Maritime vehicle with recessed tow points

Abstract

A tow assembly for a maritime vehicle and a maritime vehicle including a hull, a first opening formed in the hull, and the tow assembly, the tow assembly coupled to the hull. The tow assembly includes a housing disposed in the first opening of the hull, the housing defining a cavity recessed relative to an exterior surface of the hull. The two assembly also includes a bar coupled to the housing at a position within the cavity, such that the bar is recessed relative to the exterior surface of the hull. The bar defines one or more tow points for the maritime vehicle.

Description

CROSS-REFERENCE TO RELATED APPLICATION

[0001] The present application claims priority to U.S. Provisional Patent Application No. 63 / 561,102, titled “Maritime Vehicle with Recessed Tow Points” and filed on Mar. 4, 2024, the contents of which are hereby incorporated by reference in its entirety.FIELD OF THE DISCLOSURE

[0002] The present disclosure generally relates to maritime vehicles and more specifically to a maritime vehicle having recessed tow points.BACKGROUND OF THE DISCLOSURE

[0003] 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, 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 autonomous.

[0004] Boats often include one or more tow points designed to help launch, recover, or handle the boat. More particularly, tow points facilitate the pushing, pulling, or towing of the boat by a user, a towing vehicle (e.g., an automobile), or a towing apparatus through loading and unloading, no wake zones, and emergency situations. Tow points serve as the primary connection interface between the towing vehicle / apparatus and the boat being towed. Tow points also provide a reliable anchoring point, ensuring stability and control during towing maneuvers. Additionally, tow points are engineered to withstand significant loads and forces exerted during pushing / pulling / towing maneuvers, thereby preventing structural damage to the boat. Further, tow points can be used to push, pull, or tow other vehicles (e.g., other boats), people (e.g., water skiers), or other objects at a desired location (e.g., behind) the boat.

[0005] Known tow points generally take the form of a sturdy metal fixture that is attached to an exterior surface of the hull or deck of the boat and includes one or more eyelets, lops, or hooks that protrude outward from the hull or deck and can be securely connected to tow ropes, cables, or harnesses. FIG. 1A illustrates one example of a known tow point, in the form of a metal hook 52 mounted to an exterior surface of a known boat 50. FIG. 1B illustrates another example of a known tow point, in the form of a metal plate 60 that can be mounted to the exterior surface of the known boat 50 (or a different boat) and includes a curved ring 62 that protrudes outward and is engageable by a tow rope, a cable, a harness, or a user of the boat. And FIG. 1C illustrates another example of a known tow point, in the form of a tow bar 70 that can be attached to an exterior surface of a boat and protrudes outward so as to be engageable by a tow rope, a cable, a harness, or a user of the boat.SUMMARY

[0006] A tow assembly for a maritime vehicle and a maritime vehicle including a hull, a first opening formed in the hull, and the tow assembly, the tow assembly coupled to the hull. The tow assembly includes a housing disposed in the first opening of the hull, the housing defining a cavity recessed relative to an exterior surface of the hull. The two assembly also includes a bar coupled to the housing at a position within the cavity, such that the bar is recessed relative to the exterior surface of the hull. The bar defines one or more tow points for the maritime vehicle.BRIEF DESCRIPTION OF THE DRAWINGS

[0007] 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:

[0008] FIG. 1A is a perspective view of a portion of one example of a known maritime vehicle having one example of a known tow point;

[0009] FIG. 1B is a perspective view of another example of a known tow point;

[0010] FIG. 1C is a perspective view of another example of a known tow point;

[0011] FIG. 2A is a top perspective view of an example of a maritime vehicle constructed in accordance with the teachings of the present disclosure;

[0012] FIG. 2B is a front view of the maritime vehicle of FIG. 2A;

[0013] FIG. 2C is a rear view of the maritime vehicle of FIG. 2A;

[0014] FIG. 2D is a bottom perspective view of the maritime vehicle of FIG. 2A;

[0015] FIG. 2E is another bottom perspective view of the maritime vehicle of FIG. 2A;

[0016] FIG. 2F is similar to FIG. 2A, but with the cap and various components of the maritime vehicle removed for illustrative purposes;

[0017] FIG. 2G is similar to FIG. 2F, but with additional components of the maritime vehicle removed for illustrative purposes;

[0018] FIG. 2H is a rear, perspective view of the maritime vehicle of FIG. 2F;

