SUMMARY
In one aspect, the present disclosure provides a through hull bow thruster system for a bow of a fiberglass boat hull. The through hull bow thruster system comprises a continuous fluid flow path through the hull from a port side to a starboard side of a boat hull. The continuous fluid flow path includes a first opening positioned in the port side of the boat hull and a second opening positioned in the starboard side of the boat hull. Additionally, a first thruster module is in fluid communication with the first opening and the second opening.
Further, the present disclosure provides a fiberglass boat having a hull with a through hull bow thruster system. The through hull bow thruster system comprises a continuous fluid flow path through the hull from the port side to the starboard side of the hull. The continuous fluid flow path includes a first opening positioned in the port side of the hull and a second opening positioned in the starboard side of the hull. A conduit joins the first and second openings and the conduit houses a first electric motor driving a first propeller and a second electric motor driving a second propeller.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a cross-sectional view of a boat hull depicting the hull bow thruster system in cross-section.
FIG. 2 is an exploded view of the components of one embodiment of the hull bow thruster system.
FIG. 3 is a perspective view of the embodiment of FIG. 2 including water tight electrical conduit ports.
FIG. 4 is the embodiment of FIG. 2 assembled with the electric motors and propellers shown in ghost view.
FIG. 5 is the embodiment of FIG. 2 with optional gaskets at the connecting points of individual components.
FIG. 6 is an overhead view of the embodiment of FIG. 2 installed in the interior of the boat hull.
FIG. 7 is a perspective view of the embodiment of FIG. 2 installed in the boat.
FIG. 8 is a view of the components of an alternative embodiment of the hull bow thruster system.
FIG. 9 is the embodiment of FIG. 8 assembled with the electric motor and propeller shown in ghost view and depicting the deadrise of the boat as 25°.
FIG. 10 is the embodiment of FIG. 8 assembled with the electric motor and propeller shown in ghost view and depicting the deadrise of the boat as α°.
FIG. 11 is an alternative embodiment of the hull bow thruster assembly as positioned lower within the boat with a deadrise of the boat as α°.
FIG. 12 is a view of the components of an alternative embodiment of the hull bow thruster system.
FIG. 13 is a perspective view of the embodiment of FIG. 12.
FIG. 14 is a view of the components of an alternative embodiment of the hull bow thruster system.
FIG. 15 is a view of the components of an alternative embodiment of the hull bow thruster system as positioned lower within the boat with a deadrise of the boat as α°.
FIG. 16 is a view of the components of an alternative embodiment of the hull bow thruster system.
FIG. 17 is a view of the components of an alternative embodiment of the hull bow thruster system.
FIGS. 18-20 depict the installation of the hull bow thruster system in a boat having a fiberglass hull.
FIGS. 21-22 depicts the installation of a propeller on an electric motor and the installed propeller within the fluid passageway of the hull bow thruster system.
FIG. 23 depicts the flanges of a hull bow thruster system as installed on a boat having a fiberglass hull.
FIGS. 24-28 depict prior art hull bow thruster systems.
FIGS. 29-30 depict one example of a control mechanism suitable for actuating the hull bow thruster system.
DETAILED DESCRIPTION
The drawings included with this application illustrate certain aspects of the embodiments described herein. However, the drawings should not be viewed as exclusive embodiments. The subject matter disclosed is capable of considerable modifications, alterations, combinations, and equivalents in form and function, as will occur to those skilled in the art with the benefit of this disclosure.
The present disclosure may be understood more readily by reference to these detailed descriptions. For simplicity and clarity of illustration, where appropriate, reference numerals may be repeated among the different figures to indicate corresponding or analogous elements. The following description is not to be considered as limiting the scope of the embodiments described herein. The drawings are not necessarily to scale and the proportions of certain parts may have been exaggerated to better illustrate details and features of the present disclosure. Also, the phraseology and terminology employed herein is for the purpose of description and should not be regarded as limiting except where indicated as such.
