BACKGROUND OF THE INVENTION
1. Field of the Invention
The present invention relates to pontoon boats and, more specifically, relates to a pontoon boat with planing features located between the pontoons of the boat. The invention additionally relates to such a planing panel, to a method of operating such a boat, and to a method of making such a boat or at least fitting an existing boat with such planing features.
2. Discussion of the Related Art
Pontoon boats are popular among recreational boating enthusiasts because they provide exceptional stability in the water and are extremely rugged and durable. They also can comfortably support a relatively high number of passengers. Typical pontoon boats comprise a horizontal, generally rectangular deck supported on a “displacement hull” formed from two or three laterally spaced distal, elongated buoyant pontoons that extend longitudinally of the boat. These pontoons often are referred to, at least in terms of their buoyant bodies, as “logs” “tubes”, or “sponsons.” The pontoons support the boat both at rest and while underway by displacement and resulting hydrostatic lift or “buoyancy.” However, the pontoons impart significant drag during operation because they “plow” through the water in operation rather than riding on top of it, increasing power demands and reducing speed. At relatively high speeds, about the front ⅓ of the boat rises out of the water, with the rear sinking further beneath the surface of the water until water impacts against the rear portion of the underdeck of the boat, producing tremendous drag and further reducing both speed and maneuverability.
In contrast, boats with “planing” hulls are designed such that at least a substantial portion of the hull is supported on the water by hydrodynamic lift (an upward reactionary force) rather than hydrostatic lift (buoyancy). In particular, the weight of a boat at rest is borne entirely by the buoyant force applied by the water on the boat's hull. As the boat moves through the water, the moving hull forces the water downward, resulting in an upward reactionary force, or hydrodynamic lift, on the hull. The lifting force increases with velocity. When the upward force of hydrostatic lift becomes the predominant upward force on the hull, the boat is said to be “planing” When a boat is planing, at least a substantial portion of the hull is forced up and out of the water such that less of the hull is “wetted” or in contact with the water, with reduced drag or friction. As compared to displacement hulls, planing hulls are known to be more efficient at higher speeds and are known to provide higher performance, particularly during turning. However, for a boat of a given length (for example, 20 feet), a boat with a planing hull typically accommodates substantially fewer people than a pontoon boat. Boats with planing hulls also are less stable to the extent they are more apt to rock side-to-side and fore-to-aft.
The demand continues to grow for ever larger pontoon boats capable of accommodating heavier loads and of travelling at higher-speeds. So-called “tritoon” boats, having three-spaced logs to provide additional buoyancy, are increasingly common. Such boats may be 20-26 feet long or longer and are capable of supporting several thousand pounds of passengers and equipment. The three partially submerged pontoons of a tritoon boat impart a great amount of drag on the boat, further increasing power demands. The added pontoon also further decreases maneuverability at all speeds.
Some pontoon boats are provided with features on the pontoons to provide some degree of hydrodynamic lift. These features include chines on the bottom of the deck or pontoons and/or strakes on the sides of the pontoons. These feature have proven less than effective at reducing drag sufficiently to noticeably improve efficiency and/or maneuverability. Most notably, even with these features, as the front end of the boat naturally rises out of the water at high speeds, the rear of the boat still dives deeper into the water, causing the water flowing between the pontoons to engage the underdeck at the rear of the boat, generating a great deal of drag or friction.
The need therefore has arisen to provide a boat that offers the stability and load bearing capability of pontoon boats but that has at least some of the speed and maneuverability of a boat having a planing hull.
SUMMARY OF THE INVENTION
In accordance with a first aspect of the invention, at least some of the above-discussed challenges are addressed by providing a pontoon boat with a longitudinally extending planing panel located between adjacent pontoons and configured such that a substantial portion of the planing panel planes or rides on top of the water while the boat is underway, thus reducing friction and increasing efficiency and maneuverability. The invention is particularly-well suited for “tritoons” having three laterally spaced pontoons, in which case at least two planing panels are provided in the spaces or gaps between each pair of adjacent pontoons.
Each planing panel takes up at least 50%, more typically at least 75%, and still more typically at least 90% of the width of the space between adjacent pontoons.
