Note: Descriptions are shown in the official language in which they were submitted.
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SUSPENDED MARINE PLATFORM
Related Application
[0001] This application claims the benefit of US Application No. 14/639,091,
filed 4 March 2015.
Field of the Invention
[0002] The present invention relates to a suspended marine platform. More
particularly, the
present invention relates to a suspended marine passenger platform for use in
high-speed
watercraft.
Background of the Invention
[0003] High-speed small boats are used in a variety of applications and are
particularly useful
in military operations , and search and rescue operations. When fast-moving
small watercraft
encounter even moderately disturbed water, the passengers are subjected to
significant forces.
At high-speed, in waves of any appreciable size, small watercraft tend to be
subjected to rapid
and simultaneous vertical and horizontal acceleration and deceleration.
[0004] When a boat moving at high speed impacts the crest of a wave, the boat
tends to
simultaneously pitch upwards and decelerate, and when it passes over or
through the crest and
encounters the trough, the boat tends to pitch downwards and accelerate. At
high speed, each
pitching and acceleration/deceleration cycle may be measured in seconds, such
that
passengers are subjected to rapid and extreme acceleration and deceleration
and the
associated shock, which is commonly quantified in terms of multiples of g, a
"g" being a unit of
acceleration equivalent to that exerted by the earth's gravitational field at
the surface of the
earth. The term g-force is also often used, but it is commonly understood to
mean a relatively
long-term acceleration. A short-term acceleration is usually called a shock
and is also quantified
in terms of g.
[0005] Human tolerances for shock and g-force depend on the magnitude of the
acceleration,
the length of time it is applied, the direction in which it acts, the location
of application, and the
posture of the body. When vibration is experienced, relatively low peak g
levels can be severely
damaging if they are at the resonance frequency of organs and connective
tissues. In high-
speed watercraft, with the passengers sitting in a conventional generally
upright position, which
is typically required, particularly with respect to the helmsperson and any
others charged with
watchkeeping, upward acceleration of the watercraft is experienced as a
compressive force to
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an individual's spine and rapid deceleration tends to throw an individual
forward.
[0006] Shock absorbing systems for high-speed boats are known. For example, US
Patent No.
6,786,172 (Loffler - Shock absorbing boat) discloses a horizontal base for
supporting a steering
station that that is hingedly connected to the transom to pivot about a
horizontal axis. The base
is supported by spring bias means connected to the hull.
[0007] Impact attenuation systems for aircraft seats are also known, as
disclosed in: US Patent
No. 4,349,167 (Reilly - Crash load attenuating passenger seat); US Patent No.
4,523,730
(Martin - Energy-absorbing seat arrangement); US Patent No. 4,911,381 (Cannon
et al. -
Energy absorbing leg assembly for aircraft passenger seats); US Patent No.
5,125,598 (Fox
- Pivoting energy attenuating seat); and US Patent No.5,152,578 - Kiguchi -
Leg structure of
seat for absorbing impact energy.
[0008] Other seat suspension systems are also known, as disclosed in: US
Patent No.
5,657,950 (Han et al. - Backward-leaning-movement seat leg structure); US
Patent Application
No. 10/907,931 (App.) (Barackman et al. - Adjustable attenuation system for a
space re-entry
vehicle seat); US Patent No. 3,572,828 (Lehner - Seat for vehicle preferably
agricultural
vehicle); US Patent No. 3,994,469 (Swenson et al. - Seat suspension including
improved
damping means); and US Patent No. 4,047,759 (Koscinski - Compact seat
suspension for lift
truck).
Summary of the Invention
[0009] In one aspect, the present invention provides a suspension system for a
suspended
marine platform on a high-speed water vessel having a usual direction of
travel, the suspension
system including: a shock absorbing assembly for resiliently suspending a
marine platform
relative to a vessel, wherein the shock absorbing assembly tends to cause the
marine platform
to remain in an upper at-rest position and to return to the at-rest position
on cessation of a force
causing the marine platform to move generally vertically towards a bottom
position; two spar
assemblies, one of the spar assemblies forward of the other spar assembly, and
each spar
assembly including a first spar and a second spar, each spar pivotally
attached at a proximal
end to the vessel and pivotally attached at a distal end to the marine
platform, wherein: the
proximal ends are aft of the distal ends; and the proximal ends of the spars
are spaced athwart
one from the other a greater distance than the distal ends of the spars are
spaced athwart one
from the other; wherein: the attachment of one of the spar assemblies to the
vessel permits
relative fore and aft movement between the vessel and the proximal ends of the
spars of that
one of the spar assemblies; or the attachment of one of the spar assemblies to
the marine
platform permits relative fore and aft movement between the marine platform
and the distal
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ends of the spars of that one of the spar assemblies.
[0010] The attachment of the one of the spar assemblies to the marine platform
permits relative
fore and aft movement between the marine platform and the distal ends of the
spars of that one
of the spar assemblies. The relative fore and aft movement between the marine
platform and
the distal ends of the spars of that one of the spar assemblies, may be
linear. The relative fore
and aft movement between the marine platform and the distal ends of the spars
of that one of
the spar assemblies, may be provided by a track and car assembly.
[0011] The relative fore and aft movement between the marine platform and the
distal ends of
the spars of that one of the spar assemblies, may be arcuate. The relative
fore and aft
movement between the marine platform and the distal ends of the spars of that
one of the spar
assemblies, may be provided by a pivot assembly.
[0012] The suspension system may include a roll-attenuation assembly
interconnected between
the marine platform and the vessel. The roll-attenuation assembly may include
a torsion bar
mounted so as to extend athwart, the torsion bar comprising a torsion spring
having at each end
an arm extending laterally from the torsion spring, wherein the torsion spring
is mounted to one
of the marine platform and the vessel, and the arms are each interconnected to
the other of the
marine platform and the vessel.
