ADJUSTABLE CRADLE FOR TRANSPORTING AND LAUNCHING A FIRST MARITIME VEHICLE VIA A SECOND MARITIME VEHICLE

Description

CROSS-REFERENCE TO RELATED APPLICATION

The present application claims priority to U.S. Provisional Patent Application No. 63/634,449, titled “Adjustable Cradle for Transporting and Launching a First Maritime Vehicle Via a Second Maritime Vehicle,” and filed on Apr. 15, 2024, the contents of which are hereby incorporated by reference in its entirety.

FIELD OF THE DISCLOSURE

The present disclosure generally relates to maritime vehicles and more specifically to an adjustable cradle for transporting and launching a first maritime vehicle via a second maritime vehicle.

BACKGROUND OF THE DISCLOSURE

Maritime vehicles, or vehicles designed for use on or in the water, are commonly used for transportation, recreation, defense, scientific research, and other purposes. Examples of maritime vehicles include boats, buoys, foils, watercraft, submarines, and amphibious vehicles. Maritime vehicles can be manned (i.e., operated by an onboard human) or unmanned, and unmanned maritime vehicles can be remotely controlled or can be fully autonomous.

SUMMARY

An adjustable cradle for transporting and launching an autonomous surface vessel (ASV) via a boat. The adjustable cradle includes: an ASV platform configured to receive and support an underside of the ASV; a base configured to be removably secured on a deck of the boat; a lift mechanism connecting the ASV platform and the base such that the ASV platform is movable relative to the base between a launch position and a transport position; an actuator assembly coupled to the lift mechanism, wherein the actuator assembly comprises an inlet port adapted to receive pressurized fluid, and wherein the lift mechanism drives movement of the ASV platform to the launch position responsive to receipt of the pressurized fluid; and a wire rope isolator secured to the base, wherein the wire rope isolator is configured to substantially isolate the ASV from shocks and vibrations associated with operation of the boat.

BRIEF DESCRIPTION OF THE DRAWINGS

The features of this invention which are believed to be novel are set forth with particularity in the appended claims. The invention may be best understood by reference to the following description taken in conjunction with the accompanying drawings, in which like reference numerals identify like elements in the several FIGS., in which:

FIG. 1A is a top perspective view of an example of a maritime vehicle constructed in accordance with the teachings of the present disclosure;

FIG. 1B is a front view of the maritime vehicle of FIG. 1A;

FIG. 1C is a rear view of the maritime vehicle of FIG. 1A;

FIG. 1D is a bottom perspective view of the maritime vehicle of FIG. 1A;

FIG. 1E is a side view of the maritime vehicle of FIG. 1A;

FIG. 1F is similar to FIG. 1A, but with the cap and various components of the maritime vehicle removed for illustrative purposes;

FIG. 1G is similar to FIG. 1F, but with additional components of the maritime vehicle removed for illustrative purposes;

FIG. 1H is a rear, perspective view of the maritime vehicle of FIG. 1F;

FIG. 1I is a first cross-sectional view taken along line 1-I in FIG. 1A;

FIG. 1J is a second cross-sectional view taken along line 1-J in FIG. 1A;

FIG. 1K is similar to FIG. 1A, but with the latching assembly of the maritime vehicle partially removed for illustrative purposes;

FIG. 2A is a perspective view of one example of an adjustable cradle that can be used to safely transport and launch the maritime vehicle of FIGS. 1A-1K, showing the adjustable cradle in a launch position;

FIG. 2B is a top view of the adjustable cradle of FIG. 2A;

FIG. 2C is a front view of the adjustable cradle of FIG. 2A;

FIG. 2D is a side view of the adjustable cradle of FIG. 2A;

FIG. 2E is similar to FIG. 2A but shows the adjustable cradle in a transport position;

FIG. 2F is a top view of the adjustable cradle of FIG. 2E;

FIG. 2G is a front view of the adjustable cradle of FIG. 2E;

FIG. 2H is a side view of the adjustable cradle of FIG. 2E;

FIG. 2I is a perspective view of a platform of the adjustable cradle of FIG. 2A;

FIG. 2J is a perspective view of a base of the adjustable cradle of FIG. 2A;

FIG. 2K is a perspective view of a portion of a lift mechanism of the adjustable cradle of FIG. 2A;

FIG. 2L is a perspective view of a portion of an actuator assembly of the adjustable cradle of FIG. 2A;

FIG. 2M is another perspective view of the portion of the actuator assembly of the adjustable cradle of FIG. 2A;

FIG. 2N is perspective view of another portion of the actuator assembly of the adjustable cradle of FIG. 2A;

FIG. 2O is a cross-sectional view of FIG. 2N;

FIG. 2P is similar to FIG. 2J but also shows energy absorbers of the adjustable cradle of FIG. 2A coupled to the base as well as a pair of locks that can be used to secure the adjustable cradle in the transport position;

FIG. 2Q is a close-up, perspective view of one of the energy absorbers;

FIG. 2R is a perspective view of one of the locks shown in FIG. 2P;

FIG. 2S is a side view of FIG. 2R;

FIG. 3 is similar to FIG. 2A but shows the adjustable cradle equipped with another example of an actuator assembly; and

FIG. 4 is similar to FIG. 2A but shows the adjustable cradle equipped with yet another example of an actuator assembly.

