Abstract:
The invention is directed to a marine vessel and method of construction, wherein the vessel hull is formed to have a bottom and side portions, and includes a frame comprising a plurality of at least frame and/or stringer members extending crosswise or lengthwise and selectively fixed to the bottom or side portions of the hull. The frame and/or rib members are fixed to the hull to provide structural integrity. The frame and/or rib members are fixed into engagement by an adhesive bond; wherein the adhesive bond provides an amount of resiliency to dampen vibrations and other forces at the location of engagement. The invention is also directed to a method of forming the hull using a plurality of sheet members, each of which is formed with a plurality of complex or differential bends. The sheets are formed by imparting consecutive and sequential bends in the various sheets to form at least a part of the side and bottom portions of the hull, while concomitantly imparting a desired curvature from fore to aft. It is also an aspect of the invention that the hull design and associated structures are repeatably manufactured in a production boat rather than custom, and the designs are scalable to meet user requirements. A computer program to allow designing and modification of a vessel is also provided.

Description:
TECHNICAL FIELD 
     This invention relates generally to marine vessels and, more specifically, to sheet or panel clad marine vessel hull construction wherein sheet skin layers are formed with differential bends and are adhesively bonded to frame members to avoid welding procedures and formation of heat affected areas. This invention also includes a unique method of constructing such a marine vessel hull. 
     BACKGROUND OF THE INVENTION 
     The materials of construction for a boat hull require the combination of formability, strength, attractive appearance, low maintenance and durability in the marine environment. The boat hull has been developing for thousands of years. For a very substantial period of time boat hulls of varying sizes have been constructed of wood. Wooden hulls typically use a wooden skeleton of transverse ribs on which the planks are mounted and secured. They are made watertight by caulking with oakum, the pressure necessary for a watertight joint being produced by soaking the wood to swell it. However, wooden boat hulls disadvantageously require substantial maintenance and are subject to deterioration. In addition wooden hulls require substantial labor costs for construction and use of increasingly costly wood materials. 
     The next stage of development was ship hulls of steel wherein the planking, formed of three-dimensional shaped steel plates, was secured by riveting to a steel skeleton. Caulking and closely juxtaposed rivets make the joints watertight. Later, with the development of welding technology, the planks were welded in place as employed still today in modem-day construction of large boat hulls. 
     More recently, boat hulls have been increasingly constructed of fiberglass. Fiberglass is utilized to allow manufacturing of the hull into complex curvatures and shapes. The shape the boat hull is quite difficult to fabricate from materials such as steel or the like. Complex shapes are possible by using molds, but such molds are themselves difficult to fabricate and are very expensive, particularly for more complex shapes, such as catamaran style hulls. Fiberglass also provides a desired outer appearance in the boat, being smooth and aesthetically pleasing, and also being easily painted or otherwise decorated. At the same time, fiberglass hulls do have some disadvantages. First, fiberglass has the tendency to fracture. Moreover, fiberglass does not have as much rigidity as other materials, such as steel or an aluminum hull boat would have. Manufacturing with fiberglass materials can also be environmentally problematic. The manufacture of fiberglass can result in the release of volatile organic compounds that are distressing in both the manufacturing facilities and the immediate environment. The volatile organic compounds used in fiberglass manufacture are hazardous materials and can also be destructive to ozone in the atmosphere. In addition, fiberglass blisters, absorbs water, and requires special finishes and maintenance to protect it from the sun or other environmental conditions. 
