U.S. patent application number 11/684870 was filed with the patent office on 2007-07-12 for watercraft with wave deflecting hull.
Invention is credited to Elbert H. Baker.
Application Number | 20070157865 11/684870 |
Document ID | / |
Family ID | 36638913 |
Filed Date | 2007-07-12 |
United States Patent
Application |
20070157865 |
Kind Code |
A1 |
Baker; Elbert H. |
July 12, 2007 |
WATERCRAFT WITH WAVE DEFLECTING HULL
Abstract
The invention is directed to a watercraft hull design that
comprises a hull having a bow, stern, top, and bottom. A
wedge-shaped wave spreading system is located at a forward portion
of the craft. The wave-contacting surface planes of the wave
spreading system are positioned substantially perpendicular to the
plane of smooth water. The bottom edge of the wave spreading system
is positioned near the level of smooth water when the watercraft is
at cruising speed. The wave spreading system has a forward apex
which forms a substantially perpendicular or vertical leading wedge
to the plane of water. Since the apex and planes of the wave
spreader are substantially perpendicular to the water, oncoming
waves encountered by the wave spreader will tend to be deflected
horizontally. Accordingly, the watercraft will more easily "cut
through" waves instead of riding over them. Located rearwardly of
the wave spreader, an internal hull prow is spaced from the wave
spreading system, creating an air space therebetween. The air space
extends from the rearward surface of the wave spreader to the front
of internal hull prow, creating a buffer zone or dampening space to
further minimize any wave action not detected by the spreading
system.
Inventors: |
Baker; Elbert H.; (Hudson,
OH) |
Correspondence
Address: |
HAHN LOESER & PARKS, LLP
One GOJO Plaza
Suite 300
AKRON
OH
44311-1076
US
|
Family ID: |
36638913 |
Appl. No.: |
11/684870 |
Filed: |
March 12, 2007 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
11028274 |
Jan 3, 2005 |
7188575 |
|
|
11684870 |
Mar 12, 2007 |
|
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|
Current U.S.
Class: |
114/288 |
Current CPC
Class: |
B63B 1/322 20130101;
Y02T 70/10 20130101; Y02T 70/12 20130101; B63B 1/042 20130101 |
Class at
Publication: |
114/288 |
International
Class: |
B63B 1/32 20060101
B63B001/32 |
Claims
1. A watercraft comprising: a hull having a bow, a stern, a port
side, and a starboard side; a hull having at least two outer hull
portions, wherein the at least two outer hull portions are formed
with a substantially flat bottom portion extending from adjacent
the stern toward the bow and terminating in an internal prow formed
at a position intermediate the bow and stern, and a wave spreading
structure formed adjacent the bow, said water spreading structure
comprising a wedge shaped structure having a forward apex and two
side walls extending rearwardly from the apex, wherein said water
spreading structure creates an air cavity forward of said internal
prow between the wave spreading structure and the internal prow,
wherein waves impinging upon the hull are deflected by the water
spreading structure away from the substantially flat bottom
portions and internal prow portions of the hull portions.
2. The watercraft as recited in claim 1, wherein each of the outer
hull portions further comprises a stern portion hull extension
extending rearwardly to extend the substantially flat bottom
surface of the hull.
3. The watercraft as recited in claim 1, wherein the wave spreading
structure extends to a position adjacent the level of smooth water
when the watercraft is positioned in the water.
4. The watercraft as recited in claim 1, wherein an internal hull
prow is located rearwardly of the air space, the internal hull prow
comprising a leading edge and a bottom extending rearwardly.
5. The watercraft as recited in claim 1, wherein a center hull
portion is provided between the two outer hull portions, with the
center hull portion is formed with a substantially flat bottom
portion extending from adjacent the stern toward the bow and
terminating in an internal prow formed at a position intermediate
the bow and stern, and a water spreading structure formed adjacent
the bow, said water spreading structure comprising a wedge shaped
structure having a forward apex and two side walls extending
rearwardly from the apex, wherein said water spreading structure
creates an air cavity forward of said internal prow between the
wave spreading structure and the internal prow.
