RU2706759C1 - Pleasure craft - Google Patents

Abstract

FIELD: shipbuilding.

SUBSTANCE: invention relates to ship building, particularly, to pleasure craft (1), more specifically to luxury pleasure craft, such as yacht. According to the invention, vessel (1) comprises body (3), deck (5) and superstructure (7) located on the above deck asymmetrically relative to the ship symmetry plane (L), thereby leaving free side passage (9) on said deck. In order to provide a substantially symmetric aerodynamic profile to the ship and to hide the asymmetric arrangement of said superstructure (7), according to the invention, vessel (1) contains at least one bulkhead (11) arranged and sized so that the ship creates for the air flow and for observer's eyes a symmetrical, essentially continuous frontal surface in the direction of ship movement.

EFFECT: thanks to the invention all practical advantages obtained from the asymmetric location of superstructure (7) can be fully used, while maintaining high stability of movement on the course, as well as a favorable and prestigious appearance.

13 cl, 6 dwg

Description

Technical field

The present invention relates to a pleasure craft. More specifically, the present invention relates to a luxury pleasure craft, such as a yacht. The prior art.

Pleasure boats are known, comprising a hull and a deck on which there is a superstructure where, for example, a passenger cabin and / or wheelhouse can be placed for the owner of the vessel.

In some known tapas of ships, the aforementioned superstructure extends over the entire transverse width of the deck, so that the side walls of the superstructure are substantially flush with the hull on both sides of the ship.

This configuration (also known as “Full Beam” (for the entire width of the yacht)) has the advantage of maximizing the space inside the superstructure, thereby allowing a more spacious and more comfortable environment.

However, since the superstructure continues across the entire width of the deck, it is necessary to cross or pass over it in order to move from the aft part of the deck to the bow of the deck, or vice versa. This is a significant drawback, both from a practical point of view and from the point of view of violation of the user's personal space, especially when the passenger cabin is located in the superstructure.

In ships of other known types, the superstructure has a width less than the width of the deck, so that side aisles or corridors are formed on both sides of the superstructure, located between its side walls and the side walls of the vessel.

Said second configuration (also known as “Walk Around”) has the advantage of being able to easily move from the stern to the bow of the deck without requiring passage through the superstructure.

On the other hand, it involves a significant reduction in the space that could be used inside the add-in compared to the Full Beam configuration.

To find a compromise between the two above configurations, you can create only one side passage to move from the aft deck to the bow of the deck, remaining outside the superstructure: on one of the sides of the vessel the side wall of the superstructure will be essentially flush with the hull; on the contrary, on the opposite side of the ship, the superstructure will end before it reaches the hull, leaving a free corridor on the deck between this opposite side wall of the superstructure and the side wall of the ship.

This compromise solution, on the one hand, is more practical from the point of view of moving from one area to another area of the deck, and on the other hand, for a given deck size provides more space inside the superstructure than in the case of the "Walk Around" configuration.

Pleasure boats containing a superstructure of this design are disclosed, for example, in documents WO 2013/034935 and US 4064584.

However, even such a solution is not without drawbacks.

In particular, the asymmetric location of the superstructure relative to the hull creates an aerodynamic imbalance, since the front surface of the vessel, which is exposed to air flow in the direction of movement, is asymmetric with respect to the hull, as a result of which uneven turbulences form on two opposite sides of the hull.

Therefore, instead of moving straight ahead, the ship tends to turn in the direction on which the superstructure is located, i.e. in the direction on which greater resistance to air is created. Thus, in order to keep the ship moving straight ahead, it is necessary to continuously make adjustments to the position of the ship's helm.

The higher the speed of movement, the more obvious this drawback becomes.

In addition, the larger the size of the vessel, the stronger this flaw is manifested.

This drawback should in particular be eliminated in luxury pleasure boats (such as yachts), for which a high selling price should guarantee optimal performance.