Throughout this disclosure, the terms “about”, “approximate”, and variations thereof, are used to indicate that a value includes the inherent variation or error for the device, system, or measuring method being employed as recognized by those skilled in the art.
The various embodiments of the present invention will be described with reference to FIGS. 1-23 and 29-30. To demonstrate the improvement provided by the configurations of FIGS. 1-23, various prior art embodiments of bow thrusters are depicted by FIGS. 24-28. In each prior art embodiment, the motor 540 is located within the interior of the hull 12 while the propeller 570 is positioned within a conduit 410.
Referring now to FIGS. 1-23 and 29-30, the improved bow thruster system 20 disclosed herein is configured for installation on wakesurfing boats 10 having fiberglass hulls 12. Prior to the development of bow thruster system 20, installation of bow thrusters in fiberglass hulls involved a labor intensive process which produced less than satisfactory results in terms of the final appearance of the boat hull. The various embodiments of bow thruster system 20 overcome the inherent problems of prior art systems and installation methods. For example, FIGS. 18-22 depict the simplicity of installing bow thruster system 20 as discussed below.
In general, bow thruster system 20 includes a first hull opening 34 in the port side of hull 12 and a second hull opening 36 in the starboard side of hull 12. First and second hull openings 34, 36 are located transversely from one another in the forward half of hull 12. Typically, hull openings 34, 36 are located such that the openings remain below the water line of hull 12 at the bow when wakesurfing boat 10 is moving forward at a rate of about 8 mph or less, typically about 5 mph or less. Thus, bow thruster system 20 is particularly useful when maneuvering at slow speeds as commonly used around docks and fueling stations.
In most embodiments, flanges 34a, 36a are located in openings 34, 36 either to the exterior of hull 12 or on the interior of hull 12. Optional trim rings 32 may cover flanges 34a, 36a when flanges 34a, 36a are on the exterior of hull 12. Likewise optional trim rings 32 may cover any rough edges of openings 34, 36 when flanges 34a, 36a are mounted on the interior of hull 12. Flanges 34a, 36a may be formed from any convenient material; however, typically flanges 34a, 36a are stainless steel or chrome plated steel. When mounted on the exterior of hull 12, flanges 34a, 36a provide a substantially flush fit against the exterior of hull 12.
Flanges 34a, 36a include conduit or pipe portions 35, 37, 39, 41 or 67, 69 which pass through hull 12 to the interior of hull 12. While pipe portions 35, 37, 39, 41 or 67, 69 are described as individual components, two or more elements may be formed as a single integral component. For example, FIGS. 16 and 20 depict pipe portions 35 and 37 as a single integral component. Diameters for conduit and pipe portions 35, 37, 39, 41 or 67, 69 will vary with application. Typical diameters for the conduit and pipe portions 35, 37, 39, 41 or 67, 69 may range from 2″ to 5″ with typical diameters being 3.5″ to 4.5″. Opposing openings 34, 36 or opposing flanges 34a, 36a form part of a continuous fluid flow path 22 from the port side 14 to the starboard side 16 of hull 12. With reference to the FIGS., various components complete fluid flow path 22 between openings 34, 36 or flanges 34a, 36a. For the remainder of this discussion, the embodiments will be described with reference to flanges 34a, 36a; however, configurations which utilize only openings 34, 36 are also envisioned. The primary requirement being continuous fluid flow path 2 which provides continuous fluid communication through hull 12 from port side 14 to the starboard side 16.
