EP2516246B1 - Watercraft - Google Patents

Abstract

The invention relates to a watercraft (10), comprising a hull (12, 14, 16) at least intermittently located above a water surface (100), at least one measuring device (40) for measuring the distance (A) of the hull (12, 14, 16) to the water surface (100), and at least one T-bearing surface (220, 240, 260) guided beneath the water surface (100), wherein the angle of attack (a) of said T-bearing surface can be varied to control the distance (A). According to the invention, the T-bearing surface (240, 260) is arranged on a leeboard (24, 25) arranged on the side of the hull (12, 14, 16), said leeboard being movable relative to the hull (12, 14, 16). The invention further relates to a watercraft comprising a measuring device, which has at least one tow rod (42) that is arranged in an articulated manner on one of the hulls and glides on the water surface for measuring and controlling the distance (A) by means of an electronic control unit (50).

Description

The invention relates to a watercraft according to the preamble of claim 1.

From the DE 1 071 521 C a hydrofoil is known which has a central hull and three attached to this, extending down below the waterline legs. At the rear side centrally arranged rear leg a transverse to the longitudinal axis of the boat extending rear wing is fixed. At the bow side on both sides of the fuselage opposite each other arranged front legs are arranged under the water front, extending substantially horizontally transverse to the longitudinal axis of the boat wing whose angle of attack is variable. The buoyancy forces generated by the wings lift the hull out of the water at faster speeds. By changing the angle of attack of the wings, the height of the fuselage against the water surface and the lateral inclination of the boat can be influenced. To calculate and control the angle of attack of the wing two laterally arranged on the boat hull vibration generators are used in their resonant circuits capacitive sensors are present, which measure the distance to the water surface on both sides of the boat.

The capacitive measurement of the distance has proven to be very error-prone. The rigidly arranged legs on the hull prevent driving even in shallower water.

The document GB 1 557 539 is considered to be the closest prior art. It describes a hydrofoil with improved distance measurement.

The invention has for its object to provide a watercraft of the type mentioned with improved properties.

This object is solved by the features of claim 1. Advantageous embodiments of the invention can be found in the dependent claims.

The invention is characterized in that the support surface is arranged on a side sword arranged laterally of the fuselage, which is movable relative to the fuselage.

Such a design makes it possible to use the watercraft or to bring it to water or to get it out of the water, even in shallower water, since the preferably T-shaped wings are movable together with the side swords upwards over the fuselage or hulls. As soon as deeper water is reached, the side swords with the T-wings are moved into their operating position below the waterline, where they provide buoyancy forces at a slightly higher travel speed and a corresponding angle of attack of the T-wings, through which the fuselage or the hulls upwards over the waterline are lifted out. Due to the greatly reduced flow resistance can be achieved with the vessel very high speeds, the guided under the waterline T-wings in addition to the necessary for the sliding of the hull or the hulls above the water buoyancy for the necessary stabilization, - if necessary, too by an at least temporarily downward output component - provide.

According to an advantageous embodiment, provision is made for a respective side body to be arranged on both sides of a centrally arranged fuselage is. In this case, the centrally arranged main hull and the lateral fuselages arranged laterally are connected by planks running transversely to the longitudinal axis of the watercraft, so that a watercraft similar to a catamaran or trimaran is created. The side swords are arranged in this case respectively on the outside of the side bodies or on the front side of the planks.

According to a particularly preferred embodiment of the invention it is provided that the side bars are pivotally mounted on the hull. The pivoting movement is preferably carried out relative to the fuselage upwards, wherein the side bars together with the T-wings in the upwardly pivoted inoperative position on components of the vessel-for example, on the shrouds or on a boom-rig - are fastened above the fuselage.

According to a further advantageous embodiment, it is provided that the side blades are arranged inclined at an angle α with respect to a vertical downwards and outwards. The angle α is preferably in a range of about 10 ° to 30 °, more preferably about 20 °. In this way, a particularly effective support of the watercraft is achieved by extending the relevant for the lateral buoyancy moments of the T-wings lever arms. The Anwinkelung causes additional buoyancy forces on the leeward side and output forces on the windward side, causing the vessel according to the invention can sail better by about 5 ° to the wind.

It is furthermore particularly advantageous that the side blades are arranged inclined at an angle β with respect to a vertical forward and downwards. This angle β is approximately between 5 ° and 10 °, preferably about 7 °. This is achieved by the known in aerodynamics or hydrodynamics by the term "border fences" effect that no air is pulled down, but deducted upwards.