[0013] In one of the spar assemblies, the first spar and second spar may be
fixed one to the
other in the vicinity of their distal ends and the pivotal attachment of their
distal ends to the
marine platform may be byway of a shared pivotal attachment. The shock
absorbing assembly
may include four shock-absorbing struts, each interconnected between the
marine platform and
the vessel.
[0014] In another aspect, the present invention provides a suspension system
for a suspended
marine platform on a high-speed water vessel having a usual direction of
travel, the suspension
system including: a shock absorbing assembly for resiliently suspending a
marine platform
relative to a vessel, wherein the shock absorbing assembly tends to cause the
marine platform
to remain in an upper at-rest position and to return to the at-rest position
on cessation of a force
causing the marine platform to move generally vertically towards a bottom
position; two spar
assemblies, one of the spar assemblies forward of the other spar assembly, and
each spar
assembly including a first spar and a second spar, each spar pivotally
attached at a proximal
end to the vessel and pivotally attached at a distal end to the marine
platform, wherein: the
proximal ends are aft of the distal ends; and the proximal ends of the spars
are spaced athwart
one from the other a greater distance than the distal ends of the spars are
spaced athwart one
from the other; wherein the attachment of one of the spar assemblies to the
marine platform
permits relative linear fore and aft movement between the marine platform and
the distal ends
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of the spars of that one of the spar assemblies; and further including a roll-
attenuation assembly
interconnected between the marine platform and the vessel.
[0015] The roll-attenuation assembly may include a torsion bar mounted so as
to extend
athwart, the torsion bar comprising a torsion spring having at each end an arm
extending
laterally from the torsion spring, wherein the torsion spring is mounted to
one of the marine
platform and the vessel, and the arms are each interconnected to the other of
the marine
platform and the vessel. The shock absorbing assembly may include four shock-
absorbing
struts, each interconnected between the marine platform and the vessel.
[0016] In another aspect, the present invention provides a suspension system
for a suspended
marine platform on a high-speed water vessel having a usual direction of
travel, the suspension
system including: a shock absorbing assembly for resiliently suspending a
marine platform
relative to a vessel, wherein the shock absorbing assembly tends to cause the
marine platform
to remain in an upper at-rest position and to return to the at-rest position
on cessation of a force
causing the marine platform to move generally vertically towards a bottom
position; two spar
assemblies, one of the spar assemblies forward of the other spar assembly, and
each spar
assembly including a first spar and a second spar, each spar pivotally
attached at a proximal
end to the vessel and pivotally attached at a distal end to the marine
platform, wherein: the
proximal ends are aft of the distal ends; and the proximal ends of the spars
are spaced athwart
one from the other a greater distance than the distal ends of the spars are
spaced athwart one
from the other; wherein the attachment of one of the spar assemblies to the
marine platform
includes a pivot assembly so as to permit relative arcuate fore and aft
movement between the
marine platform and the distal ends of the spars of that one of the spar
assemblies; and further
including a roll-attenuation assembly interconnected between the marine
platform and the
vessel.
[0017] The roll-attenuation assembly may include a torsion bar mounted so as
to extend
athwart, the torsion bar including a torsion spring having at each end an arm
extending laterally
from the torsion spring, wherein the torsion spring is mounted to one of the
marine platform and
the vessel, and the arms are each interconnected to the other of the marine
platform and the
vessel. The shock absorbing assembly may include four shock-absorbing struts,
each
interconnected between the marine platform and the vessel.
Summary of the Drawings
[0018] Figure 1 is a forward-port-side isometric partially transparent view of
a double-wishbone
anti-sway embodiment of the present invention, shown in the at-rest position.
[0019] Figure 2 is a starboard-side elevation view of the embodiment
illustrated in Figure 1,
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shown in the at-rest position.
[0020] Figure 3 is a forward elevation view of the embodiment illustrated in
Figure 1, shown in
the at-rest position.
[0021] Figure 4 is a bottom plan view of the embodiment illustrated in Figure
1, shown in the
at-rest position.
[0022] Figure 5 is a starboard-side elevation view of the embodiment
illustrated in Figure 1,
shown in a compressed position.
[0023] Figure 6 is a forward elevation view of the embodiment illustrated in
Figure 1, shown in
a compressed position.
[0024] Figure 7 is a starboard-side elevation view of the embodiment
illustrated in Figure 1,
shown in a rolled-to-starboard position.
[0025] Figure 8 is a forward elevation view of the embodiment illustrated in
Figure 1, shown
in a rolled-to-starboard position.
[0026] Figure 9 is a forward-port-side isometric partially transparent view of
a single-wishbone
panhard anti-sway embodiment of the present invention, shown in the at-rest
position.
[0027] Figure 10 is a starboard-side elevation view of the embodiment
illustrated in Figure 9,
shown in the at-rest position.
[0028] Figure 11 is a forward elevation view of the embodiment illustrated in
Figure 9, shown
in the at-rest position.
[0029] Figure 12 is a bottom plan view of the embodiment illustrated in Figure
9, shown in the
at-rest position.
[0030] Figure 13 is a starboard-side elevation view of the embodiment
illustrated in Figure 9,
shown in a compressed position.
[0031] Figure 14 is a forward elevation view of the embodiment illustrated in
Figure 9, shown
in a compressed position.
[0032] Figure 15 is a bottom plan view of the embodiment illustrated in Figure
9, shown in a
compressed position.
