CN109328160B

CN109328160B - Pleasure boat

Info

Publication number: CN109328160B
Application number: CN201780037558.9A
Authority: CN
Inventors: 克里斯托弗·爱德华·邦国
Original assignee: Sanlorenzo SpA
Current assignee: Sanlorenzo SpA
Priority date: 2016-06-15
Filing date: 2017-06-07
Publication date: 2021-03-26
Anticipated expiration: 2037-06-07
Also published as: NZ748636A; CN109328160A; EP3472034A1; PL3472034T3; WO2017216684A1; MX2018015395A; EP3472034B1; ES2805033T3; BR112018076170B1; RU2706759C1; KR20190018430A; BR112018076170A2; ITUA20164403A1; DE202017007156U1; AU2017286768A1; KR102279527B1; AU2017286768B2

Abstract

The present invention relates to a pleasure boat (1), and in particular to a luxury pleasure boat, such as a yacht. The pleasure boat (1) of the invention comprises a hull (3), a deck (5) and an upper structure (7) arranged on said deck asymmetrically with respect to a symmetry plane (L) of the pleasure boat, leaving free lateral channels (9) on said deck. In order to provide the pleasure boat with a substantially symmetrical aerodynamic profile and to conceal said asymmetrically arranged superstructure (7), the pleasure boat (1) of the invention comprises at least one bulkhead (11) which is arranged and dimensioned such that the boat provides a symmetrical and substantially continuous front surface to the air and to the eyes of the observer in the direction of travel. Thanks to the invention, all the practical advantages resulting from the asymmetric arrangement of the superstructure (7) can be exploited, while maintaining good directional stability and a pleasant luxury appearance.

Description

Pleasure boat

Technical Field

The invention relates to a pleasure boat.

More particularly, the invention relates to a luxurious pleasure boat, such as a yacht.

Background

The pleasure boat comprises a hull and a deck on which is arranged a superstructure that can house, for example, a cabin and/or a pilot house of the captain.

In some pleasure boats of the known type, the superstructure described above extends over the entire transverse width of the deck, so that the side walls of the superstructure are substantially aligned with the hulls of the boat on both sides.

An advantage of this construction (also called "full beam") is that it maximizes the internal space of the superstructure, thus allowing a larger and more comfortable environment.

However, since the superstructure extends over the entire width of the deck, this involves the need to pass through it or over it in order to move from the stern of the deck to the bow of the deck, and vice versa. This is a great drawback, both from a practical point of view and from a user privacy point of view, especially when the upper structure houses a passenger cabin.

In other known types of pleasure boats, the superstructure has a width smaller than the deck width, so that there are lateral passages or corridors on both sides of the superstructure, between its side walls and those of the boat.

The advantage of this second configuration (also called "walk around") is that: it can easily be moved from the stern to the bow of the deck without having to pass through the superstructure.

On the other hand, it is significantly reduced in terms of the available space inside the superstructure, with respect to the "full beam" configuration.

In order to find a compromise between the two configurations described above, it is possible to provide a lateral passage only for moving from the stern to the bow of the deck, while remaining outside the superstructure: on one side of the pleasure boat the side walls of the superstructure will be substantially flush with the hull, whereas on the opposite side of the pleasure boat the superstructure terminates before extending to the hull, leaving a free corridor on deck between the opposite side walls of the superstructure and the side walls of the pleasure boat.

This compromise, on the one hand, makes it more practical to move from one area of the deck to another, and, on the other hand, it provides: for a given size deck, the internal space of its upper structure is larger than in the "walk around" configuration. Pleasure boats comprising superstructures of this type of design are disclosed, for example, in WO2013/034935 and US 4064584.

However, even this solution is not without drawbacks.

In particular, the asymmetric arrangement of the superstructure with respect to the hull involves aerodynamic imbalances, since the cruise vessel has, in the direction of travel, a front surface exposed to the air which is asymmetric with respect to the hull and consequently creates different turbulences on both sides of the hull.