Each planing panel may be configured such that a rear end portion of each planing panel is positioned closer to the underdeck than a front end portion of each planing panel. For example, each planing panel may be segmented to include at least front and rear parallel, with a step between them. These segments typically are configured to extend horizontally when the boat is sitting level. The higher placement of the second segment relative to the first segment allows the bow of the pontoon hull to ride higher than the stern without water hitting the rear of the underdeck, contributing to a number of benefits such as improved speed, efficiency, dry ride and improved turning similar to that experienced by a planing hull boat.
The planing panels may take the form of aluminum sheets attached to the sides of the pontoon and/or to the underdeck of the boat.
In accordance with another aspect of the invention, a method is provided of fitting planing panels onto a pontoon boat, possibly in an aftermarket or retrofit fashion.
In accordance with yet another aspect of the invention, a method is provided of operating a pontoon boat with planing panels.
In accordance with yet another aspect of the invention, planing panels generally as described above can be provided in a kit or unassembled form for attachment to a boat.
These and other features and advantages of the invention will become apparent to those skilled in the art from the following detailed description and the accompanying drawings. It should be understood, however, that the detailed description and specific examples, while indicating preferred embodiments of the present invention, are given by way of illustration and not of limitation. Many changes and modifications may be made within the scope of the present invention without departing from the spirit thereof, and the invention includes all such modifications.
BRIEF DESCRIPTION OF THE DRAWINGS
Preferred exemplary embodiments of the invention are illustrated in the accompanying drawings in which like reference numerals represent like parts throughout, and in which:
FIG. 1 is a schematic side view of a pontoon boat capable of being fitted with planing panels constructed in accordance with an embodiment of the present invention;
FIG. 2 is a schematic front end view of the pontoon boat of FIG. 1;
FIG. 3 is a schematic side elevation representation of the pontoon boat of FIGS. 1 and 2, with planing panels constructed in accordance with the invention being installed on the boat;
FIG. 4 is a schematic front end view of the planing-panel equipped boat of FIG. 3;
FIG. 5 is a schematic rear end elevation view of the planing-panel equipped boat of FIGS. 3 and 4;
FIG. 6 is a bottom plan view of the planing-panel equipped boat of FIGS. 3-5;
FIG. 7A is a schematic side elevation representation of the pontoon boat of FIGS. 1 and 2, fitted with planing panels constructed in accordance with a second embodiment of the invention;
FIG. 7B is a schematic side elevation representation of the pontoon boat of FIGS. 1 and 2, fitted with inclined front panels constructed in accordance with another embodiment of the invention;
FIG. 7C is a schematic side elevation representation of the pontoon boat of FIGS. 1 and 2, fitted with inclined front panels constructed in accordance with yet another embodiment of the invention; and
FIG. 7D is a schematic side elevation representation of the pontoon boat of FIGS. 1 and 2, fitted with inclined front panels constructed in accordance with still another embodiment of the invention.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
Referring now to the drawings, and initially to FIGS. 1 and 2, a pontoon boat 10 is illustrated that can be fitted with planing panels and other features constructed in accordance with the present invention. The illustrate boat is 10 a “tritoon” boat having pontoons 3, 14, and 16 and a deck 18 supported on the pontoons. The deck 18 has front (bow) and rear (stern) ends 20, 22, port and starboard sides 24 and 26, an upper surface 28, and a lower surface or underdeck 30. The deck 18 and pontoons 12, 14, and 16 typically are made from aluminum, though other materials often are used, especially for the deck 18. The deck 18 is bounded by panels or railings 32 surrounding an area that is configured to support passengers and other items typically found on a boat, including a helm, a canopy, chairs, benches, lockers, etc. A motor 34 is mounted on a transom 36 located at the rear of the deck 18 and drives a propeller 35.
Referring to FIGS. 2-6, in accordance with an embodiment of the invention, planing panels 50 and 52 are located in the spaces 54 and 56 between pontoons 12, 14, and 16. The planing panels 50 and 52 cause the boat 10 to “plane” or ride at least in substantial part on the surface of the water under hydrodynamic lifting forces when the boat 10 is traveling at sufficiently high speeds to cause planing.