[0033] Figure 16 is a starboard-side elevation view of the embodiment
illustrated in Figure 9,
shown in a rolled-to-port position.
[0034] Figure 17 is a forward elevation view of the embodiment illustrated in
Figure 9, shown
in a rolled-to-port position.
[0035] Figure 18 is a rear-port-side isometric view of a control-module double-
wishbone
embodiment of the present invention, shown in the at-rest position.
[0036] Figure 19 is a forward-port-side isometric partially transparent view
of a single-wishbone
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Watt's linkage anti-sway embodiment of the present invention, shown in the at-
rest position.
[0037] Figure 20 is a starboard-side elevation view of the embodiment
illustrated in Figure 19,
shown in the at-rest position.
[0038] Figure 21 is a forward elevation view of the embodiment illustrated in
Figure 19, shown
in the at-rest position.
[0039] Figure 22 is a bottom plan view of the embodiment illustrated in Figure
19, shown in the
at-rest position.
[0040] Figure 23 is a starboard-side elevation view of the embodiment
illustrated in Figure 19,
shown in a compressed position.
[0041] Figure 24 is a forward elevation view of the embodiment illustrated in
Figure 19, shown
in a compressed position.
[0042] Figure 25 is a bottom plan view of the embodiment illustrated in Figure
19, shown in a
compressed position.
[0043] Figure 26 is a starboard-side elevation view of the embodiment
illustrated in Figure 19,
shown in a rolled-to-starboard position.
[0044] Figure 27 is a forward elevation view of the embodiment illustrated in
Figure 19, shown
in a rolled-to-starboard position.
[0045] Figure 28 is a forward-port-side isometric partiallytransparent view of
a double two-spar
roll-attenuation embodiment of the present invention, shown in the at-rest
position.
[0046] Figure 29 is a starboard-side elevation view of the embodiment
illustrated in Figure 28,
shown in the at-rest position.
[0047] Figure 30 is a forward elevation view of the embodiment illustrated in
Figure 28, shown
in the at-rest position.
[0048] Figure 31 is a bottom plan view of the embodiment illustrated in Figure
28, shown in the
at-rest position.
[0049] Figure 32 is a starboard-side elevation view of the embodiment
illustrated in Figure 28,
shown in a compressed position.
[0050] Figure 33 is a forward elevation view of the embodiment illustrated in
Figure 28, shown
in a compressed position.
[0051] Figure 34 is a starboard-side elevation view of the embodiment
illustrated in Figure 28,
shown in a rolled-to-starboard position.
[0052] Figure 35 is a forward elevation view of the embodiment illustrated in
Figure 28, shown
in a rolled-to-starboard position.
[0053] Figure 36 is a forward-port-side isometric partially transparent view
of a single two-spar
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panhard roll-attenuation embodiment of the present invention, shown in the at-
rest position.
[0054] Figure 37 is a starboard-side elevation view of the embodiment
illustrated in Figure 36,
shown in the at-rest position.
[0055] Figure 38 is a forward elevation view of the embodiment illustrated in
Figure 36, shown
in the at-rest position.
[0056] Figure 39 is a bottom plan view of the embodiment illustrated in Figure
36, shown in the
at-rest position.
[0057] Figure 40 is a starboard-side elevation view of the embodiment
illustrated in Figure 36,
shown in a compressed position.
[0058] Figure 41 is a forward elevation view of the embodiment illustrated in
Figure 36, shown
in a compressed position.
[0059] Figure 42 is a bottom plan view of the embodiment illustrated in Figure
36, shown in a
compressed position.
[0060] Figure 43 is a starboard-side elevation view of the embodiment
illustrated in Figure 36,
shown in a rolled-to-starboard position.
[0061] Figure 44 is a forward elevation view of the embodiment illustrated in
Figure 36, shown
in a rolled-to-starboard position.
[0062] Figure 45 is a forward-port-side isometric partially transparent view
of a single two-spar
Watt's linkage roll-attenuation pitch-attenuation embodiment of the present
invention, shown
in the at-rest position.
[0063] Figure 46 is a starboard-side elevation view of the embodiment
illustrated in Figure 45,
shown in the at-rest position.
[0064] Figure 47 is a forward elevation view of the embodiment illustrated in
Figure 45, shown
in the at-rest position.
[0065] Figure 48 is a bottom plan view of the embodiment illustrated in Figure
45, shown in the
at-rest position.
[0066] Figure 49 is a starboard-side elevation view of the embodiment
illustrated in Figure 45,
shown in a compressed position.
[0067] Figure 50 is a forward elevation view of the embodiment illustrated in
Figure 45, shown
in a compressed position.
[0068] Figure 51 is a bottom plan view of the embodiment illustrated in Figure
45, shown in a
compressed position.
[0069] Figure 52 is a starboard-side elevation view of the embodiment
illustrated in Figure 45,
shown in a rolled-to-starboard position.
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[0070] Figure 53 is a forward elevation view of the embodiment illustrated in
Figure 45, shown
in a rolled-to-starboard position.
[0071] Figure 54 is a forward-port-side isometric partially transparent view
of a single
two-spar-two-spar roll-attenuation pitch-attenuation embodiment of the present
invention, shown
in the at-rest position.
[0072] Figure 55 is a starboard-side elevation view of the embodiment
illustrated in Figure 54,
shown in the at-rest position.
[0073] Figure 56 is a forward elevation view of the embodiment illustrated in
Figure 54, shown
in the at-rest position.
[0074] Figure 57 is a starboard-side elevation view of the embodiment
illustrated in Figure 54,
shown in a compressed position.
[0075] Figure 58 is a bottom plan view of the embodiment illustrated in Figure
54, shown in a
compressed position.
