Tri-sponson boat hull and method of making boat hulls

Information

  • Patent Grant
  • 6708642
  • Patent Number
    6,708,642
  • Date Filed
    Friday, February 22, 2002
    22 years ago
  • Date Issued
    Tuesday, March 23, 2004
    20 years ago
Abstract
A boat hull having an upper hull section, a pair of spaced apart substantially parallel elongated outer sponsons extending from a forward portion to a stern portion of a bottom of the upper hull section, the outer sponsons and upper hull section defining a tunnel therebetween; and an elongated center sponson extending along the bottom of the upper hull and positioned in the tunnel between and substantially parallel to the pair of outer sponsons and having a forward section with an upwardly extending trailing step wall defining an upward step in the center sponson, and an aft section that is located aft of the forward section, the aft section having an upwardly curved leading edge intersecting the step wall of the forward section. The upper hull section can have planar bottom.
Description




BACKGROUND OF THE INVENTION




The present invention is directed towards boat hulls, and in particular boat hulls having three sponsons.




Tunnel hull boat structures having a pair of longitudinal side channels that define a central tunnel in which is located a central sponson are known. Such boat hulls are typically configured so that the outer sponsons and central sponsons collectively sit in the water at low speed, however at higher planing speeds, the boat hull is partially supported by the surfaces of the side sponsons planing on the water and partially by air being compressed between the inside surfaces of the outer sponsons, the tunnel roof and the water surface.




Conventional tri-sponson boat design lacks versatility in that the designs are generally intended to be used in smaller pleasure-boat type applications and do not lend themselves well to being scaled to larger boats. Conventional designs also tend to lack versatility in that while a particular design maybe suitable for use in a specific environments, the same design may not be suitable for use in other environments. For example, a tri-sponson boat structure which may be quite efficient in smooth water conditions may not be suitable for rougher waters and a tri-sponson design intended for rougher waters may be inefficient in smoother waters.




Accordingly, there is a need for a tri-sponson boat hull that is scalable, and which can provide a smooth, efficient ride over a range of speeds and water conditions. There is also a need for an efficient method for manufacturing such a boat hull.




SUMMARY OF THE INVENTION




According to one aspect of the present invention there is provided a boat hull that includes an upper hull section, a pair of spaced apart substantially parallel elongated outer sponsons extending from a forward portion to a stern portion of a bottom of the upper hull section, the outer sponsons and upper hull section defining a tunnel therebetween, and an elongated center sponson extending along the bottom of the upper hull and positioned in the tunnel between and substantially parallel to the pair of outer sponsons and having a forward section with an upwardly extending trailing step wall defining an upward step in the center sponson, and an aft section that is located aft of the forward section, the aft section having an upwardly curved leading edge intersecting the step wall of the forward section.




According to another aspect of the invention, there is provided a boat hull that includes an upper hull section, a pair of spaced apart substantially parallel elongated outer sponsons extending from a forward portion to a stern portion of a bottom of the upper hull section, the outer sponsons and upper hull section defining a tunnel therebetween, the outer sponsons each having an inner wall extending substantially perpendicular to a water line, an outer chine and a bottom wall joining, bottom edges of the inner wall and the outer chine, the bottom wall being substantially planar aft of a leading edge thereof and angled upwardly from the inner wall to the outer chine, the upward angle of the bottom wall relative to the water line being less than that of the outer chine, and an elongated center sponson extending along the bottom of the upper hull and positioned in the tunnel between and substantially parallel to the pair of outer sponsons, the center sponson extending forwardly of the outer sponsons and having a upward step along its length with a portion of the center sponson leading the step having a greater depth than a portion of the center portion aft of the step, the center sponson being of lesser depth than the outer sponsons.




According to another aspect of the invention, there is provided a boat hull that includes an upper hull section having a substantially planar underbody, a pair of spaced apart substantially parallel elongated outer sponsons extending from a forward portion to a stern portion of the underbody of the upper hull section, the outer sponsons and underbody defining a tunnel therebetween, and an elongated center sponson extending along the underbody and positioned in the tunnel between and substantially parallel to the pair of outer sponsons.




According to still another aspect of the invention, there is provided a boat hull having an upper hull section, a pair of spaced apart substantially parallel elongated outer sponsons extending from a forward portion to a stern portion of a bottom of the upper hull section, the outer sponsons and upper hull section defining a tunnel therebetween, and an elongated center sponson extending along the bottom of the upper hull section and positioned in the tunnel between and substantially parallel to the pair of outer sponsons, the center sponson extending further forward and aft-ward than the outer sponsons.




