Abstract:
A system for improving the performance of a powered boat that includes both methods and apparatuses that provide a powered boat means to stabilize, control, and optimize the powered boat&#39;s performance when the powered boat is in powered motion. The system provides capabilities of enhancing the powered boat&#39;s performance by responding to both aerodynamic and hydrodynamic effects upon the powered boat when the powered boat is in motion. Some embodiments of the system are capable of altering its means of response to aerodynamic effects while the powered boat is in powered motion, other embodiments are capable of altering the powered boat&#39;s response to hydrodynamic effects while the powered boat is in powered motion, and still other embodiments are capable of altering the powered boat&#39;s response to both aerodynamic and hydrodynamic effects while the powered boat is in powered motion. Certain embodiments of the system are capable of utilizing aerodynamic elements that operate on the air stream flowing within a tunnel formed within a multihull of a powered boat, while other embodiments are capable of mitigating the effects of water impacts upon the roof of a tunnel formed within a multihull powered boat. Still other embodiments are capable of responding to aerodynamic effects by interacting with portions of the air stream that passes above the boat while mitigating the potential for negative effects due to cross-winds impacting the structure which rises above a deck of the powered boat.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS  
       [0001]     This non-provisional patent application claims the benefit of priority from U.S. provisional patent application Ser. No. 60/568982, inventors Scism, et al, filed on May 13, 2004. 
     
    
     STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT  
       [0002]     Not applicable.  
       BACKGROUND OF THE INVENTION  
       [0003]     1. Field of the Invention  
         [0004]     The present invention relates generally to systems for controlling and improving the performance of power water craft by integrating the utilization of aerodynamic effects with the utilization of hydrodynamic effects, and more particularly by enabling these utilizations of aerodynamic and hydrodynamic effects to be alterable, and where said alterable utilizations are capable of functioning while the watercraft is in operation.  
         [0005]     2. Related Art  
         [0006]     Efforts to improve the technologies utilized for marine transportation probably date back to the very advent of marine transportation. Among the more common of these types of attempts are those that strive to improve a boat&#39;s velocity of travel, either in terms of its absolute speed or its efficiency at a given speed, as well as those that attempt to enhance a boat&#39;s controllability at a given speed. In the present context, the term “boat” will be used generically to connote virtually any form of marine transportation, despite the convention in certain circumstances to apply this term with a more limited range of meaning. Typical ways to improve a boat&#39;s absolute speed include boosting the power of a motor boat&#39;s engine(s) and reducing the boat&#39;s weight. Usual means employed to increase a boat&#39;s efficiency include modifing hull shapes and surface coatings to lessen the boat&#39;s drag in the water. Methods of enhancing a boat&#39;s controllability have customarily involved systems that utilize hydrodynamic effects, such as rudders.  
         [0007]     Whatever the speed with which a boat travels across the water, hydrodynamic factors will have a significant impact upon the boat&#39;s performance. Among the more critical of these factors are a boat&#39;s displacement, and how that displacement may vary with the boat&#39;s speed of travel, as well as the water environment that the boat is traveling through, with wave conditions and currents being foremost among these factors. The effects of hydrodynamic factors are also not static for a given boat and set of water conditions, since these effects will vary greatly depending on, among other things, the speed the boat is traveling and the direction the boat is heading relative to the predominant directions of the major waves and currents at that time and place. As the boat accelerates, it will usually ride higher in the water, with a lesser overall dynamic displacement, and the contact area between the boat and the water is also usually lessened and moved more towards the rear of a boat (for a customary rear drive arrangement).  
         [0008]     Hydrodynamic factors are one of the major issues that impact on hull shape designs. The classic monohull V-bottom shape has the virtue of being able to lessen the impact of higher wave heights, but at the cost of relatively greater displacements, and hence less efficiency as the boat&#39;s speed increases. An alternative approach is to employ what are broadly referred to as multi-hull shapes, such as catamarans and trimarans. While these hull shapes may have a lesser ability to mitigate the effects of larger waves, they present other advantages that are particularly beneficial for higher speed boat travel. Multi-hulls tend to have decreased dynamic displacements, and they tend to reduce their hydrodynamic drag more quickly as their speed increases than would a comparable monohull V-bottom at the same speed. In the present context, the technologies described herein will be generally addressed to applications for catamarans, but it should be understood that this is merely for reasons of expediency of discussion, since the technologies discussed herein in reference to catamaarans are also applicable to other types of multi-hulls and monohulls, with suitable modifications that will be readily apparent to those of skill in the art.  
         [0009]     One significant effect that enables a catamaran to reach high speeds more quickly and efficiently than a monohull is due to the airflow into, and through, a catamaran&#39;s tunnel. As the catamaran picks up speed, the air pressure in the catamaran&#39;s tunnel increases, thereby providing a degree of lift to the boat and lessening its drag in the water. Hence, catamarans are often able to reach a planning attitude faster than a comparable V-hull does. This air-pressure buoyancy effect illustrates that aerodynamic factors can also exert significant effects on a boat traveling at speed. The relative importance of aerodynamic effects only increases with speed, so that at very great velocities the importance of the aerodynamic effects on a boat&#39;s performance can rival or exceed the importance of hydrodynamic effects. Aerodynamic effects such as the aerodynamic lift in a catamaran&#39;s tunnel at speed can also present significant impediments to maintaining optimal control. The angle of attack that a catamaran travels at can be critical, as becomes apparent in instances where a catamaran experiences a blow-over due to its attaining too great a pitch angle relative to the horizontal. However, if the pitch angle becomes too small, the boat may lose efficiency (and hence speed) and it may even nose dive into the next wave. Since wind and wave conditions are constantly varying, and boats typically change headings, there is an unmet need for a system that can adjust to both hydrodynamic and aerodynamic factors in an integrated manner, and that can accomplish these integrated adjustments in real time as the boat is in motion.  
