Boat Hull

Abstract

A shallow draft boat having a boat hull that allows for stability, maneuverability, and speed while needing only inches of draft. The hull generally includes a ski, a bottom shell, a left and right chine and a bow wrapper.

Description

BACKGROUND OF THE INVENTION

1. Technical Field

The present invention is directed to a boat hull and more particularly, a boat hull that allows for stability, control, quick maneuverability, quick stops, and a fast top end speed in a wide variety of water conditions while needing only inches of draft.

2. Related Art

At times, boat operators and in particularly, the military and law enforcement agencies need boats that are stable, maneuverable, have plenty of speed and can quickly stop yet are able to operate in mere inches of water. Currently, the only boats that successfully operate in mere inches of water of any significant size and speed are airboats which are also known as fan boats. The problem with airboats is that they are very noisy as they are driven by an aircraft type propeller and they are flat-bottomed vessels which make them difficult to turn and many times, they are top-heavy which causes the airboats from time to time to capsize. Airboats also are limited to substantially flat water and therefore cannot be used on most lakes, bays, or oceans where waves commonly occur. Therefore, there is a need for a more traditionally styled boat having a lower center of gravity that has the minimal draft of an airboat with greater stability, maneuverability, and safety than an airboat.

SUMMARY OF THE INVENTION

The present invention is directed to a boat hull and more particularly, a boat hull that allows for stability, maneuverability, and speed while needing only inches of draft.

The present invention is directed to a boat hull having a beam and an overall length and wherein the hull comprises a ski having an approximately triangular shape and wherein a first side of the ski has a length of approximately 7-27% of the beam and wherein a second and third side each have a ski length of less than 75% of the overall length and greater than 25% of the overall length. The bottom shell extends outwardly from the ski and has a dead rise of at least 5 degrees and a dead rise of no greater than 25 degrees. The hull further includes a bow wrapper.

The hull may include a transom extending from the ski and the bottom shell and opposing the bow wrapper relative to the bottom shell. It is expected that the ski does not extend from the transom to the bow wrapper and that the first side of the ski is proximate to the transom. The ski has a length of approximately 12-24% of the beam proximate to the transom, and first width of 5-15% the relative beam, preferably 7-12% of the relative beam, measured at a length of approximately 25% of the overall length from the transom. A second width of the ski of 1-6% of the relative beam may be measured at a length of approximately 50% of the overall length from a transom. It is further expected that the length of the overall ski is less than 70% of the overall length of the hull, but greater than 45% the length of the overall length. More preferably, the length of the ski is 54-66% of the overall length. It is expected that the ski will have the first width is approximately 45-69%, preferably 52-64% of the transom width and the second width is approximately 10-30%, preferably 15-20% of the transom width.

The ski has a transom width proximate to a transom and a first width measured at a length of approximately 25% of the overall length from the transom and a second width measured at a length of approximately 50% of the overall length from the transom and wherein the first width is approximately 52-64% of the transom width and the second width is approximately 15-20% of the transom width.

The bottom shell as described above may have a variable dead rise from the ski, or keel to the chines, and proximate to the transom, a transom dead rise of 4-12 degrees, preferable 5-13 degrees. A first dead rise measured at a length of approximately 25% of the overall length from a transom may be 5-13 degrees, preferably 6-10 degrees. A second dead rise measured at a length of approximately 50% of the overall length from a transom may be 6-15 degrees, preferably 7-12 degrees. A third dead rise measured at a length of approximately 75% of the overall length from a transom may be 10-25 degrees preferably 15-24 degrees. In regards to the dead rise, the first dead rise is expected to be within three degrees of the transom dead rise, the second dead rise within six degrees of the transom dead rise and the third dead rise is within 20 degrees of the transom dead rise. It is also expected that even though the specified dead rises have ranges that may overlap, the second dead rise is expected to be greater than or equal to the first dead rise and the third dead rise is expected to be greater than the second dead rise. More specifically it is expected that the first dead rise is 0-1.5 degrees greater than the transom dead rise, the second dead rise is 0.5-4 degrees greater than the transom dead rise and wherein the third dead rise is 8-20 degrees greater than the transom dead rise for the exemplary hull in the Figures. The variable dead rise of the bottom shell may also be specified as having a first dead rise greater than the transom dead rise but less than 105% of the transom dead rise, the second dead rise greater than the first dead rise but less than 125% of the transom dead rise and the third dead rise greater than the second dead rise but less than 305% of the transom dead rise.

