PONTOON ASSEMBLY, AND WATERCRAFT HAVING SAME

Description

CROSS-REFERENCE TO RELATED APPLICATION

The present application claims priority to U.S. Provisional Patent Application No. 63/640,831, filed Apr. 30, 2024 entitled “Pontoon Assembly and Watercraft Having Same”, which is incorporated by reference herein in its entirety.

TECHNOLOGICAL FIELD

The present technology relates to pontoon assemblies, and watercraft having pontoon assemblies.

BACKGROUND

Watercraft with electric propulsion systems are becoming increasingly popular. These electric propulsion systems have motors and batteries. The batteries can add significant weight to their watercraft.

Some conventional watercraft support these batteries on their deck. Other conventional watercraft support the batteries within their hull members. In some instances, this can lead to undesirable vessel behaviour, such as excessive rolling and/or excessive rocking of the watercraft in the water. In other instances, it can become difficult to maneuver the watercraft.

Thus, there is a desire for a technology that can accommodate for the heavy weight of the batteries, while limiting effects on ride quality and maneuverability.

SUMMARY

It is an object of the present technology to ameliorate at least some of the inconveniences present in the prior art.

According to one aspect of the present technology, there is provided a watercraft including a deck, a pontoon assembly supporting the deck, and a propulsion system supported by at least one of the pontoon assembly and the deck. The pontoon assembly includes a center pontoon, a port pontoon and a starboard pontoon. The center, port and starboard pontoons are connected to the deck. The port pontoon is disposed to a left of the center pontoon. The starboard pontoon is disposed to a right of the center pontoon. The propulsion system is includes a battery being disposed vertically between a lower surface of the deck and an upper surface of the center pontoon.

In some embodiments, a cross-section of the center pontoon taken along a lateral plane has a maximum width and a maximum height. The maximum width is greater than the maximum height.

In some embodiments, the cross-section of the center pontoon has an upper side and a lower side, the upper side being flatter than the lower side.

In some embodiments, the cross-section of the center pontoon defines a gibbous shape.

In some embodiments, the center pontoon is tubular.

In some embodiments, a highest point of the center pontoon is positioned vertically lower than a highest point of the port pontoon and a highest point of the starboard pontoon.

In some embodiments, the highest point of the center pontoon is positioned vertically lower than a vertical midpoint of the port pontoon and than a vertical midpoint of the starboard pontoon.

In some embodiments, an upper surface of the battery is generally aligned with the highest point of the port pontoon and the highest point of the starboard pontoon.

In some embodiments, a lowest vertical point of the center pontoon is vertically lower than a lowest vertical point of the port pontoon and than a lowest vertical point of the starboard pontoon.

In some embodiments, the battery is disposed at least partially over the center pontoon.

In some embodiments, the watercraft further includes a vertical spacer assembly connecting the center pontoon to the deck.

In some embodiments, the vertical spacer assembly has a first height, the center pontoon has a second height, and the second height is smaller than the first height.

In some embodiments, the battery is mounted to the vertical spacer assembly.

In some embodiments, the vertical spacer assembly comprises a first vertical spacer and a second vertical spacer.

In some embodiments, the battery is disposed laterally between the first vertical spacer and the second vertical spacer.

In some embodiments, the watercraft further includes at least one wall connected to and extending laterally between the first vertical spacer and the second vertical spacer.

In some embodiments, the watercraft further includes an inverter electrically connected to the battery, and mounted to at least one of the first vertical spacer and the second vertical spacer, the inverter being disposed longitudinally rearward from the battery.

In some embodiments, the battery is closer to a rear end of the center pontoon than to a front end of the center pontoon.

In some embodiments, the propulsion system further includes an electric outboard motor electrically connected to and powered by the battery.

In some embodiments, the watercraft further includes a plurality of seats disposed on an upper surface of the deck, and a command console disposed on the upper surface of the deck.

According to another aspect of the present technology, there is provided a pontoon assembly for a watercraft. The pontoon assembly includes a center pontoon, a port pontoon disposed to a left of the center pontoon, and a starboard pontoon disposed to a right of the center pontoon. A highest point of the center pontoon is vertically lower than a vertical midpoint of the port pontoon and than a vertical midpoint of the starboard pontoon.

In some embodiments, a cross-section of the center pontoon taken along a lateral plane has a maximum width and a maximum height, In some embodiments, the maximum width is greater than the maximum height.

In some embodiments, the cross-section of the center pontoon has an upper side and a lower side, the upper side being flatter than the lower side.

In some embodiments, the cross-section of the center pontoon defines a gibbous shape.

In some embodiments, the center pontoon is tubular.

In some embodiments, a lowest vertical point of the center pontoon is vertically lower than a lowest vertical point of the port pontoon and than a lowest vertical point of the starboard pontoon.