         [0010]     One prior art attempt to mitigate the risks of a catamaran flipping over at high speed is disclosed in J. K. Morris, U.S. Pat. No. 4,944,240 wherein the inventor patented a pair of cutout vents in the rearward roof portion of the tunnel. These vents are intended to provide a means for increased air escape from the tunnel of a catamaran when the catamaran&#39;s bow raises too high. This system is static and is essentially a variation in the topography of the tunnel that is intended to primarily become effective only when the boat is in danger of flipping over.  
         [0011]     A prior art technology that is more germane to the present invention is a tunnel-flap innovation (not patented) invented by the present applicants. The tunnel-flap is a primarily planar element that depends rearwardly from the lower rearmost portion of the center section of a catamaran&#39;s transom that meets the tunnel roof, and is attached to the transom at the tunnel flap&#39;s leading edge. The attachment of the tunnel flap to the catamaran functions as a hinge with a horizontal rotational axis that runs parallel to the catamaran&#39;s transom, and enables the tunnel flap to be selectively raised or lowered to thereby provide the capability of selectively restricting the flow of air from the catamaran&#39;s tunnel to increase dynamic air pressure in the tunnel and further provide the capability of extending the effective aerodynamic length of the tunnel. The tunnel flap also moves the aerodynamic center of lift aft as its trailing edge is lowered. At lower speeds, the tunnel flap can be lowered so as to increase the rate at which air pressure in the tunnel builds up and thereby hasten the process of bringing the catamaran into a planing attitude. Once at higher speeds, the tunnel flap&#39;s position can be modified, depending on the conditions, to improve or control the catamaran&#39;s performance. While providing an additional degree of control of aerodynamic effects, the tunnel flap is an add-on component that can only modify the existing catamaran&#39;s aerodynamic and hydrodynamic properties to a limited degree. A more desirable system would enable the operator of a boat to alter a variety of control elements either individually or in varying combinations, even while operating at high speeds. Such a system would provide the capability of tailoring a boat&#39;s performance to differing conditions and criteria, and thereby facilitate optimizing the boat&#39;s performance for speed, efficiency, controllability, and safety.  
       SUMMARY OF THE INVENTION  
       [0012]     The present invention is comprised of a system that provides novel means of interacting with aerodynamic forces that are experienced by a boat traveling at speed, and integrating operation of these novel aerodynamic interacting means with the varying hydrodynamic interactions that are also experienced by the boat. The hydrodynamic interactions experienced by the boat are well known to those of skill in the art, and among the differing conventionally employed means of effecting these interactions are hull shapes, hull surfaces, supplementary hull elements (such as hydrofoils and hydrodynamic trim tabs), differing types of drives (e.g. propellers or water jets), drive power and throttle controls, and variable drive trims (wherein the angle of the drive thrust relative to the boat can be varied).  
         [0013]     The present invention&#39;s means of interacting with aerodynamic effects can be divided into two broad categories. The first category involves interacting with the air stream that passes between the boat and the water, and the second category involves interacting with the air stream that passes around the boat, but not between the boat and the water. For the first category, the present invention chiefly applies to multi hull boats that include at least one tunnel within the hull. The second category also applies to these kinds of boats, as well as to other boats that do not comprise a multi hull or may not include a tunnel within their hull. The systems of the present invention, whether addressed to means of either, or both categories, include both methods and apparatuses, and are not limited to the particular physical details of the illustrative embodiments disclosed herein.  
         [0014]     A first type of the first category of means of interacting with aerodynamic effects involves the utilization of an alterable tunnel tab. The tunnel tab is an alterable tunnel roof that can be adjusted, in operation, both upwards and downwards. Movement of the tunnel tab causes the effective height of the tunnel to change, so that when the tunnel tab is raised the tunnel cross-section is increased where the tunnel tab is disposed, and when the tunnel tab is lowered, the tunnel cross-section is correspondingly decreased where the tunnel tab is disposed. Since the performance of a catamaran can be greatly affected by the air flow through its tunnel, particularly at high speeds, movement of the tunnel tab during operation enables the catamaran&#39;s operator to command a significant new means of altering the catamaran&#39;s performance. Increasing the catamaran&#39;s tunnel cross-section enables the operator to decrease the air pressure within the boat&#39;s tunnel, even without changing the boat&#39;s pitch attitude. Among the advantages that can be thus attained are reduced risks of flip-over at high speeds; improved capabilities of tuning the catamaran&#39;s pitch to account for water and air conditions, plus the capability of tailoring the boat&#39;s pitch to achieve particular desired performance criteria; and integrating a tuning of the tunnel tab&#39;s disposition with drive angle adjustments to enable optimal drive angle choices that might otherwise be impractical.  