Therefore, the pleasure boat tends to advance more toward the side where the superstructure is provided, i.e., toward the side where it provides greater air resistance, rather than straight. Therefore, in order to make the boat go straight, the pleasure boat needs to be constantly corrected.

The higher the speed of travel, the more pronounced the defect.

Furthermore, the larger the size of the pleasure boat, the more evident the drawback.

Such drawbacks should be avoided, particularly in luxury pleasure boats (such as yachts), since the high selling price should ensure optimum performance.

Furthermore, if the pleasure boat is provided with pontoons on the superstructure, this asymmetric arrangement would cause said pontoons to hang on one side of the lateral channels, which could lead to possible pressure fluctuation phenomena, which must be suppressed by adding load-bearing structures, which are disadvantageous in terms of weight and add separate columns (struts) that are not aesthetically pleasing.

Furthermore, the asymmetric arrangement of the superstructure with respect to the hull of the vessel gives the pleasure boat a rough, clumsy overall structure, which means that it has an unpleasant appearance.

This asymmetric arrangement is not clearly observable when viewing the cruise ship from the side. On the other hand, when the cruise ship is moored with its bow or stern, for example, toward the quay, it is clearly visible from the front or rear of the cruise ship.

Also in this case, this drawback is extremely important for yachts or similar luxury yachts, since the appearance is one of the parameters that determine the success (or failure) of the style in the market.

As a result, although practical advantages can be obtained, solutions providing an asymmetric arrangement of the superstructure with respect to overtime are not feasible, at least for luxury pleasure boats, such as yachts, which require high standards both from a technical as well as an aesthetic point of view.

The main object of the present invention is to overcome the drawbacks of the prior art and to provide a pleasure boat that combines an advantageous practical solution with directional stability during sailing and has a pleasant and aesthetic appearance.

This and other objects are achieved by a pleasure boat as defined in the appended claims.

Disclosure of Invention

The pleasure boat of the invention comprises a hull and a deck provided with a superstructure which is arranged asymmetrically with respect to the plane of symmetry of the boat, i.e. the plane arranged in the fore-aft direction, so that the side walls of the superstructure are substantially flush with the hull on a first side of the boat, while on the opposite second side of the boat a free passage or corridor is left in the deck between the superstructure and the side walls of the boat.

Since 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 ship and having a suitably chosen width, the air front surface is provided substantially without any clearance between said bulkhead and said superstructure in the direction of travel.

By means of this solution, any imbalance in the aerodynamic profile of the ship is compensated (even minimized) and the ship does not show a tendency to deviate from the intended course during sailing.

Furthermore, thanks to the bulkhead according to the invention, when the observer observes the ship in a direction parallel to the plane of symmetry of the ship itself, the optical effect on the observer is that of a substantially symmetrical overall structure thanks to this solution.

Thus, thanks to the invention, the asymmetric arrangement of the superstructure does not adversely affect the aerodynamic profile or the aesthetic appearance of the ship, and makes it possible to fully exploit all the practical advantages resulting from this arrangement, while maintaining directional stability (without continuous correction) and a valuable appearance during sailing.

The at least one bulkhead is substantially coplanar with one of the transverse walls of the superstructure, in particular on the bow side.

In this way, the bulkhead acts as a deflector and provides on one side of the hull substantially similar aerodynamic characteristics to those provided by the superstructure on the opposite side of the hull, thus eliminating (or at least substantially reducing) the imbalance of the aerodynamic profile.

In a preferred embodiment of the invention, the at least one bulkhead is substantially "L" -shaped and comprises a first wall arranged coplanar with one of the transverse walls of the superstructure, i.e. the transverse wall on the bow side, and a second wall arranged substantially perpendicular to the first wall and extending along the sides of the hull towards the centre of the superstructure.