[0076] Figure 59 is a starboard-side elevation view of the embodiment
illustrated in Figure 54,
shown in a rolled-to-port position.
[0077] Figure 60 is a forward elevation view of the embodiment illustrated in
Figure 54, shown
in a rolled-to-port position.
[0078] Figure 61 is a forward-port-side isometric partially transparent view
of a single three-spar
roll-attenuation pitch-attenuation embodiment of the present invention, shown
in the at-rest
position.
[0079] Figure 62 is a starboard-side elevation view of the embodiment
illustrated in Figure 61,
shown in the at-rest position.
[0080] Figure 63 is a forward elevation view of the embodiment illustrated in
Figure 61, shown
in the at-rest position.
[0081] Figure 64 is a starboard-side elevation view of the embodiment
illustrated in Figure 61,
shown in a compressed position.
[0082] Figure 65 is a bottom plan view of the embodiment illustrated in Figure
61, shown in a
compressed position.
[0083] Figure 66 is a starboard-side elevation view of the embodiment
illustrated in Figure 61,
shown in a rolled-to-starboard position.
[0084] Figure 67 is a forward elevation view of the embodiment illustrated in
Figure 61, shown
in a rolled-to-starboard position.
[0085] Figure 68 is an isometric isolation view of a portion of an anti-sway
assembly
embodiment of the present invention.
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[0086] Figure 69 is an isometric isolation view of an in-line clevis mount
embodiment of the
present invention.
[0087] Figure 70 is a bottom plan view of a laterally displaced clevis mount
embodiment of the
present invention.
[0088] Figure 71 is a perspective from-below isolation view of a sliding spar
bracket
embodiment.
[0089] Figure 72 is a perspective from-below isolation view of the sliding
spar bracket
embodiment of Figure 71, shown with spars.
[0090] Figure 73 is a perspective from-below isolation view of a sliding spar
bracket with track
mount embodiment.
[0091] Figure 74 is a perspective from-below isolation view of the sliding
spar bracket with
track mount embodiment of Figure 73, shown with spars.
[0092] Figure 75 is a perspective exploded view of a pivot block and pivot pin
assembly
embodiment.
[0093] Figure 76 is a cutaway perspective view of a pivoting spar bracket
embodiment, shown
with spars.
[0094] Figure 77 is a perspective from-below view of a double two-spar roll-
attenuation
embodiment of the present invention with movement-accommodating spar brackets
wherein
the forward spars are interconnected to the marine platform via a sliding spar
bracket and the
torsion spring is attached to the marine platform roughly in the middle of the
fore and aft extent
of the marine platform and with the adjustable torsion arms extending aft from
the torsion
spring.
[0095] Figure 78 is a side elevation view of embodiment shown in Figure 77.
[0096] Figure 79 is a perspective from-below view of a double two-spar roll-
attenuation
embodiment of the present invention with movement-accommodating spar brackets
wherein
the aft spars are interconnected to the marine platform via a sliding spar
bracket and the torsion
spring is attached to the marine platform toward the forward end of the marine
platform and with
the adjustable torsion arms extending forward from the torsion spring.
[0097] Figure 80 is a side elevation view of embodiment shown in Figure 79.
[0098] Figure 81 is a perspective from-below view of a double two-spar roll-
attenuation
embodiment of the present invention with movement-accommodating spar brackets
wherein
the aft spars are interconnected to the marine platform via a pivoting spar
bracket and the
torsion spring is attached to the marine platform toward the forward end of
the marine platform
and with the adjustable torsion arms extending forward from the torsion
spring.
[0099] Figure 82 is a side elevation view of the embodiment shown in Figure
81.
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Detailed Description with Reference to the Drawings
[0100] In this specification, including the claims, terms conveying an
absolute direction (for
example, up, down etc.) or absolute relative positions (for example, top,
bottom etc.) are used
for clarity of description and it is understood that such absolute directions
and relative positions
may not always pertain. As well, in this specification, including the claims,
terms relating to
directions and relative orientations on a watercraft, for example, port,
starboard, forward, aft,
fore and aft (which when used herein means a generally horizontal direction
generally parallel
to the direction of travel of the vessel), bow, stern, athwart (which when
used herein means a
generally horizontal direction generally perpendicularto the direction of
travel of the vessel) etc.
are used for clarity of description and it is understood that such terms may
not always pertain.
[0101] As well, in this specification, including the claims, the terms "roll
and "pitch" are used
to refer to movement relative to an imaginary line parallel to the nominal
direction of travel of
the vessel or object, and passing through the center of mass of the vessel or
object, with "roll"
being quasi-pivotal or quasi-rotational lateral movement with respect to the
imaginary line, and
"pitch" being a generally vertical angle of displacement (e.g. bow up or bow
down) caused by
a vertical force applied at a distance from the center of mass.
[0102] In most of the figures, a marine platform 200 is represented in a
simplified stylized
manner, however it will be appreciated that in an actual installation, marine
platform 200 may
comprise several other features, including: contoured seats, windscreens,
covers, vessel
controls etc. As well, marine platform 200 may be a passenger module
comprising a plurality
of individual seats. Marine platform 200 may be configured for use with a
variety of items,
including a stretcher or stretchers, cargo, a cockpit, a pallet of seats, and
may configured for
interchangeable use with many different types of such items.
[0103] In the figures, a deck 204 is indicated as being below, and providing
support for, the
marine platform 200. In an actual installation, the marine platform 200 and
the associated
suspension system are typically mounted to the vessel, such as to an integral
deck. However,
in some installations, it may be preferable to mount the marine platform 200
and suspension
system to a carriage (such as a suitable plate or framework) and to attach the
carriage to the
vessel.
