DE702179C - Watercraft - Google Patents

Description

6 " 12824s

The invention relates to watercraft that are driven by dynamic Buoyancy forces are borne.

The invention aims to improve the glide ratio (drag / lift) of such Vehicles with simultaneous improvement of their sea state properties.

Gliding boats of the previously known types, in particular step boats, have a bumping and jumping run in the swell. The impacts arise on the Sliding surface parts that have emerged during the journey and are lying in front of the wetted parts. Due to the small angle of inclination of the

»Namely, 5 sliding surfaces become the water level Even with a small movement of the water, large parts of the submerged surfaces change wetted. Since the buoyancy force is approximately the same as the wetted area, so occur even with small changes in diving or when waves hit, strong additional ones Buoyancy forces on. When driving at full speed, when usually only part of the rear sliding surface is wetted, arise in the swell at the long front unmersed sliding surface part temporary buoyancy forces, which reach many times the weight of the boat and throw the vehicle up.

Up to now one has tried to counter this disadvantage primarily by the sliding surfaces keeled or arched sharply in the transverse direction to make them over a larger one to distribute vertical area and thereby smaller changes in the lift force to be obtained with greater changes in diving depth or greater water movement. Through this the behavior in the sea was significantly improved, but at the same time the glide ratio worsened. The worsening of the glide ratio with increasing keel is on

the increase in the friction surface and decrease in the mean dynamic Pressure on the sliding surface (specific surface load). It shows, that so far an improvement of the seaworthiness only by lowering the Wing loading could be achieved, which in all cases a worsening of the Glide ratio resulted.

ίο Another disadvantage with the known Sliding surfaces, there is a deterioration in the glide ratio when the "immersed" is increased Area, i.e. at slow speeds or deeper immersion in the sea. It then increases with constant Width of the sliding surface the immersed length of the side edge (change in aspect ratio), over which the pressures can equalize against atmospheric pressure. ao These disadvantages of the known planing boats are eliminated by the present invention through the use of overflow Buoyancy surfaces that have a limited wettable surface area and no protruding parts of the sliding surface. Her The length of the wetting, and thus also its aspect ratio, remains unchanged during its effect. Large dynamic surfaces are created on these surfaces, which are generally curved in a profile-like manner Pressures and thus high surface loads without a tendency to jump or bump in the swell. According to the invention, the buoyancy surfaces are laterally on the sliding surfaces of the boat bottom attached as their immediate continuous continuation or grow organically out of them, whereby through uniform Lines and common buoyancy create a reciprocal effect the flow around the hull and the lateral buoyancy surfaces. the Trailing edges of the buoyancy surfaces can be connected to the steps in the case of stepped sliding surfaces. It is advantageous to keel sliding surfaces and buoyancy surfaces uniformly and across to bulge. The sliding surfaces of the hull received, which in and of itself as a result of the front, exposed parts of the sliding surface tend to hit, have a strong keel or Transverse arching, while the buoyancy surfaces are preferably less keeled and transverse are arched. The sliding surfaces are also made as large as possible as it is Maintaining stability and space is required, so that the buoyancy surfaces provide the main buoyancy. The sliding surfaces and buoyancy surfaces are dimensioned in such a way that that at full speed none or only those intended to maintain balance Dive out the ends of the buoyancy surfaces. The bottom remains when driving except for named ends fully wetted, while the upper side flows over completely or partially will. The transversely inclined and transversely arched buoyancy surfaces thus act during the Ride with the parts lying near the water level as sliding surfaces and on the parts lying deeper below the water level than wings.