In some embodiments, the pontoon assembly further includes a vertical spacer assembly configured to connect the center pontoon to a deck of the watercraft.

In some embodiments, the vertical spacer assembly has a first height, the center pontoon has a second height, the second height is smaller than the first height.

In some embodiments, the vertical spacer assembly comprises a first vertical spacer and a second vertical spacer.

In some embodiments, the pontoon assembly further includes at least one wall extending laterally between the first vertical spacer and the second vertical spacer.

Embodiments of the present technology each have at least one of the above-mentioned object and/or aspects, but do not necessarily have all of them. It should be understood that some aspects of the present technology that have resulted from attempting to attain the above-mentioned object may not satisfy this object and/or may satisfy other objects not specifically recited herein.

Additional and/or alternative features, aspects, and advantages of embodiments of the present technology will become apparent from the following description, the accompanying drawings, and the appended claims.

BRIEF DESCRIPTION OF THE DRAWINGS

For a better understanding of the present technology, as well as other aspects and further features thereof, reference is made to the following description which is to be used in conjunction with the accompanying drawings, where:

FIG. 1 is a perspective view taken from a top, left and rear side of a watercraft;

FIG. 2 is a perspective view taken from a bottom, left and front side of the watercraft of FIG. 1;

FIG. 3A is a right side elevation view of the watercraft of FIG. 1 at rest on a body of water;

FIG. 3B is a right side elevation view of the watercraft of FIG. 1 moving forward on a body of water;

FIG. 3C is a right side elevation view of the watercraft of FIG. 1, the watercraft planning on a body of water;

FIG. 4 is a front elevation view of a pontoon assembly, a deck and part of a propulsion system of the watercraft of FIG. 1;

FIG. 5 is a rear elevation view of the pontoon assembly, the deck and the part of the propulsion system of FIG. 4;

FIG. 6 is a cross-sectional perspective view of the pontoon assembly, the deck and the part of the propulsion system of FIG. 4, the cross-section being taken along line 6-6 of FIG. 4;

FIG. 7 is a cross-section view of the pontoon assembly, the deck and the part of the propulsion system of FIG. 4, the cross-section being taken along line 7-7 of FIG. 4;

FIG. 8 is a perspective view taken from a top, rear, right side of the pontoon assembly and the part of the propulsion system of FIG. 4;

FIG. 9 is a top plan view of the pontoon assembly and the part of the propulsion system of FIG. 8;

FIG. 10 is a cross-sectional perspective view of the pontoon assembly and the part of the propulsion system of FIG. 8, the cross-section being taken along line 10-10 of FIG. 9; and

FIG. 11 is a cross-sectional perspective view of a lift member of the pontoon assembly of FIG. 4, the cross-section being taken along a lateral plane.

Unless indicated otherwise, the Figures are not drawn to scale.

DETAILED DESCRIPTION

A watercraft 50 in accordance with one embodiment of the present technology is shown in FIG. 1. The following description relates to one example of a watercraft, notably a pontoon boat 50. Those of ordinary skill in the art will recognize that there are other known types of watercraft incorporating different designs and that some aspects of the present technology would encompass these other watercraft.

For purposes of the description of the watercraft 50, terms related to spatial orientation when referring thereto and components in relation to the watercraft 50, such as “vertical”, “horizontal”, “forwardly”, “rearwardly”, “left”, “right”, “above” and “below”, are, unless indicated otherwise, as they would be understood by a driver of the watercraft 50 sitting thereon in an upright driving position, with the watercraft 50 being at rest on a body of water and generally level.

Referring to FIGS. 1 and 2, the watercraft 50, henceforth referred to as boat 50, includes a deck 52, a pontoon assembly 54 and a propulsion system 56. The deck 52 is disposed on, and supported by, the pontoon assembly 54. The propulsion system 56 is also supported by the pontoon assembly 54. It is contemplated that in some embodiments, the propulsion system 56 may be supported by the deck 52 or by both the deck 52 and the pontoon assembly 54.

The deck 52 has an upper surface 60 for supporting occupants, as well as accessories and accommodations of the boat 50, and a lower surface 62 for connecting with the pontoon assembly 54.

The boat 50 includes left and right front furniture units 64, left and right intermediate seats 66, and left and right rear furniture units 68, all of which are connected to the upper surface 60 of the deck 52. The left and right front furniture units 64 each include two seats. The left and right intermediate seats 66 are swivel seats. The left and right rear furniture units 68 each include three seats. It is understood that the layout and/or configuration of the left and right front furniture units 64, the left and right intermediate seats 66, and the left and right rear furniture units 68 may vary. The boat 50 further includes a command console 70 that is disposed between the front right furniture unit 64 and the right intermediate seat 66. It is contemplated that the deck 52 could include multiple levels and/or other seating or other accessories integrated therein.