[0019] FIG. 2I is a first cross-sectional view taken along line I-I in FIG. 2A;

[0020] FIG. 2J is a second cross-sectional view taken along line J-J in FIG. 2A;

[0021] FIG. 2K is similar to FIG. 2A, but with the latching assembly of the maritime vehicle partially removed for illustrative purposes;

[0022] FIG. 3A is similar to FIG. 2C, but shows how the maritime vehicle of FIGS. 2A-2K can include tow assemblies constructed in accordance with the teachings of the present disclosure;

[0023] FIG. 3B is a close-up, perspective view of one of the tow assemblies shown in FIG. 3A;

[0024] FIG. 3C is a rear view of the tow assembly of FIG. 3B removed from the maritime vehicle;

[0025] FIG. 3D is a front view of the tow assembly of FIG. 3C, showing a plate of the tow assembly;

[0026] FIG. 3E is similar to FIG. 3D, but shows the tow assembly with a different plate coupled thereto;

[0027] FIG. 3F is similar to FIG. 3B, but shows an antenna holder coupled to the tow assembly; and

[0028] FIG. 3G is similar to FIG. 3C but shows the tow assembly with a different plate coupled thereto.DETAILED DESCRIPTION

[0029] The present disclosure is directed to a maritime vehicle that is primarily intended for use for military purposes (e.g., for naval defense, patrolling waters and enforcing laws, reconnaissance, naval exploration, monitoring) but can also be used for other purposes if desired. The maritime vehicle is small(er), durable, and portable, both in use and when not in use but in transit between two different locations (e.g., two bodies of water). In use, the maritime vehicle is configured to quickly, efficiently, and stealthily traverse a body of water once dispatched (e.g., from other maritime vehicles, beachheads, or an airdrop). The maritime vehicle 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 can collaborate with other similar maritime vehicles and / or military assets when necessary. The maritime vehicle is preferably unmanned and autonomous though need not be.

[0030] FIGS. 2A-2K and 3A-3G illustrate one example of a maritime vehicle 100 constructed in accordance with the teachings of the present disclosure. The maritime vehicle 100 is an unmanned vessel configured to autonomously traverse a body of water. 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 mono-hull 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.

[0031] 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 mono-hull. 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).

[0032] In some examples, the cap 108 can be removably coupled to the hull 104 via a locking system. For example, as illustrated in FIGS. 2A-2K, 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.

[0033] 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.

[0034] 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.

[0035] 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), or other sources. The maritime vehicle 100 illustrated in FIGS. 2A-2K includes four battery assemblies each including a rechargeable battery. The maritime vehicle 100 illustrated in FIGS. 2A-2K 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.

[0036] 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, from 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.

[0037] 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).

[0038] 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 disposed on an exterior of the cap 108 as well as a plurality of antennae disposed in the hull 104.

[0039] 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).

[0040] 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.

[0041] Like known boats such as the known boat 50 illustrated in FIG. 1A, the maritime vehicle 100 further includes one or more tow points configured to help launch, recover, or handle the maritime vehicle 100. However, the tow points of the maritime vehicle 100 are different from the tow point of the known boat 50 (i.e., the metal hook 52), the tow points illustrated in FIGS. 1B and 1C, and other known tow points. Instead, as best illustrated in FIGS. 2F-2H and 3A-3D, the tow points of the maritime vehicle 100, which are defined by one or more tow assemblies 200, are recessed relative to an exterior surface of the hull 104. In other words, the tow portions of the maritime vehicle 100 are through hull tow points. Recessing the one or more tow assemblies 200 within the hull 104 significantly reduces the likelihood that the one or more tow assemblies 200 will be damaged (e.g., by a towing apparatus) and reduces the likelihood that the one or more tow assemblies 200 will cause damage (e.g., to a user). Moreover, each of the one or more tow assemblies 200 includes a plate 204 that is at least partially positioned within the interior 110 of the hull 104 and is sized to receive and retain one or more other components of the maritime vehicle 100, such as, for example, a board (e.g., a relay board, a supervisor board, a brain board) and / or an antenna holder configured to hold an antenna of the plurality of antennae.

