PONTOON BOAT WITH HULL EXTENSION

Abstract

One or more hull extensions extend aft of the transom plane and at least one beyond the aftmost point of one or more outboard engines on a three hulled pontoon boat providing hydrostatic flotation and support for hydrodynamic surfaces aft of the transom plane and support for additional functional space aft of the transom plane.

Description

BACKGROUND

By 2022 the global recreational marine industry is expected to reach $30 billion and outboard powered pontoon boats have become a popular segment of the marine industry. Simplicity, stability, and flexible cockpit/deck configurations are all benefits of these types of boats. In addition, relatively simple manufacturing techniques involving mostly hand labor and lower tooling costs have make pontoon manufacture attractive from a business perspective.

Outboard engines are typically lighter, have higher power to weigh ratios, are easier to maintain than an inboard or inboard/outboard (I/O) engines and can be easily configured or swapped out.

Pontoon boat designs have progressed in format and size from the initial two hull utilitarian displacement only models to planing designs in lengths up to 45 feet including triple hulled designed called tri-toons. One of the advantages of tri-toons designs over two hulled pontoons is greater flotation for the same length and width of boat. Flotation is an important design consideration as it affects both rated capacity and performance.

As pontoon boats have become more sophisticated performance has become more important. Round bottom pontoons have been supplemented with lifting strakes and other enhancements to encourage planing and improve fuel economy and handling. Larger and larger outboard engines have been developed and applied to pontoon boats with some tri-toon designs able to exceed 100 mph. Performance and luxury-oriented pontoon boats often feature multiple high horsepower outboard engines mounted on the transoms of the outer hulls.

As larger engines and twin engines have been applied to pontoon boats, limitations have become apparent. When large outboards are mounted aft of the hulls, pontoon boats have a tendency to “squat” or assume a bow up attitude. This tendency is sometimes made worse when jackplates or spacers are used to move engines aft most often in an attempt to get the propellers into “clean” water. Large engines also typically consume more fuel per hour requiring large fuel tanks. Regulations regulating placement of fuel tanks, together with ease of access considerations and economic factors often compound the concentration of weight at the aft as fuel is added. While a certain amount of bow up can be desirable for preventing excessive collision with waves, performance and fuel economy can suffer, particularly when power is applied below planing speeds. Careful manipulation of engine trim is often required to overcome the inefficient stern down displacement mode operation.

Conventional designs fail to solve at least the aforementioned technical problems. For instance, FIG. 1 shows a pontoon boat 100 with a single outboard engine. The engine is positioned significantly aft of the pontoon hulls. While this design may allow the engine to be less affected by the turbulent flow from the pontoon hulls, the significant concentration of weight at the aft of the pontoon boat 100 exacerbates the weight distribution (e.g. “squat”) problem. FIG. 2 shows a pontoon boat 200 with twin engines mounted on the outer pontoon hulls. The central pontoon hull is provided with a splashwell transom, which may provide an easy access into and from the water. However, the splashwell transom does not provide a significant aft flotation. U.S. Pat. No. 9,108,710 shows a pontoon boat with two hulls and a centrally located outboard motor mounted within an opening in the deck between the pontoons. This design introduces may undesirable consequences in floor layout and rigging; and further does not allow for an additional flotation of a third pontoon hull. While some monohull boats may have floatation tubes that may extend beyond boat transom, these integrated monohull boats do not have to deal with turbulence from the discrete individual pontoons as pontoon boats. An example monohull boat 300 is shown in FIG. 3. As shown in FIG. 3, the lack of turbulence in the monohull boat may allow for a further extension of the floatation tubes, the conventional pontoon boats always have the outboard engine to the aft of the pontoon hulls to avoid turbulence.

It is therefore desirable to achieve a pontoon boat design that provides forces that counteract the negative impacts of weight concentration in the aft ends of an outboard engine powered pontoon boat.