6. The watercraft as recited in claim 5, wherein a center hull
portion extends forwardly of the outer hull portions.
7. The watercraft as recited in claim 6, wherein the center hull
portion has a length which is approximately 5 to 25% greater than
the outer hull lengths.
8. The watercraft as recited in claim 1, wherein the internal prow
is positioned at approximately 50 to 90% of the length of the hull
extending from the stern.
9. The watercraft as recited in claim 1, wherein water deflected by
the wave deflecting surfaces of the hull portions is channeled
through spaces formed between hull portions, the spaces providing a
relief zone between hull portions at the stern of the
watercraft.
10. A watercraft hull comprising a hull having a bow, a stern, a
port side, a starboard side, and a bottom; and forming a multi-hull
wave spreading structure having two outer hull portions at the port
and starboard sides spaced rearwardly of the bow, the two outer
hull portions having substantially upright surfaces extending
rearwardly from a front apex, to a position intermediate the outer
hull portions, at least one center hull portion having a
substantially flat bottom extending from at least adjacent the
stern toward the bow and terminating in an upwardly inclined
surface intermediate the bow and stern, and a wave spreading
structure positioned at the bow forwardly of the at least one
center hull, the wave spreading structure comprising a wedge shaped
structure having a forward apex and two side walls extending
rearwardly from the apex.
11. The watercraft hull as recited in claim 10, wherein each of the
outer hull portions further comprises a stern portion hull
extension extending rearwardly.
12. The watercraft hull as recited in claim 10, wherein the wave
spreading structure extends to a position adjacent the level of
smooth water when the watercraft is positioned in the water.
13. The watercraft hull as recited in claim 10, wherein an air
space is formed between the wave spreading structure and the
upwardly inclined surface intermediate the bow and stern.
14. The watercraft hull as recited in claim 10, wherein the outer
and center hull portions each have a substantially flat bottom
portion extending from adjacent the stern toward the bow and
terminating intermediate the bow and stern.
15. The watercraft hull as recited in claim 10, wherein said water
spreading structure comprises a wedge shaped structure having a
forward apex and two side walls extending rearwardly from the
apex.
16. The watercraft hull as recited in claim 10, wherein a center
hull portion extends forwardly of the outer hull portions.
17. The watercraft hull as recited in claim 16, wherein the center
hull portion has a length which is approximately 5 to 25% greater
than the outer hull lengths.
18. The watercraft hull as recited in claim 10, wherein water
deflected by the wave deflecting surfaces of the hull portions is
channeled through spaces formed between hull portions, the spaces
providing a relief zone between hull portions at the stern of the
watercraft.
Description
TECHNICAL FIELD
[0001] The present invention relates generally to watercraft. More
specifically, the present invention relates to watercraft hulls
designed to displace water in a manner to provide enhanced
stability and movement through the water.
BACKGROUND OF THE INVENTION
[0002] Conventional recreational and commercial watercraft, for the
most part, incorporate hulls which have V-shaped bottoms, with the
V-shape, at its lowest point, forming a keel. The V-shape is
thought to enable the boat, as speed is increased, to be pushed
upwardly out of the water, as the water traversing against the
boat's bow is forced sideways and downwardly at a vector to the
outer shape of the hull. Such designs have been used for years, but
have various deficiencies.
[0003] One detriment to such hull designs is that the draft of the
boat tends to sit relatively deep in the water in relation to the
length and beam of the boat, thus requiring sufficient depth of
water to accommodate that draft. Another detriment to such hull
designs is that they require a relatively large amount of force
(and horsepower) to propel such a boat forward at a sufficient
speed to stabilize the boat, i.e., to force the water sideways and
downwardly as the boat travels generally horizontally through the
water.
[0004] With V-shaped hull designs, initially, as velocity begins to
increase from zero, the bow of the boat acts much like a plow,
digging into and through the surface of the water. This creates
what is known as a "bow wave". As velocity increases more, the bow
tends to be forced upwardly by the sideways and downward force
being applied to the water by the curvature of the V-shape of the
hull being forced horizontally forward and up over the bow
wave.