[0042] In the example illustrated in FIGS. 2A-2K and 3A-3D, the maritime vehicle 100 includes two tow assemblies 200-a first tow assembly 200A and a second tow assembly 200B. The first tow assembly 200A and the second tow assembly 200B are structurally and functionally identical to one another, with the exception that the first and second tow assemblies 200A, 200B are coupled to different portions of the hull 104. In this example, the first tow assembly 200A is coupled to a first portion of the hull 104 via a first opening 208 formed in the hull 104 and the second tow assembly 200B is coupled to a second portion of the hull 104 via a second opening 212 formed in the hull 104. In particular, the first opening 208 is partially formed in the stern 116 of the hull 104 and partially formed in one of the sides 120 of the hull 104, such that the first tow assembly 200A is located at a first, rear corner of the hull 104, whereas the second opening 212 is partially formed in the stern 116 of the hull 104 and partially formed in the other of the sides 120 of the hull 104, such that the second tow assembly 200B is located at a second, rear corner of the hull 104 opposite the first, rear corner of the hull 104. So positioned, the first and second tow assemblies 200A and 200B not only provide reliable anchoring points, ensuring stability and control during towing maneuvers, but the tow points defined by the first and second tow assemblies 200A and 200B are able to withstand greater loads and forces than known tow points. Additionally, it will be appreciated that the two tow assemblies 200 can be used for different purposes. For example, the first tow assembly 200A can be used to tie the maritime vehicle 100 to another object while the second tow assembly 200B can be used to pick-up the maritime vehicle 100.

[0043] As best illustrated in FIGS. 3C and 3D, the first tow assembly 200A includes a housing 216 and a bar 220 that is coupled to the housing 216 and specifically defines tow points for pushing, pulling, or towing the maritime vehicle 100 or pushing, pulling, or towing other vehicles (e.g., other maritime vehicles), people, or other objects. The housing 216 is generally sized and shaped to be disposed in the first opening 208 formed in the hull 104. More particularly, the housing 216 has an irregular shape defined by a top wall 224, a bottom wall 228, a rear wall 232, and two side walls 236, 240. As best illustrated in FIG. 3C, the top wall 224 and the bottom wall 228 each have a substantially triangular shape, whereas the rear wall 232 and the side walls 236, 240 each have a rectangular shape. The housing 216 also includes a recessed cavity 244 defined by the walls 224, 228, 232, 236, 240. The recessed cavity 244 is recessed relative to an exterior surface 246 of the hull 104. The recessed cavity 244 is also recessed relative to outwardly facing perimeter edges of the walls 224, 228, 236, 240. Meanwhile, the bar 220 is coupled to the housing 216 and is sized to allow a user of the maritime vehicle 100 to grip the bar 220 and move (e.g., pick-up, pull) the maritime vehicle 100. The bar 220 is also sized and arranged to serve as a reliable and strong anchoring point for a vehicle (e.g., an automobile, another maritime vehicle), a towing apparatus, people (e.g., water skiers), or other objects. More particularly, the bar 220 is welded to the walls 224-240 at a position within the recessed cavity 244. In this example, the bar 220 has three portions-a first bar portion 248, a second bar portion 252, and a third bar portion256. The first bar portion 248 is directly coupled to and extends between the top and bottom walls 224, 228 at a corner of the hull 104. As such, the first bar portion 248 extends in a vertical direction. The second bar portion 252 is directly coupled to and extends between the side wall 236 and the first bar portion 248, while the third bar portion 256 is directly coupled to and extends between the side wall 240 and the first bar portion 248. As such, each of the second and third bar portions 252, 256 extends in a horizontal direction that is generally perpendicular to the first bar portion 248.

[0044] As best illustrated in FIG. 3D, the first tow assembly 200A also includes the plate 204, which can, for example, be used to mount other components of the maritime vehicle 100 to the first two assembly 200A. The plate 204 is coupled to an exterior surface of the rear wall 232 such that the plate 204 is positioned outside of the recessed cavity 244. In this example, the plate 204 is a solid plate having a rectangular shape. In other examples, however, the plate 204 can have a different shape and / or include one or more mounting apertures for mounting components to the plate 204. For example, as illustrated in FIGS. 3E and 3F, the plate 204 can include four mounting apertures 264 sized to respectively receive four fasteners (not shown) to mount an antenna holder 268 to the plate 204 (and, thus, to the first tow assembly 200A and the maritime vehicle 100 more generally). Likewise, the size of the plate 204 can vary. For example, as illustrated in FIGS. 3E and 3F, the plate 204 can be shorter in height than the plate 204 illustrated in FIGS. 3C and 3D. As another example, the plate 204 can be shorter than height than the plate 204 illustrated in FIGS. 3C-3F such that the plate 204 is no longer visible from behind the first tow assembly 200A).

