US20230144630A1

US20230144630A1 - Paddlecraft and Method of Making Same

Info

Publication number: US20230144630A1
Application number: US17/831,626
Authority: US
Inventors: Kevin Fenn
Original assignee: Individual
Current assignee: Individual
Priority date: 2021-06-04
Filing date: 2022-06-03
Publication date: 2023-05-11

Abstract

Implementations of improved watercraft comprising a hull with a portion of the bottom face of the hull having a greater displacement from the top face of the hull at a first forward position and a second portion of the bottom face of the hull having a lesser displacement from the top face of the hull at a second rearward position, such that the forward portion of the bottom face does not lift out of the water when a load is placed toward the rear of the watercraft. The watercraft may incorporate additional desirable features such as non-slip standing surfaces, drainage structures, equipment storage, and stability increasing structures.

Description

RELATED APPLICATIONS

This application claims the benefit of Provisional Application No. 63/197,082, filed Jun. 4, 2021, the entirety of which is incorporated herein by reference.

FIELD

The present disclosure is directed to watercraft. In particular, the present disclosure is directed to personal watercraft commonly described as paddlecraft, improved designs therefore, and methods of manufacture thereof.

BACKGROUND

Paddlecraft are typically small watercraft designed for personal use. These craft traditionally comprise pointed bows, shallow interiors, and open tops. Often used for leisure paddling or activities such as fishing, they suffer from several deficiencies. In many instances, they are constructed of hard plastic or metal and may be uncomfortable to sit in for long periods of time. Paddlecraft frequently lack platforms on which the occupant can stand to cast a fishing rod, forcing users to balance themselves on unstable portions of the craft if they desire to stand. Paddlecraft also frequently lack storage for equipment or provisions a user may desire to bring with them. Designs are often simple and frequently consist of nothing more than an empty shell that floats on the water.

BRIEF DESCRIPTION OF THE DRAWINGS

Various objects, aspects, features, and advantages of the disclosure will become more apparent and better understood by referring to the detailed description taken in conjunction with the accompanying drawings, in which like reference characters identify corresponding elements throughout. In the drawings, like reference numbers generally indicate identical, functionally similar, or structurally similar elements.

FIG. 1A is a perspective view of an implementation of a watercraft.

FIG. 1B is a perspective view of an implementation of a watercraft.

FIG. 2 is a side view of another implementation of a watercraft.

FIG. 3 is a perspective view of an underside of an implementation of a watercraft.

FIG. 4A is a perspective view of an implementation of a watercraft.

FIG. 4B is a perspective view of an implementation of a watercraft.

FIG. 4C is a perspective view of an implementation of a watercraft.

FIG. 5A is a side view of a portion of an implementation of a watercraft.

FIG. 5B is a cutaway view of a portion of an implementation of a watercraft.

