Adjustable Cradle for Transporting and Launching a First Maritime Vehicle via a Second Maritime Vehicle

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.

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.

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.

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.

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.

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

The maritime vehiclegenerally includes a hulland a capthat is coupled to the hullto secure various components within the maritime vehicle. The hullis at least partially disposed in the body of water in which the maritime vehicleis traversing. The hullin this example is a monohull that has a front (or bow), a rear (or stern), two sides, and a keelcoupled to another. The front, the rear, the sides, and the keelcan be welded together or can be coupled to one another in a different manner. For example, the front, the rear, the sides, and the keelcan 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 hullis configured such that the hull provides a continuous planning surface that allows the maritime vehicleto 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 capis coupled to the hullto cover and/or conceal the components of the maritime vehicledisposed in and carried by the hullas the maritime vehicletraverses the body of water. At the same time, the capcan be removed from the hullto facilitate access to the components disposed within the interior of the maritime vehicle.

In this example, the hulland the capeach 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 hullis 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 vehiclecan include two or more hulls (e.g., two parallel hulls) instead of the monohull. In this example, the capentirely covers the hull(and the components therein). In other examples, however, the maritime vehicleneed not include the capor the capmay only partially cover the hull(and the components disposed therein).

In some examples, the capcan be removably coupled to the hullvia a locking system. For example, as illustrated in, the locking system can take the form of a plurality of latch mechanismsdisposed around a perimeter of the maritime vehicle. Thus, the capcan be removed to allow access to the interior of the hull. In other examples, however, the capcan be permanently coupled to the hullto permanently conceal the components within the maritime vehicle.

The maritime vehiclealso includes a plurality of bulkheadsarranged within the hull. The bulkheadsdivide the maritime vehicleinto a plurality of different compartments for receiving and retaining different components in the maritime vehicle.

The maritime vehiclealso includes a sensor system that is generally configured to collect data about various components of the maritime vehicleas well as data about the environment surrounding the maritime vehicle(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. 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, the pressure of the water in which the maritime vehicleis disposed, the pressure within the maritime vehicle), one or more temperature sensors (e.g., positioned to measure a temperature of a component of the maritime vehicle, a temperature of ambient air external to the maritime vehicle, a temperature of water in which the maritime vehicleis 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 vehiclealso includes a power system that is generally configured to power the maritime vehicle(and the components of the maritime vehicle). 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). The thrust system is generally configured to propel the maritime vehiclein/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, hydrogen stored in hydrogen tanks carried by the maritime vehicle, solar panels (e.g., mounted to an exterior of the vehicle), one or more generators, or other sources. The maritime vehicleillustrated inincludes four battery assemblies each including a rechargeable battery. The maritime vehicleillustrated inalso 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 vehiclegenerally 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. For example, the maritime vehiclecan 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 vehiclemay 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, attached to the exterior surface of the hull, or attached to the exterior surface of the capprior to deployment. Likewise, retrieved payloads can be stored in the hull, attached to and stored on the exterior surface of the hull, or attached to and stored on the exterior surface of the cap.

The maritime vehiclecan also include other systems to help with the operation of the maritime vehicle, for example a ballast system, a navigation system, and a vision system. The ballast system is generally configured to stabilize the maritime vehiclein the water, regardless of whether the maritime vehicleis stationary or on the move. To this end, the maritime vehiclemay include one or more ballast tanks or chambers selectively filled with water or air to vary the buoyancy of the maritime vehicle. Alternatively or additionally, the ballast system may include and utilize one or more inflatable devices to vary the buoyancy of the maritime vehicle. The ballast system may also provide for the selective submerging and re-surfacing of the maritime vehiclein 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 vehicleand to guide the maritime vehicleto 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(including objects in that environment).

The maritime vehiclefurther includes a communications system that is generally configured to facilitate communication (i) between the maritime vehicleand one or more central (remote) controllers, (ii) between the maritime vehicleand and/or one or more other maritime vehiclesand/or other military assets (e.g., planes, ships), and (iii) between different components of the maritime vehicle. 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 vehicleand the central controller(s) or other maritime vehicles. For example, the maritime vehicleincludes a plurality of antennaedisposed on an exterior of the capas well as a plurality of antennaedisposed in the hull.