In addition, if the vessel is equipped with a navigation bridge on top of the superstructure, an asymmetric arrangement causes the said navigation bridge to form a cantilever on the side of the side aisle, which can cause a pressure fluctuation that must be suppressed either by increasing the load-bearing structures, which will inevitably lead to an increase in weight , or by adding separate vertical supports (racks), which will look unaesthetic.

In addition, the asymmetric location of the superstructure relative to the hull makes the overall structure of the vessel rough and awkward, which gives it an unpleasant appearance.

The asymmetric arrangement cannot be clearly seen when viewed from the side of the vessel. On the other hand, it becomes apparent when looking at the ship from the front or from the back, for example, when the ship is moored to the pier with bow or stern.

In this case, this drawback is also of great importance when it comes to yachts and similar luxury pleasure boats, where appearance is one of the parameters that determine the success (or failure) of a model on the market.

Thus, in spite of the practical advantages that can be obtained, a solution providing an asymmetric superstructure relative to the deck is unsuitable, at least when applied to luxury vessels, such as yachts, which must meet high standards as with from a technical point of view, and from the point of view of aesthetics.

The main objective of the present invention is to overcome the disadvantages of the prior art by creating a pleasure boat, which will allow you to combine preferred practical solutions with the stability of the course on the course during navigation, as well as a pleasant and attractive appearance.

This and other problems are solved by means of a pleasure boat according to the points of the attached claims.

SUMMARY OF THE INVENTION

A pleasure craft according to the invention comprises a hull and a deck on which there is a superstructure, the superstructure being located asymmetrically with respect to the plane of symmetry, i.e. a plane located in the bow-feed direction of said vessel, so that on the first side of the vessel the side wall of the superstructure is substantially flush with the hull, while on the second, opposite side there is a free passage or corridor on the deck between the side wall of the superstructure and the side vessel wall.

Because of this, the invention provides at least one bulkhead extending from said second side of the hull in a direction substantially transverse to the plane of symmetry of the vessel and having a properly selected width, a frontal surface exposed to the air flow in the direction of movement of the vessel, essentially does not contain a gap between said bulkhead and said superstructure.

Thanks to this solution, any imbalance (even minimal) in the aerodynamic profile of the vessel is compensated, and the vessel does not seek to deviate from the set course during navigation.

In addition, due to the bulkhead according to the invention, when the observer looks at the vessel in a direction parallel to the plane of symmetry of the vessel itself, by means of such a solution, the observer is given the impression that it has a substantially symmetrical overall structure.

Thus, thanks to the invention, the asymmetric location of the superstructure does not adversely affect either the aerodynamic profile or the aesthetic appearance of the vessel, while all the practical advantages provided by such a layout can be fully used while maintaining the stability of movement on the course during navigation (without requiring continuous amendments) and a prestigious appearance.

The said at least one bulkhead is essentially coplanar to one of the transverse walls of the superstructure, in particular the transverse wall on the side of the bow.

Thus, the bulkhead performs the function of a reflector and imparts aerodynamic characteristics on its side of the body that are fully consistent with those provided by the superstructure on the opposite side of the body, thereby eliminating (or at least significantly reducing) the aerodynamic profile imbalance.

In one preferred embodiment of the invention, said at least one bulkhead is substantially L-shaped and comprises a first wall located substantially coplanar to one of the transverse walls of the superstructure, namely the transverse wall on the side of the bow, as well as a second wall, located essentially orthogonal to the first wall and continuing along the side of the hull to the center of the superstructure.

In fact, experiments have shown that a bulkhead having only the first wall, essentially coplanar to one of the transverse walls of the superstructure, may not be sufficient to suppress the tendency of the vessel to deviate from a given course, whereas in the case of an L-shaped bulkhead, the second wall, continuing along the side of the hull, effectively contributes to a satisfactory aerodynamic profile.

In one preferred embodiment of the invention, two bulkheads are created, one of which is essentially coplanar to the transverse wall of the superstructure on the side of the bow, and the other is essentially coplanar to the transverse wall of the superstructure on the side of the aft.

In a particularly preferred variation of said embodiment, both said bulkheads are substantially L-shaped and comprise a first wall substantially coplanar to the corresponding transverse wall of the superstructure and a second wall substantially orthogonal to the first wall and extending along the side of the hull toward the center of the superstructure.