DETAILED DESCRIPTION

Paddlecraft encompass a wide variety of small personal watercraft. These craft are used for leisure paddling, near shore excursions, fishing, and other activities. They are often used in relatively calm and shallow waters, such as lakes, streams, rivers, ocean coasts, backwaters, and lagoons. A typical paddlecraft may carry one or two people, as well as a limited set of equipment. Paddlecraft are typically propelled manually by the use of paddles, oars, poles, or pedals, and may optionally carry small outboard motors.
Skiffs encompass a wide variety of personal watercraft. These craft typically range from twelve to twenty feet and are most often used for fishing. A typical skiff may carry one to three people as well as a set of fishing or other equipment. Skiffs may carry larger outboard motors and may be more ideally suited for use in deeper or rougher water than a paddlecraft.
Continued growth in the recreational fishing industry has led to proliferation of these both types of craft with an abundance of features. Increasingly, consumers desire a watercraft incorporating beneficial features of both types of craft.
Certain desirable features in watercraft include stability, quiet movement through the water, storage for equipment and other belongings, removal of water and other material which may enter the boat, ability to be powered by either or both motor or human power, portability out of water, and more. Designers are often forced to reconcile desired features with size constraints. In many cases, paddlecraft consist of nothing more than an empty shell that floats in the water, with minimal comfort for the user or space for equipment or provisions. Existing paddlecraft frequently consist of hard plastic or metal and may become uncomfortable to use for extended periods of time.
Paddlecraft frequently lack any platform or position for the occupant to stand, which may be desired for fishing or for operating the craft using a pole. In existing paddlecraft, occupants desiring to stand are forced to balance themselves on uneven portions of the craft, and this in combination with the often-unstable nature of paddlecraft creates an increased risk that the occupant will fall out of or overturn the craft. Existing paddlecraft also frequently lack stability or guidance systems or features, such that moving the craft in a straight line is difficult and requires consistent active course correction from the occupant.
The improved paddlecraft described herein provides a combination of features designed to maximize desirable traits of paddlecraft-class and skiff-class watercraft. In some implementations, many components of a paddlecraft may be optimized for transportability, efficiency, comfort, and utility. For example, dedicated storage for equipment and provisions may be provided in some implementations. In some implementations, as paddlecraft with dedicated standing surfaces for one or more occupants is provided. In some implementations, a paddlecraft with enhanced stability and navigational capabilities is provided. Additionally, methods of manufacture may be optimized to create desirable watercraft while utilizing less material, producing less waste, and increasing speed of production.
Although referred to generally herein as a “paddlecraft”, aspects of the implementations and improvements discussed herein may be readily applied to crafts that do not utilize paddles, such as motor-powered watercraft, sail-powered watercraft, pedal-powered watercraft, or other such vehicles. Accordingly, reference to paddlecraft herein should be considered to describe example implementations, rather than limiting potential uses of the improved systems and methods discussed herein.
FIG. 1A is a perspective view of an implementation of a watercraft. In some implementations, the watercraft comprises a hull 100. In some such implementations, hull 100 may comprise a singular watertight body for the watercraft, although other forms are possible in other implementations (e.g. double bodies (catamaran), triple bodies (trimaran), or other laterally, longitudinally, or ventrally divided hulls or forms). In some implementations, the hull 100 may have an open top. Hull 100 may be manufactured from any suitable material. In some implementations, hull 100 is manufactured from one or more plastics such as high-density polyethylene, polyethylene, polycarbonate, polypropylene, polystyrene, polyurethane, acrylonitrile butadiene styrene, polylactic acid, or the like. In some implementations, hull 100 is manufactured from one or more metals, such as steel, aluminum, or the like. In some implementations, hull 100 is manufactured from one or more composite materials, such as fiberglass, carbon fiber, and the like. In other implementations, hull 100 may be manufactured from combinations of the above and/or other materials.
In some implementations, hull 100 may comprise two lateral sides 101. In some implementations, hull 100 may comprise a bow 121 located at a first distal end defined by the meeting point of the two lateral sides at the first distal end. This first distal end may also be referred to as the “forward” end of the watercraft. In some implementations, hull 100 may comprise a rear side 103 located at a second distal end opposite the first lateral end (in some implementations, the stern end). This second distal end may also be referred to as the “stem” or “aft” end of the watercraft. In some implementations, the rear side 103 of hull 100 is oriented substantially perpendicular (i.e., 90 degrees, plus or minus 10 degrees) to the two lateral sides 101. Lateral sides 101 of hull 100 may be oriented vertically, angled, curved, or any combination thereof. Where lateral sides 101 join rear side 103, such joinder may comprise a squared edge, a curved edge, a stepped edge, or any other edge.
In some implementations, hull 100 may comprise a top face 102 oriented substantially perpendicular to the two lateral sides 102 and the rear side 102.
FIG. 1B is a perspective view of an implementation of a watercraft. In some implementations, hull 100 may comprise a bottom face 105 oriented substantially perpendicular to the two lateral sides 101 and the rear side 103 and opposite the top face 102. In some implementations, the bottom face of hull 100 may be intended to contact with the water's surface or be submerged when the boat is in the water (although in other implementations, the hull may comprise a lifting body with hydrofoiling fins or similar features). In some implementations, bottom face 105 may comprise a flat or uniform profile. In some implementations, bottom face 105 may comprise a non-uniform profile.
Returning to FIG. 1A, in some implementations, hull 100 may comprise one or more hull cavities 104. Hull cavities 104 comprise empty or substantially empty space extending downward into the hull from the top face 102 of hull 100 towards the bottom face 105 of hull 100. In some implementations, hull cavities 104 may be of varying depths below the top face 102 of the watercraft and may comprise additional features as further disclosed herein. In some implementations, persons may sit, kneel, or stand in hull cavities 104. In some implementations, equipment or items may be stored in hull cavities 104. In some implementations, hull cavities 104 are formed as part of the manufacturing process as discussed further herein.
FIG. 2 is a side view of an implementation of a watercraft. In some implementations, bow 121 may comprise the most forward point of hull 100. In some implementations, the intersection of bow 121 and the top face 102 may comprise the most forward point on hull 100, while the intersection of bow 121 and the bottom face 105 may be located at a point further towards the aft (i.e., closer to the rear face 103) of the watercraft.
When a load is placed in and/or on hull 100 towards the stern end of hull 100 while the watercraft is in the water, for example an occupant sitting or standing in the rear of the craft, this causes the bow 121 to rise. In some cases, this rise may lift the bow out of the water entirely (i.e., the intersection of bow 121 and bottom face 105 is lifted out of the water). This occurrence is known as “bow rise.” When this occurs while the watercraft is traveling, the watercraft's forward movement may cause the bow 121 to return and slap down on the water. Similarly, when the load is removed from the aft end of the watercraft, the bow 121 may return and slap down on the water. A bow 121 slapping the water may cause discomfort to the watercraft occupant and may further cause nearby fish to scatter due to noise and vibration, and may potentially cause damage to the watercraft. In many implementations, reducing or eliminating bow rise is desirable.