According to yet another aspect of the invention, there is provided a boat hull having a bow and a stern, the hull comprising an upper hull section, a pair of spaced apart substantially parallel elongated outer sponsons extending from a forward portion to a stern portion of a bottom of the upper hull section, the outer sponsons and upper hull section defining a tunnel therebetween, an elongated center sponson extending along the bottom of the upper hull section and positioned in the tunnel between and substantially parallel to the pair of outer sponsons, and a wing-shaped lift spoiler pivotally mounted between the pair of outer sponsons, the spoiler passing beneath an aft section of the center sponson and being adjustable to control trim of the boat hull during use.




According to another aspect of the invention there is provided a method of making a tri-sponson boat hull, including steps of (a) forming from reinforced fibre material, using an upper hull mold, an upper hull section having a substantially planar underbody; (b) forming from reinforced fibre material, using first and second outer sponson molds, an elongated first outer sponson and an elongated second outer sponson; (c) forming from reinforced fibre material, using a center sponson mold, an elongated center sponson; (d) arranging the upper hull section, first and second outer sponsons and the center sponson such that the first and second outer sponsons extend from a forward section to a stern portion of the underbody of the upper hull section, the outer sponsons and underbody defining a tunnel therebetween, and the center sponson extends along the underbody of the upper hull and is positioned in the tunnel between and substantially parallel to the first and second outer sponsons; and (e) securing the outer sponsons and center sponson to the upper hull using reinforced fibre material.




According to yet another aspect of the invention there is provided a method of making a boat hull that includes steps of layering up on a boat hull mold blended Kevlar (T™) and E-glass woven fabrics that are pre-impregnated with heat curable epoxy resin, and heat curing the layered fabrics.











Various other features of the present invention will be apparent from a consideration of the accompanying specification, claims and drawings.




BRIEF DESCRIPTION OF THE DRAWINGS




Like numerals are used throughout the drawings to refer to like components, in which:





FIG. 1

is a perspective view from the bottom showing a boat hull according to a preferred embodiment of the invention;





FIG. 2

is a further perspective view from the bottom of the boat hull of

FIG. 1

;





FIG. 3

is a front elevation view of the boat hull of

FIG. 1

;





FIG. 4

is a partial sectional view of the boat hull showing one of the outer sponsons;





FIG. 5

is a side elevation of the centre sponson of the boat hull;





FIG. 6

is a drawing representing sectional views of the centre sponson, taken along the lines A—A to G—G of

FIG. 5

;





FIG. 7

is a diagrammatic sectional view along the lines E—E of

FIG. 5

;





FIG. 8

is a diagrammatic sectional view along the lines G—G of

FIG. 5

;





FIG. 9

is a partial bottom plan view of the boat hull showing a forward end thereof;





FIG. 10

is a side elevation showing the relative positions of the boat hull and low speed and at a planing speed;





FIG. 11

is a partial bottom plan view of an aft-section of the boat hull showing optional aeration slots applied to the outer sponsons thereof;





FIG. 12

is a diagrammatic partial sectional view showing an aeration slot formed on one of the outer sponsons of the boat hull of

FIG. 11

;





FIG. 13

is a partial perspective view of the aft-section of the boat hull showing an optional lift spoiler;





FIG. 13A

is a diagrammatic sectional view taken along the lines


13


A—


13


A of

FIG. 13

;





FIG. 14

is a perspective view of the boat hull showing optional aeration openings in a step in the center sponson and

FIG. 14A

is a diagrammatic sectional view of the boat hull showing the aeration openings and corresponding air passageways.





FIG. 15

is a partial sectional view showing the laminate construction of the boat hull in accordance with a preferred embodiment of the invention;





FIG. 16

is a partial plan view of a mold used to make an upper hull portion of the boat hull; and





FIG. 17

is a diagrammatic aft-end view illustrating construction of the boat hull.











DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS




With reference to

FIGS. 1-3

, a boat hull


10


according to one preferred embodiment of the present invention includes an upper hull section


12


and a pair of spaced apart outer sponsons


14


,


16


extending along a bottom of the boat hull such that a tunnel


73


is defined by the bottom of the upper hull section


12


and the pair of outer sponsons


14


,


16


. A central sponson


18


extends along the bottom of the upper hull section


12


and is positioned in the tunnel area between the pair of outer sponsons


14


,


16


. The outer sponsons


14


,


16


and the inner sponson


18


each have a respective upwardly curved leading edge


20


,


22


and


24


. The leading edge


24


of the centre sponson


18


extends forwardly of the leading edges


20


,


22


of the pair of outer sponsons


14


,


16


. The centre sponson


18


may, in a prefered embodiment, also extend further aft than the sternward ends of outer sponsons


14


,


16


, which is convenient if a drive system is to be included in the centre sponson


18


.