     There have also been attempts at constructing larger boats with hulls made of aluminum. Unlike the fiberglass hulls, aluminum is less subject to fracturing and yet is lightweight. Although having these desirable characteristics, disadvantages of using aluminum are found in the time consuming assembly steps to achieve any complex curvatures or shapes and to obtain smoothness for cosmetics. Aluminum hulls are usually constructed by a process of forming metal sheets, for example two sheets side by side for the underwater panels, two side panel sheets joined at their front ends to a stem and along their lower edges to the underwater panels, and a sheet for the transom. The use of formed sheets generally limits the shapes achievable, particularly for large boats of eighteen feet or longer. The shapes are further limited by the requirement to form each sheet separately and precisely to match with the adjacent sheets. The sheets are then welded along the seams where they join one another, frequently along with extrusions of metal on the seams. The welding operation is one of the most expensive operations in the construction of a boat hull using aluminum. Additionally, a frame structure is then welded into place to provide structural integrity, and support for decking or other surfaces. The most commonly used metal in such construction is marine grade aluminum, which upon welding, suffers damage and/or weakening in a heat-affected zone near the weld site. This heat-affected zone is subject to cracking under fatigue loading. There are also additional problems associated with the welding. The welds can fail and are subject to oxidation. Also, the welds are typically overdesigned such that too much welding is done, unnecessarily adding to the cost and further weakening the surrounding metal. It is also necessary to have very close tolerances between the members to be welded, generally resulting in significant scrap material, and increasing costs. The heat-affected zone is also visibly altered, creating a blemish on the exterior of the hull. It is a significant drawback of aluminum boats that welding produces blemishes, such as surface disfiguration, which destroys the desired smooth appearance. Such blemishes must be cosmetically repaired, typically using a bondo type product, to yield an outer appearance as desired. 
     It would be of great benefit if the hull designed of aluminum could be formed from sheets, but yet allow performance enhancing compound, complex curves and shapes to be obtained, particularly for large boats of eighteen feet or longer. Similarly, it would be desirable to provide an aluminum boat with an aesthetically pleasing appearance without damage occurring from welding procedures. Additionally, it would be desirable to eliminate a significant amount of welding in forming structures of the boat, such as in attaching the support frame structure to the hull. 
     SUMMARY OF THE INVENTION 
     It is therefore an object of this invention to minimize reliance on welding by using an adhesive compound to connect frame members, decking and other structures to the hull. 
     It is a further object of this invention to provide a large panel built boat hull having a length of eighteen feet or greater with complex shapes and curves formed integrally therein. The boat hull may also be a catamaran style hull. 
     It is another object of this invention to provide a method of making a panel hull in an efficient and cost effective manner, and forming a hull having complex or differential curvatures and bends by selective and sequential bending of predesigned sheets of material. The bending procedures may be carried out repeatably by use of computer controlled brake presses, and over large lengths, to form a cost effective hull construction. 
     The invention is directed to a marine vessel and method of construction, wherein the vessel hull is formed to have a bottom and side portions, and includes a frame comprising a plurality of at least rib members extending crosswise and selectively fixed to the bottom or side portions of the hull. For some hull designs, particularly for larger hulls, it may also be desirable to provide stringer members, which extend longitudinally within the hull and are fixed into engagement with at least one of the bottom or side portions of the hull. The rib members extend across at least a portion of the width of the hull and are fixed to the hull to provide structural integrity. The rib members are fixed into engagement by an adhesive bond; wherein the adhesive bond provides an amount of resiliency to dampen vibrations and other forces at the location of engagement. The invention is also directed to a method of forming the hull using a plurality of sheet members, each of which is formed with a plurality of complex bends and has a compound curvature from the front to rear. The sheets are formed by imparting consecutive and sequential bends in the various sheets to form at least a part of the side and bottom portions of the hull, while concomitantly imparting a desired curvature from fore to aft. It is also an aspect of the invention that the hull design and associated structures are repeatably manufactured in a production boat rather than custom, and the designs are scalable to meet user requirements. 