In one preferred embodiment, a navigation bridge is provided over the superstructure, said navigation bridge extending transversely across the entire width from side to side of the vessel; Due to the presence of such a navigation bridge, the asymmetric location of the superstructure is imperceptible when the ship is viewed from above.

Preferably, if there is a navigation bridge, at least one bulkhead of the vessel according to the invention plays an important constructive role, since it supports the side of the navigation bridge opposite to the side on which the superstructure is located; in the absence of such a bulkhead, the navigation bridge will form a cantilever on a lower (narrower) superstructure, which will lead to the formation of significant bending stresses or to the need to increase the load-bearing structures, which will inevitably lead to an increase in weight, or the addition of unaesthetic freestanding uprights.

A brief description of the drawings.

Additional features and advantages will become more apparent from the detailed description of some preferred embodiments of the invention, given by way of non-limiting example with reference to the accompanying drawings, where:

Figure 1 is a schematic perspective view of a pleasure craft according to a first embodiment of the invention;

Figure 2 is an additional schematic perspective view of the vessel shown in Figure 1, when viewed in a different direction;

Figure 3 is a top view of the vessel shown in Figures 1 and 2;

Figure 4 is a front view of the vessel shown in Figures 1 and 2;

Figure 5 is a schematic perspective view of a pleasure craft according to a second embodiment of the invention;

Figure 6 is a top view of the vessel shown in Figure 5, where the navigation bridge is not shown for clarity.

Detailed description of some preferred embodiments.

Figures 1-4 show a pleasure craft according to the first embodiment of the invention, with the ship generally indicated at 1.

The vessel 1 comprises a hull 3, on which a bow 3a, a stern 3b and two sides 3c, 3d on opposite sides of a hull 3, connecting a bow 3a and a stern 3b are marked.

Vessel 1 also contains deck 5, on which a superstructure 7 is erected, designed to accommodate one or more passenger cabins and / or wheelhouse for the owner of the vessel.

According to the invention, the superstructure 7 is located on deck 5 asymmetrically with respect to the plane of symmetry L of the vessel 1, i.e. a plane perpendicular to deck 5 and passing through the bow 3a and the midpoint of the stern 3b. In particular, the outer perimeter of said superstructure 7 comprises: a first side wall 7c extending a certain distance along the first side 3c of the hull between the bow and stern substantially flush with said first side of the hull; a first transverse wall 7a extending from the nose end of said first side wall 7c in a direction substantially transverse to the plane of symmetry L of the vessel; a second transverse wall 7b extending from the stern end of said first side wall 7c in a direction substantially transverse to the plane of symmetry L of the vessel; a second side wall 7d connecting the ends of the transverse walls 7a, 7b, opposite to those connected to the first side wall 7c.

The distance between the side walls 7c, 7d of the superstructure 7, - or, in other words, the width W 'of the superstructure 7, - along the axis transverse to the plane of symmetry L of the vessel, at each point of the superstructure is less than the distance between the sides 3c, 3d of the hull 3, - or other in other words, the width W of deck 5 is along the axis transverse to the plane of symmetry L of the vessel, so that on deck 5 between the second side wall 7d of the superstructure 7 and the second side 3d of the hull 3 there remains a free side passage 9. Said side passage has a width sufficient at least so that a person can pass.

In any case, in order to get enough space in the superstructure 7, said superstructure continues in the direction perpendicular to the plane of symmetry L from the first side of the hull 3c to the second side of the 3d hull outside the mentioned plane of symmetry, at least along a significant portion of its length.

In addition, for reasons that will become clear below, preferably the superstructure 7 has an unequal width in the direction perpendicular to the plane of symmetry L of the vessel, while its width decreases, i.e. it tapers at least at one of its ends in the longitudinal direction.