As shown in

FIG. 3

, the maximum depth of the centre sponson


18


is less than that of the outer sponsons


14


,


16


. The boat hull


10


is arranged such that at rest and at lower speeds all three sponsons


14


,


16


and


18


will typically sit in the water, whereas at higher speeds, under normal loading, the boat hull


10


will plane along on aft portions the outer sponsons


14


,


16


with the centre sponson


18


positioned above the water. In this regard, line


26


in

FIG. 3

shows an exemplary water line when the boat hull is at rest or at low speed, and line


28


illustrates an exemplary water line when the boat hull


10


is planing at high speed.




The components of the boat hull


10


will now be described in greater detail. In a preferred embodiment, the upper hull section


12


has a substantially planar bottom or underbody


38


along which the sponsons


20


,


22


and


24


are positioned. Upper hull side walls


30


,


32


extend upwardly from the starboard and port side peripheral edges of the underbody


38


. A curved bow portion


34


extends upwardly from a semi-circular front peripheral edge of the underbody


38


between the side walls


30


,


32


. An upwardly extending transom wall


36


is located between the aft ends of the upper hull sidewalls


30


,


32


along an aft peripheral edge of the underbody


38


.




The outer sponsons


14


and


16


are substantially identical, being mirror images of each other when viewed from the front of the hull. Each outer sponson


14


,


16


has an inner side wall


40


,


42


, an outer chine


44


,


46


, and a bottom wall


48


,


50


. Preferably, the inner side walls


40


,


42


of the outer sponsons


14


,


16


are substantially planar walls that form a perpendicular, or just slightly less than perpendicular, angle with the water line. The substantially planar bottom walls


48


,


50


, are preferably upwardly angled from the inner sidewalls


40


,


42


to the outer chines


40


,


46


. The substantially planar outer chines


44


,


46


extend at a higher dead rise angle than the bottom walls


48


,


50


, but are not as sharply-angled relative to the water line as the inner walls


40


,


42


. The leading edge portion


20


,


22


of each outer sponson has a higher dead rise angles than the remaining aft portion of the sponson. The sponsons


14


and


16


are generally of a uniform depth along their respective lengths aft of the leading edges


20


,


22


thereof such that the bottom surface of the underbody


38


lies in a plane that is parallel with the keelson of the outer sponsons


14


,


16


. An intermediate longitudinal spray rail


52


,


54


may be located along the bottom wall


48


,


50


of each sponson


14


,


16


. Similarly, a longitudinal spay rail may be provided along the outer chine


44


,


46


of each of the outer sponsons


14


,


16


. Longitudinal spray rails may also be located on the inner walls


40


,


42


.




The outer sponsons are preferably configured such that the bottom wall


48


and outer chine


44


of the outer sponson


14


form one half of a V-shape, and the bottom wall


50


and outer chine


46


of the other sponson


16


form the other half of a V-shape, such that if the two outer sponsons were joined along the bottom edge of bottom walls


48


and


50


, the combined hulls would have a shape similar to that of a conventional V-shaped boat hull. Such a configuration can assist in improving the maneuverability of the hull


10


.




As can be seen in

FIG. 3

, in a preferred embodiment, the corner


60


,


62


where the bottom wall


48


,


50


of each outer sponson


14


,


16


joins with its corresponding inner wall


40


,


42


is inwardly upward angled. In this regard, the small corner portion


60


,


62


of each sponson


14


,


16


is angled in the opposite direction than the bottom wall


48


,


50


.

FIG. 4

shows the corner


60


of the outer sponson


14


in greater detail (corner


62


having the same configuration). In one preferred embodiment, the corner


60


is inwardly upwardly angled at approximately 45° relative to the plane of the water line. The inwardly upward chamfer of corners


60


,


62


allow the boat hull to slide out on a high-speed turn with more ease than a 90° edge would typically permit.




As can be seen in

FIGS. 1 and 2

, the center sponson


18


includes a leading forward section


64


and a trailing aft section


66


that are joined at an intermediate upward step. The forward section


64


includes an upwardly curved leading edge


24


, terminates at an upwardly extending trailing step wall


68


, and has two sidewalls


65


and


67


that join at a common bottom edge and diverge in a upwardly direction such that the forward section has a generally V-shaped cross-section along its length.