FIGS. 1-7 depict an embodiment which utilizes two thruster modules 42, 44. Each thruster module 42, 44 includes an electric motor 54, 56 driving a propeller 55, 57. In the field of art, electric motors 54, 56 are also referred to as thruster motors. In most embodiments, propellers 55, 57 will be positioned between motor 54, 56 and respective flanges 34a, 36a. Each thruster module 42, 44 includes electrical conduit port 62, 64 respectively with electrical connections 63, 65 passing through the respective ports 62, 64 in a water tight manner. In the embodiment of FIGS. 1-7, sleeve 48 and clamps 46 provide a water tight seal between pipe portion 37 of flange 34a and thruster module 42. Likewise sleeve 52 and clamps 46 provide a water tight seal between conduit portion 41 of flange 36a and thruster module 44. To complete continuous fluid flow path 22, a center adapter 45 is located between first and second thruster modules 42, 44 and secured by clamps 46 to each thruster module 42, 44. This arrangement of components provides for ready replacement and servicing of any component of bow thruster system 20 using common hand tools. Clamps 46 may be any conventional clamp suitable for marine service such as but not limited to hose clamps.
With reference to FIGS. 1-10, 12-14 and 16-17, hull bow thruster system typically utilizes flanges 34a, 36a. Each flange 34a, 36a carries a first conduit portion 35, 39 respectively. First conduit portions 35, 39 pass through holes 34, 36 in hull 12 while the flange portions 34a, 36a abut the exterior of hull 12 in a water tight manner. First conduit portions 35, 39 carry second conduit portions 37, 41. As depicted in FIGS. 1-10, the “elbow type” geometry of conduit portions 35, 37, 39, 41 provides for the transition from the angle α defined by hull 12 to a horizontal position for continuous flow path 22. This geometry advantageously permits location of flange portions 34a, 36a between strakes 24 on a conventional fiberglass hull 12. As depicted in FIGS. 9-10, the angle #defined by first conduit portions 35, 39 relative to flanges 34a, 36a and hull 12 at the location of holes 34, 36 is equal to the deadrise angle α of the hull or may be within about 5 degrees to about 15 degrees of the deadrise angle α. For example, in FIG. 9, angle ϕ corresponds to 25°, i.e. the deadrise angle α. Note: while FIGS. 1-10 depict distinct angles between conduit portions 35 and 37 and between conduit portions 39 and 41, the transition between these portions may also be a smooth curved radius. The primary criteria being an elbow which corresponds to the deadrise angle α or is within about 5 degrees to about 15 degrees of the deadrise angle. While the geometry of the above design provides the most efficient use of space within the interior of hull 12, bow thruster system 20 may have other geometric configurations so long as the configuration provides a continuous fluid flow path 22 which permits generation of thrust by thruster modules 42, 44.
With reference to FIGS. 8-11, some embodiments of bow thruster system 20 utilize a single thruster module 47 located between flanges 34a, 36a. To provide for ready replacement of thruster module 47, adapter sleeves or gaskets 48, 52 are positioned to engage both thruster module 47 and flanges 34a, 36a. Adapter sleeves may be secured to thruster module 47 and flanges 34a, 36a by any convenient means, including but not limited to hose clamps 46. As depicted in FIG. 8, thruster module 47 includes an electric motor 54 driving at least one propeller 55 and an electrical conduit port 62 suitable for providing a water tight seal around electrical wiring passing into thruster module 47.
FIGS. 12 and 13 provide another alternative embodiment bow thruster system 20 which utilizes two electric motors 54, 56 located within thruster module 47. Each electric motor 54, 56 drives a propeller 55, 57 respectively. Electric motors 54, 56 may be operated individually or simultaneously. As such, the pitch of propellers 55, 57 will be set to accommodate simultaneous operation. Thus, during simultaneous operation of motors 54, 56 fluid flow will be continuous in a single direction. However, the operation system of wakesurfing boat 10 will permit operation of only one electric motor 54 or 56 as desired. Although FIG. 13 depicts two electrical conduit ports 62, 64 which provide a water tight seal around electrical connections 63, 65 passing to each electric motor 54, 56, a single port 62 would be sufficient to provide electrical current via connections 63, 65 to respective motors 54, 56.
FIG. 14 provides an alternative embodiment where thruster module 47 includes a single electric motor 54 driving two propellers 55, 57. In this embodiment, the pitch of propellers 55, 57 will provide for identical fluid flow. Thus, rotation of electric motor 54 in a first direction will direct fluid through flange 34a and rotation of electric motor 54 in a second direction will direct fluid through flange 36a.