[0045] As briefly discussed above, and as best illustrated in FIGS. 2F-2H, 3A, and 3B, the housing 216 of the first tow assembly 200A is disposed in the first opening 208 in the hull 104. When the housing 216 of the first tow assembly 200A is disposed in the first opening 208, the side wall 236 of the housing 216 engages a portion of the stern 116 of the hull 104 and the side wall 238 of the housing 216 engages a portion of one of the side walls 120 of the hull 104. Meanwhile, the top wall 224 of the housing 216 engages a portion of the hull 104 and extends over an interior portion of the hull 104, whereas the bottom wall 228 of the housing 216 engages a portion of the stern 116 of the hull 104 and a portion of one of the side walls 120 of the hull 104. In turn, the recessed cavity 244 of the first tow assembly 200A faces rearward and outward (i.e., toward the environment surrounding the maritime vehicle 100), whereas the plate 204 of the first tow assembly 200A is disposed within and faces the interior 110 of the hull 104. As such, the plate 204 is optimally positioned to receive and hold a relay board 272 (see FIG. 2F), a supervisor board, or another electronic component of the maritime vehicle 100.

[0046] As also briefly discussed above, the second tow assembly 200B is structurally and functionally identical to the first tow assembly 200A. Thus, further details about the second tow assembly 200B are omitted for brevity. It will also be appreciated that in other examples, the maritime vehicle 100 can include only one tow assembly 200 or can include more than two tow assemblies 200. It will also be appreciated that in other examples, the tow assemblies 200 can be coupled to different portions of the hull 104. For example, a tow assembly 200 can be coupled to the hull 104 via an opening partially or entirely formed in the bow of the hull 104.

[0047] 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.

Examples

Embodiment Construction

[0029]The present disclosure is directed to a maritime vehicle that is primarily intended for use for military purposes (e.g., for naval defense, patrolling waters and enforcing laws, reconnaissance, naval exploration, monitoring) but can also be used for other purposes if desired. The maritime vehicle is small(er), durable, and portable, both in use and when not in use but in transit between two different locations (e.g., two bodies of water). In use, the maritime vehicle is configured to quickly, efficiently, and stealthily traverse a body of water once dispatched (e.g., from other maritime vehicles, beachheads, or an airdrop). The maritime vehicle 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 can collaborate with other similar maritime vehicles and / or military assets when necessary. The maritime vehicle is preferably unmanned and autonomous though need not be.

[003...

CROSS-REFERENCE TO RELATED APPLICATION

[0001] The present application claims priority to U.S. Provisional Patent Application No. 63 / 561,102, titled “Maritime Vehicle with Recessed Tow Points” and filed on Mar. 4, 2024, the contents of which are hereby incorporated by reference in its entirety.FIELD OF THE DISCLOSURE

[0002] The present disclosure generally relates to maritime vehicles and more specifically to a maritime vehicle having recessed tow points.BACKGROUND OF THE DISCLOSURE

[0003] 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, 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 autonomous.

[0004] Boats often include one or more tow points designed to help launch, recover, or handle the boat. More particularly, tow points facilitate the pushing, pulling, or towing of the boat by a user, a towing vehicle (e.g., an automobile), or a towing apparatus through loading and unloading, no wake zones, and emergency situations. Tow points serve as the primary connection interface between the towing vehicle / apparatus and the boat being towed. Tow points also provide a reliable anchoring point, ensuring stability and control during towing maneuvers. Additionally, tow points are engineered to withstand significant loads and forces exerted during pushing / pulling / towing maneuvers, thereby preventing structural damage to the boat. Further, tow points can be used to push, pull, or tow other vehicles (e.g., other boats), people (e.g., water skiers), or other objects at a desired location (e.g., behind) the boat.