The aft section


66


of the centre sponson


18


is formed from two elongated side walls


69


and


71


that join at a common bottom edge or keelson


72


and diverge in an upwardly direction such that the aft section


66


has a generally V-shaped cross-section along its length. At the forward end of the aft section


66


, the side walls


69


and


71


converge closer together and have a common upwardly curved leading edge that defines a forwardly tapering portion


70


that intersects with the step wall


68


. Thus, the leading portion


70


of the aft section


66


tapers in the forward direction much like a mini bow, and becomes deeper aft. The keelson


72


located aft of the leading portion


70


is substantially parallel to the plane of the bottom of the upper hull section


12


.




With reference to

FIGS. 5 and 6

, a preferred configuration of the centre sponson


18


will be explained in greater detail.

FIG. 6

provides in diagrammatic form half sectional views of the forward section side


67


and the aft section side


69


taken along the lines A—A to G—G of

FIG. 5

of the centre sponson


18


. As indicated by lines A-D in

FIG. 6

, the depth of the forward section


64


of the centre sponson


18


increases at a relatively quick rate moving aft from the leading edge


24


, after which the depth of the forward section


64


remains relatively constant until the forward section terminates at step wall


68


. The dead rise of the forward section


64


becomes shallower moving aft from the leading edge


24


to the step wall


68


. The forward section


64


reaches its deepest point just forward of the step wall


68


at approximately one third of the length of the center sponson back from its most forward point.




As can be appreciated from

FIG. 6

, the forward end


70


of the aft section has a dead rise angle that becomes shallower in the sternward direction, which is further exemplified in

FIG. 7

, which indicates by line E the dead rise of the aft section


66


right at the point where forward end


70


terminates at the step wall


68


, and

FIG. 8

in which line G illustrates the shallower dead rise at a point trailing the leading edge


70


at which the aft section has reached a substantially uniform depth.




The configuration of the center sponson


18


is such that the forward section


64


(which is approximately one third the length of the centre sponson) acts as a wave breaker with the aft section


66


(approximately two thirds of the centre sponson) acting as a ride maker. In particular, the forward section


64


has very steep dead rise angles swelling to a large volume buoyancy body further aft. The forward section


64


is used to break or piece waves in heavy seas and yet, because of its large volume aft, creates a large amount of buoyancy. In this respect, the centre sponson


18


compliments the outer sponsons


14


,


16


, which have relatively sharp dead rise angles and will cut through waves with ease. However, in heavy seas or large waves, the sharp forward sections of the outer sponsons


14


,


16


alone are not sufficient to generate buoyancy quick enough and thus the large volume buoyancy body provided by the forward section


64


of the centre sponson


18


combats the tendency that the hull would otherwise have to “stuff” (dive into another wave) or “pitch-pole” (roll end over end) when hitting large waves.




The forwardly tapering front end of the aft section


66


is much like a secondary bow and helps to channel the water coming around the forward section


64


and also helps to dissipate energy when the boat hull falls back into the water after riding over a wave, contributing to a smoother ride. The dead rise angle on the aft section


66


is relatively shallow aft of the leading portion


70


, providing good positive buoyancy which aids in softening the fall from waves by parting the water and channeling it towards the outer sponsons. In particular, the aft section


66


of the centre hull assists in creating a softer landing from a large wave by adding its buoyancy quickly and by dividing the large area between the outer sponsons into two smaller tunnels


74


,


76


and partially trapping the air passing through such smaller tunnels


74


,


76


.




Referring to

FIG. 9

, the configuration of the outer sponsons


14


,


16


and centre sponson


18


is such that the tunnel


73


formed between the outer sponsons


14


and


16


is essentially divided into two smaller tunnels


74


,


76


by the centre sponson


18


. The tunnels


74


and


76


are provided with funnel-shaped forward ends that are designed to capture and channel frontal air into each channel


74


and


76


.

FIG. 10

shows the boat hull


10


in a resting or low speed position


10


and in phantom lines as indicated by


10


′ in a high speed planing position. At slow speed or when the craft is very heavily loaded all three sponsons are in contact with and are displacing water creating a very stable (almost barge-like) platform. At high speeds the boat hull runs on only the two aft sections of the outer sponsons


14


,


16


.