The boat 50 further includes a side structure 72 surrounding at least part of the deck 52 and extending upwardly therefrom. In the present embodiment, the side structure 72 is a barrier structure 72. It is contemplated that that in some embodiments, the side structure 72 could be gunnels of the boat 50 or another type of structure. The barrier structure 72 is located along a periphery of the boat 50 (as defined by the deck 52). As best seen in FIG. 1, the barrier structure 72 generally covers the front, left and right sides of the deck 52. It is contemplated that, in other embodiments, the barrier structure 72 could surround the deck 52 completely.

The boat 50 has, at a rear thereof, beyond the barrier structure 72, a rear platform 74. The rear platform 74 provides additional space at the rear of the boat 50 which can facilitate access to the water.

Referring to FIG. 2, the pontoon assembly 54, which can sometimes be referred to as a hull, includes a center pontoon 100, a port pontoon 102 that is disposed on a left side of the center pontoon 102 (i.e., on a port side of the boat 50) and a starboard pontoon 104 that is disposed on a right side of the center pontoon 100 (i.e., on a starboard side of the boat 50). The pontoon assembly 54 also includes a port lift member 106 that is connected to the center and port pontoons 100, 102 and a starboard lift member 108 that is connected to the center and starboard pontoons 100, 104. The pontoon assembly 54 will be described in greater detail below.

Referring to FIGS. 2, 3A, 3B, 3C and 6, the propulsion system 56 includes a battery 90 and an electric motor 92. The electric motor 92 is electrically connected to, and powered by, the battery 90. The electric motor 92 is received in a housing 93, and forms part of an outboard motor 94. The boat 50 is propelled by a propeller system 95 which is operatively connected to the electric motor 92. A steering wheel 59 (FIG. 1), which is disposed on the command console 70, is operatively connected to the outboard motor 94 to steer the outboard motor 94 in order to steer the boat 50. An acceleration lever 57 (FIG. 1), which is also disposed on the command console 70, is operatively connected to the electric motor 94 for controlling operation thereof. It is contemplated that other propulsion assemblies, such as a stern drive or a jet propulsion assemblies may be used to propel the boat 50. The propulsion system 56 will be described in greater detail below. It is contemplated that in some embodiments, the propulsion system 56 may include, instead of the battery 90 and the electric motor 92, an internal combustion engine and a fuel tank. It also contemplated that the battery 90 could be another type of energy storage device (e.g., hydrogen storage tank).

Referring to FIGS. 2 and 4 to 11, the pontoon assembly 54, which includes the center pontoon 100, the port pontoon 102, the starboard pontoon 104, will now be described in greater detail.

The port and starboard pontoons 102, 104 are similar to one another (symmetrical about a longitudinal center plane of the boat 50).

The port pontoon 102, which is tubular, extends longitudinally so as to span a majority of a length of the deck 52. The port pontoon 102 has, at a front end thereof, a cone portion 110. It is contemplated that the cone portion 110 may be integral with a remaining of the port pontoon 102, or may be selectively connected thereto. The cone portion 110 has a hydrodynamic shape that can assist in reducing drag induced by the port pontoon 102 during movement of the boat 50, particularly in the forward direction. The cone portion 110 is hollow, but may be filled with a material such as closed-cell foam. Rearward from the cone portion 110, the port pontoon 102 otherwise has a cylindrical body, such that a cross-section of the port pontoon 102 taken rearward from the cone portion 110 along a lateral plane defines a circle. It is contemplated that the cross-section of the port pontoon 102 may vary. The port pontoon 102 is connected to the deck 52 via two connecting members 112. The two connecting members 112, which extend along a length of the port pontoon 102, are connected to an upper side of the port pontoon 102, and are connected to the lower surface 62 of the deck 52. It is contemplated that the port pontoon 102 may be connected to the deck 52 differently, for example, by one single connecting member. The port pontoon 102 further has port strake 114 disposed on laterally outer and lower sides thereof. The port strake 114 extends longitudinally, from a rear end of the port pontoon 102 to a rear end of the cone portion 110. In some embodiments, the port strake 114 may be omitted and/or additional strakes may be provided.