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 vehiclesor military assets) and to perform automated operations of the maritime vehiclebased on that data. In some examples, the maritime vehicleincludes a plurality of different local controllers. For example, the maritime vehiclecan 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 vehicleincludes several additional components. For example, the maritime vehicleincludes various sealing elements configured to provide seals between different components of the vehicle(or between the vehicleand the environment surrounding the vehicle). As another example, the maritime vehiclealso includes various fasteners that help to couple the components of the maritime vehicletogether. As yet another example, the maritime vehicleincludes cabling that helps to communicatively couple components of the maritime vehicletogether. As yet another example, the maritime vehicleincludes various electrical components that help to operate the maritime vehicle, e.g., one or more relay boards, one or more DC-DC converters, one or more supervisor boards, one or more brain boards.

illustrate one example of an adjustable cradleconstructed in accordance with the teachings of the present disclosure. Consistent with the discussion above, the adjustable cradleis configured to transport and launch a first maritime vehicle (e.g., the maritime vehicle) 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 cradleis 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 cradleis 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) 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 cradleis 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, the adjustable cradlegenerally includes a platform, a base, a lift mechanism, an actuator assembly, and one or more energy absorbers. The platform, 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). Meanwhile, the baseis specifically configured to be removably disposed on and secured to a portion of the second maritime vehicle. The lift mechanismconnects the platformand the basesuch that the platformis movable relative to the basebetween a launch position (best shown in) and a transport position (best shown in). The actuator assemblyis coupled to the lift mechanismand is configured to actuate the lift mechanismto drive movement of the lift mechanismso as to move the platformrelative to the basebetween the launch position and the transport position, as will be described in greater detail below. Each of the one or more energy absorbersis secured to the baseand 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 platformis specifically configured to receive and support the underside of the first maritime vehicle. In this example, the platformis specifically configured to receive and support the underside of the maritime vehicle(or a maritime vehicle similar to the vehicle). Thus, as best illustrated in, the platformin this example includes four outer tubescoupled (e.g., fastened, welded) to one another to form a rectangularly-shaped profile. The platformalso includes a pair of inner tubesthat are coupled (e.g., fastened, welded) to and extend between two of the outer tubes.

Further, as best illustrated in, the adjustable cradlecan include four wedgesthat are coupled to the platformand are specifically sized and shaped to receive and support the underside of the maritime vehiclewhen the maritime vehicleis positioned on the platform. Accordingly, at least in this example, each of the wedgeshas a trapezoidal shape in cross-section that generally conforms to the shape of the underside of the hullof the maritime vehicle. As best illustrated in, each wedgeis coupled to one of the outer tubesand one of the inner tubessuch that each of the wedgesis coupled to a top surface of the platform. More particularly, the shorter side of each wedgeis directly coupled to one of the inner tubesand the taller side of each wedgeis directly coupled to one of the outer tubes, such that the shorter side of each wedgeis positioned inward of the taller side of that wedge. In other examples, however, the platformcan include a different number of tubes (,) and/or the outer tubescan form a differently shaped platform. In other examples, the adjustable cradlecan include more or less wedgesand/or the wedgescan have a different shape and/or size to accommodate differently shaped and/or sized maritime vehicles.

As also briefly discussed above, the baseis specifically configured to be removably disposed on and secured to the portion of the second maritime vehicle. In this example, the baseis 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 basecan be removably disposed on and secured to a deck or other surface of a non-military boat. In this example, the baseincludes first and second outer wallsA,B as well as first and second inner wallsA,B coupled to and extending between the first and second outer wallsA,B, as best illustrated in. Each of the first and second outer wallsA,B is preferably made of a plurality of tubes coupled to one another in the manner illustrated in. Likewise, each of the first and second inner wallsA,B is also preferably made of a plurality of tubes coupled to one another in the manner illustrated in. However, in other examples, one or more of the outer wallsA,B and/or one or more of the inner wallsA,B can instead be a solid, unitary wall.