DETAILED DESCRIPTION

The present disclosure is directed to an adjustable cradle configured to safely transport and launch a first maritime vehicle via a second maritime vehicle. The first and the second maritime vehicles are primarily intended for use for military purposes (e.g., for naval defense, patrolling waters and enforcing laws, reconnaissance, naval exploration, monitoring). To that end, the first and second maritime vehicles are preferably both durable and configured to quickly and efficiently traverse a body of water once launched into the body of water. However, the first maritime vehicle is smaller than the second maritime vehicle (and, thus, the first maritime vehicle is generally more stealthy and quicker than the second maritime vehicle). Beneficially, the adjustable cradle disclosed herein is configured to facilitate the safe and stealthy transport of the first maritime vehicle to a dispatch location in the body of water using the larger, second maritime vehicle and to facilitate the quick and efficient launch of the first maritime vehicle from the second maritime vehicle into the body of water (e.g., for a separate mission) at the dispatch location.

FIGS. 1A-1K illustrate one example of a maritime vehicle 100 constructed in accordance with the teachings of the present disclosure. The maritime vehicle 100 is an autonomous surface vessel (“ASV”). In other words, the maritime vehicle 100 is an unmanned vehicle that is configured to fully autonomously traverse a body of water (though the maritime vehicle 100 can be partially or fully controlled manually if needed). The maritime vehicle 100 is modular, with components that can be flexibly altered, removed, or added as desired in accordance with the mission of the maritime vehicle. The maritime vehicle 100 can collaborate with other similar maritime vehicles and/or military assets when necessary. The maritime vehicle 100 is preferably rated for normal and lateral G loads exceeding 10.

The maritime vehicle 100 generally includes a hull 104 and a cap 108 that is coupled to the hull 104 to secure various components within the maritime vehicle 100. The hull 104 is at least partially disposed in the body of water in which the maritime vehicle 100 is traversing. The hull 104 in this example is a monohull that has a front (or bow) 112, a rear (or stern) 116, two sides 120, and a keel 124 coupled to another. The front 112, the rear 116, the sides 120, and the keel 124 can be welded together or can be coupled to one another in a different manner. For example, the front 112, the rear 116, the sides 120, and the keel 124 can be coupled together in the manner described in U.S. Provisional Application No. 63/561,282, titled “Systems and Approaches for Assembling a Maritime Vehicle” and filed Mar. 4, 2024, the contents of which are hereby incorporated by reference herein. The hull 104 is configured such that the hull provides a continuous planning surface that allows the maritime vehicle 100 to be highly maneuverable and to ride along the top of a body of water at high speeds, even in extreme weather conditions and difficult to navigate bodies of water. Meanwhile, the cap 108 is coupled to the hull 104 to cover and/or conceal the components of the maritime vehicle 100 disposed in and carried by the hull 104 as the maritime vehicle 100 traverses the body of water. At the same time, the cap 108 can be removed from the hull 104 to facilitate access to the components disposed within the interior of the maritime vehicle 100.

In this example, the hull 104 and the cap 108 each have a length that is equal to approximately 6 feet. In other examples, however, the length can vary. For example, the length can be equal to approximately 14 feet. The hull 104 is preferably entirely made of aluminum but can be partially or entirely be made of fiberglass and/or one or more other materials. In other examples, the maritime vehicle 100 can include two or more hulls (e.g., two parallel hulls) instead of the monohull. In this example, the cap 108 entirely covers the hull 104 (and the components therein). In other examples, however, the maritime vehicle 100 need not include the cap 108 or the cap 108 may only partially cover the hull 104 (and the components disposed therein).

In some examples, the cap 108 can be removably coupled to the hull 104 via a locking system. For example, as illustrated in FIGS. 1A-1K, the locking system can take the form of a plurality of latch mechanisms 128 disposed around a perimeter of the maritime vehicle 100. Thus, the cap 108 can be removed to allow access to the interior of the hull 104. In other examples, however, the cap 108 can be permanently coupled to the hull 104 to permanently conceal the components within the maritime vehicle 100.

The maritime vehicle 100 also includes a plurality of bulkheads 132 arranged within the hull 104. The bulkheads 132 divide the maritime vehicle 100 into a plurality of different compartments for receiving and retaining different components in the maritime vehicle 100.

The maritime vehicle 100 also includes a sensor system that is generally configured to collect data about various components of the maritime vehicle 100 as well as data about the environment surrounding the maritime vehicle 100 (including data about objects in that environment). To this end, the sensor system generally includes a plurality of sensors disposed on an exterior or an interior of the maritime vehicle 100. The sensors can include, for example, one or more pressure sensors (e.g., positioned to detect the pressure of the ambient air external to the maritime vehicle 100, the pressure of the water in which the maritime vehicle 100 is disposed, the pressure within the maritime vehicle 100), one or more temperature sensors (e.g., positioned to measure a temperature of a component of the maritime vehicle 100, a temperature of ambient air external to the maritime vehicle 100, a temperature of water in which the maritime vehicle 100 is disposed), one or more acoustic sensors (e.g., sonar sensors), one or more LIDAR sensors, one or more location sensors (e.g., GPS sensors, compass sensors), one or more motion sensors (e.g., accelerometers, gyroscopes), one or more infrared sensors, one or more water sensors (e.g., a float switch, a capacitive sensor, an ultrasonic sensor, an electrical water sensor, etc.) to determine when water is present and/or present to a given extent (e.g., at a certain volume or level), one or more humidity sensors, one or more power sensors (e.g., configured to detect charging or fueling levels), one or more lighting sensors (e.g., daylight sensors), one or more imaging sensors (e.g., CCD sensors, CMOS sensors), one or more magnetic sensors, or combinations thereof.

