IT201800005703A1 - ARTICULATED MULTI-HULL VEHICLE. - Google Patents

Description

DESCRIPTION

Attached to a patent application for INDUSTRIAL INVENTION having the title

ARTICULATED MULTI-HULL VEHICLE

The present invention relates to an articulated multihull vehicle that can be used on different surfaces such as water, ice and land for recreational and / or sporting purposes and can be combined with sailing, electric or human propulsion. Vehicles that can be used on different surfaces, for example for military purposes (amphibious vehicles) or for recreational or sports activities, are known in the known art. Among the latter we can mention, in relation to transport on water, catamarans, trimarans, sailboards in which the latter is supported by a mast (windsurf sail) or by the user himself (so-called kite sail), in order to take advantage of the wind for propulsion, and boards without a sail and equipped with a paddle operated by a user in an upright position on the board (SUP boards, from the English stand-up paddle); wagons and sledges with sail or motor are known for transport on ice or land.

By way of example, US patent application US 3,742,886 can be cited, which describes a catamaran formed by two hulls connected together by means of an articulated parallelogram and equipped with supports for the feet of a user who, standing upright on the vehicle, can govern the latter by moving the hulls by means of the supports, so as to rotate a rudder connected to the articulated parallelogram. The catamaran described in US patent 3,742,886 is capable of moving on the water thanks to the action exerted by the wind on a sail held and supported by the user himself without the need to use a mast to fix the sail.

Other known multihull vehicles use a mast to support a sail, so as to allow the wind to be used to propel the vehicle on water, ice or land.

Another example of a known vehicle is represented by the vessel described in the international application published under the number WO 2004/016497 A1. The vessel in question comprises four hulls arranged in a cross and connected to each other by means of an articulated structure, at the center of which there is a frame which forms a housing for a passenger. The structure is designed in such a way that, whenever two of the hulls arranged on opposite sides of the central frame are raised due to the wave motion, the other two hulls are lowered so as to ensure that the vessel does not capsize: the motion of a couple of hulls is therefore always at odds with the motion of the other couple. The vehicle described in international application WO 2004/016497 A1 does not provide for use in combination with a sail.

Prior art vehicles equipped with a mast to support a sail have the drawback of being unstable, for example in the presence of strong winds, due to the heeling moment caused by the action of the wind on the mast.

The catamaran described in US patent 3,742,886 is not subject to this drawback as it does not have a mast, but presents considerable difficulties in balancing the assembly formed by the user, the hulls and the sail and is therefore unstable, especially during the phases of departure from 'water or in the presence of lateral thrusts from the wind; moreover, the means described in this patent does not offer sufficient protection to the user.

The vessel described in application WO 2004/016497 A1 is intrinsically stable, thanks to the use of four hulls arranged in a cross and to the balancing of the displacement of a pair of hulls, induced by the wave motion, by means of an opposite displacement of the other pair. of hulls; however, the vehicle described in this document does not allow the use of sails and is not able to dynamically react to a shift in the passenger's weight, so as to allow the latter to easily steer the vehicle.

A further limitation of the known vehicles of the prior art is represented by the fact that they can generally be used on a single type of surface and do not allow the transport and stowage of materials and accessories that allow them to be used for tourism purposes.

Finally, known vehicles are characterized by bulky structures and whose volume cannot be reduced, for example when they are not used and it is necessary to transfer them to another vehicle from one location to another.

The object of the present invention is to make available an articulated multihull vehicle which overcomes the drawbacks of the known art mentioned above.

In particular, it is an object of the present invention to provide an articulated multihull vehicle that can be easily steered by a user by means of shifts of its own weight.

A further object of the present invention is to provide an intrinsically stable articulated multihull vehicle that can be combined with different propulsion means, in particular with sails of different types and more particularly with sails that do not require the presence of a mast to be supported, such as example wing type sails (“kite wing”, according to the Anglo-Saxon terminology), guaranteeing at the same time sufficient protection and safety of the user and avoiding contact between the sail and the displacement surface.

The object of the present invention is also to provide an articulated multihull vehicle capable of moving on different surfaces and also of allowing the transport and stowage of materials and accessories, in particular for tourist purposes.

Finally, the object of the present invention is to make available an articulated multihull vehicle whose overall dimensions can be reduced, when not in use, so as to facilitate its transfer to another means of transport.

These objects are fully achieved by the vehicle object of the present invention, which is characterized by the contents of the claims reported below.

In its most general form, the vehicle according to the invention comprises a central hull and at least one lateral hull. The hulls have an elongated shape in the direction of a first axis, called longitudinal or X, and are arranged next to each other along a second axis called transverse or Y and perpendicular to the longitudinal axis. Each of the at least two hulls comprises a first body able to stay in contact with the surface and a frame connected integrally to the first body and extending in height in the direction of a third axis, called vertical or Z, perpendicular to the longitudinal and transverse axis. .

The vehicle further comprises an articulated structure for connecting the central hull to the at least one lateral hull, comprising a first set of joints connected at least to the frame of the central hull, a second set of joints connected to the frame of the at least one lateral hull, and a plurality of connecting elements arranged in a plane (called transverse) containing the transverse and vertical axes, in such a way as to connect the central hull to the at least one lateral hull by means of the joints of the first and second set of joints.

The joints of the first and second assemblies are configured as rotational pairs (for example by means of articulation pins) and allow a rotational movement of the central hull or of the at least one lateral hull in the plane containing the transverse and vertical axes in a direction of rotation ( clockwise or counterclockwise); the rotational movement is constrained by the articulated structure to take place in the transverse plane.

The central hull frame includes at least one opening configured in such a way as to define a housing between the first body and the central hull frame intended to contain and confine a user.

The vehicle according to the present invention is characterized in that the articulated structure connecting the central hull to the at least one lateral hull is configured in such a way as to form, together with the frame of the central hull and that of the at least one lateral hull, a closed kinematic chain capable of transmitting the rotary movement in the aforementioned direction simultaneously and in accordance with this direction, from the central hull to the at least one lateral hull or vice versa

In other words, the connecting elements of the connecting structure are connected to each other and to the frames of the hulls by means of the joints of the first and second together in such a way as to form a structure with a single degree of freedom, in which the rotation movement of one of the members of the structure, in a given verse, is transmitted simultaneously and in a concordant sense (ie in the same verse) to the other members of the structure; it is evident from what has been explained above regarding the articulated structure that the rotation movement is transmitted and takes place exclusively in the transverse plane.

By shifting the weight of the user housed inside the opening formed in the frame of the central hull, the articulated structure according to the invention therefore allows the vehicle to be dynamically controlled in a simple way, thanks to the simultaneous and concordant transmission of movement from the central hull to the other hull. In a preferred embodiment, the articulated multihull vehicle object of the present invention is preferably constituted by three hulls, respectively said central hull, first lateral hull and second lateral hull, having a substantially elongated shape in the direction of the first axis (longitudinal or X) and arranged parallel to each other along the second axis (transverse or Y) perpendicular to the first axis, with the central hull between the two lateral hulls.