[0104] The embodiments shown in the figures all have four shock absorbing
struts 206, which
serve to suspend marine platform 200 above deck 204, with each strut 206 shown
as
positioned in the general vicinity of an associated corner of the marine
platform 200 and
extending generally vertically. In the figures, each strut 206 is secured to
deck 204 with a strut
deck bracket 207 and to marine platform 200 with a strut module bracket 208.
The struts 206
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may be any suitable type of shock absorber such as air shocks, MacPherson
struts etc.
Further, there need not be exactly four struts 206; more or fewer struts 206
may be suitable in
some applications.
[0105] Some of the embodiments shown in the drawings include a roll-
attenuation assembly
220 and/or a pitch-attenuation assembly 230. The roll-attenuation assembly 220
and the pitch-
attenuation assembly 230 share functionally analogous components and for
convenience and
simplicity herein such functionally analogous components are given the same
descriptive terms
and reference numbers, though it will be understood that such components may
differ in many
respects, including size, as between the roll-attenuation assembly 220 and the
pitch-
attenuation assembly 230.
[0106] Each of the roll-attenuation assembly 220 and the pitch-attenuation
assembly 230
includes a torsion bar 240, comprising: a longitudinally extending torsion
spring 242 having at
each end a torsion arm 244 or an adjustable torsion arm 246, extending
laterally from the
torsion spring 242. The torsion arm 244 has a torsion arm mounting hole 247 in
the vicinity of
the end of the torsion arm 244 opposite the torsion spring 242. The adjustable
torsion arm 246
has a plurality of torsion arm mounting holes 247 in the vicinity of the end
of the adjustable
torsion arm 246 opposite the torsion spring 242.
[0107] A torsion arm link 248 or adjustable torsion arm link 250 is pivotally
connected to each
of the torsion arm 244 and adjustable torsion arm 246 at a respective torsion
arm mounting hole
247. At the end of each torsion arm link 248 or adjustable torsion arm link
250 opposite the
connection to the torsion arm 244 or adjustable torsion arm 246, as the case
may be, there is
a link bracket 252, that in use is mounted to the marine platform 200 or deck
204 or other
appropriate component.
[0108] Along the torsion spring 242, there are two torsion-bar mounts 254 for
mounting the
torsion bar 240 to the marine platform 200 or deck 204 or other appropriate
component. The
torsion-bar mounts 254 tend to impede longitudinal movement of the torsion
spring 242 while
permitting rotational movement of the torsion spring 242.
[0109] In use, the roll-attenuation assembly 220 is mounted with the relevant
torsion spring 242
extending athwart. In use, the pitch-attenuation assembly 230 is mounted with
the relevant
torsion spring 242 extending fore and aft.
[0110] The roll-attenuation assembly 220 and pitch-attenuation assembly 230
function along
the lines of a conventional anti-sway bar in that the roll-attenuation
assembly 220 and pitch-
attenuation assembly 230 impede differential relative vertical movement
between the two sets
of components between which the two ends of the roll-attenuation assembly 220
and pitch-
attenuation assembly 230 are interconnected. The degree to which the roll-
attenuation
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assembly 220 and pitch-attenuation assembly 230 impede such relative vertical
movement (i.e.,
the "stiffness" of the roll-attenuation assembly 220 and pitch-attenuation
assembly 230)
depends on the size and characteristics of the torsion spring 242; and the
distance between
the axis of rotation of the torsion spring 242 and the connection between the
torsion arm 244
or adjustable torsion arm 246 and the torsion arm link 248 or adjustable
torsion arm link 250
(as the case may be). Therefore, the "stiffness" of the roll-attenuation
assembly 220 and pitch-
attenuation assembly 230 may be adjusted by changing the torsion spring 242,
and by moving
the location of the connection between the adjustable torsion arm 246 and the
torsion arm link
248 or adjustable torsion arm link 250 (as the case may be) by moving the
connection to a
different one of the plurality of torsion arm mounting holes 247 provided in
the adjustable
torsion arm 246.
[0111] The adjustable torsion arm 246 includes a bottlescrew 260 so as to
permit adjustment
of the length of the adjustable torsion arm 246.
[0112] Some of the embodiments shown in the drawings include spars 270,
pivotally connected
between the marine platform 200 and deck 204, by way of spar brackets 272,
spar clevis
brackets 274 or spar clevis lateral brackets 276.
[0113] In this specification, the term wishbone (e.g., forward wishbone 302
and aft wishbone
304) is used to refer to an assembly of two spars in which the two spars are
fixed one to the
other in the vicinity of the marine platform 200 and share a common pivotal
attachment to the
marine platform 200, being a wishbone platform bracket 312.
[0114] The spars 270 preferably have heim joints 314 (also referred to as rod
end bearings and
rose joints) at each end. The forward wishbone 302 and aft wishbone 304
preferably have
heim joints 314 for the connection to the wishbone platform bracket 312. The
heim joints 314
are preferably high-strength stainless steel heim joints.
[0115] Referring to Figures 1 through 8, there is illustrated an embodiment of
the present
invention comprising a marine platform 200 and an associated double-wishbone
roll-attenuation
suspension system, generally referenced by numeral 300, mounted to a deck 204.
In Figures
1 through 4, the embodiment is shown with the marine platform 200 in a no-load
at-rest
position. In Figures 5 and 6, the embodiment is shown with the marine platform
200 in a
compressed bottom position In Figures 7 and 8, the embodiment is shown with
the marine
platform 200 rolled to starboard relative to the deck 204.
