Patent Abstract:
A modified V-hull boat has a keel starting at about 20% from the bow ending 75 to 80% aft of the bow and has an inverted airfoil shape. A flat pad blends in aft of the keel assisting planning and attitude at speed. A bracket having a bottom shape and size to float a designated amount of weight and a downard angle facing down at the aft on the bottom to act as a positive planning fixed trim tape that ride&#39;s above the water at speed or on plane, and adds stability and positive buoyancy for weight of engines at rest or low speed. 
     Chine&#39;s are the outside corner of the boat joining the bottom to the side&#39;s. The chine&#39;s taper slightly inboard aft to relieve friction and drag. Although they do not come together the chine is no way a straight line the outer edges are slightly more ellipsoidal hence the name.

Full Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
       [0001]    This application is a continuation-in-part of U.S. Pat. No. 9,284,019 filed on May 16, 2014 and issued on Mar. 15, 2016 and claims priority to U.S. Provisional Application Ser. No. 61/824,339 filed on May 16, 2013, the contents of which are hereby incorporated in their entirety. 
     
    
     STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT 
       [0002]    Not Applicable. 
       NAMES OF PARTIES TO A JOINT RESEARCH AGREEMENT 
       [0003]    Not Applicable 
       REFERENCE TO SEQUENCE LISTING, A TABLE, OR A COMPUTER PROGRAM LISTING APPENDIX SUBMITTED ON A COMPACT DISC AND INCORPORATION-BY-REFERENCE OF THE MATERIAL 
       [0004]    Not Applicable. 
       COPYRIGHT NOTICE 
       [0005]    A portion of the disclosure of this patent document contains material which is subject to copyright protection. The copyright owner has no objection to the facsimile reproduction by anyone of the patent document or the patent disclosure, as it appears in the Patent and Trademark Office patent file or records, but otherwise reserves all copyright rights whatsoever. 37 CFR 1.71(d). 
       BACKGROUND OF THE INVENTION 
       [0006]    1. Field of Endeavor 
         [0007]    The present invention relates to apparatuses, systems and methods for improved boat of both mono-hull and multi-hull designs. More particularly, the invention relates to boat hulls modified to provide better fuel economy, maneuverability, a smoother ride at both high and low speeds, less side to side rolling motion when stationary in waves and greater weight carrying capacity. 
         [0008]    2. Background Information 
         [0009]    Boat hull design has been a constantly evolving field of art for thousands of years. In particular, the development of non-wind propulsion systems, material science and other technologies, has contributed to many advances in hull design over the past two hundred years. 
         [0010]    Flat-bottom boats have a large, substantially flat hull bottom, making them very stable in calm weather. Characteristically, however, the flat, broad bow area creates a rough ride. These boats are usually limited to low horsepower motors because they do not generally handle well at high speed. Flat-bottom boats are also well suited for shallow water. 
         [0011]    Early in nautical history, boats were powered by wind or by hand-stroked oars. Early boat designers found that boats went faster, and were easier to steer, if the bow was pointed. They also soon discovered that by lowering the center of gravity, the sailing boats had better stability, and usually kept the boat upright even in bad weather. 
         [0012]    With the advent of mechanical power came boats with “planing” hulls, which lift the boat partially out of the water to skim on the surface allowing the boat to be operated at higher speeds for the same power. “Displacement” hulls push through or cruise through the water instead of skimming on the surface and are not able to operate at the higher speeds of a planing hull. 
         [0013]    “Semi Displacement” hulls act in a manner part way between Displacement hulls and Planing hulls. At slow speeds they are more efficient than Planing hulls but not as efficient as Displacement hulls, while at medium speed they are more efficient than both Displacement and Planing hulls. Semi Displacement hulls are not usually able to operate at the high speeds typical of Planing hulls but are able to operate efficiently at higher speeds than a Displacement hull. 