More specifically, in the preferred embodiment shown in Figures 1-4, the superstructure 7 contains a portion of a smaller width at its end facing the bow of the vessel. Accordingly, the width of the first transverse wall 7a is smaller than the width of the second transverse wall 7b in the direction transverse to the plane of symmetry L of the vessel, the second side wall 7d comprising a first portion 7d ′ extending from the end of the second transverse wall 7b in a direction substantially parallel to the plane of symmetry L of the vessel and a second portion 7d ″ extending in an inclined direction and connecting the first portion 7d ′ of the second side wall 7d with the first transverse wall 7a. In other words, in the plan, the superstructure 7 has the shape of a rectangle on which an oblique trapezoid is superimposed, the smaller base of which is facing the nose (see Figure 3).

This configuration is not restrictive and allows a number of different options. For example, instead of being formed by two differently oriented areas, the second side wall 7d of the superstructure 7 may have a profile curved towards the nose.

In general, the first transverse wall 7a has a width along the axis perpendicular to the plane of symmetry L that is smaller than the maximum width W ″ of the superstructure 7, i.e. the maximum distance between said first and second side walls of said superstructure along an axis perpendicular to the plane of symmetry L.

From the foregoing, it is clear that the pleasure craft 1 according to the invention has a general structure that is substantially asymmetric.

Such an asymmetry is manifested when the vessel is viewed from the front (or from the rear), i.e. in a direction parallel to the plane of symmetry L (bow-feed direction).

As mentioned above, the asymmetric arrangement of the superstructure 7 creates corresponding practical advantages, in particular, it allows to increase the available space inside the mentioned structure compared to the mentioned symmetrical arrangement with lateral passages on both sides ("Walk Around" configuration). In particular, with the same deck size on the vessel according to the invention, the space inside the superstructure 7 can be 12-15% larger than with the "Walk Around" configuration.

However, the asymmetric location of the superstructure 7 causes an imbalance from an aerodynamic point of view, since the section of the vessel between the plane L of symmetry and the side 3c of the hull 3 (i.e., the section completely occupied by the superstructure 7) creates a much greater resistance to air than the section of the vessel between the plane L of symmetry and the opposite side 3d of the hull 3 (i.e., the area only partially occupied by the superstructure 7), as a result of which unequal turbulences occur on two opposite sides of the hull; the higher the speed of the vessel and the larger the size of the vessel, the greater this imbalance is manifested.

In addition, the asymmetric arrangement of the superstructure 7 gives the ship 1 an awkward appearance and spoils the impression from an aesthetic point of view.

To eliminate this imbalance in the aerodynamic profile and hide the asymmetric location of the superstructure 7, on the pleasure boat 1 according to the invention, there is provided on deck 5 of a bulkhead 11, which contains at least a first wall 11a, extending from the second side of the 3d hull 3 in the direction essentially transverse plane L of symmetry of the vessel 1, and essentially coplanar to the first transverse wall 7a of the superstructure 7, while its width is such that the distance d of the location of the end of said first wall 11a of the bulkhead 1 1 adjacent to the first transverse wall 7a of the superstructure 7 from the plane of symmetry L of the vessel is equal to or less than the maximum distance d 'of the location of the second side 7d of the superstructure 7 from said plane of symmetry L.

The height of the first wall 11a of the bulkhead 11 is preferably substantially equal to the height of the walls 7a-7d of the superstructure 7.

Due to this solution, when looking at the vessel 1 from the front, there is no gap between the wall 11a of the bulkhead 11 and the superstructure 7, while the said bulkhead acts as a reflector and the vessel creates a symmetrical, essentially continuous surface of dynamic impact for the air flow, thereby eliminating any imbalance in aerodynamic profile and, as a result, giving the vessel stability on the course.

In addition, the presence of the bulkhead 11 eliminates the impression of a significant asymmetry in the observer and creates a more favorable impression of the appearance of the vessel.

