SAILING YACHT HAVING A HEELING HULL BODY PART AND HAVING A NON-HEELING HULL BODY PART, IN PARTICULAR COMBINABLE SAILING YACHT AND MOTORBOAT MODULAR SYSTEM

Abstract

It is an object of the invention to create a sailing yacht having a heeling hull body part and a non-heeling hull body part, which sailing yacht, with regard to the heeling hull body part, can be sailed in the conventional manner and, with regard to the non-heeling hull body part, ensures all the clear advantages of a substantially horizontally-remaining alignment when used preferably as a cabin, galley and/or cockpit, and which sailing yacht thereby offers the greatest possible comfort when sailing, in particular when residing below deck, and can be converted in a simple manner into a pure motorboat. The object is achieved according to the invention in that both the mast (2) and also the keel (3) are in each case arranged so as to be rigidly connected to the first, heeling hull body part (1.1), and in that the first hull body part (1.1) which supports the mast-keel combination (2,3) is articulatedly connected to the non-heeling, second hull body part (1.2), which does not support a mast-keel combination, by means of a revolute joint (4), which is preferably formed as a double-ring rolling bearing, so as to be pivotable by a rotational angle (a) about the bow-stern axis (L).

Description

The invention relates to a novel type of sailing yacht according to the generic clause of claim 1, in particular a sailing yacht having a heeling and simultaneously a non-heeling hull body part.

Yachts or keel boats are provided with a rigid keel below the hull to serve as lateral resistance, the said keel normally being equipped with low lying ballast. This causes the center of gravity to be situated below the water surface. The more a yacht then leans (heels) towards the side due to the wind forces acting thereon, the more the righting force or a righting torque are acting in their turn as well, as a result of which a keel yacht can, in principle, not capsize. As soon as a yacht heels, the heeling resistance, on the other hand, as partial resistance of the wave resistance and thus also the total resistance of the yacht reducing the velocity, increases. A heeling angle above about 20° already increases the heeling resistance of yachts to a rather considerable degree. Ideally, a yacht should therefore be sailed as upright as possible.

In order to reduce heeling, the state of the art proposes various devices, in particular those which, like swivel keels or swivel masts, result in a partial decoupling from the hull of force components acting on keels, masts or keel-mast combinations.

German Utility Model DE 200 10 896 U1 discloses a vessel comprising a rod structure in the form of a box kite, provided radial-symmetrically in relation to a horizontal central axis and equipped with floating bodies, wherein a gondola serving as a passenger cell or load-receiving cell is pivotally so mounted in relation to the structure that it maintains its vertical position without heeling in the event of wind force-related, heeling rotary movements of the structure about the central axis. In the possible event of capsizing, the rod structure, due to its radial-symmetrical configuration, pivots into the next, stable position of equilibrium. By means of at least one control member provided on the structure, heeling or even capsizing of the passenger cell swinging in pendulum fashion above the water, substantially free of any rotary movements, is therefore effectively counteracted.

From German Published Specification DE 198 25 930 a sailing vessel is known for example, wherein mast and keel are articulatedly mounted about the bow-stem longitudinal axis on a joint bearing between two hull bodies positioned one behind the other in the bow-stem longitudinal axis. As a result thereof, the mast-keel-combination is decoupled from the hull in the event of wind forces acting thereon, i.e. with regard to transverse forces acting thereon, as a result of which only the mast-keel combination heels while the hull remains substantially horizontal as well as experiencing only a forward propulsion.

However, the disadvantage in this case is that cabin spaces possibly accommodated in the two hull bodies cannot be accessed below deck alternately from one to the other, due to the hull separation, as well as that the character, particularly of a sailing yacht sailable for sports purposes is entirely lost. Individual trimming of the sails by a crew counteracting heeling by weight-shifting is no longer possible.

It is the object of the invention to create a sailing yacht having a heeling hull body part and a non-heeling hull body part, which sailing yacht, with regard to the heeling hull body part, can be sailed in the conventional manner and, with regard to the non-heeling hull body part, ensures all the clear advantages of a substantially horizontally-remaining alignment when used preferably as a cabin, galley and/or cockpit, and which sailing yacht thereby offers the greatest possible comfort when sailing, in particular when staying below deck, and can be converted in a simple manner into a pure motorboat.

Proceeding from a sailing yacht according to the genus, comprising two hull body parts according to the generic clause of claim 1, this object is attained according to the invention in that both the mast and the keel are in each case arranged so as to be rigidly connected to the first hull body part and in that the first hull body part which supports the mast-keel combination is articulatedly connected to the second hull body part which does not support a mast-keel combination, by means of a revolute joint so as to be pivotal by a rotational angle a about the bow-stem axis.