    
    
     DESCRIPTION OF THE DRAWINGS 
     FIG. 1 is a partially see-through, side elevational view of a boat constructed in accordance with the present invention; 
     FIG. 2 is a top plan view of the boat of FIG. 1; 
     FIG. 3 is a cross-sectional view taken along line  3 — 3  in FIG. 1, and showing the main structural elements of the boat hull; 
     FIG. 4A is a top plan view of a blank used to form the side member of the hull; 
     FIG. 4B is a cross-sectional view of the side member gunwale at the bow of the hull; 
     FIG. 4C is a cross-sectional view of the side member gunwale at the stem of the hull; 
     FIG. 5 is a cross-sectional view of the transom gunwale portion of the hull; 
     FIG. 6A is a cross-sectional view of the port bottom panel member at the stem end of the member; 
     FIG. 6B is a cross-sectional view of the port bottom panel member at the bow end of the member; 
     FIG. 6C shows a first side of the blank used to form the port bottom panel member as shown in FIG.  3  and depicts the location of the corresponding bend lines; 
     FIG. 6D shows the opposite side of the blank shown in FIG.  6 C and depicts the location of the corresponding bend lines; 
     FIG. 7A is a top plan view of the blank used to form the bow portions of the boat of FIG. 1; 
     FIG. 7B is a top plan view of the blank of FIG. 7A depicting the bend lines used to form the bow portions of the boat of FIG. 1; 
     FIG. 7C is a top plan view of the completed bow portion of the boat of FIG. 1; 
     FIG. 7D is a side elevational view of the completed bow portion of the boat of FIG. 
     FIG. 7E is a back side elevational view of the completed bow portion of the boat of FIG. 1; 
     FIG. 8 is a front elevational view of a watertight frame member; 
     FIG. 9 is a front elevational view of a frame member having an open and a watertight side; 
     FIG. 10 is a front elevational view of a frame member comprising a separate open side and a watertight side; 
     FIG. 11 is a front elevational view of a frame member comprising two bottom frame members; 
     FIG. 12 is a top plan view of an adhesively connected hull and frame member using a bracket member; 
     FIG. 13 is a top plan view of an adhesively connected hull and frame member using an extended bracket member and having a gap between the hull and the frame member; and 
     FIG. 14 is a top plan view of an adhesively connected hull and frame member using a fillet of adhesive material; and 
     FIG. 15 is a diagram of a system and software program for designing and manufacturing a boat hull according to the invention. 
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT 
     In a preferred embodiment of the invention, a boat  10  in the size range having a length of approximately 18′ or greater is shown in various views in FIGS. 1-4. In boats of this size, the use of sheets in constructing a hull has been minimized due to the constraints mentioned previously. Although small “jon” boats have sometimes been produced of single sheets of metal, such as aluminum, once the size of the boat increases, several sheets of material and a structural frame are required, along with the need to properly shape such members and attach them to one another. The boat design and method of manufacture according to the present invention overcomes the disadvantages of using sheet or panel materials, such as aluminum sheets, in such larger boats, and provides a cost effective, strong and aesthetically pleasing boat design. Referring now to FIG. 1, a side view of the boat  10  is shown in see-through fashion allowing a view of a boat cabin  12 . The boat  10  comprises a front section, or bow  14  and a rear section, or stem  16 . An engine  18  is connected to the stem  16  to propel the boat  10  through the water. FIG. 2 shows a top plan view of the boat  10 . The boat  10  further comprises a first side, or port side  20  to the left of the boat  10  and a second side, or starboard side  22  to the right of the boat  10 . In this view, the engine(s) are not shown, revealing the engine mount areas  60  and  64 . A swim platform  24  may be provided if desired. In the description below, parts are referred to as being an inboard or outboard side. The inboard side is the side closest to the longitudinal centerline A of the boat  10 . The outboard side is the side furthest from centerline A. 