The maritime vehicle 100 also includes a power system that is generally configured to power the maritime vehicle 100 (and the components of the maritime vehicle 100). The power system generally includes a thrust system and one or more power sources configured to power the thrust system (and the other components within the maritime vehicle 100). The thrust system is generally configured to propel the maritime vehicle 100 in/on/along the water. The thrust system can be a propeller-based thrust system or can be a jet pump-based thrust system such as the jet pump assembly described in U.S. Provisional Application No. 63/561,166, titled “Jet Pump Assembly for Maritime Vehicle” and filed Mar. 4, 2024, the contents of which are hereby incorporated by reference herein. The one or more power sources can include, for example, one or more batteries, fuel (e.g., gasoline, diesel) stored in tanks carried by the maritime vehicle 100, hydrogen stored in hydrogen tanks carried by the maritime vehicle 100, solar panels (e.g., mounted to an exterior of the vehicle 100), one or more generators, or other sources. The maritime vehicle 100 illustrated in FIGS. 1A-1K includes four battery assemblies each including a rechargeable battery. The maritime vehicle 100 illustrated in FIGS. 1A-1K also includes a retention assembly for the four battery assemblies, e.g., the retention assembly described in U.S. Provisional Application No. 63/561,063, titled “Power System for Maritime Vehicle” and filed Mar. 4, 2024, the contents of which are hereby incorporated by reference herein. The maritime vehicle 100 generally also includes a cooling system configured to cool the thrust system and/or the one or more power sources, thereby preventing these components from overheating and leading to failure of the maritime vehicle 100. For example, the maritime vehicle 100 can include the cooling system described in U.S. Provisional Application No. 63/561,181, titled “Micro-Keel Cooler for Maritime Vehicle” and filed Mar. 4, 2024, the contents of which are hereby incorporated by reference herein.

In operation, the maritime vehicle 100 may be used to deploy and/or retrieve payloads such as, for example, persons, weapons (e.g., drones, missiles, mines, bombs), cargo (e.g., food), scientific instruments, or other equipment. Payloads can be deployed aerially (into the air), underwater, or on the surface of the water. Payloads can also be retrieved from the air, underwater, or the surface of the water. Payloads to be deployed can be disposed in the hull 104, attached to the exterior surface of the hull 104, or attached to the exterior surface of the cap 108 prior to deployment. Likewise, retrieved payloads can be stored in the hull 104, attached to and stored on the exterior surface of the hull 104, or attached to and stored on the exterior surface of the cap 108.

The maritime vehicle 100 can also include other systems to help with the operation of the maritime vehicle 100, for example a ballast system, a navigation system, and a vision system. The ballast system is generally configured to stabilize the maritime vehicle 100 in the water, regardless of whether the maritime vehicle 100 is stationary or on the move. To this end, the maritime vehicle 100 may include one or more ballast tanks or chambers selectively filled with water or air to vary the buoyancy of the maritime vehicle 100. Alternatively or additionally, the ballast system may include and utilize one or more inflatable devices to vary the buoyancy of the maritime vehicle 100. The ballast system may also provide for the selective submerging and re-surfacing of the maritime vehicle 100 in a similar manner. The navigation system, which may for example be an inertial navigation system, utilizes the sensors of the sensor system to track the position and orientation of the maritime vehicle 100 and to guide the maritime vehicle 100 to its desired location in the body of water (or in a different body of water). The vision system is generally configured to capture, process, and analyze images obtained by the one or more image sensors and other data (e.g., data obtained by other sensors in the sensor system). The vision system can in turn identify or classify the environment surrounding the maritime vehicle 100 (including objects in that environment).

The maritime vehicle 100 further includes a communications system that is generally configured to facilitate communication (i) between the maritime vehicle 100 and one or more central (remote) controllers, (ii) between the maritime vehicle 100 and and/or one or more other maritime vehicles 100 and/or other military assets (e.g., planes, ships), and (iii) between different components of the maritime vehicle 100. The communications system generally includes one or more local controllers and one or more communication modules (e.g., one or more antennae, one or more receivers, one or more transmitters, one or more radios, one or more ethernet switches) to effectuate wired or wireless communication between the maritime vehicle 100 and the central controller(s) or other maritime vehicles 100. For example, the maritime vehicle 100 includes a plurality of antennae 136 disposed on an exterior of the cap 108 as well as a plurality of antennae 136 disposed in the hull 104.

The one or more local controllers are generally configured to communicate data (e.g., operational instructions, data from the sensor system, data from other maritime vehicles 100 or military assets) and to perform automated operations of the maritime vehicle 100 based on that data. In some examples, the maritime vehicle 100 includes a plurality of different local controllers. For example, the maritime vehicle 100 can include one or more thrust controllers (for controlling the operation of the thrust system), one or more sensor controllers (for controlling the sensors in the sensor system), one or more payload controllers (for deploying or retrieving payloads), one or more navigation controllers (as part of the navigation system), and one or more ballast controllers (for controlling the ballast system). It will be appreciated that each of the one or more controllers may be implemented as hardware (e.g., processor, die, integrated device), software (e.g., non-transitory processor readable medium), and/or combinations thereof, in one or more devices (e.g., processor, chip, computer, tablet, mobile device).

While not explicitly described or illustrated herein, it will be appreciated that the maritime vehicle 100 includes several additional components. For example, the maritime vehicle 100 includes various sealing elements configured to provide seals between different components of the vehicle 100 (or between the vehicle 100 and the environment surrounding the vehicle 100). As another example, the maritime vehicle 100 also includes various fasteners that help to couple the components of the maritime vehicle 100 together. As yet another example, the maritime vehicle 100 includes cabling that helps to communicatively couple components of the maritime vehicle 100 together. As yet another example, the maritime vehicle 100 includes various electrical components that help to operate the maritime vehicle 100, e.g., one or more relay boards, one or more DC-DC converters, one or more supervisor boards, one or more brain boards.