[0116] In the embodiment shown in Figures 1 through 8, the double-wishbone
roll-attenuation
suspension system 300, includes four struts 206, a forward wishbone 302, an
aft wishbone 304,
and a roll-attenuation assembly 220.
[0117] As shown in the figures, each of the forward wishbone 302 and aft
wishbone 304 is
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pivotally attached to the deck 204 with two wishbone deck brackets 310 and is
pivotally
attached to the marine platform 200 with a wishbone platform bracket 312. The
heim joint 314
at the connection between each wishbone platform bracket 312 and the
respective forward
wishbone 302 and aft wishbone 304 permits some lateral pivotal movement so as
to
accommodate rolling of the marine platform 200 relative to the deck 204 when
in use.
[0118] In use, fast-moving relatively small watercraft are subject to
complicated forces that
cause the vessels to pitch, yaw, roll, rise, fall, decelerate and accelerate.
The response of the
double-wishbone anti-sway suspension system 210 embodiment to such forces is
indicated in
Figures 5 through 8.
[0119] Referring to Figures 9 through 17, there is illustrated an embodiment
of the present
invention comprising a marine platform 200 and an associated single-wishbone
panhard roll-
attenuation suspension system, generally referenced by numeral 350, mounted to
a deck 204.
In Figures 9 through 12, the embodiment is shown with the marine platform 200
in a no-load
at-rest position. In Figures 13 through 15, the embodiment is shown with the
marine platform
200 in a compressed bottom position. In Figures 16 and 17, the embodiment is
shown with
the marine platform 200 rolled to port relative to the deck 204.
[0120] In the embodiment shown in Figures 9 through 17, the single-wishbone
panhard roll-
attenuation suspension system 350, includes four struts 206, an aft wishbone
304, a roll-
attenuation assembly 220 and a panhard assembly 360. The aft wishbone 214 is
configured
and mounted as described above.
[0121] The panhard assembly 360 comprises a panhard rod 362, a panhard deck
mount 364
and a panhard platform mount 366. The proximal end of the panhard rod 362 is
pivotally
mounted to the deck 204 with the panhard deck mount 364. The distal end of the
panhard rod
362 is pivotally mounted to the marine platform 200 with the panhard platform
mount 366.
[0122] In the embodiment shown in Figures 9 through 17, the panhard assembly
360 is
positioned in the vicinity of the forward end of marine platform 200. The
panhard assembly 360
prevents more than minimal lateral movement of marine platform 200 relative to
deck 204. As
the distal end of panhard rod 362 moves in an arc as marine platform 200 moves
vertically
relative to the deck 204, panhard rod 360 induces a slight lateral movement of
marine platform
200 during vertical movement of marine platform 200. This slight lateral
movement of marine
platform 200 relative to deck 204 is accommodated generally by the various
connections
between the components of embodiment being configured to permit some relative
lateral
movement.
[0123] Referring to Figure 18, there is illustrated an embodiment of the
present invention
comprising a control module 400, and a double-wishbone suspension system,
generally
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referenced by numeral 410, mounted to a deck 204.
[0124] The control module 400 comprises two seats 420, a helm/control station
422, two foot
rests 424 (one on the port side and the other on the starboard side; only one
is visible in the
drawing) and two foot openings 426 (again, one on the port side and the other
on the starboard
side; only one is visible in the drawing). The foot openings 426 permit users
to selectively stand
on the deck 204 or sit on the seats 420 while controlling the vessel or while
being partially
sheltered from spray by the control module 400.
[0125] In the embodiment shown in Figure 18, the double-wishbone suspension
system 410,
includes four struts 206, a forward wishbone 302 and an aft wishbone 304.
Referring to Figures
19 through 27, there is illustrated an embodiment of the present invention
comprising a marine
platform 200 and an associated single-wishbone Watt's linkage roll-attenuation
suspension
system, generally referenced by numeral 450, mounted to a deck 204. In Figures
19 through
22, the embodiment is shown with the marine platform 200 in a no-load at-rest
position. In
Figures 23 through 25, the embodiment is shown with the marine platform 200 in
a
compressed bottom position. In Figures 26 and 27, the embodiment is shown with
the marine
platform 200 rolled to starboard relative to the deck 204.
[0126] In the embodiment shown in Figures 19 through 27, the single-wishbone
Watt's linkage
roll-attenuation suspension system 450, includes four struts 206, an aft
wishbone 214, a roll-
attenuation assembly 222 and a Watt's linkage 460.
[0127] The Watt's linkage 460 embodiment shown in the drawings comprises a
Watt's link 462
rotatably mounted to the marine platform 200; a starboard Watt's rod 464
attached at one end
to the Watt's link 462 and attached at the other end to the deck 204 via a
starboard Watt's rod
deck mount 466; and a port Watt's rod 468 attached at one end to the Watt's
link 462 (opposite
the location of attachment of the starboard Watt's rod 464) and attached at
the other end to
the deck 204 via a port Watt's rod deck mount 470.
[0128] The Watt's linkage 460 permits vertical movement of the marine platform
200 relative
to the deck 204, with minimal lateral movement of the marine platform 200
relative to the deck
204.
[0129] Referring to Figures 28 through 35, there is illustrated an embodiment
of the present
invention comprising a marine platform 200 and an associated double two-spar
roll-attenuation
suspension system, generally referenced by numeral 500, mounted to a deck 204.
In Figures
28 through 31, the embodiment is shown with the marine platform 200 in a no-
load at-rest
position. In Figures 32 and 33, the embodiment is shown with the marine
platform 200 in a
compressed bottom position. In Figures 34 and 35, the embodiment is shown with
the marine
platform 200 rolled to starboard relative to the deck 204.