     The boat  10  of the present invention is formed by bending large aluminum sheets into predetermined shapes, each of which will make up a substantial portion of the hull  26 . The sheets are formed with curvatures along the length of hull  26  as will be described more fully hereafter, and are fixed at the seams between each section with an adjacent section. In an embodiment, the hull sections may be adhesively bonded along overlap sections between sheets after forming each to a compatible shape. The adhesive bond will create a water tight seal and preferably allow some amount of flexing to occur between sections, by providing an adhesive with an amount of resiliency. In the embodiment shown for example, a lap joint may be provided in association with an underwing or center plate  48  relative to adjacent portions  44  and  46 . At the same time, the bond must withstand significant forces and vibration, which are typical in operation of the boat  10  on the water. Although the sheets are formed to match one another, the tolerances with which the sheets of hull  26  are formed relative to one another do not have to be as close as would be necessary in a welded seam, with the use of an adhesive therebetween providing some leeway in the fit of adjacent sheets to one another. Alternatively, for some of the sheets of hull  26 , a welded connection may be provided relatively cost effectively, using robotic welding techniques. In such an embodiment, close tolerances between sheets are required, and allow robotic welding or other automated welding techniques to be performed. Even if welding is performed, and all of the welding is not eliminated from the construction of the boat  10 , the boat is designed to take advantage of bending large sheets to desired shapes and providing other adhesively joined joints as will be described hereafter. Thus, the amount of welding required is significantly reduced, thereby reducing labor costs, time and materials needed to produce the boat  10 , and eliminating much of the heat-affected zones and heat blemishes, and the potential for leaks. In addition, the use of adhesives reduces the accuracy of the fit required between the frame members and the sheet members. 
     FIG. 3 is a cross-sectional view of the boat hull  26  taken along line  3 — 3  in FIG.  1 . This view reveals that the boat  10  comprises a dual hull  26  design known as a catamaran. The design of the catamaran hull is more complex than a simple “V” style hull, which makes it more difficult to construct, but the dual hull provides the boat with added stability. Another benefit of the dual hull  26  is that it provides less drag at faster speeds because the space between the dual hulls  26  compresses the passing air, which tends to lift the boat. The design of the hull itself adds to the lift imparted to the boat during operation. The hull  26  comprises a first, or port bottom panel member  28 , a second, or starboard bottom panel member  30 , a first, or portside member  32 , and a second, or starboard side member  34 . An outboard portion  36  of the port bottom panel member  28  is fixably connected to a bottom portion  38  of the port side member  32 . An outboard portion  40  of the starboard bottom panel member  30  is fixably connected to a bottom portion  42  of the starboard side member  34 . The port bottom panel member  28  and the starboard bottom panel member  30  are each fixably attached along an inboard portion thereof  44  and  46 , respectively, to a center plate member  48 . Each of the panel members  28 ,  30 ,  32  and  34  may extend as one piece for the entire length of the boat  10 , or additional sheets may be configured to extend the boat to the desired length. As will be described in further detail, the boat design of the present invention is scalable or can be easily modified to any length or beam dimensions. For example, if the user desires a boat which can be trailered using conventional transportation, the regulations relating to beam width and length to allow such transport may be easily designed using the basic hull design of the invention. The hull design is linearly scalable to allow flexibility to meet the needs of the user, and yet is manufactured using production boat techniques. 
     Each panel member  28 ,  30 ,  32  and  34  can thus be seen to comprise a significant portion of the hull  26  and bows  14  of the boat  10 . The panels are formed with complex bends and curvatures to form the hull  26  as shown in the depicted embodiment. The design of each panel must therefore be precisely determined with respect to overall hull design as well as mating to an adjacent panel. The complex or differential bends and curvatures are formed in this embodiment using large press brake equipment having substantial length to handle the large sheets forming the panels. Suitable press brake equipment is manufactured by Pacific Press Technologies for example. The operation of the press brake is tailored to the sheet or panel configurations, but will impart a complex or differential lengthwise bend in each panel  28 ,  30 ,  32  and  34 . To impart the complex bends and curvatures in the panels, the rams associated with the press brake equipment are independently computer controlled, and the panels manipulated in conjunction with the press operation to precisely and repeatably control the bending thereof. Computer control facilitates repeatability in the formation of panels, and the ability to repeatably form differential bends over long lengths allows the desired hull shape to be achieved cost effectively. A generally horizontal plate member, or deck  50  is attached at a first end  52  to the port side member  32  and at a second end  54  to the starboard side member  34 . A support connector  56  is used to support the deck  50  above the center plate member  48 . 