In some implementations, hull 100 may comprise a bow slope 106 where the bottom face 105 of hull 100 slopes downward towards the front end of the craft. In some implementations, the bow slope 106 may comprise a first position on the bottom face 105 of hull 100 which is separated from the top face 102 by a first distance and a second position on the bottom face 105 of hull 100 which is separated from the top face 102 by a second distance, where the first and second distances are different and the first and second positions are separated longitudinally. In some implementations, the position having a greater distance from the top face is located forward (i.e., closer to the bow) than the position having a lesser distance from the top face. In some implementations, the first and second positions are connected by a smooth curve, which may be convex or concave. In some implementations, the first and second positions are connected linearly. In some implementations, the first and second positions are connected by a structure of complex shape.
In some implementations, the position with the greatest distance from the top face 102 is located at the point where bow 121 intersects with the displaced position of the bottom face 105. In some implementations, the position with the greatest distance from the top face 102 is located aft (i.e., closer to the rear face 103 of the watercraft) and bow 121 may curve where it meets bottom face 105 towards the position of greatest distance from top face 102. This point is known as an intersection point 123.
In some implementations, due to the dimensions of bow slope 106 when the paddlecraft is placed in the water the intersection point 123 is at a depth greater than the depth of the bottom face 105 of hull 100 generally, and bow slope 106 represents the slope of hull 100 moving from said foremost point to a point further aft where the bottom face 105 of hull 100 is of a lesser depth. In some implementations, bow slope 106 may result in the intersection point 123 being of a depth greater than the vertical rise of the front of the craft when a load is placed towards the stern end of the watercraft. In such implementations the intersection point 123 of the watercraft does not rise out of the water when a load is placed towards the stern end of the craft but rather remains submerged. Because the intersection point 123 remains submerged, the noise and vibration caused by the watercraft moving through the water may be reduced. Similarly, because the intersection point 123 remains submerged, when a load is removed from the stern end of the watercraft the bow 121 does not slap down onto the water. Because the intersection point 123 remains submerged, such implementations may reduce or eliminate the slapping of the bow against the water when the watercraft is loaded towards the stern end.
In some implementations, the watercraft may comprise one or more protrusions extending ventrally from the exterior of the bottom of hull 100 and running longitudinally along some or all of the hull 100, sometimes referred to as “poling strakes 118”. In some implementations, a poling strakes 118 may extend longitudinally along the entirety of the bottom of hull 100. In some implementations, poling strakes 118 may extend longitudinally along only part of the bottom of hull 100. For example, in the implementation shown in FIG. 2 , a first strake 118A extends longitudinally from the stern forward to a first intermediate position of the watercraft; and a second strake 118B extends from a second intermediary position longitudinally forward to a third intermediate position of the watercraft.
In some implementations, poling strakes 118 may overlap, i.e. the first intermediate position representing the end of a first strake may be forward of the second intermediate position representing the beginning of a second strake. In some implementations, there are no strakes in a region between the first intermediary position and second intermediary position in the implementation shown, i.e. the second intermediate position representing the beginning of a second strake is forward of the first intermediate position representing the end of a first strake, resulting in a void of strakes when the watercraft is observed from the side.
In some implementations, poling strakes 118 extend parallel to the two lateral sides 101. In some implementations, poling strakes 118 may be arranged at an angle with respect to the two lateral sides 101.
Poling strakes 118 may provide multiple functions, including preventing lateral motion of the watercraft when moving forward (e.g. due to crosswinds or currents); stiffening of the bottom of the hull; and providing support for the watercraft when in storage. For example, in some implementations, poling strakes 118 may be arranged such that the maximum displacement of poling strakes 118 from bottom face 105 is equal to the displacement of intersection point 123 from bottom face 105. In such implementations, poling strakes 118 and intersection point 123 create at least two points of contact between the watercraft and solid ground such that when stored on flat ground, the watercraft is substantially flat. In the implementation shown in FIG. 2B, poling strakes 118 and intersection point 123 create three points of contact with the ground when the vessel is stored on flat ground, with other portions of the bottom of hull 100 not in contact with the ground. In an implementation with an intersection point 123 having greater displacement from top face 102 greater than the displacement of the bottom face 105 from the top face 102 generally, storage on flat ground would result in excess stress on intersection point 123 which may result in cracking or other damage to the watercraft at the intersection point 123 and/or along the hull 100. The use of multiple points of contact for flat storage reduces stresses on hull 100 while stored and thus avoids cracking, warping, bending, or other damage to hull 100. This reduction in stress results in a longer functional life for hull 100 and the watercraft.
In some implementations, poling strakes 118 may be of uniform height. In other implementations, poling strakes 118 may be of differing heights. In some implementations, poling strakes 118 may be sloped from a first point representing the beginning of the strake towards a point of the strake of maximum height, where this maximum height is maintained for the remaining length of the strake. In some implementations, poling strakes 118 may be sloped from a first point representing the beginning of the strake towards the point of the strake of maximum height, and again from such point of maximum height towards a second point representing the end of the strake. In some implementations, this slope may comprise a smooth curve from the first point to the maximum height and then to the second point. In some implementations, this slope may be of other shapes, including linear or non-smooth curves.
FIG. 3 is a perspective view of an underside of an implementation of a watercraft. In some implementations, poling strakes 118 may extend for all or substantially all of the length of hull 100. In other implementations, poling strakes 118 may extend for only part of the length of hull 100. In some implementations, poling strakes 118 may be arranged laterally along the beam of the bottom of hull 100. In some implementations, strakes with the same longitudinal profile may be arranged laterally in one or more sets of strakes. For example, in the implementation shown in FIG. 3 , a first set of strakes 118A extend longitudinally from the stern forward to a first intermediate position of the watercraft; and a second strake 118B (or set of strakes in some implementations) extends from a second intermediary position longitudinally forward to a third intermediate position of the watercraft, and the first set of strakes 118A are arranged laterally outward of the second strake 118B or set of strakes.
In some implementations, the watercraft may further comprise poling recesses 119. Poling recesses may comprise recesses extending dorsally into the bottom face 105 of hull 100 from the exterior of hull 100. In some implementations, poling recesses 119 may be of uniform depth. In other implementations, poling recesses 119 may be of differing depths. In some implementations, poling recesses 119 may extend for all or substantially all of the length of hull 100. In other implementations, poling recesses 119 may extend for only part of the length of hull 100. In some implementations, poling recesses 119 may be arranged parallel to the two lateral sides 101. In some implementations, poling recesses 119 may be arranged at an angle with respect to the two lateral sides 101.