Likewise, the starboard pontoon 104, which is tubular, extends longitudinally so as to span a majority of a length of the deck 52. The port and starboard pontoons 102, 104 have similar lengths. The starboard pontoon 104 has, at a front end thereof, a cone portion 120. It is contemplated that the cone portion 120 may be integral with a remaining of the starboard pontoon 104, or may be selectively connected thereto. The cone portion 120 has a hydrodynamic shape that can assist in reducing drag induced by the starboard pontoon 104 during movement of the boat 50, particularly in the forward direction. The cone portion 120 is hollow, but may be filled with a material such as closed-cell foam. Rearward from the cone portion 120, the starboard pontoon 104 otherwise has a cylindrical body, such that a cross-section of the starboard pontoon 104 taken rearward from the cone portion 120 along a lateral plane defines a circle. It is contemplated that the cross-section of the starboard pontoon 104 may vary. The starboard pontoon 104 is connected to the deck 52 via two connecting members 122. The two connecting members 122, which extend along a length of the starboard pontoon 104, are connected to an upper side of the starboard pontoon 104, and are connected to the lower surface 62 of the deck 52. It is contemplated that the starboard pontoon 104 may be connected to the deck 52 differently, for example, by one single connecting member. The starboard pontoon 104 further has starboard strake 124 disposed on laterally outer and lower sides thereof. The starboard strake 124 extends longitudinally, from a rear end of the starboard pontoon 104 to a rear end of the cone portion 120. In some embodiments, the starboard strake 124 may be omitted and/or additional strakes may be provided.

Still referring to FIGS. 2 and 4 to 10, the center pontoon 100 is laterally centered along a width of the boat 50. The center pontoon 100, which is tubular, extends longitudinally so as to span a majority of a length of the deck 52. The center pontoon 100 is longer than the port and starboard pontoons 102, 104. It is contemplated that in other embodiments, the center, port and starboard pontoons 100, 102, 104 may have similar lengths.

The center pontoon 100 has, at a front end thereof, a cone portion 130. It is contemplated that the cone portion 130 may be integral with a remaining of the center pontoon 100, or may be selectively connected thereto. The cone portion 130 has a hydrodynamic shape that can assist in reducing drag induced by the center pontoon 100 during movement of the boat 50, particularly in the forward direction. The cone portion 130 is hollow, but may be filled with a material such as closed-cell foam. It is contemplated that a shape of the cone portion 130 may vary from one embodiment to another.

Rearward from the cone portion 130, the center pontoon 100 is shaped such that a cross-section thereof taken along a lateral plane has an upper surface 132 that is flatter than a lower surface 134. More specifically, the cross-section defines a gibbous shape. It is contemplated that the cross-section of the center pontoon 100 may vary. For example, in some embodiments, the cross-section of the center pontoon 100 may be a semi-circle (i.e., the upper surface 132 may be completely flat). It is also contemplated that, in some embodiments, the cross-section of the center pontoon 100 may be an ellipsoid.

Referring to FIG. 5, the center pontoon 100 is configured such that a height of the center pontoon 100 varies laterally, and a width of the center pontoon varies vertically. The center pontoon 100 has, at a lateral center thereof, a maximum height H1. The maximum height H1 extends from a lowest vertical point Cl of the center pontoon 100 to a highest vertical point C2 of the center pontoon 100. The center pontoon 100 further has, at the intersection between the upper and lower surfaces 132, 134, a maximum width W1. The maximum width W1 is greater than the maximum height H1.

In some instances, the upper surface 132 being flatter than the lower surface 134 can increase a rigidity of the center pontoon 100. Additionally, as will be described below, the upper surface 132 being flatter than the lower surface 134 assists in providing sufficient clearance between the upper surface 132 thereof and the lower surface 62 of the deck 52 for receiving the battery 90 therebetween.

Referring to FIG. 6, on the upper surface 132 thereof, the center pontoon 100 has a plurality of reinforcing ribs 131. The reinforcing ribs 131 are longitudinally spaced from one another, and extend laterally. Within the center pontoon 100, rearward from the cone portion 130, a plurality of internal walls 133 delimit the internal space of the center pontoon 100 in a plurality of distinct chambers 135. Each one of the internal walls 133 is longitudinally aligned with a respective one of the reinforcing ribs 131. In the present embodiment, the chambers 135 are hollow. In other embodiments, the chambers 135 may be, at least partially, filled with a material such as closed-cell foam. The center pontoon 100 has, toward the rear end thereof, a lid 136 for providing access to the rearmost chamber 135. A bilge pump 137 is disposed in the rearmost chamber 135, and is configured to pump fluid out thereof. A mounting plate 138 is connected to the read end of the center pontoon 100 for mounting the outboard motor 94 to the center pontoon 100.

Referring to FIGS. 4 to 10, a vertical spacer assembly 139 connects the center pontoon 100 to the deck 52. The vertical spacer assembly 139 includes a vertical spacer 140 that is disposed toward a left side of the center pontoon 100, and a vertical spacer 150 that is disposed toward a right side of the center pontoon 100. It is contemplated that the configuration of the vertical spacer assembly 139 may vary from one embodiment to another. For example, in some embodiments, the vertical spacer assembly 139 may consist of one unitary vertical spacer.