         [0014]    The V bottom boat is probably the most common hull design for planing hulls. Most manufacturers of performance boats built today use variations of this design. This design offers a reasonable ride in rough water as the pointed bow slices through the water forward and the V-shaped bottom softens the slamming of the boat in waves. The angle of the V is called “deadrise”. A sharper V has more deadrise. Some “V”-bottom boats have a small, local flat surface at the very bottom of the aft end called a “pad.” This pad creates a little more lift which increases top speed but at the sacrifice of a little softness in the ride. 
         [0015]    A chine in V bottom planing or semi-displacement power boat hull forms refers to the hard corner or edge at the intersection between the hull bottom and the hull side. 
         [0016]    With sailboats, it is common to have a rounded hull with no strakes or chines. A keel is often employed. However, the keel of a sailboat generally is generally deep vertically in proportion to the overall depth of the hull. On modern designs, it does not typically run the length of the boat. 
         [0017]    Boats having a flatbottom, are stable at low speed while also being maneuverable and provide a large displaced volume for a given draft, thus accommodating more weight. 
         [0018]    A deep V hull provides a relatively smooth ride at high speed. However, at low speed a deep V hull is very inefficient. Furthermore, at low speeds, a deep V hull is less stable, less maneuverable and tends to roll side to side to a high degree when side on to the waves. 
         [0019]    Many attempts have been made to design hulls that combine features of flatbottom, round and/or deep V hulls in an effort to design hulls exhibiting the advantages of each. 
         [0020]    In view of the foregoing, there is a need to provide a hull design that performs well at both high and low speeds. It is therefore desirable to provide a hull combining improved performance and ride comfort of any of the existing hulls at speed and in waves and improved comfort of any of the existing hulls at slow speed in waves and when stationary in waves. 
       BRIEF SUMMARY OF THE INVENTION 
       [0021]    Accordingly, the primary object of the present invention is to provide a boat hull that provides a smooth ride at both high and low speeds with good fuel economy and maneuverability. 
         [0022]    A high and moderate speed boat hull incorporates a keel running the center line of the hull starting 20 to 25% aft of the bow continuing aft 75 to 80% from the bow. The hull has a larger V shaped forward section twisting and flattening out running aft to a much lesser of a V with combinations of flat keel pad and ellipsoidal shaped areas. The keel provides both lift and lessens impact in rough water. The keel has a convex shape vertically and is shallow compared to any other keel. the keel starts thin and is narrow widening aft and tapers gently back to a point with an angel rising aft and up to the hull. This aft shape of the keel directs or allows the water to flow naturally back together over the flat keel pad to create solid water to feed to the engine propeller or propellers. The flat keel pad has two purposes: 1. a dedicated support for the vessel&#39;s riding or planning angle. 2. Is it is actually a step and allows the vessel to pivot at high speed and at all speeds giving the vessel greater maneuverability. The V port and starboard of the keel is the area feeding the lifting strakes. The lifting strakes works with the keel to provides positive lift and continues to create the softness of the ride these areas provide. The lifting strakes are shaped in a triangular manner pointing downward and has a radios inside of the lifting strake helping to create the curl of the natural shape of waves both providing lift and softness of the ride in a choppy or rough sea. Outside the lifting stakes continues the genital ellipsoidal shape of the hull and feeds the water out and aft. The spoilers also provide lift both forward in the lager V area and moving aft to the chine flats. 
         [0023]    The spoilers also provide softer looser water or soiled water to the chine flats aft relieving friction of wetted surface of the hull. The chine flats are wider than most of any hull designs. The chine flats provide stability at rest and on plane at high speed and in a side rougher sea. The chine flats also provide a positive buoyancy giving and assisting the keel and the lifting strakes and the hull a direct attitude from rest to a full plane without squatting, digging or typically raising the bow high out of the water which also allows the vessel to reach a plane and high speed in very shallow water. The chine flat has a step 5 to 10% forward of the transom relieving friction of the wetted surface of the hull. The chine flats are assisted by the bracket or extension which is also a step. The bracket has a large flat bottom angling downward aft of the transom creating more assist in planning as a large trim tab. 