[0005] Finally, when sufficient velocity is approached and then
reached, the apex of the force on the V-shaped hull travels
aftwardly along the hull, forcing the boat more upwardly to an
increasing degree until a point is reached at which the bow, now
out of the water, tends, by force of gravity, to descend toward the
water, pivoting on the apex of the force against the sides and
bottom of the V-shaped hull. This pivoting serves to raise the
stern of the boat as the bow descends until the whole boat is
lifted upwardly into what is known as a planing position. At this
point, because there is relatively less water contacting the hull,
drag from that water is reduced and the boat is correspondingly
able to go significantly faster given the same amount of force
propelling the boat forward.
[0006] Of course, as might be anticipated, the hydraulic force of
the water against the V-shaped hull is substantial, and thus at
least an equally substantial counteracting force must be provided
by the engine of the boat. Significant power is required to get the
boat up to the planing position and to maintain it there. The
ultimate speed of the boat, when planing, depends on the specific
design of the V-shaped hull, the weight (and weight distribution)
of the boat, and the available power, i.e., the size of the engine
and the size and pitch of the propeller which is driven by the
engine. However, in all cases, the forward movement of the boat, at
any speed, whether up on plane or not, is counteracted by both
sideways and downward vectors of force produced by the relative
hydraulic movement of the water against the hull.
[0007] The amount of fuel needed to power a boat at a given
velocity is in direct proportion to the overall degree of each of
the forces needed to be overcome to move that boat forward over a
given distance. The greater those forces, the greater will be the
amount of fuel consumed. Thus as a general proposition, if fuel
economy is a concern, hull designs are desirable which tend to
reduce the overall amount of opposing forces directed against the
hull during forward movement of the boat. One approach to this is
the use of relatively flat bottom hulls wherein there is less
counteracting hydraulic force imposed against the hull as the boat
moves forward. A flat hull is more readily pushed directly up over
the bow wave to a position substantially on top of the water,
creating less displacement of water by the hull in the dynamic mode
as distinguished from the static mode. In other words, dynamic
displacement of water is significantly less with a flat bottom boat
than with a V-shaped bottom. On the other hand, static
displacement, when the boat is at rest, is substantially the same
for a flat bottom or a V-bottom boat, given equivalent boat weights
and hull surface contact with the water.
[0008] Watercraft or boats with flat bottom hulls have been known
for years. Small fishing boats have been manufactured using this
design. Such boats have a relatively shallow draft to enable sports
fishermen to get into shallow waters along shorelines, into
shallow, swampy areas, and into lakes, ponds and streams which are
not sufficiently deep to accommodate the draft of conventional
V-bottom boats.
[0009] Such designs have evolved into what are popularly called
"bass boats". Bass boat hulls are relatively narrow, in relation to
length, with generally flat bottoms and relatively shallow
V-shapes, if any. The draft of these boats is relatively shallow in
comparison to V-shaped hulls. Once up on a plane, the vector force
of the water is mostly downwardly, forcing these boats to rise up
out of the water to a greater degree at relatively slower speeds,
thus ultimate velocity can be greater, and relatively less engine
power may be required to reach a given velocity.
[0010] The down side is that, because bass boats are relatively
narrow beamed and because there is relatively little sideways or
lateral force being exerted against the hull of a bass boat, there
is correspondingly less lateral stability, and, due to a relatively
narrow beam, such boats tend to be susceptible to laterally moving
waves. Such flat bottom hulls are also generally more susceptible
to waves as the hull rides more on top of the waves rather than
slicing somewhat through waves as V-shaped hulls do to a greater
degree. Also, such boats do not steer as easily or as precisely as
those with distinct, V-shaped hulls, due again to the fact that
such boats incur relatively less opposing sideways forces, being
those forces which tend to hold a boat to a straight forward
movement. Such forces if present can be precisely altered by a
rudder device at the stern. Therefore, when steered to turn, bass
boats tend to skid laterally sideways more readily, thus making
turning a much less precise and controllable skidding action,
rather than the positive, more precisely controllable action of
V-shaped hulls. Bass boat designs rarely incorporate sponsons,
thus, for the sake of safety, it is almost necessary to slow some
high-powered bass boats down before turning, to both effect a more
precise turn and to prevent the boat from flipping over.