Still referring to FIGS. 1 and 2, the length of the boat 10, as measured by the length of the deck 18, may be longer than 16 feet, longer than 18 feet, longer than 26 feet, and even 28 feet or longer. Unless otherwise specified, dimensions provided herein are typical for a 23-foot boat. The width of the boat 10, as measured by the width of the deck 18, may be on the order of 7 feet to 12 feet, and more typically about 8.5 feet, though narrower and wider boats are contemplated. The rated loaded weight of the boat 10 will depend on its size and also on many other factors, including its amenities, the maximum number of passengers it is allowed to carry, the size of its motor, and the capacity of its fuel tank(s). A fully loaded 16 foot boat, designed to carry 8 passengers, may weigh in excess of 3,000 lbs. and even in excess of 4,000 lbs. A fully loaded 26 foot boat designed to carry 12 passengers, may weigh in excess of 5,000 lbs., and even in excess of 6,000 lbs. The motor 34, which may be a single engine motor or a twin engine motor, may have a horsepower rating in excess of 150 Hp, in excess of 250 Hp, or even in excess of 500 Hp.
Referring now to FIGS. 2-5, the center pontoon 12 extends longitudinally along a lateral centerline of the deck 18, and the port and starboard pontoons 14 and 16 extend in parallel with the center pontoon 12 or longitudinally of the deck 18, and are positioned with their outer edges located at or near the associated side 24 or 26 of the deck 18. The pontoons 12, 14, 16 are shown as all being of the same length, though the center pontoon 12 may be shorter or longer than the other pontoons 14 and 16. Each pontoon 12, 14, 16 is formed from a log 60 mounted to the underdeck 30 by supports such as struts 62. Referring especially to FIG. 5, each log 60 has a cylindrical portion 64 extending along the majority of the length of the log. Each log 60 may be tapered both from aft-to-fore and from bottom-to-top at a front end portion 66 thereof to reduce drag. It should be noted that the log portions 64 need not be, and often are not, truly cylindrical but, instead, may vary significantly from being circular in transverse cross section. These logs still can be considered “cylindrical” to the extent that they are widest at or near their vertical mid-point and taper inwardly, at least below that midpoint. The cylindrical portion 64 of each log 60 may be in excess of 20″ in diameter, in excess of 23″ in diameter, and even in excess of 26″ in diameter. The logs are also shown as all being of the same diameter, though the log 60 of the center pontoon 12 may be of a different diameter than the logs of the pontoons 14 and 16. For example, the cylindrical portion 64 of the log 60 of the center pontoon 12 may have a diameter of 27″, and the cylindrical portion 64 of the log 60 of each of the side pontoons 14 and 16 may have a diameter of 23″. For a tritoon boat having a “typical” width of 8.5″, the width of the spaces 54 and 56 between the cylindrical portions 64 of adjacent logs varies from about 2 feet at the bottom of the logs to about 1 foot at the vertical midpoint of the cylindrical portions 64. Longitudinally-extending strakes (not shown) may be provided on the side surfaces pontoons 12, 14, and 16, most typically on the inboard surfaces of the edge pontoons 14 and 16 and both sides of the center pontoon 12.
Referring to FIGS. 3-6, as briefly discussed above, a first planing panel 50 is located in the first space 54 between the pontoons 12 and 14, and a second planing panel 52 is located in the second space between the pontoons 121and 16. These planing panels 50 and 52 are of identical construction. The planing panels 50, 52 may be formed of aluminum, fiberglass, plywood, or any other material capable of serving as a hull. They are formed of aluminum sheets in the present embodiment. These sheets may have a thickness, for example, of ⅛″ to ¼″. The planing panels 50, 52 may be mounted on the sides of the associated adjacent pontoons and/or on the underdeck 30. They are desirably designed so as to be mountable in place after the deck 18 is mounted on the pontoons 12, 14, and 16 and, thus, to be retrofittable onto an existing boat. For example, each planing panel 50, 52 may be welded, glued, or otherwise affixed to the sides of the logs 60 of the adjacent pontoons 12 and 14 or 16. An inclined panel 70, 72 is located in front of each planing panel 50, 52. The inclined front panels 70 and 72 may be made of the same aluminum sheets as the planing panels 50, 52.
The planing panels 50 and 52 and their associated inclined front panels 70, 72 may be identical to one another. The following discussion of port planing panel 50 and port inclined front panel 70 as installed in space 54 applies equally to starboard planing panel 52 and starboard inclined front panel as installed in space 56.