In particular, at lower speeds, the aft end of the hull will generally be located deeper in the water than the forward end. As the boat hull speeds up, the air passing through the tunnel


74


,


76


towards and into the aft sections is gradually compressed by the fact that the crafts altitude is lower aft and thus the roofs of tunnels


74


,


76


are lower to the water. As the boat hull speed increases the compressed air lifts the aft sections of the vessel to escape, and thus works in conjunction with the planing that occurs at higher speeds to reduce the depth of the hull in the water, and thereby reduce drag. Accordingly, the act of planing and the additional lift from the “ram air” effect provided by air passing through the tunnels


74


,


76


keeps the draft of the boat hull very shallow.




With reference to

FIG. 11

, in one preferred embodiment of the invention aeration slots


78


are provided along the aft one-third of the outer sponson bottom walls


48


,


50


. The aeration slots


78


act as aerators to reduce friction on the major planning surface of each of the sponsons


14


,


16


. The slots


78


each define a respective downwardly opening passage across the sponson bottom


48


,


50


that has a leading end


80


that communicates with an area outside of the hull structure and a trailing end


82


that communicates with the tunnel area


73


between the sponsons


14


,


16


.




By way of example, in the embodiment illustrated in

FIG. 11

, the aeration slots are each angled, with the outer facing end


80


forwardly facing, at approximately 30 degrees relative to the transom of the boat, although it will be appreciated that different angles could suffice. As illustrated in

FIG. 12

, each aeration slot


78


preferably has a leading substantially vertically wall


84


that intersects at an upper end thereof with a curved upper and trailing wall


86


. In one embodiment, the upper/trailing wall


86


has a very shallow “S” shape. When the hull


10


is planing in a forward direction as indicated by arrow


90


air, as indicated by arrows


88


, is drawn in from the outboard sides of the outer sponsons and down the aeration slots towards the fast flowing air passing through the tunnel


73


. The configuration of the walls


84


and


86


that define the aeration slot


78


forces much of the air out through the open bottoms of the aeration slots


72


, as represented by arrows


88


, and this air which escapes onto the aft planning surfaces mixes with barrier layer water and aerates the planning surfaces, thereby reducing drag. In one exemplary use, aeration slots may have a depth D of approximately 2 inches, and a width W of approximately 4 inches, however such dimensions are provided merely as an example as a range of differently dimensioned aeration slots could be used depending on the specific boat hull size and configuration.




With reference to

FIGS. 13 and 13A

, in a preferred embodiment the boat hull


10


includes an adjustable lift spoiler


92


which is located close to the stern of the boat hull


10


and extends between the inner sides


40


and


42


of the outer sponsons


14


,


16


. The lift spoiler


92


preferably passes underneath the bottom of the center sponson


18


and is pivotally mounted at its opposite ends to the inner sponson walls


40


,


42


such that its trim can be adjusted by means of an electrical, hydraulic or mechanical trim adjustment device


98


that is positioned in one or both of the sponsons


14


and


16


and which is controlled from a helm area of the craft into which the hull is incorporated. As indicated in

FIG. 13A

, the lift spoiler


92


preferably has a wing-shaped cross section with a larger forward end


94


and a tapering trailing end


96


. In addition to a neutral position, the lift spoiler


92


can be pivoted so that its leading end


94


is raised relative to the horizontal as indicated by phantom line


92


″, or it can be adjusted so that the leading end


94


is lowered relative to the horizontal, as indicated by phantom line


92


′. The trim of the lift spoiler


92


can be controlled manually from the helm so as to provide the boat operator with greater control of the trim of the hull during boat acceleration and planing. In an alternative embodiment, automatic trim control is provided for the lift spoiler, with a processing device being connected to receive information about the trim level of the hull from sensors located on the hull, and based on such signals control the trim adjustment device


98


accordingly. For example, if based on sensor input the processing device determined that the front of the boat hull has lifted up higher than a predetermined limit, the angle of the spoiler could be adjusted by the processing device to counteract against the lift and readjust the trim of the boat hull to a less steep angle. The processing device could also receive engine speed and or boat speed information to use in determining appropriate trim angle adjustments.




With reference to

FIGS. 14 and 14A

, in one embodiment of the present invention the boat hull


10


is provided with aftward facing aeration openings


100


on the step wall


68


. The aeration openings


100


are connected by one or more air passageways


102


that pass internally through the hull to one or more forward facing air intake openings


104


that are located at the bow of the hull


10


above the water line. During planing, air is taken in through the intake openings


104


, passes through passages


102


and exits through aeration openings


100


, as indicated by the arrows in

FIG. 14A

, in order to reduce the drag on the aft portion


66


.