[0011] Both types of hulls are susceptible to wave action and may
produce instability depending on the height and direction of waves.
Both types of hulls have large surfaces which absorb the force of
waves, and cause significant vibration, vertical or lateral
movement, or a combination of these. Other boats include hull
designs which incorporate pontoons or sponsons for lateral
stability and floatation, but such systems are undesirable for a
number of reasons.
[0012] There is thus a need for a watercraft that overcomes the
deficiencies of the prior art, and efficiently maneuverable in the
water, while providing increased fuel efficiency and a smooth,
stable ride, even in rough water.
SUMMARY OF THE INVENTION
[0013] The invention is therefore directed to a watercraft hull
design that overcomes the deficiencies of prior designs. The
watercraft comprises a hull having a bow, stem, top, and bottom. A
wedge-shaped wave-spreading multi-hull at a forward portion of the
craft. The wave-contacting surface planes of the wave spreading
hull system are positioned substantially perpendicular to the plane
of smooth water, at least adjacent the water surface.
[0014] The wave spreading hull portions have a forward apex which
forms a substantially perpendicular or vertical leading wedge to
the plane of water. Since the apex and planes of the wedge shaped
hull portions are substantially perpendicular to the water,
oncoming waves encountered by the hull portions will tend to be
deflected horizontally. Accordingly, the watercraft will more
easily "cut through" waves instead of riding over them.
[0015] Located rearwardly of the wave spreaders, an internal hull
prow portion is spaced from the wave spreading surfaces, creating
an air space therebetween. The air space extends from the rearward
surface of the wave spreader to the front of internal hull prow,
creating a dampening space to further minimize any wave action not
deflected by the hull portions. The internal hull prow portion
extends to a flat-bottomed section of the hull. The air space
further eliminates any surface that would tend to ride up onto a
wave.
[0016] The portion of the hull that contacts water while the
watercraft is at cruising speed is spaced rearwardly of the air
space. This portion of the hull that contacts the water is
generally flat, as opposed to the V-shape commonly found in
watercraft. This flat-bottomed hull enables the watercraft to
easily reach a plane, while displacing a smaller amount of water
than typical V-shaped hulls. The multi-hull design according to the
invention also facilitates displacement of water between hulls, to
further minimize forces acting on the boat.
BRIEF DESCRIPTION OF THE DRAWINGS
[0017] FIG. 1 is a perspective view of a watercraft and hull in
accordance with an embodiment of the present invention.
[0018] FIG. 2 is a back perspective view of a watercraft and hull
of FIG. 1.
[0019] FIG. 3 is a schematic bottom view of an embodiment of a hull
design according to the invention.
[0020] FIG. 4 is a schematic bottom view of an alternate embodiment
of a hull design according to the invention.
[0021] FIG. 5 is a schematic bottom view of an alternate embodiment
of a hull design according to the invention.
DETAILED DESCRIPTION
[0022] Reference will now be made in detail to an embodiment of the
invention as illustrated in the accompanying drawings.
[0023] Turning to FIGS. 1-2, an embodiment of a watercraft,
generally identified by reference number 10, is illustrated. The
watercraft 10 comprises a hull 12 having a bow 14, stern, 16, port
side 18, and starboard side 20. The watercraft 10 may be built out
of aluminum with a formed hull or sheets with welded seams. The
hull 12 and other portions of watercraft 10 could also be
fabricated from other materials such as, for example, FRP,
high-density polyethylene, other metals, or other suitable
materials.
[0024] As illustrated in FIGS. 1 and 2, and with reference to the
schematic of the hull configuration in FIG. 3, the watercraft 10
comprises a hull 12 which is designed to cut through waves or wakes
of other boats, and minimize the forces acting on the hull to
reduce the pounding experienced with typical hull designs. The hull
12 further reduces lateral action on the hull which produces
pitching. The hull 12 is of a multi-hull configuration, having
first and second outer deep V-hulls 22 (only one shown in FIG. 1)
and a central wave-deflecting hull 24. The hulls 22 and 24 each
have a unique configuration to allow the above advantages to be
realized. A gunwale 15 is mounted above hull 12, and a windshield
17 is mounted above the gunwale and toward the bow 14. The gunwale
15 has side rails 19, forming a passenger compartment for use of
the boat 10. A motor mount 21 is provided for mounting of a boat
motor 23 to propel the watercraft 10.
