said
monohedron hulls have a constant deadrise from an apex of the monohedron hull
bow curve
to the rear wheel wells.
Expanding upon the above, this disclosure is directed at an amphibious
catamaran-hulled
vessel that may plane on water. To plane, and increase top water speed, the
hull and body
require certain elements to be integrated into an overall streamlined exterior
envelope.
Although all items mentioned herein may improve performance, not all of them
may be
required to achieve plane and attain high water speed.
A streamlined amphibious, power catamaran or tunnel hull boat or yacht may
serve
military or civilian purposes as a passenger or cargo carrying truck,
limousine, bus, motor
home or recreational vehicle on land and extend these same functions on water
as well,
matching the functionality and performance of similar length boats. The yacht
may feature a
continuous reveal on the hull bottom from bow to transom that separates two
asymmetric
catamaran hulls. This reveal or hull tunnel may enhance sea stability and
maneuverability
and create lift, that helps the hull achieve plane and attain higher water
speeds.
A mostly enclosed hull and body with tall height gunnels in combination with
the catamaran
design may significantly improve seaworthiness, allowing long travel distances
outside of
protected waters and provide greater resistance to catastrophic swamping or
capsizing that
limits prior art vessels to travel on relatively calm or protected waters.
To further improve stability, maneuverability and load carrying capacity on
water, the
standard overall beam or vehicle width may be between 11 and 12'-6" wide.
"Wide Body"
models up to 12'-6" in width are considered legal on United States roadways if
drivers have
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CDL licenses and permits for oversized loads have been obtained. To meet
roadway width
requirements of 8"-6" maximum, that at present do not require a CDL license or
special
permits in the US, additional "Narrow Body", 7'-6" to 8-6" width non-
amphibious motor
homes and amphibious yacht models may also be useful. Two additional
embodiments may
include one or both of wide and narrow body models. One embodiment may include
a full
length slide-out that may allow the entire width to expand and retract
approximately 3 to 4
feet in overall width. Another embodiment adds retracting, Rigid Hulled
Inflatable
Hypalon Sponsons that deploy on both sides of the hull. These embodiments
further add
additional weight-carrying capacity, stability and maneuverability on water.
All amphibious models of the yacht of the present disclosure may be propelled
in the
water by two joy stick-controlled water jets. Two driveline embodiments may
also be
included. One embodiment is a "conventional" diesel engine driven driveline
that includes a
pair of diesel engines mated to automatic transmissions with each engine
transmission
combination located deeply in each asymmetric monohedron hull. A driveline
located in the
port or left hull, may power one or both of the rear wheels that include
retractable
independent suspension systems located on the port side of the vehicle. A
matching driveline
and suspension, located similarly within the starboard or right hull, may
power the starboard
rear wheel or wheels. Via a power take-off and driveshaft, each driveline may
also power a
water jet propulsion system, located at the stem or rear of each hull. The
water jets may be
controlled by a single joy stick controller. This embodiment may also include
drive shafts,
transfer cases and differential gears to drive the wheels from the
transmissions. In this
embodiment, one driveline can power wheels on one side of the vessel during
water to land
transitions and the other driveline can power a water jet. This may enable
some wheels and a
water jet to have full power while transitioning between water and land modes.
A series diesel electric hybrid driveline with electric water jets, in-wheel,
electric
motors and a fully independent, active suspension system may be the preferred
driveline
embodiment as it provides more driver control flexibility, a reactive, all-
wheel drive, all-
wheel steering suspension. It may be more energy efficient and environmentally
friendly as
well as offer drive by wire capability when roadway infrastructure becomes
available to
support drive by wire vehicles in the future. The series diesel electric
hybrid driveline may
require less engine horsepower than non-hybrid drivelines. This may be due in
part to a
reduction of power losses inherent in non-series hybrid drivelines in
amphibious all wheel
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drive vehicles. The series hybrid driveline may mechanically decouple the
engine and
generator sets from the rest of the driveline and may not require
transmissions, power take-
offs, transfer cases, differentials drive shafts and U joints, all of which
may introduce power
losses and add significant weight. Providing full electrical power for maximum
water speed
may be accomplished by combining power outputs from the two diesel engine
generator sets
that only produce 65 to 80 percent of the electrical power requirement for the
water jets. The
remaining power requirement to maintain maximum water speed for a specified
time may be
provided by onboard energy storage devices such as lithium ion or lithium
titanate battery
arrays, ultra capacitors, fuel cells etc. The energy storage devices may power
the vessel on
land and water with the diesel engines shut off, making the vessel virtually
silent running and
emission free when traveling in densely populated urban areas or sensitive
wildlife habitats.
The series hybrid approach also may allow all wheels and water jets to be
powered
simultaneously and be piloted by a single operator who can control the speed
and direction of
both water jets with a single joy stick in one hand and the direction and
speed of the wheels
with the road mode controls of a forward and reverse toggle switch and
steering wheel with
the other hand, and one foot to control the gas and brake pedals. Prior art
amphibious
vehicles do not appear to have this combination of power train components,
controls and
hull/body elements that may enable pilots with minimal experience to single-
handedly
operate the vessel proficiently on water, including performing smooth, non-
stop transitions
between water and land modes.
Prior art amphibious vehicles and non-amphibious vehicles do not appear to
offer the
potential of three or more isolated, full beam or vehicle width private spaces
accessed by
circulation spaces that are completely separated by walls and doors from the
private spaces
they serve. A key feature of the amphibious yacht of the present disclosure is
a "bridging
deck" that directs the circulation space up and over the isolated private
spaces. These
multiple, full-beam private spaces can be used as sleeping quarters on the
main deck level,
each of which can include queen size or larger beds and private bathrooms with
self-
contained showers. The Bridging Deck may create a second level, multi-purpose,
flybridge
salon above the main deck with the potential of being multi-purpose space that
may adapt on
the fly to become dining or additional full beam sleeping quarter space. It is
contemplated
that such a Bridging Deck may be useful in trailers and motor homes less than
8'-6" wide and
be further improved with one or more conventional partial vehicle length slide-
out housings
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(as shown in FIGS. 23 - 25). Prior art vehicles or boats do not appear to
offer a multi-
purpose forward cabin that converts in minutes from an open salon space to a
fixed seat
dining space for 8 or more adults or to a private sleeping stateroom suite
with dedicated
private bath and wet bar or to a private two bed crew quarters complete with a
fully
functioning helm, dedicated bathroom, laundry and direct access to the galley.
This multi-purpose forward cabin may be a common feature of the following
distinct
adaptations that address 4 popular types of yachts. Although distinguished in
purpose and
function, for economies of scale and simplifying production, these adaptations
share identical
hull, body, superstructure, driveline, flybridge and twin main cabin layouts
separated by a
watertight bulkhead.
One adaptation may be a Roadster Express Cruiser Yacht and provide fixed
seating
for 22+ passengers and dining accommodations for 20+ passengers. The entire
rear cabin
space may be dedicated to a master stateroom suite that may include a separate
office space,
enclosed sleeping cabin, and private bath with a separate shower. In addition
to the master
suite, a mid-ship VIP stateroom and two flexible spaces adapt on-the-fly to
create two more
full beam staterooms on the flybridge and forward cabin. The potential of four
staterooms
and three full baths may provide comfortable sleeping accommodations for 10+
guests, as
shown in FIGS. 17-19B. A second adaptation may be a Roadster Excursion Yacht
(REY)
and may allow more space for entertaining. The rear cabin master suite may be
replaced by a
salon with double full-height sliding transom doors and continuous,
retracting, wrap-around
stern windows. In this adaptation, the flybridge layout remains the same as
the Express
Cruiser. The mid-ship VIP Stateroom and bath may be replaced by additional
salon space to
effectively double the size of the forward entertaining salon and add a bar
that wraps around
the galley. Both stairs to the flybridge remain in the same location, but the
stair and new
salon spaces may be more open to the flybridge to create continuity between
both decks.