The boat hull


10


can be constructed using a number of different conventional boat building materials including for example laminated layers of fibreglass in some applications, and steel or aluminum or wood in other applications. In one preferred embodiment, the outer sponsons


14


,


16


, upper hull section


12


and center sponson


18


are each formed from a laminate structure that includes layers of Kevlar (™) reinforced glass fabrics. In particular, with reference to

FIG. 15

, one preferred laminate structure used to make of the sponsons and upper hull of boat hull


10


is illustrated. A surface gel coat


111


which may be an apoxy or vinylester or other suitable material is first applied to an inner surface of a mold used to make the boat hull. The outer layer


112


of the boat hull in the illustrated embodiment is a surfacing scrim-cloth or mat, which is followed by a number of laminated layers of a Kevlar(™) E-glass hybrid fabric layers


113


. In the illustrated embodiment, three outer Kevlar (™)/E-glass fibre layers


113


are illustrated, however, more or fewer layers may be desired depending on the specific size and application of the corresponding boat hull. The outer laminate layers are provided over an end-grain balsa wood core


114


, the inner side of which is covered by a plurality of further Kevlar (™)/E-glass fabric layers


115


. Other core materials could be used in place of balsa, including for example, foams and honeycomb paper.




The next layer


116


is a Dacron (™) or similar peel ply fabric, which is followed by a breath-ply layer


117


to which an optional absorbent (bleeder) layer may be attached.




In a preferred embodiment, the Kevlar (™)/E-glass fabrics are pre-impregnated with “B” staged epoxy resin such that the laminated layers can be thermally cured at approximately 250-275 degrees ferenheit. The laminate structure is layered up on a mold with the surface gel coat


111


being applied to the mold surface, and then the subsequent layers laid up in the order shown in FIG.


15


and described above. Once layered up, a vacuum bagging film


118


having multiple vacuum fittings


119


positioned therein is placed over the entire inner structure of the laminated materials in order to compress the laminate structure against the mold in the direction indicated by arrows


120


when air is evacuated through fittings


119


as indicated by arrow


122


. Vacuum compression will typically compact the laminate during heat curing.




In the laminated fibre construction method, each of the hull components, namely upper hull section


12


, outer sponsons


14


,


16


and center sponson


18


are each preferably layered up separately using different molds, and in this respect

FIGS. 16 and 17

illustrate representative molds


124


,


126


,


128


and


130


, each of which is used for a separate corresponding component


12


,


14


,


16


and


18


of the boat hull


10


. Once each of the separate components have been layed up, vacuum compressed, and heat cured, their respective molds are subsequently assembled together after which further layers of Kevlar (™)/E-glass layers are used to secure the joints between each of the outer sponsons and the center sponson laminated portions adjoining them to the upper hull section


12


. Alternatively, the four component molds (outer sponsons, center sponson, and upper hull section) can be assembled together and then layed up and heat cured together, rather than separately.




The use of separate molds, which varies from traditional boat hull construction in which the boat hull is molded as a unified structure, provides versatility in that the same molds in manufacturing process can be used to make boat hulls of a wide range of sizes. In particular, upper boat hull mold section


124


preferably has an adjustable width as indicated by lines


132


in

FIG. 16

, and also an adjustable length, and the sponson molds


126


,


128


and


130


each preferably have an adjustable length. For larger hull designs, the sponsons


126


and


128


can be spaced further apart, or can be spaced closer together for narrower hull designs. The flat underbody of the upper hull section


12


provides a design which is very ameniable to adjustment for different boat sizes as the top of the tunnel remains planer regardless of the relative positions of the outer sponsons. Because of the flat underbody, the relative position of the outer sponsons can easily be changed for different boat hull sizes to optimize the tunnel dimensions for a specific hull size and ram-air effect. Based on the desired speeds and load carry capability of the craft that incorporates the boat hull, an optimum sponson placement can be determined. Thus with the flat-bottom underbody and separate mold system described herein, using the same molds, different boat hulls having the same size can be made having different outer sponson placement locations to account for different intended uses of the boat hulls.




