Boat With Pad Bottom Hull

The field of the invention relates to a boat and more particularly concerns a boat with a hull including a pad bottom.

Observation and experience has shown that the traditional boats with pad bottom hulls are typically very light and travel at high speeds and many require a great deal of skill to pilot. These traditional pad bottom hulls are very inefficient when the boat is loaded for tournament fishing and a great amount of speed is lost.

An example of a prior pad is disclosed in U.S. Pat. No. 4,584,959. The pad is generally rectangular and it gradually changes in shape as shown in FIG. 13. The rectangular pad includes two horizontal strakes along its edges.

In the present invention the intent is to provide a pad surface having a flat wide portion for maximum boat lift and include in a pad profile hydrodynamic features to maximize the stability of the boat; to retain a soft ride of the boat; and to reduce the normal drag resulting from the prior boats having rectangular pad configurations.

In one feature of the preferred embodiment the pad surface has a width at the stern which is appropriate for the size and weight of the boat. The pad surface then transitions narrower as it progresses forward to meet the bow of the boat. This results in reduced drag and retains a soft ride for the boat.

In other features of the preferred embodiment additional surfaces are blended to both edges of the pad surface to form a pad. One other feature is a negative V surface which is blended to both edges of the pad surface adjacent the stern of the boat. These negative V surfaces form reverse wedge surfaces. Another feature is a positive deadrise surface which is blended to both edges of the pad surface forward of the reverse wedge surfaces and which extends towards the bow of the boat. The reverse wedge surfaces and the deadrise surfaces on both sides of the pad surface meet at an intersection between the negative surface of the reverse wedge surface and the positive surface of the deadrise surface. These reverse wedge surfaces and positive deadrise surfaces provide multiple benefits in the operation of the boat. First, this shaping of the outer edge of the pad improves the stability of the boat. This stability is believed to be improved by the forces created by the resultant direction of the water flow at the intersection of these surfaces since the two directions of water flow meet at this intersection. This water flow edge loading is believed to make the boat more stable; as if it had outriggers. Second, the intersection of the two directions of water flow is believed to result in the retention of more of the kinetic energy as the force of the water flow is no longer being lost in spray thrown out along the side of the boat.

In still another feature of the preferred embodiment the pad surface at the stern of the boat is altered relative to the boat bottom. The rear of the pad surface at the stern is tipped upwardly. By tipping the rear of the pad surface upward the boat increases its trim angle without requiring the propeller to generate lift. This particularly improves the hull efficiency and the runing attitude of the boat.

An alternative embodiment of a different boat which includes the features of the preferred embodiment is also disclosed.

All the pad features of the preferred and alternative embodiment maximize the flow of water past the boat in a rearward direction while retaining the ability of the boat to encounter changing wave patterns without a pounding of the boat.

FIG. 1 is a side elevation view of a boat.

FIG. 2 is a top plan view of the boat of FIG. 1.

FIG. 3 is a bottom plan view of the hull for the boat of FIG. 1.

FIG. 4 is a partial broken away view of a portion of the hull of the boat shown in FIG. 1 particularly showing the bottom pad.

FIG. 5 is an end elevation view showing the transom of the boat of FIG. 1.

FIG. 6a through 6g are a series of partial profiles along the boat of FIG. 1 particularly showing a portion of the hull and the bottom pad.

FIG. 7 is a side elevation view of an alternate embodiment of a boat.

FIG. 8 is a top plan view of the boat of FIG. 7.

FIG. 9 is a bottom plan view of the hull for the boat of FIG. 7.

FIG. 10 is a partial broken away view of a portion of the hull of the boat shown in FIG. 7 particularly showing the bottom pad.

FIG. 11 is an end elevation view showing the transom of the boat of FIG. 7.

FIG. 12a through 12g are a series of partial profiles along the boat of FIG. 7 particularly showing a portion of the hull and the bottom pad.