Both adaptations keep the dining areas on the flybridge and the forward multi-
purpose salon
similar to the Express Cruiser that may also be transformed into sleeping
quarters. A third
adaptation may be a Roadster Open Sport Yacht. This model is similar to the
excursion yacht
except that the rear cabin may be an open deck suitable for recreation
including fishing, water
play or carrying small watercraft or other cargo. A combination of automated
retracting
windows, soft tops and isinglass windows may allow the rear deck to be
enclosed. As shown
in FIGS. 28A-30B, a fourth adaptation may be a Roadster Shadow Yacht ¨ Toy
Hauler that
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may utilize the rear main deck level cabin as a cargo bay 266 with a almost
full body width
rear door 262 to allow access of cargo such as cars, motorcycles, jet skis,
etc. to be ferried
over land and water.
Using video, distance detection and auto braking technology, both the forward
main
cabin salon helm or flybridge helm may be used to pilot the vessel safely on
water and land.
The flybridge may include a convertible top and retracting windshield that may
create an
open-air, roadster-like appearance. The
following description section includes 14
embodiments having unique, innovative utility and/or design features including
a full body
length slide-out and that could also be utilized in recreational vehicles such
as trailers and
motor homes and retracting sponsons that could be used on conventional boats.
BRIEF DESCRIPTION OF THE DRAWINGS
The features, operation and advantages of the disclosure may be better
understood
from the following detailed description of the preferred embodiments taken in
conjunction
with the attached drawings, in which
FIGS. 1 - 4 are perspective views of the Hull Underside and Suspension of an
amphibious yacht, according to the present disclosure;
FIGS. 5 - 7 are lateral cross-sectional views of the amphibious yacht of FIG.
1;
FIGS. 8 - 11 are longitudinal cross-sectional views of the amphibious yacht of
FIG.
1;
FIG. 12 is a perspective view of the amphibious yacht of FIG. 1 Docking;
FIGS. 13 - 15 are perspective views of the Retractable Swim Platform of the
amphibious yacht of FIG. 1;
FIG. 16 is a perspective view of the Sponson and Swim Platform of the
amphibious
yacht of FIG. 1;
FIGS. 17 ¨ 19B are Main Deck Plan Views of the Expanded Overall Beam Width of
the amphibious yacht of FIG. 1;
FIGS. 20 - 22 are Main Deck Plan Views of the Retracted Overall Beam Width of
the
amphibious yacht of FIG. 1;
FIGS. 23 - 25 are Recreational Vehicle perspective views Slide-Out Embodiments
of
the amphibious yacht of FIG. 1;
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FIGS. 26 and 27 are Flybridge Dining and Sleeping Accommodations perspective
views of the amphibious yacht of FIG. 1;
FIGS. 28A ¨ 30B are Cargo Carrying Embodiment perspective views of the
amphibious yacht of FIG. 1;
FIG. 31 is a Side view of the amphibious yacht of FIG. 1;
FIGS. 32 ¨ 33-A are Hull Underside perspective views of the amphibious yacht
of
FIG. 1;
FIG. 33-B is an enlarged view of the Side Windows and Air Intake Vents of the
amphibious yacht of FIG. 1;
FIG. 34 is a Front Aerial perspective view with Convertible Top and Windshield
partially retracted of the amphibious yacht of FIG. 1;
FIG. 35 is a Rear Aerial perspective view of the amphibious yacht of FIG. 1
with
Convertible Top extended;
FIG. 36 is a Front Aerial perspective view of a military version with
Convertible Top
and Windshield fully retracted and sponsons deployed of the amphibious yacht
of FIG. 1;
and
FIG. 37 is a Rear Aerial perspective view of a military version of the
amphibious
yacht of FIG. 1 with Convertible Top extended and wheels deployed.
Still other objects and advantages of the present invention will become
readily
apparent to those skilled in the art from the following detailed description,
wherein it is
shown and described preferred embodiments of the invention. As will be
realized the
invention is capable of other and different embodiments, and its several
details are capable of
modification in various respects, without departing from the invention.
Accordingly, the
description is to be regarded as illustrative in nature and not as
restrictive.
DETAILED DESCRIPTION OF THE DISCLOSURE
The amphibious aspect of the disclosure provides many advantages over similar
size
40 to 50 foot yachts. It is not practical to trailer a 40 to 50 foot yacht, so
they are usually kept
in the water. Docking or mooring a yacht is expensive and during windy days or
storms,
precautionary measures need to be taken to protect boats from being damaged by
wind and
waves that can push the vessel against dock structures, cause it to break
loose and run
aground or sink. Although it is designed to be moored or docked, the
amphibious yacht 100
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of the present disclosure may not need to be kept in the water. It may be
driven in and out of
the water every time it travels on water via almost any boat ramp or
appropriate inclined
surface and stored on land at an owner's property, garage or commercial
storage facility. In
this scenario, the amphibious yacht 100 of the present disclosure only
requires one person to
pilot, no deck hands or crew may be needed. Storing the amphibious yacht 100
of the present
disclosure on land avoids the potential problem of barnacles and other growth
accumulating
below the waterline and alleviates the need to paint the bottom with cuprous
oxide or similar
paint.
Once on land, the amphibious yacht 100 of the present disclosure can be driven
to a
self-service car wash or an automated truck washing facility to remove water
spray residue
and sea salt, thus significantly reducing corrosion damage. Fuel and service
may be obtained
at gas stations, truck stops and service garages on land instead of being
forced to pay much
higher costs for fuel and service at fuel docks, marinas and boat yards. In
colder climates at
the end of the boating season most owners have to schedule and pay to have
their yacht
removed from the water and winterized as well as pay monthly storage fees
throughout the
off season. At the beginning of each boating season, yachts need to be
prepared often
requiring the bottom to be repainted and launched all at additional expense.
Being amphibious, the yacht 100 of the present disclosure may avoid these
hassles
and be stored where ever it may be convenient. It may also be driven by a
single driver to a
distant warmer climate much faster, in almost any weather conditions at a
fraction of the fuel
cost that a conventional motor yacht would require to travel by water. During
a long distance
water trip paralleling a coastline, if rough ocean conditions are anticipated
the amphibious
yacht 100 of the present disclosure may be driven on land to avoid these
conditions. The
amphibious yacht 100 of the present disclosure may allow passengers to park
overnight on
land thus avoiding sleeping overnight on rough waters. When traveling on
canals, rivers or
inter-coastal waterways, this vehicle can also avoid low bridges and locks by
pulling in and
out of the water and going around them.
The amphibious yacht 100 of the present disclosure may have the added benefit
of
being driven over the road to almost any navigable body of water that has an
adequate boat
ramp or landing surface. A conventional 40 to 50 foot yacht may be limited by
having to
depart and return to a home port. For example, a typical day trip following an
ocean
coastline for a conventional 40 to 50 foot long displacement, deep-V hull
yacht could include
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3 hours of cruising away from a home port to the midpoint of the trip where
the yacht would
have to turn around and follow the same course to return home. At an average
cruising speed
of 15 to 18 mph at the halfway point 3 hours out, the conventional yacht would
have traveled
about 50 miles. The amphibious yacht 100 of the present disclosure may leave
from the same
port and achieve planing and cruise at a much faster speeds, perhaps 28 to 33
mph depending
on the engine and jet drive components. After 3 hours of cruising at the point
where the
conventional yacht would have traveled 50 miles and would have to turn around
and head
home, the amphibious yacht of the present disclosure could travel 90 miles. At
this point the
amphibious yacht 100 of the present disclosure could continue heading away
from the home
port at the same speed for an additional hour, traveling a total of 120 miles
away from the
home port in about 4 hours. At the 120 mile distance, the amphibious yacht 100
of the
present disclosure could leave the water via a boat ramp and travel by highway
with a 65 to
70 mph speed limit back to the home port in about 2 hours.