SUMMARY

Embodiments disclosed herein attempt to overcome the aforementioned technical challenges and may provide other solutions as well. In an example embodiment, one or more hulls may be provided with extensions (e.g., either as continuation of the hulls or as mechanical attachments thereto). The extensions may extend the corresponding hull from the aft of a transom plane to the aft of the aftmost point of one or more outboard engines. The extensions may therefore provide additional aft buoyancy to the pontoon boat and may mitigate at least the problem of “squatting.” Furthermore, hydrodynamic surfaces (e.g., lifting strakes) may be provided at the extensions for additional hydrodynamic forces at the aft of the pontoon boat. Additionally, the extensions may support an additional platform or deck area that may be used for storage.

In an embodiment, a pontoon boat is provided. The pontoon boat may include one or more transoms supporting at least one outboard engine; and one or more hull extensions extending the corresponding pontoon hulls from the aft of the one or more transoms to the aft of the aftmost point of the at least one outboard engine, the one or more hull extensions comprising: an area configured to provide additional buoyancy below the waterline of the pontoon boat.

In another embodiment, a buoyancy system for a water vessel is provided. The buoyancy system may include one or more transoms configured to support at least one outboard engine; a port pontoon hull, a starboard pontoon hull, and a center pontoon hull with centerlines parallel to each other; and at least one hull extension extending the corresponding pontoon hull from the aft of the one or more transoms to the aft of the aftmost point of the at least one outboard engine and comprising an area configured to provide additional buoyancy to the water vessel.

In yet another embodiment, a method of manufacturing a pontoon boat is provided. The method may include mounting on a frame of the pontoon boat, one or more transoms configured to support at least one outboard engine; mounting on the frame, a port pontoon hull, a starboard hull, and a center pontoon hull with centerlines parallel to each other, wherein at least one of the pontoon hulls comprises, a hull extension extending the corresponding pontoon hull from the aft of the one or more transoms to the aft of the aftmost point of the at least one outboard engine and comprising an area configured to provide additional buoyancy to the pontoon boat.

BRIEF DESCRIPTION OF THE DRAWINGS

In order that a more precise understanding of the invention can be obtained, specific embodiments are illustrated herein. These specific embodiments are not intended to be restrictive but illustrative to better communicate the underlying art of the claims. Variations in dimensions within the scope of the claims that allow the subject invention to function for its intended purpose are considered to be within the scope of the subject invention. With the knowledge that the drawings herein depict typical embodiments of the invention and are not therefore to be considered as limiting in scope, additional details and specificity is are provided in the accompanying drawings in which

FIG. 1 shows a conventional pontoon boat with a single outboard engine.

FIG. 2 shows a conventional pontoon boat with twin engines and splashwell transom.

FIG. 3 shows a conventional monohull boat.

FIG. 4 shows a partial view of an illustrative triple hull pontoon boat, according to some embodiments of this disclosure.

FIG. 5 shows a partial view of another illustrative pontoon boat, according to some embodiments of this disclosure.

FIG. 6 shows a partial view of another illustrative pontoon boat, according to some embodiments of this disclosure.

FIG. 7 shows a partial view of another illustrative pontoon boat, according to some embodiments of this disclosure.

FIG. 8 shows a partial view of another illustrative pontoon boat, according to some embodiments of this disclosure.

FIG. 9 shows a partial view of another illustrative pontoon boat, according to some embodiments of this disclosure.

DESCRIPTION

Embodiments disclosed herein provide an improvement to triple hull (also referred to as tri-toon) pontoon boats with three hulls with longitudinally parallel centerlines, powered by one or more outboard engines mounted on or between the pontoon hulls. More specifically, embodiments disclosed herein provide one or more hull extensions with flotation and mounting surfaces providing optional hydrodynamic surfaces such as lifting strakes aft of the mounting plane of the outboard engines and extending aft of the aftmost surface of the engines in running position, without adversely affecting the operation of the engines or the boat.

The embodiments may be particularly useful for tri-toon boats having engines mounted on transoms at the aft ends of its hulls. A person with skill in the art, however, will recognize numerous other embodiments that would be applicable to the devices and methods of the subject disclosure. Thus, while the subject application describes, and many of the terms herein relate to, pontoon boats having two transoms and outboard engines secured thereto, or a single engine mounted on a center hull transom a fixed thereto, other modifications apparent to a person with skill in the art and having benefit of the subject disclosure are contemplated to be within the scope of the claimed invention.

