WO2013043206A2 - Multi-hull sailing vessel - Google Patents

Abstract

A multi-hull sailing vessel, which has hull assemblies that are connected together by wheel assemblies which enable relative, substantially transverse movement to longitudinally align two or more hulls with substantial hydrodynamic continuity to form a composite leeward hull, whereby the buoyancy of the leeward hull is increased to improve longitudinal stability on both tacks. A pulley and rope system is also provided to utilize part of a conventional tacking operational procedure to assist in providing a directed force to enable the relative motion between the hull assemblies.

Description

MULTI-HULL SAILING VESSEL

[0001] This application claims priority to U.S. Provisional Application No. 61/391,169, entitled "Multi-Hull Sailing Vessel," which was filed on October 8, 2010. The contents of this provisional application are hereby incorporated by reference in their entirety.

FIELD OF INVENTION

[0002] The present invention relates generally to multi-hull sailing vessels and more particularly to an apparatus and method for moving at least one hull in relation to another hull.

BACKGROUND OF THE INVENTION

[0003] Single hull sailing vessels typically require large keels and/or ballast to improve their lateral stability. Keels and ballast, however, as well as the larger hulls usually required to buoy such devices, typically increase frictional forces (e.g., increase drag) and thereby decrease the speed of such vessels. Carrying more sail may increase the speed of such vessels, but more sail typically requires more keel and ballast, thereby increasing the vessel's drag.

[0004] The hulls of multi-hull sailing vessels are typically laterally separated, resulting in improved lateral stability, usually without the need for ballast and occasionally without the need for a keel. Catamarans, for example, typically employ two, laterally-separated, parallel, narrow hulls, typically lack ballast and large keels, and may employ no keels. This allows catamarans to have lighter weight, shallower draft and greater speed than traditional single- hull vessels. Increased lateral stability also allows catamarans to employ more sail, thereby further increasing their speed.

[0005] Increased hull separation and the use of additional hulls, however, typically results in decreased maneuverability. In addition, the use of narrow, separated hulls increases the likelihood of capsizing, caused by the sail forces that drive the bow of the leeward hull into the water. Moreover, since catamarans lack a center hull, it is often difficult to mount a mast, and difficult to distribute mast forces.

[0006] Other multi-hull sailing vessels fail to alleviate the disadvantages of catamarans and single-hull vessels. For example, disadvantages of trimarans include increased weight and drag, increased wave interference between the hulls, and decreased maximum speed, often with a decrease in maneuverability. Disadvantages of proas include the inability to employ a headsail and differences in buoyancy between tacks, typically requiring a proa to reverse direction with each tack.

[0007] Generally, modification of multi-hulled sailing vessels typically involves undesirable tradeoffs in buoyancy, drag, weight, stability, maneuverability and/or speed. For example, shortening of hulls or placing of hulls closer together may improve maneuverability, but at the expense of sail area (reduction in speed), stability and sideways drift.

[0008] As a result, there is a need for a fast, stable, maneuverable sailing vessel.

SUMMARY OF INVENTION

[0009] An apparatus and method are disclosed for dynamically changing the buoyancy of a multi-hull sailing vessel. Generally, while underway, one or more hulls of the multi-hull sailing vessel can be dynamically moved to provide a substantially equalized amount of buoyancy in the leeward hull on both tacks.

[0010] Optionally, at least one hull is movable in substantially a transverse direction relative to at least one other hull. For example, a wheel assembly is employed to direct the movement of the at least one hull in a substantially a transverse direction.

[0011] Optionally, a pulley and rope system are used to enable the relative motion between the hull assemblies. In addition, the rope system may be coupled to the headsail assembly, whereby the force of sheeting in the headsail provides a force to the rope to move or assist the movement of at least one of the hulls in relation to at least one other hull. As a result, during tacking, the sheeting forces in the headsail can be used to move or assist in the movement of at least one of the hulls to improve buoyancy.

BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Fig. 1 is a perspective view of a multi-hull sailing vessel of a preferred embodiment. [0013] Fig. 2 is a perspective view of the main hull assembly of the multi-hull sailing vessel of a preferred embodiment.