The hull further includes a chine proximate to the bottom shell and approximately extending from the bow wrapper to a transom and wherein the chine reduces in width as it extends from the transom to the bow wrapper, and wherein the reduction in width is less than 25% of a transom chine width proximate to the transom. In the illustrated example, the chine and transom cooperatively surround the bottom shell and the port and starboard chines extend forward and meet proximate to the keel and divide the bow wrapper from the bottom shell. The chines also vary in width, but minimally such that each chine includes a first chine width measured at a length of approximately 25% of the overall length from the transom, a second chine width measured at a length of approximately 50% of the overall length from the transom a third chine width measured at a length of approximately 75% of the overall length from the transom and wherein the transom chine width is 2-10% of the beam and wherein the third transom varies in width less than 2% of the beam from the transom chine width. It is expected that the first chine width is 2-9.5% of the beam, the second chine width is 2-9% of the beam, and the third chine width is 1.5-9% of the beam. The chine widths may also be expressed such that the first chine width is less than the transom chine width but greater than 85% of the transom chine width, the second chine width is less than the first chine width but greater than 70% of the transom chine width, and the third chine width is less than the second chine width but greater than 65% of the transom chine width.

The hull described has interesting characteristics, such as a plane-off angle of less than 10 degrees, preferable less than 6.5 degrees, and more preferably less than 6 degrees. The hump speed is also generally less than 20 mph and preferably less than 15 mph. The hull further includes a skeg to provide stability and cornering such that the stern of the boat tracks through corners. The size, shape, and configuration of the chine separates water away from the hull rather than letting water attach to the hull.

The bow wrapper has unique characteristics that provide very quick stops for a boat of the relative size and prevents submarining, substantially through the expanding spoon shaped profile of the bow wrapper, particularly the upper bow wrapper. More specifically the bow wrapper is configured to increase buoyancy of the hull the further the hull pivots perpendicular to the overall length until at least the transom and a portion of the ski, the bottom shell and a right chine and a left chine are free of the water proximate to the transom. The bow wrapper includes an expanding curvature as the distance increases from the transom and as the distance increases in height from a plane formed by the ski. This allows the bow wrapper to change from an angular profile proximate to the shell to a rounded expanding curvature as the distance increased from the shell. The bottom shell increases from approximately a 7-9 degree dead rise proximate the transom to a 21-27 degree dead rise proximate to the bow wrapper.

The boat hull extends between a transom and a bow and having a beam and an overall length, and includes a ski having an approximately triangular shape to define a first side disposed along the transom and second and third sides extending from the first side towards the bow along a ski plane, a bottom shell extending outwardly from the second and third sides to a left chine and a right chine and wherein the bottom shell has a transom dead rise between 6 to 10 degrees proximate to the transom and relative to the ski plane to minimize vertical displacement of the chine relative to the ski plane, and at least one skeg coupled to the bottom shell and disposed proximate the transom and inwardly from the left chine and the right chine to prevent roll-out during high speed turns. The boat hull, specifically the bottom shell has a first dead rise between 6 to 10 degrees measured between the transom and a length of approximately 25% of the overall length from the transom to minimize vertical displacement of the chines relative to the ski plane within 25% of the overall length from the transom. The bottom shell has a second dead rise between 9 and 21 degrees measured between a length of approximately 50% of the overall length to a length of approximately 75% of the overall length from the transom.

The boat hull illustrated in the figure and having a transom and a bow and having a beam and an overall length specifically is configured to include (1) a ski having an approximately triangular shape to define a first side disposed along the transom and second and third sides extending from the first side towards the bow along a ski plane, with the first side of the ski having a length of approximately 15-19% of the beam and the second and third sides having a length of approximately 58-64% of the overall length; (2) a bottom shell extending outwardly from the second and third sides to a left chine and a right chine and wherein the bottom shell has a transom dead rise between 7-8 degrees relative to the ski plane and proximate the transom to minimize vertical displacement of the left and right chines relative to the ski plane, a first dead rise between 7-8.5 degrees relative to the ski plane and measured at a length of approximately 25% of the overall length from the transom, a second dead rise between 8-10.5 degrees relative to the ski plane and measured at a length of approximately 50% of the overall length from the transom, a third dead rise between 19-23 degrees relative to the ski plane and measured at a length of approximately 75% of the overall length from the transom; (3) at least one skeg coupled to the bottom shell and disposed proximate the transom and between the left chine and the right chine; (4) left and right chines each having a transom chine width proximate to the transom being 2-10% of the beam, a first chine width measured at a length of approximately 25% of the overall length from the transom and being 2.5-7% of the beam, a second chine width measured at a length of approximately 50% of the overall length from the transom and being 2.4-6.4% of the beam, and a third chine width measured at a length of approximately 75% of the overall length from the transom and being 2.2-5.8% of the beam; and (5) a bow wrapper extending forward proximate the bow and having an expanding curvature as the distance from the ski plane increases.