In fact, experimental tests have shown that the provision of a bulkhead with only a first wall coplanar with one of the transverse walls of the superstructure may not be sufficient to inhibit the tendency of the ship to deviate from the intended course, whereas in the case of an "L" shaped bulkhead, a second wall extending along the side of the hull effectively contributes to ensuring a satisfactory aerodynamic profile. In a preferred embodiment of the invention, two bulkheads are provided, one of which is substantially coplanar with the transverse wall of the bow-side superstructure and the other of which is substantially coplanar with the transverse wall of the stern-side superstructure.

In a particularly preferred variant of said embodiment, said two bulkheads are both substantially "L" shaped and comprise a first wall substantially coplanar with the respective transverse wall of the superstructure and a second wall substantially perpendicular to said first wall and extending along the sides of the hull towards the centre of said superstructure.

In a preferred embodiment of the invention, a pontoon is arranged on the superstructure, which pontoon extends transversely from side to side of the vessel across the entire width of the pontoon, the asymmetrical arrangement of the superstructure being invisible when the vessel is viewed from above due to the presence of the pontoon.

Advantageously, when a pontoon is provided, the at least one bulkhead of the vessel of the invention plays an important structural role, since it supports the side of the pontoon opposite the side on which the superstructure is provided, without which bulkhead the pontoon would hang from the underlying (narrower) superstructure, which would result in considerable bending stresses or require an increase in the load-bearing structure, which is disadvantageous in terms of weight and adds to the unsightly individual columns.

Drawings

Further characteristics and advantages of the invention will become better apparent from the detailed description of some preferred embodiments thereof, given by way of non-limiting example with reference to the accompanying drawings, in which:

FIG. 1 shows a schematic perspective view of a pleasure boat, according to a first embodiment of the present invention;

figure 2 shows a schematic perspective view of another angle of the vessel of figure 1;

figure 3 shows a plan view of the vessel of figures 1 and 2;

figure 4 shows a front view of the vessel of figures 1 and 2;

FIG. 5 shows a schematic perspective view of a pleasure boat, according to a second embodiment of the present invention;

fig. 6 shows a plan view of the pleasure boat of fig. 5, wherein the pontoon is not shown for clarity.

Detailed Description

With reference to fig. 1-4, a first embodiment of the pleasure boat of the invention is shown, wherein said pleasure boat is indicated with reference number 1.

The pleasure boat 1 comprises a hull 3, the hull 3 defining therein a bow 3a, a stern 3b and two

sides

3c, 3d connecting the bow 3a and the stern 3b on opposite sides of the hull 3.

The vessel 1 further comprises a deck 5, on which deck 5 a superstructure 7 is arranged for accommodating one or more passenger cabins and/or a cabin of the vessel's main body.

According to the invention, said superstructure 7 is arranged asymmetrically on the deck 5 with respect to the plane of symmetry L of the vessel 1, i.e. a plane perpendicular to the deck 5 and passing through the middle point of the bow 3a and the stern 3 b. In particular, the periphery of the superstructure 7 comprises: a first lateral wall 7c extending a length along the first side 3c of the hull between the bow and the stern and substantially flush with the first side of the hull; a first transverse wall 7a extending from the end of said first lateral wall 7c facing the bow in a direction substantially transverse to the plane of symmetry L of the boat; a second transverse wall 7b extending from the stern-facing end of said first lateral wall 7c in a direction transverse to the plane of symmetry L of the boat; a second lateral wall 7d connecting the ends of the

transverse walls

7a, 7b opposite to the end connecting the first lateral wall 7 c.

The distance between the

lateral walls

7c, 7d of the superstructure 7, in other words the width W' of the superstructure 7, along an axis transverse to the plane of symmetry L of the vessel, is, at each point of the superstructure, smaller than the distance between the

sides

3c, 3d of the hull 3, in other words the width W of the deck 5 along an axis transverse to the plane of symmetry L of the vessel, so that a free lateral passage 9 is left on the deck 5 between the second lateral wall 7d of the superstructure 7 and the second side 3d of the hull 3. The lateral channel has a width sufficient for a person to pass through.