[0005] Known tow points generally take the form of a sturdy metal fixture that is attached to an exterior surface of the hull or deck of the boat and includes one or more eyelets, lops, or hooks that protrude outward from the hull or deck and can be securely connected to tow ropes, cables, or harnesses. FIG. 1A illustrates one example of a known tow point, in the form of a metal hook 52 mounted to an exterior surface of a known boat 50. FIG. 1B illustrates another example of a known tow point, in the form of a metal plate 60 that can be mounted to the exterior surface of the known boat 50 (or a different boat) and includes a curved ring 62 that protrudes outward and is engageable by a tow rope, a cable, a harness, or a user of the boat. And FIG. 1C illustrates another example of a known tow point, in the form of a tow bar 70 that can be attached to an exterior surface of a boat and protrudes outward so as to be engageable by a tow rope, a cable, a harness, or a user of the boat.SUMMARY

[0006] A tow assembly for a maritime vehicle and a maritime vehicle including a hull, a first opening formed in the hull, and the tow assembly, the tow assembly coupled to the hull. The tow assembly includes a housing disposed in the first opening of the hull, the housing defining a cavity recessed relative to an exterior surface of the hull. The two assembly also includes a bar coupled to the housing at a position within the cavity, such that the bar is recessed relative to the exterior surface of the hull. The bar defines one or more tow points for the maritime vehicle.BRIEF DESCRIPTION OF THE DRAWINGS

[0007] 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:

[0008] FIG. 1A is a perspective view of a portion of one example of a known maritime vehicle having one example of a known tow point;

[0009] FIG. 1B is a perspective view of another example of a known tow point;

[0010] FIG. 1C is a perspective view of another example of a known tow point;

[0011] FIG. 2A is a top perspective view of an example of a maritime vehicle constructed in accordance with the teachings of the present disclosure;

[0012] FIG. 2B is a front view of the maritime vehicle of FIG. 2A;

[0013] FIG. 2C is a rear view of the maritime vehicle of FIG. 2A;

[0014] FIG. 2D is a bottom perspective view of the maritime vehicle of FIG. 2A;

[0015] FIG. 2E is another bottom perspective view of the maritime vehicle of FIG. 2A;

[0016] FIG. 2F is similar to FIG. 2A, but with the cap and various components of the maritime vehicle removed for illustrative purposes;

[0017] FIG. 2G is similar to FIG. 2F, but with additional components of the maritime vehicle removed for illustrative purposes;

[0018] FIG. 2H is a rear, perspective view of the maritime vehicle of FIG. 2F;

[0019] FIG. 2I is a first cross-sectional view taken along line I-I in FIG. 2A;

[0020] FIG. 2J is a second cross-sectional view taken along line J-J in FIG. 2A;

[0021] FIG. 2K is similar to FIG. 2A, but with the latching assembly of the maritime vehicle partially removed for illustrative purposes;

[0022] FIG. 3A is similar to FIG. 2C, but shows how the maritime vehicle of FIGS. 2A-2K can include tow assemblies constructed in accordance with the teachings of the present disclosure;

[0023] FIG. 3B is a close-up, perspective view of one of the tow assemblies shown in FIG. 3A;

[0024] FIG. 3C is a rear view of the tow assembly of FIG. 3B removed from the maritime vehicle;

[0025] FIG. 3D is a front view of the tow assembly of FIG. 3C, showing a plate of the tow assembly;

[0026] FIG. 3E is similar to FIG. 3D, but shows the tow assembly with a different plate coupled thereto;

[0027] FIG. 3F is similar to FIG. 3B, but shows an antenna holder coupled to the tow assembly; and

[0028] FIG. 3G is similar to FIG. 3C but shows the tow assembly with a different plate coupled thereto.DETAILED DESCRIPTION

[0029] The present disclosure is directed to a maritime vehicle that is primarily intended for use for military purposes (e.g., for naval defense, patrolling waters and enforcing laws, reconnaissance, naval exploration, monitoring) but can also be used for other purposes if desired. The maritime vehicle is small(er), durable, and portable, both in use and when not in use but in transit between two different locations (e.g., two bodies of water). In use, the maritime vehicle is configured to quickly, efficiently, and stealthily traverse a body of water once dispatched (e.g., from other maritime vehicles, beachheads, or an airdrop). The maritime vehicle 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 can collaborate with other similar maritime vehicles and / or military assets when necessary. The maritime vehicle is preferably unmanned and autonomous though need not be.

[0030] FIGS. 2A-2K and 3A-3G illustrate one example of a maritime vehicle 100 constructed in accordance with the teachings of the present disclosure. The maritime vehicle 100 is an unmanned vessel configured to autonomously traverse a body of water. 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 mono-hull 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.

[0031] 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 mono-hull. 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).