The lift mechanismis movable between a raised position, which corresponds to the launch position of the platformand is best shown in, and a lowered position, which corresponds to the transport position of the platformand is shown in. In this example, the lift mechanismis a single-point scissor lift mechanism that generally includes a first scissor arm, a second scissor armcoupled to the first scissor arm(e.g., via a single axis of rotation), a first or upper track, and a second or lower track. The first scissor armis movably coupled to the platformand fixedly coupled to the base, whereas the second scissor armis movably coupled to the baseand fixedly coupled to the platform. More particularly, the first scissor armhas a first endthat is slidably disposed in the first track, which in this example is defined by a pair of opposing U-shaped channelscoupled to and carried by the inner tubes, respectively, and a second endthat is fixed to the basevia a pair of first base supportscoupled to and carried by the first outer wallA, as best illustrated from the combination of. Conversely, the second scissor armhas a first endthat is fixed to the platformvia a pair of first platform supportseach coupled to and carried by one of the outer tubes, as best illustrated from the combination of. The second scissor armalso has a second endthat is slidably disposed in the second track, which, like the first trackis defined by a pair of opposing U-shaped channels, but the channelsare coupled to and carried by the first and second inner walls, respectively, as best illustrated from the combination of. It will be appreciated that as the lift mechanismmoves between its raised position and its lowered position, the first endof the first scissor armslides within the first trackand the second endof the second scissor armslides within the second track. It will also be appreciated that in other examples, the lift mechanismcan 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 assemblyis a hydraulic actuator assembly that includes an actuator pump, an inlet portfor receiving pressurized hydraulic fluid, and a hydraulic cylinder that includes a barreland a piston rodthat is telescopically movable within the barrelresponsive to the pressurized hydraulic fluid. In this example, and as will be discussed in greater detail below, the piston rodretracts within the barrelresponsive to the pressurized hydraulic fluid. In other examples, however, the piston rodcan extend outside of the barrelresponsive to the pressurized hydraulic fluid. Moreover, in other examples, and as will be discussed in greater detail below, the actuator assemblycan 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, which in this example may also be referred to as a hydraulic pump, is coupled to the baseand 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 barrelis fixedly coupled to the basevia a second base supportthat is coupled to and carried by the first outer wallA. In this example, the second base supportis positioned between the first base supports, such that the barrelis disposed between and substantially (if not exactly) parallel to the first and second outer wallsA,B. The barrelhas an inner diameter that is sized to receive an outer diameter of the piston rod. In this example, the barrelhas an inner diameter equal to approximately 1.5 inches.

The piston rodis similarly positioned between and substantially parallel to the first and second outer wallsA,B, but is not fixedly coupled to the base. Instead, the piston rodis fixedly coupled to the lift mechanismsuch that movement of the piston rod(relative to the barrel) drives movement of the lift mechanismbetween its raised and lowered positions. In this example, the cylinder rodis fixedly coupled to the lift mechanismvia a track rodextending through apertures formed in the second endof the second scissor armand a shacklethat is coupled to both the cylinder rodand the track rodto secure the track rodand the cylinder rodtogether. Moreover, the piston rodgenerally has a stroke that is based on the length of the adjustable cradleand the lift height (i.e., the distance in height between the launch and transport positions). In this example, the piston rodhas 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 platformis approximately 20 inches). In other examples, however, the cylinder rodcan have a larger or shorter stroke and/or can be coupled to the lift mechanismin a different manner.

The actuator assemblyin this example further includes a pump supportand a locking pinthat together help to couple the actuator pumpto the base. The pump supporttakes the form of a post that is coupled to the actuator pumpvia a pair of mounting brackets, as best illustrated in. The pump supportis in turn coupleable to the baseby disposing the pump supportover one of the tubes of one of the first and second outer wallsA,B of the base. For example, as best illustrated in, the pump supportcan be disposed over corner tubeof the first outer wallA. The locking pin, meanwhile, is removably disposed in an apertureformed in a bottom portion of the pump support(and an aperture formed in the corner tubethat is not visible but is aligned with the aperture) to removably couple the pump supportto the base(and, in this example, to the corner tube). When the locking pinis disposed in these apertures, the pump supportand the actuator pumpcoupled thereto are oriented in a generally upright or vertical position that is generally perpendicular to the platformand the base(which are generally oriented in a horizontal position), as best illustrated in.