Still referring to FIGS. 3-6, planing panel 50 may be mounted in parallel with the associated pontoons 12 and 14 to facilitate installation, though the planing panel 50 may be inclined fore-to-aft up relative to the centerlines of the cylindrical portions 64 of the pontoon logs 60. Planing panel 50 has a smooth, planar, bottom surface 74 (FIG. 3), though it is conceivable that the bottom surface 74 could be contoured to enhance hydroplaning. The planing panel 50 is sized to span at least 50%, and more typically 90% or more, of the width of the space 56 at the height of the planing panel 50 (it being noted that the width of the space 56 varies depending on the height of the planing panel relative to the centerlines of the cylindrical portions 64 of the logs 60). The width of the space 54 typically will be about 15″ to 17″ at this location for a boat having an 8.5′ wide deck and 23″ diameter pontoon logs, and the planing panel 50 may be within ½″ of the same width.
Referring especially to FIGS. 3 and 6, planing panel 50 is configured such that a rear end portion of the planing panel 50 is positioned closer to the underdeck 30 than a front end portion. For example, all or a portion of planing panel 50 could be inclined upwardly and rearwardly linearly or curvilinearly along at least a portion of its length. Alternately, and is the case in the illustrated embodiment the planing panel 50 could be segmented so as to have a front segment 80 and a rear segment 82 that is raised relative to the front segment to form a step 84 between segments 80 and 82. The step 84 may extend vertically or at an inclined angle relative to the vertical, and may be either linear or curved. This stepped configuration allows the boat 10 to rock back at planing speeds with the bow of the boat 10 riding higher than the stern, reducing the wet contact area and reducing friction. The desired location of the step 84 and the depth of that step will vary significantly with the location of the boat's designed “operating” center of gravity and the rated Hp of the motor 34. Typically, the front segment 80 will have a front end located at or near the front of the cylindrical portion 64 of the adjacent pontoon logs 60 and a back end located just aft of the operating or rated center of gravity of the boat 10. The operating center of gravity and, thus, the length of the front segment, may vary significantly with boat design. It typically will be located about two-thirds of the distance between the front and rear ends 20 and 22 of the deck 18, and the step 84 may be located at or near this location. The rear segment 82 may extend all the way to the rear 22 of the deck 18, but the boat tends to run flat or horizontal at planing speeds. In order to cause the bow of the boat 10 to rise out of the water, the rear segment may terminate within 10% to 25% from the rear 22 of the deck 18. In a 23 foot boat, the rear segment 82 may terminate, for example, four feet short of the rear end 22 of the deck 18.
Referring to FIGS. 3-5, the vertical locations of the front and rear segments 80 and 82 relative to each other and to the vertical center of the cylindrical portions 64 of the pontoon logs 60 may vary considerably with the intended application and designer preference. The front segment 80 of panel 50 typically may be located beneath the centerline of the cylindrical portions 64 of the associated logs 60 and, more typically, about two-thirds of the distance between that centerline and the bottom of the cylindrical portions 64. The rear segment 82 may be located at or slightly (within ¼ of the radius) above the centerline of the associated cylindrical portions 64. The rear segment 82 may be located 2-8″ and, more typically, about 3-6″, above the front segment 80.
The front and rear segments 80 and 82 need not be joined at a discrete step so long as the rear segment 82, or at least most of it, is positioned above the front segment 80. In addition, the rear 82 of panel 50 may be eliminated in some designs, in which case the front segment 80 may simply extend to the desired lengthwise location relative to the center of gravity of the boat 10.