Given the same 6 hour round trip travel time, the amphibious yacht 100 of the
present
disclosure could travel 120 miles of coastline versus a conventional yacht
which could only
travel 50 miles of coastline before having to return home. A planing catamaran
has the
potential of being about 20 to 45 percent more efficient than conventional
displacement hulls.
It is contemplated that the amphibious yacht 100 of the present disclosure,
after achieving
plane, may travel significantly faster using the same amount of fuel than a
comparable size
displacement yacht.
The amphibious yacht 100 of the present disclosure may be significantly more
fuel
efficient at the same speed on land than it is at plane on water. Typical 40
to 45 foot diesel
pusher class-A motor homes average 6 to 12 miles per gallon at 65 mph, so it
is contemplated
that the amphibious yacht 100 of the present disclosure with a similar non-
hybrid driveline
may attain fuel economy toward the higher side of the average due to improved
aerodynamics. It is further contemplated that the amphibious yacht 100 of the
present
disclosure could complete the 240 mile round trip in the example above using
about the same
amount of fuel as the conventional yacht used to complete a 100 mile
roundtrip. With a
series diesel electric driveline with in-wheel electric motors, the fuel
savings may be even
better. This may make the amphibious yacht 100 of the present disclosure much
more energy
efficient and environmentally friendly than similar size displacement hull
power boats and
motorhomes.
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The draft of a catamaran may be significantly reduced when planing and because
jet
drives have no exposed propellers and do not project below the surface of the
hull bottom, the
potential of injuring fish, reptiles and sea mammals is significantly reduced.
While planing,
the amphibious yacht 100 of the present disclosure may displace much less
water than similar
size displacement hull yachts that travel at the same speed and may cause much
less
disruption to the water and fragile shorelines by leaving a much smaller wake.
These benefits
further support eco system sensitivity and environmental friendliness.
The bow sectional profile above the hull tunnel beginning at the horizontal,
leading
edge of the forward deck (202 in FIG. 12) is an increasing radius that at its
apex matches the
increasing radii of both leading edges of the asymmetric monohedron hulls.
Once the hull
tunnel profile meets the said bow apex, it increases further in radius to meet
the top surface of
the hull tunnel. The increasing radii of the asymmetric monohedron hulls meet
tangentially
with the each hull keel. This frontal profile geometry may become more swept
back in
nature, utilizing larger diameter increasing radii to improve lift and the
ability to plane as well
as reduce wave drag.
Turning now to the drawings, the amphibious yacht 100 may be configured with
two
asymmetric, monohedron hulls 104. The term "asymmetric" as used herein refers
to the
gunnels or hull side walls and bottom profile not being symmetrical on both
sides of the
centerline of each catamaran hull. The term "monohedron" as used herein refers
to a running
surface that is a relatively constant section profile from front to rear. This
may include
having a constant deadrise angle from the apex of the bow curve to the middle
of the rear
wheel wells of 12 to 20 degrees in half degree increments.
The figures included herein illustrate a relatively consistent 15 1/2 degrees
of deadrise
from the apex of the bow curve to the middle of the rear wheel wells. The hull
deadrise
flattens from the midpoint of the rear wheel well to the back of the rear
wheel well in order to
create a transition 276 in the hull bottom to meet a flat horizontal plane
required for each jet
drive intake 278 (as shown in FIG. 33-A). The hull deadrise angle and profile
may be further
modified with hydrodynamic, wave tank testing or sea trials and it is
contemplated that the
hull may be modified to a warped planing hull design with variable deadrise
from behind the
front wheel wells to the jet drive intakes 278. Less hull flattening at the
jet drive intake or a
nacelle may be provided if higher power water jet embodiments in the range of
600 hp or
greater are utilized so that at extremely high water speeds the jet drives
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submerged. The hull tunnel that separates the catamaran hulls may have
vertical side walls
that may include at least one or more perpendicular steps that follow a
consistent cross-
sectional profile roughly parallel to the catamaran keels from the apex of the
bow curve
straight back to the stern.
The overall beam or vehicle width in FIGS. 1-3, 5, 7, 12 and 17-19 is 11'-5".
The
beam width may vary in one quarter inch increments to be either as narrow as
7'-5" for
reasons described in Embodiment 7 or as wide as 12'-5" as shown in FIGS. 16,
36 and 37
for wide body models. When the slide-out described in Embodiment 7 is
expanded, the hull
tunnel 134 clear width (shown in FIGS. 4 and 33-A) may vary in increments of
one quarter
inch between 32 inches to 72 inches clear. This range may accommodate travel
on the most
restrictive roadways as well as provide maximum water stability.
The drawings shown in FIGS. 1- 3, 5, 7, 12 and 17-19 have a tunnel width of
about
44 inches clear. An increase in tunnel width beyond 60 inches may require a
wider overall
beam as the catamaran hulls preferably cannot be narrower and provide adequate
floatation
for an optimal water draft depth and tunnel height and/or metacentric height.
A 72 inch wide
tunnel may require the overall beam to increase to a minimum of 12'-5" in
width and include
the retracting sponsons. As shown in FIG. 4, for example, the vertical tunnel
wall height
measured from the keel 102 of either catamaran hull 104 to the top of the
catamaran tunnel
134 at mid-ship may be at least 12 inches tall to have the ability of trapping
air flow in order
to create lift and stabilize the tracking of the amphibious yacht of the
present disclosure when
planing on water. A shallow depth tunnel may create a rough, noisy ride as
waves slap the
top of the hull tunnel. A shallow depth tunnel may require the addition of
foils or trim tabs to
provide lift for achieving hull planing. A deeper tunnel may be more desirable
for water
performance, however raising the tunnel height to 28 inches tall or more may
compromise
interior headroom. The maximum overall height of the amphibious yacht of the
present
disclosure on the road must be less than 13'-6" to be road legal, therefore
the tunnel height
may be established in half inch increments of measure to be between 12 and 42
inches tall
and is shown at 18 inches tall in the drawings included herein. It is
contemplated that the hull
tunnel height and the catamaran hull widths shown in the drawings may increase
as the
design undergoes further testing and sea trials.
In addition to the hull tunnel walls, tracking stabilization on water may be
enhanced
by a continuous garboard strake 136 adjacent to the out board side of the keel
102 as well one
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or more continuous strakes on the hull bottom 138, as shown in FIGS. 4 and 33-
A. To
improve hull planing and stabilization on water, one or more continuous
orthogonal, hard
chine offsets 140 may run longitudinally down both vertical walls of the hull
tunnel 134. The
tunnel wall offset may project in half inch increments between 1 1/2 to 6
inches
perpendicularly from the lower vertical face of the hull tunnel 134. The
drawings herein
include a single 2 1/2" wide wall offset on each side of the hull tunnel. To
contribute
additional tracking and stabilization in water, a continuous hard chine
orthogonal rocker
panel offset 142 may be located about 3 1/2 inches above the point where the
gunnels meet
the hull bottom 138 on the outside of each catamaran hull 104. The offset
shown in the
drawings herein may be inset from the gunnels 3/4 inches horizontally and may
be inset as
deep as 2 inches or as minimally as 1/2 inch in quarter inch increments. The
height of the
offset above the point where the gunnels meet the hull bottom 138 may also
vary from 1 1/2
inches to as much as 9 inches in quarter inch increments.