Poling strakes 118 and poling recesses 119 may be arranged on bottom of hull 100 in a manner which may facilitate stability of the watercraft, reduce vibrations caused by the watercraft's movement, or create or aid in other beneficial or desirable characteristics of the watercraft. The lateral profile of poling strakes 118 and/or poling recesses 119 may comprise a variety of shapes, such as square, rectangular, triangular, or curved. The lateral profile of poling strakes 118 and/or poling recesses 119 may comprise a complex shape created by the combination of one or more profile shapes. For example, a lateral profile of a poling strake may comprise a first portion of the profile defined by a convex curve extending from bottom face 105 to a first defined intermediate point, a second portion of the profile defined by a square shape beginning at the first defined intermediate point and ending at a second defined intermediate point, and a third portion of the profile defined by a convex curve beginning at the second defined intermediate point and ending at bottom face 105, where the third portion is symmetric with the first portion across the centerline of the strake.
FIG. 4A is a perspective view of an implementation of a watercraft. In some implementations, the watercraft further comprises spray rails 110. Spray rails 110 may comprise extensions outward from the exterior of hull 100, where the top of said spray rails 110 is consistent with the top face 102 of hull 100 and the bottom of said spray rails is some fixed distance below the top face 102, such fixed distance being above the waterline when the watercraft is partially submerged in typical use, and where said extensions may extend laterally from the lateral sides 101, bow 121, and rear side 103 of hull 100. In some implementations, spray rails 110 extend from the sides and bow of hull 100 but do not extend from the stern. In some implementations, the distance between the top face 102 and bottom of spray rails 110 is consistent around the lateral sides 101 and bow 121 of hull 100. In some implementations, the distance between the top face 102 and bottom of spray rails 110 varies along the length of the lateral sides 101 and bow 121 of hull 100.
In some implementations, spray rails 110 may be manufactured out of any suitable material, such as those provided above for hull 100. In some implementations, spray rails 110 may be manufactured out of other materials such as foam or rubber. In some implementations, spray rails 110 are manufactured as a single element with hull 100. In some implementations, spray rails 110 are manufactured separately from hull 100 and subsequently mounted on hull 100. Attachment may be accomplished by any means suitable considering the materials comprising hull 100 and spray rails 110, including adhesives, welding, plastic welding, button/snaps, tongue and groove, or the like. In some implementations, spray rails 110 may be solid components. In other implementations, spray rails 110 may be hollow or partially hollow components.
In some implementations, the watercraft may further comprise one or more openings 111 in hull 100, sometimes referred to as “scuppers”, which allow water or other fluids to drain from the decks and interior of the watercraft. In some implementations, scupper 111 may comprise a simple opening in hull 100. In some implementations, scupper 111 may be configured to only allow flow in the outward direction, i.e., from the interior of the watercraft to the exterior environment, such as via a valve (e.g. ball valve, float valve, pressure valve, etc.). In some implementations, scupper 111 is molded directly into hull 100. In some implementations, scupper 111 is fabricated with hull 100 as a single element as described further herein.
In some implementations, the watercraft may further comprise one or more flat or substantially flat (e.g. marginally curved) surfaces 112, sometimes referred to as “casting decks”, configured to allow a person to stand on such surface. In some implementations, casting deck 112 may be located on the top face 102 of hull 100. In some implementations, casting deck 112 may be located within a hull cavity 104 at a depth below top face 102 of hull 100. In some implementations, casting deck 112 may be located at a height above the top face 102 of hull 100. In some implementations, casting decks 112 may comprise a material with a higher coefficient of friction than a material comprising hull 100. In some implementations, casting deck 112 may comprise a non-skid or non-slip material. In some implementations, casting deck 112 may comprise foam materials, such as PE/EVA (polyethylene/ethylene vinyl acetate) foam.
FIG. 4B is a perspective view of an implementation of a watercraft. In some implementations, casting deck 112 may be located above a storage recess 115 or recessed portion of hull cavity 104. In some implementations, casting deck 112 may be movable, rotatable, or detachable. In some implementations, casting deck 112 may comprise a hinge joint on one end where such end meets hull 100, such that casting deck 112 may be raised to permit access to all or part of a hull cavity 104 or storage recess 115. Such an implementation is shown in FIG. 4B. In other implementations, casting deck 112 may be removable to expose a hull cavity 104 or storage recess 115 (e.g. a casting deck 112 may have one or more downward protrusions that fit into one or more corresponding recesses of hull 100 surrounding a hull cavity 104 or storage recess 115, such as a corresponding ridge and channel or groove). In some implementations, casting deck 112 may comprise a first portion of a latching mechanism configured to mate with a second portion of a latching mechanism affixed to part of hull cavity 104, such that the latching mechanism prevents the movement of casting deck 112 when the two portions are mated. In some implementations, casting deck 112 may comprise holes, handles, grips, or similar structures configured for a person to hold and manipulate casting deck 112.
Returning to FIG. 4A, in some implementations, the watercraft may further comprise a transom structure 113. Transom structure 113 may comprise a physical structure located substantially at the stern of the watercraft, where such transom structure 113 deviates from the adjacent hull 100 vertically, horizontally, or both. In some implementations, transom structure 113 may extend above top face 102 of hull 100. In some implementations, transom structure 113 may extend outward horizontally from rear side 103. Transom structure 113 may comprise any shape, including rounded, curved, square, rectangular, triangular, pentagonal, etc., or any combination thereof.
In some implementations, transom structure 113 may be configured to permit mounting of outboard motors or similar devices designed to provide means of powered locomotion for the watercraft in the water. In some implementations, transom structure 113 may be of dimensions such that a bracket attached to an external propulsion device may fit over the top of transom structure 113, where a first side of the bracket is in contact with a first side of transom structure 113 and a second side of the bracket is in contact with a second side of transom structure 113, and the first and second sides of transom structure 113 are opposite each other (i.e., the first side faces the interior of the watercraft and the second side faces the exterior of the watercraft, or the first side faces the port side of the watercraft and the second side faces the starboard side of the watercraft). In some implementations, a bracket fitted over transom structure 113 may be further secured through the use of clamps, bolts, pins, or the like. In some implementations, transom structure 113 may comprise one or more holes configured to receive a bolt or pin which has been passed through a mounting component of an external propulsion system. In some implementations, transom structure 113 may comprise one or more threaded holes configured to receive a screw or threaded fastener which has been passed through a mounting component of an external propulsion system.