     The side members  32 ,  34  are formed from a blank  33  of aluminum sheet metal of a predetermined thickness as best shown in FIG.  4 A. The side members  32 ,  34  further comprise a uniquely formed topside portion, known as the gunwale  58  as best shown in FIGS. 4B and 4C. FIG. 4B depicts the gunwale  58  at the bow  14  of the boat  10 . FIG. 4C depicts the gunwale  58  at the stem  16  of the boat  10 . The gunwale  58  is a continuous and integral extension of the side members  32 ,  34 . The gunwale  58  is formed by a series of bends,  58   a ,  58   b ,  58   c , preferably formed by the press brake equipment previously mentioned. Each bend is formed with a predetermined radius R. The angle or radius of one or more of the bends may increase or decrease along the length of the side member  32 ,  34  to account for the change in the shape of the hull  26  from the bow  14  to the stem  16 . The structure of the gunwale  58  adds strength to the structure of the boat  10 . The gunwale of previous aluminum boat designs required that the gunwale be formed by individual strips of aluminum that were welded at angles. This method of construction required single or double continuous welds on the bottoms and sides, one weld on the inside and one weld on the outside of each joint. The amount of welding required to form the gunwale of multiple strips was therefore significant, and consumed resources of labor and time. The bending process in the present invention is performed relatively quickly without adding any material or requiring assembly labor. The bending process prevents any weak spots associated with errors or voids which may be encountered when welding. The stiffness of the gunwale  58  is enhanced by being a continuous, one piece element and by having sufficiently generous bend radii to handle the various stress loads that it will be subjected to in use. 
     The side members  32 ,  34 , are fixably connected to the transom  60  at the stern  16  of the boat  10  as best shown in FIG.  2 . The connection is typically accomplished by welding. The transom  60  may include an access door  62  hingedly connected to the transom  60 . The transom  60  is formed similarly to the side members  32 ,  34  in that the transom  60  includes a transom gunwale  64  portion having bends  64   a ,  64   b ,  64   c , formed in the same fashion as the gunwale  58  of the side members  32 ,  34  as best shown in FIG.  5 . Previous aluminum boats required a welded transom formed by individual strips of aluminum that were welded at angles. As mentioned with respect to the side member gunwale  58 , this method of construction required continuous welds on the inside and outside of each joint, requiring a significant amount of labor and time. The bending process used to form the transom gunwale in the present invention is performed relatively quickly without adding any material. The bending process prevents any weak spots associated with errors or voids which may be encountered when welding. The stiffness of the transom gunwale  64  is enhanced by being a continuous, one piece element and by having sufficiently generous bend radii to handle the various stress loads that it will be subjected to in use. 
     The formation of the bottom panel members  28 , and  30 , utilize bending a blank  66  of sheet metal into the desired configuration as best shown in FIGS. 6A-6D. In the preferred embodiment of the present invention, the bends are performed in a predetermined sequence on a first side  68  of the blank  66  and then in a predetermined sequence on a second side  70  of the blank  66 , and possibly further bends on the first side  68  or second side  70 . The order of the bends is predetermined to optimize the ease of handling the blank  66  within the press brake and to accommodate adjacent but opposing bends in the hull design. The sequencing of bends further minimizes time in turning the blank  66  over back and forth to perform opposite angled bends. The bends,  66 A- 66 F, are typically formed at an angle such that the width W 1  of the bottom panel member increases toward the stern  16  of the boat  10  in order to support the greater weight at the stern of the boat. The smaller width W 2  toward the bow of the boat enables the hull to cut through the water more efficiently. The tapered, swept design is also aesthetically pleasing. 