In more detail, the vertical spacer 140 has vertical beams 142 (only one vertical beam 142 shown in FIGS. 5 and 10), and a ribbed body 144 connected to the vertical beams 142. The vertical beams 142 are connected to the upper surface 132 of the center pontoon 100, to the left side of the center pontoon 100. Each one of the vertical beams 142 is longitudinally aligned with a respective one of the reinforcing ribs 131, and is disposed laterally outwardly therefrom. The ribbed body 144 extends generally longitudinally, and has a tapered portion 145 for accommodating the cone portion 130. The ribbed body 144 has, at a top thereof, a connecting flange 146. The connecting flange 146 defines connecting apertures 148 configured to receive fasteners therein, by which the ribbed body 144 can be connected to the lower surface 62 of the deck 52. In some embodiments, the ribbed body 144 may be configured such that a bottom edge thereof is flush with the upper surface 132 of the center pontoon 100. The ribbed body 144, by way of its ribbed configuration, defines side canals 149 on either lateral side thereof. The ribbed body 144 is connected to the vertical beams 142 by having connecting portions of the vertical beams 142 received in the side canals 149.

Similarly, the vertical spacer 150 has vertical beams 152, and a ribbed body 154 connected to the vertical beams 152. The vertical beams 152 are connected to the upper surface 132 of the center pontoon 100, to the right side of the center pontoon 100. Each one of the vertical beams 152 is longitudinally aligned with a respective one of the reinforcing ribs 131 and a respective one of the vertical beams 142. The vertical beams 152 are disposed laterally outwardly from their respective reinforcing ribs 131. The ribbed body 154 extends generally longitudinally, and has a tapered portion 155 for accommodating the cone portion 130. The ribbed body 154 has, at a top thereof, a connecting flange 156. The connecting flange 156 defines connecting apertures 158 configured to receive fasteners therein, by which the ribbed body 154 can be connected to the lower surface 62 of the deck 52. In some embodiments, the ribbed body 154 may be configured such that a bottom edge thereof is flush with the upper surface 132 of the center pontoon 100. The ribbed body 154, by way of its ribbed configuration, defines side canals 159. The ribbed body 154 is connected to the vertical beams 152 by having connecting portions of the vertical beams 152 received in the side canals 159.

As shown in FIG. 5, each one of the vertical spacers 140, 150 has a height H2 that extends from a top of the vertical beams 142, 152 to a bottom of the vertical beams 142, 152. The height H2 is greater than the height H1.

The vertical spacers 140, 150 partially define a battery channel 160 therebetween. The battery channel 160 extends laterally between the vertical spacers 140, 150, longitudinally along a length of the center pontoon 100, and vertically between the upper surface 132 of the center pontoon 100 and the lower surface 62 of the deck 52. Thus, the battery channel 160 extends over the center pontoon 100, and is configured to receive the battery 90, as well as other components of the propulsion system 56 therein.

The pontoon assembly 54 also includes two lateral walls 162 that are disposed within the battery channel 160. It is contemplated that the number of lateral walls 162 may vary. Each lateral wall 162 is connected to the center pontoon 100 via a corresponding reinforcing rib 131, and extends laterally between, the vertical spacers 140, 150. In some embodiments, the lateral wall 162 may be further, or alternatively, connected to the vertical spacer assembly 139. In some instances, lateral sides of the lateral walls 162 may be complementary to the ribbed configuration of the ribbed bodies 144, 154 (i.e., have portions received in the side canals 149, 159). The lateral walls 162 delimit the battery channel 160 in two or more sections. The lateral walls 162 can further assist in reinforcing the structural integrity of the pontoon assembly 54. It is contemplated that in some embodiments, the lateral walls 162 may be omitted.

Referring to FIGS. 4 and 5, the center, port and starboard pontoons 100, 102, 104 are positioned such that the center pontoon 100 is positioned lower than the port and starboard pontoons 102, 104. More specifically, the lowest vertical point C1 is positioned vertically lower than a lowest vertical point P1 of the port pontoon 102, and than a lowest vertical point S1 of the starboard pontoon 104. The lowest vertical points P1, S1 are vertically aligned with one another. Additionally, due to positioning of the center pontoon 100 relative to the port and starboard pontoons 102, 104, as well as due to the shape of the center pontoon 100, the highest vertical point C2 of the center pontoon 100, and thus the upper surface 132 of the center pontoon 100, is vertically lower than a vertical midpoint P2 of the port pontoon 102, and than a vertical midpoint S2 of the starboard pontoon 104. In other embodiments, the highest vertical point C2 of the center pontoon 100, and thus the upper surface 132 of the center pontoon 100 may be positioned vertically below the highest vertical points of the port and starboard pontoons 102, 104, while also being positioned vertically higher than the vertical midpoints P2, S2. The position of the center pontoon 100, along with the shape thereof, increases a height of the battery channel 160, which, as mentioned above, enables the battery 90 to be received vertically between the deck 52 and the center pontoon 100.