[0025] The hull portions 22 and 24 each have a very narrow profile,
and outer hulls 22 each have a pointed V-shaped front-end wave
spreading structure 26. The central hull 24 extends forward of the
outer hulls 22, and has a wave spreading structure 25 associated
therewith. The extent that the central hull 24 extends forwardly of
the outer hulls 22 can vary depending on the size of the watercraft
10, and the type of water body the craft is designed to operate in.
In general, the central hull 24 length may be from between 5 to 25%
greater than the outer hull lengths. With reference to FIG. 3, the
hull 24 is configured to have a substantially flat bottom portion
28, with a upwardly tapered front end 30. The front end 30 would
normally be exposed to oncoming waves, but in the present
invention, the wave spreading structure 25 deflects any waves away
from the portion 30. This results in the hull portions 30 and 28
being recessed or internal to the wave contacting surfaces of the
hull 12. The wave spreading structure 25 may be formed of sheet
material, configured into a wedge shape having first and second
sides 32 and 34 and a front edge 36 directed forwardly. The sides
32 and 34 of the wedge shape present substantially vertical
surfaces to facilitate water displacement, resulting in a
configuration that cuts through any waves, minimizing wave forces
acting on the hull 12. This also results in the boat 10 remaining
substantially level as it moves across the water, even if waves or
wake are encountered. Further, the boat 10 remains substantially
level at different speeds when on plane, even if loaded. The sides
32 and 34 extend toward the rear of boat 10, forming a cavity
behind the front edge 36. The sides 32 and 34 may extend to a
position which is adjacent the position that water contacts the
internal prow formed by the portions 28 and 30 as the boat 10 moves
across the water. The sides also extend toward the water to a
position just above the level of smooth water as the boat 10 moves
through the water.
[0026] Each hull portion 22 is also formed with a large, somewhat
vertical front edge profile, presenting the approaching water with
a knife-edge type of profile. This edge cuts through any waves or
wake and displaces water laterally of each hull portion 22 along
with the wave spreader 25 associated with center hull 24. From the
front edges 26, the hull portions 22 are formed to have
substantially flat bottoms 40, with a slight upward taper 27 formed
at the forward end of each hull 22 to facilitate water displacement
and planing of the boat during operation. The front edge 26 and
forward side sections 29 of the hull portions 22 form v-shaped or
wedge shaped portions which present somewhat vertically oriented
wave spreading surfaces. Each hull portion 22 acts to spread waves
laterally of the boat, and into the spaces 23 between hull
sections. The spaces 23 between hulls 22 and 24 are designed to
accommodate the volume of water displaced by the hulls based upon
the size of the boat.
[0027] The wave spreading hull portions 22 may extend to a position
that is spaced rearwardly from the front of center hull 24, such
that oncoming wavers are first contacted by center hull 24, and
subsequently contacted by the hulls 22. The hulls 22 are configured
to cut through and deflect with minimal resistance, the initially
deflected oncoming waves, before contacting the remaining portions
of hull 12. The hull portions 22 are designed such that the forward
sections are positioned just above the smooth water level when the
craft is in operation, such that smooth water will not impose
substantial forces on the hull portions 22. Oncoming waves are
spread and directed immediately away from craft 10 by the
substantially vertically oriented wedge surfaces 34 and 36 of hull
portion 24, and the surfaces 29 of hull portions 22, which cut
through and deflect water with less drag than other hull
configurations. The height of the apex 26 of portions 22 and 24 may
be suitable for the environment in which the watercraft 10 is to be
used. Each front edge 26 on hulls 22 and 24 are designed to extend
out of flat water to a height above any expected waves based on the
size of boat and type of water bodies such a boat would be operated
in. For example, for watercraft adapted for use in larger bodies of
water with larger waves, the vertical height of the forward
sections of portions 22 and 24 may have a greater height.