In the description that follows, a number of terms relating to pontoon boats are utilized. In order to provide a clear understanding of the disclosure and claims, including the scope to be given such terms, the following example definitions are provided. These definitions are just for the sake of clarity in understanding the embodiments, and therefore should not be considered limiting.

As used herein, unless otherwise indicated, the term “tri-toon” may be a reference to pontoon three hulled boats having three buoyant hulls with parallel centerlines, connected with structural members supporting a deck above a majority of the hull length.

As used herein “transom” may refer to the aftmost flat mounting surface configured for attachment of an outboard engine.

As used herein “transom plane” may refer to a plane that is defined the aftmost portion of the aftmost transom or transoms, perpendicular to the boat midship and perpendicular to the water surface when floating.

As used herein “aftmost surface” of an outboard engine may refer to the aftmost point on the engine while in a substantially vertical position typical of that when propelling the boat with optimal efficiency in a forward direction parallel to the centerline of the hulls.

As used herein “extended” or “extension” may refer to a continuation of a portion of the boat that is rigidly attached or integral with a more forward portion of the boat.

As used herein “displacement mode” may refer to a hydrodynamic condition whereby a boat hull pushes through water to move.

As used herein “planing” may refer to a hydrodynamic condition whereby a boat hull is lifted completely or partially from the water due to a combination of forward speed and surfaces that generate vertical lifting forces.

It should be understood that the use of “and/or” is defined inclusively such that the term “a and/or b” should be read to include the sets: “a and b,” “a or b,” “a,” and “b.”

Furthermore, the terms “about” or “approximately,” and “relatively” as used herein, are defined as at least close to a given condition, value, or either end of a range as is necessary to cover manufacturing variances, equipment tolerances, and normal variances in material, as understood by those skilled in the art.

The figures and descriptions of the embodiments have been simplified to make clear the unique aspects of the invention while avoiding confusion that may be generated by including unnecessary details easily understood by those skilled in the art. Those skilled in the art will recognize that other elements may be desirable and/or required in order to implement the present invention, however, a discussion of such elements is not provided herein.

Numerous modifications and variations of the invention as described herein will be apparent to those skilled in the art. The detailed disclosure does not seek to define all possible embodiments exhaustively but seeks to teach the aspects of the invention which are unique and unobvious. The examples and embodiments described herein are for illustrative purposes only and that various modifications or changes in light thereof will be suggested to persons skilled in the art and are to be included within the spirit and purview of this application.

All patents, patent applications, provisional applications, and other publications referred to or cited herein are incorporated by reference in their entirety, including all figures, to the extent they are not inconsistent with the explicit teachings of this specification. Additionally, the entire contents of the references cited within the references cited herein are also entirely incorporated by reference.

Finally, any reference in this specification to “one embodiment,” “an embodiment,” “example embodiment,” “further embodiment,” “alternative embodiment,” etc., is for literary convenience. The implication is that any particular feature, structure, or characteristic described in connection with such an embodiment is included in at least one embodiment of the invention. The appearance of such phrases in various places in the specification does not necessarily refer to the same embodiment. In addition, any elements or limitations of any invention or embodiment thereof disclosed herein can be combined with any and/or all other elements or limitations (individually or in any combination) or any other invention or embodiment thereof disclosed herein, and all such combinations are contemplated with the scope of the invention without limitation thereto.

FIG. 4 shows a partial view of an illustrative triple hull pontoon boat 400 (also referred to as a tri-toon boat 400), according to some embodiments of this disclosure. As shown, the pontoon boat 400 has two outer pontoon hulls 404a and 404b (also referred to as port hull and starboard hull) and a center pontoon hull (obscured by the deck 410 in FIG. 4). The centerlines for the hulls—centerline 408a for outer pontoon hull 404a, centerline 408b for outer pontoon hull 404b, and centerline 408c for center pontoon hull—may be parallel to each other. The outer pontoon hulls 404a and 404b and the center pontoon hull 404c may be covered (e.g., at least 50% of the area) by the deck 410. The pontoon boat 400 may include a first transom 422a for affixing a first outboard engine 402a and a second transom 422b for affixing a second outboard engine 402b. The first transom 422a and the second transom 422b may be arranged substantially in a transom plane 416. The aftmost points (e.g., tips of the propellers) of the outboard engines 402a and 402b may form an engine aft surface plane 418.