In some implementations, transom structure 113 may comprise one or more rings, eyelets, grommets, holes, or similar structures configured to pass a rope, strap, cord, or the like through where such rope, strap, cord, or similar item is secured to the external propulsion system, thus securing the external propulsion system to the watercraft. In some implementations, transom structure 113 may comprise one or more hooks, each hook configured to connect with a corresponding receiving structure of an external propulsion system, thereby securing the external propulsion system to the watercraft. In some implementations, transom structure 113 may comprise one or more receiving structures, such as recesses or holes, each receiving structure configured to connect with a corresponding hook structure of an external propulsion system. In some implementations, transom structure 113 may comprise one or more grooves, each groove configured to mate with a corresponding tongue feature of an external propulsion system. In some implementations, transom structure 113 may comprise one or more tongue features (i.e., structural elements) configured to mate with a corresponding groove feature of an external propulsion system. In some implementations, transom structure 113 may comprise a first portion of a latch mechanism configured to mate with a second portion of a latch mechanism, such second portion located on an external propulsion system, such that when the first and second portions are mated, the external propulsion system is affixed to the watercraft. In some implementations, transom structure 113 may utilize a plurality of latching mechanisms to affix an external propulsion system to the watercraft. In some implementations, other methods of securing an external propulsion system to the watercraft may be included in transom structure 113, such as rotational locks, magnets, adhesives, hook and loop fasteners, suction cups, or the like.
In some implementations, the watercraft may further comprise one or more drainage channels 114. Drainage channels 114 may comprise a channel, tunnel, pipe, duct, or the like, enclosed on at least three sides and oriented between a point within hull cavity 104 and a point on the exterior surface of the hull 100. In some implementations, drainage channels 114 are configured to direct water or other objects from the interior of the watercraft to the exterior of the watercraft. In some implementations, drainage channels 114 comprise channels molded into hull 100. In some implementations, drainage channels 114 may comprise open channels (i.e., there is no material enclosing the top of the channel). In some implementations, drainage channels 114 may comprise closed channels, i.e. the channel is completely enclosed on all sides and open at a front and/or rear. In some implementations, drainage channels 114 may comprise both open and closed channels, with such open and closed channels configured to form a unified path which can carry water or other objects from the interior of the watercraft to the exterior of the watercraft.
In some implementations, drainage channels 114 are configured to drain through the stern and/or rear side 103 of the watercraft. In some implementations, drainage channels 114 are configured to drain through one or more lateral sides of the watercraft. In some implementations, drainage channels 114 may act in conjunction with one or more scuppers 111 to facilitate flow of water from the interior of the watercraft to the exterior of the watercraft. In some implementations, drainage channels 114 are fabricated as a single element with hull 100 as described further herein.
In some implementations, the watercraft may further comprise one or more storage recesses 115. Storage recesses 115 may comprise a recess into top face 102, hull 100, and or hull cavity 104. Storage recesses 115 may comprise structures within the interior of the hull 100 or hull cavity 104 where such structures deviate from the adjacent surfaces horizontally, vertically, or both, thereby enclosing or forming a defined area. In some implementations, storage recesses 115 may be enclosed on all sides and accessible via latches, hatches, flaps, doors, or the like. In some implementations, storage recesses 115 may be enclosed on three sides, with the unenclosed side used to access the storage recess 115. In some implementations, storage recesses 115 may be open on one end to allow stored items to extend beyond the dimensions of the storage recess 115. In some implementations, storage recesses 115 are fabricated as a single element with hull 100 as described further herein. In some implementations, storage recesses 115 are configured with dimensions enabling the storage recess 115 to store items of fishing equipment, such as a fishing rod, bait container, or tackle box. In some implementations, storage recesses 115 may comprise a cylindrical indentation within hull cavity 104 sized to accommodate a cylindrical beverage container.
In some implementations, the watercraft's gunwale is defined as the edge of the top face 102 of the watercraft where the top face 102 intersects with lateral sides 101. In some implementations, the watercraft may further comprise a gunwale mounting system 116, represented by the groove running around the gunwales of the watercraft in FIG. 4A. Gunwale mounting system 116 may comprise rails, recesses, clips, tracks, brackets, straps, tongue and groove fasteners, button/snap fasteners, hook and loop fasteners, slide mounts, or any combination of these or other mounting or fastening elements. In some implementations, gunwale mounting system 116 may be located on the upper surface of the gunwale. In some implementations, gunwale mounting system 116 may be located on the surface of the gunwale facing the interior of the watercraft. In some implementations, gunwale mounting system 116 may be located on the surface of the gunwale on the exterior of the watercraft. In some implementations, gunwale mounting system 116 may be present on the entire surface of the gunwales of the watercraft. In some implementations, gunwale mounting system 116 may be present only on certain sections of the gunwales of the watercraft. In some implementations, gunwale mounting system 116 is fabricated as a single element with hull 100 as described further herein.
In some implementations, the watercraft may further comprise a bow deck 117. Bow deck 117 may comprise a defined section of hull 100 located at the first distal or forward end of the watercraft, wherein such defined section comprises a flat or nearly-flat horizontal surface (for example, the surface may be slightly curved laterally to help shed water). In some implementations, bow deck 117 may be in a plane with the top face 102 of the hull 100. In some implementations, bow deck 117 may be located above the remaining portions of top face 102 of the hull 100. In some implementations, bow deck 117 may comprise a defined area of a size permitting a person to stand or sit on bow deck 117. In some implementations, bow deck 117 may comprise non-slip or non-skid material as described above in relation to casting decks 112.
In some implementations, bow deck 117 may be configured to support or permit mounting of outboard motors or similar devices designed to provide means of powered locomotion for the watercraft in the water. In some implementations, bow deck 117 may be of dimensions such that a bracket attached to an external propulsion device may sit on bow deck 117, where a first side of the bracket is in contact with a bow deck 117 and a second side of the bracket is in contact with a lateral side 101, such that the bracket passes over the edge of the watercraft and rests against the lateral side. In some implementations, the weight of the external propulsion system on the bracket holds the bracket in place. In some implementations, this effect is enhanced by the use of one or more high friction or low slip materials in the construction of the bracket. In some implementations, a bracket fitted over bow deck 117 may be further secured through the use of clamps, bolts, pins, or the like. In some implementations, bow deck 117 may comprise one or more holes configured to receive a bolt or pin which has been passed through a mounting component of an external propulsion system. In some implementations, bow deck 117 may comprise one or more threaded holes configured to receive a screw or threaded fastener which has been passed through a mounting component of an external propulsion system.