The inlet portis fluidly connected to the actuator pumpvia a conventional hydraulic hose (not shown) such that the inlet portcan receive the pressurized hydraulic fluid from the actuator pumpwhen desired. In this example, the inlet portis formed in the barrelsuch that pressurized hydraulic fluid received via the inlet portis directed into the barreland causes the piston rodto move relative to the barrel. More particularly, at least in this example, pressurized hydraulic fluid directed into the barrelvia the inlet portcauses the piston rodto retract, i.e., move inward, towards the barrel. In other examples, however, the inlet portcan instead be formed so that the pressurized hydraulic fluid causes the piston rodto extend, i.e., move outwards, away from the barrel. Optionally, the barrelcan also include a venting portthat vents the interior of the barrelto atmosphere. In other examples, however, the portcan instead serve as the inlet port (and the portcan instead serve as the venting port), in which case the portis adapted to receive the pressurized hydraulic fluid and pressurized fluid directed into the barrelvia the portcauses the piston rodto extend. In yet other examples, both the portand the portcan receive pressurized hydraulic fluid that causes the piston rodto retract or extend relative to the barrel.

In this example, the adjustable cradleincludes four energy absorbersA-D secured to four different portions of the baseat positions offset from a center of the base, such that the four energy absorbersA-D are generally equidistant from the center of gravity of the first maritime vehicle (when transported on the second maritime vehicle via the cradle), as best illustrated in. The first and second energy absorbersA,B are secured to the first inner wallA of the base, with the first energy absorberA secured immediately adjacent the first outer wallA and the second energy absorberB secured immediately adjacent the second outer wallB. On the other hand, the third and fourth energy absorbersC,D are secured to the second inner wallB of the base, with the third energy absorberC secured immediately adjacent the first outer wallA and the fourth energy absorberD secured immediately adjacent the second outer wallB. In other examples, however, the adjustable cradlecan 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 cradlecan 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 cradlecan have different stiffnesses, depending upon factors such as the number of energy absorbers, the size of the adjustable cradle, and the size of the first maritime vehicle. Further, it will be appreciated that the energy absorbers employed in the adjustable cradlecan be moved closer to or further from the center of mass of the adjustable cradle, which will alter the resulting shock values potentially experienced by the first maritime vehicle (when transported on the second maritime vehicle via the cradle).

Each of the energy absorbersA-D in this example takes the form of a shock absorberand a shock bracketcoupled to the respective shock absorber. Each shock absorberpreferably 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 absorbersare generally oriented so as to extend axially between the first and second outer wallsA,B, and are directly secured to one of the first and second inner wallsA,B of the basevia a plurality of fasteners (e.g., screws). In other words, the baseis directly secured to a first, inner portion of each shock absorber.

As best illustrated in, each shock bracketpreferably has a triangular shape in cross-section (which the inventors of the present application have found make the shock bracketsless likely to buckle) and is secured to a second, outer portion of the respective shock absorberopposite the first, inner portion via a plurality of fasteners (e.g., screws) disposed in aperturesformed in the lower or bottom portionof the shock bracket. Like the actuator pump, each shock bracketis oriented in an upright position that is generally perpendicular to the platformand the base. In turn, each shock bracketis positioned to engage a portion of the platformwhen the platformis in the transport position, and each shock bracketcan be directly secured to the portion of the platformvia a respective first locking means (not shown) that is removably disposed in an apertureformed in an upper or top portionof the shock bracket, 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 cradlecan 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 platformof the cradleand the cradleis loaded onto the second maritime vehicle such that the baseis seated on the deck of the second maritime vehicle (these steps can be performed in any order). The baseis removably secured to the deck of the second maritime vehicle, e.g., using ratchet straps secured to portions of the baseand to rings mounted on the second maritime vehicle. The first maritime vehicle can be loaded onto the platformof the cradleregardless of whether the platformis in the launch position or the transport position, though the launch position is preferred. Indeed, when the platformis in the launch position, the adjustable cradlehas a height (measured from the baseto the platform) 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 platformover the gunwale of the second maritime vehicle. The first maritime vehicle can also be loaded onto the platformof the cradleregardless of the orientation of the platform(and the cradle) relative to the second maritime vehicle.