[0014] Fig. 3 is a perspective view of the parallel hull assembly of the multi-hull sailing vessel of a preferred embodiment.

[0015] Fig. 4 is a perspective view of the connection mechanism of the hull assemblies of a preferred embodiment.

[0016] Fig. 5 is a perspective view of the motion mechanism of a preferred embodiment.

[0017] Fig. 6 is a top plane view of a sequence of changes in relative positions of the hull assemblies as a vessel of a preferred embodiment changes tack.

[0018] Fig. 7 is a top view of showing an alternative pulley and rope system of the motion mechanism.

[0019] Fig. 8 is a front view of the main hull showing the alignment of the parallel hull assembly of a preferred embodiment.

[0020] Fig. 9 is a perspective view showing the alignment of the stern of parallel hull assembly with the main hull of a preferred embodiment.

[0021] Fig. 10 is a front view showing the front profile of the main and windward parallel hull of a preferred embodiment.

[0022] Fig. 11 is a side-view of a multi-hull sailing vessel of a preferred embodiment.

[0023] Fig. 12 is a perspective view of the main hull of a multi-hull sailing vessel of a preferred embodiment.

[0024] Fig. 13 is a perspective view of the parallel hull assembly of the multi-hull sailing vessel shown in Fig. 12.

[0025] Fig. 14 is a top view of a multihull vessel with a parallel hull assembly that is consistent with the principles of the invention. DETAILED DESCRIPTION

[0026] The invention relates to multi-hulled sailing vessels. The following description is presented to enable one of ordinary skill in the art to make and use the invention and is provided in the context of a patent application. Although the present invention will be described in the context of multi-hulled sailing vessels, various modifications will be readily apparent to those skilled in the art the generic principles herein may be applied to arrive at other multi-hulled sailing vessels consistent with the invention. Thus, the present invention is not intended to be limited to the embodiments shown but is to be accorded the widest scope consistent with the principles and features described and claimed herein.

[0027] Referring now to Fig 1, a perspective view of a sailing vessel 10 is shown in an implementation that is consistent with the principles of the invention. Sailing vessel 10 comprises a main hull assembly 11, a mast assembly 15, rudder 16, and platform 87. Optionally, the hulls are of generally conventional design, and are of a size and construction appropriate for multi-hull sailing vessel. The hulls may be fabricated, for example, from conventional materials such as wood, fiberglass or carbon fiber, and the beams, which are described further below, may be fabricated from a high strength to weight ratio material such as aluminum or carbon fiber. It will be appreciated to a person of ordinary skill in the art that a variety of materials can be used to construct the hulls and beams.

[0028] A mast assembly 15 with its associated sails (not shown in Fig. 1) are mounted to the main hull assembly 11, although any variety of sail and mast configurations and combinations may be used. An advantage of the present invention over traditional proas is that it has the ability to carry headsails. Also, mounting the mast in a hull provides better distribution of the mast forces as compared, for example, to a traditional catamaran.

[0029] Steering is accomplished through the use of a rudder 16 conventionally attached. The rudder 16 is controlled by a tiller 18 attached at one end to the upper projection of the rudder extending forward. It should be noted that any number of rudders can be attached at different points in order to steer the vessel. Movement of any of the sails can also be used to steer the vessel. A keel 17 is attached to main hull assembly 111. In order to counter wind or water induced forces, any number of foils (not shown) may be employed and attached to any part of the vessel, and may be of a shape that can produce lift in any plane. [0030] Referring now to Fig. 2 and Fig. 3, the multi-hull sailing vessel in these exemplary embodiments is preferably comprised of two hull assemblies, the main hull assembly 11 and the parallel hull assembly 80 shown in Fig. 3. The main hull assembly 11 is comprised of three sections, the main hull stern section 12, the main hull center section 13 and the main hull bow section 14. Optionally, the three hull sections are rigidly connected together in an inline relationship. For instance, the three hull sections 12, 13 and 14 may comprise a single, unibody structure. The main hull center section 13 has a recess of a length generally equivalent to the length of one of the hulls in the parallel hull assembly 80, allowing the parallel hull assembly to be nestled within the main hull assembly 11 (as explained further below). Thus, when the main hull and parallel hull assemblies are brought into alignment in this embodiment they preferably form a substantially continuous hull. In addition, the combination of the aligned hull assemblies enables the parallel hull assembly to add to the structural integrity of the main hull, while also preferably reducing overall hull drag.