The design of a sailing yacht according to the invention thus permits part of the crew to sail the sailing yacht in the conventional manner, i.e., in particular, to perform all sailing maneuvers, while further crew members or comfort-loving guests can make use of the undeniable advantages of a non-heeling hull body part, e.g. in the form of a steering cockpit, dining galley and/or sleeping cabin, which remains horizontal even when sailing in strong winds and would not be affected by the latter at all, not even in the event of capsizing or turtle-capsizing of the heeling body part if, as is normal for a hull body part, utility spaces, in the present case, are arranged within the non-heeling second hull body part. The teachings according to the invention furthermore render completely redundant a conventional cardanic suspension or an articulatedly-arranged mounting of appliance and equipment objects, in particular stoves or berths.

Preferably, the first hull body part is designed as forebody on the bow side while the second hull body part is designed as afterbody on the stem side, both being interconnected by a revolute joint. In a sailing yacht having e.g. three hull body parts connected by revolute joints, the heeling first hull body part may, however, be configured as a middle-body, while the forebody and afterbody are designed as non-heeling second hull body parts. In this case, any desired combinations of the overall hull body part consisting of the first and second hull body parts are conceivable; the heeling hull body parts being able to swivel about the non-heeling second hull body parts, supporting, in particular, utility spaces.

The revolute joint according to the invention, connecting the first hull body part to the second hull body part in an articulated manner is advantageously designed as a suitably-dimensioned and configured double-ring rolling bearing, in particular as a ball bearing, cylinder bearing or conical roller bearing absorbing axial and/or radial forces, a first outermost ring being fitted to the first hull body part, preferably in the region of the ribs, and a second innermost ring being fitted to the second hull body part. Instead of the first outermost ring or the second innermost ring, it is also possible to advantageously use circular-cylindrical bodies, in particular, in order to increase the stability of the joint and/or to render possible or form in a constructively improved manner, through the double-ring rolling bearing, an optimally accessible passageway between the utility spaces accommodated inside the respective first and second hull body parts.

According to a particularly advantageous first embodiment, the second hull body part is designed as a plug-in module, the second hull body part being provided with a plug-in stud positioned on an outwards-facing part located in the bow-stem longitudinal axis, which engages into a plug-in bush internally formed on the first hull body part located in the bow-stem longitudinal axis and utility spaces being provided in the interior of the second hull body part, such as e.g. a sleeping cabin, a steering cockpit or a dining galley. In this context, a forebody of the second hull body part embracing an anteroom of a utility space, projecting on the bow side into a corresponding rebate of the first hull body part, fixed to parts of the second, inner revolute joint ring, is preferably formed by means of one of the cylindrical bodies of rotation flanged to that inner revolute joint ring on the bow side and a rear space of the utility space provided on the stem side thereof likewise being fixed to parts of the second, inner revolute joint ring, is preferably formed by means of one of the cylindrical bodies of rotation flanged to that inner revolute joint ring on the stem side. A passageway between the anteroom and the rear space of the so joined utility space is thus ensured with optimal headroom via the ring aperture provided in the interior of the second innermost ring. In this manner, non-heeling second hull body parts, e.g. of various types, designed individually, utility space-specifically as well as independently of the first hull body part, may be fitted into heeling first hull body parts in modularized form according to the principles of an “articulated truck”.

Particularly advantageously, the second hull body part includes a drive motor means and can be decoupled from the first hull body part. Combined with a plug-on motorboat bow part, it can thus be converted into a pure motorboat in a very simple manner.

Due to its entirely self-contained, watertight and seaworthy construction, the rear hull body part, decoupled from the bow section of the sailing yacht, with complete cabin, motor and rudder station as well as combined with a modularisedly-interchangeable, plugged-on rigid front bow part without rigging and keel (i.e. without the “articulated” part) thus forms a high-performance motorboat. The foremost first hull body part is left at the mooring site or on land and can at any time be returned by conventional, technically simple coupling and decoupling measures.

Even without the bow part, the rear hull body part is perfectly functional and thus also to be considered as an autonomous self-rescue vessel for any emergency situation in that e.g. the front sail bow section, in the event of sea damage, capsizing and breakage or running aground, can simply be abandoned and released. Calling for external help would thus not be absolutely necessary in such situations.

The multitude of possibilities, inter alia through quality and size of the rear module and the absolutely unrestricted ability for both conventional types of propulsion (motor or sail) in water thus result in a novel combination vessel which can be used in many different ways.

In an advantageous further development of the above-cited embodiment, the utility space formed within the second hull body part is configured to be separate and, in addition, mounted freely pivotally by way of at least two revolute joints positioned in the bow-stem axis L on internally-located bearing members of the second hull body part. In this case, the anteroom of the utility space provided on the bow side is accommodated in a correspondingly oriented rebate on the bow side of the second hull body part and the rear space of the utility space provided on the stem side behind the revolute joint is accommodated in a corresponding rebate of the second hull body part situated on the stem side, the exterior wall of the utility space being arranged in spaced apart relationship to the inner wall of the second hull body part for purposes of allowing relative rotation. Due to the double revolute joint mounting of the utility space brought about as a result of the aforegoing, heeling effects are no longer to be expected, particularly if additional ballast is provided in the floor of the utility space and/or if additional, electronically-controlled, horizontally-aligning servomotors counteract any remaining heeling forces, conducted away via the bearings due to inertia.