Referring still to FIGS. 2-5, inclined panel 70 is configured to dissipate the energy of waves that impact the boat 10 while traveling in rough water. It also can provide hydrodynamic lift under operating conditions in which boat's weight distribution is concentrated near the bow and/or in which the motor is trimmed to a low level, thus tending to force the bow of the boat into the water but for the inclined panel. Inclined panel 70 extends forwardly and upwardly from the front end of the planing panel 50 to at or near the underdeck 30. Inclined panel 70 may be formed as a bent portion of the front segment 80 of the planing panel 50, or may be formed from a separate sheet of aluminum or the like. The angle of inclination may be set relatively low to decrease the energy resulting from wave impact and/or to provide a desired level of hydrodynamic lift, as described below in conjunction with FIG. 7D. This angle may be less than 35°, less than 25°, and even less than 20°. At least the bottom end of the inclined front panel 70 may be of the same width as that of the front segment 80 of the planing panel 50. Inboard and outboard edges 88 and 90 of inclined panel 70 may be contoured or flared laterally inwardly from their lower ends toward their upper ends to generally conform to the arcuate shape of the adjacent pontoon log cylindrical portions 64. In the illustrated embodiment, that taper is curvilinear and terminates at or near the centerline of the pontoon logs 64. The upper 50-75% of each inclined portion 70 thus is of a constant width. An opening or port 92 is formed generally centrally in the inclined panel 70. The opening 92 allows access to the upper surface of the planing panel 50, the underdeck 30, etc. for cleaning Opening 92 also further reduces the effects of wave impacts by allowing water to simply flow over the planing panel 50 rather than slamming onto the boat 10. The size and shape of the opening 92 is largely a matter of designer preference. The illustrated opening 92 is rectangular in shape, being 12″ wide by 15″ high.
In operation, in its at-rest position, the boat 10 will be supported in the water solely by the buoyancy of the pontoons 12, 14, and 16. The bottom portions of the cylindrical portions 64 of the pontoon logs 60 and at least the front segment 80 of each planing panel 50, 52 typically will be entirely submerged, particularly if the boat 10 is fully-loaded. The boat 10 may not sit truly horizontally, depending on the location of its center of gravity relative to the geometric center of the boat 10 and depending on the loading of the boat. As the boat 10 is accelerated, hydrodynamic lifting forces cause the bow of the boat to rise out of the water, causing the front segment 80 of each planing panel 50, 52 to ride on the surface of the water. As the boat 10 continues to accelerate to or past its “planing speed”, at least the front portion of the front segment 80 of each planing panel 50, 52 rises out of the water, and part or all of the rear segment 82 rides on the surface of the water. The planing speed of a particular boat depends greatly on the length and weight distribution of the boat, but typically is 14-18 mph for tritoon boats of the type discussed herein. Ideally, but not necessary, the planing panels 50 and 52 are configured such that the water impacts the underdeck 30 behind the planing panels 50 and 52 only under extreme operating conditions, if at all. Regardless of the percentage of the pontoons 12, 14, and 16 and the planing panels 50 and 52 that rise above the surface of the water, the total “wetted” surface area of the boat is decreased when compared to the same tritoon boat lacking planing panels, decreasing friction. This reduced drag improves efficiency or speed for a given engine setting and reduces splashing, providing a dryer ride for passengers. It also improves maneuverability, providing a turning experience akin to that exhibited by boats having planing hull. The energy from waves impacting the bow of the boat 10 is dissipated by both the inclined nature of the inclined panels 70 and by the flow of water through the openings 92. The inclined panels 70 also may contribute to the hydrodynamic lift provided by the planing panels 50 and 52.
Tests of a 23′ tritoon boat sold by Godfrey Marine of Elkhart, Indiana under the product line “Sweetwater Cruise” and is powered by a 225 HP motor. The boat 10 was fitted with planing panels as described above, most notably as described in conjunction with FIG. 7D below. The tests revealed that, for given water conditions, the top speed of the boat increases over 5 MPH and even 8-10 MPH when compared to the same boat operating in the same conditions without the planing panels. Steering also was noticeably improved.
As mentioned above, the configuration of the planing panels may vary significantly with designer preference and the intended application. For instance, it is possible to provide each planing panel with more than one step or, stated another way, with more than two segments. Hence, as shown in FIG. 7A, each planing panel (only one of which is shown at 150) is formed of four segments 152, 154, 156, and 158 and three steps 160, 162, and 164. Each successive segment 154, 156, and 158 is raised in comparison to the segment in front of it. The total length of each planing panel may be within the same range as described above in connection with planing panels 50 and 52 of the first embodiment. The individual segments 152, 154, 156, or 158 could be identical in length or vary in length in any desired manner. The steps 60, 162, or 164 could be of equal height or different heights. The inclined front panel 170 is inclined as in the previous embodiment.