A planing boat 10 is shown in FIGS. 1 through 4. The boat 10 includes an outboard motor 12 and a drivers console 14. The boat has a bow 16, a stern 18, a port side 20, a starboard side 22 and a top deck 24. The boat 10 which is preferably formed of reinforced fiberglass includes a planing hull 26 having a bottom planing surface and transom 30. An well or notch 32 is formed at the transom 30 to mount the outboard motor 12. The bottom planing surface includes a bottom pad planing surface or pad 34

The pad 34 is the primary feature of the preferred embodiment. The pad 34 is generally centered on the boat center line 36 at the lower portion of the bottom planing surface 28. The pad 34 is best shown in FIGS. 3, 4 and 5. Referring to FIG. 3, the pad 34 is symmetrical to the bottom planing surface 28 and contains a first pad surface 38, a second pad surface 40 and a third pad surface 42.

The pad 34 extends from the transom 30 towards the bow 16 as shown in FIGS. 3 and 4. The pad 34 at the stern 18 is selected to have a width proportional for the size and weight of the boat. For a Procraft Model SP 180 manufactured by Brunswick Marine the pad width 44a of the first pad surface 38 of the pad 34 at the stern 18 is about 9 inches. The pad surface 38 is transitioned to narrow as it traverses towards the bow 16.

The shape of the pad 34 at the stern is best shown in FIG. 6a. FIG. 6a is the pad profile at the beginning of the pad 34 at the stern 18 and FIG. 6g is the pad profile at about the end of the pad 34 in the direction of the bow 16. The width 44g of the first pad surface 38 of the pad profile in FIG. 6g is about 0 inches. In other words, the pad profile at FIG. 6g is at about the end of the first pad surface 38.

FIGS. 6b through 6f are intermediate pad profiles at 18 inch increments along the pad 34. The width 44b in FIG. 6b is about 71/4 inches. The width 44c in FIG. 6c is about 6 inches. The width 44d in FIG. 6d is about 43/8 inches. The width 44e in FIG. 6e is about 2 inches. The width 44f in FIG. 6f is about 3/8 inch.

Another feature of the preferred embodiment are reverse wedges 46a and 46b. The reverse wedges 46a and 46b are blended to the edges 48a and 48b of the first pad surface 38 of the pad 34 for a portion of the pad 34 between the profile at FIG. 6a and the profile at FIG. 6b. The reverse wedges 46a and 46b form the second pad surface 40. In FIG. 6a the reverse wedges 46a and 46b each have a width 50 of about 2 inches.

The pad 34 also includes deadrise surfaces 52a and 52b which are blended with the edges 48c and 48d of the first pad surface 38 of the pad 34 for a portion of the pad 34 between the profile shown in FIG. 6c and the profile shown in FIG. 6g and extending to the intersection of the two dead rise surfaces 52a and 52b at about a point 54 on the centerline 36. The deadrise surfaces 52a and 52b form the third pad surface 42.

The reverse wedge 46a blends and intersects at a line or plane 56a with the deadrise surface 52a. The reverse wedge 46b blends and intersects at a line or plane 56b with the deadrise surface 52b. These intersections 56a and 56b direct the flow of water past the hull 26 towards the stern 18 of the boat 10.

FIG. 6b shows a point 56 at the intersection 56a of the reverse wedge 46a and the deadrise surface 52a. FIG. 6b also shows a point 56 at the intersection 56b of the reverse wedge 46b and the deadrise surface 52a. FIG. 6c also shows a point 56 at the intersection 56a of the reverse wedge 46a and the deadrise surface 52a. FIG. 6c also shows a point 56 at the intersection 56b of the reverse wedge 46b and the deadrise surface 52a.

FIG. 6d through 6g no longer show the reverse wedges 46a and 46b since they have ended prior to these profiles. FIGS. 6d through 6g show a gradual change in the deadrise surfaces 52a and 52b as they transition towards the point 54 at the bow 16.