The battery 90 is received in the battery channel 160. Thus, the battery 90 is disposed laterally between the vertical spacers 140, 150, and vertically between the center pontoon 100 and the deck 52. The battery 90 is thus positioned over the center pontoon 100, and can be said to be laterally aligned with the center pontoon 100. It is contemplated that in some embodiments, the battery 90 may by partially laterally offset from the center pontoon 100. A bottom battery surface 97 is vertically spaced from the upper surface 132 of the center pontoon 100. It is contemplated that in some embodiments, the bottom battery surface 97 may be in engagement with the upper surface 132. An upper battery surface 98 is vertically spaced from the lower surface 62 of the deck 52. It is contemplated that in some embodiments, the upper battery surface 98 may be in engagement with the deck 52. It is contemplated that in some embodiments, more than one battery 90 could be provided. The battery 90 is further positioned and shaped such that the upper battery surface 98 is vertically aligned with upper surfaces of the port and starboard pontoons 102, 104. In the illustrated embodiment, the battery 90 is mounted to the vertical spacers 140, 150. More specifically, the battery 90 has connecting portions 91 (shown in FIG. 10) that are received in the side canals 149, 159. The connecting portions 91 and the side canals 149, 159 enable the battery 90 to slide on the vertical spacers 140, 150 to a desired position, such that insertion and removal of the battery 90 from the battery channel 160 is simplified. The battery 90 is positioned in the battery channel 160 such that the battery 90 is closer to a rear longitudinal end of the center pontoon 100 than to a front longitudinal end thereof.

An inverter 96 is electrically connected to the battery 90. In the present embodiment, the inverter 96 is electrically connected to the battery 90 via a distribution component, which can distribute power to various components including the inverter 96. The inverter 96 is also disposed the battery channel 160, rearward from the battery 90. The inverter 96, like the battery 90, is mounted to the vertical spacers 140, 150. In some embodiments, the inverter 96 may be mounted to the battery 90, may be mounted to the center pontoon 100, or may be mounted to the deck 52.

As best seen in FIG. 6, the battery 90 and the inverter 96 are partially longitudinally aligned with a hatch 53 of the deck 52, such that they may be accessed by from the deck 52, if desired.

Rearward from the inverter 96, the outboard motor 94 is mounted to the center pontoon 100 via the mounting plate 138. It is contemplated that in some embodiments, the outboard motor 94 may be connected elsewhere (e.g., to the deck 52). For example, in another embodiment, the propulsion system 56 may have two outboard motors, one of them being connected to the port pontoon 102, and the other one being connected to the starboard pontoon 104. It is contemplated that in some embodiments, the outboard motor 94 could be replaced with a different type of marine propulsion system, such as an inboard motor, a sterndrive or a jet propulsion system.

The configuration of the pontoon assembly 54, notably the position and shape of the center pontoon 100, enables the battery 90 to be positioned vertically between the deck 52 and the center pontoon 100. As the battery 90 is heavy, positioning the battery 90 vertically lower can assist in keeping a center of gravity of the boat 50 relatively low. This can improve ride quality, as the rocking and rolling the boat 50 is subjected to may be reduced. Since, the battery 90 is disposed below the deck 52, the battery 90 does not occupy any of the upper surface 62 of the deck 52, thereby freeing space for other items. Additionally, as the battery 90 is not directly connected to the deck 52 or the center pontoon 100, the battery 90 remains easily accessible, and easily removeable (i.e., the battery 90 can be removed and replaced from the pontoon assembly 54 without requiring replacement of another part, such as the center pontoon 100, such that a process of replacing the battery 90 is facilitated). Also, the shape of the center pontoon 100 increases floatation to support the additional weight of the battery 90.

Turning now to FIGS. 4, 5, 7 and 11, the port and starboard lift members 106, 108 will be described in greater detail. As the port and starboard lift members 106, 108 are similar, only the port lift member 106 will be described in detail. Features of the starboard lift members 108 similar to those of the port lift member 106 have been labeled with the same reference numerals.

As can be seen in FIG. 11, the port lift member 106 has port body portion 170 and a port leading portion 172. The port leading portion 172 is connected to a front end of the port body portion 170. The port body and leading portions 170, 172 are separate parts that are connected to one another via fasteners 174. It is contemplated that in other embodiments, the port body and leading portions 170, 172 may be connected differently, may include three or more portions or may be integral. It is contemplated that in other embodiments, the port lift member 106 could be longer or shorter with respect to the center, port and starboard pontoons 100, 102 and 104, or that the port body portion 170 could be shorter or longer with respect to the port leading portion 172.