[0031] Fig. 3 shows a top view of the parallel hull assembly 80 comprised of port and starboard parallel hulls sets 81 and 84, respectively. In certain exemplary embodiments, the port parallel hull set 81 is comprised of two, laterally separated, parallel hulls, the port hull 82 of the port parallel hull set 81 and the starboard hull 83 of the port parallel hull set 81. The starboard hull set 84 is also preferably comprised of two, laterally separated, parallel hulls, the port hull 85 of the starboard parallel hull set 84 and the starboard hull 86 of the starboard parallel hull set 84. The parallel hull arrangement 82, 83, 85 and 86 of this embodiment allows the outer sides of the parallel hull sets to substantially align with the outer sides of the main hull 11 to form a substantially hydrodynamically continuous surface (see Fig. 4). Another benefit of the parallel hull arrangement is that the bow profile of the two hulls when acting as the windward hull has a reduced profile to the oncoming waves as compared to a single hull. Of course, as desired, a person of ordinary skill in the art could alternatively employ a single hull instead of one or both of the dual parallel hull arrangement 82 and 83 and/or 85 and 86, as well as any other suitable single and/or multi-hull arrangements.

[0032] Optionally, the parallel assembly hulls 82, 83, 85 and 86 are rigidly interconnected in a laterally spaced apart and a laterally, parallel aligned relationship by means of a pair of parallel cross beams 88 and 89. The cross beams are connected to the hulls through struts and fore and aft beams 94, 95, 96 and 97. A platform, such as a deck 87, is preferably attached to the fore and aft beams 94, 97 so as to permit crew movement and seating on the vessel. The platform may be constructed of any suitable material, including rigid or flexible material, and may comprise a material that allows air to flow through it.

[0033] Referring now to Fig. 4 which shows the main hull assembly 11 connected to the parallel hull assembly 80 to permit transverse motion of the parallel hull assembly 80 relative to the main hull assembly 11. Optionally, the connection is accomplished using four wheel assemblies 29, 30, 31 and 32 that are connected to the main hull assembly 11, through struts 19, 20, 21, 22, 23, 24, 27 and 28. The arrangement and relative positions of the struts enable better distribution of the mast and cross beam forces.

[0034] Optionally, the wheel assemblies 19, 30, 31 and 32 each have six wheels, comprising an upper set of wheels, a lower set of wheels and guide wheels. Fig. 4 shows the wheel assembly 30 comprised of an upper set of wheels 43, 44 and a lower set of wheels 35, 36. Also shown are the upper set of wheels 37, 38 for wheel assembly 31, and the lower set of wheels 33, 34 for wheel assembly 29. Also shown in Fig. 4 are the guide wheels 53, 54 for wheel assembly 31 and guide wheels 55, 56 for wheel assembly 32. Guide wheels (not shown) also exist towards the stern side of wheel assemblies 29 and 30.

[0035] The upper set of wheels of wheel assemblies 29 and 30 (e.g., 43, 44 with respect to wheel assembly 30) are designed to contact the upper surface of the cross beam 88. The lower set of wheels of wheel assemblies 30 and 31 (35, 36 with respect to wheel assembly 30 and 33, 34 with respect to wheel assembly 29) are designed to contact the lower surface of the cross beam 88. The guide wheels of wheel assemblies 29 and 30 (not shown) are designed to contact the stern- facing surface of the cross beam 88. The guide wheels of wheel assemblies 29 and 30 preferably preclude the parallel hull assembly 80 from moving in the stern-ward direction relative to the main hull assembly 80.