In any case, in order to obtain sufficient space within the superstructure 7, said superstructure will extend from the first side 3c of the hull to the second side 3d of the hull outside the plane of symmetry, at least along a substantial part of its length, in a direction perpendicular to said plane of symmetry L.

Furthermore, for reasons that will become apparent later, it is preferred that the superstructure 7 does not have a uniform width in a direction perpendicular to the plane of symmetry L of the vessel, but a reduced width, i.e. it is conical, at least at the ends in the longitudinal direction.

More specifically, in the preferred embodiment shown in fig. 1 to 4, the superstructure 7 comprises a portion having a reduced width at its end facing the bow. Correspondingly, the width of the first transverse wall 7a is smaller than the width of the second transverse wall 7b in a direction transverse to the plane of symmetry L of the ship, and the second lateral wall 7d comprises 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 ship, and a second portion 7d "extending in an oblique direction and connecting the first portion 7d' of said second lateral wall 7d to said first transverse wall 7 a. In other words, the plan view of said superstructure 7 is of rectangular shape with superimposed bevelled trapezoids, with a smaller base facing the bow (see fig. 3).

This configuration is not limiting and several different variations are possible. For example, the second lateral wall 7d of the superstructure 7 may have a shape curved towards the bow, instead of being formed by two differently oriented portions.

Generally, the width of said first transverse wall 7a along an axis perpendicular to the plane of symmetry L is smaller than the maximum width W "of the superstructure 7, i.e. the maximum distance between the first and second lateral walls of the superstructure along an axis perpendicular to the plane of symmetry L.

From the above, it is evident that the pleasure boat 1 of the invention has a very asymmetrical overall structure.

This asymmetry is clear when the vessel is viewed from the front (or back), i.e. in a direction parallel to the plane of symmetry L (bow-stern direction).

As mentioned above, the asymmetric arrangement of the superstructure 7 has associated practical advantages, in particular if it increases the space available within the structure, compared to a symmetric configuration with lateral passages on both sides ("walk around" configuration). In particular, the internal space of the superstructure 7 of the vessel of the invention is 12-15% larger than in the "walk around" configuration for the same size deck.

However, from an aerodynamic point of view, the asymmetrical configuration of the superstructure 7 causes an imbalance, since the part of the boat between the plane of symmetry L and the side 3c of the hull 3 (i.e. the part completely occupied by the superstructure 7) provides a significantly higher air resistance than the part of the boat between the plane of symmetry L and the opposite side 3d of the hull 3 (i.e. the part only partially occupied by the headspace 7) and generates different turbulences on the two opposite sides of the hull, the higher the speed of the boat, the larger the size of the boat, the greater the effect of this imbalance.

Furthermore, the asymmetric configuration of the superstructure 7 gives the vessel 1 an awkward profile and, aesthetically, an unpleasant impression for the observer.

In order to eliminate this imbalance of the aerodynamic profile and to hide the asymmetrical configuration of the superstructure 7, the pleasure boat 1 of the invention provides bulkheads 11 present on the deck 5, said bulkheads 11 comprising at least one first wall 11a extending from the second side 3d of the hull 3 in a direction substantially transverse to the plane of symmetry L of the boat 1 and substantially coplanar with the first transverse wall 7a of the superstructure 7, and having such a width: the distance d from the end of the first wall 11a of the bulkhead 11 adjacent to the first transverse wall 7a of the superstructure 7 to the plane of symmetry L of the vessel is equal to or less than the maximum distance d' of the second lateral wall 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.

Thanks to this solution, when the ship 1 is viewed from the front, there is no gap between the walls 11a of the bulkheads 11 and the superstructure 7, the bulkheads act as deflector plates, and the ship provides a symmetrical, substantially continuous impact surface to the air, eliminating any imbalance in the aerodynamic profile and thus providing directional stability to the ship.

Furthermore, the presence of the bulkhead 11 reduces the impression of a strong asymmetry in the eyes of the observer and produces a more pleasant impression.