The present invention is a boat that may use as few as three inches of draft while operating, thereby allowing it to clear obstacles, operate in shallow water and perform operations under demanding conditions that are commonly called upon by various military and law enforcement agencies.

DESCRIPTION OF THE FIGURES

FIG. 1 is a bottom front perspective view of the hull with dotted lines showing optional items or cutouts as well as the variable height of sides;

FIG. 2 is a right or starboard side view of the hull in FIG. 1, including a representation of an exemplary waterline when the boat is not under power;

FIG. 3 is a bottom view of the hull in FIG. 1;

FIG. 4 is a front or bow view of the hull in FIG. 1;

FIG. 5 is a rear or aft view of the hull in FIG. 1 with dotted lines also representing optional features or the size, shape and configuration of variable aspects of the hull;

FIG. 6 is a bottom, left side or a bottom port perspective view taken from the front or bow of the boat hull with the outer skin of material cut-away to show internal components of the hull including the frames, keel, outer chines, sheer and the main outboard engine girder;

FIG. 7 is a left or port side view of the keel and the relative the location of the lower bow wrapper starting point and the chine ends;

FIG. 8 is a front view of frame B from FIG. 6;

FIG. 9 is a front view of frame A from FIG. 6;

FIG. 10 is a front view of frame 1 from FIG. 6;

FIG. 11 is a front view of frame 2 from FIG. 6;

FIG. 12 is a front view of frame 3 from FIG. 6;

FIG. 13 is a front view of frame 4 from FIG. 6;

FIG. 14 is a front view of frame 5 from FIG. 6;

FIG. 15 is a front view of frame 6 from FIG. 6;

FIG. 16 is a front view of frame 7 from FIG. 6;

FIG. 17 is a front view of frame 8 from FIG. 6;

FIG. 18 is a front view of frame 9 from FIG. 6;

FIG. 19 is a front view of frame 10 from FIG. 6;

FIG. 20 is a front view of frame 11 from FIG. 6;

FIG. 21 is a front view of frame 12 from FIG. 6;

FIG. 22 is a front view of frame 13 from FIG. 6;

FIG. 23 is a front view of the transom from FIG. 6;

FIG. 24 is a bottom view of the ski from FIG. 3;

FIG. 25 is an exploded top view of the bow wrapper including the upper bow wrapper and the lower bow wrapper from FIG. 6;

FIG. 26 illustrates port and starboard chines;

FIG. 27 illustrates exemplary side longs, bottom longs, tank cradles, fuel tanks, transom, deck stiffeners, and fuel tanks to an assembled keel, frames and girders;

FIG. 28 illustrates the addition of bottom shells and chines from a bottom perspective view to the assembled frames in FIG. 27;

FIG. 29 is a partial top perspective view; and

FIG. 30 is a graph of hydrostatic properties of the exemplary hull illustrated in the drawings at level trim of baseline draft vs. a scaled measurement as well as baseline draft vs. LCB/LCF scale in feet.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

As illustrated in the Figures, the present invention is directed to a boat assembly specifically a boat hull 10 configured to allow effective and safe operation in shallow waters (less than 18 inches of draft, preferably less than 12 inches of draft and more preferably less than 6 inches of draft but at least 3 inches of draft to prevent damage to the engine or jets) while providing a traditional boat platform with exceptional stability, ease of use, quick maneuverability, quick stops and anti-submarining capabilities. An exemplary waterline 8 is represented in the Figures. The hull 10 generally includes a ski 20, a bottom shell 40 extending outwardly from the ski 20, a bow wrapper 50 proximate to the bottom shell 40 and chines 80 also proximate to the bottom shell 40. In addition, at least one skeg 18 is coupled to the bottom shell and disposed proximate the transom on the port and starboard sides of the hull 10 to prevent roll-out on high speed turns. While the hull 10 may vary in size and have some possible variations to the shape as well as the configuration, the hull 10 of the present invention will generally have the proportions described below scaled to different sizes from the illustrated hull which has an exemplary overall length of 36 feet. The hull 10 of the boat may be formed through a variety of different techniques as well as be formed of a variety of different materials including steel, aluminum, and fiberglass. A variety of different construction techniques may also be used to form the hull 10, however, as discussed above, the hull 10 of the present invention will generally have the claimed ranges for the proportions of the hull 10.