The Kevlar(™)/E-glass hybrid fibre layers may made of materials that are commercially available from Martintek of St. Jean sur Richelieur, Quebec including for example Martintek (™) product numbers 9009-127 single weave; product number 9037-127 double weave; or product number


9032-127


double weave, double weight fabrics. The Kevlar (™)/E-glass fabrics are preferably pre-impregnated with heat curable “B” staged epoxy resin, rolled and then placed in frozen storage until used to lay up the boat hull. Using heat curable “B” staged epoxy resin impregnated fabrics for the lamination process allows the lamination process to start and stop at will for several days without curing taking place, as opposed to traditional wet epoxy on site impregnation systems in which curing can occur within a few hours. Wet-catalyst curing systems typically require that the resin be applied to the fibre layers at the location that the boat is being made, thus introducing several subjective factors into the hull building process. Conversely, pre-impregnated thermal curing systems allow fabrics to be pre-impregnated in a highly-controlled process, thus resulting in a real-life production scenario in which consistent quality can be maintained, thus minimizing the need to design-in the redundancy (and hence excess weight) normally required in wet-curing systems.




The preferred composite materials described provide a lightweight, very strong hull which can be consistently produced in a high quality manner. It will be appreciated that this lightweight, strong design is particularly advantageous when used with the tri-sponson design described herein. However, such composite material construction could also be advantageously applied to other boat hull configurations including catamaran and single-hull designs.




It will be appreciated that a number of features of the present invention have been set out above and that not all embodiments of the present invention need include every feature set out above. The design provided by the present invention provides a great deal of versatility and can be applied to a large range of boat hull sizes from small pleasure craft to larger vessels such as coastal-patrol vessels.




When the laminate composite structure shown in

FIG. 15

is used in the construction of the present boat, the compensate structure provides a very low radar signature. Angulation of the deck applied to the hull and use of radar absorbing paints can still significantly reduce the signature of boats which incorporate the boat hull of the present invention, as can engine shielding materials. Engine exhaust could be cooled by redirecting sea water through the water jacket, substantially reducing any heat signature. The use of jet drives (using an impeller to take water in and force it out the aft end of one more of the sponsons) could also be used in conjunction with a hull to vastly reduce sonar signals. Balistic Kevlar (™) could be molded onto the inside of the current composite structure to provide small arms fire protection.




Various features of the invention are set forth in the following claims.