Given the presence of the bulkhead 11, one skilled in the art will understand why the superstructure 7 has a portion of a smaller width at its nose-facing end, i.e. close to the said first transverse wall 7a: due to this configuration, the side passage 9 continuously extends from the stern to the bow, without requiring the creation of doors or passages in the first wall 11a of the bulkhead 11. More specifically, said side passage 9 comprises a first portion 9 ′ extending along the first portion 7d ′ of the second side wall 7d in a direction substantially parallel to the plane of symmetry L of the vessel, as well as a second section 9 ″ extending along the second section 7d ″ of the second side wall 7d in an oblique direction; the lumen 9a of the side passage 9 in the direction of the nose, which extends between the first transverse wall 7a of the superstructure 7 and the first wall 11a of the bulkhead 11, will be located at a distance from the plane of symmetry L of the vessel less than the maximum distance between the said plane of symmetry L and the second side wall 7d add-ons 7.

Preferably, as can be seen in Figure 3, the lumen 9a of the side passage 9 is centered in a direction transverse to the plane of symmetry L (i.e., on both sides of the said plane of symmetry), which further helps to reduce the asymmetry in the aerodynamic profile of the pleasure boat 1.

As can be seen in Figure 4, despite the asymmetric arrangement of the superstructure 7, if we consider the pleasure craft 1 according to the invention from the front, it should be understood that it provides the greatest resemblance to the continuous frontal surface formed sequentially by the first transverse wall 7a of the superstructure 7, the second section 7d '' a second side wall 7d of said superstructure (which can be seen in the lumen 9a of the side passage 9) and the first wall 11a of the bulkhead 11.

The clearance 9a of the side passage 9 can be equipped with a door (for example, a sliding door or a door opening on both sides) to increase the symmetry of the structure.

In the preferred embodiment shown in Figures 1-4, the bulkhead 11 has a substantially L-shaped profile and, in addition to the first wall 11a, comprises a second wall lib extending along the second side 3d of the housing 3 in a direction substantially orthogonal to said first wall 11a, in feed side 3b.

The presence of the said second wall 11b contributes to the "tracking" of the air flow along the side 3d of the hull symmetrically, as it occurs along the opposite side 3c of the hull due to the presence of the side wall 7 of the superstructure 7.

In addition, for an outside observer looking at the side of the vessel, said second wall 11b can preferably hide the presence of an access door (not shown in the Figures) in the superstructure 7 in the second section 7d ″ of the second side wall 7d.

Preferably, the bulkhead 11 further comprises a third wall 11c extending parallel to the second portion 7d ″ of the second side wall 7d of the superstructure 7 and connecting the free ends of said first and second walls 11a, 11b of said bulkhead.

Due to this arrangement, the free side passage 9 has substantially the same width over its entire length.

In addition, the volume enclosed between the walls 11a-11c of the bulkhead 11 can preferably be used as storage space, for example, for mooring equipment and / or emergency equipment.

In the embodiment shown in Figures 1-4, the vessel 1 further comprises an upper bridge or navigation bridge 13, overlapping the superstructure 7 and continuing in the direction transverse to the plane of symmetry L of the vessel, across the entire width of deck 5.

Due to the presence of this navigation bridge 13, the asymmetric location of the superstructure 7 is invisible when viewed from above from the ship 1 according to the invention.

Preferably, in this embodiment, the bulkhead 11 serves as a support for the navigation bridge 13 near its bow end at the side of the deck opposite to that of the superstructure 7. A support 15 can be provided to support the navigation bridge 13 near its tail end.

In this embodiment, the bulkhead 11 plays an important constructive role, since in the absence of it, the bridge 13 will form a cantilever on the superstructure 7 located below, which will lead to the creation of corresponding bending stresses or the need to increase the load-bearing structures, resulting in an increase in weight, or the addition of unaesthetic freestanding vertical racks.

In one preferred embodiment, the bulkhead 11 is fixedly mounted on deck 5 in a non-removable manner.

However, in an alternative embodiment of the invention, said bulkhead may be mounted on deck 5 for movement or even removal.

Figures 5 and 6 schematically show a second embodiment of a pleasure craft 1 according to the invention.

The said second embodiment differs from the previously described embodiment in that it has two bulkheads 11, 21, one of which is installed at the bow end of the superstructure 7 and the other at the stern end of the superstructure 7.