         [0015]     Besides integrating with the variations in a boat&#39;s drive angle, the alterable tunnel tab can also provide an important shock moderating effect. While catamarans can provide significant performance advantages over V-hulls, they can also suffer from an inherent problem when they encounter sizeable waves. When a catamaran is traveling across relatively sizeable waves, the boat can land heavily on the roof of its tunnel in between waves. A V-hull in that situation has a significant dead rise angle impacting the water at any instant as it “cuts” into the water, and hence does not experience so great a shock at any given moment, even when falling heavily into the trough between waves. But a catamaran can experience a very jarring impact when the tunnel roof hits the water, since the contact area is essentially flat and broad. These impacts can even be so severe as to injure the occupants of the catamaran, and cause the boat to dive nose down under the water, or an uneven impact can cause a loss of lateral control potentially resulting in a roll over. The alterable tunnel tab provides an additional benefit in these circumstances by providing a built in shock-absorbing feature. The alterable tunnel tab&#39;s capability of moving up and down is capable of being augmented with a supplementary movement capability, at any disposition and which can be automatic, so that it can travel upward in response to impacting the water surface. This additional movement capability is also capable of incorporating a shock mitigating mechanism that can moderate the force of impact with the water surface and thereby reduce the magnitude of these sometimes severe shocks on the boat and/or its occupants.  
         [0016]     A second type of the first category of means of interacting with aerodynamic effects involves altering other aspects of the hull that contribute to defining the cross-section of the tunnel. An example of one type of these other hull aspects are the interior sides of the sponsons. Sections of the interior sides of the sponsons can also be constructed to be moveable so that they can move inward or outward and thereby also modify the tunnel&#39;s cross-section.  
         [0017]     Embodiments of the first category of means of interacting with aerodynamic effects include moveable elements that can be either constructed of a single part that moves essentially as a whole, or constructed of multiple parts that can move in concert or independently. Additionally, any of these parts that comprise the moveable elements are further capable of being constructed with articulations that provide further capabilities of independent movement.  
         [0018]     The second category of the present invention&#39;s means of interacting with aerodynamic effects can be characterized, among other ways, according to how the aerodynamic interacting elements are integrated within the boat&#39;s structure. Although these two ways of characterizing the aerodynamic interacting elements are not exclusive of each other, they are instructive for purposes of describing certain features of the present invention. The distinction between the two ways of characterizing these second category elements involves how they are disposed within the air stream that the boat passes through. When the element is disposed so that the air stream cannot pass between the element and the bulk of the rest of the boat, it will be considered as characterized by the first way of disposition; whereas when the element is disposed so that the air stream can pass, at least in part, between the element and the bulk of the rest of the boat, it will be considered as characterized by the second way of disposition. For purposes of clarity of description only, if an element can be characterized in the first way it will be considered to be distinct from elements that can be characterized in the second way. It should be understood though, that this distinction is not reflective of an inability of an element characterized in the first way to be alternatively disposed so that it can also be characterized in the second way, nor is it reflective of an inability of an element characterized in the second way to be alternatively disposed so that it can also be characterized in the first way. A typical example of an element characterized in the first way would be a cockpit enclosure that is shaped so as to exert a selected aerodynamic effect, while a typical example of an element characterized in the second way would be a rear wing disposed above a rear portion of the boat.  
         [0019]     Integrated Marine Performance Systems according to the present invention are capable of including an array of aerodynamic elements. Among these elements are wings disposed in varying dispositions such as front or rear, canards, horizontal or aerodynamic extensions, alterable tunnel elements (for those boats that have tunnels formed within their hulls) such as the aforementioned tunnel tab, air shunts or vents, and faring structures specifically formed to produce an aerodynamic effect. Any or all of these elements that comprise a particular embodiment of the present invention may also be capable of being alterable when in operation, so that the aerodynamic effect produced by the element(s) can be adjusted to optimize the boat&#39;s performance for a specific set of conditions or a specific set of performance objectives.  
         [0020]     Additionally, in various embodiments of the present invention a particular element, such as a rear wing, may be a single contiguous structure, or may be constructed of multiple constituents that function in concert. Aerodynamic structures of this type, for example wings with ailerons or flaps, are well know in the art and are also within the scope of the present invention. However an individual aerodynamic element is structured, whether with multiple constituents or with a single contiguous member, whether articulated or not, or some combination thereof, the utilization of any such aerodynamic element in the Integrated Marine Performance System also falls within the scope of the present invention. Additionally, it should be further understood that combinations of these aerodynamic elements in varying permutations also lie within the scope of the present invention.  
         [0021]     The Integrated Marine Performance System provides novel capabilities to meet an assortment of objectives. A first object of the present invention is to enable a catamaran&#39;s operator to alter the characteristics of a tunnel&#39;s aerodynamic behavior while the boat is in operation at any speed. The alteration of the tunnel&#39;s aerodynamic behavior is further capable of being tuned in concert with the operation of the catanaran&#39;s other performance factors, such as drive angle, to provide an integrated approach to optimizing the catamaran&#39;s hydrodynamic and aerodynamic performance.  