Sheer strakes 144 (FIGS. 4 and 33-A) with oval shaped eyelets 282 spaced in
one
half inch increments between 24 and 54 inches on center or 30 inches on
center, as shown in
FIG. 33-B, provide places for bumpers or fenders to be tied to protect the
sides of the
amphibious yacht 100 of the present disclosure from scraping on adjacent
vessels, pilings or
other structures when docked. A cover plate 294 in FIG. 33-B that may be
hinged on the top
edge and held closed with a spring conceals the eyelets 282 when not in use.
The eyelets 282
may also serve as hand holds or grabs for crew to hold onto as the sheer
strakes 144 guide the
vessel during docking procedures. Handrails 298 may also be added as shown on
in FIG. 36.
The sheer strakes 144 may also help channel air into and out of the air intake
296 and
exhaust systems 284 and reduce the potential of water spray hitting fixed
windows 286 or
entering operable windows 288 and vents shown in FIGS. 33-A and 33-B. Rubbing
strakes
can be applied over each keel 102 extending from the transition of the bow
curve 290 to the
point where the keel 102 ends at the beginning of the hull transition 276 to
the water jet
intake 278. This may help protect the hulls 104 from minor scrapping damage
that may
occur during water or land travel.
The swept-back geometry of the windshields, skylights and forward decks blend
together to make a cohesive interrelated geometry that interacts with the
inclined angles,
curved radii and rounded surfaces of the catamaran bow and curved catamaran
hull tunnel
bow. Together these create some of the key features of the streamlined
structure. Other
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rounded exterior surfaces including inside and outside comers, roofs, decks,
rear valances
and transom further contribute to streamlining. The streamlined structure of
the amphibious
yacht of the present disclosure may significantly reduce aerodynamic and
hydrodynamic
drag, as well as the formation of eddies and turbulence in the water and air
that pass over the
outer surfaces of the amphibious yacht. Streamlining, as applied to the
amphibious yacht of
the present disclosure, may significantly contribute to achieving planing on
water. The
swept-back, smooth surfaces in conjunction with design features noted in
Embodiment 1,
may allow the amphibious yacht of the present disclosure to travel through air
and water
much more efficiently than similar sized prior art amphibious vehicles and
contribute
significantly to energy efficiency and being environmentally conscious.
It is contemplated that modifications to overall body and hull forms and to
specific
component geometries and profiles may be made to enhance aerodynamics and
hydrodynamics with future water and wind tunnel testing.
Details of the longitudinal section profile depicted in FIGS. 8-11 support
streamlining
and, in some cases, the potential for the amphibious yacht of the present
disclosure to plane
on water. The horizontal edge 202 in FIG. 12, where the leading edge of the
tunnel bow
meets the forward deck 166 in front of the windshield 198, may be considered
the top of the
bow. As depicted in the drawings, the top of bow height measured vertically
from the bottom
plane of the keels 102 in FIG. 4 is about 4'-9". This height could be as
little as 4'-O" or may
proportionally follow any increase of hull tunnel height noted previously. It
is contemplated
that the amphibious yacht 100 may be designed to handle rougher seas when wave
tank
testing or sea trials are completed or to channel more air into the catamaran
tunnel, by
increasing the bow height by as much as 24" to be 6'-0" above the bottom plane
of the keels
102. The range of potential bow height may be determined in half inch
increments between
4'-0" and 6'-O" above the keel. The angle starting at a horizontal datum at
the centerline of
the amphibious yacht 100, where the leading edge of the tunnel bow meets the
forward deck
in front of the windshield to the top of the windshield, is about 27 degrees
in the drawings.
This angle and the inclination angle of the flybridge windshield may be as
minimal as 23
degrees or as large as 37 degrees in half degree increments.
The flybridge windshield slope may match the slope of the main deck forward
windshield. The angle, starting at a horizontal datum at the centerline of the
amphibious
yacht of the present disclosure, where the leading edge of the arched tunnel
bow meets the
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forward deck in front of the windshield to the point where the curved tunnel
bow meets the
horizontal top surface of the tunnel, is about 24 1/2 degrees in the drawings.
This angle may
be as minimal as 14 degrees or as large as 33 degrees in half degree
increments. From the
centerline of the amphibious yacht of the present disclosure, the vertical
dimension from the
point where the curved tunnel bow meets the horizontal top surface of the
tunnel to the
rooftop is 6'-6". This vertical dimension may be as minimal as 5'-8" or as
tall as 8'-O" in
increments of one quarter inch, depending on the desired clear headroom
inside.
Vents 146 and 148 behind each front wheel well 130 and rear wheel well 132,
respectively, as shown in FIGS. 4, 16 and 33-A, may allow water trapped in
wheel wells
after the front and rear wheel well covers are closed to drain when achieving
plane or exiting
the water. The functionality of these vents becomes more important if the pump
system
described in Embodiment 4 is not installed. The vents may also include a back
flow
prevention valve, baffle or flap device to keep water from entering wheel
wells thru the vent.
The back flow prevention device may allow water to exit the wheel well by
force of gravity
when the water level outside the amphibious yacht of the present disclosure is
lower than the
water level inside the wheel well housings.
The amphibious yacht 100 may be powered by twin diesel engines 164 mounted as
low in each asymmetric catamaran hull as is practicable in FIGS. 7-9. FIG. 7
illustrates a
potential location, as indicated by arrows 160, for battery arrays and
generator on top of the
hull tunnel 134 in the engine bay. The engine exhaust system 162 may run to
the stern
through each catamaran hull 104. From the stem, the exhaust system 162 may
extend up
through the roof at the rear of the amphibious yacht 100, as shown in FIGS. 33-
A and 35. At
least two, approximately 200-400 gallon, fuel tanks and tanks for
approximately 180 gallons
of potable water (e.g. 90 gallons of gray and 90 gallons of waste water) may
be located
toward the bottom of the catamaran hulls 104 to keep the center of gravity
low. Access for
filling fuel and water tanks and draining waste tanks as well as utility
connections including
electrical, telephone, data and cable connections may be concealed behind an
access door 292
(shown in FIG. 33-B) on each side of the amphibious yacht 100. The door 292
may be
hinged on the bottom or top and may lock in place when fully opened or closed.
As shown in
FIGS. 8-11, as the vessel is tested further, including sea trials, the
engines, power generation
and storage devices, fuel tanks and other heavy weight components may be
arranged to
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create an optimum longitudinal center of gravity with a particular interior
and body
configuration as to increase water speed and performance.
Most 40 to 45 foot long Class A motor homes have single 350 to 500 horsepower
(HP) engines. In order to provide higher water speeds for the amphibious yacht
of the
present disclosure, more than one engine size embodiment may be available.
Each engine
may be at least 300 HP and even exceed as 600 HP. Transmissions located behind
each
engine may be 6 speed automatics. The amphibious yacht 100 may have an
independent
suspension system meaning that an axle attached to wheels on one side of the
amphibious
yacht 100 may not be directly connected to wheels on the opposite side. An
independent
suspension system may allow the port or left side driveline to drive one or
possibly both rear
wheels on the port or left side. Likewise the starboard or right side
driveline may power the
starboard or right hand wheel, or possibly the pair of right wheels.