Another embodiment of the invention provides the keel and transverse curvature of the lift surfaces and sliding surfaces in such a way that the caused by the keeled sliding surface Outward flow on the upwelling surfaces with recovery of the in the sideways Movement component lost energy is diverted so far that the water flows off parallel to the direction of travel. Farther According to the invention, the surfaces located at the rear of the ship also benefit from the flow generated at the front of the ship. In the case of an inward current, the stern surfaces are keeled upwards or curved transversely (V-shape) and with an outwardly directed flow downwards keeled or arched transversely (roof shape). In both cases, the Current deflected so far that the water leaves the boat in a parallel current. The rear surfaces can also advantageously be spaced at such a distance of the surfaces in front of them are attached so that they are in the ascending Parts of the depression created by the front surface lie.

The combined sliding and buoyancy surfaces can be in any number and at any Places of the boat hull are attached. Preferably they are on the fore and arranged at the stern. “00

The sliding surfaces can be keeled so strongly that the hull can also be larger generates static buoyancy forces. To keep them small, they can be known in and of themselves Way arranged separately from each other, especially at the stern in the transept direction the bottom part lying between them is withdrawn from wetting by pulling up or up. By advancing the foremost step towards the bow, it is possible to move the foremost sliding surface, that is directly exposed to the swell and is therefore keeled the most, to be kept small.

The lateral buoyancy surfaces require due to their new task fulfillment also special training. The well-known airfoil-like profiles to which A strong negative pressure is created on the upper side, which is slightly iao near the water surface is destroyed by ingress of air, must be avoided if possible. the

Rather, the top is to be designed in such a way that it only slightly stabilizes the vehicle produces serving buoyancy forces. In a manner known per se, it can be a circular arc-like, evenly distributed one Weak curvature on the upper side with a pointed leading edge, which ensures a small vacuum, and a strongly arched, generating a large overpressure

to get bottom. In this case, in order not to deflect the water strongly upwards by the leading edge at small diving depths, the angle at the leading edge between the upper side and the chord should not be more than 15 °. The thickness of the sliding surface should ^{not exceed 1} I _{15 of} the depth. In order to force the currents of the upper side to be present at small diving depths, known saw-shaped incisions or auxiliary

ao surfaces are provided on the top. The latter can also be close to the Front edge are attached and form a nozzle-like tapering gap, through which the water is accelerated tangentially to the top. Same Effect is also achieved by dividing the lift areas into individual areas, the between them form one or more nozzle-like tapering gaps. In novel The gaps can also be designed in such a way that from the underside a sucking effect is created. For this purpose, under the gap that is at the Bottom opens behind a step, a narrow auxiliary surface attached, which between itself and the buoyancy surface form a nozzle and the flow through it under the gap locally accelerated. To reduce the effect of the top at shallow diving depths, A step can also be provided on the top to determine the wetting length the upper side is reduced in size at small diving depths.

The parts of the buoyancy surfaces lying at a greater depth can use the known ones Obtained airfoil-like profiles.

End caps can be attached to the ends of the lateral buoyancy surfaces, or the ends can bank and dip around at full speed to increase the lateral stability of the vehicle. It is advantageous if the lateral buoyancy surfaces be set up adjustable in the angle of attack, so that the buoyancy accordingly the speed can be changed. For this purpose, the lift surfaces are arranged to be pivotable about a transverse axis. However, the rear part of the buoyancy surface can also be pivoted on like a flap. be steered so that when the front profile part is fixed by adjusting the flap a change in the lift force occurs. The control of the angle of attack or the The flap is done by hand or by an automatic control. The right and left Buoyancy surfaces or lift surface flaps can also be used in a manner known per se to maintain the transverse stability in the The angles of attack can be adjusted against each other, whereby in the curves the surface on the outside of the curve gets a larger angle of attack.

Another embodiment of the invention provides a cushioning of the lift surfaces opposite the hull. In these cases, the lift surfaces are uni one The longitudinal axis is attached to the hull with a pendulum motion and is cushioned by any spring system.