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[0130] In the embodiment shown in Figures 28 through 35, the double two-spar
roll-attenuation
suspension system 500, includes four struts 206, a roll-attenuation assembly
220 and four
spars 270. The spars 270 are arranged in two pairs, a forward pair and an aft
pair, with each
pair in the shape of a V, with the base of the V attached to the marine
platform 200 and the top
of the V attached to the deck 204.
[0131] Referring to Figures 36 through 44, there is illustrated an embodiment
of the present
invention comprising a marine platform 200 and an associated single two-spar
panhard roll-
attenuation suspension system, generally referenced by numeral 550, mounted to
a deck 204.
In Figures 36 through 39, the embodiment is shown with the marine platform 200
in a no-load
at-rest position. In Figures 40 through 42, the embodiment is shown with the
marine platform
200 in a compressed bottom position. In Figures 43 and 44, the embodiment is
shown with the
marine platform 200 rolled to port relative to the deck 204.
[0132] In the embodiment shown in Figures 36 through 44, the single two-spar
panhard roll-
attenuation suspension system 550, includes four struts 206, a roll-
attenuation assembly 220,
a panhard assembly 360 and two spars 270. The spars 270 are arranged as a
single aft pair,
with the pair in the shape of a V, with the base of the V attached to the
marine platform 200 and
the top of the V attached to the deck 204.
[0133] Referring to Figures 45 through 53, there is illustrated an embodiment
of the present
invention comprising a marine platform 200 and an associated single two-spar
Watt's linkage
roll-attenuation pitch-attenuation suspension system, generally referenced by
numeral 600,
mounted to a deck 204. In Figures 45 through 48, the embodiment is shown with
the marine
platform 200 in a no-load at-rest position. In Figures 49 through 51, the
embodiment is shown
with the marine platform 200 in a compressed bottom position. In Figures 52
and 53, the
embodiment is shown with the marine platform 200 rolled to starboard relative
to the deck 204.
[0134] In the embodiment shown in Figures 45 through 53, the single two-spar
Watt's linkage
roll-attenuation pitch-attenuation suspension system 600, includes four struts
206, a roll-
attenuation assembly 220, a pitch-attenuation assembly 230, a Watt's linkage
460 and two
spars 270. The spars 270 are arranged as a single aft pair, with the pair in
the shape of a V,
with the base of the V attached to the marine platform 200 and the top of the
V attached to the
deck 204.
[0135] Referring to Figures 54 through 60, there is illustrated an embodiment
of the present
invention comprising a marine platform 200 and an associated single two-spar-
two-spar roll-
attenuation pitch-attenuation suspension system, generally referenced by
numeral 700,
mounted to a deck 204. In Figures 54 through 56, the embodiment is shown with
the marine
platform 200 in a no-load at-rest position. In Figures 57 and 58, the
embodiment is shown with
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the marine platform 200 in a compressed position. In Figures 59 and 60, the
embodiment is
shown with the marine platform 200 rolled to port relative to the deck 204.
[0136] In the embodiment shown in Figures 54 through 60, the single two-spar-
two-spar roll-
attenuation pitch-attenuation suspension system 700, includes four struts 206,
a roll-attenuation
assembly 220, a pitch-attenuation assembly 230, and four spars 270. The four
spars 270 are
arranged in the shape of a V, with two of the spars 270 adjacent and parallel
to each other, and
defining one side of the V, and the other two of the spars 270 adjacent and
parallel to each
other, and defining the other side of the V; and with the base of the V
attached to the marine
platform 200 and the top of the V attached to the deck 204.
[01367 Referring to Figures 61 through 67, there is illustrated an embodiment
of the present
invention comprising a marine platform 200 and an associated single three-spar-
splayed roll-
attenuation pitch-attenuation suspension system, generally referenced by
numeral 800,
mounted to a deck 204. In Figures 61 through 63, the embodiment is shown with
the marine
platform 200 in a no-load at-rest position. In Figures 64 and 65, the
embodiment is shown with
the marine platform 200 in a compressed position. In Figures 66 and 67, the
embodiment is
shown with the marine platform 200 rolled to starboard relative to the deck
204.
[0138] In the embodiment shown in Figures 61 through 67, the single three-spar-
splayed roll-
attenuation pitch-attenuation suspension system 800, includes four struts 206,
a roll-attenuation
assembly 220, a pitch-attenuation assembly 230, and three spars 270. The three
spars 270
are generally splayed in that the spars 270 diverge in that the ends of the
spars 270 mounted
to the marine platform are closer one to the other than the ends of the spars
270 mounted to
the deck 204.
[0139] Referring to Figures 71 to 82 there are shown movement-accommodating
spar brackets
which permit relative fore and aft movement as between the spars 270 (or
forward wishbone
302 or aft wishbone 304) and marine platform 200, or the deck 204, that the
movement-
accommodating spar bracket is interconnecting. The movement-accommodating spar
bracket
embodiments illustrated in the drawings are a sliding spar bracket 920 and
pivoting spar bracket
950, which are configured for interconnecting two spars 270 to a marine
platform 200.
[0140] As indicated in Figures 71 -74, the sliding spar bracket 920 comprises
a track assembly
922 and a slide assembly 924.
[0141] The track assembly 922 comprises two spaced-apart parallel tracks 926
having a
general "T" configuration. The track assembly 922 may also include a track
mount 928, being,
in the embodiments shown in the drawings, a plate suitable for maintaining the
relative
orientation of the tracks 926 during use and for affixing to the marine
platform 200.
Alternatively, the tracks 926 may be affixed directly to the marine platform
200.
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[0142] The slide assembly 924 comprises a slide assembly body 930, two spar
connectors 932
on the lower side of the slide assembly body 930 and two spaced apart aligned
car assemblies
934 on the upper side of the slide assembly body 930.