Due to the presence of the above two bulkheads, the vessel will have a substantially continuous surface at the same time on its bow and its stern, as a result of which the visual impression of the symmetrical surface will be very strong, both when looking at the vessel from the front and when looking at it from behind.

In this second embodiment, the superstructure 7 is also asymmetrically located on the deck 5, while the width of the superstructure 7 in the direction transverse to the plane of symmetry L of the vessel, i.e. the maximum distance between the side walls 7c, 7d of the aforementioned superstructure - at each point of the superstructure 7 is less than the width of the deck 5 in the direction transverse to the plane of symmetry L of the vessel, so that between the second side wall 7d of the superstructure 7 and the second side 3d of the hull 3 there is a free side passage 9 .

In this embodiment, the superstructure 7 comprises a first portion of a smaller width at its nose-facing end and a second portion of a smaller width at its feed-facing end. Accordingly, the second side wall 7d of said superstructure comprises a first, middle portion 7d 'extending in a direction substantially parallel to the plane of symmetry L of the vessel, a second portion 7d' 'extending in an inclined direction and connecting the first portion 7d' of the second side wall 7d with the first transverse wall 7a, and a third portion 7d ″ ″ extending in an inclined direction and connecting the first portion 7d ′ of the second side wall 7d with the second transverse wall 7b.

In this embodiment, a first bulkhead 11 is installed on deck 5, which comprises at least a first wall 11a substantially coplanar to the first transverse wall 7a of the superstructure 7 and extending from the second side 3d of the hull 3 in a direction substantially transverse to the plane of symmetry L of the vessel 1, while its width is such that the distance of the end of said first wall 11a of said bulkhead 11 adjacent to the first transverse wall 7a of superstructure 7 from the plane of symmetry L of the vessel is equal to or less than the maximum distance the location of the second side wall 7d of the superstructure 7 from said plane of symmetry L; on deck 5, a second bulkhead 21 is additionally installed, which comprises at least a first wall 21a substantially coplanar to the second transverse wall 7b of the superstructure 7 and extending from the second side 3d of the hull 3 in a direction substantially transverse to the plane of symmetry L of the vessel 1, Moreover, its width is such that the distance of the end of said first wall 21a of said bulkhead 21 adjacent to the second transverse wall 7b of the superstructure 7 from the plane of symmetry of the vessel L is equal to or less than the maximum distance of the second oh side wall 7d of the superstructure 7 from said plane of symmetry L.

The height of the first walls 11a, 21a of said bulkheads 11, 21 is preferably equal to the height of the walls 7a-7d of the superstructure 7.

Thus, the lateral passage 9 continuously extends from the stern to the bow and comprises a middle portion 9 ′ extending in a direction substantially parallel to the plane of symmetry L of the vessel and inclined portions 9 ″, 9 ″ ″ extending respectively along the second and third portions 7d ″, 7d ″ ″ of the second side wall 7d. The gaps 9a, 9b of the side passage 9 in the bow and stern direction will be located at a distance from the ship's symmetry plane L less than the maximum distance between said second side wall 7d of the superstructure 7 and said symmetry plane L.

Thus, in spite of the asymmetric arrangement of the superstructure 7, the observer looking at the pleasure craft 1 according to the invention from the front or from the rear will have the impression of a continuous surface.

In this embodiment, each bulkhead 11, 21 also has a substantially L-shaped profile and, in addition to the first wall 11a, 21, comprises a second wall 11b, 21b extending along the second side 3d of the housing 3 in a direction substantially orthogonal to said first wall 11a, 11b towards the center of the superstructure 7, i.e. in the direction of the stern and in the direction of the bow, respectively. Preferably, each bulkhead 11, 21 further comprises a third wall 11c, 21c connecting the free ends of the walls of each respective bulkhead and setting the boundaries of the enclosed volume, which can preferably be used as storage space.

In this embodiment, the bulkheads 11, 21 are also fixedly fixed to deck 5, however, in an alternative embodiment, they may be mounted to deck 5 for movement or even removal.