According to the invention it is furthermore particularly advantageous—for purposes of embracing in furcate and annular manner the central region of the planking of the vessel deck of the first hull body part—to not arrange the mast conventionally vertically in the center as a mast pole penetrating the planking and terminating in the keel, but to make provision for the mast to be of furcate configuration and to be fixed to a first furcation limb of the mast in the region of the outer wall on the port side of the first hull body part and a second furcation limb of the mast, respectively, in the region of the outer wall on the starboard side of the first hull body part for purposes of a non-positive connection between mast and keel. This, on the one hand, creates additional free space in the interior region of the planking on deck as well as in the interior of a utility space accommodated within the first hull body part without interference by the mast pole, while, on the other hand, the bending moments engaging on the mast are diverted into the hull body and further into the keel in a mechanically and statically more favorable manner via the board walls, in particular via the ribs or parts of outermost rings of double-ring rolling bearings acting as ribs. Preferably, the mast is rigidly and in one piece connected to the outermost rings of double-ring rolling bearings provided in the rib region as well as to the keel. In this manner, via the outermost ring of a double-ring rolling bearing additionally acting as a force-diversion ring, the forces acting on the mast are diverted most effectively circularly around a utility space accommodated in the interior of the hull body and are then conducted into the keel. Moreover, passing vertical mast-keel-forces rectilinearly through the completely decoupled, continuous interior space according to the first embodiment in accordance with the “articulated truck-principle” would in any case be impossible.

In a statically and bending-mechanically advantageous manner, the furcation limbs of the mast are configured initially with a continuous concavity on the lee side and windward side below a furcation region of the mast in outward direction of the vessel and with a continuous convexity above the respective fixation regions of the furcation limbs of the mast inwardly towards the vessel. Due to this novel load transmission principle the load input and flow of forces from the mast via the mast limbs into the hull body or into parts co-acting as ribs of the outermost ring of the double-ring rolling bearing revolute joint can take place continuously, thus reducing the risk of mast breakage as well.

For reasons of the modularized design, the upper portion of the mast is advantageously fitted into a mast fixation member provided above the furcation region of the mast and is thus interchangeably removable.

For reasons of overall trimming, the keel rigidly connected to the first hull body part and preferably weighted down by ballast may advantageously also pass underneath the adjoining second hull body part, in which context on the second hull body part as well, at least one further separate additional keel may be provided on which also a rudder blade and/or propelling screw may be provided.

According to a second embodiment according to the invention, the second hull body part may be designed as a utility space accommodated preferably essentially inside the peripheral dimensions of the first hull body part, in particular as a sleeping cabin, cockpit or dining galley, in which case the cabin or the cockpit or the galley are pivotally mounted on parts of the first hull body part, preferably by way of at least one revolute joint and/or a plug-in connection preferably likewise designed as a rolling bearing. As a result thereof, the cited living spaces are completely decoupled from wind forces acting on the yacht and thus always remain in horizontal orientation, in particular if in the second hull body part, designed as a living space, additional stabilizing ballast is provided on the bottom side, preferably a stabilizing ballast plate, e.g. consisting of concrete.

The pivotal movement brought about by the revolute joint between the first hull body part and the second hull body part can be stopped by way of an insertable arresting device so that conventional sailing as well, not affected by the vessel construction according to the invention, is now possible again with an overall classically heeling sailing yacht.

The relative pivotal movement brought about due to heeling by way of a revolute joint between the first hull body part and the second hull body part or between the second hull body part and a utility space provided separately in the second hull body part can be controlled or regulated by way of appropriately designed servomotors in such a manner that the second hull body part and/or the utility space always remain completely non-heeling, i.e. absolutely horizontal. This offers additional, considerably greater comfort, in particular for guests of a yacht which is simultaneously being sailed as a sports yacht.

Examples of embodiments according to the invention are elucidated and described in more detail in what follows by way of the Figures.

FIG. 1 shows the schematic view of the sailing yacht according to the invention without wind forces acting thereon during a lull.

FIG. 2 shows the schematic view of the sailing yacht according to the invention with wind forces acting thereon with rotated forebody and non-rotated afterbody.

FIG. 3 shows the schematic view of a first embodiment, including section line A-A of the sailing yacht according to the invention comprising an afterbody mounted in a non-heeling manner according to the plug-in module principle.

FIG. 3 a shows the schematic view of a further development of the first embodiment, including section line A-A of the sailing yacht according to the invention comprising an afterbody mounted in a non-heeling manner according to the plug-in module principle and a mast system furcated and curved 4-fold by individual mast profiles.