Power take-offs may bypass the transmission gearing and turn shafts to power
water
jet propulsion systems 280 in FIG. 33-A located at the stern, rear transom
tunnels. The water
jets may feature a joy stick control system to make engine synchronizing and
navigating as
easy as possible, particularly for less experienced pilots. For most land
travel, only one
driveline may be needed, even at highway speeds. For towing heavy loads,
climbing
extremely steep terrain or potentially achieving speeds higher than other
production motor
homes, the second driveline may be engaged and engine RMPs may be matched via
an
automatic synchronization system to provide combined engine power of
approximately 600
to 1,200 horsepower depending on the engine sizes.
On the road, the streamlined, aerodynamic body and undercarriage powered by a
300
hp or slightly larger diesel engine or hybrid engine with a 6 speed
transmission may produce
a significantly higher level of fuel economy than typical, similar size diesel
Class A motor
homes. The elements that increase energy efficiency may also reduce the carbon
footprint of
the amphibious yacht 100, making it more environmentally sensitive.
The suspension may include two sets of rear wheels 124, one in front of the
other, on
each side of the amphibious yacht 100 to increase the load carrying capacity.
This
arrangement may be preferred over dual wheels, which have a pair of wheels
mounted side
by side on the same axle on each side of the vehicle. This preferred rear
wheel arrangement
may use less cross-sectional space within each catamaran hull and allow more
space for
driveline components and systems inside the hull to pass around the wheel
wells. This
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arrangement may reduce the overall front facing profile improving the
amphibious yacht 100
aerodynamically and reduce environmental impact to unpaved ground surfaces by
having all
tires on each side of the vehicle tracking in a single footprint.
The wheel base dimensions are intended to place the front and second set of
rear
wheels 124 close enough to the front and rear of the amphibious yacht 100 as
to provide
clearance to keep the bow and rear bumper, water jet drive and transom from
scraping on
transitions from flat to steeply sloped grades or ramp inclines. The rear
wheels 124 may also
be located so as to provide adequate space for the water jets and the hull
transition from
deadrise angle to flat horizontal.
It is contemplated that the rear wheels 124 may be located relatively close to
the
engine and transmission components to achieve optimal balance relative to the
longitudinal
center of gravity. The clear space between the front and first set of rear
wheels 124 is 22' -6"
as shown in the drawings. This dimension may be shorter but should not be
larger than 27
feet as the amphibious yacht 100 could be at risk of scraping hull keels at
mid-span of wheel
base on grade surface peaks or humps. The Safari Wheeled Amphibious Vessel
(SWAV)
(FIG. 37) and the Military Amphibious Vessel (or Vehicle) MWAV (FIG. 36) are
contemplated to have 6, 8 or 10 wheel configurations that add additional pairs
of wheels
between the front and rear wheel locations established for the 6 wheel of the
amphibious
yacht of the present disclosure.
Similar length production Express Cruiser Yachts and Class "A" Motor Homes
typically have 1 or 2 sleeping rooms and bathrooms and provide sleeping and
dining capacity
for approximately 4 to 6 guests. The amphibious yacht 100 may offer
significantly greater
accommodation potential, including sleeping capacity for 10 or more guests in
up to 4 full
beam or vehicle width sleeping rooms. Space onboard may also be available for
3
bathrooms, each equipped with self-contained showers, sinks and toilets. The
amphibious
yacht 100 also has the capability to accommodate a sit down meal for 20
guests.
The amphibious yacht 100 may also include any number of the following 14
embodiments that are unique, innovative in utility and/or design elements.
Although each
embodiment can be beneficial, the success of the amphibious yacht 100 is not
dependent on
having all of the following embodiments:
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Embodiment 1
FIGS. 1-3 illustrate hull or body features above and below the waterline that
may
contribute to maximizing hull planing by creating lift, reducing wetted
profile and drag, and
improving hydrodynamic and/or aerodynamic characteristics. Key features
include a
continuous hull tunnel 134 that separates two asymmetric monohedron hulls 104,
each of
which may have constant deadrise 128 from the apex of the bow curve 126 to the
rear wheel
wells 132. The anchor and anchor locker (not shown) may be concealed behind a
motorized
door 109 that may be flush with the hull profile. Windshield wipers may
retract underneath
body surfaces below the windshields. Red and green colored bow lights 110,
distance
sensors, cameras, headlights, driving lights, infrared and/or fog lights, turn
signals, red and
green marine side marker lights 112, retracting rope cleats 114 as well as
engine
compartment intake vents 116, exhaust vents 118, and heating and air
conditioning units may
be recessed into the hull or body to create a flush body profile. Exposed
edges of watertight
seams 120 may be made unobtrusive. FIGS. 1 and 2 illustrate that all drive
train, suspension
components, front wheels 122 and rear wheels 124 when retracted into front and
rear wheel
wells 130, 132, respectively, may be located within the hull envelope profile
to reduce
hydrodynamic drag.
Embodiment 2
Before making landfall during water travel, as shown in FIGS. 1, 2, 5 and 6,
front
and rear wheel opening covers 106 and 108 that conceal the front wheel wells
130 and rear
wheel wells 132 may be flush with the outer face of the hull and may retract.
As shown in
FIGS. 5 and 6, this may allow the front wheels 122 and rear pair of wheels 124
to extend
down from wheel housings or wheel wells 130, 132 housed inside the hull or
body profile, as
shown in FIGS. 3 and 6.
Embodiment 3
To overcome problems, exposed wheel opening covers that slide or retract
outside the
hull or body may have the design, such as is described by U.S. Patent Number
4,958,584
(Williamson). Wheel well opening covers 106, 108, as shown in FIGS. 1, 5 and
6, may
retract to their open position inside concealed pockets 158 within the hull or
body. When
open, wheel housing covers that are concealed within the body may reduce
exposure to dirt,
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mud and debris as well as minor collisions or damage from pilings when docked
on water.
Such exposure and collisions may inhibit or disable the movement of exposed
wheel well
opening covers.
Concealed wheel opening covers may eliminate negative aerodynamic effects,
including increased drag and noise that exposed wheel opening covers may
exhibit when
traveling on land. When traveling on water, concealed wheel opening covers may
alleviate
the negative hydrodynamic effects, including increased drag, created by
exposed tracks and
hardware required for exposed wheel opening covers to slide on. When on land,
concealed
wheel opening covers may create a much simpler and more pleasing aesthetic
appearance
than exposed covers, adding market appeal.
Embodiment 4
To increase vessel buoyancy, as shown in FIGS. 1, 2 and 5, wheel opening
covers
106, 108 may close with watertight seals, allowing water trapped inside the
wheel housings
or wheel wells 130, 132 to be pumped dry.
Embodiment 5
The second level, open or enclosed deck that bridges over a portion of one or
more
compartments, cabins, rooms or beds on the main deck below may increase usable
floor area
and may also increase the number of private spaces that could be used as
sleeping rooms.
This "Bridging Deck" may allow passengers or goods to move between or around
these
independent areas while leaving ample, uninterrupted space for living, storage
or sleeping
functions etc. within the spaces being bridged. FIGS. 17 ¨ 23 illustrate that
one or more beds
186 of any size may be located in sleeping spaces 228 and 230 and used
effectively under the
Bridging Deck 150. The Bridging Deck 150, in conjunction with stairways 170,
may allow
for a circulation space with full headroom over the sleeping spaces 228, 230.
As illustrated in
FIGS. 8 ¨ 11, the bridging deck 150 with stairways 170 may effectively bridge
over sleeping
spaces 168. The overall height of the amphibious yacht 100 may meet roadway
height
requirements and provide adequate functional ceiling heights for each space
located on or
below the Bridging Deck 150.