It has already been proposed in the past to attach lateral sliding surfaces to planing boats, while lateral buoyancy surfaces according to the invention have so far not been in any form Have found application. The lateral sliding surfaces that had become known were perfect flat surfaces lying horizontally in the transverse direction of greater width than The depth of the front parts that emerged during the journey and where bumps occurred. Due to their shape and their poor aspect ratio, they only had a low buoyancy effect and in general hardly behaved any differently than the normal sliding surfaces. On the top they were during not wetted during the ride and also had no profile that would create a buoyancy effect at the top could have arisen. As the bottom of the known vehicles as well was mostly not keeled at the attachment points of the side sliding ■ surfaces, so not how in the invention with linear unit a common transverse inclination and transverse curvature if a larger keel of the sliding surfaces was provided, they had to known vehicle types shocks occur in the swell. Finally, there was also no mutually beneficial effect of the Currents caused by the sliding surfaces and buoyancy surfaces achieved.

Vehicles corresponding to the invention are shown in FIGS. 1 to 15, for example posed, namely show

Fig. Ι and 2 boats according to the invention in side view,

Fig. 3 and 4 boats viewed from below on the ground, the right and left Side of the vehicle are shown in different embodiments,

Fig. S a boat with three lateral pairs of buoyancy surfaces in bottom view of the floor, the right and left sides iao of the vehicle are shown in two different embodiments,

Figs. 6 and 7 show boats in a side view and a bottom view of the bottom, with in Fig. 7 the right and left side of the vehicle in two different embodiments is shown.

Figures 8 through 11 are views of the bow of boats according to the invention, the right and left sides of the figures each show different embodiments.

Figs. 12-15 are views of the stern of boats according to the invention, the right and left sides of the figures each show different embodiments.

In the examples shown in Fig. 1 to 4, a pair of lateral buoyancy surfaces are attached to the fore and at the stern, the rear edges of which meet the step edges. In Fig. 1, in which the uniform lines of sliding surfaces and lift surfaces can be seen, a is the Buggleitfläche with the step.? and b the stern sliding surface. The bow lift surface f _a grows out of the bow slide surface and the stern lift surface f _b grows out of the stern slide surface. The sliding surfaces can also be designed without steps, or steps can only be provided on the less keeled parts. The step height then decreases towards the keel, whereby the low-lying parts on the keel can also produce a greater static buoyancy. In this case, the keel line runs roughly like the dotted line k.

In Fig. 2, the step s is moved far ahead in order to keep the sliding surface α as small as possible. The step s is continued on the sides in the side wall step / so that waves that come over are detached at this step and can no longer wet the aft section.

On the left-hand side of Fig. 3, the bow and stern sliding surfaces α and b have approximately the same width and the bow and stern entrance surfaces f _a and f _{b are} approximately the same size. Preferably, however, the rear lift area is made wider when the center of gravity is moved backwards. Since it lies in the area dampened by the bow surfaces, the greater part of the elements generating the buoyancy is withdrawn from the direct action of the swell. On the right-hand side of Fig. 3, the rear sliding surface b is significantly narrower than the bow sliding surface a. The stern of the boat can be tapered to such an extent that the stern sliding surface no longer produces any significant buoyancy and is only a carrier for the rear driven surface f _b . In the case of a center of gravity in the aft ship, the stern lift area can then be made so wide and so large that it applies the largest part of the total lift. It is then preferably given a transverse curvature, as in Fig. 14, in which the ends of the surface emerge and the parts above the water level stabilize the transverse position.

The bow lift surfaces f _a are here quite small compared to the sliding surfaces α. This arrangement has the advantage that the front lift surfaces, which are known to represent an unstable system in and of themselves, are kept at one level by the sliding surfaces, while the rear lift surfaces stabilize themselves. The front sliding surface also protects the rear buoyancy surface from driftwood.