Prior to movement of the second maritime vehicle within the body of water, the platformis preferably moved from the launch position to the transport position (if the platformis not already in this position). If the platformis in the launch position, the lift mechanismis actuated so as to drive the lift mechanismfrom its raised position to its lowered position. In this example, this may be accomplished by an operator of the adjustable cradlereleasing the first locking means from the apertures. Alternatively, or additionally, this may be accomplished by releasing one or more second locking means (e.g., taking the form of the lockillustrated in) that can be used to retain the lift mechanismin its raised position (and, thus, maintain the platformin the launch position). In other examples, however, this may be accomplished by removing the pressurized hydraulic fluid out of the barreland/or causing the actuator pumpto reduce the flow of the pressurized hydraulic fluid to the barrel. In any event, the weight of the platform, the weight of the first maritime vehicle on the platform, and gravity will help drive the lift mechanismto its retracted position.

When the platformreaches its transport position, the adjustable cradlehas the compact profile shown in. The first locking means and the second locking means (e.g., the lock) can in turn be employed to help secure the platformin the transport position while ensuring that the first maritime vehicle disposed on the platformis safely transported via the second maritime vehicle. First, for example, as best illustrated in, each of the shock bracketsengages the platform, particularly an outer perimeter surface of the platform, via the first locking means, thereby coupling the shock brackets(and the shock absorbersdirectly coupled thereto) to the platformand the first maritime vehicle (on the platform). 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 absorbersvia the shock brackets. In other words, the shock bracketshelp to further isolate the platform(and the first maritime vehicle disposed thereon) from the shocks and vibrations absorbed by the shock absorbers, respectively. Second, as will be appreciated from, each of the lockshas a first wingthat can engage and be fixed to a portion of one of the platformand the base(e.g., via a fastener), a second wingthat can engage and be fixed to a portion of the other of the platformand the base(e.g., via a fastener), and a vertical tailthat is disposed between the first and second wings,and can be inserted into empty space between the platformand the base. At the same time, the engagement between the shock bracketsand the platformhelps to stabilize the adjustable cradle(and the first maritime vehicle) while the platformis in the transport position. Further, when the platformis 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 platformis moved from the transport position to the launch position. To this end, the first and second locking means are removed and the lift mechanismis actuated so as to drive the lift mechanismfrom its lowered position to its raised position. Preferably, and in this example, this is accomplished by causing the actuator pumpto direct the pressurized hydraulic fluid into the barrelvia the inlet port, which, as discussed above, causes the piston rodto partially retract within the barrel. Retraction of the piston rodwithin the barrelin turn causes the first endof the first scissor armto slide within the first trackand the second endof the second scissor arm to slide within the second trackuntil the lift mechanismreaches its raised position (and the platformreaches the launch position). Alternatively, or additionally, the lift mechanismcan be pushed from its lowered position to its raised position (e.g., by an operator). In any event, when the platformreaches 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, over the gunwale and out of the second maritime vehicle, and into the body of water.

Beneficially, because the platformis symmetrical, the first maritime vehicle can quickly and easily dispatched from the adjustable cradle(and the second maritime vehicle) regardless of the orientation of the adjustable cradlerelative to the second maritime vehicle. Furthermore, the actuator assemblyis modular in nature, which allows the actuator assemblyto be easily re-configured as needed based on the orientation of the adjustable cradlerelative to the second maritime vehicle (instead of having to rotate the adjustable cradlewith the first maritime vehicle disposed thereon or having to remove the first maritime vehicle and then rotate the adjustable cradle). Indeed, while in the example illustrated inthe actuator pumpis coupled to a first portion of the base(via the pump supportand the locking pin), the actuator pumpcan be removed from the first portion of the baseand removably coupled to a second portion of the base that is different from the first portion of the base. For example, the actuator pumpcan be removed from the first portion of the baseand instead removably coupled to one of the corner tubes of the second outer wallB. This can be accomplished by removing the locking pinand removing the pump supportfrom the corner tubeto which the pump supportis coupled and then coupling the pump supportto the second portion of the baseby disposing the pump supportover one of the corner tubes of the second outer wallB and re-inserting the locking pinin the aperture(and an aperture formed in that corner tube that is not visible but is aligned with the aperture).