FIG. 5 shows the rear cabin 152, which has the full body slide-out (described
in
Embodiment 7) which has an adjustable height bed 154 in its lowest position.
This position
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may allow additional leg room at the foot of the bed when the amphibious yacht
of the
present disclosure is expanded to its maximum overall beam width. Before the
amphibious
yacht 100 is retracted to its narrowest overall beam width, as shown in FIG.
6, the motor
operated bed 154 may be raised high enough to provide clearance over the wheel
well
housings 132. In the raised position, the bed may include enough leg room for
the bed to
function.
The amphibious yacht 100 as depicted in FIGS. 17 - 22 includes two or more
isolated
cabins or suites of spaces 228, 230 that may have a private feel in regard to
circulation,
sightlines and audible noise. A luxurious private cabin suite may lend well to
commercial
chartering because passenger areas are isolated from crew quarters, as well as
from storage
and utility areas. As shown in FIGS. 5 and 6, there may be additional, non-
standing height
space 156 adjacent to the Bridging Deck circulation space 150 that can be used
for storage,
lounging, a sleeping area 258 with beds 260 (shown in FIG. 27) or helm seating
188 (shown
in FIGS. 10, 11 and 27). This configuration may also allow ample height for
spaces below
the Bridging Deck 150 to function.
FIGS. 8 - 11 show the Bridging Deck 150 may include one or more full-beam
width,
watertight bulkheads 180 that may seal the hull from the hull bottom to the
underside of the
Bridging Deck 150 to compartmentalize the hull. In the event of a hull breach,
flooding may
be isolated to the compartment where the breach occurs. Compartment space on
the opposite
side of the watertight bulkhead from the breached area may remain watertight,
providing
floatation support and potentially keeping the vessel from sinking.
Embodiment 6
FIGS. 23 - 25 depict a Bridging Deck 150 that may be used with other non-
amphibious recreation vehicles including trailers, campers and motor homes
that may have a
fixed, 8'-6" or less overall width. The description of spaces in Embodiment 5
is also
applicable to the spaces in this embodiment and in FIG. 23. FIGS. 23 - 25
illustrate that this
version of the Bridging Deck 150 may utilize one or more conventional slide-
outs on a
vehicle that has a fixed width less than 8'-6" overall. This may allow
additional floor area
and ceiling height for sleeping areas or other types of spaces located below
Bridging Deck
levels when the vehicle is parked.
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Embodiment 7
FIGS. 1, 5 and 6 indicate the location of water-tight seams 120 that may run
continuously around the entire amphibious yacht 100. The water-tight seams 120
may allow
the overall width of the amphibious yacht 100 to retract in order to meet
regulatory
restrictions in the U.S. or other countries. To meet all U.S. regulations
currently known, the
amphibious yacht 100 may have an overall beam or vehicle width of 8'-5" when
the
amphibious yacht 100 is fully retracted, as shown in FIG. 4. The overall beam
width may
need to be reduced further to as little as 7'-5" for travel on densely
populated urban roadways
or to meet more demanding roadway regulations and restrictions that may exist
or be put into
effect in the U.S. and globally in the future.
When the slide-out is retracted to reduce the overall beam width of the
disclosure to
8'-5", the hull tunnel 134 may be about 15 inches wide. If the amphibious
yacht 100 is
modified to a retracted slide-out width of 7' -5" overall, the hull tunnel
width in the retracted
position may be about 3 inches clear or less. The slide-out function may only
operate on land
when rolling forward or backward at a very low speed to reduce lateral
friction on the tires.
Retracting or extending the body halves on land may alleviate the need for the
seam along the
slide-out to maintain high levels of resistance to water pressure, as would be
required if the
slide-out was operated on water. This may also insure that the amphibious
yacht 100 may be
expanded to full width in the water providing maximum water stability.
The slide-out may be activated by a number of synchronized hydraulic pistons
and
guided along perpendicular tracks, gears or seams to keep the two halves of
the amphibious
yacht 100 parallel to each other before, during and after operation. Unlike
other collapsible
catamarans with folding or collapsible exposed superstructures that connect
two independent
water-tight hulls, such as in U.S. Patent No. 6,546,885 (Francke), when the
hull of the
amphibious yacht 100 may be retracted or extended to full width, both
catamaran hulls 104
and the enclosed area of expansion above the central hull tunnel 134 may
create a contiguous
watertight hull across the full beam width for increased cargo, passenger or
accommodation
capacity.
Embodiment 8
Rigid Hulled Inflatable Hypalon Sponsons may project from the amphibious
yacht
100, including the Safari Wheeled Amphibious Vessel (SWAV) and the Military
Amphibious
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Vessel (or Vehicle) (MWAV) of the present disclosure to increase buoyancy.
Upon entering
the water, when the vessel is afloat, the wheels 122, 124 may be retracted
into the
corresponding wheel wells 130, 132. With the wheels 122, 124 retracted, both
rigid hulled
sponsons 218 (shown in FIG. 16) may slide out on multiple internal, concealed
tracks 220 to
deploy. At this point or anytime while traveling, the swim platform 208
described in
Embodiment 9 can be deployed or retracted. Once the sponsons 218 are deployed,
the swim
platform extensions 221 may also be deployed from pockets within the sponson
rigid shell
housing. Wheel well opening covers 106, 108 described in Embodiment 2 may
slide into
place to cover the wheel wells 130, 132 when the sponsons 218 are retracted or
deployed.
When the sponsons 218 are in place with the wheel covers 106, 108 closed,
multiple air filled
Hypalon tubes 222 inside each sponson 218 may inflate in seconds to displace
water from
the sponsons 218 and increase buoyancy. Additional air-filled Hypalon tubes
may deploy
inside wheel wells 130, 132 to displace water and increase buoyancy as an
option to
Embodiment 4.
When the vessel has attained planing speeds on calm waters, to reduce
hydrodynamic
and aerodynamic drag and attain increased top water speed, the sponsons 218
can be
retracted. To transition back to land travel mode, the same sequence used to
enter the water
may be performed in reverse order.
Embodiment 9
FIGS. 13 - 16 illustrate a rear bumper that expands to function as a swimming
platform or as additional deck space for fishing and water skiing, when
extended. Fabricated
using preferably non-corrosive metal hardware, plate and tubing, the swim
platform 208 may
feature a structure that extends out from the hull or body 104 to create a
useful platform for
entering or exiting the rear exterior sliding pocket door 204. Extension and
retraction of the
mechanized swim platform 208 may be activated by two or more cylindrical
hydraulic
pistons 210. Extension and retraction actions may also be guided by metal
plate or
rectangular tube guides 212 at the starboard and port edges that may be fixed
at their leading
ends to the hull or body 104. The trailing ends of the guides 212 may slide
into larger
rectangular tube perimeter frames 206 that wrap the side and rear perimeter of
the structure.
If the amphibious yacht 100 includes Embodiment 7, a full vehicle slide-out,
the swim
platform 208 may have an additional capability of expanding and retracting
along the
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centerline of the vessel. This additional platform area may expands or
contract along plates
or tubes 214 that fit within the rectangular field tubes 216 that make up the
majority of the
deck platform. The top facing, walking surfaces may be knurled, peened and/or
coated to
create a slip resistant surface.
As shown in FIG. 16, when the retracting sponsons 218 are added, an additional
section of swim platform 208 may collapse into its outer frame by transverse
mounted,
hydraulic pistons that fit within the profile of the platform grates. When
collapsed, the
platform 208 may retract along a guide track on the side of the rear swim
platform 208 into
the transom of the sponson shell where it will provide enough clearance for
the sponson 218
to retract into the hull/body 104.