In some implementations, bow deck 117 may comprise one or more rings, eyelets, grommets, holes, or similar structures configured to pass a rope, strap, cord, or the like through where such rope, strap, cord, or similar item is secured to the external propulsion system, thus securing the external propulsion system to the watercraft. In some implementations, bow deck 117 may comprise one or more hooks, each hook configured to connect with a corresponding receiving structure of an external propulsion system, thereby securing the external propulsion system to the watercraft. In some implementations, bow deck 117 may comprise one or more receiving structures, such as recesses or holes, each receiving structure configured to connect with a corresponding hook structure of an external propulsion system. In some implementations, bow deck 117 may comprise one or more grooves, each groove configured to mate with a corresponding tongue feature of an external propulsion system. In some implementations, bow deck 117 may comprise one or more tongue features (i.e., structural elements) configured to mate with a corresponding groove feature of an external propulsion system. In some implementations, bow deck 117 may comprise a first portion of a latch mechanism configured to mate with a second portion of a latch mechanism, such second portion located on an external propulsion system, such that when the first and second portions are mated, the external propulsion system is affixed to the watercraft. In some implementations, bow deck 117 may utilize a plurality of latching mechanisms to affix an external propulsion system to the watercraft. In some implementations, other methods of securing an external propulsion system to the watercraft may be included in bow deck 117, such as rotational locks, magnets, adhesives, hook and loop fasteners, suction cups, or the like.
In some implementations, a watercraft may further comprise one or more lateral ribs 125. Lateral ribs 125 may comprise a structure oriented between the interior faces of the lateral sides 101 within hull cavity 104 and slightly raised (i.e., approximately 0-6 inches, though greater deviations may occur in certain implementations) from the bottom surface of hull cavity 104. In some implementations, the non-uniform surface of the bottom of hull cavity 104 created by lateral ribs 125 may provide benefits such as reducing the likelihood of a person or equipment slipping or sliding along the bottom of hull cavity 104. In some implementations, lateral ribs 125 may also define, in whole or in part, one or more storage recesses 115. In some implementations, lateral ribs 125 may aid drainage channels 114 and/or scuppers 111 in removing water, fluids, or objects from the interior of the watercraft by directing the flow of such water, fluids, or objects along the bottom surface of hull cavity 104. In some implementations, lateral ribs 125 may be bisected by one or more longitudinal ribs 126.
In some implementations, a watercraft may further comprise one or more longitudinal ribs 126. Longitudinal ribs 126 may comprise a structure oriented between the first and second distal ends (i.e., the forward and aft ends) of the watercraft within hull cavity 104 and slightly raised i.e., approximately 0-6 inches, though greater deviations may occur in certain implementations) from the bottom surface of hull cavity 104. In some implementations, the non-uniform surface of the bottom of hull cavity 104 created by longitudinal ribs 126 may provide benefits such as reducing the likelihood of a person or equipment slipping or sliding along the bottom of hull cavity 104. In some implementations, longitudinal ribs 126 may also define, in whole or in part, one or more storage recesses 115. In some implementations, longitudinal ribs 126 may aid drainage channels 114 and/or scuppers 111 in removing water, fluids, or objects from the interior of the watercraft by directing the flow of such water, fluids, or objects along the bottom surface of hull cavity 104. In some implementations, longitudinal ribs 126 may contribute to the strength, stability, and durability of hull 100.
In some implementations, a watercraft may further comprise a supporting wall 130. Supporting wall 130 may comprise a structure oriented between the interior faces of the lateral sides 101 within hull cavity 104. Supporting wall 130 may provide increased strength or stability to hull 100. Supporting wall 130 also serve to define, in whole or in part, one or more storage recesses 115. In some implementations, supporting wall 130 is the same height as hull cavity 104. In some implementations, supporting wall is some height greater than a lateral rib 125 but less than the height of hull cavity 104.
In some implementations, supporting wall 130 further comprises a notch 131. Notch 131 may comprise a cutout portion of supporting wall 130, where such cutout is open on the top side of supporting wall 130. In some implementations, notch 131 extends the entire height of supporting wall 130. In some implementations, notch 131 extends less than the entire height of supporting wall 130. In some implementations, notch 131 may comprise vertical cutouts into supporting wall 130. In some implementations, notch 131 may comprise linearly slanted cutouts into supporting wall 130 (i.e., the top and bottom of the cutout portion do not have identical widths). In some implementations, notch 131 is sized to permit one or more pieces of equipment, such a fishing rods, to lie on the bottom of hull cavity 104 when such equipment is placed at least partially within notch 131.
FIG. 4C is a perspective view of an implementation of a watercraft. In some implementations, casting decks 112 may be fully removable to permit access to one or more storage recesses 115. In the implementation shown in FIG. 4C, the casting decks have been removed, thus exposing storage recesses 115.
FIG. 5A is a side view of a portion of an implementation of a watercraft. In some implementations, scuppers 111 may comprise an opening in a lateral side 101 of hull 100 between the interior of a hull cavity 104 (not shown) and the exterior of the watercraft. In some implementations, scuppers 111 may be configured to permit water or other objects to pass from the interior of the hull cavity to the exterior of the watercraft through the lateral side 101.
FIG. 5B is a cutaway view of a portion of an implementation of a watercraft.
In some implementations, scuppers 111 may be recessed into the lateral side 101 of hull 100. In some implementations, scuppers 111 may be configured to allow a user to attach various valves, drains, plugs, flaps, or other components to the watercraft where following attachment, the side plane of hull 100 remains flat and without protrusion around the attached component. The maintenance of a flat plane without protrusions along the side permits improved hydrodynamic and aerodynamic performance. In some implementations, scuppers 111 may comprise additional features (not shown) to facilitate the attachment of one or more components, such as screw threads, pin locks, magnets, twist locks, grooves, clamps, bolts, buttons/snaps, or other structures configured to mate with a corresponding structure on an external component.
In some implementations, an external component may comprise a shaft with the component located at a first end of the shaft. In some implementations, scupper 111 is configured such that all or part of the shaft of the external component may pass through scupper 111. In some implementations, the friction between the shaft of the external component is such that once inserted through the hole of scupper 111, the shaft does not move with respect to the scupper 111 or the remainder of hull 100. In some implementations, this friction serves to hold the external component in a fixed position along the lateral side 101 through which scupper 111 passes. In some implementations, an external component may comprise a shaft with the remainder of the component located at a first end of the shaft and a shoulder or cap located at a second end of the shaft opposite the first end. In some implementations, scupper 111 may be configured such that the shoulder or cap at the second end of the external component and all or part of the shaft may pass through scupper 111. In some implementations, the shoulder or cap may contact the face of hull 100 opposite that of the face through which the shaft was inserted (i.e., when the shaft is inserted from the exterior face of hull 100 the shoulder or cap is in contact with the interior face of hull 100 and vice versa). In some implementations, the shoulder or cap may prevent the movement of the external component with respect to scupper 111 or hull 100. In some implementations, scupper 111 may incorporate additional features such as adhesives, tongue and groove structures, high-friction surfaces, or the like to reduce or prevent the movement of an external component with respect to scupper 111 or hull 100. The reduction or prevention of movement of an external component with respect to scupper 111 or hull 100 is beneficial as free movement of an external component may reduce its functionality (such as preventing water from flowing from the exterior of the watercraft to the interior) or cause the component to detach from the watercraft and be lost.