FIG. 11 depicts an alternative embodiment in which conduit portions 67, 69, adapter sleeves 48, 52 and thruster module 47 provide a direct horizontal path between flanges 34a and 36a. As a result, the angle β is significantly less than the deadrise angle α. Additionally, the resulting footprint of flanges 34a and 36a must be expanded. FIG. 15 depicts another embodiment which utilizes straight conduit portions 67, 69. However, in FIG. 15, bow thruster system 20 requires only a single adapter sleeve 53 to complete continuous fluid flow path 22 between port side 14 flange 34a and starboard side 16 flange 36a. The alternative embodiments of flanges 34a, 36a with straight conduits 67, 69 may be used in any of the embodiments discussed above.
FIGS. 15-17 depict alternative embodiments which lack discrete thruster modules. In the embodiment of FIG. 15, electric motor 54 and propeller 55 are located within conduit 67 of flange 34a while conduit 69 is depicted without an electric motor. However, as reflected in FIGS. 16 and 17, conduit 69 could be fitted with an electric motor 56 and propeller 57. FIGS. 16 and 17 depict embodiments in which conduits 37, 41 each support an electric motor 54, 56 with each motor driving a propeller 55, 57. In the embodiment of FIG. 16, a center adapter 45 and adapter sleeves 48, 52 provide the complete continuous fluid flow path 22 between flanges 34a, 36a. In the embodiment of FIG. 17, a single adapter 53 completes continuous fluid flow path 22 between flanges 34a, 36a. Adapter 53 may be in the form of a flexible sleeve or gasket secured to each conduit 37, 41 by clamps 46.
As used herein, the term adapter also refers to gaskets and sleeves which provide sufficient flexibility to permit use of hose clamps or other similar clamping devices to secure components of bow thruster system 20 to one another in a water tight manner. Additionally, use of the term conduit does not imply that the conduit has a single continuous inside or outside diameter. As reflected in the figures, the various conduits may have offsets to aid in the fitting of adjacent components. Additionally, flanges 34a, 36a may be integral with the adjacent conduits or may initially be separate components from the adjacent conduits. The primary criteria being that flanges 34a, 36a must have a water tight seal with adjacent conduits 35, 37, 39, 41 or 67, 69 following installation of bow thruster system 20.
With reference to FIGS. 21 and 22, the configuration of bow thruster system 20 also permits servicing of propellers 55, 57 without removal of thruster modules 42, 44. As depicted, motor/prop assembly 54, 55 is positioned close enough to flange 34a to permit removal and replacement of propeller 55 with common hand tools extending through conduits 35, 37.
In another alternative embodiment, flanges 34a, 36a may be secured to the interior surface of fiberglass hull 12. In this embodiment, the exterior of fiberglass hull 12 will commonly carry a trim ring 32 to cover any rough edges resulting from the installation of bow thruster system 20 on boat 10. When fiberglass hull 12 is sandwiched between flange 34a and trim ring 32 and between flange 36a and trim ring 32 an optional gasket 33 may be used between trim ring 32 and fiberglass hull 12 or between flanges 34a, 36a and fiberglass hull. Gasket 33 provides an improved water tight seal between fiberglass hull 12 and bow thruster system 20.
In addition to the above described embodiments of bow thruster system 20, the present disclosure also provides improvements in the method of installing a bow thruster system on a wakesurfing boat 10. The improved method begins with initially identifying the desired location for openings 34, 36. The locations should provide for openings 34, 36 to be transversely positioned on opposite sides of hull 12 forward of the port to starboard centerline and below the water line with wakesurfing boat 10 underway at a speed of about 8 mph or less, typically about 5 mph or less. Thus, openings 34, 36 will be as far forward as possible while still satisfying these criteria.