         [0022]     A second object of the present invention is to provide a catamaran with a moveable tunnel structure that is capable of mitigating the impact force that occurs when the catamaran tunnel bottoms out against the water surface.  
         [0023]     A third object of the present invention is to provide a boat with an alterable rear wing that can be altered to modify the rear wing&#39;s, and hence the boat&#39;s, aerodynamic functioning while the boat is in operation at any speed. The alteration of the rear wing&#39;s aerodynamic behavior is further capable of being tuned in concert with the operation of the catamaran&#39;s other performance factors, such as drive angle, to provide an integrated approach to optimizing the catamaran&#39;s hydrodynamic and aerodynamic performance.  
         [0024]     A fourth object of the present invention is to provide a boat with an alterable front wing that can be altered to modify the front wing&#39;s, and hence the boat&#39;s, aerodynamic functioning while the boat is in operation at any speed. The alteration of the front wing&#39;s aerodynamic behavior is further capable of being tuned in concert with the operation of the catamaran&#39;s other performance factors, such as drive angle, to provide an integrated approach to optimizing the catamaran&#39;s hydrodynamic and aerodynamic performance.  
         [0025]     A fifth object of the present invention is to provide a safety margin to a boat&#39;s operator(s) by enhancing aerodynamic stability. The present invention&#39;s enhanced control capabilities due to the utilization and integration of aerodynamic effects can help to avoid instabilities that affect many prior art boats when, for example, these prior art boats impact waves (because an impact&#39;s effects can interfere with the prior art boats&#39; abilities to maintain an optimal attitude); as well as instabilities, particularly aerodynamically generated instabilities, that can arise when these prior art boats&#39; speeds increase beyond their capabilities to maintain optimal control.  
         [0026]     A sixth object of the present invention is to provide capabilities for at least one of the alterable elements that comprise at least one of the embodiments of the present invention to optionally be pre-set prior to operating the boat; to be manually controlled while the boat is under way; to be selectively responsive to environmental effects (such as the air pressure within the tunnel or impacts with the water surface); or to be automatically controlled by servo systems, of types that are well known in the art, that can utilize various components including gyroscopes, accelerometers, GPS systems, air pressure or air velocity sensors, magnetometers or magnetic compasses, and virtually any other type of well known sensing system that is capable of providing information relating to the boat&#39;s operating characteristics.  
         [0027]     A seventh object of the present invention is to provide capabilities to dispose structural support elements, such as those that support a rear wing, in a manner that enables the structural support elements themselves to be capable of avoiding potentially destabilizing effects from side winds, as well as provide additional multiple control capabilities.  
         [0028]     Other objects and features will be in part apparent and in part pointed out hereinafter. 
     
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0029]      FIG. 1  depicts a side view of a catamaran boat first embodiment  110  according to the present invention.  
         [0030]      FIG. 2  depicts a top plan view of the catamaran boat first embodiment  110  according to the present invention.  
         [0031]      FIG. 3  is an elevated perspective view of the catamaran boat first embodiment  110 .  
         [0032]      FIG. 4  is a forward facing view from behind a stern  410  of the catamaran boat first embodiment  110  of the present invention.  
         [0033]      FIG. 5  depicts a side cross-section view of a rear portion  510  of the catamaran boat first embodiment  110 .  
         [0034]      FIG. 6  depicts a forward facing view of the rearmost portion of the catamaran boat tunnel with a tunnel tab fully deployed downward in the catamaran boat first embodiment  110 .  
         [0035]      FIG. 7  depicts a cross-section side view of a first combination embodiment  710  of the tunnel tab  512 .  
         [0036]      FIG. 8  depicts a partial side cross-section view of a mechanical control device  810  of a second combination embodiment.  
         [0037]      FIG. 9  depicts a side cross-section view of the upper extent of rising support members  122  along with a rear wing  218 .  
         [0038]      FIG. 10  depicts a rear view of the upper portion of the left rising support member  122 .  
         [0039]      FIG. 11  depicts a cross-section view of the upper portion of the rising support member  122  along sightline  11  of  FIG. 10 .  
         [0040]      FIG. 12  depicts a cross-section view of the lower portion of the rising support members  122 . 
     
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS  
       [0041]     In the following description, identical numbers indicate identical elements. Where an element has been described in one Figure, and is unaltered in detail or relation in any other Figure, said element description applies to all Figures.  