FIG. 4 shows the first hull body part designed as a heeling forebody according to the first embodiment.

FIG. 5 shows the second hull body part designed as a non-heeling afterbody according to the first embodiment.

FIG. 5 a shows the combination of the second hull body part designed as a non-heeling afterbody according to the first embodiment with a front motorboat bow part fitted rigidly and in interchangeable manner.

FIG. 6 shows a sectional view of the first embodiment according to section line A-A in FIG. 3.

FIG. 6 a shows a sectional view of the further development of the first embodiment with 4-fold furcated and curved mast system according to section line A-A in FIG. 3a.

FIG. 7 shows the schematic view of a second embodiment of the sailing yacht according to the invention with a second hull body part mounted in non-heeling manner in the interior of the first hull body part and designed as a cabin.

FIG. 8 shows a sectional view of the sailing yacht with a non-heeling cabin according to the second embodiment according to section line B-B in FIG. 7 during a lull.

FIG. 9 shows a sectional view of the sailing yacht with a non-heeling cabin according to the second embodiment according to section line B-B in FIG. 7 with wind acting thereon.

FIG. 1 shows the schematic view of the sailing yacht according to the invention comprising a hull body 1 and deck superstructures 8 without wind forces acting thereon during a lull.

A first hull body part 1.1 is designed as forebody on the bow side and a second hull body part 1.2 is designed as afterbody on the stem side, both being interconnected by way of a double-ring rolling bearing 4 forming a revolute joint. The revolute joint articulatedly connecting the first hull body part 1.1 to the second hull body part 1.2 takes the form of a suitably dimensioned and designed double-ring rolling bearing 4, designed in the present case as a conventional ball bearing, a first outermost ring 4.1 being fitted to the first hull body part 1.1, preferably in the region of the ribs and a second innermost ring 4.2, arranged concentrically to the first outermost ring 4.1, being fixed to the second hull body part 1.2. Between the concentrically arranged rings 4.1, 4.2 with ground ball tracks, balls are rolling which are kept in spaced apart relationship in a ball cage so as not to rub against one another. Instead of the first outermost ring 4.1 or the second innermost ring 4.2 circular-cylindrical bodies may advantageously also be used in order to increase the stability of the joint and in order to permit a simpler construction of a passageway between the hull body parts 1.1, 1.2 through the space located within the second innermost rings 4.2.

Instead of rolling bearing rings 4.1, 4.2, e.g. two gearwheel rims annularly stable one inside the other are, inter alia, likewise conceivable from a constructional point of view, which, due to their design-related high friction resistance would, however, in any event require an adjusting, electronically-controlled electromotor drive means for the horizontal orientation of the inner afterbody on the stem side. A basic requirement is in any event a design based on watertight as well as lime-free and mussel-infestation-free joint technology.

For purposes of embracing in furcate manner the central region of the deck planking of the vessel of the first hull body part 1.1, a mast 2 is not provided conventionally vertically in the center as a mast pole on the planking, but is of furcate configuration, the mast 2 carrying a sail 6 being fixed to a first furcation limb 2.1 of the mast in the first fixation region 2.1.1 of the mast limb of the outer wall on the starboard side of the hull body part 1.1 and to a second furcation limb 2.2 of the mast in the second fixation region 2.1.2 of the mast limb of the outer wall on the starboard side of the hull body part 1.2, in each case on parts of the outermost ring 4.1. This brings about, on the one hand, free space in the interior region of the planking while, on the other hand, bending moments acting on the mast 2, due to the fork-shaped furcation in a furcation region 2.3 of the mast, are induced into the hull body in a mechanically more advantageous manner via the board walls, in particular via the ribs.

The mast limbs 2.1, 2.2 may extend towards the outermost ring 4.1, positioned in the rib region in a planar fashion, as in the present case, or also in the form of individually fanned out fastening struts.

In a statically and bending-mechanically advantageous manner, the furcation limbs 2.1, 2.2 of the mast 2 below the furcation region 2.3 of the mast are configured initially with a continuous concavity in outward direction of the vessel and above the respective fixation regions 2.1.1, 2.2.1 of the respective mast limbs with a continuous convexity inwardly towards the vessel. Due to this load transmission principle the flow of forces and load input from the mast 2 via the mast limbs 2.1, 2.2 into the hull body 1.1 or into parts co-acting as ribs of the outermost ring 4.1 of the double-ring rolling bearing revolute joint can take place continuously, the risk of mast breakage therefore being reduced.

Below the first hull body part 1.1 a keel 3 is rigidly fitted which, over and beyond the region of the revolute joint 4 passes underneath the second hull body part 1.2. On the second hull body part 1.2 additionally a further, preferably ballast-weighted keel 5 is fixed, which may, however, also take the form of a sword. A control rudder blade is fitted to the latter.