In the vehicle shown in Fig. 4, the stern is kept very wide, but the sliding surfaces are arranged laterally separated so that essentially, as in Fig. 3, the lift surfaces f _{b are} large compared to the sliding surfaces O ₁ and b ₂ . The bow slide surface α is kept very narrow here in order to reduce the wave impacts, while the buoyancy surfaces f _{a are} large and their buoyancy force can be a multiple of the buoyancy force of the slide surfaces. In the upper part of Fig. 4, a sliding surface b _{t is} attached to the side of the hull. The buoyancy surface f _b is not only set laterally outwards, but also laterally inwards (Fig. 15, right-hand side), so that a buoyancy surface runs right through between the lateral sliding surfaces. In the lower part of Fig. 4, which corresponds approximately to Fig. 15, left side, the middle boat floor is raised opposite the sliding surface b ₂ .

In Figs. 1 to 4, the lateral buoyancy surfaces are inclined backwards or are designed with inclined or curved front edges in order to allow floating objects to slide outwards. Care is taken that the front edges of those surface parts that are located in the vicinity of the water level are inclined sufficiently backwards. A buoyancy surface with a transverse curvature according to Fig. 8, in which the root of the surface is at the water level, will have a plan like the area f _a in the upper part of Fig. 3, while with a transverse curvature according to Fig. 9, left side, and Fig. 11, right-hand side, where the top of the surface is at the water level, preference is given to a floor plan according to surface f _a in the lower part of Fig. 3. The buoyancy surfaces can also be provided in a known manner with oblique protective rails lying in front of their leading edge. iao

Fig. 4 shows how the side lift surfaces can be adjusted in the angle of attack or, with

adjustable flaps are provided to be connected to the hull. In the upper part of the figure, the surfaces f _b are pivotable about an axis xx. Since the axis of rotation is usually not able to absorb the bending moment, a support strut d (Fig. 14) will be necessary in most cases. This can be avoided, however, if the area after the center of the

to boats is carried out continuously behind the step or the stern, as the area f _a in the upper side of Fig. 4 shows. In the lower part of Fig. 4, the lift surfaces f _a and f _{b are shown} with flaps f _a ' and f _b ' , with the flap // passing through behind the stern sliding surface b ₂ , for example. In the event of a change in speed, only the front lift surfaces can be adjusted alone, in such a way that the front ship maintains its altitude as far as possible. The rising or sinking stern then causes an increase in the angle of attack with decreasing speed and a decrease in the angle of attack with increasing

as speed. This effect can through a bug sliding surface according to Fig. 9 and 10 can be reinforced, with a larger static Buoyancy arises, which is a small change in height of the fore ship when the speed changes guaranteed. If such a foredeck receives small lateral buoyancy surfaces, it can possibly lead to a Control of the angle of attack can be dispensed with entirely.

For example, Fig. S shows a boat with three pairs of lateral buoyancy surfaces. In the lower part of the figure, the width of the lift surfaces increases towards the rear. The foremost sliding surface α is built wide with a strong static buoyancy effect. In the upper part of the figure, the foremost sliding surface is kept small and a large lift surface f _{a is} provided. Lateral sliding surfaces b are arranged at the middle lift surface f _b. The inclination of the leading edge of the buoyancy surfaces increases towards the fore section, where the risk of damage from driftwood is greatest. Figs. 6 and 7 show, for example, a vehicle with a lift surface f _a located near the center of gravity, _{while the surfaces f s} t attached to the stern or bow are used for steering. In the lower part of Fig. 7, a stage s, which can also be carried out only partially, is provided. The stage can also be dispensed with entirely. At the stern is the control surface f _{s (} , which is unloaded or lightly loaded. It is located deep below the water level

(see Fig. 6) so that the stern can be lifted off the control surface without it coming to the surface of the water. The vehicle can also be designed without rudder or guide surfaces and the longitudinal position can be maintained by the hull itself or its sliding surfaces. In the upper part of Fig. 7, the control surface f _{st is arranged} at the bow at a sufficient depth. A small step .r is provided at this point. A transverse curvature is advantageously provided for the lift surface f _a , for example according to Fig. 8, left side, or Fig. 11, left side. Since it has been shown that an inverted arrow position is favorable for a V-shaped transverse inclination of the buoyancy surface and an arrow position is favorable for a roof-shaped transverse inclination, the surface is bent in plan in such a way that it stands forwards in the V-shaped transversely inclined part and in the outer, roof-shaped, transversely inclined part stands to the rear.