The hull 10 is generally illustrated in the figures as being constructed around a variety of frame members 120. These frame members 120 will be generally discussed in individual detail in relation to the variance of the depth of rise of the hull 10. At the stern or rear end of the hull 10 is generally a transom 146. The front end of the boat is illustrated by the bow and the overall length of the hull is calculated generally from the transom to the tip of the bow. Of course, different added deck configurations as well as extensions or protrusions, such as an anchor assembly, could be added and extend beyond the termination or tip of the bow on the hull or a swim platform to the stern of the boat and add to the overall length of the complete assembled boat but these, for purposes of this application, will not be considered as part of the overall length of the hull as described herein or as used in the claims. As used herein, the overall length refers to the length of the hull, not of the overall boat. The boat and hull also include sides 34 specifically a port or left side 36 and starboard or right side 38 of which the distance between the sides 34 of the hull is generally referred to as the beam. As used in the present invention, the maximum beam of the boat is calculated at the widest point of the hull while the relative beam or just beam is the width at the point, such that the beam at the transom is the width proximate to the transom 146. As illustrated, the beam of the boat remains substantially consistent for a substantial portion of the overall length extending from the transom with a slight increase amidships; however, at some point the beam of the boat is reduced as it extends toward the bow. Again, various deck configurations or other mounted items may increase the overall width of the boat such as side rails; however, as used herein the beam of the hull refers to the width of the hull at that point and does not include added items. The overall configuration of the deck, as well as the pilothouse as illustrated in the drawings may widely vary in size, shape, and configuration, and is not part of the present invention.

The ski 20 is substantially planar and is generally configured to be the primary surface on which the boat planes or rides while under sufficient power to reach or exceed plane. The ski 20 generally is formed in a triangular shape, although in some embodiments the tip of the triangle may be lopped off. The ski 20 typically has a first side 22 proximate to the transom 146, a second side 24 and a third side 26 extending therefrom. The first side 22 is generally located proximate to the transom 146, but minor variations may occur and is in many cases abutted against the transom 146. It is expected that the ski 20 will be centered along the beam for stability. The second and third sides generally extend forward and have the same length and thereby form an isosceles triangle for the ski 20 illustrated in the Figures. The first side 22 of the ski 20 is generally configured to have a length of approximately 7 to 27% of the beam at the transom, preferably 12 to 24%, more preferably 15 to 19%, and specifically approximately 17% for the illustrated example. The overall length of the ski relative to the overall length of the hull is approximately 45 to 70% of the overall length preferably 54 to 66%, more preferably 58 to 68%, and specifically approximately 61% for the illustrated example.

Extending away from the ski 20 is the bottom shell 40 of the hull 10. While the present invention is illustrated with the ski 20 formed separately from the bottom shell 40 and specifically that the bottom shell 40 is formed in two pieces, it should be readily understood that dependent upon the types of material and method assembly, these items may be made as a single piece even though they are described herein as separate items. For example, if the hull 10 is formed from fiberglass or another composite material, the bottom shell 40 is generally configured to have a slight dead rise near the transom extending to a fairly significant dead rise near the bow wrapper 50. As illustrated in the Figures, the dead rise is the amount of angle of the bottom shell relative to the plane formed by the ski 20. The amount of dead rise is best illustrated in FIGS. 8-23 showing, starting with FIG. 23 which illustrates a minimum amount of angle relative to the plane formed by the ski with little change in the dead rise as the frame numbers and figure numbers is reduced through at least frame 7, illustrated in FIG. 16, and then substantially increasing thereafter from frame 6 down to frame 2, illustrated in the Figures. As illustrated in FIG. 27, frames A and B illustrated in FIGS. 8 and 9 are configured to be in contact with the bow wrapper while frame 1, illustrated in FIG. 10, is generally configured to be proximate to the edge of the bow wrapper with frame 2, illustrated in FIG. 11, and substantially located within the bottom shell 40. The hull 10, specifically the bottom shell 40, has a dead rise extending between the ski 20 and the chines 80, 4-12° degrees proximate to the transom, preferably 5-10° and more preferably 7-8° with a specific dead rise in the illustrated example of 7.6°, as shown by the transom 146 in FIG. 24. As stated above, the dead rise has only minimally changes in the aft portion of the boat such that any position which is within 25% the total of the overall length of the hull from the transom, the dead rise between the ski and the chines is approximately 5-13°, preferably 6-10°, more preferably 7-8.5° and specifically in the illustrated example at the 25% position from the transom the dead rise is only 7.8°, illustrated by frame 11 in FIG. 23. Therefore, in the rear quarter of the hull the dead rise is substantially the same with minor to no changes. At the 25-50% portion of the hull based on the overall length extending from the transom, the amount of dead rise increases but the amount of increase is limited. In the amidships, more specifically at a position of 50% length of the hull or in the middle of the hull, the dead rise is approximately 6-15°, preferably 7-12°, more preferably 8-10.5° and specifically for the illustrated example 9.2°, as illustrated by frame 6 in FIG. 15.