[0143] Each spar connector 932 comprises two parallel projecting tangs 936
configured
(including each having a hole therethrough) for receiving the heim joint 314
of a respective spar
270 and securing same with a heinn joint fastener 938. The spar connectors 932
are angled
relative to each other so as to be aligned with a pair of spars 270 oriented
in the shape of a V,
with the base of the V attached to the spar connectors 932 and the top of the
V attached to the
deck 204.
[0144] Each car assembly 934 comprises one or more aligned cars 940 configured
for slidable
engagement with a respective track 926. As will be apparent from the drawings,
when engaged
one with the other, the slide assembly 924 and track assembly 922 are
constrained to
undergoing relative reciprocating linear movement.
[0145] To obtain the desired alignment (and thus low friction), as the slide
assembly body 930
is preferably metal (preferably stainless steel plate) and the tangs 936 are
preferably welded
to the slide assembly body 930, the face of the slide assembly body 930 to
which the tracks 926
are affixed, is preferably machined after the tangs 936 are attached to remove
any distortion
caused by the welding.
[0146] Given the marine environment to which they are exposed in use, the
tracks 926 and cars
940 are preferably corrosion resistant and low friction without lubrication.
The tracks 926 are
preferably anodized aluminum T- rail. The cars 940 preferably comprise
anodized aluminum
bodies with low-friction plastic sliding elements.
[0147] It has been found that products provided by IGUS GmbH and IGUS Inc. are
suitable for
use as cars 940 and tracks 926, namely DryLine T - profile rail series,
specifically car part no.
TW-01-25 and rail part no. TS-01-25 (the car is 6063-T6 Aluminum and clear
anodized, and
the rail is 6063-T6 Aluminum and hard anodized). The IGUS GmbH and IGUS Inc.
cars in
include a sliding element made from iglide J material and the sliding
elements are adjustable
with stainless steel screws.
[0148] As indicated in Figures 75 and 76, the pivoting spar bracket 950
comprises a pivot block
952, a pivot cavity 954 and pivot pin assembly 956.
[0149] The pivot block 952 includes two spar connectors 932 oriented in the
same manner as
the spar connectors 932 of the sliding spar bracket 920. The pivot block 952
includes a pivot
block bore 958.
[0150] The pivot cavity 954 includes a recess for receiving the pivot block
952 and two pivot
cavity holes 960. The pivot cavity 954 may be a separate component affixed to
the marine
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platform 200 or may be integral to the marine platform 200.
[0151] The pivot pin assembly 956 includes a pivot bolt 962, pivot nut 964,
pivot washer 966,
two pivot sleeves 968 and a pivot bushing 970.
[0152] The pivoting spar bracket 950 is assembled by: inserting a pivot sleeve
968 into each
end of the pivot block bore 958; inserting the pivot bushing 970 into the
pivot sleeves 968;
positioning the pivot block 952 within the pivot cavity 954 so as to bring the
pivot block bore 958
into alignment with the pivot cavity holes 960; inserting the pivot bolt 962
therethrough; and
securing the pivot bolt 962 with the pivot nut 964 and pivot washer 966.
[0153] It has been found that the iglide J material provided by IGUS GmbH and
IGUS Inc.
is suitable for use as pivot bushing 970, for example bushing part no: JFI-
2428-24.
[0154] Double two-spar roll-attenuation embodiments of the present invention
with movement-
accommodating spar brackets are shown in the drawings.
[0155] Figures 77 and 78 show a double two-spar roll-attenuation embodiment of
the present
invention with movement-accommodating spar brackets wherein the forward spars
270 are
interconnected to the marine platform 200 via a sliding spar bracket 920 and
the torsion spring
242 is attached to the marine platform 200 roughly in the middle of the fore
and aft extent of the
marine platform and with the adjustable torsion arms 246 extending aft from
the torsion spring
242.
[0156] Figures 79 and 80 show a double two-spar roll-attenuation embodiment of
the present
invention with movement-accommodating spar brackets wherein the aft spars 270
are
interconnected to the marine platform 200 via a sliding spar bracket 920 and
the torsion spring
242 is attached to the marine platform 200 toward the forward end of the
marine platform and
with the adjustable torsion arms 246 extending forward from the torsion spring
242.
[0157] Figures 81 and 82 show a double two-spar roll-attenuation embodiment of
the present
invention with movement-accommodating spar brackets wherein the aft spars 270
are
interconnected to the marine platform 200 via a pivoting spar bracket 950 and
the torsion spring
242 is attached to the marine platform 200 toward the forward end of the
marine platform and
with the adjustable torsion arms 246 extending forward from the torsion spring
242.
[0158] It will be apparent that the movement-accommodating spar brackets
permit relative
differential vertical movement as between the forward and aft portions of the
marine platform
200, which improves suspension performance in terms of response to pitch.
[0159] The sliding spar bracket 920 and pivoting spar bracket 950 are
preferably configured
to accommodate the maximum permitted differential movement as between the
forward and
aft portions of the marine platform 200, in terms of the simultaneous maximum
compression
of the forward struts 206 and maximum extension of the aft struts 206, or the
simultaneous
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maximum extension of the forward struts 206 and maximum compression of the aft
struts 206.
[0160] Similar permitted relative differential vertical movement as between
the forward and aft
portions of the marine platform 200 could be provided by interconnecting the
two spars 270 to
the deck 204 with a movement accommodating mounting (not shown), although it
is understood
that it is simpler and thus preferable to have a single movement accommodating
component
where the spars 270 converge (i.e., as described above).
19