From Figs. 8 to 15 it can be seen how the sliding surfaces organically in the buoyancy surfaces with uniform lines pass over. The common keel and arching can also be seen. At almost in all examples the sliding surfaces are more keeled than the buoyancy surfaces.

In Fig. 8, the buoyancy surfaces f _{a are} curved transversely, so that the ends of the surfaces are below the water level when driving. On the left-hand side of the figure, some cutting lines are drawn in to show the shape of the bow and the continuous transition between the glide surface and the lift surface.

In Fig. 9 a narrow, strongly keeled sliding surface α is shown, in which the static lift makes up a considerable part of the total lift. In this joo example, the transversely curved upwelling surfaces f _a approach the water level with their ends, while the roots of the surfaces are below the water level during travel. In the embodiment according to the right-hand side of the figure, the lift surface continues the transverse curvature of the sliding surface as in the other examples, but then changes into a V-shaped surface with a protruding, stabilizing end in a bend or a kink. This area would e.g. B. in an advantageous manner a surface f _a in the upper part of Fig. 7 opposite kinked plan obtained. In the present example, the area is continued by an inwardly running buoyancy area f ₀ , which lies above the water level during travel and only comes into effect in swell or slow travel. The surface f _a can also be supported by a support to increase the strength against the hull, which z. B. attacks on the deck edge.

The fore section shown in Fig. 10 has a greater static than dynamic buoyancy, especially on the left-hand side of the figure, and should be used particularly where good seaworthiness is required. The drive surface f _a , which again continues the line of the foredeck, is placed so deep under the water level in this example on the left side of the figure that no parts reach the water level during the journey. The right-hand side of Fig. 10, in which the sliding surface α is similar to the sliding surface according to Fig. G , shows an auxiliary surface / ₀ , which usually lies above the water level and here supports the main surface f _a by means of the strut d.

In the design according to Fig. Ii are very

arranged small sliding surfaces α , which lie under the actual boat hull and are separated from this by a longitudinal step.

In this way, on the right-hand side of the figure, a higher-lying sliding surface a 'which is not wetted when the vehicle is moving is created. In the left-hand side of Fig. 11, the sliding surface a is arranged under a displacement body, which has a supporting and stabilizing effect when driving slowly and in rough seas. The lift surface f _a is V-shaped on the right-hand side with a slight transverse curvature.

The stern sliding surfaces shown in Figs. 12 to 15 are generally less keeled and arched transversely than the bow surfaces, because they are only hit by the muffled swell.

According to Fig. 12 a buoyancy surface f _{b is} provided in the left side of the same, the end of which reaches the greatest immersion depth, while in the right side of the figure the buoyancy surface at the root is deepest below the water level. A narrow sliding surface b is also shown here, for example according to Fig. 3, upper part.

Fig. 13 shows a roof-shaped keeled or transversely arched stern sliding surface b, the curvature or keel of which is continued by the lift surfaces. On the right-hand side of the figure, the middle part of the sliding surface b lies above the water level while driving. The lift surface has a cover plate e at the end.

The lift surfaces according to Fig. 14 have protruding surface ends to increase the lateral stability. An auxiliary surface f ₀ is again provided on the left-hand side. At the end of the buoyancy surface / j, a protruding surface piece is attached at an angle, which only serves to increase the stability.

In Fig. 15 the laterally separated sliding surfaces b are shown with the lift surfaces / &. The middle bottom part is raised on the left side of the figure, with a longitudinal step applied. On the right side of the illustration it is bulging upwards.