An extension 420 for the center pontoon hull 420 extend the center hull. In some embodiments, the extension 420 may be integral to the forward portion of the center hull. In other words, the extension 420 may be continuation of the tube forming the center hull. In other embodiments, the extension 420 may be attachable by means of a fastening such as a mechanical fastening. Regardless of its design, the extension 420 may allow the center hull to continue beyond the transom plane 416 and to the aft of the engine aft surface plane 418. The buoyant section of the center hull may have the similar profile as the forward portions to a point aft of the aftmost surfaces of the engines 402a and 402b. The extension 420 may therefore provide a substantial hydrostatic flotation aft of the transom plane 416 (and even to the aft of the engine aft surface plane 418) compared to the conventional pontoon board. The additional flotation at the aft of the pontoon boat 400 may help mitigate the weight distribution and squatting problems. Furthermore, lifting surfaces 412 (also referred to as hydrodynamic surfaces) may be applied to the extension 420. The lifting surfaces 412 may include, for example, lifting strakes.

The additional hydrostatic flotation provided by the hull extension 420 aft of the transom plane 416 contributes to a flatter boat attitude in displacement mode. The additional hydrostatic flotation may also assist in rapid acceleration and easy transition to planing mode when power is applied. These performance aspects improve fuel efficiency and utility, especially with regard to water sports where a person rises from a submerged position such as water skiing and wakeboarding. Improvements in acceleration time to planing conditions, sometimes called “hole shot,” may also make the pontoon boat 400 more manageable in certain sea conditions.

The hull extension 420 could extend significantly beyond the engine aft surface plane 418, if an overall increase in boat length is acceptable for trailering and docking; and also within the practical limits of structural stiffness and desirable handling characteristics. Other trade-offs limiting the length of the hull extension 420 may include ultimate boat pitch during planing to avoid stuffing the bow in waves and larger turning radiuses due to longer waterline.

The hull extension 420 may further provide additional surface a platform or deck extension 414. The platform or deck extension 414 may provide additional storage space, as detailed below.

FIG. 5 shows a partial view of another illustrative pontoon boat 500, according to some embodiments of this disclosure. As shown, the pontoon boat 500 has a first outer pontoon hull 504a and a second outer pontoon hull 504b. An outboard engine 502 may be mounted on a transom 522. As shown, a first hull extension 520a extends the first outer pontoon hull 504a and a second hull extension 520b extends the second outer pontoon hull 504b. The two hull extensions 520a and 520b may provide a significant buoyancy without a large increment in the length of the pontoon boat 500. For instance, compared to the pontoon boat 400 shown in FIG. 4, the pontoon boat 500 may have double the flotation effect. The flotation effect may be provided by buoyancy volume 532, e.g., the water displaced by the virtue of a portion of the first hull extension 520a being below the waterline 530 (similar effect may be observed at the second hull extension 520b). A lifting strake 512 in the first hull extension 520a (and a similar lifting strake in the second hull extension 520b) may provide additional hydrodynamic forces aft of the transom plane 516. The additional hydrodynamic forces may counteract an excessive bow up attitude.

It should, however, be understood that the lifting strake 512 is just an example of a hydrodynamic surface and any other type of hydrodynamic surface should be considered within the scope of this disclosure. It should further be understood that the hydrostatic center of buoyancy of the extension beyond the transom plane 516 may be adjusted by adjusting the length of the hull extensions 520a and 520b. The hydrostatic center of buoyancy may largely affect “hole shot.” Additional lifting strake 512 length on the hull extensions 520a and 520b may contribute to additional hydrodynamic lift and faster planing. Lifting strakes (e.g., lifting strake 512) may be typically applied to both sides of a center pontoon hulls and to the inside of outer pontoon hulls (e.g., pontoon hulls 504a and 504b) to avoid an undesirable “digging in” of the bow when cornering. The “digging in” problem may limit the length of a boat and that length may decrease as speed increases and the bow wave moves aft. However, the embodiments disclosed herein reduce a need for trim adjustments to obtain planing conditions and also to maintain comfortable ride characteristics while planing, including, for a given overall length, better stability fore and after.