         [0024]    The bracket adds buoyancy to support the weight of engine or engines. The bracket provides positive lift in a following sea lifting up on the inside of the wave and moving the vessel forward decreasing or eliminating the sea engulfing the engine or engines and or sinking the vessel. The bracket&#39;s large flat area adds additional stability supporting the chine flats in the side to side motion laying to in large seas preventing violent rocking motion of this vessel. the bracket is also a step allowing this vessel design to pivot over the water aft of the transom and as the bracket dose not touch the water at speed or plane it does not create drag at speed. 
         [0025]    These and other objects and advantages of the present invention will become apparent from a reading of the attached specification and appended claims. There has thus been outlined, rather broadly, the more important features of the invention in order that the detailed description thereof that follows may be better understood, and in order that the present contribution to the art may be better appreciated. There are features of the invention that will be described hereinafter and which will form the subject matter of the claims appended hereto. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0026]    A more complete understanding of the present invention, and the attendant advantages and features thereof, will be more readily understood by reference to the following detailed description when considered in conjunction with the accompanying drawings wherein: 
           [0027]      FIG. 1  is a forward perspective view of a boat hull in accordance with the principles of the invention; 
           [0028]      FIG. 2  is a bottom perspective view of a boat hull in accordance with the principles of the invention; 
           [0029]      FIG. 3  is a side perspective view of a boat hull in accordance with the principles of the invention; 
           [0030]      FIG. 4  is another perspective view of a boat hull in accordance with the principles of the invention; 
           [0031]      FIG. 5  is another bottom perspective view of a boat hull in accordance with the principles of the invention; 
           [0032]      FIG. 6  is bottom plan view of a boat hull in accordance with the principles of the invention; 
           [0033]      FIG. 7  is a diagram of a chine of a boat hull having a bulge in accordance with the principles of the invention; 
           [0034]      FIG. 8  is a cross-section of a lifting strake or spoiler of a boat hull in accordance with the principles of the invention; 
           [0035]      FIG. 9  is a side view showing sections of a boat hull in accordance with the principles of the invention; 
           [0036]      FIG. 10  is a cross-sectional view of a boat hull in accordance with the principles of the invention; 
           [0037]      FIG. 11  is a cross-sectional view of a boat hull in accordance with the principles of the invention; 
           [0038]      FIG. 12  is a cross-sectional view of a boat hull in accordance with the principles of the invention; 
           [0039]      FIG. 13  is a cross-sectional view of a boat hull in accordance with the principles of the invention; 
           [0040]      FIG. 14  is a cross-sectional view of a boat hull in accordance with the principles of the invention; 
           [0041]      FIG. 15  is a cross-sectional view of a boat hull in accordance with the principles of the invention; 
           [0042]      FIG. 16  is a cross-sectional view of a boat hull in accordance with the principles of the invention; 
           [0043]      FIG. 17  is a cross-sectional view of a boat hull in accordance with the principles of the invention; 
           [0044]      FIG. 18  is a cross-sectional view of a boat hull in accordance with the principles of the invention; 
           [0045]      FIG. 19  is another perspective bottom view of a boat hull in accordance with principles of the invention; 
           [0046]      FIG. 20  is a bottom perspective view of a keel of a boat hull in accordance with the principles of the invention; 
           [0047]      FIG. 21  is a side elevation will view of a keel of a boat hull in accordance with the principles of the invention; 
           [0048]      FIG. 22  is a bottom plan view of a keel of a boat hull in accordance with the principles of the invention; 
           [0049]      FIG. 23  is a cross-sectional view of a keel of a boat hull in accordance with principles of the invention; 
           [0050]      FIG. 24  is a side elevation oh view of a bracket of a boat hull in accordance with the principles of the invention; 
           [0051]      FIG. 25  is a rear perspective view of a bracket of a boat hull in accordance with the principles of the invention. 
       
    
    
     DETAILED DESCRIPTION 
       [0052]    Before explaining at least one embodiment of the invention in detail, it is to be understood that the invention is not limited in its application to the details of construction and to the arrangements of the components set forth in the following description or illustrated in the drawings. The invention is capable of other embodiments and of being practiced and carried out in various ways. Also, it is to be understood that the phraseology and terminology employed herein are for the purpose of description and should not be regarded as limiting. 