Each of the hulls has a lower body or first body intended for contact with the surface on which the vehicle moves and a structure, generically defined as a frame, which develops vertically on the lower body of each hull and is integral with the latter. connected. The contact between the first body and the surface can be direct, for example when the vehicle is intended for use on water, or indirect and mediated by elements such as skids, wheels or blades, when the vehicle is intended for use on land or on ice.

The vehicle also has an articulated connection structure formed by a plurality of elongated connecting elements and arranged in the transverse plane of the vehicle, that is, in the plane that contains the transverse axis Y and the vertical axis Z; these elements, indicated below as linear connecting elements, are preferably rigid and are connected to each other and to the hulls by means of joints, called maneuvering, which allow the hulls to rotate around the longitudinal axis X. linear connecting elements allow the central hull to be connected in pairs to each of the side hulls. These linear elements are connected at one end by means of first maneuvering joints to the frame of the central hull at a first characteristic height, called maneuvering height, above the lower body of the central hull; at the opposite end the linear elements are connected, by means of second maneuvering joints, to the frame of a lateral hull.

The connection structure furthermore comprises one or more connecting elements with two arms in the form of cross beams, preferably rigid, whose function is to connect all three hulls in an integral manner, and a plurality of joints, called rotation, configured as rotational pairs. The vertical arm of each two-armed transverse element is hinged to the lower body of the central hull by means of a rotation joint that allows the element to rotate around the longitudinal axis of the vehicle; at the same time, the horizontal arm of each transverse element with two arms is simultaneously connected, by means of two further pivot joints, to the frames of the lateral hulls. The connection between the horizontal arm of each two-arm transverse element and the lateral hulls takes place by means of rotation joints located at a second characteristic height, called rotation height, above the lower body of the central hull; the rotation height is preferably lower than the maneuver height.

As in the case of the more general structure composed of at least two hulls, also in the case of a three-hull vehicle according to the preferred embodiment, the frame of the central hull has an opening intended to house a user or passenger on the lower body (or first body) of the central hull, confining it to a space delimited by the frame itself.

Thanks to the use of an articulated structure formed by linear elements connected to each other and to the three hulls by articulations in the form of rotational pairs, it is possible to simultaneously transmit the tilt / rotation movement of any one of the hulls to the other two hulls. The use of elements constrained by the maneuvering and rotation joints to rotate exclusively in the transverse plane of the vehicle gives stability and strength to the vehicle itself.

Furthermore, thanks to the use of at least one connecting element with two arms to simultaneously connect the three hulls, it is also possible to simultaneously transmit the movement of one hull to the other two hulls in a concordant manner, i.e. keeping the three hulls substantially aligned: for example, in the event that one of the lateral hulls performs a rotation by leaning in a given direction (clockwise or counterclockwise), this rotation movement will be replicated simultaneously in the same direction (i.e. in agreement) by the other two hulls, which will incline in the same direction. In other words, the movement of one of the hulls is transmitted to the other hulls in such a way that they move simultaneously and in a concordant sense.

The articulated structure therefore allows you to dynamically steer the vehicle in a simple way, thanks in particular to the simultaneous and concordant transmission of a movement of the central hull, induced by the weight shift of the user housed in it, to the side hulls. From a kinematic point of view, the linear and cross elements that constitute the articulated connection structure are connected to each other and to the three hulls by means of the aforementioned maneuvering and rotation articulations so as to constitute a closed kinematic chain. The linear and cross elements and the joints constitute, in other words, a sequence of members (represented by the linear and cross elements and the frames) and pairs (represented by the maneuvering and rotation joints) that connect the members while allowing them to the relative movement in such a way that, once the relative velocity of one member with respect to any other member is fixed, the relative velocities of all the other members of the chain are univocally determined. The articulated structure therefore has only one degree of freedom, that is the rotation / inclination in the transverse plane of the vehicle.

It is immediately evident to the person skilled in the art that the choice of the length of the connecting elements and the height of the frames allow to control, on the basis of elementary kinematic considerations, the direction in which the movement of a member of the kinematic chain is transmitted to the other members: in particular, these considerations allow you to choose whether the transmission will take place in the same direction, ie in agreement, or in the opposite direction, ie in discordance. These considerations are well known to those skilled in the art and will not be repeated here; it will be sufficient to remember that the articulated structure of the present invention behaves essentially in a manner similar to an articulated quadrilateral.

As indicated above, the frame of the central hull has an opening intended to house a user or passenger on the central hull, confining it to a space delimited by the frame itself. In this way, the frame of the central hull acts as a "cage" to protect the user; at the same time, this frame allows the user to steer the vehicle in a particularly simple way by leaning against the inner edge of the opening.

To this end, the frame of the central hull is preferably placed at a height, measured with respect to the lower body of the hull, corresponding to the average height of the sacroiliac joint of an adult, equal to about 80 cm. Naturally, the height of the central hull frame and of the opening formed in it may differ from this average value and be adapted, during the design of the vehicle, according to the average physical characteristics of the users to whom the vehicle is intended: by way of example, this height can be reduced, if the vehicle is intended for young users, not yet adults, or changed from the aforementioned value of 80 cm, if the vehicle is for example intended for users of particular geographical areas, characterized by a different mean height of the sacroiliac joint.

By moving inside the opening until the body rests at the height of this joint against the inner edge of the opening itself, the user can easily and effectively change the inclination of the hulls in the transverse plane. The use of the articulated structure ensures that, during this movement, the vehicle does not overturn; at the same time, the "cage" formed by the frame of the central hull prevents the user from being thrown out of the vehicle.

The structural sturdiness and the governability of the vehicle can be advantageously increased by using an articulated connection structure of the hulls as described above, but replicated in two or more transverse sections of the vehicle: using, for example, a system of linear elements and two connected arms by means of maneuvering and rotation joints in a first cross section, passing through the opening, and in a second section located aft of the vehicle, it is possible to improve the steering of the vehicle and increase its sturdiness. In a first embodiment, each of the lateral hulls is preferably connected in a removable manner to the central hull and can be disconnected from the latter by acting on release devices placed on the maneuvering and rotation joints: in this way, it becomes possible to stow the vehicle , when not in use, in a confined space; at the same time, it becomes possible to transport the vehicle more easily once it has been disassembled.

In the first embodiment, the linear connecting elements are connected to the maneuvering joints on the lateral hulls (i.e. to the second maneuvering joints) by means of release mechanisms: by acting on the latter, the linear elements can be disconnected from the maneuvering joints. Since the linear elements are connected to the central hull by means of maneuvering joints (first maneuvering joints) which allow the linear elements, once disconnected from the side hulls, to rotate 90 degrees in the XY plane, the aforementioned linear elements can be rotated and aligned with the body of the central hull, to which they can then be temporarily fixed by means of a plurality of mobile fastening devices.

In the first embodiment, the two-arm connecting elements, i.e. the cross-beams, are connected to the second maneuvering joints on the side hulls by means of an release mechanism: by acting on this button, the cross-member can be easily disconnected from the side hulls; subsequently, once disconnected, the transom can be disconnected from the power joint that secures it to the central hull, by means of a lifting movement, and can be removed, thus allowing the central hull to be completely disconnected from the side hulls.

The aforementioned release mechanisms therefore allow the removable connection of the central hull to the side hulls.