Therefore, while in the rear 25% of the boat, the dead rise only changed 0.2° in the 25-50% portion of the boat the dead rise changes 1.4° which is 7 times the amount of increase from the transom to the 25% point. The low dead rise angle of the stern of the boat gives it a very flat ride. Also, while crossing hump speed, which is approximately around 12 mph, the boat will plane-off quickly with angles less than 6°.

From the middle of the boat forward to the bow, the amount of dead rise substantially increases such that the dead rise could be almost exponential in nature starting at the stern of the boat and increasing with each frame forward, minimally at first and then greater amounts for each frame member 120. Therefore, at a measured position of 75% of the overall length as measured from the transom, the amount of dead rise is approximately 10-31°, preferably 14-29°, more preferably 17-25°, even more preferably 19-23° and specifically 21° as exemplarily illustrated by frame 2 in FIG. 11. While the dead rise only increased 0.2° from the transom to the 25% point and 1.4° from the 25% point to the 50% point, it may be seen that the dead rise has increased 11.8° from the 50 to 75% point. Beyond the 75% point, as illustrated by frames A and B as well as 1 and 2, the bottom shell starts to conform to meet the bow wrapper 50 and therefore while the dead rise has increased significantly in frames 3 and 2, the configuration of the frames is changed slowly to have more rounded sides as well as to be reduced in width and height. Therefore, while frames 4-13, illustrated in FIGS. 13-22, have approximately similar widths with slight bow outward in the center or amidships such that frames 7, 8 and 9, illustrated in FIGS. 17, 18 and 19, respectively, specifically frame 8, have the largest overall beam. The beam of the boat is approximately consistent with only minor variations such as in the illustrated example, only about 3 inches of difference between smallest and largest of frames 4-13. Starting with frame 3, as illustrated in FIG. 12, and increasing to frame 2, as illustrated in FIG. 11, the sides have a more rounded shape, which increases to a point in frames A and B, illustrated in FIGS. 9 and 8, respectively, as being completely rounded.

The bow wrapper 50 includes an expanded curvature as the distance increases from the transom 146 and the distance increases in the height formed from a plane formed by the ski 20. This expanded curvature causes the bow wrapper 50 to be configured to change from an angular profile proximate to said bottom shell 40 to a rounded expanded curvature as the distance increases from the bottom shell, such that the bow wrapper 50 has a somewhat large spoon shape. The spoon shape of the bow wrapper 50 is configured to gain increasing buoyancy for the hull 10 such that the further the boat pivots perpendicular to its keel 110, the more the buoyancy of the hull increases until a point of failure, such as the point of submersion where the pivot point reaches a point where water may enter the hull. Of course, this pivot point could be substantial and also short of water entering the hull if the bow was covered because at some point the pivoting will reach a point where too much of the aft hull would be out of the water. Therefore, in the present invention as the boat pivots forward such that its bow is increasingly submerged such as in a quick stop, the amount of buoyancy is also increased due to the expanding curvature of the bow which adds volume to the amount of displaced water to obtain the increasing buoyancy. Therefore, as the boat comes quickly to the stop and the bow settles downward, the bow wrapper's expanding curvature, which has an increase in displaced volume the more the bow pivots downward at the bow, such that more of the bow wrapper 50 contacts the water and acts as a brake allowing the boat to come to quick stops or substantially reduced speeds quickly from high speed. One major safety issue for law enforcement and other working boats is having a boat that moves efficiently through the water to save fuel economy, has sufficient speed and when the throttle is reduced that the boat may quickly stop even though boats do not include any brakes. For example, in law enforcement, many times the operator of the boat needs to speed up quickly to intercept or come alongside another boat and then reduce the amount of throttle quickly, which in the present invention the expanding curvature of the bow acts as a safety brake when the throttle is reduced to quickly scrub speed from the boat's overall speed. As illustrated in FIGS. 8-13, in each of the frame members starting with frame 4 and working the way back to frames A and B, the point of the center of the arcuate edges of the frame approaches the center of the beam such that the bow wrapper gets an expanding curvature even if the overall radius of the curve decreases due to the bottom of the frame and the keel increasingly being displaced from the plane formed by the ski 20.