FIG. 2 shows the schematic view of a first embodiment of the sailing yacht according to the invention with wind forces acting thereon, the heeling forebody being rotated and the non-heeling afterbody not being rotated.

The pivotal movement about a bow-stem longitudinal axis L brought about by the revolute joint 4 between the first hull body part 1.1 and the second hull body part 1.2 can be prevented by an arresting device so that conventional sailing as well, not affected by the vessel construction according to the invention, becomes then possible, after locking has been performed, using a sailing yacht in an overall heeling state.

FIG. 3 shows the schematic view of a first embodiment, including section line A-A of the sailing yacht according to the invention with a cabin accommodated in a non-heeling manner according to the plug-in module principle. The sailing yacht is composed of a first hull body part 1.1, designed as a heeling forebody, according to FIG. 4, as well as of an afterbody designed as a non-heeling second hull body part 1.2 according to FIG. 5, being joined in the region of a plug-in connection 9 as well as in the region of the double-ring rolling bearing 4.

FIG. 3 a shows the schematic view of a further development of the first embodiment, including section line A-A of the sailing yacht according to the invention comprising an afterbody, mounted in non-heeling manner, according to the plug-in module principle and comprising a mast system, altogether furcated four-fold and curved to the rear by two first mast profiles 2.1.01 provided on the starboard side as well as by two second mast profiles 2.1.02 provided on the port side in mirror-image fashion to the aforegoing.

The furcation limbs 2.1, 2.2 of the mast are in the present case each composed of two individual mast profiles 2.1.01, 2.1.02. The respective spacing between the individual mast profiles of the mast profiles provided separately and spaced apart in the fixation regions 2.1.1, 2.2.1 of the mast limbs, tapers continuously in the direction towards the tip of the mast and conically until the mast profiles mutually terminate in the furcation region 2.3 of the mast in the upper region of the mast 2. The mast profiles are rearwardly convexly curved. In the furcation region 2.3 of the mast a revolute joint 2.3.1 is provided, to which with its upper end a swivel mast 2.3.2 is articulatedly connected. The lower end of the swivel mast 2.3.2 is fitted to a fixation member 15 which is guided laterally slidably, but adapted to also be locked, on a cross member 14 formed as a cross beam and having a concave curvature in accordance with the radial length of the swivel mast 2.3.2. The cross member 14 is fixed between the two mast profiles 2.1.01, 2.1.02 by way of respective cross member mounting brackets 16. The cross member mounting brackets 16 may also be designed to be slidable and lockable along the mast profiles 2.1.01, 2.1.02. In the fixation member 15 is also fitted the boom linkage (gooseneck) 6.1 of the main sail 6. The front portion of the sail of the main sail 6 is guided over the entire region of the swivel mast 2.3.2 in a groove of the swivel mast 2.3.2.

Thus a mobile and controllable main sail gooseneck 6.1 has advantageously been brought about, which is able to considerably positively influence in particular the tolerance for windward conditions of a sailing vessel due to the improved relative positioning of the sail pressure point and lateral pressure point in the event of heeling.

In the event of heeling, the lower edge of the main sail (or the main boom) for example, can be placed vertically over the central axis of the hull to a significantly improved extent.

The cross member 14 together with the displaceable fixation member 15 thus does not only open up novel trimming possibilities of the sailing yacht according to the invention, but also serves as a type of lattice girder for statically stabilizing the furcated mast support system. Fitting the cross member 14 thereby considerably reduces the required cross-sections for the mast profiles 2.1.01, 2.1.02 and, consequently, the weight of the entire mast system.

The mast 2 over its entire length may consist of two, or, statically advantageously, also four assembled mast profile parts, wherein, from a structural point of view, in each case the usual possibilities for accommodating the main sail as well as corresponding rope guiding means are provided. The mast 2, up to the furcation point in the upper mast portion, may, however, also be designed as a plug-on, single whole profile in the conventional sense.

Due to the rearwardly curved overall configuration of the mast 2, pre-tensioning of the entire mast is brought about, which facilitates e.g. handling for a temporarily possible separation of the afore-mentioned dual hull-variant, since a stem stay may be dispensed with. As a result of the mast system according to the invention a front stay as well as lateral tensioning shrouds are superfluous as well.

FIG. 4 shows the first hull body part 1.1 designed as a heeling forebody according to the first embodiment. The first hull body part 1.1 comprises a first outermost ring 4.1 of the double-ring rolling bearing 4 fixed to the first hull body part 1.1 as well as a plug-in bush 9.2 internally formed on the first hull body part 1.1, into which the plug-in stud 9.1 provided on the second hull body part 1.2 engages. In addition, a rebate 11 is provided on the bow side, intended for accommodating the forebody embracing an anteroom 10.1 of a utility room 10 of the first hull body part 1.1

FIG. 5 shows the second hull body part 1.2, designed as a non-heeling afterbody, according to the first embodiment comprising on the parts thereof an innermost ring 4.2 of the double-ring rolling bearing 4. In the interior of the second hull body part 1.2 a utility room 10 comprising an anteroom 10.1 as well as a rear space 10.2 is provided which may typically be individually adapted, in particular as a sleeping cabin and/or steering cockpit and/or as dining galley. An additional keel 5, including a rudder blade, is likewise provided.