         [0042]      FIG. 1  depicts a side view of the catamaran boat first embodiment  110  according to the present invention, shown with a closed cockpit canopy  112  as is commonly utilized for competitive racing. A rear wing assembly  114  extends rearwardly beyond a transom  116 . In the embodiment depicted an intake vent  118  is disposed on the side of the cockpit canopy  112  rearward of a cockpit windscreen  120 . The intake vent  118  enables the catamaran  110  to provide an air supply to both its engines and any other mechanism that may utilize air pressure for operation. A pair of rising support members  122  of the rear wing assembly  114  is shown as including (optional) adjustable aerodynamic extensions  124  that are able to rotate about an inclined axis located proximate the forward edge of these aerodynamic extensions  124 . In operation, when the aerodynamic extension  124  rotates, it provides an additional aerodynamic effect that is able to exert forces that include both lateral and vertical components upon the rear wing assembly  114 , and can provide multiple capabilities including selectively effecting yaw, pitch, and/or roll torques. The aerodynamic extensions  124  can be deployed singly or in multiple arrangements, and when in a multiple arrangement they are also capable of being able to operate in concert and/or independently. The aerodynamic extensions  124 , when in a multiple arrangement, are further capable of moving in the same direction as well as opposite directions. These various types of individual and/or coordinated movements are capable of providing an assortment of aerodynamic effects including, but not limited to, differential lift, enhanced cornering, environmnental effect mitigation, and improved performance and safety. An aerodynamic deck protrusion  126  extends rearward from the proximity of the side of the cockpit and provides an additional aerodynamic effect similar to the result achieved by an airplane wing, in which the wing&#39;s upper and lower surfaces have differing topographies. The upward distension of the aerodynamic deck protrusion  126  causes the air flowing over it to move with a greater velocity, and hence provide lift that would not occur without this upward distension. The aerodynamic deck protrusion  126  slopes downward from its greatest height to the end of a tail  128  of the catamaran boat first embodiment  110 , so that the downward slope of the aerodynamic deck protrusion  126  can produce a reduction in base drag. An additional reduction in drag can be optionally provided by disposing the motor exhaust (not depicted) within a lower air pressure zone produced immediately aft of the transom  116  when the catamaran boat first embodiment  110  is traveling at a significant speed.  
         [0043]      FIG. 2  depicts a top plan view of the catamaran boat first embodiment  110 , including a cockpit access hatch  212 . A front wing assembly  214  is disposed above a forward portion of a tunnel  216  of the catamaran boat first embodiment  110 . A rear wing  218  is disposed between the upward extents of the rising support members  122 . Throughout this description of the present invention, the forward  214  or rearward  218  wings are described in detail only as examples of various embodiments of the present invention, and it should be understood that either or both wings are essentially unconstrained as to the variety of ways in which they can be constructed, shaped or sized. Hence, in the remainder of the present detailed description of the drawings, the rearward wing  218  and its variations will be described in some detail, with the understanding that similar details and variations are also applicable to the construction of the forward wing  214 . Either or both forward  214  or rearward  218  wings are capable of being included within the various embodiments of the present invention. A general deck  220  extends essentially from the forward tips of right and left pickle forks  222  and  224 , respectively, to the rearmost extent of the catamaran boat first embodiment  110 .  
         [0044]      FIG. 3  is an elevated perspective view of the catamaran boat first embodiment  110  that enables a clearer depiction of the disposition of the front wing  214 . The tunnel  216  runs between a right sponson  312  and a left sponson  314 . An optional air space  316  separates the rear edge of the front wing  214  from the forward deck section  318  that extends over the tunnel  216 . The air space  316  enables the front wing  214  to act as an independent wing component, rather than as only a specialized forward portion of the center of the deck.  
         [0045]      FIG. 4  is a forward facing view from behind the stern  410  of the catamaran boat first embodiment  110  of the present invention. The cockpit canopy  112  is not depicted in  FIG. 4 .  FIG. 4  illustrates an example of the usual types of spatial height relationships between an uppermost level  412  of the aerodynamic deck protrusion  126  and the upper surface  414  of the general deck  220 . Underside sponson surfaces  416  and internal sponson surfaces  418  define the contours of the tunnel  216 . The level of the water in the tunnel  216  will vary depending on how fast the catamaran boat first embodiment  110  is traveling, the load and the water conditions, among other factors. Additionally, the level of the water in the tunnel  216  will ordinarily not be uniform from the front to the end of the tunnel  216 . Importantly for the present invention, the variation in the level of the water in the tunnel  216 , especially at speed, also means that the amount and flow of air in the tunnel  216  will also vary depending on a multiplicity of factors. Consequently, the velocity of the air passing through the tunnel, as well as the pressure it exerts on underside surfaces of the catamaran boat first embodiment  110  that define the tunnel  216  will vary depending on a multiplicity of factors as well. Typically, the tunnel  216  will additionally contain a froth comprised of both air and water. Tunnel roof  420  delineates the uppermost surface available to air and water passing through the tunnel  216 . The tunnel roof  420  extends rearwardly from the forward inception of the tunnel  216  at the pickle forks  222  and  224  through to the transom  116 . Spray guards  422  extend rearwardly form the transom  116  to the rear end of the tail  128  and define an exit path for the air and the water traveling through the tunnel  216 . A tunnel tail ceiling  424  bounds from above the air and water exiting the tunnel and passing underneath the tail  128 .  