The frames 120 are numbered from the bow to the transom 146. However, frame B 122 being the furthest forward and illustrated in FIG. 8 and frame A, illustrated in FIG. 9, are wholly in the bow wrapper 50 and do not have an angular dead rise from the keel 110, but instead are completely rounded on the lower portions. As the radius of the arc increases, the center point of the arc is displaced increasingly away from the center of the beam, until reaching Frame 4129 in FIG. 13 where the side supports 149 are substantially linear. Frame 1126 is illustrated in FIG. 10, Frame 2127 is illustrated in FIG. 11, Frame 3128 is illustrated in FIG. 12, Frame 4129 is illustrated in FIG. 13, Frame 5130 is illustrated in FIG. 14, Frame 6132 is illustrated in FIG. 15, Frame 7134 is illustrated in FIG. 16, Frame 8136 is illustrated in FIG. 17, Frame 9138 is illustrated in FIG. 18 and Frame 10140 is illustrated in FIG. 19, Frame 11142 is illustrated in FIG. 20, Frame 12144 is illustrated in FIG. 21 and Frame 13145 is illustrated in FIG. 22. Of course, more or less frames may be included depending on the desired design specifications, size, shape, or configuration of the boat. The number of frames is exemplary, as well as the spacing of the frames and are included to illustrate clearly the changing dead rise of the hull, specifically the bottom shell 40 attached thereto.

As illustrated in the Figures, the present invention also includes chines 80 specifically a starboard chine 90 and a port chine 100. The starboard and port chines 90, 100 are generally minor images of each other. The chines 80 are configured to separate water away from the hull 10 rather than let it attach to the hull 10 and starting proximate to the transom 146 have a reducing width as they approach the bow 12. However, similar to the dead rise, the chines 80 reduce slowly in width until the 75% portion from the transom where they increasingly reduce until they approximately meet each other. More specifically, the reducing width of the chine is less than 25% loss such that the chine at the transom has a transom chine width 82 and maintains at least 80% of that transom chine width along its length to at least to the point that it is 75% the overall length of the hull from the transom 146. Each chine 80 further has a first chine width 84 measured at a length of approximately 25% of the overall length from the transom and a second chine width 86 measured as a length of approximately 50% of the total length from the transom and a third chine width 88 measured at approximately 75% of the overall length from the transom. The transom chine width 82 is approximately 2-10% of the relative beam and the third transom width 88 varies less than 2% of the beam from the transom chine width 82. The transom chine width 82 is 2-10% of the beam, preferably 3-7% more preferably 4-5.5% and as specifically for the provided example in the Figures 4.7% of the total beam. The first chine width 84 is approximately 2-9.5% of the beam, preferably 2.5-7% of the beam, more preferably 3-6% of the beam and in particular for the provided example in the Figures, 4.4% of the beam. The second chine width 86 is 2-9% of the beam, preferably 2.4-6.5% of the beam, more preferably 3-5% of the beam and as specifically provided in the example in the Figures, 4.06% of the beam. The third chine width 88 is approximately 1.5-9% of the beam, preferably 2.2-5.8% of the beam and more preferably 2.5-5% of the beam and in particular 3.8% of the beam in the example illustrated in the Figures. It should be realized that the beam refers to the beam at the particular point on the hull since the overall beam may change slightly between the transom 146 at the stern 14 and the center of the boat and then decrease as it approaches the bow 12 of the boat.