FIG. 5 a shows the combination of the second hull body part 1.2, designed as a non-heeling afterbody according to the first embodiment, including an interchangeable front motorboat bow part 18 which has been rigidly fitted and fixed. The required motor drive means on the second hull part body 1.2 is not shown.

FIG. 6 shows a sectional view of the first embodiment according to section line A-A in FIG. 3. The mast 2 is fitted in a mast mounting 2.4 in an interchangeable and releasable manner.

FIG. 6 a shows a sectional view of the further development of the first embodiment comprising a four-fold furcated and rearwardly curved mast system according to section line A-A in FIG. 3a.

FIG. 7 shows the schematic view of a second embodiment, including section line B-B of the sailing yacht according to the invention, comprising a second hull body part 1.2 accommodated without heeling in the interior of the first hull body part 1:1 and designed as a sleeping cabin.

In this context, the second hull body part 1.2 is designed as a utility space, in particular as a sleeping cabin, steering cockpit or dining galley accommodated essentially inside the peripheral dimensions of the first hull body part 1.1, the cabin, cockpit or galley being articulatedly mounted on parts of the first hull body part 1.1 by way of a revolute joint designed as a double-ring rolling bearing 4 as well as by way of a plug-in connection taking the form of a ball bearing and pivotally mounted about the bow-stem longitudinal axis L. In this context, a plug-in stud 9.1 engages into a plug-in bush 9.2 and the stem region configured as utility space of the second hull body part 1.2 is fitted to the second innermost ring 4.2 of the double-ring rolling bearing 4, whereas the first outermost ring 4.1 of the double-ring rolling bearing 4 is fixed to parts of the first hull body part 1.1. As a result, the second hull body part 1.2 designed as utility space 10, is completely decoupled from wind forces acting on the yacht, thus always remaining in horizontal orientation, in particular since in the second hull body part 1.2, additional stabilizing ballast 7 on the bottom side, e.g. a stabilizing ballast plate of concrete and/or a motor-driven adjusting device is/are provided on the revolute joint.

FIG. 8 shows the sectional view of the sailing yacht according to the second embodiment according to section line B-B in FIG. 7 during a lull. The combination of mast 2 and keel 3 provided on the first hull body part 1.1 does not heel in relation to the second hull body part 1.2 designed as living space, including access door 13.

FIG. 9 shows a sectional view of the sailing yacht with the cabin mounted in non-heeling manner according to the second embodiment, with wind acting thereon. The combination of mast 2 and keel 3 provided on the first hull body part 1.1 heels by a heeling angle a in relation to the non-heeling second hull body part 1.2 designed as living space, including access door 13.

According to the invention it is thus possible to keep parts of the hull of a sailing yacht, in particular utility or living spaces such as steering cockpits, sleeping cabins or cooking galleys, in a completely non-heeling condition, while being able to simultaneously sail the yacht, as usual, as a sports sailing yacht.

In addition, it is possible to convert the sailing yacht in a simple manner into a pure motorboat without tackle and rigging.