In view of the presence of the bulkheads 11, it is obvious to a person skilled in the art why the superstructure 7 has, at its end facing the bow, i.e. in the vicinity of said first transverse wall 7a, a portion of reduced width: thanks to this arrangement, said lateral passages 9 extend continuously from the stern to the bow, without the need to provide doors or passages in the first wall 11a of the bulkhead 11. More specifically, the lateral channel 9 comprises a first portion 9 'extending in a direction substantially parallel to the plane of symmetry L of the vessel along the first portion 7d' of the second lateral wall 7d, and a second portion 9 "extending in an inclined direction along the second portion 7 d" of the second lateral wall 7 d; the opening 9a of said lateral passage 9 extends towards the bow between the first transverse wall 7a of the superstructure 7 and the first wall 11a of the bulkhead 11, and its distance from the plane of symmetry L of the ship is smaller than the maximum distance between said plane of symmetry L and the second lateral wall 7d of the superstructure 7.

Advantageously, as shown in fig. 3, the opening 9a of said lateral channel 9 is centred with respect to a direction transverse to the plane of symmetry L (i.e. transverse to said plane of symmetry), which further contributes to suppress the asymmetry of the aerodynamic profile of the pleasure boat 1.

It can be seen from fig. 4 that, although the superstructure 7 is arranged asymmetrically, when the pleasure boat 1 of the invention is considered frontally, it is understood that it provides an optimal approximately continuous front surface formed by the sequence of the first transverse wall 7a of the superstructure 7, the second portion 7d "(visible behind the opening 9a of the lateral channel 9) of the second lateral wall 7d of said superstructure, and the first wall 11a of said bulkhead 11.

The opening 9a of said lateral channel 9 can be provided with a door, for example a sliding door or a swinging door, to increase the symmetry of the structure.

In the preferred embodiment shown in fig. 1-4, the bulkhead 11 has a substantially "L" -shaped profile, comprising, in addition to the first wall 11a, a second wall 11b extending along the second lateral face 3d of the hull 3 in a direction substantially perpendicular to the first wall 11a and towards the stern 3 b.

The presence of said second wall 11b helps to "replenish" the air flow along the side 3d of the hull, symmetrically to the air flow that occurs along the opposite side 3c of the hull due to the presence of the lateral wall 7c of the superstructure 7.

Furthermore, the second wall 11b can advantageously hide the access door (not shown in the figures) to the superstructure 7, present in the second portion 7d "of the second lateral wall 7d, from the side of the boat, to an external observer.

Preferably, the bulkhead 11 also comprises a third wall 11c extending parallel to the second portion 7d ″ of the second lateral wall 7d of the superstructure 7 and connecting the free ends of the first and

second walls

11a, 11b of the bulkhead.

Due to this arrangement, the free lateral channel 9 will have a substantially uniform width over its entire length.

Furthermore, the volume enclosed by the walls 11a-11c of the bulkhead 11 can advantageously be used as a storage space, for example for parking equipment and/or safety equipment.

In the embodiment shown in fig. 1-4, the vessel 1 further comprises an overbridge or pontoon 13 covering the superstructure 7 and extending across the entire width of the deck 5 in a direction transverse to the vessel's plane of symmetry L.

Due to the presence of the pontoon 13, the asymmetric arrangement of the superstructure 7 is not visible when the vessel 1 of the invention is viewed from above.

Advantageously, in this embodiment, said bulkheads 11 act as supports for a pontoon 13, near its end facing the bow, on the opposite side of the deck to that on which the superstructure 7 is arranged. A post 15 may be provided for supporting the pontoon 13 near its aft-facing end.

In this embodiment, the bulkhead 11 plays an important structural role, since without it the pontoon 13 would be suspended from the superstructure 7 below it, which would involve associated bending stresses or would require an increase in the load-bearing structure, and thus weight, or an unsightly, separate column.

In the preferred embodiment of the invention, the bulkheads 11 are permanently fixedly mounted on the deck 5.

However, in another embodiment of the invention, the bulkhead may be movably or even detachably mounted on the deck 5.