The outwardly directed flow generated by the keeled sliding surfaces α and b in Figs. 8 to 12 is deflected at the downwardly transversely curved parts of the buoyancy surfaces /. In this way, the glide surface-lift surface system has a good glide ratio despite the strong keel of the glide surfaces. In those cases in which there is no diversion of the stream lines at the foredecks, such as. B. on the left side of Fig. 9 and the right side of Fig. 11, the outward flow can be diverted at the stern z. B. by a surface arrangement according to Fig. 12 and 13. A vehicle with the front surface on the left-hand side of Fig. 9 and with the rear surface on the left-hand side of Fig. 13 is therefore advantageous. In the case of lift surfaces f _a at the bow that are strongly curved downwards, such as B. on the left side of Fig. 8, there is an inward flow. In this case, the use of an oppositely curved surface, e.g. as shown in Fig. 14, right-hand side, is favorable.

It can be seen from Figs. 8 to 15 that the lift surfaces f 1 and f i in all cases have an alternating immersion depth, so that some of the upper side of them may not be wetted during travel. The profiles described are used at these points, while the known airfoil-like profiles can be used at the low-lying points.

In the case of cushioned surfaces, the spring members can be placed in a strut d or their connection points on the hull. It is also possible to provide the buoyancy surfaces with a lever which protrudes into the interior of the boat and on which the spring elements of a known type act.

The embodiments shown as examples in all figures can can be joined together in any other way, depending on the expediency.

Claims (28)