         [0053]    Disclosed is a hull design that improves the stability of a boat at low speed and efficiency at high speed. The forward region of the hull may have a bulbous, i.e. ellipsiodal, area that may be centered around the chine within the impact zone of the boat. The impact zone is the area or region of the hull impacted by water projecting upward due to the hull moving through water and is generally in a region extending from about 15% to about 35% down the length of the bottom of the hull. Modified chines and strakes may by combined to reduce drag at lower speeds typical of a flatbottom boat while also having the stability of a deep hull boat at higher speeds. Lifting strakes, or spoilers, may also contribute to reduce drag. An aft centerline pad may also be incorporated into the hull design. 
         [0054]    The hull may also have a mid and aft ellipsoidal fullness aft of the forefoot and forward ellipsiodal fullness. The ellipsoidal fullness may continue to a lesser extent all the way to the transom. Without being bound by theory, the inventor believes that the mid and aft ellipsiodal fullness may work synergistically with the forefoot and forward ellipsiodal fullness to allow for a more natural water flow and makes for a smoother ride in large chop conditions. 
         [0055]    The chine near the bow may be of a conventional design, but may include a bulge or fullness in the impact zone. Aft of the bow, in the area at the aft end of the forefoot and forward ellipsiodal fullness, the chine flat may become wider and may sweep around the mid and aft ellipsoidal fullness. The dead rise angle of the hull in this area may gradually flatten until it becomes a continuation of the chine flat as one wide surface on each side of the hull. This wide chine flat may continue aft with a slight negative dead rise angle. The wide chine flat may vary in dead rise and width, and may be stepped. The hull and chine flat in accordance with the invention may create extremely high levels of stability both at speed and when stationary in wave and cross wave conditions. 
         [0056]    A keel may begin at a point aligned with the impact zone and extend aft along the centerline to a point near the hull&#39;s center of gravity. The keel may be shallow keel and extend aft widening along a convex path and having concave sides. The keel may blend into the hull with a large radius. The keel may have a tear drop shape similar to an airfoil, but in a direction opposite to a NACA keel. The aft end of the keel may taper to a fine section to promote clean water flow. The keel may promote natural water flow, and may enhance slow speed and at rest stability especially in cross waves, and works together with the forward ellipsiodal fullness and the mid and aft ellipsoidal fullness to create a smoother ride in large chop conditions. A flat centerline pad may provide lift at speed and is also used to control planing attitude in extreme conditions. 
         [0057]    On each side of the hull there may be one or more lifting strakes also to be known as spoilers. The outboard edges of the spoilers may be lower than the inboard edges (negative deadrise) and the inboard and outboard edges may be blended into the hull with a radius on each edge. Without being bound by theory, the spoilers may create lift and may simultaneously interact synergistically with the keel and with the wide aft chine flat to create a smoother, more stable ride in large chop conditions and in slow speed or when stationary in cross wave conditions. 
         [0058]      FIGS. 1-6  show one exemplary embodiment a boat hull  100  in accordance with the principles of the present invention. The boat hull  100  may be generally described as having a modified V-hull. The hull  100  includes a keel  120 , a spoiler  170  and a lifting strake  140 . The lifting strake  140  runs parallel to and equidistant from both the keel  120  and the spoiler  170 . The hull  100  has a V-shaped forward region, and the hull bottom twists down the length of the hull and the lateral region  184  flattens out as it travels down the length of the hull  100  so that it becomes a chine flat  180  which extends to the stern. 
         [0059]    The boat hull  100  has a bow  112  and stem  114 . Those skilled in the art will appreciate that the term stem is used to refer to the leading edge of a boat hull. The hull  100  has a total length defined by the bow  112  and the transom  116 . The bottom  118  of the boat hull  100  is generally defined as the portion of the hull  100  below the chine  182 . The length of the bottom  118  is generally defined as the distance between the transom and the point  115  where the stem  114  intersects the chine  182 . Generally, when identifying a position on the hull  100  by the approximate percentage of the distance along the hull length, it is in reference to the length of the hull bottom  118  below the chine. 