After determining the locations for openings 34, 36 a template is placed at the locations to provide a guide for cutting each opening 34, 36. FIG. 18 depicts the use of a template 38 in the form of an outline for cutting openings 34, 36. After cutting openings 34, 36, template 38 is removed and the resulting openings 34, 36 provide access through either the port side 14 or starboard side 16 of hull 12. FIG. 19 depicts one of the resulting openings and FIG. 20 depicts conduits 35, 37 positioned in hull 12. FIG. 20 also reflects the option of having conduits 35, 37 as a single integral component. FIG. 21 depicts the installation of propeller 55 on an electric motor 54, not visible in FIG. 21, and FIG. 22 depicts the as installed propeller 55.
Upon finishing of holes 34, 36, bow thruster system 20 is installed to provide a continuous fluid path between holes 34, 36. In most embodiments, flanges 34a, 36a will first be placed in holes 34, 36 with conduit portions 35, 37, 39, 41 or 67, 69 extending through holes 34, 36 to the interior of fiberglass hull 12. Sealants may be used to ensure a water tight seal between flanges 34a, 36a and hull 12. Suitable sealants include but are not limited to gelcoat fiberglass cement, silicone, silane modified polymer (SMP) adhesive sealants, caulks, methyl methacrylate adhesives and other similar sealants commonly used in connection with fiberglass hulls. In particular, use of gelcoat fiberglass cement provides an external finish consistent with the original finish of fiberglass hull 12. Frequently, sealants which retain flexibility will be used.
After securing flanges 34a, 36a in a water tight manner to fiberglass hull 12, the remaining components can be assembled to complete bow thruster system 20 as described above. Assembly of bow thruster system 20 can be carried out using common hand tools. Following assembly, electrical connections 63 and 65, as determined by the number of electric motors present in bow thruster system 20, provide electrical communication with the operation system of wakesurfing boat 10. Typically, the operation system is an onboard computer or processor suitably programmed to manage the various operations of a wakesurfing boat including, but not limited to engine operations, control of trim plates to generate the desired wake and operation of bow thruster system 20.
In most instances, operation of bow thruster system 20 will occur under slow speed conditions such as maneuvering near a dock. Bow thruster system 20 provides enhanced control over wakesurfing boat 10 and improves safe operation under low speed conditions when normal rudder operation is limited. During operation, bow thruster system 20 takes water in through either flange 34a, 36a in response to operation of thruster module(s) 42 and/or 44 and forces water out of the opposite flange in order to maneuver the bow of wakesurfing boat 10.
The onboard operation system includes an operational control device such as thruster control lever 70 depicted in FIGS. 29-30. Thruster control lever 70 may optionally provide control over other onboard systems. For example, in one optional configuration, rotating thruster control lever 70 may provide control over thruster module(s) 42, and if present module 44, by rotating in a clockwise or counter-clockwise manner while moving thruster control lever 70 forward and backward may provide throttle control over the engine (not shown).
For example, rotating the knob 72 of thruster control lever 70 in a clockwise manner activates one or more thruster modules to pull water through flange 36a and through bow thruster system exiting under force through flange 34a. This operation will swing the bow in the direction of flange 36a, i.e. the bow moves clockwise towards the starboard side direction when observed from above. Operation of thruster control lever 70 in a counter-clockwise manner will produce the opposite result, i.e. the bow shifts in the counter-clockwise direction when observed from above or toward the port side of boat 12. Additionally, the degree of rotation of knob 72 will control the speed of electric motor(s) 54, 56 thereby controlling the thrust force shifting the bow of boat 12. The direction associated with the rotation of knob 72 is arbitrary but will be consistent once programmed into the onboard operation system. Variations on control lever 70 and knob 72 may also provide for individual control over thruster modules 42, 44 including the ability to run separate motors 54, 56 in opposite directions.
Other embodiments of the present invention will be apparent to one skilled in the art. As such, the foregoing description merely enables and describes the general uses and methods of the present invention. Accordingly, the following claims define the true scope of the present invention.
Patent Application
20250145265