         [0046]     When an embodiment of the first type of the first category of means of interacting with aerodynamic effects utilizes an alterable aerodynamic tunnel element such as the alterable tunnel roof described earlier, the freedom of vertical movement of this alterable tunnel roof is generally within the space between the tunnel roof  420  and the tunnel tail ceiling  424 . Lowering the effective tunnel roof provides the capability, when the catamaran boat first embodiment  110  is in motion, of selectively increasing the air pressure within the tunnel  216  more rapidly and by a greater amount than it would increase without lowering the effective tunnel roof. Alternatively, raising the effective tunnel roof provides the capability of selectively decreasing the air pressure within the tunnel  216 . A more rapid increase in the tunnel air pressure may be desired when accelerating in order to reach a more efficient planing attitude more quickly, while a decrease in tunnel air pressure may be desired when traveling at very high speeds to reduce the risk of the catamaran boat first embodiment  110  lifting out of the water and/or flipping over. As seen in  FIGS. 2 &amp; 3 , the rear wing  218  extends significantly farther in the direction that is perpendicular to the plane of  FIG. 4 , than it extends in the vertical direction of  FIG. 4 . In the embodiment depicted in  FIG. 4 , the rear wing  218  has a rotational axis  426  within the plane of  FIG. 4  that extends from left to right side, and is essentially parallel to the catamaran&#39;s transom. Rotation of the rear wing  218  about the axis  426 , when the catamaran boat first embodiment  110  is traveling at a significant speed, provides capabilities of utilizing aerodynamic effects to exert controlling influences upon the catamaran boat first embodiment  110 . For example, if the trailing edge of the rear wing  218  is rotated upward, the rear wing  218  would provide a downward force by interacting with the passing air and hence the pitch of the catamaran boat first embodiment  110  would be influenced by an effective downward force on the rear portion of the catamaran boat first embodiment  110 . Conversely, if the trailing edge of the rear wing  218  is rotated downward, the pitch of the catamaran boat first embodiment  110  would be influenced by an effective upward force on the rear portion of the catamaran boat first embodiment  110 . In addition, if the wing is held in place as the boat first embodiment  110  pitches up (due, for example, to a wave&#39;s impact on the forward portion of the hull) the trailing edge of the rear wing  218  will be rotated downward. This downward rotation of the trailing edge of the rear wing  218  would then be at least partially countered by the air stream that the catamaran boat first embodiment  110  is traveling through and thereby provide a stabilizing torque that would tend to pitch the forward portion of the catamaran boat first embodiment  110  back downward and hence help to counter any loss of stability caused by the boat&#39;s upward pitch.  
         [0047]     As shown in  FIG. 4 , the rising support members  122  are inclined inwardly from bottom to top towards the centerline of the catamaran boat first embodiment  110 . This inclination enables the rising support members  122  to provide the structural support for the rear wing  218  while mitigating the potential for a destabilizing barrel roll form of torque due to cross winds. In operation, the catamaran boat first embodiment  110  will travel primarily in a direction perpendicular to the plane of  FIG. 4 . Depending on the speed of travel and the wave conditions, the catamaran boat first embodiment  110  can frequently be entirely separated from the water surface which it is traveling across. In such a situation, the attitude of the catamaran boat first embodiment  110  can be particularly susceptible to the influence of cross winds that have a substantial component in a direction passing from side to side of the plane of  FIG. 4 . It is often advantageous for the rising support members  122  to have a greater length (in the direction from the front to rear of the catamaran boat first embodiment  110 ) than width in the direction from side-to-side of the catamaran boat first embodiment  110 . The rising support members&#39;  122  asymmetrical cross-section enables them to provide substantial support to the rear wing  218  while reducing aerodynamic drag, due to the rising support members  122 , in the primary direction of travel of the catamaran boat first embodiment  110 . The reduced drag benefit of the asymmetrical cross-section has a concomitant effect of increasing the surface area of the rising support members  122  that is exposed to side winds, and hence also increases the aforementioned susceptibility to barrel-roll types of torque from cross-winds. The potential consequences involved can be significant even for a relatively small skip between waves, particularly for multihull boats, since the barrel-roll torque can cause the catamaran boat first embodiment  110  to land on the water surface unevenly and thereby contribute to or even cause an asymmetrical nose dive or cartwheel by the catamaran boat first embodiment  110 . The outermost surfaces of the rising support members  122  have an inward slope, from bottom to top, towards the longitudinal center line of the catamaran boat first embodiment  110 . This inward slope of the outermost surfaces serves to moderate the effect of any barrel-roll inducing cross-wind torque by presenting less resistance to the flow of any cross-winds that the catamaran boat first embodiment  110  may encounter. The inward slope of the rising support members  122  also provide an additional counteracting effect that can further mitigate barrel-roll inducing torques due to cross-winds. Cross-winds that impact on the outer surfaces of the rising support members  122  will produce a force that can be decomposed into force vectors with vertical and horizontal components due to the inward slope. Since the axis of barrel-roll type rotations will be located substantially centered relative to the right and left sides of the catamaran boat first embodiment  110 , and predominately located below the rising support members  122 , due to the center of mass being dominated by the masses of the engines and the hull, the horizontal and vertical force components will have opposing contributions to the barrel-roll types of torques. As a barrel-roll type of motion is effected, the contribution of the horizontal component is lessened and the contribution of the vertical component is increased. Since the horizontal component induces, and the vertical component opposes the barrel-roll type of torque, the inward slope of the aerodynamic extensions  124  will also tend to counteract, at least partially, the production of any resulting barrel-roll type of motion. As this barrel-roll type of motion is happening, the relative inducing and opposing contributions will progressively shift greater contributions towards the opposing influence and lesser contributions towards the inducing influence. The capabilities of the aerodynamic extensions  124  to operate separately or in concert are shown by a prospective inward disposition  428  that the right aerodynamic extension  124  can be rotated to, and an outward disposition  430  that the left aerodynamic extension  124  is disposed in. Alternatively, the left aerodynamic extension  124  can also be rotated to an inward disposition (not shown) that is the mirror-image of inward disposition  428 , and the right aerodynamic extension  124  