[0032] In some examples, the cap 108 can be removably coupled to the hull 104 via a locking system. For example, as illustrated in FIGS. 2A-2K, 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.

[0033] 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.

[0034] 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.

[0035] 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), or other sources. The maritime vehicle 100 illustrated in FIGS. 2A-2K includes four battery assemblies each including a rechargeable battery. The maritime vehicle 100 illustrated in FIGS. 2A-2K 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.

[0036] 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, from 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.

[0037] 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).

[0038] 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 disposed on an exterior of the cap 108 as well as a plurality of antennae disposed in the hull 104.

[0039] 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).

[0040] 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.

[0041] Like known boats such as the known boat 50 illustrated in FIG. 1A, the maritime vehicle 100 further includes one or more tow points configured to help launch, recover, or handle the maritime vehicle 100. However, the tow points of the maritime vehicle 100 are different from the tow point of the known boat 50 (i.e., the metal hook 52), the tow points illustrated in FIGS. 1B and 1C, and other known tow points. Instead, as best illustrated in FIGS. 2F-2H and 3A-3D, the tow points of the maritime vehicle 100, which are defined by one or more tow assemblies 200, are recessed relative to an exterior surface of the hull 104. In other words, the tow portions of the maritime vehicle 100 are through hull tow points. Recessing the one or more tow assemblies 200 within the hull 104 significantly reduces the likelihood that the one or more tow assemblies 200 will be damaged (e.g., by a towing apparatus) and reduces the likelihood that the one or more tow assemblies 200 will cause damage (e.g., to a user). Moreover, each of the one or more tow assemblies 200 includes a plate 204 that is at least partially positioned within the interior 110 of the hull 104 and is sized to receive and retain one or more other components of the maritime vehicle 100, such as, for example, a board (e.g., a relay board, a supervisor board, a brain board) and / or an antenna holder configured to hold an antenna of the plurality of antennae.

[0042] In the example illustrated in FIGS. 2A-2K and 3A-3D, the maritime vehicle 100 includes two tow assemblies 200-a first tow assembly 200A and a second tow assembly 200B. The first tow assembly 200A and the second tow assembly 200B are structurally and functionally identical to one another, with the exception that the first and second tow assemblies 200A, 200B are coupled to different portions of the hull 104. In this example, the first tow assembly 200A is coupled to a first portion of the hull 104 via a first opening 208 formed in the hull 104 and the second tow assembly 200B is coupled to a second portion of the hull 104 via a second opening 212 formed in the hull 104. In particular, the first opening 208 is partially formed in the stern 116 of the hull 104 and partially formed in one of the sides 120 of the hull 104, such that the first tow assembly 200A is located at a first, rear corner of the hull 104, whereas the second opening 212 is partially formed in the stern 116 of the hull 104 and partially formed in the other of the sides 120 of the hull 104, such that the second tow assembly 200B is located at a second, rear corner of the hull 104 opposite the first, rear corner of the hull 104. So positioned, the first and second tow assemblies 200A and 200B not only provide reliable anchoring points, ensuring stability and control during towing maneuvers, but the tow points defined by the first and second tow assemblies 200A and 200B are able to withstand greater loads and forces than known tow points. Additionally, it will be appreciated that the two tow assemblies 200 can be used for different purposes. For example, the first tow assembly 200A can be used to tie the maritime vehicle 100 to another object while the second tow assembly 200B can be used to pick-up the maritime vehicle 100.