Reference is now made to fig. 5 and 6, which schematically show a second embodiment of the pleasure boat 1 of the invention.

The second embodiment differs from the previous embodiments in that it provides two

bulkheads

11, 21, one at the bow-facing end of the superstructure 7 and one at the stern-facing end of the superstructure 7.

Due to the presence of the two bulkheads, the vessel will provide a substantially continuous surface at its bow and stern, and the optical impression of a symmetrical surface will be very strong when the vessel is viewed from the front and from the rear.

In this second embodiment, the superstructure 7 is also arranged on the deck 5 in an asymmetrical position, and the width of the superstructure 7 in a direction transverse to the plane of symmetry L of the vessel, i.e. the maximum distance between the

lateral walls

7c, 7d of the superstructure, is smaller at each point of the superstructure 7 than the width of the deck 5 in a direction transverse to the plane of symmetry L of the vessel, leaving a free lateral passage 9 between the second lateral wall 7d of the superstructure 7 and the second side 3d of the hull 3.

In this embodiment, the superstructure 7 comprises a first portion of reduced width at its end facing the bow and a second portion of reduced width at its end facing the stern. Correspondingly, the second lateral wall 7d of the superstructure comprises a first intermediate portion 7d' extending in a direction substantially parallel to the plane of symmetry L of the vessel; extending in an oblique direction and connecting a first portion 7d' of said second lateral wall 7d to a second portion 7d ″ of the first transverse wall 7 a; and a third portion 7d '″ extending in an oblique direction and connecting the first portion 7d' of said second lateral wall 7d to the second transverse wall 7 b. In this embodiment, on said deck 5, a first bulkhead 11 is provided, comprising at least a first wall 11a, said first wall 11a being substantially coplanar with 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, and having such a width: the distance of the end of the first wall 11a of the bulkhead 11 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 of the second lateral wall 7d of the superstructure 7 from said plane of symmetry L; the deck 5 is also provided with a second bulkhead 21 comprising at least a second wall 21a, said second wall 21a being substantially coplanar with 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, and having such a width: the distance of the end of the first wall 21a of the bulkhead 21 adjacent to the second transverse wall 7b of the superstructure 7 from the plane of symmetry L of the vessel is equal to or less than the maximum distance of the second lateral wall 7d of the superstructure 7 from said plane of symmetry L.

The height of the

first wall

11a, 21a of the

bulkhead

11, 21 is preferably equal to the height of the walls 7a-7d of the superstructure 7. Thus, the lateral channel 9 will extend continuously from the stern to the bow and comprise 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 along the second and third portions 7d ", 7 d"', respectively, of said second lateral wall 7 d. The distance between the bow and

stern facing openings

9a, 9b of the lateral channels 9 and the plane of symmetry L of the vessel will be less than the maximum distance between the second lateral wall 7d of the superstructure 7 and the plane of symmetry L.

As a result, despite the asymmetric arrangement of the superstructure 7, the viewer will get the impression of a continuous surface when viewing the pleasure boat 1 of the invention from the front or from the back.

In this embodiment, each

bulkhead

11, 21 also has a substantially "L" -shaped profile and comprises, in addition to the

first wall

11a, 21a, a

second wall

11b, 21b extending along the second side 3d of the hull 3 towards the centre of the superstructure 7, i.e. towards the stern and the bow respectively, in a direction substantially perpendicular to the

first wall

11a, 11 b. Preferably, each

bulkhead

11, 21 also comprises a

third wall

11c, 21c connecting the free ends of the walls of each respective bulkhead and defining a respective closed volume that can advantageously be used as a storage space.

In this embodiment, the

bulkheads

11, 21 are also permanently fixedly mounted on the deck 5, but in other embodiments they may be movably or even detachably mounted on the deck 5.