FIGS. 2A-2S illustrate one example of an adjustable cradle 200 constructed in accordance with the teachings of the present disclosure. Consistent with the discussion above, the adjustable cradle 200 is configured to transport and launch a first maritime vehicle (e.g., the maritime vehicle 100) via a second maritime vehicle that is larger than the first maritime vehicle. The second maritime vehicle generally takes the form of a combatant craft assault boat, a combatant craft medium boat, or another military boat that is often exposed to and generates significant shock levels and/or vibration levels during operation (e.g., due to waves, explosions), though the second maritime vehicle need not strictly be a military boat. More particularly, the adjustable cradle 200 is configured to facilitate the safe transport of the first maritime vehicle to a dispatch location in a body of water using the larger, second maritime vehicle and to facilitate the quick and efficient launch of the first maritime vehicle from the second maritime vehicle into the body of water at the dispatch location, thereby allowing the first maritime vehicle to traverse the body of water separate from the second maritime vehicle. Indeed, the second maritime vehicle is often exposed to and generates significant shock levels (e.g., shock values up to or in excess of 20 g) and vibration levels during operation (e.g., when the second maritime vehicle traverses the body of water at high speeds, is used in dangerous conditions, or is subjected to a collision or an explosion). The adjustable cradle 200 is configured to absorb these shocks and vibrations in a manner that substantially if not completely isolates the first maritime vehicle (carried by the adjustable cradle 200) from these shocks and vibrations, thereby protecting the first maritime vehicle during transport (and even launch). This is particularly true for shock and vibration levels that generate vertical loads (as opposed to side or transverse loads). Preferably, the adjustable cradle 200 is constructed in compliance with military standard MIL-STD-810, such that the first maritime vehicle can withstand shock and vibration levels that are in compliance with this standard (MIL-STD-810).

As best illustrated in FIGS. 2A-2D, the adjustable cradle 200 generally includes a platform 204, a base 208, a lift mechanism 212, an actuator assembly 216, and one or more energy absorbers 220. The platform 204, which may also be referred to as an ASV platform, is specifically configured to receive and support an underside of the first maritime vehicle (e.g., the first maritime vehicle 100). Meanwhile, the base 208 is specifically configured to be removably disposed on and secured to a portion of the second maritime vehicle. The lift mechanism 212 connects the platform 204 and the base 208 such that the platform 204 is movable relative to the base 208 between a launch position (best shown in FIGS. 2A-2D) and a transport position (best shown in FIGS. 2E-2H). The actuator assembly 216 is coupled to the lift mechanism 212 and is configured to actuate the lift mechanism 212 to drive movement of the lift mechanism 212 so as to move the platform 204 relative to the base 208 between the launch position and the transport position, as will be described in greater detail below. Each of the one or more energy absorbers 220 is secured to the base 208 and is configured to substantially if not completely absorb energy due to shocks and vibrations associated with the operation of the second maritime vehicle so as to substantially if not completely prevent the first maritime vehicle (transported via the second maritime vehicle) from being subjected to that energy, which might otherwise damage the first maritime vehicle during transport (and even launch).

As briefly discussed above, the platform 204 is specifically configured to receive and support the underside of the first maritime vehicle. In this example, the platform 204 is specifically configured to receive and support the underside of the maritime vehicle 100 (or a maritime vehicle similar to the vehicle 100). Thus, as best illustrated in FIG. 2I, the platform 204 in this example includes four outer tubes 224 coupled (e.g., fastened, welded) to one another to form a rectangularly-shaped profile. The platform 204 also includes a pair of inner tubes 228 that are coupled (e.g., fastened, welded) to and extend between two of the outer tubes 224.

Further, as best illustrated in FIGS. 2A and 2E, the adjustable cradle 200 can include four wedges 232 that are coupled to the platform 204 and are specifically sized and shaped to receive and support the underside of the maritime vehicle 100 when the maritime vehicle 100 is positioned on the platform 204. Accordingly, at least in this example, each of the wedges 232 has a trapezoidal shape in cross-section that generally conforms to the shape of the underside of the hull 104 of the maritime vehicle 100. As best illustrated in FIGS. 2A and 2B, each wedge 232 is coupled to one of the outer tubes 224 and one of the inner tubes 228 such that each of the wedges 232 is coupled to a top surface of the platform 204. More particularly, the shorter side of each wedge 232 is directly coupled to one of the inner tubes 228 and the taller side of each wedge 232 is directly coupled to one of the outer tubes 224, such that the shorter side of each wedge 232 is positioned inward of the taller side of that wedge 232. In other examples, however, the platform 204 can include a different number of tubes (224, 228) and/or the outer tubes 224 can form a differently shaped platform. In other examples, the adjustable cradle 200 can include more or less wedges 232 and/or the wedges 232 can have a different shape and/or size to accommodate differently shaped and/or sized maritime vehicles.

As also briefly discussed above, the base 208 is specifically configured to be removably disposed on and secured to the portion of the second maritime vehicle. In this example, the base 208 is specifically configured to be removably disposed on and secured to a deck of a military boat, such as, for example, a combatant craft assault boat or a combatant craft medium boat. In other examples, however, the base 208 can be removably disposed on and secured to a deck or other surface of a non-military boat. In this example, the base 208 includes first and second outer walls 236A, 236B as well as first and second inner walls 240A, 240B coupled to and extending between the first and second outer walls 236A, 236B, as best illustrated in FIG. 2J. Each of the first and second outer walls 236A, 236B is preferably made of a plurality of tubes coupled to one another in the manner illustrated in FIG. 2J. Likewise, each of the first and second inner walls 240A, 240B is also preferably made of a plurality of tubes coupled to one another in the manner illustrated in FIG. 2J. However, in other examples, one or more of the outer walls 236A, 236B and/or one or more of the inner walls 240A, 240B can instead be a solid, unitary wall.