     The dual hull  26  at the bow  14  of the boat  10  is constructed in a manner similar to the bottom panel members  28 ,  30 . As discussed, each bottom panel member  28 ,  30  is fixably connected to a side member  32 ,  34 , respectively. The result is that the dual hull  26  comprises a first, or port hull  68  and a second, or starboard hull  70  as shown in FIG.  3 . Each of the hulls  68 ,  70  terminate at the stem  16  of the boat  10 , and at the transom  60 . Toward the bow  14  of the boat, each hull  68 ,  70  terminates in a pointed bow portion  72 ,  74 , respectively. To form the hull sections  68 ,  70 , compound curves as well as bends must be formed. Each section  72 ,  74  is formed from a blank  76  of sheet metal into the desired configuration as best shown in FIGS. 7A-7E. In the preferred embodiment of the present invention, the bends are performed in a predetermined sequence on first and second sides of the blank  76 . The irregular shape of the blank  76  comprises generally a “V” shape, generally designated as  78 , which when bent will form the desired three dimensional configuration. The order of the bends is predetermined to optimize the ease of handling the blank  76  within the press brake, generally starting from one side toward a centerline B of the blank and then on the opposite side from the bend next to the centerline to the opposite edge. The final bend along the centerline B will bring the “V” portion  78  together forming the bow bottom, or keel  80  of the bow portion  72 ,  74 . In the embodiment shown, the curvature of the bottom panel imparted is generally in the range of 20 to 30 degrees deadrise from stem to bow, and the flat bottom sections of each are tapered toward the bow. To achieve these types of bends and curvatures, the amount of bending is varied along the length of the hull sections, with the degree of bending generally varying about 5-20 degrees from one end of the boat  10  to the other. The bow bottom  80  is fixably connected typically by welding. In the preferred embodiment, a chine  82  is formed on both sides of the bow bottom  80  along a stem side  84  of the bow portion  72 ,  74 . The chines  82 , enable the bow portion to properly mate with the bottom panel members  28 ,  30 . The formation of the bow portion  72 ,  74  creates a pointed keel portion which does not meet flush with the corresponding flat bottom  88  of the bottom panel members. The pointed keel portion helps the boat  10  cut through the water. A transition piece  89 , as best shown in FIG. 1 is fixably attached to the bow portion  72 ,  74  and the pointed keel portion to transition from a pointed profile to a flat profile. 
     Up to now, the exterior “skin” portions of the boat  10  have been discussed. While these portions utilize bending to eliminate much of the welding, welding may still be performed to connect these pieces, but also enables robotic welding techniques to be used, making the process more cost-effective and efficient. Moving to the interior structural members of the boat  10 , attachment will be provided without welding altogether. 
     The boat  10  requires internal reinforcement between the outer hull and the mechanically affixed deck  50 . Such supports are generally provided by spaced frame members  90 , such as crosswise ribs and/or lengthwise stringers, as best shown in FIGS. 8-11. In the embodiment shown, only ribs are required to give the structural integrity desired, but stringers may be used if desired or needed. The frame members  90  may be precisely formed by laser or water jet cutting techniques or by other suitable procedures. As the hull design and tolerances are known, the frame members  90  may be prefabricated to precise dimensions, and as will be seen, any tolerance errors are generally accounted for in the interconnection of the frame members  90  to the hull and/or deck. The frame members  90  are oriented substantially perpendicular to the centerline A of the boat  10  and placed at predetermined intervals therealong. The frame members may provide a watertight seal with the hull as shown in FIG. 8, wherein the compartments on either side are completely separated from each other except for access holes  89  typically used for electrical, water, plumbing, fuel and/or HVAC connections. The frame members  90  are adhesively secured to the hull to eliminate any welding, and to provide additional advantages. The frame members  90  also may comprise tab portions  95  which are bent perpendicular to the frame such that they can be adhesively attached to the deck  50 , or other portions of the boat  10 . In FIG. 9, one side of the frame has a watertight side  91 , and a full frame side  93  wherein the center area of the frame is removed. This allows for access between the compartments separated by the frame members  90 . Some areas of the boat  10  may require partial frame members  90  as best shown in FIGS. 10 and 11. These partial frame members  90  may be used where access to the interior of the boat  10  is needed, such as the interior cabin or a commode. 