The port body portion 170 extends generally linearly. It is contemplated that in some embodiments, the port body portion 170 may be curved, such that a front end of the port body portion 170 may be vertically higher than a rear end of the port body portion 170. The port body portion 170 has a central portion 175 and connecting portions 177 disposed on either lateral side of the central portion 175. The central portion 175 is partially hollow, and defines a plurality of passages 176. The passages 176 are fluidly connected to one another. As will be described below, the passages 176 are configured to receive coolant therein. The connecting portions 177 are generally flat, and are each configured to connect to a corresponding one of the center and port pontoons 100, 102. A bottom of the port body portion 170 is generally flat. It is contemplated that in some embodiments, the port body portion 170 may define ridges, fins, recesses or apertures.

The port leading portion 172 is made of a metallic sheet that has been formed to its final shape. It is contemplated that the port leading portion 172 may be manufactured differently and/or may be made of different materials. The port leading portion 172 has a forward end 180 and a rearward end 182. The port leading portion 172 is angled such that the forward end 180 is vertically higher than the rearward end 182. In the illustrated embodiment, the angling of the port leading portion 172 is gradual, such that the port leading portion 172 is curved (i.e., arcuate). The port leading portion 172 is configured such that a top of the forward end 180 is positioned vertically higher than a top of the central portion 175. The forward end 180 has a raised flange 184. The raised flange 184 curves upward, and then extends rearward toward the rearward end 182. The curvature of the raised flange 184 generally defines a backward C-shape. In some embodiments, the raised flange 184 may not extend toward the rearward end 182. The port leading portion 172 generally has a ski-shape.

A rear of the port body portion 170 is generally longitudinally aligned with a rear of the port pontoon 102, whereas a front of the port body portion 170 is disposed rearward of the cone portions 110, 120, 130. The port body portion 170 and the port leading portion 172 together have a total length that is greater than half of a length of the center pontoon 100. In some embodiments, the total length is about 75% of the length of the center pontoon 100. In other embodiments, the total length could be about 85% of the length of the center pontoon 100. In other embodiments, the total length could be about 65% of the length of the center pontoon 100.

Referring back to FIGS. 4, 5 and 7, the port and starboard lift members 106, 108, as connected to the rest of the pontoon assembly 54, will now be described.

The port lift member 106 is connected to the center and port pontoons 100, 102 via the connecting portions 177, and the starboard lift member 108 is connected to the center and starboard pontoons 102, 104 via the connecting portions 177. The port lift member 106 extends laterally between the center pontoon 100 and the port pontoon 102, and the starboard lift member 108 extends laterally between the center pontoon 100 and the starboard pontoon 104.

As best seen in FIG. 5, conduits 186 are fluidly connected to the passages 176 of the port lift member 106, and conduits 188 are fluidly connected to passages 176 of the starboard lift member 108. The passages 176 of the port lift member 106 and the conduits 186 partially define a battery cooling path which has coolant in thermal contact with the battery 90. The passages 176 of the starboard lift member 108 and the conduits 188 partially defines a motor cooling path that has coolant in thermal contact with the electric motor 92 and the inverter 96. It is contemplated that the coolant of the motor cooling path may be in thermal contact with additional components. The battery and motor cooling path thus form a cooling system 187.

The cooling system 187 is arranged such that, when the boat 50 is in use in a body of water, coolant flowing through the battery cooling path absorbs heat from the battery 90, then the port lift member 106 absorbs heat from coolant flowing through the passages 176 thereof, and then the port lift member 106 is cooled by transferring heat to the body of water. Additionally, coolant flowing through the motor cooling path absorbs heat from the inverter 96 and the electric motor 92, then the starboard lift member 108 absorbs heat from coolant flowing through the passages 176 thereof, and then the starboard lift member 108 is cooled by transferring heat to the body of water.

Referring to FIG. 7, the port and starboard lift members 106, 108 are oriented such that, when the boat 50 is level, their body portions 170 extend, in the longitudinal direction, generally parallel to the deck 52, or a horizontal plane HP (FIG. 5). It is contemplated that in other embodiments, when the boat 50 is level, the body portions 170 of the port and starboard lift members 106, 108 may be, in the longitudinal direction, angled relative to the horizontal plane HP and/or the deck 52.

Furthermore, as best seen in FIGS. 4 and 5, the port and starboard lift members 106, 108 are oriented such that they are, in the lateral direction, angled relative to the horizontal plane HP.

Referring to FIG. 5, in more detail, the port lift member 106 has a right end 190, also referred to as the inner end 190, and a left end 192 also referred to as the outer end 192. The inner end 190 is connected to the center pontoon 100, and the outer end 192 is connected to the port pontoon 102. The outer end 192 is disposed vertically higher than the inner end 190.

Similarly, the starboard lift member 108 has a left end 200, also referred to as the inner end 200, and a right end 202, also referred to as the outer end 202. The inner end 200 is connected to the center pontoon 100, and the outer end 202 is connected to the starboard pontoon 104. The outer end 202 is disposed vertically higher than the inner end 200.