FIG. 6 shows a partial view of another illustrative pontoon boat 600, according to some embodiments of this disclosure. As shown, the pontoon boat 600 has a first outer pontoon hull 604a, second outer pontoon hull 604b, and a center pontoon hull 604c. Hull centerlines 608a, 608b, and 608c corresponding to the pontoon hulls 604a, 604b, and 604c may be parallel to each other. Two outboard engine 602a and 602b may be mounted on one or more transoms forming a transom plane 616. As shown, a first hull extension 620a extends the first outer pontoon hull 604a and a second hull extension 620b extends the second outer pontoon hull 604b to the aft of the engine aft surface plane 618. The two hull extensions 620a and 620b may provide a significant buoyancy without a large increment in the length of the pontoon boat 600. For instance, compared to the pontoon boat 400 shown in FIG. 4, the pontoon boat 600 may have double the flotation effect. Lifting strakes 612 in the first hull extension 620a and the second hull extension 620b may provide additional hydrodynamic forces aft of the transom plane 616. The additional hydrodynamic forces may contract an excessive bow up attitude. The operation of the pontoon boat 600 may be similar to the operation of the pontoon boat 500, except for the twin engines 602a and 602b used on the pontoon boat 600 and a single engine 502 used for the pontoon boat 500.

It will also be apparent to those skilled in the art that one can gain many of the characteristics similar to inboard/outboard or stern drive engine configurations while maintaining the benefits of outboard engines, based on the embodiments disclosed herein.

FIG. 7 shows a partial view of another illustrative pontoon boat 700, according to some embodiments of this disclosure. As shown, the pontoon boat 700 has a first outer pontoon hull 704a, a second outer pontoon hull 704b, and a center pontoon hull 704c. Two outboard engines 702a and 702b may be mounted on one or more transoms forming a transom plane 716. As shown, a first hull extension 720a extends the first outer pontoon hull 704a, a second hull extension 720b extends the second outer pontoon hull 704b, and a third hull extension 720c extends the center pontoon hull 704c. These three hull extensions 720a, 720b, and 720c may provide a significant buoyancy without a large increment in the length of the pontoon boat 700. Lifting strakes 712 in the first hull extension 620a, the second hull extension 720b, and the third hull extension 720c may provide additional hydrodynamic forces aft of the transom plane 716. The additional hydrodynamic forces may contract an excessive bow up attitude.

Therefore, FIG. 7 shows an embodiment of a twin-engine tri-toon boat 700 with three hull extensions 720a, 720b, and 720c. By mounting the engines 702a and 702b on motor pods or transoms in a forward position relative to the buoyant aft ends of hulls 704a, 704b, and 704c may provide the benefits of twin engines 702a and 702b such as steering with thrust while maximizing effective hydrostatic floatation forces for a given overall boat length.

FIG. 8 shows a partial view of another illustrative pontoon boat 800, according to some embodiments of this disclosure. The pontoon boat 800 with two engines 802a and 802b (also referred to as a twin-engine tri-toon) may have an extension 820 of a center hull. As shown, the extension 820 may support a platform 814 that may provide features such as support structures 840, tow pylon 842, etc. The support structures 840 may be used, for example, for storing water sports equipment, an aft bar table, and/or for any other support purpose.

FIG. 9 shows a partial view of another illustrative pontoon boat 900, according to some embodiments of this disclosure. The pontoon boat 900 may have an engine 902, a first hull extension 920a and a second hull extension 920b. As shown, the first hull extension 920a may support a first storage compartment 950a and the second hull extension 920b may support a second storage compartment 950b.