In a first variant of the first embodiment, the frame of the central hull is preferably connected to the lower body by means of articulated elements (for example universal joints) which allow the frame itself to be rotated around the transverse axis and thus "fold it" on the body lower, when the central hull is not connected to the side hulls: in this way, the central hull becomes foldable and it is possible to further reduce its bulk in order to facilitate its transport, when the vehicle is not in use.

In a second variant of the first embodiment, the framework of the central hull comprises a second body, superimposed at a certain height from the lower body and hinged to it by means of a system of articulated uprights: this variant allows the creation of a collapsible central hull and allows at the same time to improve the safety and protection of the user, thanks to the use of an upper body placed, as an additional "cage", at the height of the user's trunk. The use of at least two bodies connected by uprights also increases the structural strength of the central hull.

In a third variant of the first embodiment, which can be combined with the first or second variant, also the frame of the lateral hulls can be advantageously made - similarly to the central hull - by means of two or more superimposed bodies connected by uprights, so as to increase the lateral protection of the user and the strength of these hulls. The frame of the lateral hulls and, in particular, the body superimposed on the lower body of the hull, therefore perform a lateral barrier function.

In a second embodiment, it is possible to make each of the lateral hulls by means of a single lower body equipped with at least two rigid uprights fixed to its base to this body and connected to each other by means of tubular elements, preferably hollow, fixed to the upper end of each riser. In this embodiment, the lateral barrier function is mainly performed by the tubular elements. Thanks to the use of tubular elements, the second embodiment allows the overall weight of the vehicle to be reduced with respect to the configuration of the third variant of the first embodiment, while ensuring increased structural stability and greater lateral protection for the user as in this third variant. .

Thanks to its intrinsic stability, the vehicle according to the invention lends itself particularly advantageously to use in combination with a wing sail held by the user, for example a wing of the so-called kite wing type, in order to exploit the wind for propulsion. of the vehicle itself. The use of these sails in combination with conventional vehicles based on boards or hulls, such as for example the vessel described in the aforementioned US patent US 3,742,886 has so far proved to be very difficult, if not impossible, in particular when the vehicle enters the water. : known vehicles are in fact unstable and overturn with extreme ease in this entry phase due to wave motion or gusts of wind; moreover, conventional vehicles do not avoid the contact of the sail with the water and are therefore unable to avoid a possible overturning caused by the leverage effect exerted by the water on the sail itself.

As explained, the vehicle object of the invention has an intrinsic stability and resistance to overturning thanks to the use of the articulated connection structure described above; the frame present on each side hull, i.e. the side barrier, can also be advantageously exploited by the user to rest a sail without the latter coming into contact with the water: in this way, the vehicle according to the invention is able to overcome a severe limitation of known vehicles and can therefore be used safely in combination with a wing sail.

Thanks to its characteristics of intrinsic stability and ease of use with a wing sail, the vehicle object of the invention advantageously does not comprise masts for fixing the sail and is therefore not subject to the disadvantageous effect of heeling downwind which characterizes vehicles with mast in the presence of strong winds.

Thanks to the use of a collapsible central hull and removable side hulls, the vehicle object of the present invention can advantageously be made in the form of an assembly kit. The kit includes the three hulls, equipped with rotation and maneuvering joints but disconnected, a plurality of linear and two-arm connecting elements, as well as a plurality of mobile fastening devices, for example in the form of clamps, to fix the linear elements elongated connections to the central hull. The second operating joints and the rotation joints have release devices, for example in the form of a button or sleeve, by means of which the connecting elements can be connected in a removable manner to the side hulls.

The vehicle according to the invention can be equipped with fairings to improve its aerodynamic and aerodynamic characteristics; if the vehicle is used on land, for example on ice, it can be equipped with blades, skids or wheels. The vehicle can also be provided with watertight compartments, preferably removable, for the transport of material.

These and other characteristics will be more clearly highlighted by the following description of a preferred embodiment, illustrated purely by way of non-limiting example in the accompanying drawings, in which: - Figure 1 illustrates a rear perspective view of a multihull vehicle according to the present invention ;

- Figure 2 illustrates a schematic view along section A-A 'of the multihull vehicle of Figure 1 in the absence of stresses;

- Figure 3 illustrates a schematic view along section A-A 'of the multihull vehicle of Figure 1 in the presence of stresses;

- Figure 4 illustrates a schematic view along section A-A 'of the multihull vehicle of Figure 1 in the presence of stresses;

Figure 5a illustrates a first joint for maneuvering a means according to the present invention, made with a fork bracket;

Figure 5b illustrates the rotation movement of a linear connecting element hinged on the first operating joint of Figure 5a; - Figure 6a illustrates in an exploded view the connection between a connecting element with two arms and a rotation joint, equipped with a release mechanism, on the rear pillar of a lateral hull in a vehicle according to the present invention;

- Figure 6b illustrates the joint in Figure 6a connected to the connecting element with two arms and housed in the rear upright.

An example of the vehicle according to the present invention is schematically represented in Figure 1, which illustrates a rear perspective view of a three-hulled vehicle, designated with the reference sign 1.

The vehicle 1 comprises an articulated and foldable central hull 2 comprising in turn at least two bodies 21 and 22, of which the lower one 22 (also designated as the first body) is intended to be in contact with the surface S on which the vehicle 1 is move.

The upper body 21 has a lower side 21b (not visible in figure 1 but illustrated in figure 2), called belly, facing the upper side 22a of the lower body 22, called blanket; the upper body 21 also has an upper side 21a, called back, on the opposite side with respect to the belly 21b, while the lower body 22 has a lower side 22b, called bottom, intended for contact with the reference surface and located on the opposite side with respect to to deck 22a.

The two bodies 21 and 22 of the central hull 2 are substantially facing each other, the belly 21b of the upper body 21 being opposite the deck 22a of the lower body 22, and extend longitudinally along an axis indicated by the letter X in the figures; this axis will also be referred to in the following as the longitudinal axis. Each of the two bodies 21 and 22, while having a length greater than its width and therefore being elongated, can have a different shape from that of the body it faces: in particular, the ratio between the length and the width of the lower body 22 of the central hull 2 can be adapted according to the surface S on which the vehicle is mainly intended to move.

In the example illustrated in figure 1, relating to a vehicle 1 intended mainly to move on water, that is to say a vessel, this ratio (also called form factor) is closer to unity than the value that would be assumed by the factor of shape in the case of a vehicle of equal length intended to move on land: in other words, the lower body 22 of the central hull 2 in the example of figure 1 is more stocky than the lower body that would typically be adopted for the central hull of a vehicle of the same length intended to move on land. The choice of a form factor closer to the unit in the case of the vessel allows to improve its buoyancy; in the case of a vehicle intended to move on land, however, the choice of a form factor significantly higher than the unit (for example, greater than three) allows to taper the central hull 2 and improve the aerodynamic performance of the vehicle. In the exemplary configuration of Figure 1, the two bodies 21 and 22 are connected to each other by means of three uprights 200, 201 and 202, located along the aforementioned longitudinal axis X respectively at the bow, center and aft of the central hull 2 between the belly 21b of the upper body 21 and the blanket 22a of the lower body 22.