The additional swim platform may serve a key functional role of creating a
deck that
connects the swim platform to the deck surfaces that run the full length of
both sponsons,
making all three sides of the vessel accessible from the rear transom door or
starboard side
door. FIG. 12 shows one or more operable windows 198 and 200 in the forward
salon that
may grant access to the bow and may minimize the need to walk on the roof or
forward decks
166. The window in the center of the main deck forward salon windshield 198
may retract up
into the salon roof providing access to the center of the bow and the rope
cleat centered on
the bow. Windows 200 on both sides of the salon may retract down into the
walls or gunnels
of the vessel below. The retractable windshield 182 is also shown in FIGS. 17 -
22. With
the windshield 182 retracted and the sponsons 218 and swim platform 208
deployed all sides,
the vessel may be accessed by deck hands to perform all boat handling
functions including
fending, docking, mooring, tying lines to retracting rope cleats, tying
bumpers/fenders and
other essential functions that boats typically require.
Embodiment 10
A retracting windshield 182 is shown in its partially retracted state between
the
dashboard 184, life jacket storage 174 and concealed air conditioning unit 178
in FIG. 8. By
retracting the convertible roof into a recessed area in front of the radiator
and air conditioning
unit housing 178 and concealing it with a boot cover 176, the flybridge
cockpit achieves an
open air "Roadster"-like feel. (See FIG. 34). FIG. 36 shows the windshield
fully retracted
into a pocket in the roof.
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Embodiment 11
FIGS. 17 - 23 illustrate a multi-purpose main deck cabin that is well-suited
for
recreational vehicles including trailers and motor homes, boats or amphibious
vehicles or
vessels that are both a boat and recreational vehicle 25 feet or greater in
length. The cabin
includes a multipurpose salon or living/dining space 224 at the front of the
amphibious yacht
100 that has a U-shaped couch 244. The couch area may include a removable
multi-leaf table
top 246 that may be stored under the seat cushions of the couch 244. The table
may convert
the couch area into a dining booth capable of serving 4 adults when the slide-
out is retracted,
as shown in FIG. 21, and 8 adults when the slide-out is expanded to the
maximum beam
width, as shown in FIG. 18. The table top support stanchions may retract to a
height that
may allow the couch 244 and table 246 combination to convert to either a
single bed 256
when the slide-out is retracted, as shown in FIG. 22, or to 2 twin beds or a
single king size
bed 248 when the slide-out is expanded to the maximum beam width, as shown in
FIG. 19.
The forward multi-purpose salon 224 and sleeping space may be separated from
the
adjacent galley or kitchen space 226 by operable sliding and/or folding
partition panels 252
and sliding pocket doors 250 that may retract into cavities in walls 242, as
shown in FIGS.
19, 22. This may separate the forward salon 224 into a private suite or
sleeping quarters with
a private, enclosed corridor connection 254 to the forward most head or
bathroom 232, closet
234, and washer/dryer closet 236 that has storage shelving above and below a
single
combination washer and dryer machine. In addition to the washer/dryer closet
236, there are
a total of 6 closets 234 illustrated throughout the main deck level.
As shown in FIGS. 19 and 22, the forward cabin suite 224 with its king size
bed or
double twin bed embodiment, couch and table, private full bath, mini-bar 240
with sink and
retracting television 191 (shown in FIG. 10), laundry facilities 236, and full
functioning helm
188 to pilot on land or water, provides a segregated space for crews' quarters
that may lend
well to commercial chartering. This multi-functional sleep space 224 may
increase sleeping
accommodations on the main deck to include three full-beam width (full vehicle
width)
staterooms or sleeping quarters 224, 228, 230 that each have directly
adjoining private
bathrooms with a toilet, sink 232 and dedicated shower area 238.
As shown in FIGS. 17 ¨ 23, the aft (rear) stateroom may include a combination
make-up table and office desk suitable for a computer 172. This stateroom may
be converted
into a multi-room suite, as shown in FIG. 19, by closing operable hinged
and/or sliding
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partition panels 252 that when open, store in a recessed area 242. As shown in
FIGS. 26 and
27, the flybridge U-shaped couch 244 easily converts to accommodate 2
additional beds (1
king size and 1 queen size) to bring the total sleeping capacity to 10 adult
guests.
Embodiment 12
Two additional configurations that include off-road capability may include a
Safari
Wheeled Amphibious Vessel (SWAY) (FIG. 37) and a Military Amphibious Vessel
(or
Vehicle) (MWAV) (FIG. 36). These models may have larger off-road tires and
feature
6x6x6, 8x8x8 and 10x10x10 wheel configurations, meaning that each of the 6, 8
or 10 wheels
may be individually powered and include steering mechanisms that may be
powered by
electric motors. In off-road areas with boulders, pot holes and other
irregular driving
surfaces, individual wheels may retract or hyper-extend to compensate. The
8x8x8 MWAV is
shown in FIG. 36 in water mode with headlights retracted, sponsons deployed
and a remote
gun turret mounted on the flybridge deck. In FIG. 37, the MWAV is shown in
land mode
with headlights and marker lights deployed, sponson retracted and a covered
flybridge deck.
The active suspension may be deployed in its off-road setting and provide 24
inch clearance
from hull keels to road.
A series diesel electric hybrid driveline may include an electric in-wheel
motor in
every wheel that may provide between 60 and 140 horsepower. Typically, these
motors may
be about 100 horsepower each. This configuration may provide approximately 600
horsepower for the 6x6, 800hp for the 8x8 and 1,000hp for the 10x10
configuration. All
wheels may be individually balanced by a variable traction control and active
suspension
height adjustment system, combined with having all-wheel steering to provide
the MWAV
with exceptional maneuverability and traction in snow or loose and water
saturated soil.
With between 600 and 1,000 hp available for land travel, the SWAY and MWAV
models
may have the ability to pull heavy loads, trailers or other towed equipment.
Embodiment 13
A large cargo door may allow large payloads to be stowed on board. FIGS. 28A,
29A, and 30A depict a gull-wing style rear cargo door 262 with a winch
operated and/or
hydraulic activated cargo elevator bed 264 that may accommodate an automobile.
The cargo
ramp may extend out horizontally from the onboard cargo bay or garage 266 and
angle down
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to grade as shown in FIG. 29A. FIG. 30A shows that the ramp slope may be
reduced to
match the grade of the surface below the ramp by the action of two or more
vertical hydraulic
pistons 268 or by hyper-extending the cargo bed winch cables. This may allow
vehicles with
low ground clearance to drive safely off and on the ramp. When vehicles are
not onboard,
the ramp bed 264 may be reduced about 36" in width to allow for the body of
the cargo bay
and the rest of the amphibious yacht 100 to retract in overall width, as
described in
Embodiment 7.
FIGS. 28B, 29B and 30B illustrate another lift-ramp design that may include a
lift
bed 270 suspended in a gantry frame 272 that may slide horizontally out
through a gull-wing
door 262 from the garage 266 or cargo bay on a telescoping tube steel frame
274. When the
gantry 272 is fully deployed on the telescoping frame 100, the lift bed 270
may be lowered
via a cable winch system to the ground and the payload can be off-loaded. This
may allow
one the ability to lower the lift bed far enough below the waterline to deploy
watercraft and
submersibles. Hypalon floats attached to the bottom of both telescoping tube
frames may
be used as a weight balance stabilization feature to keep the bow of the
vessel from rising
when deploying heavy cargo on the water. The cylindrical-shaped floats may
inflate and
contact the water surface as the tube frames slide out and deflate as the
frame retracts. Water
ballast tanks may be concealed within the bow area that may be filled with
water pumped in
from below the hull while the lift bed is deployed to balance the vessel.