[0028] Since the wave spreading configuration of each hull portion
22 and 24 is designed to deflect oncoming waves substantially
horizontally, the wave-contacting surface planes 34 and 36 are
preferably substantially perpendicular, to the smooth water surface
while the watercraft is at cruising speed. However, it is also
contemplated that the wave-contacting surface planes of the
portions 22 and 24 may be scooped or at a slight acute or obtuse
angle to the smooth water while the watercraft is at cruising
speed. For example, a slight obtuse angle between the plane of
smooth water and the wave-contacting surface planes of the wave
spreader 25 will tend to deflect oncoming waves more upwardly and
therefore increasingly drive the watercraft through the waves.
[0029] Referring again to FIG. 3, and the hull portion 24, there
may be formed an air cavity 38 located rearwardly of the wave
spreader 30. The air cavity 38 facilitates minimizing any pitching
and pounding against the waves by eliminating forward hull surfaces
that would tend to ride up on or pound against waves. The air
cavity 38 extends from the upper edges of the hull portion 24 in a
sloped configuration which terminates at the internal hull prow 30.
Internal hull prow 30 comprises the forward end of the hull bottom,
and extends into the substantially flat-bottomed section 28. In
this embodiment, internal hull prow 30 is located at approximately
sixty percent (60%) of the length of hull 12 as measured from the
stern 14, but lengths between approximately 50 to 90% are
contemplated. The length of hull bottom 28, and thus the location
of internal hull prow 30, can vary further for more particular
designs associated with different applications or environments
within the scope of the present invention. Due to the wave
spreading action of the hulls 22 and 24, generally, internal hull
prow 30 encounters mostly smooth water. If desired to provide a
further surface for deflection of any wave, the wave contacting
surface planes of internal hull prow 30 may be formed in a slight
v-bottom configuration, but forming a substantially flat bottom 28
toward the stern 16 of craft 10.
[0030] The hull bottom 28 is located aft of the air cavity 38. A
problem with conventional flat-bottomed watercraft has been their
tendency to pitch and roll upon encountering waves. With the
present invention, this problem is greatly reduced by the wave
spreading hull portions 22 and 24. As the surfaces 34 and 36 spread
or deflect oncoming waves substantially horizontally away from the
hull 12, waves which would tend to cause a flat bottomed to pitch
up are reduced significantly.
[0031] The hull bottoms 28 and 40 generally provides a large flat
surface transitioning from the forward wave-deflecting surfaces or
from internal prow 30, such that the hull displaces less water than
conventional v-bottomed hulls at cruising speed. The smaller
displacement of water enables the watercraft to cruise higher in
the water, as compared to conventional v-bottomed watercrafts.
Additionally, the watercraft leaves a smaller wake and requires
less power for propulsion. Therefore, fuel economy is increased as
compared to conventional v-bottomed boat hulls. Further, at the
stern 16 of the craft 10, the bottoms 40 of the outer hulls 22
extend to a position rearward of the rear wall or motor mount 21,
to extend the flat bottom surface which rides on the water during
operation. The center hull 24 is then configured such that the
bottom surface 28 terminates before reaching the stern. Water
deflected by the wave deflecting surfaces of hulls 22 and 24, is
thereby channeled through the spaces 23 between hulls, and at the
stern, only the outer hulls have bottom surfaces contacting the
water, to provide a relief zone between hulls 22 at the rear of the
craft 10. An upwardly angled transition surface 46 extends from the
stern to the bottom surface 28 at the rear of bottom surface 40 to
the gunwale and back wall 21.
[0032] In this embodiment of the watercraft 10 and hull 12, each of
the hull portions 22 and 24 has at its top end, upwardly angled
transition surfaces 42 and 44, extending from the apex 26. If waves
are encountered which extend up to this height, these surfaces 42
and 44 will also deflect waves away from the hull. Further, to
facilitate stabilizing the craft 10 in the water, whether under
power or at rest, each hull portion 22 and 24 may be formed in
sections, with a lower section being substantially vertically
oriented relative to smooth water, and upper sections which are
angled outwardly to form a larger water displacing structure.