According to an advantageous embodiment, it is provided that the side bars are fastened to the planks and / or to the fuselage by means of an obliquely extending, preferably at least partially, supporting support surface. As a result, on the one hand a particularly stable support of the side blades is achieved and on the other hand additional buoyancy forces are generated on the support wings.

The support wings or the support struts are preferably releasably attached to the side hulls, so that the pivoting movement of the side sills can be done after loosening. According to a preferred embodiment, the support wings are firmly connected to the side sills. The support struts may be formed integrally with the support wings; However, they are preferably articulated connected to these and swung during or after the swiveling of the side sabers to this. According to a further embodiment, the support bearing surfaces are articulated to the side hulls, so that they can be swiveled against the planks or hulls from below after release from the side sills.

An embodiment of the invention, which is also very advantageous in itself, provides that a measuring device for measuring the distance of the fuselage to the water surface has at least one tow bar, the upper end of which is pivotally hinged to one of the fuselages or to a component connected thereto, and the lower end thereof slides on the water surface, wherein the signals determined by the measuring device are supplied as input signals of an electronic control device which calculates the necessary adjustment of the angle of attack γ by means of a computer program and transmits a corresponding output signal to the adjusting device.

In a first advantageous embodiment, the measuring device further comprises a preferably electronic protractor for detecting the angle of the tow bar relative to a vertical. The tow bar sliding on the surface of the water scans the surface of the waves that reach the vessel. The constantly changing at swell angle, the he encloses thereby with the relatively horizontal standing boat hull, forms over the angle function a measure for the distance of the trunk to the water surface. This distance signal is evaluated in a control unit by means of a computer program and used for controlling the angle of attack of the T-wings.

In a second advantageous embodiment, the drag bar, which slides on the water surface and thereby detects the wave shape and height, has at its lower end a reflection surface which is exposed to a measuring radiation by a transmitting device of a distance meter arranged on a fuselage. A receiving device provided on the distance meter intercepts the reflected radiation and calculates the distance to the water surface. As a measuring radiation, for example, laser, ultrasound or radar are suitable.

Fig. 1

eine schematische Seitenansicht eines Wasserfahrzeugs mit einer ersten Ausführungsform einer Messvorrichtung zur Abstandsmessung der Wasseroberfläche (bzw. zur Wellendetektierung);

Fig. 2

das Wasserfahrzeug gemäß Fig. 1 in einer Ansicht von hinten;

Fig. 3

den unteren Teil des Wasserfahrzeugs gemäß Fig. 1 in einer Ansicht von oben (ohne Rigg);

Fig. 4

eine schematische Seitenansicht eines Wasserfahrzeugs mit einer zweiten Ausführungsform einer Messvorrichtung zur Abstandsmessung der Wasseroberfläche (bzw. zur Wellendetektierung);

Fig. 5

eine schematische Darstellung einer Auslenkung eines Schleppstabes durch mehrere aufeinanderfolgende Wellenberge und Wellentäler; und

Fig. 6

eine schematische Darstellung möglicher Auslenkwinkel-Bereiche des Schleppstabes.

Hereinafter, a watercraft according to the invention will be explained in more detail with reference to several embodiments with reference to the drawing. It shows:

Fig. 1

a schematic side view of a watercraft with a first embodiment of a measuring device for measuring the distance of the water surface (or for wave detection);

Fig. 2

the vessel according to Fig. 1 in a view from behind;

Fig. 3

the lower part of the vessel according to Fig. 1 in a view from above (without rigging);

Fig. 4

a schematic side view of a watercraft with a second embodiment of a measuring device for measuring the distance of the water surface (or for wave detection);

Fig. 5

a schematic representation of a deflection of a tow bar by a plurality of successive wave peaks and troughs; and

Fig. 6

a schematic representation of possible deflection angle areas of the tow bar.

A watercraft 10 has a central hull 12 and side socks 14, 16 disposed on both sides thereof. The side socks 14, 16 are connected to the middle hull 12 via transverse to the longitudinal axis of the watercraft 10 extending planks 124, 126. The middle hull 12 is arranged higher than the two side hulls for 14, 16. In shallow water, especially when launching or out of the water of the watercraft, or at slow speed, the watercraft 10 floats on the two side hulls 14, 16. The waterline for this application is in FIG. 2 denoted by 104.