Claims
  • 1. A boat hull having a bow and a stern, comprising:an upper hull section; a pair of spaced apart substantially parallel elongated outer sponsons extending from a forward portion to a stern portion of a bottom of the upper hull section, the outer sponsons and upper hull section defining a tunnel therebetween; and an elongated center sponson extending along the bottom of the upper hull and positioned in the tunnel between and substantially parallel to the pair of outer sponsons and having a forward section with an upwardly extending trailing step wall defining an upward step in the center sponson, and an aft section that is located aft of the forward section, the aft section having a leading edge that curves upward in a forward direction and intersects the step wall of the forward section.
  • 2. The boat hull of claim 1 wherein the outer sponsons and the forward section of the center sponson each have an upwardly curved leading edge, the center sponson being of lesser depth than the outer sponsons.
  • 3. The boat hull of claim 2 wherein the leading edge of the forward section of the center sponson extends further forward than the leading edges of the outer sponsons.
  • 4. The boat hull of claim 3 wherein the aft section includes a pair of opposing side walls that converge in a forward direction approaching the step wall, the upwardly curved leading edge of the aft section being located at a bottom portion of the opposing side walls approaching the step wall.
  • 5. The boat hull of claim 3 wherein the forward section includes a pair of opposing sidewalls having deadrise angles that become shallower in an aft-ward direction.
  • 6. The boat hull of claim 3 wherein the center sponson extends further aft than the outer sponsons.
  • 7. The boat hull of claim 3 wherein a maximum depth of the forward section of the center sponson is greater than a maximum depth of the aft section.
  • 8. The boat hull of claim 7 wherein the maximum depth of the forward section occurs close to the step wall.
  • 9. The boat hull of claim 7 wherein the step wall is approximately ⅓ of the length of the boat hull back from a front of the bow of the boat hull.
  • 10. The boat hull of claim 3 wherein aft of the leading edge thereof, a bottom of the aft section of the center sponson is substantially parallel to the bottom of the upper hull section.
  • 11. The boat hull of claim 1 wherein an above water line air inlet is located in a forward portion of the boat hull and an air passage way is provided from the air inlet to at least one aft facing aeration outlet provided on the step wall for providing aeration to the leading edge of the aft section of the center sponson.
  • 12. The boat hull of claim 1 wherein the aft and forward sections of the center sponson each include elongate sides meeting at a bottom edge and diverging upwardly outward, the angle of divergence of the sides of the forward section being less than the angle of divergence of the aft section.
  • 13. The boat hull of claim 1 wherein the aft section of the center sponson includes elongate sides meeting at a bottom edge and diverging upwardly outward, the angle of divergence increasing from forward to aftward along a portion of the length of the aft section.
  • 14. The boat hull of claim 1 wherein the bottom of the upper hull is substantially planar.
  • 15. A boat hull having a bow and a stern, the hull comprising:an upper hull section; a pair of spaced apart substantially parallel elongated outer sponsons extending from a forward portion to a stern portion of a bottom of the upper hull section, the outer sponsons and upper hull section defining a tunnel therebetween, the outer sponsons each having an inner wall extending substantially perpendicular to a water line, an outer chine and a bottom wall joining bottom edges of the inner wall and the outer chine, the bottom wall being substantially planar aft of a leading edge thereof and angled upwardly from the inner wall to the outer chine, the upward angle of the bottom wall relative to the water line being less than that of the outer chine; and an elongated center sponson extending along the bottom of the upper hull and positioned in the tunnel between and substantially parallel to the pair of outer sponsons, the center sponson extending forwardly of the outer sponsons and having a upward step along its length with a portion of the center sponson leading the step having a greater depth than a portion of the center portion aft of the step, the center sponson being of lesser depth than the outer sponsons.
  • 16. The boat hull of claim 15 wherein aeration slots are formed across the bottom wall of each of the outer sponsons, the slots each having downwardly opening passage having a leading end communicating with an area outside of the tunnel and a trailing end communicating with the tunnel.
  • 17. The boat hull of claim 15 wherein the aeration slots are formed across portions of the bottom walls on which the outer sponsons plane when the boat hull moves at planing speeds.
  • 18. The boat hull of claim 15 wherein the bottom and inner walls of each of the sponsons are joined by an inwardly upward angled comer portion.
  • 19. The boat hull of claim 18 wherein the comer portion is angled at approximately 45 degrees.
  • 20. The boat hull of claim 15 wherein the outer sponsons, center sponson and upper hull are each formed from laminated layers, at least some of which include blended Kevlar and E-glass fabric.
  • 21. The boat hull of claim 15 wherein a wing-shaped lift spoiler is pivotally mounted between the inner walls of the pair of outer sponsons, the spoiler passing beneath an aft section of the center sponson and being adjustable to control trim of the boat hull during use.
  • 22. The boat hull of claim 15 wherein an above water line air inlet is located in a forward portion of the boat hull and an air passage way is provided from the air inlet to at least one aft facing aeration outlet provided on the step for providing aeration to center sponson behind the step.
  • 23. A boat hull having a bow and a stern, the hull comprising:an upper hull section; a pair of spaced apart substantially parallel elongated outer sponsons extending from a forward portion to a stem portion of a bottom of the upper hull section, the outer sponsons and upper hull section defining a tunnel therebetween; an elongated center sponson extending along the bottom of the upper hull section and positioned in the tunnel between and substantially parallel to the pair of outer sponsons; and a wing-shaped lift spoiler pivotally mounted between the pair of outer sponsons, the spoiler passing beneath an aft section of the center sponson and being adjustable to control trim of the boat hull during use.
  • 24. The boat hull of claim 23 including means for sensing a position of the hull and automatically adjusting the trim of the spoiler based on the sensed hull position.
  • 25. A method of making a tri-sponson boat hull comprising:forming from reinforced fibre material, using an upper hull mold, an upper hull section having a substantially planar underbody; forming from reinforced fibre material, using first and second outer sponson molds, an elongated first outer sponson and an elongated second outer sponson; forming from reinforced fibre material, using a center sponson mold, an elongated center sponson; arranging the upper hull section, first and second outer sponsons and the center sponson such that the first and second outer sponsons extend from a forward section to a stem portion of the underbody of the upper hull section, the outer sponsons and underbody defining a tunnel therebetween, and the center sponson extends along the underbody of the upper hull and is positioned in the tunnel between and substantially parallel to the first and second outer sponsons; and securing the outer sponsons and center sponson to the upper hull using reinforced fibre material.
  • 26. The method of claim 25 wherein the steps of forming the upper hull section, forming the first outer and second outer sponsons and forming the center sponson include layering up on the upper hull mold, the first and second outer sponson molds, and the center sponson mold, respectively, blended Kevlar and E-glass woven fabrics that are preimpregnated with heat curable epoxy resin; and the method further includes heat curing the layered fabrics.
  • 27. The method of claim 26 wherein the layered fabrics are heat cured at approximately 250-275 degrees Fahrenheit.
  • 28. The method of claim 26 wherein the layered fabrics are compacted during heat curing.
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Entry
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