If the vessel 1 comprises a pontoon 13 covering the superstructure 7 and extending across the entire width of the deck 5 in a manner transverse to the vessel's plane of symmetry L, the

bulkheads

11, 21 serve as supports for the pontoon 13 at the stern and bow, so that it is not suspended from the superstructure below, and there is no need for separate columns or for adding corresponding load-bearing structures, which would add weight.

With particular reference to fig. 6, which provides some preferred proportions between the different elements of the ship of the invention (in particular the superstructure 7 and bulkheads 11, 21), these proportions should in no way be considered limiting:

the ratio between the distance of the end of the first transverse wall 7a of said superstructure 7 to the plane of symmetry L (section ED in fig. 6) and the corresponding distance of the second side 3d of the hull 3 to the plane of symmetry L (section EB in fig. 6) is 0.3-0.6; said ratio can be considered as "asymmetry index" of the ship structure of the invention;

the minimum width of the first wall 11a of said bulkhead 11 is equal to the distance between the second side 3d of the hull 3 and the projection on the first wall 11a of said bulkhead 11 of the point (a) at which the second lateral wall 7d of the superstructure 7 is the farthest from the plane of symmetry L, i.e. corresponds to the section a' B in fig. 6; the width of the first wall 11a of the bulkhead 11 (segment CB 'in fig. 6) is preferably equal to the minimum width plus a so-called "cover factor" (segment CA' in fig. 6);

said "coverage factor" (section CA' in fig. 6) is preferably equal to 15-40% of the distance between the end of the first transverse wall 7a of the superstructure 7 and the projection on the first wall 11a of the bulkhead 11 of the point (a) of the second lateral wall 7d of the superstructure 7 which is the farthest from the plane of symmetry L;

the angle a formed between the second inclined portion 9 "of the lateral channel 9 and the first portion 9' of the lateral channel, i.e. the plane of symmetry L of the vessel 1, is preferably equal to 20-45 °;

the ratio between the width b1 of the second inclined portion 9 "of the lateral channel 9 and the width b of the first portion 9' of the lateral channel is preferably 0.9-1.1.

A similar ratio may also be provided for the second bulkhead 21.

From the above it is evident that the pleasure boat of the invention achieves the above mentioned objects and combines the practical advantages deriving from the asymmetric arrangement of the superstructure with a substantially symmetrical aerodynamic profile, as well as a good directional stability and a pleasant appearance.

It will be evident to those skilled in the art that the detailed description provided above is given by way of non-limiting example and that several modifications and variations are possible without departing from the scope of protection defined by the appended claims.

Claims

1. A pleasure boat (1) comprising:

-a hull (3) comprising a bow (3a), a stern (3b), a plane of symmetry (L) and two sides (3c, 3d) connecting the bow (3a) to the stern (3b) on opposite sides of the hull with respect to the plane of symmetry (L);

a deck (5) substantially perpendicular to said plane of symmetry;

-a superstructure (7) arranged on said deck (5), the periphery of said superstructure comprising a first lateral wall (7c) extending at a first side (3c) of said hull in a direction substantially parallel to a symmetry plane (L) of said pleasure boat and substantially flush with said first side of said hull; a first transverse wall (7a) extending from the end of said first lateral wall (7c) towards the bow (3a) in a plane substantially transverse to the plane of symmetry (L) of the pleasure boat; a second transverse wall (7b) extending from the end of said first lateral wall (7c) towards the stern (3b) in a plane substantially transverse to the plane of symmetry (L) of the pleasure boat; and a second lateral wall (7d) connecting the ends of said first and second transverse walls (7a, 7b) opposite to the end connecting said first lateral wall (7 c);

wherein the width (W') between the first and second lateral walls (7c, 7d) of the superstructure along an axis perpendicular to said plane of symmetry is smaller than the width (W) between said first and second lateral sides (3c, 3d) of the hull along the same axis, so as to define a lateral passage (9) between said second lateral wall (7d) of the superstructure (7) and said second lateral side (3d) of the hull (3), said lateral passage (9) extending continuously from the stern (3b) to the bow (3 a);