Scupper 111 may be configured to receive a variety of external components which may provide desired additional functionality to the watercraft. In some implementations, scupper 111 may be configured to receive an external component comprising a two-way valve. In some implementations, scupper 111 may be configured to receive an external component comprising a one way valve (i.e., a valve which permits flow of water or other fluid from the interior of the watercraft to the exterior of the watercraft but prevents the flow of water or other fluid from the exterior of the watercraft to the interior of the watercraft). In some implementations, scupper 111 may be configured to receive an external component comprising a plug (i.e., a structure that prevents any flow of water or other fluid through scupper 111).
In some implementations, scupper 111 may be configured to receive an external component comprising an anchor (i.e., a component intended to be lowered into the water to the bottom of a body of water and prevent the drifting of the watercraft). In some implementations, scupper 111 may be configured to receive an external component comprising a portion of an anchor or anchoring mechanism. In some implementations, scupper 111 may be configured to receive an external component comprising a cleat, hook, loop, ring, or similar structure to which a rope, chain, cord, line, string, or the like may be tied on a first end, where the second end of the rope or similar item is tied to a fixed point on the land or a structure, such as a dock, pole, post, or the like, such that the watercraft is secured to the fixed point.
In some implementations, scupper 111 may be configured to receive an external component comprising a handle, grip, shaft, or similar structure configured for a person to grab. In some implementations, a watercraft may comprise a scupper 111 on both lateral sides 101, and each scupper 111 may be configured to receive an external component comprising a handle or similar structure for a person to grab. In some implementations, an external handle or similar grasping structure may be inserted into each of the scuppers 111, such that two persons may lift and carry the watercraft when out of the water.
In some implementations, scupper 111 may be configured to receive an external component comprising a wheel. In some implementations, the wheel is of such dimensions that it can support the body of the watercraft off the ground, and permit a user to roll the watercraft across land. In some implementations, scupper 111 may be configured to receive an external component comprising a wheel mount. In some implementations, a wheel mount may comprise a structure where a first end is configured to be inserted into scupper 111 and the second end comprises a wheel. In some implementations, the watercraft comprise a scupper 111 on both lateral sides 101, and each scupper 111 may be configured to receive an external component comprising a wheel mount, such that the watercraft may be supported with a wheel on both lateral sides 101, and a user may roll the watercraft across the land. In some implementations, a wheel mount may comprise additional structures to improve the strength, durability, effectiveness, and longevity of the wheel mount. For example, a wheel mount may comprise a crossbar between the portion affixed to a first lateral side 101 and the portion affixed to a second lateral side 101.
In the implementation shown in FIG. 5B, poling strakes 118 have a profile comprising a square with rounded edges. In the implementation shown in FIG. 5B, poling recesses 119 have a profile comprising a curve. In the implementation shown in FIG. 5B, drainage channels 114 comprise channels defined by three sides and running longitudinally along hull 100. In the implementation shown in FIG. 5B, drainage channels 114 are configured to drain out the stern end of the watercraft (i.e., the channels are open to the exterior of the hull 100 at rear side 103. In the implementation shown in FIG. 5B, transom structure 113 comprises a symmetric structure with a first portion with a first height above the adjacent hull 100, a second portion with a second greater height above the adjacent hull 100, where the second portion is located on the centerline of the watercraft, and the first and second portions are connected by a third portion with a linear slope from the first portion and a curved meeting point with the second portion. In the implementation shown in FIG. 5B, the watercraft comprises a storage recess 115 which is configured to be covered by a casting deck 112 (not shown). Casting deck 112 (not shown) is configured to sit on the resting points 112A, 112B, and 112C defined by the structures surrounding storage recess 115. In some implementations, such structures may be manufactured as a single element with hull 100 through rotational molding as described further herein. In the implementation shown in FIG. 5B, the watercraft comprises spray rails 110. In the implementation shown in FIG. 5B, gunwale mounting system 116 comprises a groove configured to receive one or more tongue structures of an eternal object.
Watercraft embodying the present invention may be manufactured using a variety of methods. In some implementations, the watercraft may be manufactured by rotational molding, also known as rotomolding. Rotomolding involves the use of a hollow mold which his filled with the material to be molded, typically a polymer, for example high density polyethylene, low density polyethylene, or polyvinyl chloride. The mold is heated, causing the material to deform and become malleable. Once the material is malleable, the mold is rotated around one or more axes, causing the material to disperse throughout the mold.
In some implementations, a watercraft containing one or more of the features described herein is formed by use of rotational molding. A mold may be designed and created which when material is dispersed within the mold, one or more features of the watercraft are formed as a single element. Use of rotational molding to produce watercraft with desirable features provides advantages of standardization, efficiency, and consistent material density and thickness. Use of rotomolding also allows for the creation of a watercraft with one or more desirable features identified herein as a single element, rather than independent fabrication and subsequent combination of multiple pieces which ultimately form the watercraft. Fabrication as a single element may result in decreased manufacturing times. Because such implementations are a single element, the durability and lifespan of the various features which may be incorporated into the hull are improved. For example, when features are fabricated as part of a single element, there is not a joint, fastening, or adhesive aspect connecting two independent structures which is vulnerable to wear or breakage, causing the two elements to separate.
Accordingly, the present disclosure is directed to an improved watercraft and manufacturing methods. Implementations of the watercraft have various features, including casting decks, poling strakes, scuppers, and sloped bows that provide benefits over typical watercraft, such as stable surfaces for occupants to stand on, increased navigational capability, and reduction in vibrations and noise while moving through water.
It should be noted that certain passages of this disclosure may reference terms such as “first” and “second” in connection with devices, mode of operation, structures, portions of structures, etc., for purposes of identifying or differentiating one from another or from others. These terms are not intended to merely relate entities (e.g., a first watercraft and a second watercraft) temporally or according to a sequence, although in some cases, these entities may include such a relationship. Nor do these terms limit the number of possible entities (e.g., watercrafts) that may operate within a system or environment.
While the foregoing written description of the methods and systems enables one of ordinary skill to make and use what is considered presently to be the best mode thereof, those of ordinary skill will understand and appreciate the existence of variations, combinations, and equivalents of the specific embodiment, method, and examples herein. The present methods and systems should therefore not be limited by the above described embodiments, methods, and examples, but by all embodiments and methods within the scope and spirit of the disclosure.