         [0060]    The keel  120  is aligned with the centerline  122  of the hull  100 . In this embodiment, the keel begins at a point on the hull bottom  118  about 20-25% aft of the bow and continues aft to a terminal end  124  to a point about 75-80% from the bow  110 . Without being bound by theory, the inventor believes that the keel  120  provides both lift and lessens impact in rough water. 
         [0061]    The bottom  118  of the hull  100 , for clarity in defining certain aspects of the invention, may be characterized as having regions. The regions of the bottom  118  between the keel  120  and the lifting strake  140  is referred to herein generally as the medial region  130 . The region of the bottom  118  between the lifting strake  140  and the spoiler  170  is referred to herein as the intermediate region  160 . The region of the bottom  118  between the spoiler  170  and the chine  182  is referred to herein as the lateral region  184 . The lateral region  184  has almost the same dead rise angle and is almost parallel to the medial  130  in the intermediate  160  regions of the hull in the forward region  110  of the hull  100 . As the lateral region  184  extends aft, it twists from the forward configuration into a substantially horizontal configuration, thereby forming the chine flat  180 . 
         [0062]    Referring to  FIGS. 3 and 4 , the boat hull  100  has an “impact zone”  104  located within a region 15-35% down the length of the hull bottom  118 . This is the region where water impacting the forward region  110  of the hull  100  is projected into the air by the force of the impact with the hull  100  as it travels through the water. 
         [0063]    Referring to  FIGS. 5 and 6 , the region  174  of the hull bottom  118  located aft of the spoilers  170  is radiused, i.e. is curved rather than having a pointed angle. This facilitates the movement of water and a more natural manner. The spoilers  170  typically have a terminating end  178  located at substantially the same point along the length of the hull  100  as the widest point  126  of the keel  120 . For clarity, the lifting strakes  140  are not shown in  FIGS. 7-13 . However, in the other figures it may be seen that the lifting strakes  140  has terminating ends  148  closer to the bow than the terminating ends  178  of the spoilers  170 .  FIG. 6  also shows a pad  217  extending from a step  215 . In some embodiments, the pad  217  may be referred to as a trimtab. Generally, the step  215  is relatively small, only an inch or two. This additional step  215  and pad  217  improve maneuverability of the vessel. 
         [0064]    The region  186  of the chine  182 , in accordance with the principles of the invention, has a slight bulge  185  as shown in  FIG. 7 . V-hull boat designs typically include components that are substantially parallel to one another. It is common for the chine, strakes and other components to follow the lines of the hull itself and run parallel. A hull  100  of the present invention, however, includes a region  186  within the impact zone  104  more or less centered around the chine  182  having a bulge  185  that is not parallel with the other components of the hull  100  and extends outward from line  187  which illustrates a normal curve of a chine parallel to the hull bottom  118 . Without being bound by theory, the inventor believes that the bulge  185  engages water projected upward in the impact zone and uses the force of the water to stabilize the hull  100  to provide a smoother ride and/or facilitate planing of the hull and/or improve maneuverability of the boat. 
         [0065]    Both the lifting strake  140  and the spoiler  170  may have a substantially triangular cross-section similar to common strakes. Optionally, the lifting strake  40  and the spoiler  170  may have a modified design with a convex lateral side  142  and a concave medial side  144  as shown in  FIG. 8 . Without being bound by theory, the inventor believes that the medial curvature along the strakes and spoilers facilitates a natural water flow, thereby improving efficiency of the design and providing a smoother ride of the boat itself. 
         [0066]      FIGS. 9-18  show section profiles A-I of the hull  100  along the lateral, or transverse, planes identified in  FIG. 9 . Section A is 15% down the length of the hull bottom  118 . Section B is 21% down the length. Section C is 26% down the length. Section D is 35% down the length. Section E is 44% down the length. Section F is 59% down the length. Section G is 71% down the length. Section  8  is 77% down the length. Section I is 97% down the length. 