[0036] Similarly, the upper set of wheels of wheel assemblies 31 and 32 (e.g., 37, 38 with respect to wheel assembly 31) are designed to contact the upper surface of the cross beam 89. The lower set of wheels of wheel assemblies 31 and 32 are designed to contact the lower surface of the cross beam 89. The guide wheels of wheel assemblies 31 and 32 (53, 54 with respect to wheel assembly 31 and 55, 56 with respect to wheel assembly 32) are designed to contact the bow-facing surface of the cross beam 89. The guide wheels of wheel assemblies 30 and 31 preferably preclude the parallel hull assembly 80 from moving in the bow-ward direction relative to the main hull assembly 80. [0037] The guide wheels thus preclude substantial longitudinal movement of the parallel hull assembly 80 relative to the main hull assembly 11. The guide wheels in combination with the upper and lower sets of wheels of the wheel assemblies 29, 30, 31 and 32 restrict movement of the parallel hull assembly 80 relative to the main hull assembly 11 in a general direction defined by the long axis of the cross beams. Optionally, wheels have been used as a low friction mechanism that helps facilitate the lateral movement between the two hull assemblies while restricting movement in unwanted directions. Of course, persons of ordinary skill in the art could alternatively employ wheels with grooves that engage cross beams 88 and 89 to further prevent longitudinal movement between the two hull assemblies 11 and 80, thereby reducing or eliminating the need for certain wheels, wheel sets and/or entire wheel assemblies. In addition, any other mechanism that allows relative lateral movement of hull assemblies 11 and 80 could also be used, including, for example, ball bearing assemblies.

[0038] Optionally, clamps may be used to secure the wheel assemblies. For instance, clamps 99 and 101 are rotatably coupled to the starboard side of cross beams 88 and 89, respectively. Similar clamps (not shown) are also rotatably coupled to the port side of cross beams 88 and 89. These clamps have a locked position (shown in Fig. 4) and, when rotated upwards, have an unlocked position (not shown). Clamps 99 and 101 also provide an end stop that for cross beams 88 and 89. As cross beams 88 and 89 move in the port direction, clamps 99 and 101 will physically prevent from the cross beams 88 and 89 from being pulled through the wheel assemblies 30 and 32. When the cross beams 88 and 89 are moving in the starboard direction, the clamps (not shown) on the port of side of cross beams 88 and 89 will similarly prevent the cross beams 88 and 89 from being pulled through wheel assemblies 29 and 31. When the cross beams 88 and 89 have moved to their fullest extent in the port direction, clamps 99 and 101 will engage (lock to) the starboard (outside) wheel of the upper set of wheels of wheel assemblies 30 and 32. Optionally, the clamps are configured and spring-loaded in the downward direction such that they automatically engage and self-lock to the outside wheel of the upper set of wheel assemblies (see also Fig. 9). In addition, a crew member can lock the clamps the starboard (outside) wheel of the upper set of wheels of the wheel assemblies by rotating the clamps in a downward direction into a locked position. Once locked, the clamps will thus prevent further lateral movement of the parallel hull assembly 80 relative to the main hull assembly 11, in either the port or starboard direction. When the crew wishes to allow the parallel hull assembly 80 to move relative to the main hull assembly 11, the crew can rotate the clamps 99 and 101 upwards to an unlocked position. Of course, alternative mechanisms, stop mechanisms and/or locking mechanisms can be employed.

[0039] The clamps acting as end stops limit the relative motion between the two hull assemblies, and the clamps maintain the relative positions when the main hull assembly 11 is aligned with one of the parallel hull assembly hull sets. It should be noted that the strength and number of clamps should be scaled as needed to limit the movement between the two hull assemblies when the clamps are in the locked position.