can be rotated to an outward disposition (not shown) that is the mirror image of outward disposition  430 . The inward and outward dispositions of the aerodynamic extensions  124  provide a multitude of potential capabilities by working singly or in pairs, by both moving outward or inward, or by one moving either outward or inward and the other moving in the opposite manner. The inward slopes of the rising support members  122  are a significant factor in increasing the capabilities of the aerodynamic extensions  124  to effect an even greater multitude of effects, since the rotational axes of the aerodynamic extensions  124  hence also have an inward slope. When the catamaran boat first embodiment  110  is operating at speed, the inward slopes of the rotational axes of the aerodynamic extensions  124 , when one or both are disposed at least partially in inward or outward dispositions  428  or  430 , respectively, will produce resultant forces on the rising support members  122  that can be decomposed into vertical and horizontal component forces. By selectively utilizing these component forces, either singly or in combinations, disposing the aerodynamic extensions  124  inwardly or outwardly can effect a greatly expanded variety of influences upon the performance of the catamaran boat first embodiment  110 . Among this variety of influences are selective manners of air braking, wherein the aerodynamic extensions  124  are both rotated inward or both rotated outward. When both are rotated inward, the horizontal force components will essentially cancel, leaving a resultant net upward force that will act to lift the rearward portion of the catamaran boat first embodiment  110 . When both are rotated outward, the horizontal force components will again essentially cancel, leaving a resultant net downward force that will act to lower the rearward portion of the catamaran boat first embodiment  110 . It is readily apparent to those of skill in the art of utilizing aerodynamic effects that a wide variety of resulting aerodynamic influences can be effected by employing an assortment of inward and or outward rotations of varying degrees of one or both of the aerodynamic extensions  124 .  
         [0048]      FIG. 5  depicts a side cross-section view of the rear portion  510  of the catamaran boat first embodiment  110 . The rear portion  510  includes a tunnel tab  512  that is rotatable about a horizontal axis  514  that is perpendicular to the plane of  FIG. 5 . The tunnel tab  512  as depicted in  FIG. 5  can also be articulating in that when it is rotated upward about the axis  514  its rearmost section achieves an arcuate shape  516 . Depending on the environmental conditions and the intentions of the operator of the catamaran boat first embodiment  110 , the arcuate shape  516  and more elevated position  518  of the tunnel tab  512  are capable of providing advantages over the tunnel tab position  512 . These advantages may include an overall decrease in air pressure within the tunnel  216  due to the more elevated position  518 , in combination with a lift generated when the air passing through the tunnel  216  passes across the arcuate shape  516  that terminates in tunnel tab tip  520 . This lift provides the capability of exerting an elevating force upon the rearmost quarter of the boat and thereby present an additional pitch tuning capacity. Alternatively, the tunnel tab position  512  can be raised to a still further elevated position  522  that provides less restriction to air flowing out of the tunnel to reduce the air pressure within the tunnel thus also reducing the lift due to air pressure and thereby provide still another pitch tuning capacity.  
         [0049]      FIG. 6  depicts a forward facing view of the rearmost portion of the catamaran boat tunnel with a tunnel tab  512  fully deployed downward in the catamaran boat first embodiment  110 . In  FIG. 6 , one alternative embodiment of the tunnel tab is shown as deployed fully downward, at a tunnel tab trailing tip position  610 . When deployed fully upward, the tunnel tab tip  520  would be disposed at a tunnel tab trailing tip position  612 .  FIG. 6  illustrates that the tunnel tab  512  is thus not necessarily restrained to being entirely disposed within the confines of the tunnel  216 , since the tunnel tab trailing tip position  612  is above the position that the tunnel roof would be located at without the tunnel tab  512 .  
         [0050]      FIG. 7  depicts a cross-section side view of the first combination embodiment  710  of the tunnel tab  512 . In the first combination embodiment  710 , the tunnel tab  512  acts as the effective tunnel roof. In the first combination embodiment  710 , the range of travel of the tunnel tab  512  is limited from above by the plane  712  and by the minimum uninflated thickness of any shock absorbing mechanism. In some combination embodiments, the plane  712  would be effectively equivalent to the tunnel tail ceiling  424 . The combination embodiments are characterized by the multiple functional capabilities of their tunnel tabs  512 . In addition to their capabilities of selectively utilizing under boat aerodynamic effects to exert controlling influences on the catamaran in which it is disposed, the combination embodiments are also capable of providing a water-impact mitigating effect. The disposition of the tunnel tab  512  relative to the plane  712  will vary according to the operator&#39;s direction, in response to conditions and operator intentions as described earlier. For a given disposition of the tunnel tab  512 , such as is illustrated in  FIG. 7 , the space between the tunnel tab  512  and the plane  712  also contains a shock mitigating apparatus  714 . The shock mitigating apparatus  714  can be comprised of any of a wide variety of mechanisms as are well known in the art. A first embodiment of the shock mitigating apparatus  714  includes a plurality of bladders  716  disposed between the tunnel tab  512  and the plane  712 . These bladders will commonly be filled with a fluid that can be gas, liquid, or some combination thereof. For purposes of ease of demonstration only, the bladders will be described as air filled, though this is not intended as limiting in any way. The bladders  716  will be connected, via a plurality of ports  718  through the plane  712 , to air vents  720  that connect to an exhaust and reinflation system (not depicted). Said exhaust and reinflation system can be comprised of any of a well known variety of components, either separately for each bladder  716 , or in combinations of multiple bladders  716 . The exhaust and reinflation system is usually intended to hold the bladders at a selected internal air pressure, and will often include a pop-off device to vent air when the bladders  716  are compressed due to the catamaran in which they are disposed bottoming out on the water surface. Since the roof of a tunnel  216  is generally flat, the force of impact with the water when the catamaran bottoms out can be very substantial. The bladders  716  will be compressed when this impact occurs, and by elastically compressing and venting excess pressure, they will provide the capability of mitigating the force of this impact. Tunnel tab position controllers  722  determine the position of the tunnel tab  512  relative to the plane  712 , and can be constructed to operate by various means including mechanical, electrical, and hydraulic means. The tunnel tab position controllers  722 , operating in conjunction with the bladders  716 , can also be constructed so as to contribute to mitigating the force of impact with the water.  