Another variant is shown in FIG. 7B. In this variant, each planing panel (one of which is shown at 150) is segmented as in the embodiment of FIG. 7A so as to have four segments 152, 154, 156, and three steps 160, 162, and 164. Each inclined front panel (one of which is shown at 270), however, is inclined at a shallower angle when compared to the front panel 170 of the prior embodiment. This angle may be on the order 25°. This shallower incline further reduces the forces resulting from the impact of waves against the inclined panel 270. A vertical short segment 272 may bridge the gap between the upper end of the front panel 270 and the underdeck 30.
To still further reduce the effects of wave impacting on the boat 10, the inclined front panels can be cushioned. Referring to FIG. 7C, a front end 372 of each front panel (one of which is shown at 370) may be mounted to the underdeck 30 at a horizontal pivot mount 374, and a shock 376 may be positioned between the inclined panel 370 and the underdeck 30. In this case, the inclined panel 370 is detached from the planing panel 50. Extension and retraction of the shock 376 may provide a range of pivoting motion of the front panel 370 about the pivot mount 374 of on the order of 5° to 20°, permitting the ear end of the planing panel to move from a first position at or near the uppermost position illustrated in FIG. 7C to a second position in which it is located at or near the bottom of the pontoons 12, 14, and 16. The planing panels may be the same as in FIG. 3 or as FIGS. 7A and 7B or may take on a different configuration entirely. In the illustrated embodiment, the planing panel 150 includes the segments 152, 154, 156, and 158 shown in FIGS. 7A and 7B.
Still another variation is illustrated in FIG. 7D, which shows the left or port planing panel 450 and the associated inclined panel 470. The planing panel segments 452, 454, and 456 and the associate steps 460, 462, and 464 of this embodiment are identical to those shown in FIGS. 7A and 7B with the exception that the forward most planing panel segment 452 is shorter than the planing panel segment 152 of the FIG. 7A embodiment, being positioned further after of the boat 10. The inclined panel 470 extends from the front of the planing panel segment 452 to the underdeck 30 at a considerably shallower angle than the inclined panels of the previous embodiments. The longitudinal location of the rear end of the inclined panel 470 may be set at or near the “worst case” “effective center of gravity” of the boat 10. The “effective center of gravity” in this regard has both a static component and a dynamic component. The static component is the physical static center of gravity under prevailing loading conditions. The dynamic component is generated by vertical forces imposed by the motor 34. These dynamic forces tend to force the bow of the boat 10 downwardly, especially if the motor 34 is trimmed with its propeller 35 set at a maximum depth. As mentioned above, a boat whose weight distribution, including that of gear and passengers, is concentrated near the bow and which is powered by a motor 34 trimmed with its propeller 35 at a maximum depth, has a “worst case” effective center of gravity that is positioned well-forwardly of the center of gravity a boat with a uniform weight distribution sitting at rest. In the present example of a 23′ boat having a rated capacity of about 2,500 lbs. and powered by a 225 HP engine, the effective center of gravity is positioned 80″ to 110″, and more typically 96″, behind the bow 20 of the boat 10. If the front planing panel 452 is located 31″ beneath the underdeck 30 and the rear of the inclined panel 470 is located 96″ behind the bow 20 of the boat and extends to the underdeck 30, the inclined panel 470 will have a length of about 100″ and will extend at an angle of about 18° relative to the planing panel 452. The location of the worst case effective center of gravity, and thus of the length and inclination of the inclined panel 470, will tend to shift forwardly with larger, more powerful engines and/or higher potential forward load concentrations. Mounting the inclined panel 470 at relatively shallow angles of 15-25° has been found to provide increased hydrodynamic lift and to provide a smoother ride due to less wave impact forces and to provide reduced friction as compared to the panels of the previous embodiments.
Although the best mode contemplated by the inventor of carrying out the present invention is disclosed above, practice of the above invention is not limited thereto. It will be manifest that various additions, modifications and rearrangements of the features of the present invention may be made without deviating from the spirit and the scope of the underlying inventive concept.
It should be appreciated that such a development effort might be complex and time consuming, but would nevertheless be a routine undertaking of design, fabrication, and manufacture for those of ordinary skill having the benefit of this disclosure. Nothing in this application is considered critical or essential to the present invention unless explicitly indicated as being “critical” or “essential.”
Patent Application
20230365228