[0040] Fig. 5 shows an exemplary mechanism which is consistent with the principles of the invention and which facilitates the transverse movement between the hull assemblies 80 and 11 utilizing the operational procedure of sheeting in the headsail during a tacking maneuver. Fig. 5 shows headsail 122, starboard headsail sheet 124 and headsail sheet pulleys 131 and 130. Optionally, pulleys 131 and 130 are affixed above the outside guide wheels, centered on the same rod that centers the guide wheels. Pulleys 131 and 130 are therefore attached to the main hull assembly 11. The starboard headsail sheet 124 has attached to it a starboard end stop disc 126 which is positioned at a point furthest from the sail such that when the starboard headsail sheet is sheeted in to its maximum it does not feed through the pulley 131 on the main hull assembly 11. The starboard headsail sheet is lead through pulley 131 on the main hull assembly 11 to a further pulley 133 attached to the starboard end of the crossbeam 89 on the parallel hull assembly 80, and it is then lead to a position at which a sheeting in force can be applied to it, as is known in the art. Pulley 133 therefore is attached to parallel hull assembly 80 and therefore laterally moves with parallel hull assembly 80 relative to main hull assembly 11.

[0041] Similarly, the port headsail sheet 123 has a port end stop disc 125, a pulley 130 which is attached to the main hull assembly 11 , and a further pulley (not shown) attached to the port end of the crossbeam 89. The port headsail sheet can be lead through pulley 130 on the main hull assembly 11 to the further pulley (now shown) that is attached to the port end of the crossbeam 89 on the parallel hull assembly 80, and it is then lead to a position at which a sheeting in force can be applied to it, as is known in the art. Stop disc 125 is positioned at a point furthest from the sail such that when the port headsail sheet is sheeted in to its maximum it does not feed through the pulley 130 on the main hull assembly 11. [0042] The procedure for tacking involves releasing the clamps and sheeting in the headsail sheet until the resulting relative motion of the hull assemblies stops when the main hull assembly reaches the end stops.

[0043] Fig. 6 shows an exemplary sequence of hull assembly positions relative to each other during a tacking maneuver. Assume the vessel is in the configuration in Fig 6. (a) sailing on a port tack and the crew's weight is concentrated on the windward side of the vessel. The vessel is steered in the direction of the wind using the rudder as shown in Fig 6(b). When the relative angle to the wind has changed such that the headsail is drawing wind on the starboard tack, shown generally in Fig. 6(c), the clamps are released to enable the hull assemblies to move relative to each other. Optionally sheet in the port headsail sheet assists in the relative movement between the hull assemblies, shown generally in Fig. 6(d), which shows the main hull assembly generally centered between the parallel hulls. The crew weight is then transferred to the opposite side of the vessel. Continue to sheet in the port headsail sheet until the hull assemblies come into alignment, and the self-locking clamps engage in the locked position, shown generally in Fig 6(e). Sail is then continued on a starboard tack.

[0044] In certain implementations consistent with the spirit of the invention, the tacking maneuver is accomplished through sheeting in the headsail, when the end stop disc 126, affixed to the starboard headsail sheet 124, comes in contact with the pulley 131 on the main hull assembly 11. As the crew pulls on sheet 124 through pulley 133, end stop disc 126 prevents sheet 124 from further starboard-ward movement in pulley 131, which is attached to main hull 11. As a result, energy is imparted parallel to cross beam 89 via pulley 133, causing cross beam 89 to move in the port direction. Since cross beam 89 is affixed to parallel hull assembly 80, parallel hull assembly is also moved in the port direction when the crew pulls on sheet 124 through pulley 133.

[0045] Similarly, on a subsequent tack, the crew will release the clamps and pull on port headsail sheet 123 through the pulley (not shown) affixed to the port end of cross beam 89. Stop disc 125 will eventually engage pulley 130 which will prevent sheet 123 from further port- ward movement in pulley 130. As the crew continues to pull on sheet 123 via the pulley at the end of cross beam 89, energy will be imparted parallel to cross beam 89 via the pulley, causing cross beam 89 to move in the starboard direction. Since cross beam 89 is affixed to parallel hull assembly 80, parallel hull assembly is also moved in the starboard direction when the crew pulls on sheet 123 through the pulley on the port end of cross beam 89. [0046] As persons skilled in the art will readily appreciate, the potential energy of the heeling of the vessel and/or the wind force on the sails is advantageously and optionally used to assist in the transverse movement between the hull assemblies 80 and 11. For example, end stop disc 131 is affixed to the starboard headsail sheet 124. As the sail is moved from the port side to the starboard side, the end stop disc 126 will engage pulley 131, preventing further movement of the headsail sheet 124 in pulley 131. At the same time, a wind force will engage the sail, imparting energy to the sail in the starboard direction, which, in turn, will impart energy to headsail sheet 124 and end stop disc 126. The wind energy imparted to the headsail will impart energy to stop disc 126 that will cause it to pull away from pulley 131, which, in turn, will pull sheet 124 through pulley 133, towards the bow in Fig. 5. For example, the crew can simply take advantage of this wind energy by stopping or slowing down wind-derived movement of the sheet 124 through pulley 133, which would then impart energy parallel to cross beam 89, causing the parallel hull assembly to move in the port direction.