At their upper ends, each of the stern uprights 202 and center 201 has a plate or flange by means of which it is connected to the belly 21b of the upper body 21; at the opposite end, i.e. at the base, each of these uprights 201 and 202 is instead connected to the deck 22a of the lower body 22 by means of joints 92 and 92 '(for the central upright 201) and 93 (not visible in the figure, for the upright stern) which allow the uprights 201 and 202 to rotate around the transverse axis Y. The joints 92, 92 'and 93 are preferably constituted by pins with relative supports. The bow upright 200 instead has a plate or flange at each of its ends, by means of which it is connected between the upper body 21 and the lower body 22 of the hull 2. Each of the plates or flanges used to connect the three uprights 200, 201 and 202 the bodies 21 and 22 of the central hull 2 are provided with holes, typically countersunk, in which fastening devices (eg screws) are inserted which allow each upright to be firmly connected to the hull.

The central hull 2, when not connected to the side hulls 3 and 4 (described below), can be folded and flattened so that it can be transported more easily when not in use. For this purpose, the fasteners that anchor the lower plate and the upper plate of the bow strut 200 to the deck 22a and the belly 21b respectively are removed, so that the bow strut 200 can be disconnected from the lower body 21 and from the upper body 22: in this way, it becomes possible to fold the upper body 21 of the central hull 2 onto the opposite lower body 22 by rotating the two uprights 201 and 202 towards the bow around the joints 92, 92 'and 93 which respectively connect the base of the central upright 201 and aft upright 202 to the lower hull 22. During this rotation, the upper body 21 moves integrally with the uprights 92, 92 'and 93 as and advances towards the bow, lowering until it folds over the lower body 22: for this reason reason, the stern upright 202 and the central one 201 will also be referred to hereinafter as articulated uprights.

The use of articulated uprights therefore makes the central hull 2 foldable and facilitates its transport, once disconnected from the side hulls 3 and 4, when it is not used to move on the reference surface.

The number of uprights used to connect each pair of facing bodies is not limited to three, as shown in the illustrative configuration of Figures 1 and 2, but can be reduced to two if you want to reduce the weight of the hull 2 without compromising its structural stability: in this case, both uprights must be fixed to the lower body 22 by means of joints, if the possibility of folding the central hull is to be maintained.

Alternatively, the number of uprights can be greater than three, in case you want to ensure greater structural strength to the central hull 2. In this case, the uprights can be distributed equidistantly along the longitudinal axis (X); however, it is possible to arrange the uprights also at variable distances along this axis, for example by placing a subset of uprights at a reduced distance in a limited region of the central hull, in order to ensure greater structural strength in this region. It is evident that, in the event that the number of uprights is greater than three, all the uprights except at most the bow one must be connected to the lower body 22 of the central hull 2 by means of joints, as described above, if you want to maintain the possibility of folding the central hull.

The shape and dimensions of each upright can also be different, as illustrated in Figure 1 in a non-limiting way in relation to the side hulls 3 and 4 (described in detail below): the central post 401 of the side hull 4, for example, has larger dimensions of the forward and stern uprights 400 (not visible in the figure) and 402, in turn different from each other, so as to ensure greater structural strength in points of the hull subject to stronger stresses than other parts.

The number of bodies forming the central hull 2 is not limited to two and may include further bodies connected in pairs by uprights and overlapping, as described above, in order to increase the structural strength of the hull and offer greater lateral protection to the user. , intended to be confined within a space defined by an opening 600 formed through the bodies of the central hull and described in greater detail below.

Even in the case of a central hull with more than two bodies, the uprights are connected between two facing bodies by means of plates or flanges and joints, as explained in detail for the example of figure 1. Similarly to what has already been described, it is necessary that all the uprights arranged between two facing bodies - except at most the bow upright - are connected to the respective lower body by means of joints, if you want to maintain the property of the central hull of being foldable.

The vehicle 1 comprises at least one opening 600 arranged in the central section and intended to house and confine a user in an upright position on the lower body 22; as can be seen from figure 1, the latter is equipped with toe straps (shown without reference mark) through which the user can remain anchored to the central hull even when the latter tilts or sways.

In the exemplary vehicle of Figure 1 the opening 600 is formed in the upper body 21 of the central hull and defines a space between the lower body 22, on one side, and the edge of the upper body around the opening 600 and the post 201 from the other. The upper body 21 and the upright 201 thus form a frame or "cage" equipped with an opening. The space defined by the opening formed in this frame confines the user and cages him, thus protecting him from impacts or external agents; at the same time, this "cage" allows the user to move his own weight within the said space, so as to cause an inclination and / or rotation of the hulls, thus allowing easy and safe steering of the vehicle 1. Optionally , the vehicle 1 can comprise a second additional opening, preferably located in the bow and intended to house at least one further passenger and / or a removable locker or material, such as for example a fishing kit.

As shown in Figure 1, the vehicle according to the invention comprises a first lateral hull 3 and a second lateral hull 4 respectively arranged to the left and to the right of the central hull 2. In the preferred embodiment of Figure 1, the number of lateral hulls is exactly the same two, so that the multihull vehicle has, in this preferred form, a total number of hulls exactly equal to three. As can be seen from the figure, both the first lateral hull 3 and the second lateral hull 4 have an essentially elongated shape in the direction of the longitudinal axis X and are arranged next to the central hull 2, parallel to it, along the transverse axis Y .

The side hulls 3 and 4 are removably connected to the central hull 2, as explained in detail below, and can therefore be disconnected from the latter, for example for storage or transport of the vehicle when not in use.

Although the side hulls 3 and 4 may have a different shape from the central hull 2, as shown in Figures 1 and 2, they are preferably identical to each other in shape and structure, so as to ensure that the vehicle 1 is substantially symmetrical along the aforementioned axes transversal (Y) and longitudinal (X) and, as explained below, also along a third axis, called vertical or Z axis, perpendicular to the transverse and longitudinal axes. The symmetry along the three axes X, Y and Z makes the vehicle 1 stable and limits its tendency to overturn, according to a principle well known in the known art and exploited in the category of vessels known as trimarans.

As can be seen from the figures, the central hull 2 is connected to each of the side hulls 3 and 4 by means of a plurality of connecting elements, indicated by the reference signs 100-103, 500 and 501, and a plurality of joints, indicated by the reference marks 51-58 and 61-64.

The connecting elements 100-103, 500 and 501 are preferably rigid and have the function of connecting the hulls together in the transverse plane in which the longitudinal (Y) and vertical (Z) axes lie, so as to allow the transmission of movement of one of the hulls to the remaining hulls and at the same time preventing any movement of the hulls outside the aforementioned transverse plane, also called the YZ plane.

The connecting elements consist of one or two preferably rigid elements, each having an elongated shape, and extend substantially in the aforementioned transverse plane of the vehicle. In the example illustrated in the figures, in particular in figure 3, the basic types of connecting elements used in the vehicle 1 according to the invention are shown: the first type, called linear, is exemplified by the rods 100, 101, 102 and 103, formed from a single elongated rigid element; the second type, called with two arms or cross, is exemplified by the cross beams 500 and 501, consisting of a first elongated element (horizontal arm, indicated with the reference sign 500h in figure 2) and a second elongated element 500v ( vertical arm, indicated with the reference sign 500v in figure 2) connected integrally and perpendicular to the first elongated element 500h.