Claims

What is claimed is:

1. A watercraft, comprising:

a hull comprising:

two lateral sides,

a bow at a first distal end defined by a meeting point of the two lateral sides at the first distal end,

a rear side located at a second distal end opposite the first lateral end and said rear side oriented substantially perpendicular to the two lateral sides,

a top face oriented substantially perpendicular to the two lateral sides and the rear side, and

a bottom face oriented substantially perpendicular to the two lateral sides and the rear side and opposite the top face; and

wherein the bottom face has a non-uniform profile such that the bottom face is separated from the top face by a first distance at a first position, and separated from the top face by a different second distance at a second position longitudinally separated from the first position, and wherein the position having the greatest distance from the top face is located forward of the position having the lesser distance from the top face.

2. The watercraft of claim 1, wherein the bottom face further comprises a plurality of poling strakes parallel to the two lateral sides and extending ventrally from the bottom face of the hull by an amount varying along the length of the poling strake.

3. The watercraft of claim 1, wherein the bottom face further comprises a plurality of poling recesses parallel to the two lateral sides and extending dorsally into the bottom face of the hull and by an amount varying along the length of the poling recess.

4. The watercraft of claim 1, wherein the top face further comprises at least one horizontal casting deck having a top surface comprising a material with a higher friction coefficient than a material of the hull.

5. The watercraft of claim 4, wherein the casting deck further comprises a hinge or latch, and the casting deck is rotatable or detachable.

6. The watercraft of claim 5, wherein the casting deck is positioned above a hull cavity or a storage recess within the hull.

7. The watercraft of claim 1, wherein the top face further comprises at least one hull cavity extending into the top face of the hull.

8. The watercraft of claim 7, wherein the top face or at least one hull cavity further comprises a drainage channel defined by at least three sides and oriented between an interior point of the hull cavity and a point on the exterior surface of the hull.

9. The watercraft of claim 7, wherein the at least one hull cavity further comprises at least one storage recess into the hull cavity or one or more structural elements of the hull cavity, the storage recess configured to contain one or more objects.

10. The watercraft of claim 7, wherein the hull cavity further comprises a supporting wall oriented longitudinally across the hull cavity between the first and second lateral sides.

11. The watercraft of claim 11, wherein the supporting wall further comprises a substantially vertical cutout from the supporting wall, and

wherein the cutout portion is sized to accommodate one or more fishing rods along the bottom of the hull cavity.

12. The watercraft of claim 1, wherein the top face further comprises a gunwale mounting system configured to permit one or more objects to be affixed to the gunwale mounting system, and

wherein the gunwale mounting system is located proximate to the meeting point of the top face and the two lateral sides of the hull.

13. The watercraft of claim 1, wherein the top face has a substantially flat profile between the first distal end of the hull and an intermediate point along the hull.

14. The watercraft of claim 15, wherein the flat portion is sized to accommodate a standing user.

15. The watercraft of claim 1, wherein the rear face of the hull further comprises a transom structure located proximate to the second distal end of the hull and deviating from the adjacent hull vertically, horizontally, or both.

16. The watercraft of claim 18, wherein the transom structure comprises attachment means for an external propulsion source.

17. The watercraft of claim 1, wherein at least one of the lateral sides further comprises at least one scupper comprising an opening in the lateral side between the interior of the hull cavity and the exterior of the watercraft, the opening configured to permit water or other objects to pass from the interior of the hull cavity to the exterior of the watercraft, and the scupper being recessed into the exterior face of the lateral side.

18. The watercraft of claim 20, wherein the scupper is recessed into the exterior face of the lateral side such that an additional component may be attached to the scupper without protruding from the exterior face of the lateral side.

19. The watercraft of claim 1, wherein the lateral sides further comprise spray rails extending away from the exterior face of the lateral sides, the top of the structure substantially aligned with the top face of the hull and the bottom of the structure some fixed point below the top face of the hull along the lateral sides, where the depth of the fixed point may vary along the lateral sides.

20. The watercraft of claim 1, manufactured as a single element via a rotational molding fabrication method.