[0047] Depending on the scale of the implementation of the vessel, different mechanisms and additional mechanical advantage can be used to facilitate the movement. Additional pulley and rope systems can be used to increase the mechanical advantage. Also mechanical mechanisms such as rack and pinion or geared assemblies could be used.

[0048] Fig. 7 shows a top view of an optional embodiment of the mechanism to facilitate transverse movement between the hulls 80 and 11 of the sailing vessel 10. The starboard headsail sheet 124 is lead through five pulleys. Starting from the headsail, the starboard headsail sheet 124 is lead through the pulley 131 on the main hull assembly 11, then through the pulley 133 on the parallel hull assembly 80, then through the two pulleys 137 and 135 on the main hull assembly 11, then through pulley 138 on the parallel hull assembly 80, to a position at which a crew member can apply a pulling force. The port headsail sheet 123 is also lead through five pulleys. The port headsail sheet 123 is lead through the pulley 130 on the main hull assembly 11, then through the pulley 132 on the parallel hull assembly 80, then through the two pulleys 134 and 136 on the main hull assembly 11, then through the pulley 139 on the parallel hull assembly 80, to a position at which a crew member can apply a pulling force. The layout of the pulleys enables a generally balanced force between the fore and the aft of the parallel hull assembly and the main hull assembly 11, to facilitate the movement between the hulls assemblies 11 and 80. [0049] Fig. 8 shows a front view of the main hull showing the alignment of the parallel hull assembly of the preferred embodiment of Figs. 1-5. Fig. 9 shows a perspective view showing the alignment of the stern of parallel hull assembly with the main hull of the preferred embodiment of Figs. 1-5. Fig. 10 shows a front view showing the front profile of the main and windward parallel hull of the preferred embodiment of Figs. 1-5.

[0050] Referring now to Fig. 11, a side-view of a yet another embodiment of the sailing vessel is shown. In this embodiment, the main hull assembly 11 optionally comprises three sections, the main hull stern section 12, the main hull center section 13 and the main hull bow section 14. Optionally, the three hull sections are rigidly connected together in an inline relationship. The main hull section 11 preferably comprises two primary, separated floating sections comprising main hull stern section 12 and main hull bow section 14. The main hull center section 13 connects the main hull stern section 12 to the main hull bow section 14. A frame, for example, as shown in Figures 2 and 3, or in any other suitable manner, may also be used to supplement the connection between the main hull stern section 12 and the main hull bow section 14. Optionally, the main hull center section 13 is configured to allow one or more of the hulls in the parallel hull assembly 80 to be nestled within the main hull assembly 11. Thus, when the main hull and parallel hull assemblies are brought into alignment in this embodiment they form a substantially continuous hull. Persons skilled in the art will readily appreciate that the shape, displacement and hydrodynamic interaction of the main hull assembly 11 , and the shape, displacement and hydrodynamic interaction of the parallel hull assembly 80, can be selectively varied.

[0051] Referring now to Figs. 12 and Fig. 13, yet another embodiment of the multi-hull sailing vessel is shown. The vessel 10 is optionally comprised of two hull assemblies, the main hull assembly 11 shown in Fig. 11 and the parallel hull assembly 80 shown in Fig. 12. Optionally, the main hull assembly 11 is comprised of three sections, the main hull stern section 12, the main hull center section 13 and the main hull bow section 14. The main hull stern section 12 and the main hull bow section 14 are optionally rigidly connected together in an inline relationship via a frame 70. The main hull center section 13 is a recess in between the main hull stern section 12 and the main hull bow section 14. The main hull center section 13, e.g., the space between the main hull stern section 12 and the main hull bow section 14, is preferably of a length and shape generally equivalent to the length and shape of one of the hulls in the parallel hull assembly 80, thus allowing the parallel hull assembly to be nestled within the main hull assembly 11.