The large cargo door 262 in FIGS. 28-30 provides a means for reducing the
difficulty
that Mega Yachts or Super Yachts (herein referred to as mother ship) may
encounter when
loading and/or unloading automobiles. Typically, the mother ship may need to
dock at a
freight terminal and the vehicles need to be stowed on exposed decks, often
high above the
waterline where a large onboard davit or land based crane can pick and place
the automobile.
In this embodiment, the amphibious yacht 100 may enter from the water into a
waterline-
level, enclosed tender bay onboard the mother ship, making it possible for the
vehicles to be
stowed at or below the waterline where they may effectively lower the center
of gravity and
therefore aid in stabilizing the mother ship. Here, vehicles may not be
subjected to corrosive
weather conditions nor may they compromise the aesthetics of the mother ship,
as they would
if stowed on an exposed deck.
In addition to being used to transport automobiles, the amphibious yacht 100
may
serve as a yacht tender that may accept large payloads within a tender bay
aboard the mother
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ship. The amphibious yacht 100 may enter the water from the mother ship's
tender bay, ferry
a vehicle, cargo and passengers across a bay, and deliver the payload to any
destination on
land via a boat ramp or, in the case of an automobile, onto any nearby roadway
or into a
garage. Cargo and vehicles may be delivered back to the mother ship in a
similar roundtrip,
completely out of view from returning passengers who may relax on the
flybridge or forward
salon and cabin spaces of the amphibious yacht of the present disclosure.
This may allow prized automobiles to be completely protected from the elements
as
they may be moved from an enclosed tender bay of the mother ship along with
other cargo
and passengers, to and from land within a completely enclosed environment.
Passengers may
enter and exit the automobile from within the cargo/garage bay of the
amphibious vehicle. In
rainy conditions, the amphibious yacht 100 may be driven to an enclosed garage
on land
where automobiles onboard may be delivered from the mother ship, dry and
clean. For
passengers who value their privacy, autos and passengers may be ferried in
stealth to and
from land, completely concealed from public view. The garage bay 266 of the
amphibious
yacht 100 is also designed to be a recreational space for fishing, swimming or
deploying
kayaks, jet skis or similar small watercraft.
Embodiment 14
A distance detection and auto braking system may also be adapted to detect
obstructions ahead of the amphibious yacht of the present disclosure that are
less than a safe
clear height or width for the amphibious yacht of the present disclosure to
pass by. Upon
detection of an obstruction with too low or too narrow a clearance, the system
may
automatically slow and stop the amphibious yacht of the present disclosure
before a potential
collision might occur. This system may be adapted to override the joy stick
control for the
water jet drives to reverse the thrust angle of the jet drives and stop the
amphibious yacht of
the present disclosure on water, when similar low height or width clearance
obstructions or
obstructions on the water in the travel path of the amphibious yacht of the
present disclosure
are detected.
A distance detection and automated slowing and stopping feature may be of
great
benefit to the auto pilot system used during water travel and for the cruise
control system
used on the road. This system may be an essential safety feature to avoid
dangerous
collisions for drive by wire functionality.
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The overall height of the amphibious yacht of the present disclosure in FIGS.
10 and
11 may be 13'-43" high, measured from the roadway to the top of the satellite
domes 190 that
mount toward the outside of the radar wing 192 and the radar unit that mounts
at the center of
the radar wing 192 and the highest point of the convertible roof 196. The
overall height of
the amphibious yacht 100 may vary in quarter inch increments of measure up to
13'-6" or as
low as 12'-3" to meet more restrictive height standards. The distance
detection and auto
braking system noted in Embodiment 14 may also be designed to detect
obstructions ahead of
the amphibious yacht 100 that are less than a safe height for the amphibious
yacht 100 to
clear and automatically slow to a stop before a potential collision might
occur. Other features
shown in FIGS. 10 and 11 are the Carrier Air V low profile air conditioning
units 178 that
may be concealed under removable louvers, the convertible roof boot 194, and
the area where
the convertible top stores when in the open position.
Embodiment number 7, described above, provides a full vehicle width slide-out
to
reduce the overall maximum width of the amphibious yacht 100 when on land in
order to
meet width regulations and standards for travel on roadways. With the full
vehicle slide-out
deployed, the overall height and width may be less than the maximum allowable
height and
width requirements currently in place for traveling on U.S. roadways. Those
restrictions are
13'-6" and 8'-6" respectively.
Another feature (See Embodiment 9 and FIGS. 13-15) for the amphibious yacht
100
may include a retractable swim platform 208 that when retracted reduces the
overall vehicle
length to 44'-10". The overall length of the amphibious yacht 100 as shown in
the drawings
was derived from the median length of the most popular yacht size. According
to National
Marine Manufacturers Association statistics, 55,465 of the 75,690 motor yachts
registered in
the US in 2007 are between 40 and 50 feet in length. Presently the maximum
length
allowable on U.S. roadways for buses and recreational vehicles is 45 feet. In
recent years, the
maximum length for tractor trailer trucks increased to allow trailers up to 53
feet long. If the
maximum allowable length regulations relative to the amphibious yacht 100 were
to increase
or decrease in the future, the amphibious yacht 100 may be adapted to a
lengthened or
shortened version to conform. It is contemplated that the amphibious yacht 100
may be
adapted to have one less sleeping space than the configurations as described
herein and may
be between 32 and 40 feet in length to make maneuvering on tight urban roads
easier.
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Ultimately, the amphibious yacht 100 is scalable proportionally for lengths
shorter than the
25 foot medium size vessel described herein and larger than 45 feet.
To improve water/land mode transitions on inclined surfaces with a non-series
hybrid
driveline, one engine running at a low speed or RPM may drive a rear pair of
wheels on the
side of the amphibious yacht 100 where the engine is located, while the second
independent
engine, running at a different speed or RPM, may engaged to the water jet on
the opposite
side of the amphibious yacht 100. As a result, during the transition from
water to land or land
to water, the amphibious yacht 100 may be driven by wheels and thrust by a
water jet
simultaneously. The water jet vector and speed control joystick may be
manipulated by one
of the pilot's hands while the pilot's other hand steers the front wheels with
the steering
wheel. A computer/electronic module between the joy stick and the water jet
may
compensate water jet deflectors to enable thrust vectoring to match the
command of the joy
stick when transitioning from running two water jet pumps to one or vice
versa. Wheel
acceleration and braking may be controlled by the pilot's foot. Water and land
mode
transitions may be further improved using a series diesel electric hybrid
driveline as
described herein.
When driving over the road, one driveline may be sufficient to power and
provide
wheel traction, allowing the second engine and transmission to be off-line. In
the same
situation, the series hybrid may only require one of the two generator sets to
provide power
over the road. If additional power is required for traversing steep hilted
terrain, towing a
heavy trailer, or compensating for slippery road conditions, the second engine
and
transmission (or second generator set and/or energy storage deices of the
series hybrid) may
be engaged, thus providing a combined estimated 1,000 to 1,200 horsepower and
four wheel
drive (series hybrid may be all-wheel drive with one or more generator sets
supplying
power).
While particular embodiments of the present disclosure have been illustrated
and
described, it would be obvious to those skilled in the art that various other
changes and
modifications can be made without departing from the spirit and scope of the
disclosure. It is
therefore intended to cover in the appended claims all such changes and
modifications that
are within the scope of this disclosure.
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