The lift mechanism 212 is movable between a raised position, which corresponds to the launch position of the platform 204 and is best shown in FIGS. 2A-2D, and a lowered position, which corresponds to the transport position of the platform 204 and is shown in FIGS. 2E-2H. In this example, the lift mechanism 212 is a single-point scissor lift mechanism that generally includes a first scissor arm 250, a second scissor arm 254 coupled to the first scissor arm 250 (e.g., via a single axis of rotation 256), a first or upper track 258, and a second or lower track 262. The first scissor arm 250 is movably coupled to the platform 204 and fixedly coupled to the base 208, whereas the second scissor arm 254 is movably coupled to the base 208 and fixedly coupled to the platform 204. More particularly, the first scissor arm 250 has a first end 266 that is slidably disposed in the first track 258, which in this example is defined by a pair of opposing U-shaped channels 272 coupled to and carried by the inner tubes 228, respectively, and a second end 270 that is fixed to the base 208 via a pair of first base supports 274 coupled to and carried by the first outer wall 236A, as best illustrated from the combination of FIGS. 2A, 2B, 2J, and 2K. Conversely, the second scissor arm 254 has a first end 278 that is fixed to the platform 204 via a pair of first platform supports 282 each coupled to and carried by one of the outer tubes 224, as best illustrated from the combination of FIGS. 2A and 2I. The second scissor arm 254 also has a second end 286 that is slidably disposed in the second track 262, which, like the first track 258 is defined by a pair of opposing U-shaped channels 290, but the channels 290 are coupled to and carried by the first and second inner walls 240, respectively, as best illustrated from the combination of FIGS. 2A, 2J, and 2P. It will be appreciated that as the lift mechanism 212 moves between its raised position and its lowered position, the first end 266 of the first scissor arm 250 slides within the first track 258 and the second end 286 of the second scissor arm 254 slides within the second track 262. It will also be appreciated that in other examples, the lift mechanism 212 can be a multi-point scissor lift mechanism including two or more scissor arms coupled to another via multiple axes of rotation.

In this example, the actuator assembly 216 is a hydraulic actuator assembly that includes an actuator pump 300, an inlet port 304 for receiving pressurized hydraulic fluid, and a hydraulic cylinder that includes a barrel 308 and a piston rod 312 that is telescopically movable within the barrel 308 responsive to the pressurized hydraulic fluid. In this example, and as will be discussed in greater detail below, the piston rod 312 retracts within the barrel 308 responsive to the pressurized hydraulic fluid. In other examples, however, the piston rod 312 can extend outside of the barrel 308 responsive to the pressurized hydraulic fluid. Moreover, in other examples, and as will be discussed in greater detail below, the actuator assembly 216 can instead take the form of a different type of actuator assembly that utilizes a non-hydraulic type of fluid (e.g., air) or does not utilize fluid at all.

The actuator pump 300, which in this example may also be referred to as a hydraulic pump, is coupled to the base 208 and is configured to hold, pressurize, and selectively distribute pressurized hydraulic fluid, which generally takes the form of mineral oil (but can instead be water or a different hydraulic fluid). The barrel 308 is fixedly coupled to the base 208 via a second base support 316 that is coupled to and carried by the first outer wall 236A. In this example, the second base support 316 is positioned between the first base supports 274, such that the barrel 308 is disposed between and substantially (if not exactly) parallel to the first and second outer walls 240A, 240B. The barrel 308 has an inner diameter that is sized to receive an outer diameter of the piston rod 312. In this example, the barrel 308 has an inner diameter equal to approximately 1.5 inches.

The piston rod 312 is similarly positioned between and substantially parallel to the first and second outer walls 240A, 240B, but is not fixedly coupled to the base 208. Instead, the piston rod 312 is fixedly coupled to the lift mechanism 212 such that movement of the piston rod 312 (relative to the barrel 308) drives movement of the lift mechanism 212 between its raised and lowered positions. In this example, the cylinder rod 312 is fixedly coupled to the lift mechanism 212 via a track rod 320 extending through apertures formed in the second end 286 of the second scissor arm 254 and a shackle 324 that is coupled to both the cylinder rod 312 and the track rod 320 to secure the track rod 320 and the cylinder rod 312 together. Moreover, the piston rod 312 generally has a stroke that is based on the length of the adjustable cradle 200 and the lift height (i.e., the distance in height between the launch and transport positions). In this example, the piston rod 312 has a stroke equal to approximately 20 inches (i.e., the distance between the open and closed positions corresponding to the launch and transport positions, respectively, of the platform 204 is approximately 20 inches). In other examples, however, the cylinder rod 312 can have a larger or shorter stroke and/or can be coupled to the lift mechanism 212 in a different manner.

The actuator assembly 216 in this example further includes a pump support 328 and a locking pin 332 that together help to couple the actuator pump 300 to the base 208. The pump support 328 takes the form of a post that is coupled to the actuator pump 300 via a pair of mounting brackets 334, as best illustrated in FIGS. 2L and 2M. The pump support 328 is in turn coupleable to the base 208 by disposing the pump support 328 over one of the tubes of one of the first and second outer walls 236A, 236B of the base 208. For example, as best illustrated in FIGS. 2A and 2L, the pump support 328 can be disposed over corner tube 336 of the first outer wall 236A. The locking pin 332, meanwhile, is removably disposed in an aperture 340 formed in a bottom portion of the pump support 328 (and an aperture formed in the corner tube 336 that is not visible but is aligned with the aperture 340) to removably couple the pump support 328 to the base 208 (and, in this example, to the corner tube 336). When the locking pin 332 is disposed in these apertures, the pump support 328 and the actuator pump 300 coupled thereto are oriented in a generally upright or vertical position that is generally perpendicular to the platform 204 and the base 208 (which are generally oriented in a horizontal position), as best illustrated in FIGS. 2A, 2L, and 2M.