LIST OF REFERENCE NUMBERS

1. Hull body

1.1 First hull body part

1.2 Second hull body part

2. Mast

2.1 First furcation limb of mast

2.2 Second furcation limb of mast

2.1.1 Fixation region of first mast limb

2.2.1 Fixation region of second mast limb

2.1.01 First starboard mast profiles

2.1.02 Second port mast profiles

2.3 Furcation region of mast

2.3.1 Revolute joint

2.3.2 Swivel mast

2.4 Mast mounting

3 Keel

4 Double-ring rolling bearing as revolute joint

4.1 First outermost ring of 4

4.2 Second innermost ring of 4

4.3 Ring aperture

5 Additional keel

6 Sail

6.1 Boom linkage (gooseneck)

7 Stabilizing ballast

8 Deck superstructures

9 Plug-in connection

9.1 Plug-in stud

9.2 Plug-in bush

10 Utility space

10.1 Anteroom on bow side

10.2 Rear space on stem side

11 Rebate in 1.1

12 Rebate in 1.2

13 Access door to utility space 10

14 Cross member

15 Fixation member for main sail boom 17 and boom linkage (gooseneck) 6.1

16 Cross member mounting bracket

17 Main sail boom

18 Motorboat bow portion

L Bow-stem axis

Claims

1. Sailing vessel, in particular sailing yacht having a hull body (1) extending longitudinally in the direction of the axis (L) between bow and stern, having at least one first hull body part (1.1) and at least one second hull body part (1.2) as well as having at least one mast-keel combination (2, 3) comprising a mast (2) above the constructional water line of the hull body (1) and a keel (3) provided below the constructional water line of the hull body (1), the mast (2) and the keel (3) being rigidly non-positively interconnected and wherein the mast-keel combination (2, 3) is articulatedly connected by way of a revolute joint in relation to at least one of the hull body parts (1.1, 1.2), wherein the mast (2) as well as the keel (3) are each rigidly connected to the first hull body part (1.1) and that the first hull body part (1.1) carrying the mast-keel combination (2, 3) is articulatedly connected by a pivoting angle a about the bow-stern axis (L) by way of the revolute joint to the second hull body part (1.2) which does not carry the mast-keel combination (2, 3).

2. Sailing vessel, in particular sailing yacht according to claim 1, wherein the first hull body part (1.1) is designed as a forebody in the bow part and that the second hull body part (1.2) is designed as an afterbody in the stern part.

3. Sailing vessel, in particular sailing yacht according to claim 1, wherein the revolute joint articulatedly connecting the first hull body part (1.1) to the second hull body part (1.2) takes the form of a suitably dimensioned and designed double-ring rolling bearing (4), in particular a ball bearing, cylinder or conical roller bearing adapted to absorb axial and/or radial forces, a first outermost ring (4.1) being fitted to the first hull body part (1.1), preferably in the region of the ribs and a second innermost ring (4.2) being fitted to the second hull body part (1.2).

4. Sailing vessel, in particular sailing yacht according to claim 1, wherein the second hull body part (1.2) is designed as a plug-in module, the second hull body part (1.2) being provided with a plug-in stud (9.1) positioned on an outwards-facing part located in the bow-stern longitudinal axis L and engaging into a plug-in bush (9.2), internally formed on the first hull body part (1.1) located in the bow-stern longitudinal axis L and that in the interior of the second hull body part (1.2) a utility space (10), in particular adapted as sleeping cabin or as steering cockpit or as dining galley is provided, a forebody embracing an anteroom (10.1) of the utility space (10), projecting on the bow side into a corresponding rebate (11) of the first hull body part (1.1) being fixed to parts of the second innermost ring (4.2) and preferably being formed by means of one of the cylindrical bodies of rotation flanged to that second innermost ring on the bow-side portion and that a rear space (10.2) of the utility space (10) provided on the stern side thereof is fixed to parts of the second innermost ring (4.2) and is preferably formed by means of one of the cylindrical bodies of rotation flanged to that innermost ring (4.2) on the stern side, the passageway between the anteroom (10.1) and the rear space (10.2) being ensured by the ring aperture (4.3) provided in the interior of the second innermost ring (4.2).

5. Sailing vessel, in particular sailing yacht according to claim 4, wherein the utility space (10) is mounted freely pivotally movably inside the second hull body part (1.2) to parts of the second hull body part (1.2) by way of at least two revolute joints positioned in the bow-stern axis L and wherein the anteroom (10.1) provided on the bow side is accommodated in a matching rebate on the bow side of the second hull body part (1.2) and wherein the rear space (10.2) provided on the stern side is accommodated in a rebate of the second hull body part (1.2) correspondingly positioned on the stern side.

6. Sailing vessel, in particular sailing yacht according to claim 1, wherein the second hull body part (1.2) includes a drive motor means and that the second hull body part (1.2) can be decoupled from the first hull body part (1.1) and, combined with a plug-on motorboat bow part 18, can be converted into a pure motorboat.

7. Sailing vessel, in particular sailing yacht according to claim 1, wherein the mast (2) for purposes of embracing in furcate manner the central region of the deck planking of the vessel of the first hull body part (1.1) is of furcate configuration and by means of a first furcation limb (2.10) of the mast is fixed in the region of the outer wall on the port-side of the hull body part (1.1) and by means of a second furcation limb (2.2) of the mast is fitted in the region of the outer wall on the starboard side of the hull body part (1.1), preferably each in the region of the ribs or to the ribs as such.

8. Sailing vessel, in particular sailing yacht according to claim 1, wherein the furcation limbs (2.1, 2.2) of the mast (2), below a furcation region (2.3) of the mast, are configured initially with a continuous concavity in outward direction of the vessel and above the respective fixation regions (2.1.1, 2.2.1) of the respective mast limbs with a continuous convexity inwardly towards the vessel.

9. Sailing vessel, in particular sailing yacht according to claim 1, wherein the furcation limbs (2.1, 2.2) of the mast are each composed of at least two individual mast profiles (2.1.01, 2.1.02), wherein the respective spacing of the mast profiles which in the fixation regions (2.1.1, 2.2.1) of the mast limbs are separate and spaced apart, tapers continuously in the direction towards the tip of the mast, the mast profiles jointly merge into the tip of the mast and wherein the furcation limbs (2.1, 2.2) of the mast composed of the mast profiles converge conically towards the mast tip with a rearwardly convexly curved configuration.