[0033] Turning to FIG. 4, an alternate embodiment of the hull
configuration is shown at 100, and again may comprise a central
hull 104 and two outer hulls 102, each of which has a wave
spreading structure 105 associated therewith. In this embodiment,
the wave spreading structure 105 of the outer hulls 102 and central
hull 104, extends to approximately the same forward position, such
that each will engage and deflect waves. As in the prior
embodiment, the hull portions 102 and 104 may be configured to have
a substantially flat bottom portions 106 and 108, with a upwardly
tapered front ends 110 and 112 respectively. The front ends 110 and
112 would normally be exposed to oncoming waves, but in this
embodiment, the wave spreading structures 105 deflect any waves
away from the portions 110 and 112. This results in the hull
portions being recessed or internal to the wave contacting surfaces
of the hull 12. The wave spreading structures 105 may again be
configured as a wedge shape having first and second sides 114, 116
and a front edge 118 directed forwardly. The sides 114 and 116 of
the wedge shape present substantially vertical surfaces to
facilitate water displacement, resulting in a configuration that
cuts through any waves, minimizing wave forces acting on the boat
100. This also results in the boat 100 remaining substantially
level as it moves across the water, even if waves or wake are
encountered. Further, the boat 10 remains substantially level at
different speeds when on plane, even if loaded. The sides 114 and
116 extend toward the rear of boat 100, forming a cavity behind the
front edge 118. The sides 114 and 116 may extend to a position
which is adjacent the position that water contacts the internal
prow formed by the portions 110 and 112 as the boat 10 moves across
the water. The sides also extend toward the water to a position
just above the level of smooth water as the boat 100 moves through
the water. Each hull portion 102 and 104 acts to spread waves
laterally, and into the spaces 120 between hull sections. The
spaces 120 between hulls are designed to accommodate the volume of
water displaced by the hulls based upon the size of the boat.
[0034] Turning to FIG. 5, an alternate embodiment of the hull
configuration is shown at 150, and may comprise first and second
outer hulls 152 and 154, each of which has a wave spreading
structure 155 associated therewith. In this embodiment, the wave
spreading structure 155 of the outer hulls 152 and 154, extend to a
forward position of the hull, such that each will engage and
deflect waves away from the other portions off hull. As in the
prior embodiments, the hull portions 152 and 154 may be configured
to have a substantially flat bottom portions 156 and 158, with a
upwardly tapered front ends 160 and 162 respectively. The front
ends 160 and 162 would normally be exposed to oncoming waves, but
in this embodiment, the wave spreading structures 155 deflect any
waves away from the portions 160 and 162. This results in the hull
portions being recessed or internal to the wave contacting surfaces
of the hull. The wave spreading structures 155 may again be
configured as a wedge shape having first and second sides 164, 166
and a front edge 168 directed forwardly. The sides 164 and 166 of
the wedge shape present substantially vertical surfaces to
facilitate water displacement, resulting in a configuration that
cuts through any waves, minimizing wave forces acting on the boat.
This also results in the boat remaining substantially level as it
moves across the water, even if waves or wake are encountered.
Further, the boat remains substantially level at different speeds
when on plane, even if loaded. The sides 164 and 166 extend toward
the rear of boat 150, forming a cavity behind the front edge 168.
The sides 164 and 166 may extend to a position which is adjacent
the position that water contacts the internal prow formed by the
portions 160 and 162 as the boat 150 moves across the water. The
sides also extend toward the water to a position just above the
level of smooth water as the boat 150 moves through the water. Each
hull portion 152 and 154 acts to spread waves laterally, and into
the spaces between hull sections. The spaces 170 between hulls are
designed to accommodate the volume of water displaced by the hulls
based upon the size of the boat.
[0035] The foregoing disclosure is illustrative of embodiments of
the present invention and is not to be construed as limiting
thereof. Although one or more embodiments of the invention have
been described, persons of ordinary skill in the art will readily
appreciate that numerous modifications could be made without
departing from the scope and spirit of the disclosed invention. As
such, it should be understood that all such modifications are
intended to be included within the scope of this invention. The
written description and drawings illustrate the present invention
and are not to be construed as limited to the specific embodiments
disclosed.
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