The inlet port 304 is fluidly connected to the actuator pump 300 via a conventional hydraulic hose (not shown) such that the inlet port 304 can receive the pressurized hydraulic fluid from the actuator pump 300 when desired. In this example, the inlet port 304 is formed in the barrel 308 such that pressurized hydraulic fluid received via the inlet port 304 is directed into the barrel 308 and causes the piston rod 312 to move relative to the barrel 308. More particularly, at least in this example, pressurized hydraulic fluid directed into the barrel 308 via the inlet port 304 causes the piston rod 312 to retract, i.e., move inward, towards the barrel 308. In other examples, however, the inlet port 304 can instead be formed so that the pressurized hydraulic fluid causes the piston rod 312 to extend, i.e., move outwards, away from the barrel 308. Optionally, the barrel 308 can also include a venting port 338 that vents the interior of the barrel 308 to atmosphere. In other examples, however, the port 338 can instead serve as the inlet port (and the port 304 can instead serve as the venting port), in which case the port 338 is adapted to receive the pressurized hydraulic fluid and pressurized fluid directed into the barrel 308 via the port 338 causes the piston rod 312 to extend. In yet other examples, both the port 304 and the port 338 can receive pressurized hydraulic fluid that causes the piston rod 312 to retract or extend relative to the barrel 308.

In this example, the adjustable cradle 200 includes four energy absorbers 220A-220D secured to four different portions of the base 208 at positions offset from a center of the base 208, such that the four energy absorbers 220A-220D are generally equidistant from the center of gravity of the first maritime vehicle (when transported on the second maritime vehicle via the cradle 200), as best illustrated in FIGS. 2A and 2P. The first and second energy absorbers 220A, 220B are secured to the first inner wall 240A of the base 208, with the first energy absorber 220A secured immediately adjacent the first outer wall 236A and the second energy absorber 220B secured immediately adjacent the second outer wall 236B. On the other hand, the third and fourth energy absorbers 220C, 220D are secured to the second inner wall 240B of the base 208, with the third energy absorber 220C secured immediately adjacent the first outer wall 236A and the fourth energy absorber 220D secured immediately adjacent the second outer wall 236B. In other examples, however, the adjustable cradle 200 can include more or less than four energy absorbers so as to alter the deflection and/or the resultant shock levels experienced by the first maritime vehicle during transport. For example, the adjustable cradle 200 can instead include eight energy absorbers, which would in turn decrease the deflection but increase the resultant shock levels experienced by the first maritime vehicle. It will be appreciated that the energy absorbers employed in the adjustable cradle 200 can have different stiffnesses, depending upon factors such as the number of energy absorbers, the size of the adjustable cradle 200, and the size of the first maritime vehicle. Further, it will be appreciated that the energy absorbers employed in the adjustable cradle 200 can be moved closer to or further from the center of mass of the adjustable cradle 200, which will alter the resulting shock values potentially experienced by the first maritime vehicle (when transported on the second maritime vehicle via the cradle 200).

Each of the energy absorbers 220A-220D in this example takes the form of a shock absorber 340 and a shock bracket 344 coupled to the respective shock absorber 340. Each shock absorber 340 preferably takes the form of a wire rope isolator (e.g., manufactured by Enidine) that is configured to absorb significant shock and vibration levels (e.g., shock values up to 10 g, 20 g) in a known manner. The shock absorbers 340 are generally oriented so as to extend axially between the first and second outer walls 236A, 236B, and are directly secured to one of the first and second inner walls 240A, 240B of the base 208 via a plurality of fasteners (e.g., screws). In other words, the base 208 is directly secured to a first, inner portion of each shock absorber 340.

As best illustrated in FIGS. 2P and 2Q, each shock bracket 344 preferably has a triangular shape in cross-section (which the inventors of the present application have found make the shock brackets 344 less likely to buckle) and is secured to a second, outer portion of the respective shock absorber 340 opposite the first, inner portion via a plurality of fasteners (e.g., screws) disposed in apertures 346 formed in the lower or bottom portion 348 of the shock bracket 344. Like the actuator pump 300, each shock bracket 344 is oriented in an upright position that is generally perpendicular to the platform 204 and the base 208. In turn, each shock bracket 344 is positioned to engage a portion of the platform 204 when the platform 204 is in the transport position, and each shock bracket 344 can be directly secured to the portion of the platform 204 via a respective first locking means (not shown) that is removably disposed in an aperture 350 formed in an upper or top portion 352 of the shock bracket 344, as will be described in greater detail below. In this example, each first locking means takes the form of an expandable pin, though in other examples, the first locking means can take the form of a latch, a lock, or any other known type of locking means.

When it is necessary to transport the first maritime vehicle (e.g., to a dispatch location), the adjustable cradle 200 can be utilized to safely transport and/or launch the first maritime vehicle via the second maritime vehicle. To this end, the first maritime vehicle is loaded onto the platform 204 of the cradle 200 and the cradle 200 is loaded onto the second maritime vehicle such that the base 208 is seated on the deck of the second maritime vehicle (these steps can be performed in any order). The base 208 is removably secured to the deck of the second maritime vehicle, e.g., using ratchet straps secured to portions of the base 208 and to rings mounted on the second maritime vehicle. The first maritime vehicle can be loaded onto the platform 204 of the cradle 200 regardless of whether the platform 204 is in the launch position or the transport position, though the launch position is preferred. Indeed, when the platform 204 is in the launch position, the adjustable cradle 200 has a height (measured from the base 208 to the platform 204) that is equal to or greater than a height of a gunwale of the second maritime vehicle, such that the first maritime vehicle can be loaded onto the platform 204 over the gunwale of the second maritime vehicle. The first maritime vehicle can also be loaded onto the platform 204 of the cradle 200 regardless of the orientation of the platform 204 (and the cradle 200) relative to the second maritime vehicle.