10. Sailing vessel, in particular sailing yacht according to claim 1, wherein the furcation limbs (2.1, 2.2) of the mast are each composed of at least two individual mast profiles (2.1.01, 2.1.02), wherein the respective spacing of the mast profiles (2.1.01, 2.1.02) which in the fixation regions (2.1.1, 2.2.1) of the mast limbs are separate and spaced apart, tapers continuously in the direction towards the tip of the mast, the mast profiles (2.1.01, 2.1.02) jointly merge in the furcation region 2.3 of the mast and wherein the furcation limbs (2.1, 2.2) of the mast converge conically towards the mast tip with a rearwardly convexly curved configuration.

11. Sailing vessel, in particular sailing yacht according to claim 1, wherein between the furcation limbs (2.1, 2.2) of the mast, the mast profiles (2.1.01, 2.1.02) respectively, serving as a transverse beam, a cross member which is concavely curved in upward direction towards the tip of the mast is fitted, preferably by way of cross-beam brackets 16 and wherein preferably a fixable fixation fitting 15 is provided freely slidably along the cross member (14).

12. Sailing vessel, in particular sailing yacht according to claim 1, wherein in the furcation region 2.3 of the mast a revolute joint 2.3.1 is provided, to which with its upper end a swivel mast 2.3.2 is linked and wherein the lower end of the swivel mast 2.3.2 is fitted to a fixation member 15 which is guided laterally slidably on the cross member 14 formed as a cross beam and having a concave curvature in accordance with the radial length of the swivel mast 2.3.2 and wherein to the fixation member 15 a boom linkage (gooseneck) 6.1 of the main sail 6 is fitted.

13. Sailing vessel, in particular sailing yacht according to claim 1, wherein the front portion of the main sail 6 over the entire region of the swivel mast 2.3.2 is guided in a groove of the swivel mast 2.3.2.

14. Sailing vessel, in particular sailing yacht according to claim 1, wherein the cross members 16 are provided slidably and fixable along the furcation limbs (2.1, 2.2) of the mast or the mast profiles (2.1.01, 2.1.02) respectively.

15. Sailing vessel, in particular sailing yacht according to claim 1, wherein the sail (6) at the lowermost part of the sail front portion (Vorliek) is clamped into the fixation member (15).

16. Sailing vessel, in particular sailing yacht according to claim 1, wherein the keel (3) which is rigidly connected to the first hull body part (1.1) also passes underneath the adjoining second hull body part (1.2).

17. Sailing vessel, in particular sailing yacht according to claim 1, wherein the second hull body part (1.2) is designed as a utility space, in particular as a sleeping cabin or as a cockpit or as a dining galley, and that the so designed second hull body part (1.2) is mounted freely rotatably by way of two revolute joints, in particular by way of a revolute joint in the form of a double-ring rolling bearing (4) and by way of a revolute joint designed as a plug-in bearing (9) to components located in the bow-stern axis L within the first hull body part (1.1), the first outermost ring (4.1) of the double-ring rolling bearing (4) being connected in fixed relationship to the first hull body part (1.1) and wherein the second innermost ring (4.2) of the double-ring rolling bearing (4) is connected in fixed relationship to the second hull body part (1.2), a plug-in stud (9.1) of the plug-in bearing (9) being formed on the second hull body part (1.2) and a bush (9.2) for the plug-in stud being formed on the first hull body part (1.1).

18. Sailing vessel, in particular sailing yacht according to claim 17, wherein the second hull body part (1.2) is designed as a utility space accommodated essentially inside the peripheral dimensions of the first hull body part (1.1).

19. Sailing vessel, in particular sailing yacht according to claim 17, wherein on the second hull body part (1.2) on the bottom side a stabilizing ballast (7) is provided, preferably designed as a stabilizing ballast plate and/or a motor-driven adjustment device is provided on the revolute joint.

20. Sailing vessel, in particular sailing yacht according to claim 1, wherein on the second hull body part (1.2) at least one separate, additional keel (5) is provided, preferably carrying stabilizing ballast.

21. Sailing vessel, in particular sailing yacht according to claim 1, wherein the pivotal movement brought about due to heeling by way of a revolute joint between the first hull body part (1.1) and the second hull body part (1.2) or between the second hull body part (1.2) and the utility space (10) can be prevented by an arresting device which is at any time releasable.

22. Sailing vessel, in particular sailing yacht according to claim 1, wherein the relative pivotal movement brought about due to heeling by way of a revolute joint between the first hull body part (1.1) and the second hull body part (1.2) or between the second hull body part (1.2) and the utility space (10) can be controlled by way of servomotors in such a manner that the second hull body part (1.2) and/or the utility space (10) always remain non-heeling in absolutely horizontal orientation.