     The frame members  90  are connected at their opposed edges to the internal surfaces of the hull  26  and deck  50 . As the boat hull  26  is subjected to the stresses as it moves through water and waves, both tension and compression forces act on the outer hull  26  and thus act conversely on the opposed edge of the frame members  90  where they interface with the underside of the deck  50 . This results in significant sheer forces within the frame member  90  and at the interfaces of the frame member  90  with the outer hull  26  or deck  50 . This can cause the rupture of the interconnection of the frame member  90  to the associated hull  26  and deck  50 , which would result in serious damage to the boat hull structure, and integrity of the boat. Until now, the magnitude of the sheer forces have required that the frame members  90  be welded to the hull  26  and deck  50 . While savings could be obtained by stitch welding (leaving gaps between welded areas), the welding process is still costly and labor intensive. One alternative has been to use fasteners and/or integral slots within the hull which had the ability to securely clamp the frame member in place. These methods are costly and/or require extensive time or tooling. 
     The present invention instead preferably uses high strength adhesives, in liquid, caulk or tape form, to allow the frame members to be fixably connected to the hull without requiring welding or costly special connectors. In a first embodiment of the present invention, the frame members  90  are attached to the hull with the use an angled bracket  92  comprising a first side  94  adhesively connected with a suitable adhesive to the hull, deck or other portions of the boat  10  and a second side  96  adhesively connected with a suitable adhesive to the frame member  90  as best shown in FIG.  12 . Typically, a bracket  92  is used on either side of the frame member  90 , although one side may be used if desired. The brackets  92  can be extended to allow for a gap  100  between the frame member  90  and the hull  26  as shown in FIG.  13 . The allowance for a gap  100  enables proper interconnection between the frame members  90  and other structures without requiring extremely close tolerances between the members. This in turn will save materials and labor in assembly, minimizing scrapped materials. Alternatively, the brackets  92  may be integrally formed in association with the frame member  90  by bending a portion thereof, similar to tabs  95  discussed previously. In another embodiment as shown in FIG. 14, the brackets  92  are eliminated and replaced by an adhesive fillet  97  on either side of the frame member  90 . Although a gap  100  is shown, the adhesive fillets  97  can be used in the configuration not having a gap between the hull and the frame member  90 . The use of adhesives replaces the costly alternatives such as welding, but also accommodates the possibility of gaps between the hull and the frame member that welding will not work on. 
     The adhesive used may be any one of available adhesives for use in structural applications such as, but not limited to, methacrylate glues sold under the brand names DEXTER HYSOL® H4500, 3M® Structural Bonding Tape, or 3M® VHB® Tape. The adhesive typically is used in either a liquid form, caulk or as a tape. These adhesives have superior bonding properties and are specifically formulated for bonding metal-to-metal applications for aluminum, steel, and stainless steel. These adhesives are able to withstand the stresses between the hull and the frame members, and will not degrade significantly over time due to vibration or external forces encountered in operation of the boat. The adhesive has resiliency, which will tend to absorb or dampen such vibrations or forces, while being of sufficient strength to fix the frame members into their support positions to provide the required structural integrity to the hull. The adhesives are relatively inexpensive, easily applied, and avoid the need for welding in at least portions of the boat construction, thereby avoiding the associated costs and problems. The adhesives should provide excellent shear strength as well as tensile strength to accommodate the expected loads in a marine or boating environment. For example, adequate tensile strengths might be in a range from 2,000-4500 psi. 