Prior to movement of the second maritime vehicle within the body of water, the platform 204 is preferably moved from the launch position to the transport position (if the platform 204 is not already in this position). If the platform 204 is in the launch position, the lift mechanism 212 is actuated so as to drive the lift mechanism 212 from its raised position to its lowered position. In this example, this may be accomplished by an operator of the adjustable cradle 200 releasing the first locking means from the apertures 350. Alternatively, or additionally, this may be accomplished by releasing one or more second locking means (e.g., taking the form of the lock 360 illustrated in FIGS. 2P, 2R, and 2S) that can be used to retain the lift mechanism 212 in its raised position (and, thus, maintain the platform 204 in the launch position). In other examples, however, this may be accomplished by removing the pressurized hydraulic fluid out of the barrel 308 and/or causing the actuator pump 300 to reduce the flow of the pressurized hydraulic fluid to the barrel 308. In any event, the weight of the platform 204, the weight of the first maritime vehicle on the platform 204, and gravity will help drive the lift mechanism 212 to its retracted position.

When the platform 204 reaches its transport position, the adjustable cradle 200 has the compact profile shown in FIG. 2E. The first locking means and the second locking means (e.g., the lock 360) can in turn be employed to help secure the platform 204 in the transport position while ensuring that the first maritime vehicle disposed on the platform 204 is safely transported via the second maritime vehicle. First, for example, as best illustrated in FIG. 2E, each of the shock brackets 344 engages the platform 204, particularly an outer perimeter surface of the platform 204, via the first locking means, thereby coupling the shock brackets 344 (and the shock absorbers 340 directly coupled thereto) to the platform 204 and the first maritime vehicle (on the platform 204). This, in turn, ensures that any shocks and/or vibrations imparted on the first maritime vehicle due to operation of the second maritime vehicle are rigidly transmitted to the shock absorbers 340 via the shock brackets 344. In other words, the shock brackets 344 help to further isolate the platform 204 (and the first maritime vehicle disposed thereon) from the shocks and vibrations absorbed by the shock absorbers 340, respectively. Second, as will be appreciated from FIGS. 2P, 2R, and 2S, each of the locks 360 has a first wing 364 that can engage and be fixed to a portion of one of the platform 204 and the base 208 (e.g., via a fastener), a second wing 368 that can engage and be fixed to a portion of the other of the platform 204 and the base 208 (e.g., via a fastener), and a vertical tail 372 that is disposed between the first and second wings 364, 368 and can be inserted into empty space between the platform 204 and the base 208. At the same time, the engagement between the shock brackets 344 and the platform 204 helps to stabilize the adjustable cradle 200 (and the first maritime vehicle) while the platform 204 is in the transport position. Further, when the platform 204 is in the transport position, the first maritime vehicle is typically positioned at a height that is less than the height of the gunwale of the second maritime vehicle, thereby hiding and preventing visual identification of the first maritime vehicle transported via the second maritime vehicle.

When it is necessary to launch the first maritime vehicle from the second maritime vehicle, the platform 204 is moved from the transport position to the launch position. To this end, the first and second locking means are removed and the lift mechanism 212 is actuated so as to drive the lift mechanism 212 from its lowered position to its raised position. Preferably, and in this example, this is accomplished by causing the actuator pump 300 to direct the pressurized hydraulic fluid into the barrel 308 via the inlet port 304, which, as discussed above, causes the piston rod 312 to partially retract within the barrel 308. Retraction of the piston rod 312 within the barrel 308 in turn causes the first end 266 of the first scissor arm 250 to slide within the first track 258 and the second end 286 of the second scissor arm to slide within the second track 262 until the lift mechanism 212 reaches its raised position (and the platform 204 reaches the launch position). Alternatively, or additionally, the lift mechanism 212 can be pushed from its lowered position to its raised position (e.g., by an operator). In any event, when the platform 204 reaches the launch position, the first maritime vehicle is positioned at a height that is equal to or greater than the height of the gunwale of the second maritime vehicle, allowing the first maritime vehicle to be easily and quickly dispatched by simply pushing the first maritime vehicle off the adjustable cradle 200, over the gunwale and out of the second maritime vehicle, and into the body of water.

Beneficially, because the platform 204 is symmetrical, the first maritime vehicle can quickly and easily dispatched from the adjustable cradle 200 (and the second maritime vehicle) regardless of the orientation of the adjustable cradle 200 relative to the second maritime vehicle. Furthermore, the actuator assembly 216 is modular in nature, which allows the actuator assembly 216 to be easily re-configured as needed based on the orientation of the adjustable cradle 200 relative to the second maritime vehicle (instead of having to rotate the adjustable cradle 200 with the first maritime vehicle disposed thereon or having to remove the first maritime vehicle and then rotate the adjustable cradle 200). Indeed, while in the example illustrated in FIG. 2A the actuator pump 300 is coupled to a first portion of the base 208 (via the pump support 328 and the locking pin 332), the actuator pump 300 can be removed from the first portion of the base 208 and removably coupled to a second portion of the base that is different from the first portion of the base. For example, the actuator pump 300 can be removed from the first portion of the base 208 and instead removably coupled to one of the corner tubes of the second outer wall 236B. This can be accomplished by removing the locking pin 332 and removing the pump support 328 from the corner tube 336 to which the pump support 328 is coupled and then coupling the pump support 328 to the second portion of the base 208 by disposing the pump support 328 over one of the corner tubes of the second outer wall 236B and re-inserting the locking pin 332 in the aperture 340 (and an aperture formed in that corner tube that is not visible but is aligned with the aperture 340).