[0043] As best illustrated in FIGS. 3C and 3D, the first tow assembly 200A includes a housing 216 and a bar 220 that is coupled to the housing 216 and specifically defines tow points for pushing, pulling, or towing the maritime vehicle 100 or pushing, pulling, or towing other vehicles (e.g., other maritime vehicles), people, or other objects. The housing 216 is generally sized and shaped to be disposed in the first opening 208 formed in the hull 104. More particularly, the housing 216 has an irregular shape defined by a top wall 224, a bottom wall 228, a rear wall 232, and two side walls 236, 240. As best illustrated in FIG. 3C, the top wall 224 and the bottom wall 228 each have a substantially triangular shape, whereas the rear wall 232 and the side walls 236, 240 each have a rectangular shape. The housing 216 also includes a recessed cavity 244 defined by the walls 224, 228, 232, 236, 240. The recessed cavity 244 is recessed relative to an exterior surface 246 of the hull 104. The recessed cavity 244 is also recessed relative to outwardly facing perimeter edges of the walls 224, 228, 236, 240. Meanwhile, the bar 220 is coupled to the housing 216 and is sized to allow a user of the maritime vehicle 100 to grip the bar 220 and move (e.g., pick-up, pull) the maritime vehicle 100. The bar 220 is also sized and arranged to serve as a reliable and strong anchoring point for a vehicle (e.g., an automobile, another maritime vehicle), a towing apparatus, people (e.g., water skiers), or other objects. More particularly, the bar 220 is welded to the walls 224-240 at a position within the recessed cavity 244. In this example, the bar 220 has three portions-a first bar portion 248, a second bar portion 252, and a third bar portion256. The first bar portion 248 is directly coupled to and extends between the top and bottom walls 224, 228 at a corner of the hull 104. As such, the first bar portion 248 extends in a vertical direction. The second bar portion 252 is directly coupled to and extends between the side wall 236 and the first bar portion 248, while the third bar portion 256 is directly coupled to and extends between the side wall 240 and the first bar portion 248. As such, each of the second and third bar portions 252, 256 extends in a horizontal direction that is generally perpendicular to the first bar portion 248.

[0044] As best illustrated in FIG. 3D, the first tow assembly 200A also includes the plate 204, which can, for example, be used to mount other components of the maritime vehicle 100 to the first two assembly 200A. The plate 204 is coupled to an exterior surface of the rear wall 232 such that the plate 204 is positioned outside of the recessed cavity 244. In this example, the plate 204 is a solid plate having a rectangular shape. In other examples, however, the plate 204 can have a different shape and / or include one or more mounting apertures for mounting components to the plate 204. For example, as illustrated in FIGS. 3E and 3F, the plate 204 can include four mounting apertures 264 sized to respectively receive four fasteners (not shown) to mount an antenna holder 268 to the plate 204 (and, thus, to the first tow assembly 200A and the maritime vehicle 100 more generally). Likewise, the size of the plate 204 can vary. For example, as illustrated in FIGS. 3E and 3F, the plate 204 can be shorter in height than the plate 204 illustrated in FIGS. 3C and 3D. As another example, the plate 204 can be shorter than height than the plate 204 illustrated in FIGS. 3C-3F such that the plate 204 is no longer visible from behind the first tow assembly 200A).

[0045] As briefly discussed above, and as best illustrated in FIGS. 2F-2H, 3A, and 3B, the housing 216 of the first tow assembly 200A is disposed in the first opening 208 in the hull 104. When the housing 216 of the first tow assembly 200A is disposed in the first opening 208, the side wall 236 of the housing 216 engages a portion of the stern 116 of the hull 104 and the side wall 238 of the housing 216 engages a portion of one of the side walls 120 of the hull 104. Meanwhile, the top wall 224 of the housing 216 engages a portion of the hull 104 and extends over an interior portion of the hull 104, whereas the bottom wall 228 of the housing 216 engages a portion of the stern 116 of the hull 104 and a portion of one of the side walls 120 of the hull 104. In turn, the recessed cavity 244 of the first tow assembly 200A faces rearward and outward (i.e., toward the environment surrounding the maritime vehicle 100), whereas the plate 204 of the first tow assembly 200A is disposed within and faces the interior 110 of the hull 104. As such, the plate 204 is optimally positioned to receive and hold a relay board 272 (see FIG. 2F), a supervisor board, or another electronic component of the maritime vehicle 100.

[0046] As also briefly discussed above, the second tow assembly 200B is structurally and functionally identical to the first tow assembly 200A. Thus, further details about the second tow assembly 200B are omitted for brevity. It will also be appreciated that in other examples, the maritime vehicle 100 can include only one tow assembly 200 or can include more than two tow assemblies 200. It will also be appreciated that in other examples, the tow assemblies 200 can be coupled to different portions of the hull 104. For example, a tow assembly 200 can be coupled to the hull 104 via an opening partially or entirely formed in the bow of the hull 104.

[0047] 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.