         [0067]      FIG. 10  shows section A which is located near the forward edge of the impact zone  114 , and shows the bulge  185 . The dead rise of the hull bottom  118  is greatest here. The lateral region  184  has a slightly smaller dead rise angle, due in part to the bulge  185 .  FIG. 11  shows section B which is located just aft of the bulge  185 . Here, the lateral region  184  still has a dead rise angle slightly less than the dead rise angle of the medial and intermediate regions  130  and  160 , respectively.  FIGS. 12 and 13 , showing lateral sections C and D, respectively, also show the lateral region  184  having a dead rise angle almost equal to the dead rise angle of the other regions of the bottom  118 . This is due more to the flattening and decreasing dead rise angle of the medial and intermediate regions  130  and  160  as they move down the length of the hull bottom  118  than it is to a change in the dead rise angle of the lateral region  184 . The bulge  185  in this embodiment is positioned in the forward region of the impact zone. The bulge may optionally be located at a different place within the impact zone or throughout the entire impact zone  114 . Those skilled in the art will appreciate that the bulge  185  does not greatly diverge from a line  187  parallel to the other regions of the hull  100 . The bulge  185  may optionally be larger or more pronounced. However, this is not necessary in order to obtain the beneficial results provided by the present invention. 
         [0068]    The spoiler  170  can be seen in sections A-G as positioned within the crux formed at the medial end of the lateral region  184 . The keel  120  begins near section C shown in  FIG. 12  and is first noticeable in section D shown in  FIG. 13 . The keel  120  reaches its highest and widest point near section G shown in  FIG. 16 . Section H, shown in  FIG. 17  is aft of the keel.  FIGS. 17 and 18  show sections H and I, respectively, where the keel pad  150  can be seen. Sections F-I show the lateral region  184  where it has become a chine flat  180  having a dead rise angle of about zero. The dead rise angle of the chine flat may preferably be between 5° and −5°. Referring to  FIGS. 17 and 18 , it may be seen that the aft region of the hull bottom  118  includes three flat regions, the two chine flats  184  and the pad  150 . In addition, the medial region  130  and intermediate region  160 , while not flat, have a relatively small dead rise angle. 
         [0069]      FIGS. 19-23  show the keel  120  in more detail. The keel  120  has a rounded edge  125  and the sides  121  of the keel  120  are radiused, with a concave transverse profile. The keel  120  is shallower than most keels. The keel  120  is narrow at its front  124  and widens as it moves aft. The keel&#39;s widest point  126  is proximal to the center of gravity of the hull  100 . Aft of point  126 , the keel  120  tapers downward along a curved aft end  127  and intersects the bottom  118  of the hull  100  at the forward end  152  of the keel pad  150 . Without being bound by theory, the inventor believes that the aft shape of the keel  120  directs or allows the water to flow naturally back together over the flat keel pad  150  to create solid water to be feed to the engine propeller or propellers. 
         [0070]    The spoilers  170  have terminal ends  178  approximately aligned with the end of the keel  120 . The terminal ends  148  do not extend as far aft as the spoiler terminal ends  178  or the keel  120 . Without being bound by theory, the inventor believes that by having the spoilers  170  and the keel  120  longer than the lifting strakes  140 , water flowing over the hull  100  flows more naturally, creating less friction and more stability at both low and moderate speeds. 
         [0071]    The keel  120  itself, referring now to  FIGS. 20-23 , has a configuration similar to an airfoil, such as those promoted by NACA and considered fairly standard in hull design, but is inverted in accordance with the principles of the present invention. A typical NACA keel design has a relatively short and blunt forward end with a long, very gently sloping trailing end similar to an airfoil on an airplane. Keel  120  may be referred to as an inverted foil design. 