Further yet, and as briefly discussed above, the adjustable cradle 200 can include an actuator assembly that is different from the hydraulic actuator assembly 216. In one alternative example, not specifically illustrated, the adjustable cradle 200 can include a pneumatic actuator assembly that includes one or more motors and one or more pneumatic cylinders that replace the hydraulic cylinder of the actuator assembly 216 and are driven by the one or more motors to move the lift mechanism 212 between its raised position (corresponding to the launch position of the platform 204) and its lowered position (corresponding to the transport position of the platform 204). In this alternative example, the one or more pneumatic cylinders can be coupled to one or more onboard and/or offboard pneumatic compressors, in which case the actuator pump 300 can instead hold, pressurize, and selectively distribute pneumatic fluid (e.g., air). In another alternative example, illustrated in FIG. 3, the adjustable cradle 200 can include a first example of an electric actuator assembly 400 that includes one or more motors 404, one or more power screws 408, and one or more bearings 412 located at an end of each of the power screws 408. In this example, the electric actuator assembly 400 includes only one motor 404, positioned on one of the walls of the base 208 (e.g., the second outer wall 236B), as well as one power screw 408 extending between the first and second outer walls 236A, 236B of the base 208 and one bearing 412 located at an end of the power screw 408. In other examples, however, the electric actuator assembly 400 can include two motors 404 (e.g., two motors 404 either positioned on the same wall of the base 208 or on different walls of the base 208). In any event, the one or more motors 404 drive movement of the power screw 408 towards or away from the first outer wall 236A of the base 208. The power screw 408 replaces the hydraulic cylinder of the actuator assembly 216 and can be driven by the power screw 408 to move the lift mechanism 212 between its raised position (corresponding to the launch position of the platform 204) and its lowered position (corresponding to the transport position of the platform 204). More particularly, movement of the power screw 408 towards the first outer wall 236A and to the position shown in FIG. 3 moves the lift mechanism 212 to its raised position, whereas movement of the power screw 408 away from the first outer wall 236A moves the lift mechanism 212 to its raised position.

In yet another alternative example, illustrated in FIG. 4, the adjustable cradle 200 can include a second example of an electric actuator assembly 500 that is different from the electric actuator assembly 400 illustrated in FIG. 3. Like the electric actuator assembly 400, the electric actuator assembly 500 includes one or more motors 504 and one or more power screws 508. However, the electric actuator assembly 500 is different from the electric actuator assembly 400 in several ways. First, the electric actuator assembly 500 includes two motors 504 and two power screws 508 driven by the two motors 504, respectively, and the two power screws 508 are not disposed within the base 208 (unlike the power screw 408) and instead serve to couple outer surfaces of the platform 204 and the base 208 together. In this example, the two power screws 508 are oriented vertically (i.e., along a vertical axis that is perpendicular to a horizontal axis like the one along which the power screw 408 moves). In other examples, however, the two power screws 508 may be oriented substantially vertically, i.e., along an axis that is angled relative to both the vertical and horizontal axes. In yet other examples, the electric actuator assembly 500 may include more than two power screws 508 (e.g., three or four power screws 508) and/or more than two motors (e.g., when more than two power screws 508 are employed) or only a single motor, in which case the power screws 508 may be gang driven via a belt, chain, gears, or other linking mechanism.

Second, the electric actuator assembly 500 also includes two carriages 510 coupled (e.g., bolted, bonded, welded) to the platform 204, one carriage 510 for each of the power screws 508, and two screw nuts 514 (only one of which is visible in FIG. 4), with one screw nut 514 coupled to one of the power screws 508 and coupled to one of the carriages 510. More particularly, each of the screw nuts 514 is threaded on one of the power screws 508 and is fixedly secured (e.g., bolted, bonded, welded) to one of the carriages 510, such that rotation of the screws 508 (driven by the motors 504) causes the screw nuts 514 and the carriages 510 secured thereto to translate vertically, i.e., towards or away from the base 208 of the adjustable cradle 200. For example, rotation of the screws 508 in a first direction (e.g., a clockwise direction) will cause the screw nuts 514 and the carriages 510 to translate vertically, relative to the screws 508, from the position shown in FIG. 4, in which the lift mechanism 212 is in its raised position (and the platform 204 is in its launch position), towards the base 208 until the lift mechanism 212 reaches its lowered position and the platform 204 is in its transport position. Conversely, rotation of the screws 508 in a second direction opposite the first direction will cause the screw nuts 514 and the carriages 510 to translate vertically, relative to the screws 508, away from the base 208 until the lift mechanism 212 reaches its raised position shown in FIG. 4. It will be appreciated that the screws 508 will remain in the same position regardless of whether the lift mechanism 212 is in its raised or lowered position.

Finally, although certain maritime vehicles have been described herein in accordance with the teachings of the present disclosure, the scope of coverage of this patent is not limited thereto. On the contrary, while the invention has been shown and described in connection with various preferred embodiments, it is apparent that certain changes and modifications, in addition to those mentioned above, may be made. This patent covers all embodiments of the teachings of the disclosure that fairly fall within the scope of permissible equivalents. Accordingly, it is the intention to protect all variations and modifications that may occur to one of ordinary skill in the art.