[0052] Fig 13 shows a top perspective view of the parallel hull assembly 80 comprised of port and starboard parallel hulls 8 land 84, respectively. The parallel hull arrangement 81 and 84 of this embodiment optionally allows the outer sides of the parallel hulls to align with the main hull 11 to form a substantially hydrodynamically continuous surface. Of course, as desired, a person of ordinary skill in the art could alternatively employ a multi-hull set in place of one or both of the single hull arrangement 81 and 84 that are shown in Fig. 13, as well as any other suitable single and/or multi-hull arrangements.

[0053] The parallel assembly hulls 81 and 84 are optionally rigidly interconnected in a laterally spaced apart and a laterally, parallel aligned relationship by means of a pair of parallel cross beams 88 and 89. The cross beams are optionally connected to the hulls through struts and fore and aft beams. A deck 87 is preferably attached to the fore and aft beams so as to permit crew movement and seating on the vessel. The deck 87 may be constructed of any suitable material, including rigid or flexible material, and may comprise a material that allows air to flow through it.

[0054] Movement of the parallel hull assembly 80 relative to the main hull assembly 11 may be accomplished as explained above with respect to the other embodiments, or by any other suitable means.

[0055] The various embodiments disclosed show a main hull center section 13 comprising various shapes and sizes. For example, the exemplary embodiment of Fig. 2 shows a main hull center section 13 comprising a lower hull and upper recess whereas the exemplary embodiment of Fig. 12 shows a main hull center section 13 comprising a recess in between main hull stern section 12 and the main hull bow section 14, with a frame supporting main hull stern section 12 and the main hull bow section 14. Of course, main hull center section 13 could include, for example, an upper hull with a lower recess, an upper and lower hull with a center recess, a hull along the centerline with a port recess and a starboard recess, hull and/or frame members above or below the water lines, any combination of these, or any other suitable configuration. In an effort to reduce hull friction with the water, the configuration of the main hull center section 13 optionally contains at least one recess that allows at least a portion of the port and starboard parallel hulls 81 and 84 to hydrodynamically align with at least a portion of the main hull bow section 14 when the port and starboard hulls 81 and 84 are moved to their respective positions, as shown, for example, in Figures 5, 8 and/or 10.

[0056] Fig. 14 shows a top view of a variation of a multi-hull sailing vessel that is consistent with the principles of the invention. In this "pentamaran" variation, the multi-hull sailing vessel is comprised of two hull assemblies, the main hull assembly 11 and parallel hull assembly 80. The main hull assembly 11 is optionally comprised of three sections, the main hull stem section 12, the main hull center section 13 and the main hull bow section 14. The parallel hull assembly 80 is optionally comprised of port and starboard parallel hulls sets 81 and 84, respectively, each of which comprises two laterally separated hulls (although more than two laterally separated hulls are also contemplated by the invention). For example, the port parallel hull set is optionally comprised of two, laterally separated, parallel hulls, the port hull 82 of the port parallel hull set and the starboard hull 83 of the port parallel hull set 81. The starboard hull set 84 is also optionally comprised of two, laterally separated, parallel hulls, the port hull 85 of the starboard parallel hull set 84 and the starboard hull 86 of the starboard parallel hull set 84. As shown in Figure 14, the parallel hull assembly 80 is configured to move in a transverse with respect to the longitudinal axis of the main hull assembly 11. The parallel hull arrangement 82, 83, 85 and 86 of this embodiment allows the two laterally separated hulls of port and starboard parallel hulls sets 81 and 84 to substantially align with the outer sides of the main hull assembly 11 to form a substantially hydrodynamically continuous surface in this mode of operation. In certain embodiments, the main hull assembly 11 is shaped to receive the two laterally separated hulls of port and starboard parallel hulls sets 81 and 84. For example, the main hull assembly 11 may have a recess that can receive port and starboard parallel hulls sets 81 and 84 in order to form a substantially hydrodynamically continuous surface.