The connecting elements are arranged so as to form, respectively in the section of the stern uprights 202, 302 and 402 and in the section of the central uprights 201, 301 and 401, a connection structure between the hulls in the form of a closed kinematic chain whose members are constituted by the connecting elements and, in the vehicle illustrated in the figures, by the uprights of the three hulls arranged in the same cross section. With reference to Figure 2 relating to the central section A-A 'of the vehicle 1, the connection structure in the section in question comprises for example the following six members: the central upright 301 of the lateral hull 3, the rod 100 which connects the hull lateral 3 to the central hull 2, the central upright 201 of the central hull 2, the rod 101 that connects the central hull 2 to the lateral hull 4, the central upright 401 of the lateral hull 4 and the center cross member 500.

The members of the kinematic chain are mutually coupled by means of joints. With reference to the example of figure 2, the joints in the center section A-A 'that connect the uprights 201, 301 and 401, the rods 100 and 101 and the cross-member 500 are indicated by the reference signs 51, 52 , 53, 54, 61, 90 and 62.

The function of the joints is to connect both ends of each of the connecting elements to the hulls in such a way as to allow the rotation of each hull essentially only in the transverse plane, i.e. the plane that contains the Y and Z axes: in other words, the joints represent rotoidal pairs, from a kinematic point of view. Since the hulls are mutually connected by means of connecting elements bound to move exclusively in the transverse plane YZ, the rotation movement of the hulls, made possible by the use of the joints, is bound to take place exclusively in this plane, i.e. only around the longitudinal axis X.

The joints comprise a group of eight joints called maneuvering, designated by the reference signs 51-58 and fixed by means of maneuvering blocks (not shown in figure 1) housed inside recesses formed on the edge of the upper bodies 21, 31 and 41 of the three hulls 2, 3 and 4, and a further group of four articulations called rotation, designated by the reference signs 61-64 and located in the lower part of the aft uprights 302 and 402 and of the central uprights 301 and 401 of the side hulls 3 and 4. In a particularly advantageous variant not shown in the figures, the maneuvering joints 51, 54, 55 and 58 located on the side hulls 3 and 4 are housed in the upper end part of the stern uprights 302 and 402 (joints 55 and 58 ) and in the upper terminal part of the central uprights 301 and 401 (joints 51, 54): in other words, the maneuvering joints are located lower, i.e. on the uprights, with respect to the configuration ne of Figure 1, in which the joints are housed in the recesses (not visible) formed on the edges of the upper bodies.

In the variant in which the maneuvering joints are housed in the upper terminal part of the stern and center uprights, it is not necessary to resort to the aforementioned blocks and it is not even necessary to form the boxes, with obvious advantages in terms of construction and structure. The variant can also be usefully applied in the second embodiment in which the lateral hulls have a single body: in this configuration, in which the lateral hulls do not have an upper body but are mutually joined by means of tubular elements fixed to the tops of the uprights, the joints maneuvering of the side hulls are arranged in the upper terminal part of the uprights.

Figures 5a and 5b illustrate in greater detail one of the maneuvering joints fixed in the central section of the vehicle on the edges of the upper body of the central hull 2, i.e. one of the first maneuvering joints 52 and 53 in the central section: as can be seen from Figure 5a , each of the first operating joints 52 and 53 is constituted by a fork 53a provided with a threaded stem 53d and further comprises a maneuvering pin, not visible, located between the prongs 53b and 53c of the fork; a rigid transverse connecting element 101, in the form of a rod, is hinged on this pin. As shown in figure 5b, the stem 53d of the fork can be rotated in the XZ plane which contains the longitudinal and vertical axes, so as to allow a 90 degree rotation in the XY plane of the rod 101, when the latter has been disconnected from the lateral hull 3 (as explained below) to allow the central hull 2 to be transported separately or folded. The joints 52 and 53 therefore make it possible to connect the central hull to the side hulls in a removable manner. When the hulls 2, 3 and 4 are connected, the joints 52 and 53 are arranged as shown in figure 5a and allow the rods to rotate only around the longitudinal axis X: these joints are therefore configured as rotoidal pairs that allow rotation around to said longitudinal axis.

The stern maneuvering joints 56 and 57 are configured differently from the center ones 52 and 53, but also allow the central hull to be connected to the side hulls in a removable manner. These joints 56 and 57 are equipped with eye terminals hinged by means of pins, arranged in a longitudinal direction, to the edges of a wing support 700: the joints 56 and 57 are thus free to rotate around the pins. Consequently, similarly to what has been discussed above for the joints 52 and 53, also the aft maneuvering joints 56 and 57 allow a rotation of the rods 102 and 103, connected to these joints, only around the longitudinal axis X and are therefore configured as rotational pairs. The pins around which the joints 56 and 57 are hinged are arranged in through holes formed on the edges of the aforementioned wing support 700 and can be removed, to allow the stern rods 102 and 103 to be disconnected when the central hull 2 is detached from the hulls 2 and 3. In other words, unlike the rods 100 and 101 in the central section, the rods 102 and 103 cannot be arranged along the edge of the central hull 2, when the latter is disconnected from the lateral hulls, but must be removed after removing the pins of joints 56 and 57.

Each of the second maneuvering joints 51, 54, 55 and 58 through which the rods 100, 101, 102 and 103 are connected to the side hulls is provided with an release mechanism, made in the form of a sleeve (not shown), which can be made to slide so as to release the rod from the joint and so as to allow the central hull 2 to be disconnected from the lateral ones.

Figure 1 illustrates a first variant of the rotation joints 61-64 in which the ends of the horizontal arms 500h, 501h of the cross beams 500, 501 are hinged on pins, arranged in fork brackets fixed to the central uprights 301, 401 and stern 302, 402.

Figures 6a and 6b illustrate a second preferred and particularly advantageous variant of the rotation joints 61-64 used to connect the ends of the horizontal arm of each cross-member (or connecting element with two arms) to the uprights of the side hulls. The figures show in particular the joint 64 which connects the horizontal arm 501h of the transom 501 to the aft upright 402 of the lateral hull 4. As can be seen from Figure 6a, the joint 64 comprises an eye terminal 64a and a base 64b provided with a hole, in which a groove pin 501hp placed at the end of the arm 501h is inserted; this end is covered by a glass, through which the 501hp pin comes out. The end of the arm 501h of the stern transom 501 is connected in a removable manner to the joint 64: the latter is in fact provided with an release mechanism, represented in the figure by the release button 64c on the base 64b, through which the transom can be disconnected from the joint 64. The latter is housed in a through hole 402a formed in the body of the upright 402 in such a way that the eye terminal 64a is hinged around a rotation pin 1000, arranged in the direction of the longitudinal axis X inside a through hole 402b in the upright 402. The joint 64 is therefore free to rotate around the longitudinal axis X alone and therefore constitutes a rotational pair.

From the arrangement of the transverse connecting elements and the uprights to form a kinematic chain that connects the three hulls 2, 3 and 4 together, it follows that the connecting elements are capable of transmitting the movement of one of the hulls to at least another hull.