If the vessel 1 contains a navigation bridge 13 that overlaps the superstructure 7 and continues in the direction transverse to the plane of symmetry L of the vessel, across the entire width of deck 5, the bulkheads 11, 21 function as supports for the navigation bridge 13 simultaneously at the stern and bow, so that the navigation bridge it does not form a console on the superstructure located under it and there is no need for separate vertical columns or for an increase in load-bearing structures, which would lead to an increase in weight.

With reference specifically to Figure 6, some preferred proportions are given between the various elements of the vessel according to the invention (more specifically, between the superstructure 7 and the bulkheads 11, 21), while these proportions are in no way restrictive:

the ratio between the distance of the location of the end of the first transverse wall 7a of the superstructure 7 from the plane of symmetry L (segment ED in Figure 6) and the corresponding distance of the location of the second side 3d of the housing 3 from the plane of symmetry L (segment EB in Figure 6) is from 0.3 to 0 , 6; however, the above ratio can be considered as the "asymmetry coefficient" of the shape of the vessel according to the invention;

the minimum width of the first wall 11a of the bulkhead 11 is equal to the distance between the second side 3d of the housing 3 and the projection of the point (A) farthest from the plane of symmetry L of the second side wall onto the first wall 11a of the bulkhead 11, and therefore corresponds to the segment A'B in Figure 6; the width of the first wall 11a of the bulkhead 11 (segment CB 'in Figure 6) is preferably equal to said minimum width in total with the so-called the "amount of overlap" (segment CA 'in Figure 6);

the said “overlap amount” (segment CA ′ in FIG. 6) is preferably 15-40% of the distance between the end of the first transverse wall 7a of the superstructure 7 and the projection of the second side wall farthest from the plane of symmetry L (A) on the first wall 11a of the bulkhead 11 ( segment DA 'in Figure 6);

the angle α formed between the second inclined section 9 ″ of the side passage 9 and the first section 9 ′ of said side passage, i.e. also the plane L of symmetry of the vessel 1, is preferably equal to 20-45 °;

the ratio between the width b1 of the second inclined section 9 ″ of the side passage 9 and the width b of the first section 9 ′ of the said side passage is preferably from 0.9 to 1.1.

The same proportions may also be proposed for the second bulkhead 21.

From the foregoing, it is obvious that the pleasure boat according to the invention allows to solve the problems posed above and combine the practical advantages obtained from the asymmetric location of the superstructure with a substantially symmetrical aerodynamic profile and high stability of movement on the course, as well as a favorable appearance.

One skilled in the art will also understand that the detailed description given above is provided as a non-limiting example, and a number of modifications and variations are possible without departing from the scope of legal protection defined by the attached claims.

Claims (19)