Claims

1. A pontoon boat comprising: one or more transoms supporting at least one outboard engine; andone or more hull extensions extending the corresponding pontoon hulls from the aft of the one or more transoms to the aft of an aftmost point of the at least one outboard engine,the one or more hull extensions comprising: an area configured to provide additional buoyancy below the waterline of the pontoon boat.

2. The pontoon boat of claim 1, wherein the one or more hull extensions begin as a continuation of corresponding hulls forward of the one or more transoms.

3. The pontoon boat of claim 1, wherein the pontoons hulls comprise a port hull, a starboard hull, and center hull with centerlines parallel to each other.

4. The pontoon boat of claim 3, wherein the deck is above at least 50% of the hull length of one or more of the port hull, the starboard hull, or the center hull.

5. The pontoon boat according to claim 3, wherein the one or more transoms support at least two outboard engines on either side of the center hull, and wherein the center hull is extended aft of the aftmost point of the at least two outboard engines.

6. The pontoon boat according to claim 3, wherein the one or more transoms support at least two outboard engines mounted on the same plane between the port hull and starboard hull, and wherein the port hull and starboard hulls are extended aft of the aftmost point of the at least two outboard engines.

7. The pontoon boat according to claim 3, wherein: the one or more transoms are arranged substantially on a plane and support at least two outboard engines between the port hull and the starboard hull,each of the port hull, the starboard hull, and the center hull being extended aft of the transom plane, andat least one of the port hull, the starboard hull, or the center hull is extended aft of the aftmost point of the at least two outboard engines.

8. The pontoon boat according to claim 1, wherein the one or more hull extensions comprise hydrodynamic surfaces.

9. The pontoon boat according to claim 8, wherein the hydrodynamic surfaces comprise lifting strakes.

10. The pontoon boat according to claim 1, wherein the one or more transoms support at least two outboard engines, and wherein the one or more hull extensions provide a support for a deck or platform between the at least two outboard engines.

11. The pontoon boat according to claim 1, wherein the one or more hull extensions provide support for a deck or a platform outboard of the at least one outboard engine.

12. A buoyancy system for a water vessel, the system comprising: one or more transoms configured to support at least one outboard engine;a port pontoon hull, a starboard pontoon hull, and a center pontoon hull with centerlines parallel to each other; andat least one hull extension extending the corresponding pontoon hull from the aft of the one or more transoms to the aft of an aftmost point of the at least one outboard engine and comprising an area configured to provide additional buoyancy to the water vessel.

13. The buoyancy system according to claim 12, wherein the one or more transoms support at least two outboard engines on either side of the center hull, and wherein the center hull is extended aft of the aftmost point of the at least two outboard engines.

14. The buoyancy system according to claim 12, wherein the one or more transoms support at least two outboard engines mounted on the same plane between the port hull and starboard hull, and wherein the port hull and starboard hulls are extended aft of the aftmost point of the at least two outboard engines.

15. The buoyancy system according to claim 12, wherein: the one or more transoms are arranged substantially on a plane and support at least two outboard engines between the port hull and the starboard hull,each of the port hull, the starboard hull, and the center hull being extended aft of the transom plane, andat least one of the port hull, the starboard hull, and the center hull being extended aft of the aftmost point of the at least two outboard engines.

16. The buoyancy system according to claim 12, wherein the at least one hull extension comprises hydrodynamic surfaces.

17. The buoyancy system according to claim 16, wherein the hydrodynamic surfaces comprise lifting strakes.

18. The buoyancy system according to claim 12, wherein the at least one hull extension provides support for a deck or a platform.

19. A method of manufacturing a pontoon boat comprising: mounting on a frame of the pontoon boat, one or more transoms configured to support at least one outboard engine;mounting on the frame, a port pontoon hull, a starboard hull, and a center pontoon hull with centerlines parallel to each other, wherein at least one of the pontoon hull comprises, a hull extension extending the corresponding pontoon hull from the aft of the one or more transoms to the aft of an aftmost point of the at least one outboard engine and comprising an area configured to provide additional buoyancy to the pontoon boat.

20. The method according to claim 19, further comprising: providing hydrodynamic surfaces on the hull extension.