From the use of joints in the form of rotational pairs to mutually connect the connecting elements and the three hulls, it also follows, as already mentioned, that these elements are able to transmit a rotation movement. Finally, from the arrangement of the connecting elements and the hulls, in particular of the uprights in the illustrated examples, to form a closed chain it follows that, by means of the connecting elements, it is generally possible to transmit a movement of one of the hulls to both other hulls.

In the case of a vehicle comprising only two hulls side by side, the effects of the invention and, in particular, the dynamic steering of the vehicle by means of the user's weight shifts, can be achieved by configuring the articulated connection structure in such a way as to form, together with the frames on the two hulls, a closed kinematic chain: for this purpose it is sufficient to use linear connecting elements in the said articulated connection structure.

In the case of a vehicle consisting of three hulls, as in the preferred embodiment of figure 1, the kinematic chain also comprises one or more two-arm connecting elements, i.e. cross members, arranged to connect the three hulls of the vehicle solidly and rigidly. . In this way the vehicle can be dynamically governed by shifting the user's weight, housed on the central hull, and at the same time the stability of the vehicle is guaranteed.

Therefore, thanks to the use of both types of connecting elements (linear and cross) arranged in a closed kinematic chain, it is possible to simultaneously transmit a tilting movement of the central hull 2, caused by a displacement of the weight of the passenger confined in the opening. 600, to both side hulls 3 and 4 of a three-hulled vehicle; it is also possible to simultaneously transmit a tilting movement of one of the lateral hulls, as a consequence of the action of the wind, waves (in the case of a vehicle intended for transport on water) or a change in the slope of the reference surface (for example in the case of a vehicle intended for transport on land or ice), to the central hull and to the other side hull. In both cases, the hulls tilt simultaneously and concordantly, that is, in the same direction, and remain substantially parallel even when they are tilted.

As can be seen from the perspective view of figure 1, each cross member 500 and 501 is housed inside a respective box, indicated with the reference marks 700a and 800a in figure 1, formed in the upper body 21 of the central hull. The upper end of the vertical arm 500v (or 501v) of each crossbar is inserted in a tilting collar, free to move along the transverse Y axis within rails formed on the internal walls of the respective 800a or 700a box. In this way, each cross-jointed crossbar is constrained to rotate around the longitudinal axis X with excursions ranging between 20 and 30 degrees with respect to the vertical; it is preferable that the angle of inclination does not exceed 30 degrees, beyond which the safety and comfort of the user housed in the central hull are significantly reduced. Each of the boxes 700a and 800a is normally covered by a cover (not shown) which prevents the vertical arm of each crossbar from moving in the direction of the vertical axis Z. When the central hull 2 is disconnected from the side hulls 3 and 4, it is necessary remove this cover to allow subsequently to release and lift each cross member 500, 501 from the universal joint 90, 91 through which it is fixed to the deck 22a of the lower body 22 of the central hull 2.

The lower end of the vertical arm 500v and 501v of each cross joint 500 and 501 is respectively fixed to the deck of the central hull by means of the aforementioned universal joints 90 and 91. Each joint (also called power joint) is in principle free to rotate 360 degrees; thanks to the insertion of the upper end of each vertical arm in the 700a and 800a recesses described above, the rotation of each crosspiece is constrained to take place only in the transverse plane YZ.

Since each of the connecting elements, i.e. the cross-linked cross members and the rods, is hinged at two opposite ends on joints capable of rotating only around the longitudinal axis X, the movement of the connecting elements following a rotation of the joints placed on a lateral hull and, in the opposite position, on the central hull, it is in turn constrained to take place exclusively in the plane containing the transverse axis, i.e. the second axis or Y axis, and the vertical axis or Z axis: in other words , the movement is bound to take place only in the transverse plane YZ.

Figure 1 shows how each lateral hull presents, similarly to the central hull, at least two bodies facing each other and connected by uprights arranged along the longitudinal axis X. Although the multi-body structure of the lateral hulls is preferable as it guarantees a greater stability, sturdiness and safety of the vehicle, it is not essential to achieve the purposes of the present invention, in particular to be able to govern the vehicle dynamically by shifting the weight of a user placed on the central hull.

In a second embodiment, not shown, the lateral hulls are each formed by a single body, on the deck of which at least two uprights are arranged in the longitudinal direction connected to each other by a tubular element, which replaces the upper body 31 (or 41) illustrated in the examples of figures 1 to 4. In this second embodiment the central hull 2 and the structure that connects the latter to the side hulls 3 and 4 are substantially identical to those illustrated above in relation to figures 1 to 4: the vehicle can therefore be governed dynamically by means of shifts of the user's weight, thanks to the use of a structure for connecting the hulls in the form of a closed kinematic chain; in addition, the use of a central hull guarantees the safety of the user. In the second embodiment, both the maneuvering and rotation joints that connect each lateral hull to the central hull are arranged on the uprights, spaced along the vertical axis Z; it is not possible to assemble the operating joints by means of operating blocks. The use of tubular elements arranged between the uprights of each hull allows to lighten the vehicle and at the same time allows to avoid, in case of use of the vehicle in combination with a wing sail, that the latter can come into contact with the surface of reference. Contact between the sail and the reference surface is to be avoided especially if the vehicle is used on the water, as it can cause a tip-over: the tubular elements placed on the uprights of the side hulls form a raised peripheral structure with respect to the surface and can be used to support the sail, for example when the vehicle enters the water, at a safe distance from the water. It is evident that the same technical effect is obtained through the use of multi-body lateral hulls, since the upper body of each lateral hull allows, similarly to the tubular elements, to keep a sail at a distance from the surface of the water. The upper bodies and the tubular elements also act, in both embodiments, as a protective lateral barrier.

Each of the side hulls, as explained above, is removable and can be disconnected from the central hull by means of release devices; the linear connecting elements of the articulated connection structure, once the lateral hulls have been disconnected from the central hull, can be rotated 90 degrees in the XY plane and fixed along the upper body of the central hull by means of fasteners, for example consisting of flexible elements “C” shaped and equipped with cable ties. These flexible elements are arranged along each rod (connecting element) and then fixed to the edge of the opening 600 by means of the clamps.

Each of the hulls can be provided with watertight compartments, preferably removable, which allow material to be transported.

Each of the hulls can also be equipped with appropriate fairings, to facilitate movement on the water, with blades or skids, if the vehicle is to be used on ice, or with wheels, if the vehicle is used on land. In the event that it is intended to be used on the water, the vehicle can advantageously be equipped with directional fins and / or drifts.

Thanks to the intrinsic stability of the vehicle guaranteed by the connection structure described above, the vehicle is ideally suited for use in combination with wing sails supported and maneuvered by a passenger, such as for example kite wing sails, without the need for a shaft attached to one of the vehicle hulls; the use of multi-body side hulls or hulls equipped with tubular elements, as described above, is particularly advantageous in the case of use of the vehicle with such sails for the reasons set out above; in particular, multihull vehicles with a length of less than four meters, normally not usable with wing-type sails, can be advantageously used in combination with such sails, for tourist-recreational activities, if configured according to the teachings of the present invention.