     The present invention is also directed at a computer program product for designing boat hulls. A person of ordinary skill in the art would appreciate that the invention may be embodied as a method, data processing system, or computer program product. As such, the present invention may take the form of an embodiment comprised entirely of hardware, an embodiment comprised entirely of software, or an embodiment combining software and hardware aspects. In addition, the present invention may take the form of a computer program product on a computer-readable storage medium having computer-readable program code embodied in the medium. Any suitable computer-readable medium may be utilized including hard disks, flash memory cards, CD-ROMs, optical storage devices, magnetic storage devices or the like. 
     The method of designing a boat hull and the computer program product of the invention is described with reference to flow charts or diagrams that illustrate methods, and systems, and the computer program product. It should be understood that each block of the various flow charts, and combination of blocks in the flow charts, can be implemented by computer program instructions. Such computer program instructions can be loaded onto a general-purpose computer, special purpose computer, or other programmable data processing device to produce a machine, such that the instructions that it executes on the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flow charts. The computer program instructions can also be stored in a computer-readable memory that directs a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the functions specified in the flow charts or diagrams. The computer program instructions may also be loaded onto a computer or other data processing apparatus to cause a series of operational steps to be performed on the computer, to produce a computer implemented process, such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flow charts or diagrams. 
     It will also be understood that blocks of the flow charts support combinations of means for performing the specified functions, combinations of steps for performing the specified functions and program instructions means for performing the specified functions. It is also to be understood that each block of the flow charts or diagrams, and combination of blocks in the flow charts or diagrams, can be implemented by special purpose hardware-base computer systems which perform the specified functions or steps, or combinations of special purpose hardware and computer instructions. 
     The software program of the present invention could be written in a number of computer languages, and any suitable programming language is contemplated. It is also to be understood that various computers and/or processors may be used to carry out the present invention, including personal computers, main frame computers and mini-computers. 
     As also mentioned previously, the hull design as well as supporting frame are scalable to different sizes or dimensions easily and effectively. In one embodiment of the present invention, this scalability is controlled by a computer program. As is indicated in FIG. 15, the program can create a repeatable hull design. In designing a particular boat, the consumer thus has the capability to specify certain parameters such as bull design, beam width, length or other variables for a particular purpose  200 . A computer program will allow the designer, or customer themselves, to enter certain information on one or more of the design variables, and to calculate other parameters of a specific design. With any of these parameters, the other variables can be calculated to design a hull and frame construction matching the desired parameter  202 . The program uses the design to determine data such as the shapes and sizes of sheets to be used in the boat construction and the order and types of bends to be imparted into the sheets for construction of the boat. The basic construction of the panels forming the hull or frame members remains consistent though the dimensional characteristics change. Thus, it would be possible to allow a user access to the software program via an internet connection or the like, to design a “custom” boat meeting the users needs or desires. In such a program, the user inputs parameters  204  which will be run through a feasibility program to determine if it is feasible to manufacture a boat to the users specifications  206 . Yet, even though the design is “custom” in terms of dimensions and the like, it can be readily manufactured using production style techniques. The program further controls the formation of the hull by instructing the user as to the characteristics or the sheets to be formed into the desired hull configuration at  208 . Subsequently, the computer program may generate information as to the cutting of blanks into the desired form for subsequent bending, or the program can be used to control operation of a machine or system for cutting of the blanks to the desired shape at  209 . The computer program may then be used to control operation of the brake press or other bending equipment, thereby controlling the bends imparted in the formed sheets by the brake press at  210 . As the design is repeatable, a user can return to step  204  and create hulls of different shapes and sizes using already existing general designs at  212 . It should also be apparent that the ability to scale the boat design gives flexibility in the final design without requiring any additional tooling or the like. The same tooling and manufacturing techniques are used regardless of the particular boat design. 
     Although the present invention has been described above in detail, the same is by way of illustration and example only and is not to be taken as a limitation on the present invention. Further, as described above, the system and methods according the invention may be used in conjunction with other types of customized products wherein characteristics of the products are supplied by a user to generate specific information related to design criteria and/or cost and supply information. Accordingly, the scope and content of the present invention are to be defined only by the terms of the appended claims.