         [0072]    The keel  120  of the present invention is similar to a NACA keel, but in reverse. The front of the keel  124  has a relatively sharp point. Leading edges  129  of the keel  120  provide a very gradual increase in width of the keel  120  along the length of the hull bottom  118 . Leading edges  129  may be slightly convex. The sides  121  of the keel are themselves concave, as shown in  FIG. 23 . The keel  120  expands as it travels down the hull until it reaches its widest point  126 . The keel  120  begins along the centerline at its front end  124  which is located in the same region as the impact zone. That is, the keel  120  typically begins between 15% and 30% down the length of the hull bottom  118 . The widest point  126  is aligned with or very close to the center of gravity of the vessel. The aft end  127  of the keel  120  is located just aft of the widest point  126  and curves down in a concave manner and joined the hull bottom  118  at or near the forward end  152  of the centerline pad  150 . In this embodiment, the keel  124  begins at about 22% down the length of the hull bottom  118 , has a widest point at about 70% down the length of the bottom  118  and ends at about 75% of the length of the bottom. The leading portion of the keel, measured from the front  124  to the widest point  126 , is therefore about 5 times the length of the trailing portion  127  of the keel, measured from the widest point  126  to the end  131  where it meets the bottom  118  proximal to the leading edge  152  of the centerline pad  150 . That is, may be in the aft ⅔ of the keel, and may preferably about ⅚ aft of the total length of the keel. Generally, the leading portion of the keel is longer than the trailing portion of the keel. The trailing portion  127  is concave, but the trailing edges  133  around the trailing side  127 , where the keel meets the bottom  118 , may have a convex figuration, resembling the blunt end of a foil, or may optionally be straight. 
         [0073]    The flat centerline pad, or keel pad,  150  is positioned aft of the keel  120  and extends to stern of the hull bottom  118 . The function of the keel pad  150  is to keep the aft end on centerline from digging in at low speeds and in turns, which allows the boat to pivot within its own length on a point at the end of the keel at any speed. It also assists in bringing an early onset to planing during acceleration. Without being bound by theory, the inventor believes that the flat keel pad  150  serves two purposes. First, it is a dedicated support for the vessel&#39;s riding or planning angle. Second, it acts as a step and allows the vessel to pivot at high speed and at all speeds giving the vessel greater maneuverability. 
         [0074]    The medial region  130  of the hull bottom  118 , defined as the area of the hull bottom on both the port and starboard sides of the keel  120  between the lifting strakes  140 . The medial region  130  extends from the bow all the way aft to the transom  116 . In this embodiment, it has a deadrise angle of about 40-45 degrees at the bow  112 , which twists and flattens, to about 17-20 degrees at the transom  116 . This medial region  130  is bounded by the keel  120  inboard and the lifting strake  140  outboard. The medial region  130  is believed to function to dynamically lift the boat at speed and to provide the primary buoyancy area of the hull when planing. 
         [0075]    The intermediate region  160  is the strip of bottom  118  outboard of the lifting strakes  140  and inboard of the spoiler  170 . The intermediate region extends from the stem  114  all the way aft to the transom  116 . It has a deadrise angle identical to the medial region  130 . The inventor believes that the intermediate regions  160  function to provide dynamic lift at moderate speeds as the boat gets up on plane. 
         [0076]    The lateral region  184  is the strip of bottom  118  outboard of the spoiler  170  and inboard of the chine  182 , which extends from the stem  114  to the transom  116 . The portion of the intermediate region  160  located past the terminal end  178  of the spoiler  170  transitions into the lateral region  174  by a fillet, or radiused area,  174  running from the terminal end  178  of the spoiler  170  to the transom  116 . The fillet  174  is believed to allow the water to flow smoothly without abrupt changes of direction from the deadrise below to the much flatter deadrise of the chine flat  180 . The intermediate region  160  has a deadrise angle of about 50-52 degrees at the bow, which twists and flattens into the chine flat which has between a  5  and −5 degree deadrise. The function of Area  4  is to provide dynamic lift at sub-planing speeds in order to start the boat up on plane. Trim tab pockets are set in the aft end of Area  4  to mount adjustable trim tabs should they be needed. 