Claims (14)

CLAIMS 1. Multihull articulated vehicle (1) for moving on a surface (S), comprising: - a central hull (2) and at least one lateral hull (3, 4), having an elongated shape in the direction of a first axis (X) and arranged side by side along a second axis (Y) perpendicular to the first axis (X), each of the hulls including: - a first body (22, 32, 42) able to stay in contact with the surface (S); - a frame (21, 200, 201, 202; 31, 300, 301, 302; 41, 400, 401, 402) integrally connected to the first body (22, 32, 42) and extended in height in the direction of a third axis (Z) perpendicular to the first axis (X) and to the second axis (Y), the vehicle also comprising an articulated structure for connecting the central hull (2) to at least one lateral hull (3; 4), comprising: - a first set of joints (52, 53, 56, 57; 90, 91) connected at least to the frame (21, 200, 201, 202) of the central hull (2); - a second set of joints (51, 54, 55, 58; 61, 62, 63, 64) connected to the frame (31, 300, 301, 302; 41, 400, 401, 402) of the at least one side hull (3; 4), - and a plurality of connecting elements (100, 101, 102, 103; 500, 501) arranged in a plane containing the second axis (Y) and the third axis (Z), in such a way as to connect the central hull (2 ) to the at least one lateral hull (3; 4) by means of the joints of the first (52, 53, 56, 57; 90, 91) and of the second assembly (51, 54, 55, 58; 61, 62, 63, 64 ) of joints, the joints of the first (52, 53, 56, 57; 90, 91) and of the second assembly (51, 54, 55, 58; 61, 62, 63, 64) being configured as rotational pairs to allow a rotational movement of the hull central (2) or of the at least one lateral hull (3; 4) in said plane in a direction of rotation, the frame (21, 200, 201, 202) of the central hull (2) comprising at least one opening (600, 800) configured to define between the first body (22) and the frame (21, 200, 201 , 202) of the central hull (2) a housing for a user, the vehicle being characterized in that the articulated structure connecting the central hull (2) to the at least one side hull (3; 4) is configured so as to form with the central hull frame (21, 200, 201, 202) and the frame (31 , 300, 301, 302; 41, 400, 401, 402) of the at least one lateral hull (3, 4) a closed kinematic chain suitable for transmitting said rotary movement simultaneously and in accordance with said direction, from the central hull (2) to the at least one side hull (3; 4) or vice versa. 2. Multihull articulated vehicle (1) according to claim 1, consisting of said central hull (2), of a first lateral hull (3) and of a second lateral hull (4) having an elongated shape in the direction of the first axis (X) and arranged side by side along the second axis (Y), the central hull (2) being arranged between the first lateral hull (3) and the second lateral hull (4), each of the three hulls (2, 3, 4) comprising the said first body (22, 32, 42) and the said rigid frame (21, 200, 201, 202; 31, 300, 301, 302; 41, 400, 401 , 402), the vehicle further comprising said articulated connection structure in which: - said connecting elements (100, 101, 102, 103; 500, 501) comprise linear connecting elements (100, 101, 102, 103) having an elongated shape; - the first set of joints (52, 53, 56, 57; 90, 91) includes first maneuvering joints (52, 53) connected to the frame (21, 200, 201, 202) of the central hull (2) at a first height (hM) along the third axis (Z) measured with respect to the first body (22) of the central hull (2), as well as a first pivot joint (90; 91) connected to the first body of the central hull (2); - the second set of joints (51, 54, 55, 58; 61, 62, 63, 64) includes second maneuvering joints (51, 54), connected to the frames (31, 300, 301, 302; 41, 400, 401, 402) of the lateral hulls (3; 4), as well as a second rotation joint (61) and a third rotation joint (62), respectively connected to the frame (31, 300, 301, 302; 41, 400, 401, 402) of the first side hull (3) and of the second side hull (4); the central hull (2) being connected respectively to the first lateral hull (3) and to the second lateral hull (4) by means of at least one first linear connecting element (100) and at least one second linear connecting element (101), the first and the second linear connecting element (100, 101) being each connected, at the opposite ends, respectively to the frame (21, 200, 201, 202) of the central hull (2) and to the frame (31, 300, 301, 302; 41, 400, 401, 402) of the respective lateral hull (3; 4) by means of one of the first maneuvering joints (52, 53) and one of the second maneuvering joints (51, 54), the plurality of connecting elements further comprising: - a third connecting element (500) for integrally connecting the first lateral hull (3), the central hull (2) and the second lateral hull (4), the third transverse connecting element (500) being formed by a first arm (500v) having an elongated shape in the direction of the third axis (Z) and being hinged at one end to the first body (22) of the central hull (2) by means of the first pivot joint (90), and by a second arm ( 500h) of elongated shape in the direction of the second axis (Y) and connected integrally and perpendicularly to the first arm (500v), the second arm (500h) being hinged at its opposite ends respectively to the frame of the first lateral hull (3) and to the 'framing of the second lateral hull (4) by means of the second pivot joint (61) and the third pivot joint (62), the second pivot joint (61) and the third pivot joint (62) being arranged on the frame of the first and second lateral hull respectively at a second height (hR) along the third axis (Z), measured with respect to the first body (22) of the central hull (2) different from the first height (hM) and preferably lower than the latter. Vehicle (1) according to claim 2, wherein each of the first maneuvering joints (52, 53) is connected to the rigid frame (21, 200, 201, 202) of the central hull (2) so as to be free to make a rotation around the third axis (Z) in the region between the central hull (2) and the respective lateral hull (3; 4), and in which the second pivot joint (61), the third pivot joint (62 ) and each of the second operating joints (51, 54) are equipped with respective release devices, by means of which: - the first linear connecting element (100) and the second linear connecting element (101) can be disconnected from the respective second operating joints (51, 54) and rotated by means of the respective first operating joints (52, 53) around to the third axis (Z) in the aforementioned region; - and the third connecting element (500) can be disconnected from the frames of the first and second side hulls (3, 4), in order to allow the central hull (2) to be disconnected from both side hulls (3, 4). Vehicle (1) according to claim 3, wherein the frame (21, 200, 201, 202) of the central hull (2) comprises at least a first upright (201) and a second upright (202) arranged on the first body (22) of the central hull (2) along the first axis (X) and hinged integrally to the first body (22) respectively by means of a first articulated element (92, 92 ') and a second articulated element (93), such articulated elements (92, 92 ', 93) being configured in such a way as to allow the frame (21, 200, 201, 202) to rotate around the second axis (Y) and to be folded over the first body (22) of the central hull (2), when the latter is disconnected from both side hulls (3, 4). Vehicle (1) according to claim 4, wherein the frame (21, 200, 201, 202) of the central hull (2) further comprises at least a second body (21) fixed integrally to the first upright (201) and to the second upright (202) and facing the first body (22), the opening (600) that defines the housing being formed in the second body (21) and being sized and located in the direction of the third axis (Z) at a height with respect to the first body (22) such as to confine the user between the first body (22) and the second body (21) within the rigid frame of the central hull (2). Vehicle (1) according to claim 5, wherein the frame of each of the side hulls (3, 4) comprises at least a first side upright (301, 401) and a second side upright (302; 402) arranged on the