Examples

Embodiment Construction

[0029]The present disclosure is directed to a maritime vehicle that is primarily intended for use for military purposes (e.g., for naval defense, patrolling waters and enforcing laws, reconnaissance, naval exploration, monitoring) but can also be used for other purposes if desired. The maritime vehicle is small(er), durable, and portable, both in use and when not in use but in transit between two different locations (e.g., two bodies of water). In use, the maritime vehicle is configured to quickly, efficiently, and stealthily traverse a body of water once dispatched (e.g., from other maritime vehicles, beachheads, or an airdrop). The maritime vehicle 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 can collaborate with other similar maritime vehicles and / or military assets when necessary. The maritime vehicle is preferably unmanned and autonomous though need not be.

[003...

Claims

1. A maritime vehicle, comprising:a hull;a first opening formed in the hull; anda tow assembly coupled to the hull, the tow assembly comprising:a housing disposed in the first opening of the hull, the housing defining a cavity recessed relative to an exterior surface of the hull; anda bar coupled to the housing at a position within the cavity, such that the bar is recessed relative to the exterior surface of the hull, wherein the bar defines one or more tow points for the maritime vehicle.

2. The maritime vehicle of claim 1, wherein the hull is a mono-hull.

3. The maritime vehicle of claim 1, wherein the first opening is formed in a stern of the hull.

4. The maritime vehicle of claim 1, wherein the hull comprises a bow, a stern, two sides, and a keel coupled to one another, and wherein the first opening is partially formed in the stern and partially formed in one of the two sides.

5. The maritime vehicle of claim 1, the tow assembly further comprising a plate coupled to the housing at a position outside of the cavity.

6. The maritime vehicle of claim 5, further comprising a relay or supervisor board coupled to the plate.

7. The maritime vehicle of claim 5, wherein the plate is disposed within an interior of the hull.

8. The maritime vehicle of claim 5, the tow assembly further comprising an antenna holder sized to hold an antenna therein, the antenna holder coupled to the plate.

9. The maritime vehicle of claim 1, wherein the bar is welded to the housing.

10. The maritime vehicle of claim 1, wherein the bar comprises a first bar portion and a second bar portion, wherein the first bar portion extends in a first direction and the second bar portion extends in a second direction substantially perpendicular to the first direction.

11. The maritime vehicle of claim 1, the tow assembly further comprising an antenna holder sized to hold an antenna therein.

12. A maritime vehicle, comprising:a hull;a first opening formed in a first portion of the hull;a second opening formed in a second portion of the hull;a first tow assembly coupled to the first portion of the hull, the first tow assembly comprising:a first housing disposed in the first opening of the hull, the housing defining a first cavity recessed relative to an exterior surface of the hull; anda first bar coupled to the first housing at a position within the first cavity, such that the first bar is recessed relative to the exterior surface of the hull, wherein the first bar defines one or more first tow points for the maritime vehicle; anda second tow assembly coupled to the second portion of the hull, the second tow assembly comprising:a second housing disposed in the second opening of the hull, the second housing defining a second cavity recessed relative to the exterior surface of the hull; anda second bar coupled to the second housing at a position within the second cavity, such that the second bar is recessed relative to the exterior surface of the hull, wherein the second bar defines one or more second tow points for the maritime vehicle.

13. The maritime vehicle of claim 12, wherein each of the first and second openings is formed in a stern of the hull.

14. The maritime vehicle of claim 12, wherein the hull comprises a bow, a stern, two sides, and a keel coupled to one another, wherein the first opening is partially formed in the stern and partially formed in one of the two sides, and wherein the second opening is partially formed in the stern and partially formed in the other of the two sides.

15. The maritime vehicle of claim 12, the first tow assembly further comprising a first plate coupled to the first housing at a position outside of the first cavity.

16. The maritime vehicle of claim 15, wherein the first plate is disposed within an interior of the hull.

17. The maritime vehicle of claim 15, the first tow assembly further comprising an antenna holder sized to hold an antenna therein, the antenna holder coupled to the first plate.

18. The maritime vehicle of claim 12, wherein the first bar is welded to the first housing.

19. The maritime vehicle of claim 12, wherein the first bar comprises a first bar portion and a second bar portion, wherein the first bar portion extends in a first direction and the second bar portion extends in a second direction substantially perpendicular to the first direction.

20. A tow assembly for a maritime vehicle, the tow assembly comprising:a housing adapted to be disposed in a first opening of a hull of the maritime vehicle, the housing defining a cavity recessed relative to an exterior surface of the hull; anda bar coupled to the housing at a position within the cavity, such that the bar is recessed relative to the exterior surface of the hull, wherein the bar defines one or more tow points for the maritime vehicle.

Images