Claims

1. A boat hull having a beam and an overall length and wherein said hull comprises: a ski having an approximately triangular shape and wherein a first side of said ski has a length of approximately 7-27% of the beam and wherein a second and third side each have a ski length of less than 75% of said overall length and greater than 25% of said overall length;a bottom shell extending outwardly from said ski and wherein said bottom shell has a dead rise of at least 5 degrees and a dead rise of no greater than 25 degrees; anda bow wrapper.

2. The hull of claim 1 further including a transom extending from said ski and said bottom shell and opposing said bow wrapper relative to said bottom shell and wherein said ski does not extend from said transom to said bow wrapper and wherein said first side of said ski is proximate to said transom.

3. The hull of claim 2 wherein said first side of said ski has a length of approximately 12-24% of the beam.

4. The hull of claim 2 wherein said ski has first width of 5-15% the relative beam, measured at a length of approximately 25% of the overall length from the transom.

5. The hull of claim 4 wherein said first width is 7-12% of the relative beam.

6. The hull of claim 1 wherein said ski has a second width of 1-6% of the relative beam measured at a length of approximately 50% of the overall length from a transom.

7. The hull of claim 1 wherein said ski length is less than 70% of said overall length and greater than 45% of said overall length.

8. The hull of claim 7 wherein said ski length is 54-66% of the overall length.

9. The hull of claim 1 wherein a transom dead rise proximate to said transom is 4-12 degrees.

10. The hull of claim 1 wherein a first dead rise measured at a length of approximately 25% of the overall length from a transom is 5-13 degrees.

11. The hull of claim 10 wherein said first dead rise is 6-10 degrees.

12. The hull of claim 1 wherein a second dead rise measured at a length of approximately 50% of the overall length from a transom is 6-15 degrees.

13. The hull of claim 12 wherein said second dead rise is 7-12 degrees.

14. The hull of claim 1 wherein a third dead rise measured at a length of approximately 75% of the overall length from a transom is 10-25 degrees.

15. The hull of claim 14 wherein said third dead rise is 15-24 degrees.

16. The hull of claim 1 wherein said ski has a transom width proximate to a transom and a first width measured at a length of approximately 25% of the overall length from the transom and a second width measured at a length of approximately 50% of the overall length from said transom and wherein said first width is approximately 45-69% of said transom width and said second width is approximately 10-30% of said transom width.

17. The hull of claim 1 wherein said ski has a transom width proximate to a transom and a first width measured at a length of approximately 25% of the overall length from the transom and a second width measured at a length of approximately 50% of the overall length from said transom and wherein said first width is approximately 52-64% of said transom width and said second width is approximately 15-20% of said transom width.

18. The hull of claim 1 including a transom dead rise proximate to a transom, a first dead rise measured at a length of approximately 25% of the overall length from said transom, a second dead rise measured at a length of approximately 50% of the overall length from said transom a third dead rise measured at a length of approximately 75% of the overall length from said transom wherein said first dead rise is within three degrees of said transom dead rise and said second dead rise is within six degrees of said transom dead rise and wherein said second dead rise is greater than said first dead rise and wherein said third dead rise is greater than said second dead rise and within 20 degrees of said second dead rise.

19. The hull of claim 18 wherein said first dead rise is 0-1.5 degrees greater than said transom dead rise, said second dead rise is 0.5-4 degrees greater than said transom dead rise and wherein said second dead rise is greater than said first dead rise and wherein said third dead rise is 8-20 degrees greater than said transom dead rise.

20. The hull of claim 1 including a transom dead rise proximate to a transom, a first dead rise measured at a length of approximately 25% of the overall length from said transom, a second dead rise measured at a length of approximately 50% of the overall length from said transom a third dead rise measured at a length of approximately 75% of the overall length from said transom wherein said first dead rise is greater than said transom dead rise but less than 105% of said transom dead rise, said second dead rise is greater than said first dead rise but less than 125% of said transom dead rise and said third dead rise is greater than said second dead rise but less than 305% of said transom dead rise.

21. The hull of claim 1 further including a chine proximate to said bottom shell and approximately extending from said bow wrapper to a transom and wherein said chine reduces in width as it extends from said transom to said bow wrapper, and wherein the reduction in width is less than 25% of a transom chine width proximate to said transom.

22. The hull of claim 21 wherein said chine includes a first chine width measured at a length of approximately 25% of the overall length from said transom, a second chine width measured at a length of approximately 50% of the overall length from said transom a third chine width measured at a length of approximately 75% of the overall length from said transom and wherein said transom chine width is 2-10% of the beam and wherein said third transom varies in width less than 2% of the beam from the transom chine width.