1. A pleasure craft (1), comprising: - a hull (3) including a bow (3a), a stern (3b), a plane (L) of symmetry and two sides (3c, 3d) connecting said bow (3a) with said stern (3b) on opposite sides of said hull relative to the plane (L) of symmetry; - deck (5), essentially perpendicular to the plane of symmetry; - a superstructure (7) located on said deck (5), wherein the outer perimeter of said superstructure comprises a first side wall (7c) extending along the first side (3c) of said hull in a direction substantially parallel to the plane of symmetry of said vessel (L) and located substantially flush with said first side of said body, a first transverse wall (7a) extending from the end of said first side wall (7c) facing the nose (3a) in a plane substantially transverse to the plane of symmetry (L) mentioned vessel, a second transverse wall (7b) extending from the end of said first side wall (7c) facing the stern (3b), in a plane substantially transverse to the plane of symmetry (L) of said vessel, and a second side wall (7d) connecting the ends of said first and second transverse walls (7a, 7b) opposite to their ends connected to said first side wall (7c), wherein the width (W ') between said first and said second side walls (7c, 7d) of said superstructure along an axis perpendicular to the plane of symmetry is less than the width (W) between said first and said second sides (3c, 3d) of said hull along that the same axis, while between the second side wall (7d) of the said superstructure (7) and the second side (3d) of the said body (3), a side passage (9) is formed, wherein the width along the axis perpendicular to the plane of symmetry of at least said first transverse wall (7 a) of the superstructure is less than the maximum width (W ″) between said first and said second side walls (7 c, 7 d) of said superstructure, characterized in that at least one bulkhead (11) is located on said deck (5), said bulkhead comprising at least a first wall (11a) extending from said second side (3d) of said hull (3) ) and located essentially coplanar to said first transverse wall (7a) of said superstructure, wherein said first wall (11a) of said bulkhead (11) has a width along an axis perpendicular to said plane of symmetry (L) at which the distance (d) of location end of said the first wall (11a) of said bulkhead (11) adjacent to said first transverse wall from said plane of symmetry (L) is equal to or less than the maximum distance (d ') of said second side wall (7d) of said superstructure (7) from said plane (L) symmetry. 2. A pleasure boat (1) according to claim 1, in which all the said transverse walls (7a, 7b) and all of the mentioned side walls (7c, 7d) of the said superstructure (7) have the same height, while the height of the said first wall (11a ) of said bulkhead (11) is substantially equal to the height of said walls (7a-7d) of said superstructure. 3. A pleasure boat (1) according to claim 1, wherein said superstructure (7) has a portion of a smaller width near said first transverse wall (7a). 4. A pleasure boat (1) according to claim 1, wherein said bulkhead (11) further comprises a second wall (11b) extending toward said stern (3b) in a direction substantially orthogonal to said first wall (11a) of said bulkhead, and located substantially flush with said second side (3d) of said body. 5. A pleasure craft (1) according to claim 1, wherein a second bulkhead (21) is additionally installed on said deck (5), the second bulkhead comprising at least a first wall (21a) extending from said second side ( 3d) of said casing (3) and located substantially coplanar to said second transverse wall (7b) of said superstructure (7), said first wall (21a) of said second bulkhead (21) having such a width along an axis perpendicular to said plane (L ) symmetry at which the distance (d) is located the end of said first wall (21a) of said second bulkhead (21) adjacent to said second transverse wall from said plane of symmetry (L) is equal to or less than the maximum distance (d ') of said second side wall (7d) of said superstructure (7) ) from the mentioned plane of symmetry (L). 6. A pleasure boat (1) according to claim 5, in which all of the said transverse walls (7a, 7b) and all of the aforementioned side walls (7c, 7d) of the said superstructure (7) have the same height, while the height of the first wall (21a) ) of said second bulkhead (21) is substantially equal to the height of said walls (7a-7d) of said superstructure. 7. A pleasure boat (1) according to claim 5, wherein said superstructure (7) has a second section of smaller width near said second transverse wall (7b). 8. A pleasure boat (1) according to claim 5, wherein said second bulkhead (21) further comprises a second wall (21b) extending toward said bow (3a) in a direction substantially orthogonal to said first wall (21a) of said bulkhead , and located substantially flush with said second side (3d) of said body. 9. A pleasure boat (1) according to claim 4, wherein said bulkhead (11) further comprises a third wall (11c) connecting the free ends of said first and said second walls (11a, 11b) of said bulkhead. 10. A pleasure boat (1) according to claim 8, wherein said second bulkhead (21) further comprises a third wall (21c) connecting the free ends of said first and said second walls (21a, 21b) of said bulkhead. 11. Pleasure boat (1) according to any one of paragraphs. 1-10, wherein said bulkhead (11) and, if provided, said second bulkhead (21) are rigidly and fixedly mounted on said deck (5). 12. Pleasure boat (1) according to any one of paragraphs. 1-10, wherein said bulkhead (11) and, if provided, said second bulkhead (21) are mounted on said deck (5) with the possibility of movement and / or removal. 13. Pleasure boat (1) according to any one of paragraphs. 1-10, wherein said vessel (1) comprises a navigation bridge (13) that overlaps said superstructure (7) and continues in the direction transverse to the plane of symmetry of the vessel (L), across the entire width of said deck (5), said bulkhead (11) and, if provided, said second bulkhead (21) serve as a support for said navigation bridge (13).

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