The total width 58a of the pad 34 at the profile of FIG. 6a is about 13 inches. The total width 58b of the pad 34 at the profile of FIG. 6b is about 123/4 inches. This includes a portion of about 11/2 in wide 60a for each of the deadrise surfaces 52a and 52b and a portion of about 11/4 inch wide 62a for each of the reverse wedges 46a and 46b.

The total width 58c of the pad 34 at the profile of FIG. 6c is about 121/2 inches. This includes a portion of about 21/2 in wide 60b for each of the deadrise surfaces 52a and 52b and a portion of about 3/4 inch wide 62b for each of the reverse wedges 46a and 46b.

The total width 58d of the pad 34 at the profile of FIG. 6d is about 123/8 inches. The total width 58e of the pad 34 at the profile of FIG. 6e is about 121/4 inches. The total width 58f of the pad 34 at the profile of FIG. 6f is about 121/8 inches. The total width 58g of the pad 34 at the profile of FIG. 6g is about 12 inches.

The entire pad 34 is stepped down or away from the remaining portion of the planing hull 26 with a step 64 of about 1 to 11/2 inches as shown in FIGS. 6a through 6g.

The acute angle 66a from the horizontal between the first planing surface 38 and each of the reverse wedges 46a and 46b in FIG. 6a is about minus 1 degree. This results in a trough or tunnel 68 of about 1/8 inch deep within the pad 34. The combination of the flat surface of the first planing surface 38b and the reverse or negative 1 degree surface of the reverse wedges 46a and 46b permits the boat 10 to carry the weight of additional people while at the same time reducing the friction of these surfaces as the weight of the boat is increased.

The acute angle 66b from the horizontal of each of the reverse wedges 46a and 46b in FIG. 6b is also about minus 1 degree and the acute angle 70b from the horizontal of each of the deadrise surfaces 52a and 52b is about 8 degrees. The acute angle 66c from the horizontal of each of the reverse wedges 46a and 46b in FIG. 6c is also about minus 1 degree and the acute angle 70c from the horizontal of each of the deadrise surfaces 52a and 52b is about 91/2 degree. The acute angle 70d from the horizontal of each of the deadrise surfaces 52a and 52b in FIG. 6d is about 10 degrees. The acute angle 70e from the horizontal of each of the deadrise surfaces 52a and 52b in FIG. 6e is about 15 degrees. The acute angle 70f from the horizontal of each of the deadrise surfaces 52b in FIG. 6f is about 22 degrees. The acute angle 70g from the horizontal of each of the deadrise surfaces 52a and 52b in FIG. 6g is about 28 degrees.

It can therefore be seen that the acute angle from the horizontal of the deadrise surfaces 52a and 52b increases from the stern 18 towards the bow 16. This increasing angle helps lower the drag of the boat 10 allowing faster planing of the boat 10.

An additional feature of the preferred embodiment is the altering of the pad 34 relative to the boat 10. The rear portion 72 of the pad 35 is tipped upward towards the stern 18 of the boat 10. By tipping the the rear of the pad 34 upward the boat 10 increases its trim angle without requiring the propeller to generate lift. The propeller trim angle can be adjusted to utilize the maximum thrust in moving the boat forward and to eliminate the loss of thrust from the propeller generating lift to the boat 10. The tipping line 74 through the pad 34 is identified in the Figures to be at plane 0--0. At the tipping line 74 the rear of the pad 34 for a distance 76 of about 42 inches is tipped upward at an angle 78 of about 3/4 degrees. The preferred tipping angle is in the range of 1/2 to 3 degrees for a length of about 36 inches to 60 inches depending on the weight and the length of the boat 10. The tipping of the rear portion 72 of the pad 34 improves the efficiency of the planing hull 26 and improves the running attitude of the boat 10.