23. The hull of claim 30 wherein said first chine width is 2-9.5% of the beam, said second chine width is 2-9% of the beam, and said third chine width is 1.5-9% of the beam.

24. The hull of claim 22 wherein said first chine width is less than said transom chine width but greater than 85% of said transom chine width, said second chine width is less than said first chine width but greater than 70% of said transom chine width, and said third chine width is less than said second chine width but greater than 65% of said transom chine width.

25. The hull of claim 1 having a plane-off angle of less than 10 degrees.

26. The hull of claim 25 wherein said plane-off angle is less than 6.5 degrees.

27. The hull of claim 1 wherein the hump speed is less than 15 mph.

28. The hull of claim 1 further including at least one skeg coupled to said bottom shell proximate said transom.

29. The hull of claim 28 wherein said skeg is further coupled proximate to at least one chine.

30. The hull of claim 21 wherein said chine separates water away from the hull rather than letting water attach to the hull.

31. The hull of claim 1 wherein said bow wrapper has a spoon shape.

32. The hull of claim 31 wherein said bow wrapper is configured to increase buoyancy of the hull the further the hull pivots perpendicular to the overall length until at least said transom and a portion of said ski, said bottom shell and a right chine and a left chine are free of the water proximate to said transom.

33. The hull of claim 1 wherein said bow wrapper includes an expanding curvature as the distance increases from the transom and as the distance increases in height from a plane formed by the ski.

34. The hull of claim 1 wherein said bottom shell increases from approximately a 7-9 degree dead rise proximate the transom to a 21-27 degree dead rise proximate to the bow wrapper.

35. The hull of claim 34 wherein said bow wrapper changes from an angular profile proximate to said shell to a rounded expanding curvature as the distance increased from the shell.

36. A boat hull extending between a transom and a bow and having a beam and an overall length, the boat hull comprising: a ski having an approximately triangular shape to define a first side disposed along the transom and second and third sides extending from said first side towards the bow along a ski plane;a bottom shell extending outwardly from said second and third sides to a left chine and a right chine and wherein said bottom shell has a transom dead rise between 6 to 10 degrees proximate to the transom and relative to said ski plane to minimize vertical displacement of said chine relative to said ski plane; andat least one skeg coupled to said bottom shell and disposed proximate the transom and inwardly from said left chine and said right chine to prevent roll-out during high speed turns.

37. The boat hull of claim 36 wherein said bottom shell having a first dead rise between 6 to 10 degrees measured between the transom and a length of approximately 25% of the overall length from the transom to minimize vertical displacement of said chines relative to said ski plane within 25% of the overall length from the transom.

38. The boat hull of claim 37 wherein said bottom shell has a second dead rise between 9 and 21 degrees measured between a length of approximately 50% of the overall length to a length of approximately 75% of the overall length from the transom.

39. A boat hull extending between a transom and a bow and having a beam and an overall length, the boat hull comprising: a ski having an approximately triangular shape to define a first side disposed along the transom and second and third sides extending from said first side towards the bow along a ski plane;said first side having a length of approximately 15-19% of the beam and said second and third sides having a length of approximately 58-64% of the overall length;a bottom shell extending outwardly from said second and third sides to a left chine and a right chine and wherein said bottom shell has a transom dead rise between 7-8 degrees relative to said ski plane and proximate the transom to minimize vertical displacement of said left and right chines relative to said ski plane, a first dead rise between 7-8.5 degrees relative to said ski plane and measured at a length of approximately 25% of the overall length from the transom, a second dead rise between 8-10.5 degrees relative to said ski plane and measured at a length of approximately 50% of the overall length from the transom, a third dead rise between 19-23 degrees relative to said ski plane and measured at a length of approximately 75% of the overall length from the transom;at least one skeg coupled to said bottom shell and disposed proximate the transom and between said left chine and said right chine and wherein said left and right chines each have a transom chine width proximate to the transom being 2-10% of the beam, a first chine width measured at a length of approximately 25% of the overall length from the transom and being 2.5-7% of the beam, a second chine width measured at a length of approximately 50% of the overall length from the transom and being 2.4-6.4% of the beam, and a third chine width measured at a length of approximately 75% of the overall length from the transom and being 2.2-5.8% of the beam; anda bow wrapper extending forward proximate the bow and having an expanding curvature as the distance from said ski plane increases.