-the width of at least a first transverse wall (7a) of the superstructure along an axis perpendicular to the symmetry plane is smaller than the maximum width (W ") between the first and second lateral walls (7c, 7d) of the superstructure;

the method is characterized in that: -at least one bulkhead (11) is provided on the deck (5), comprising at least a first wall (11a) extending from a second lateral side (3d) of the hull (3) and substantially coplanar with the first transverse wall (7a) of the superstructure, wherein the first wall (11a) of the bulkhead (11) has such a width along an axis perpendicular to the plane of symmetry (L): the distance (d) from the symmetry plane (L) of the end of the first wall (11a) of the bulkhead (11) close to the first transverse wall is equal to or less than the maximum distance (d') between the second lateral wall (7d) of the superstructure (7) and the symmetry plane (L), the transverse walls (7a, 7b) and the lateral walls (7c, 7d) of the superstructure (7) each having the same height, and the height of the first wall (11a) of the bulkhead (11) being substantially the same as the height of the walls (7a-7d) of the superstructure.

2. A pleasure boat (1) according to claim 1, characterized in that: the superstructure (7) has a portion of smaller width in the vicinity of the first transverse wall (7 a).

3. A pleasure boat (1) according to claim 1, characterized in that: the bulkhead (11) also comprises a second wall (11b) extending towards the stern (3b) in a direction substantially orthogonal to the first wall (11a) of the bulkhead and substantially aligned with the second side (3d) of the hull.

4. A pleasure boat (1) according to claim 1, characterized in that: -a second bulkhead (21) is also provided on the deck (5), the second bulkhead (21) comprising at least a first wall (21a) extending from a second lateral side (3d) of the hull (3) and substantially coplanar with the second transverse wall (7b) of the superstructure (7), wherein the first wall (21a) of the second bulkhead (21) has such a width along an axis perpendicular to the plane of symmetry (L): the distance (d) of the end of the first wall (21a) of the second bulkhead (21) close to the second transverse wall from the plane of symmetry (L) is equal to or less than the maximum distance (d') between the second lateral wall (7d) of the superstructure (7) and the plane of symmetry (L).

5. A pleasure boat (1) according to claim 4, characterized in that: the transverse walls (7a, 7b) and the lateral walls (7c, 7d) of the superstructure (7) each have the same height, and the height of the first wall (21a) of the second bulkhead (21) is substantially the same as the height of the walls (7a-7d) of the superstructure.

6. A pleasure boat (1) according to claim 4, characterized in that: the superstructure (7) has a second portion of smaller width in the vicinity of the second transverse wall (7 b).

7. A pleasure boat (1) according to claim 4, characterized in that: the second bulkhead (21) also comprises a second wall (21b) extending towards the bow (3a) in a direction substantially orthogonal to the first wall (21a) of the bulkhead and substantially aligned with the second side (3d) of the hull.

8. A pleasure boat (1) according to claim 3, characterized in that: the bulkhead (11) also comprises a third wall (11c) connecting the free ends of the first and second walls (11a, 11b) of the bulkhead.

9. A pleasure boat (1) according to claim 7, characterized in that: the second bulkhead (21) also comprises a third wall (21c) connecting the free ends of the first and second walls (21a, 21b) of the bulkhead.

10. A pleasure boat (1) according to any of claims 1 to 9, characterized in that: the bulkhead (11) and, if provided, also the second bulkhead (21) are permanently fixedly mounted on the deck (5).

11. A pleasure boat (1) according to any of claims 1 to 9, characterized in that: the bulkhead (11) and, if provided, also the second bulkhead (21) are movably and/or detachably mounted on the deck (5).

12. A pleasure boat (1) according to any of claims 1 to 9, characterized in that: the pleasure boat (1) comprises a pontoon (13) covering the superstructure and extending across the entire width of the deck (5) in a plane of symmetry (L) transverse to the pleasure boat, wherein the bulkhead (11) and, if provided, a second bulkhead (21) also comprise a second bulkhead (21) serving as a support for the pontoon (13).