Patent claims: i. Watercraft in which the buoyancy force during travel is caused by the The sliding surfaces formed by the bottom of the boat and by buoyancy surfaces formed as water bearing surfaces together is applied, characterized in that the buoyancy surfaces laterally on the sliding surfaces formed by the bottom of the boat iao as their continuous continuation in such an inclined and / or transversely curved manner are that they are at least in their lower part at the top while driving remain flooded. 2. Watercraft according to claim i, characterized in that the sliding surfaces strongly keeled or arched transversely, while the upwelling surfaces are less keeled or arched transversely or keeled and are arched transversely. ίο 3. Watercraft according to claim 1 and 2 or one of the same, characterized in that the sliding surfaces of the On the hull to maintain stability. or to others Purposes required size are limited, while by the side buoyancy surfaces as much of the lift as possible is produced. * 4. Watercraft according to claim 1 to 3 or one of the same, characterized in that that the lateral buoyancy surfaces are so hollow, transversely downwards are arched or keeled roof-shaped, that the generated by the hull, according to outward current is deflected at them so far that it flows off in parallel streamlines in the direction of travel. 5. Watercraft according to claim 1 to 4 or one of the same, characterized in that that with a V-shaped or roof-shaped transverse inclination or transverse curvature of the lying on the foredeck Areas the lateral buoyancy surfaces located at the stern and, if applicable also the sliding surfaces of the boat hull so strongly reversed transversely inclined or transversely arched or transversely inclined and transversely are arched that the outward or inward flow generated by the front surfaces is deflected so far at them is that it flows off in parallel streamlines in the direction of travel. 6. Watercraft according to claim 1 to S, characterized by the application of profiles on the lateral buoyancy surfaces, which have a large overpressure on the underside and a small, Create an evenly distributed negative pressure on the top. 7. Watercraft according to claim 1 to 6, characterized by the application from transverse to the direction of travel columns of a known type in the side Buoyancy surfaces through which the water is fed from the underside of the upper side. 8. Watercraft according to claim 1 to 6 or one of the same, characterized in that that the lateral buoyancy surfaces are transverse to the direction of travel; opening at the bottom behind a step Have slots, under which auxiliary surfaces are arranged in such a way that between the buoyancy surface and the auxiliary surface a nozzle is created, the narrowest point of which is under the slot. 9. Watercraft according to claim 1 to 8 or one of the same, characterized in that that laterally at the ends of the lateral buoyancy surfaces, transversely inclined, protruding surfaces are connected that increase the lateral stability. 10. Watercraft according to claim 1 to 9 or one of the same, characterized in that that the lateral buoyancy surfaces are attached near the steps and at the stern. 11. Watercraft according to claim 1 to 10 or one of the same, characterized in that the lateral buoyancy surfaces and the sliding surfaces of the boat hull in a known manner in the Are arranged so far apart in the longitudinal direction that at the operating speed in each case the rear lift surface and the rear sliding surface in the ascending part of the front surfaces generated depression lie. 12. Watercraft according to claim 1 to 11 or one of the same, characterized in that that the lateral buoyancy surfaces are arranged in a manner known per se standing obliquely backwards, one Hold sloping front edge or wear sloping protective rails in front of the front edge. 13. Watercraft according to claim 1 to 12 or one of the same, characterized through the use of laterally separated individual sliding surfaces. 14. Watercraft according to claim 1 to 13 or one of the same, characterized by applying a stage far beyond the bow. 15. Watercraft according to claim 1 to 14 or one of the same, characterized by the application from the side lying over the submerged sliding surfaces of the boat hull, preferably transversely inclined sliding surfaces that are not wetted during normal travel, which are caused by longitudinal steps of the submerged sliding surfaces are separated. 16. Watercraft according to claim 1 to 14 or one of the same, characterized in that that the submerged sliding surfaces of the boat hull from a displacement body that is not wetted during normal driving and that of the sliding surfaces through Longitudinal steps is separated. 17. Watercraft according to claim 1 to 16 or one of the same by using steps in the side wall of the boat hull, which form a continuation of the foremost step can. 18. Watercraft according to claim ι to 17, characterized in that on the hull laterally growing out of this, Auxiliary drift areas above the water level during the full journey are arranged. 19. Watercraft according to claim 1 to 18 or one of the same, characterized in that that the hull runs out at the stern in a very narrow, possibly strongly keeled sliding surface, which so wide and so large lateral lift surfaces that the lift at the stern essentially only comes from the lift surfaces is produced. 20. Watercraft according to claim 1 to 19 or one of the same, characterized in that that the foredeck, which produces mainly static buoyancy, is provided with sliding surfaces, which are more keeled and arched transversely than the sliding surfaces at the stern, and that at the same time the lift surfaces on the bow are smaller than the lift surfaces are at the stern in such a way that when the speed changes at the fore part there is a much smaller change in diving depth than at the stern. 21. Watercraft according to claim 1 to 20, characterized in that preferably if a single pair of buoyancy surfaces is arranged at the bow or stern, one lying at a sufficient diving depth Height control is attached, through which the vehicle can be trimmed while driving in a known manner. 22. Watercraft according to claim 1 to 21 or one of the same, characterized in that that the lateral lift surfaces are bent like a bird's wing in plan. 23. Watercraft according to claim 1 to 22 or one of the same, characterized in that that the lateral buoyancy surfaces are fastened in a manner known per se so that they can pivot about a transverse axis. 24. Watercraft according to claim 1 to 22 or one of the same, characterized in that that the rear part of the lateral buoyancy surfaces is attached to the front part in a manner known per se is hinged like a flap pivotable. 25. Watercraft according to claim 23 or 24, characterized in that the rear part of the lift surfaces behind the steps or the stern continuously is executed. 26. Watercraft according to claim ι to 25 or one of the same, characterized in that the lateral buoyancy surfaces or their pivotable flaps in a manner known per se in the angle of attack according to the speed by hand or an automatic control, for. B. can be adjusted by the back pressure of the water or a control spring. 27. Watercraft according to claim 1 to 26 or one of the same, characterized in that that the right and left lift surfaces can be adjusted relative to one another in a manner known per se. 28. Watercraft according to claim 1 to 27 or one of the same, characterized in that that the lateral buoyancy surfaces are articulated on the fuselage about an axis lying in the direction of travel and are suspended in a pendulum manner. 1 sheet of drawings