respective first body (31, 41) along the first axis (X) and connected integrally to the respective first body (31, 41), the uprights (301, 302, 401, 402) arranged on the first body (31, 41) of each hull lateral (3, 4) being rigidly connected to each other by means of a lateral barrier element (31, 41). Vehicle (1) according to claim 6, wherein each of the lateral barrier elements (31, 41) is a tubular element connected to each of the lateral uprights (301, 302, 401, 402) by means of fasteners, and in which each of the second operating joints (51, 54) is located in the first side upright (301, 401) or in the second side upright (302, 402). Vehicle (1) according to claim 6, in each of the lateral barrier elements there is a second substantially flat body (31; 41), connected to each of the lateral uprights (301, 302; 401, 402) by means of fastening and facing the first body (32; 42) in the direction of the first axis (X), and in which each of the second operating joints (51; 54) is located in the second substantially flat body (31; 41). Vehicle (1) according to one of claims 2 to 8, wherein the frame (21, 200, 201, 202) of the central hull (2) is further connected to the rigid frame (300, 301, 302; 41) , 400, 401, 402) respectively of the first lateral hull (3) and of the second lateral hull (4) by means of at least a fourth linear connecting element (102) and at least a fifth linear connecting element (103), the fourth and fifth linear connecting element (102, 103) being furthermore each arranged at a predetermined distance (dPP) along the first axis (X) from the second and third linear connecting element (100, 101), the fourth and fifth linear connecting element (102, 103) being each connected, at the opposite ends, respectively to the frame (21, 200, 201, 202) of the central hull and to the frame (31, 300, 301, 302 ; 41, 400, 401, 402) of the respective lateral hull (3, 4) by means of a further first maneuver joint (56, 57) fixed to the central hull (2) at the first height (hM) and by means of a further second maneuver joint (55, 58), the articulated connection structure further comprising a sixth connecting element (501) for integrally connecting the first lateral hull (3), the central hull (2) and the second lateral hull (3) and a plurality of rotation joints comprising a fourth rotation joint (91), a fifth joint (63), a sixth rotation joint (64), the sixth transverse connecting element (501) also being arranged at the predetermined distance (dPP) along the first axis (X) from the third transverse connecting element (500), the sixth transverse connecting element (501) being formed by a first arm (500v ') having an elongated shape in the direction of the third axis (Z) and hinged at one end to the first body (22) of the central hull (2) by means of the fourth pivot joint (91), and by a second arm (500h ') of elongated shape in the direction of the second axis (Y) and connected integrally with the first arm (500v'), the second arm (500h ') being also hinged at its opposite ends respectively to the frame of the first lateral hull (3) and to the frame of the second lateral hull (4) by means of the fifth pivot joint (63) and the sixth pivot joint (64), the fifth joint of rotation (63) and the sixth rotation joint (64) being arranged in the direction of the third axis (Z) at the second height (hR). Vehicle (1) according to one of claims 2 to 9, in which the central hull (2) and / or at least one of the side hulls (3, 4) is provided with watertight compartments, preferably removable, for housing material. 11. Vehicle (1) according to one of claims 2 to 10, in which the first body (21, 31, 41) of each of the three hulls (2, 3, 4) has a fairing configured to allow movement on the water. Vehicle (1) according to one of claims 2 to 11, comprising blades, skids or wheels connected to the first body (21, 31, 41) of each of the three hulls (2, 3, 4) and configured to allow movement of the vehicle on ice or land. Use of a vehicle (1) according to any one of the preceding claims in combination with a wing sail that can be maneuvered by a user without using a fixed mast, preferably of the type called kite wing, to move on water, ice or land. 14. Assembly kit for assembling a multihull articulated vehicle (1), comprising: - a central hull (2) having an elongated shape in the direction of a first axis (X) and comprising a first body (22), a frame (21, 200, 201, 202) integrally connected to the first body (22) and thereto hinged so that it can rotate around a second axis (Y) perpendicular to the first axis (X), the frame (21, 200, 201, 202) extending in height in the direction of a third axis (Z) perpendicular to both the first axis (X) and the second axis (Y) and being provided with first maneuvering joints (52, 53, 56, 57) configured as rotational pairs and arranged along the third axis (Z) at a first height (hM) with respect to first body (22) of the central hull (2), the rigid frame of the central hull (2) comprising at least one opening (600, 800) to house a user, sized and positioned with respect to the first body (22) of the central hull ( 2) at a height along the third axis (Z) such as to define a space between the first body (22) and the st frame it (21, 200, 201, 202) designed to confine the user to the central hull (2) and within the frame (21, 200, 201, 202); - a first and a second lateral hull (3, 4), each having an elongated shape in the direction of the first axis (X) and comprising a respective first body (32, 42) and a respective frame (31, 300, 301, 302; 41, 400, 401, 402) connected integrally to the respective first body (32, 42) and extending in height in the direction of the third axis (Z), each of the frames (31, 300, 301, 302; 41, 400, 401, 402) being provided with second maneuvering joints (51, 54, 55, 58) configured as rotational pairs; - a plurality of linear connecting elements (100, 101, 102, 103) to connect the central hull (2) to each of the lateral hulls (3,4), each of the linear connecting elements (100, 101, 102, 103 ) having an elongated shape and being able to be hinged at the opposite ends respectively to one of the first maneuvering joints (52, 53, 56, 57) and to one of the second maneuvering joints (51, 54, 55, 58); - a plurality of rotation joints (61, 62, 63, 64; 90, 91) configured as rotational pairs and including rotation joints (90, 91) connected to the central hull (2), and rotation joints (61, 62 ; 63, 64) connected to the first and second lateral hulls (3, 4) at a second height (hR) along the third axis (Z), measured with respect to the first body (22) of the central hull (2), different from the first height (hM) and preferably lower than the latter; - cross connection elements (500, 501) for integrally connecting the first lateral hull (3), the central hull (2) and the second lateral hull (3), each cross connection element (500, 501) being formed by a first arm (500v, 501v) having an elongated shape in the direction of the third axis (Z) and capable of being hinged at one end to the first body (22) of the hull central (2) by means of one of the rotation joints (90, 91) connected to the central hull (2), and by a second arm (500h, 501h) of elongated shape and connected integrally with the first arm (500v, 501v) so that the first and second arms (500v, 501v; 500h, 501h) are arranged perpendicular to each other, the second arm (500h, 501h) being also capable of being hinged at its opposite ends respectively to the frame of the first lateral hull (3) and to the frame of the second lateral hull (4) by means of two of the rotation joints (61, 62; 63, 64) connected to the first and second lateral hulls (3, 4); - a plurality of mobile fixing devices; - each of the second maneuvering joints (51, 54, 55, 58) and each of the rotation joints connected to the lateral hulls (61, 62, 63, 64) being equipped with an release device by means of which each linear connecting element (100, 101, 102, 103) can be disconnected from the respective lateral hull (3, 4), rotated by means of the respective first maneuvering joints (52, 53, 56, 57) towards the central hull (2) and fixed around to the at least one opening (600, 800) of the latter by means of the mobile fixing devices.