[0057] As a person of ordinary skill in the art will appreciate, the lateral movement of parallel hull assembly 80 of the "pentamaran" embodiment may be achieved using the mechanisms disclosed herein. For example, the lateral movement may be achieved by using a mechanism similar to the one disclosed in Figs. 4 and 5. Other mechanisms may also be used, as disclosed herein.

[0058] Persons skilled in the art will readily appreciate that the present invention advantageously allows the distribution of the buoyancy of the hulls to be distributed in such a way as to optimize the sailing vessel speed through the water for both the leeward and the windward hulls. Persons skilled in the art will also readily appreciate that additional buoyancy can be added as desired to the bows of the hulls to increase the diagonal stability of the vessel. Such buoyancy can preferably be added above the waterline. In addition, any form of ballast can be added to increase the righting moment of the inventive vessel. Moreover, a variety of shapes may be employed on the appropriate bow and sterns to achieve a substantially hydrodynamically continuous structure, that will also reduce the hydrodynamic resistance, the only limitation being that the hull assemblies should preferably not interfere with the relative motion between the two hull assemblies. Persons of ordinary skill will also readily appreciate that hulls can be displacement, semi displacement or planing type hulls.

[0059] The advantages of the present invention include, without limitation, a multi-hull sailing vessel that has an equal amount of buoyancy in the leeward hull on both tacks, enabling similar performance on both tacks. It also enables the vessel which has similar proa sailing speed characteristics to tack without reversing direction.

[0060] While the specific embodiment of the invention as described herein relates to a sailing vessel, it will be understood that the novel features of the present invention are equally applicable to other types of vessels, including, for example, iceboats, land sailing vessels and others.

Claims

A vessel comprising

a first, second and third hull;

wherein the first hull comprises a front portion, a rear portion and a middle portion and is disposed between the second hull and the third hull;

wherein the second hull and third hull are movably coupled to the first hull to allow the second hull and third hull to be moved laterally in relation to the first hull, and

wherein the first hull is configured at least partially receive the second hull and the third hull.

The vessel of claim 1 further comprising a mast coupled to the first hull and a sail coupled to the mast.

The vessel of claim 2 further comprising the sail coupled to the second hull wherein movement of the sail imparts movement to the second hull.

The vessel of claim 1 wherein the second and third hulls are coupled together in a laterally separated configuration.

The vessel of claim 4 wherein the second and third hulls are configured in a substantially parallel arrangement relative to each other and the first hull.

The vessel of claim 5 further comprising a platform coupled to the second and third hulls.

The vessel of claim 6 wherein the platform, second hull and third hull are rigidly attached to each other and coupled to the first hull to allow lateral movement of the platform, second hull and third hull relative to the first hull.

The vessel of claim 7 wherein a mast is coupled to the first hull and a sail is coupled to the mast.

The vessel of claim 8 wherein the platform, second hull and third hull are coupled to the sail such that movement of the sail imparts lateral movement to the platform, second hull and third hull.

10. The vessel of claim 1 wherein the middle portion of the first hull comprises a recess adapted to receive the second hull and third hull.

11. The vessel of claim 10 wherein a frame supports the rear and front portions of the first hull.

12. The vessel of claim 1 wherein the second hull comprises at least two substantially parallel hulls.

13. The vessel of claim 12 wherein the third hull comprises at least two substantially parallel hulls.

14. The vessel of claim 13 further comprising a mast coupled to the first hull and a sail coupled to the mast.

15. The vessel of claim 14 wherein the sail is coupled to at least the second hull.

16. The vessel of claim 15 wherein sail movement imparts lateral movement of the second hull relative to the first hull.

17. The vessel of claim 15 further comprising a cable, wherein the cable couples the sail to at least the second hull.

18. The vessel of claim 17 wherein the cable is a rope.

19. The vessel of claim 17 further comprising a pulley and wherein the cable couples the sail to at least the second hull via the pulley.