         [0051]      FIG. 8  depicts a partial side cross-section view of a mechanical control device  810  of a second combination embodiment. The second combination embodiment includes a second form of shock absorbing apparatus, in which the position control of the tunnel tab  712  is effected through a combination of the bladders  716  and a plurality of the mechanical control devices  810 . The mechanical control device  810  is comprised of a control line  812  that runs from a take-up spool  814 , over a pulley  816 , through a passage  818  in the plane  712 , and continues on to connect with the tunnel tab  512 . The spool  814  is shown as being comprised of a plurality of concentric reels that can each take up a separate line  812 , although the second combination embodiment can also be constructed with a plurality of separate spools  814 . The path of the line  812  also is constrained by a spring  820  that ensures that the line  812  is sufficiently taut to operate as planned. In the second combination embodiment the passage  818  and connection of the line  812  with the tunnel tab  512  are disposed where the tunnel tab position controllers  722  are disposed in the first combination embodiment  710 . The pressure within the bladders  716  will tend to separate the tunnel tab  512  from the plane  712 . This tendency is opposed by the line  812 , when it is taken up by the spool  814  rotating in the clockwise direction, since it will pull up the tunnel tab  512  towards the plane  712 . The spring  820  maintains the line  812  at a desired tension, and in the case of a bottoming out of the second combination embodiment causing the tunnel tab  512  to swiftly travel upward, the spring  820  will help to prevent the line  812  from fouling upon other mechanisms or separating from its reel on the spool  814 .  
         [0052]      FIG. 9  depicts a side cross-section view of the upper extent of the rising support members  122  along with the rear wing  218 . The rear wing  218  is depicted in two alternate, representative dispositions wherein the trailing edge is lowered in representative disposition  910  and the trailing edge is raised in representative disposition  912 .  
         [0053]      FIG. 10  depicts a rear view of the upper portion of the left rising support member  122 . A section line  11  indicates the view that  FIG. 11  depicts.  
         [0054]      FIG. 11  depicts a cross-section view  1110  of the upper portion of the rising support member  122  along section line  11  of  FIG. 10 . Direction arrow  1112  indicates the forward direction. [ 0053 J  FIG. 12  depicts a cross-section view of the lower portion of the rising support members  122 . Rear profile cross-section  1210  illustrates a representative example of a trailing edge contour of the lower portion of the rising support members  122 , and front profile cross-section  1212  illustrates a representative example of a leading edge contour of the lower portion of the rising support members  122 . The leading and trailing edge contours are separated by a generally uniform thickness, and the extent of the separation is variable depending on a number of factors including the boat dimensions, construction materials and other circumstances.  
         [0055]     A broad range of means of controlling and coordinating the alterable components are within the scope of the present invention. These means of controlling and coordinating include, but are not limited to, mechanical linkages, hydraulic and air pressure operated mechanisms, electrical switches and sensors, and combinations thereof. The various controls are capable of being multi-functional so that, for example, the same switch may control multiple alterable elements simultaneously; as well as being capable of having single dedicated functions. The actuators of the various control systems also have the capabilities of similarly functioning in various combinations as well as alternatively having separately dedicated functions. An additional functional flexibility provided by the present invention are capabilities of the various control, coordination, and actuating components both to operate with varied interrelations and to switch between combined and singular operating modes, or differing interrelated modes, even while in operation. The systems of the present invention also have capabilities of integrating an array of sensing systems. The various means of operation such as mechanical, hydraulic, or electric that are available to the control, coordination, and actuation systems are also available to the sensing systems of the present invention. Additionally, the information synthesis and command system can operate through manual control of the operator, or through control of well known information processing systems, or combinations thereof. In operation and/or construction, the sensors and control systems of the present invention may be continuous or intermittent; linear or non-linear; position, attitude, rate, and/or external condition responsive; and/or open loop or include a feed back path.  
         [0056]     In view of the above, it will be seen that the various objects and features of the present invention are achieved and other advantageous results obtained. The examples contained herein are merely illustrative and are not intended in a limiting sense.