An alternative embodiment of the invention is shown in FIGS. 7 through 12. The feature of the pad and the alternative features of the reverse wedges and the tipped rear portion of the pad are similar to that described for the preferred embodiment described above and shown for boat 10, but are modified for the alternative embodiment shown and described for boat 110.

In the alternative embodiment, a planing boat 110 is shown in FIGS. 7 through 10. The boat 110 includes an outboard motor 112 and a drivers console 114. The boat has a bow 115, a stern 118, a port side 120, a starboard side 122 and a top deck 124. The boat 110 which is preferably formed of reinforced fiberglass includes a planing hull 126 having a bottom planing surface and transom 130. An well or notch 132 is formed at the transom 130 to mount the outboard motor 112. The bottom planing surface includes a bottom pad planing surface or pad 134

The pad 134 is the primary feature of the alternative embodiment. The pad 134 is generally centered on the boat center line 136 at the lower portion of the bottom planing surface 128. The pad 134 is best shown in FIGS. 9, 10 and 11. Referring to FIG. 9, the pad 134 is a symmetrical to the bottom planing surface 128 and contains a first pad surface 138, a second pad surface 140 and a third pad surface 142.

The pad 134 extends from the transom 130 towards the bow 116 as shown in FIGS. 9 and 10. The pad 134 at the stern 118 is selected to have a width 144 proportional for the size and weight of the boat. For a Procraft Model PF 1700 manufactured by Brunswick Marine the pad width 144a of the pad 134 at the stern 118 is about 8 inches. The pad 34 is transitioned to narrow as it traverses towards the bow 116.

The shape of the pad 134 at the stern is best shown in FIG. 12a. FIG. 12a is the pad profile at the beginning of the pad 134 at the stern 118 and FIG. 12g is the pad profile at about the end of the pad 134 in the direction of the bow 116. The width 144g of the first pad surface 138 of the pad profile in FIG. 12g is about 1 inches. In other words, the pad profile at FIG. 12g is very close to the end of the first pad surface 138.

FIGS. 12b through 12f are intermediate pad profiles at 18 inch increments along the pad 134. The width 144b in FIG. 12b is about 6 inches. The width 144c in FIG. 12c is about 5 inches. The width 144d in FIG. 12d is about 4 inches. The width 144e in FIG. 12e is about 3 inches. The width in FIG. 12f is about 11/2 inches.

Another feature of the alternative embodiment are reverse wedges 146a and 146b. The reverse wedges 146a and 146b are blended with the edges 148a and 148b of the first pad surface 138 of the pad 134 for a portion of the pad 134 between the profile at FIG. 12a and the profile at FIG. 12e. The reverse wedges 146a and 146b form the second pad surface 140. In FIG. 12a the reverse wedges 146a and 146b each have a width 150 of about 21/2 inches.

The pad 134 also includes deadrise surfaces 152a and 152b which are blended with the edges 148c and 148d of the first pad surface 138 of the pad 134 for a portion of the pad 134 from the profile shown in FIG. 12a and extending to the intersection of the two deadrise surfaces 152a and 152b at about a point 154 on the centerline 136. The deadrise surfaces 152a and 152b form the third pad surface 142.

The reverse wedge 146a blends and intersects at a line or plane 156a with the deadrise surface 152a. The reverse wedge 146b blends and intersects at a line or plane 156b with the deadrise surface 152b. These intersections 156a and 156b direct the flow of water past the hull 156 towards the stern 118 of the boat 110.

FIGS. 12b through 12e show a point 156 at the intersection 156a of the reverse wedge 146a and the deadrise surface 152a. FIG. 12b through 12e also show a point 156 at the intersection 156b of the reverse wedge 146b and the deadrise surface 152a. FIG. 12f and 12g no longer show the reverse wedges 146a and 146b since they have ended prior to these profiles. FIGS. 12a through 12g show a gradual change in the deadrise surfaces 152a and 152b as they transition towards the point 154 at the bow 116.