         [0077]    When in motion, the keel  120  and the lifting strakes  140  feed water flowing through the lifting strakes  140 . The keel  120  is a vertical appendage to the hull on centerline, which adds longitudinal running stability to improve yaw control while planing. This structure tapers from thin at the bottom to thicker at the top, and has a small fillet at the transition to medial region  130 . The purpose of this is to provide a gentle turning of the water flow from horizontal up and over onto the deadrise angle of region  130  without abrupt changes that cause hydrodynamic drag. The keel  120  may run aft from about 20-25% aft of the bow, to 75-80% of the length from the bow where it terminates with a radiused end to aid in developing a combination of flow separation and smooth rejoining of the water as it flows from the rear end. 
         [0078]    The lifting strakes  140  works with the keel to provides positive lift and continues to create the softness of the ride these areas provide. The lifting strakes  140  are shaped in a triangular manner pointing downward and has a radios inside of the lifting strake  140  helping to create the curl of the natural shape of waves both providing lift and softness of the ride in a choppy or rough sea. Outside the lifting stakes  160  continues the genital ellipsoidal shape of the hull  100  and feeds the water out and aft. The spoilers  170  also provide lift both forward in the lager V area and moving aft to the chine flats  180 . The Lifting Strakes  140  run from the bow aft to approximately 75% of the length of the hull. These strakes run approximately parallel to the chine, instead of tracing a waterline or buttock. In the midsection the lifting strakes flatten to horizontal, which causes the boat to run at a low bow trim angle near 0 degrees. These strakes also separate water flow from the area  2  strip, reducing friction and thus provide dynamic lift when the boat is fully planing. 
         [0079]    The spoilers  170  also provide softer looser water or soiled water to the chine flats  180  aft relieving friction of wetted surface of the hull  100 . The chine flats  180  are wider than most of any hull designs. The chine flats  180  provide stability at rest and on plane at high speed and in a side rougher sea. The chine flats  180  also provide a positive buoyancy giving and assisting the keel  120  and the lifting strakes  140  and the hull  100  a direct attitude from rest to a full plane without squatting, digging or typically raising the bow high out of the water which also allows the vessel to reach a plane and high speed in very shallow water. The chine flat  180  has a step  215  5 to 10% forward of the transom  116  relieving friction of the wetted surface of the hull  100 . The chine flats  180  are assisted by the bracket or  210  which is also a step. 
         [0080]      FIGS. 24-25  show the bracket  210  extending aft from the transom  116 . The bracket  210  is defined by two sides  230 , a back wall  232 , an angled bottom  234  and two beveled corners  236 . The bracket  210  has a large flat bottom  234  angling downward aft of the transom  116  creating more assist in planning as a large trim tab. The bracket  210  adds buoyancy to support the weight of engine or engines. The bracket  210  provides positive lift in a following sea lifting up on the inside of the wave and moving the vessel forward decreasing or eliminating the sea engulfing the engine or engines and or sinking the vessel. The bracket  210 &#39;s large flat area adds additional stability supporting the chine flats  180  in the side to side motion laying to in large seas preventing violent rocking motion of this vessel. the bracket is also a step allowing this vessel design to pivot over the water aft of the transom  200  and as the bracket dose not touch the water at speed or plane it does not create drag at speed. The bottom  234  of the bracket  210  also smooths the water as it moves aft toward a propeller of a motor mounted on the bracket  210 . This action reduces cavitation of water being fed to the propeller. 
         [0081]    Whereas, the present invention has been described in relation to the drawings attached hereto, it should be understood that other and further modifications, apart from those shown or suggested herein, may be made within the spirit and scope of this invention. Descriptions of the embodiments shown in the drawings should not be construed as limiting or defining the ordinary and plain meanings of the terms of the claims unless such is explicitly indicated. 
         [0082]    As such, those skilled in the art will appreciate that the conception, upon which this disclosure is based, may readily be utilized as a basis for the designing of other structures, methods and systems for carrying out the several purposes of the present invention. It is important, therefore, that the claims be regarded as including such equivalent constructions insofar as they do not depart from the spirit and scope of the present invention.

Technology Classification (CPC): 1