The outer ends 192, 202 are vertically aligned with one another. In some embodiments, the outer ends 192, 202 may correspond to the highest vertical points of their respective lift members 106, 108. In the present embodiment, the raised flanges 184 of the port and lift members 106, 108 correspond to the highest vertical points of their respective lift members 106, 108. The inner ends 190, 200 are vertically aligned with one another, and correspond to lowest vertical points of their respective lift members 106, 108. Additionally, in the illustrated embodiment, the outer ends 192, 202 are disposed vertically lower than a vertical midpoint C3 of the center pontoon 100. The inner ends 190, 200 are disposed vertically higher than the lowest vertical points P1, S1.

As shown in FIG. 3A, the port and starboard lift members 106, 108 are positioned such that when the boat 50 is at rest, the port lift members 106, 108 are positioned lower than a waterline WL of the boat 50. The waterline WL corresponds to a line where, with the boat 50 being in the body of water, the pontoon assembly 54 (i.e., hull of the boat 50) meets a surface of the water. The waterline WL may vary depending on the load carried by the boat 50, such that a position of the waterline WL may differ from what is shown in FIGS. 3A, 3B and 3C.

The pontoon assembly 54 defines a port channel 210 extending over the port lift member 106 and a starboard channel 220 extending over the starboard lift member 108.

The port channel 210 is partially defined by the center pontoon 100, the port lift member 106, and the port pontoon 102. In more detail, the port channel 210 is defined vertically by the lower surface 62 of the deck 52 and by the port lift member 106. Similarly, the starboard channel 220 is partially defined by the center pontoon 100, the starboard lift member 108, and the starboard pontoon 104. In more detail, the starboard channel 220 is defined vertically by the lower surface 62 of the deck 52 and by the starboard lift member 108. It can be said that the port and starboard channels 210, 220 have port and starboard volumes.

As will be described below, when the boat 50 is at rest on a body of water as shown in FIG. 3A, or travelling at low speeds, the port and starboard channels 210, 220 are partially filled with a first volume of water. When the boat 50 is travelling at higher speeds, as shown in FIGS. 3B and 3C, an angle α, which is defined between a horizontal plane HP and a plane 51 that extends between the stern and the bow of the boat 50, increases.

In more detail, with reference to FIG. 3A, when the boat 50 is at rest or travelling at low speeds, the angle α is about 1.5 degrees. It is contemplated that in some embodiments, the angle α may be about 1 degree or about 2 degrees. In such scenarios, in which the boat 50 can be said to be in a resting attitude, the port and starboard lift members 106, 108 are submerged in the water, and a first volume of water fills the port and starboard channels 210, 220. By being submerged in water, the port and starboard lift members 106, 108 provide floatation to the boat 50. However, as water is allowed in the port and starboard channels 210, 220 (i.e., over the port and starboard lift members 106, 108), it is less floatation than a monohull would provide. Thus, the floatation provided by the port and starboard lift members 106, 108 is optimized to keep the center of gravity of the pontoon assembly 54 relatively low.

As the boat 50 moves at higher speeds, it may be desirable to get the boat 50 on plane to decrease drag and, thereby, energy consumption. This may be achieved by adjusting a position of the outboard motor 94. As shown in FIG. 3B, the outboard motor 94 has been rotated clockwise from its position shown in FIG. 3A (i.e., outboard motor 94 is trimmed up). As a result, when operated, the outboard motor 94 pushes the bow of the boat 50 upward, which causes the angle α to increase.

The additional surface area provided by the presence of the port and starboard lift members 106, 108 assist orienting the bow upward. In some instances, as shown in FIG. 3B, right before the boat 50 gets on plane, the angle α can reach a peak angle of about 7.5 degrees. In some embodiments, the peak angle can be about 8 degrees. In other embodiments, the peak angle can be about 9 degrees.

Then, when the boat 50 gets on plane, a position of the outboard motor 94 can be returned to a neutral position and the angle α will drop to about 3 to 3.5 degrees. With the boat 50 moving on plane, the additional surface area provided by the port and starboard lift members 106, 108 assist in maintaining the boat 50 on plane. The port and starboard lift members 106, 108 partially extend out of the water, such that a second volume of water can occupy in the port and starboard channels 210, 220. The second volume is less than the first volume.

Thus, the lift members 106, 108 assist in getting the boat 50 to plane and maintaining the boat on plane position, while maintaining the center of gravity of the boat 50 relatively low. It is thus contemplated that the lift members 106, 108 may be connected to a center pontoon 100 that has a circular cross-sectional view and/or with a boat having an internal combustion engine.

Modifications and improvements to the above-described embodiments of the present technology may become apparent to those skilled in the art. The foregoing description is intended to be exemplary rather than limiting. The scope of the present technology is therefore intended to be limited solely by the appended claims.