The total width 158a of the pad 134 at the profile of FIG. 12a is about 13 inches. The total width 158b of the pad 134 at the profile of FIG. 12b is about 13 inches. This includes a portion of about 21/4 in wide 160a for each of the dead rise surfaces 152a and 152b and a portion of about 11/4 inch wide 162a for each of the reverse wedges 146a and 146b.

The total width 158c of the pad 134 at the profile of FIG. 12c is about 13 inches. This includes a portion of about 21/2 in wide 160b for each of the deadrise surfaces 152a and 152b and a portion of about 11/2 inch wide 162b for each of the reverse wedges 146a and 146b.

The total width 158d of the pad 134 at the profile of FIG. 12d is about 13 inches. This includes a portion of about 31/2 inches wide 160b for each of the deadrise surfaces 152a and 152b and a portion of about 1 inch wide for each of the reverse wedges 146a and 146b. The total width 158e of the pad 134 at the profile of FIG. 12e is about 13 inches. This includes a portion of about 4 inches wide 160b for each of the deadrise surfaces 152a and 152b and a portion 1 inch wide for each of the reverse wedges 146a and 146b. The total width 158f of the pad 134 at the profile of FIG. 12f is about 13 inches. The total width 158g of the pad 134 at the profile of FIG. 12g is about 13 inches.

The entire pad 134 is stepped down or away from the remaining portion of the planing hull 126 with a step 164 between about 0 and about 11/2 inches as shown in the profiles of FIGS. 12a through 12g.

The acute angle 166a from the horizontal between the first planing surface 138 and each of the reverse wedges 146a and 146b in FIG. 12a is about minus 1 degree. This results in a trough or tunnel 168 about 1/8 inch deep within the pad 134. The combination of the flat surface of the first planing surface 138b and the reverse or negative 1 degree surface of the reverse wedges 46a and 46b permits the boat 10 to carry the weight of additional people while at the same time reducing the fiction of these surfaces as the weight is increased.

The acute angle 166b from the horizontal of each of the reverse wedges 146a and 146b in FIG. 12b through FIG. 12e are also at about minus 1 degree. The acute angles 170b through 170g respectively from the horizontal of each of the deadrise surfaces 152a and 152b in FIG. 12b is about 8 degrees; in FIG. 12c is about 13 degrees; in FIG. 12d is about 14 degrees; in FIG. 12 is about 15 degrees; in FIG. 12f is about 20 degrees; and, in FIG. 12f is about 21 degrees.

It can therefore be seen that the acute angle from the horizontal of the deadrise surfaces 152a and 152b increases from the stern 118 towards the bow 116. This increasing angle helps lower the drag of the boat 110 allowing faster planing of the boat 110.

An additional feature of the preferred embodiment is the altering of the pad 134 relative to the boat 110. The rear portion 172 of the pad 135 is tipped upward towards the stern 118 of the boat 110. By tipping the the rear of the pad 134 upward the boat 110 increases its trim angle without requiring the propeller to generate lift. The propeller trim angle can be adjusted to utilize the maximum thrust in moving the boat forward and to eliminate the loss of thrust from the propeller generating lift to the boat 110. The tipping line 174 on the pad 134 is identified in the Figures to be at plane 0--0. At the tipping line 174 the rear of the pad 134 for a distance 176 of about 42 inches is tipped upward at an angle 178 of about 3/4 degrees. The preferred tipping angle is in the range of 1/2 to 3 degrees for a length of about 36 inches to 60 inches depending on the weight and the length of the boat 110. The tipping of the rear portion 172 of the pad 134 improves the efficiency of the planing hull 126 and improves the running attitude of the boat 110.

While embodiments and application of the invention or inventions have been shown and described, it would be apparent to those skilled in the art that modifications are possible without departing from the inventive concepts herein. Therefore, the invention is not to be restricted other than by the scope and equivalency of the following claims.