Further yet, and as briefly discussed above, the adjustable cradlecan include an actuator assembly that is different from the hydraulic actuator assembly. In one alternative example, not specifically illustrated, the adjustable cradlecan 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 assemblyand are driven by the one or more motors to move the lift mechanismbetween its raised position (corresponding to the launch position of the platform) and its lowered position (corresponding to the transport position of the platform). 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 pumpcan instead hold, pressurize, and selectively distribute pneumatic fluid (e.g., air). In another alternative example, illustrated in, the adjustable cradlecan include a first example of an electric actuator assemblythat includes one or more motors, one or more power screws, and one or more bearingslocated at an end of each of the power screws. In this example, the electric actuator assemblyincludes only one motor, positioned on one of the walls of the base(e.g., the second outer wallB), as well as one power screwextending between the first and second outer wallsA,B of the baseand one bearinglocated at an end of the power screw. In other examples, however, the electric actuator assemblycan include two motors(e.g., two motorseither positioned on the same wall of the baseor on different walls of the base). In any event, the one or more motorsdrive movement of the power screwtowards or away from the first outer wallA of the base. The power screwreplaces the hydraulic cylinder of the actuator assemblyand can be driven by the power screwto move the lift mechanismbetween its raised position (corresponding to the launch position of the platform) and its lowered position (corresponding to the transport position of the platform). More particularly, movement of the power screwtowards the first outer wallA and to the position shown inmoves the lift mechanismto its raised position, whereas movement of the power screwaway from the first outer wallA moves the lift mechanismto its raised position.

In yet another alternative example, illustrated in, the adjustable cradlecan include a second example of an electric actuator assemblythat is different from the electric actuator assemblyillustrated in. Like the electric actuator assembly, the electric actuator assemblyincludes one or more motorsand one or more power screws. However, the electric actuator assemblyis different from the electric actuator assemblyin several ways. First, the electric actuator assemblyincludes two motorsand two power screwsdriven by the two motors, respectively, and the two power screwsare not disposed within the base(unlike the power screw) and instead serve to couple outer surfaces of the platformand the basetogether. In this example, the two power screwsare oriented vertically (i.e., along a vertical axis that is perpendicular to a horizontal axis like the one along which the power screwmoves). In other examples, however, the two power screwsmay 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 assemblymay include more than two power screws(e.g., three or four power screws) and/or more than two motors (e.g., when more than two power screwsare employed) or only a single motor, in which case the power screwsmay be gang driven via a belt, chain, gears, or other linking mechanism.

Second, the electric actuator assemblyalso includes two carriagescoupled (e.g., bolted, bonded, welded) to the platform, one carriagefor each of the power screws, and two screw nuts(only one of which is visible in), with one screw nutcoupled to one of the power screwsand coupled to one of the carriages. More particularly, each of the screw nutsis threaded on one of the power screwsand is fixedly secured (e.g., bolted, bonded, welded) to one of the carriages, such that rotation of the screws(driven by the motors) causes the screw nutsand the carriagessecured thereto to translate vertically, i.e., towards or away from the baseof the adjustable cradle. For example, rotation of the screwsin a first direction (e.g., a clockwise direction) will cause the screw nutsand the carriagesto translate vertically, relative to the screws, from the position shown in, in which the lift mechanismis in its raised position (and the platformis in its launch position), towards the baseuntil the lift mechanismreaches its lowered position and the platformis in its transport position. Conversely, rotation of the screwsin a second direction opposite the first direction will cause the screw nutsand the carriagesto translate vertically, relative to the screws, away from the baseuntil the lift mechanismreaches its raised position shown in. It will be appreciated that the screwswill remain in the same position regardless of whether the lift mechanismis 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.