The vessel 10 further includes a tail rudder 22 having a transverse T-deck 220 disposed at the lower end thereof and two side swords 24, 26 respectively disposed on the outside of a transverse plow 124, 126 or a side hull 14, 16, respectively Side blades 24 and 26 have at their lower end T-wings 240 and 260, which are arranged perpendicular to the longitudinal axis of the side bars. The T-wings 240, 260 on the side blades 24, 26 and optionally also the T-wing 220 on the stern rudder 22 are adjustable by means of an adjusting device, not shown in their angle of attack γ with respect to the flow. Due to the adjustable angle of attack γ, depending on the driving speed, different lift or output forces of the T-wings 220, 240, 260 can be effected, whereby the distance A of the hulls 12, 14, 16 is adjustable above the water surface. The term "T-wings" results from the in the front view ( Fig. 2 ) recognizable inverted "T" shape, which form the T-wings 220, 240, 260 with the side blades 24, 26 and with the tail rudder 22.

The side swords 24 and 26 are pivotally mounted with their upper ends on pivot axes 241 and 261 relative to the planks 124, 126 or against the side bodies 14, 16. You can thereby in the in FIG. 2 indicated by dashed lines inoperative position on the side socks 14, 16 pivoted upwards and in this designated 24A and 26A position preferably arranged above the hull components, such as the shrouds 138 in FIG. 2 or the boom rig 238 in FIG. 4 be fixed.

The side swords 24 and 26 are in their lowered operating position relative to the side bodies 14, 16 inclined at an inclination angle α outwardly inclined downwards. The in FIG. 2 shown inclination angle α is about 10 ° to 20 ° relative to the vertical. The T-wings 240, 260 are in turn arranged at right angles to the side bars 24 and 26 and thus have outwardly increasing the same angle α against a horizontal.

The side bars 24 and 26 are supported at attachment points 2422 and 2622 approximately in the middle between the joints 241, 261 and the T-wings 240, 260 on its inside obliquely upwardly extending support bearing surfaces 242 and 262. The support wings 242 and 262 are at its upper end with a hinge 2421 and 2621 releasably attached to the lower end of the insides of the side socks 14 and 16 respectively. The releasable attachment to the hinges 2421 and 2621, respectively, will pivot into the inward of the side blades 24, 26 in FIG FIG. 2 indicated inoperative position solved. The decommissioning position is used to let water or get out of the water of the vehicle, the movement in shallow water and possibly also the transport on a trailer.

Alternatively, the support bearing surfaces 242 and 262, starting from the joints 2421 and 2621, may be extended further upwards by support struts 244 and 264, respectively. The upper end of the support struts 244 and 264 is arranged with a fastening 2441 or 2641 on the underside of the planks 124 and 126, respectively. In this case, the lower end of the support struts 244 and 264 in the region of the joint 2421 and 2621 on the respective side sword 24, 26 attached. After loosening the fasteners 2441 and 2641 and the upward pivoting of the side blades 24, 26 in their inoperative position, the support struts 244 and 264 are pivoted in this variant to the hinge 2421 and 2621 to the side blades 24, 26. According to a further variant, the support struts 244 and 264 may remain in position after release from the support surfaces 242 and 262 in the joints 2421 and 2621, respectively.

The tail rudder 22 can be pulled upwards by the guidance gear 222 serving its guide to an inoperative position and fixed in this position.

The side tabs 24 and 26 have an angle of inclination β downwards relative to the vertical which is about 5 ° to 10 ° and preferably about 7 °, thereby improving the hydrodynamics.

The rig of the watercraft 10 consists of a mast 130, a boom boom 132, and a mainsail 134 secured thereto. The mast 130 is held longitudinally by a forestay 136 and transversely by lateral shrouds 138. The mast foot 131 of the mast 130 is preferably located in front of the side sills 24 and 26, respectively. The mainsail 134 is preferably divisible by a transverse zipper 140 to reduce the sail area. The mainsail 134 may preferably be stowed in the interior of the hollow boom tube 132 or rolled up onto a shaft inside the hollow boom tube 132, either entirely or after part removal by the zipper 140, rolled up onto a batten. In an alternative embodiment according to FIG. 4 the mast 230 with its mast base 231 is located very far forward on the bow of the middle hull 12. It is held in this case by a bilateral boom 238. The boom boom 232 and the mainsail 234 are adapted to this changed shape. Again, the mainsail 234 is preferably divisible by means of a zipper 240 and at least partially him large boom tube 232 rolled up or rolled up stowed.

The watercraft 10 has a measuring device 40 which has at least one tow bar 42 which is articulated near the bow of one of the hulls 12, 14, 16 in a swivel joint 44. If only one tow bar 42 is provided, this is preferably hinged to the middle hull 12. However, in the case of the watercraft 10 provided with three hulls 12, 14, 16, preferably two tow bars 42 may be provided on each of the two side hulls 14, 16. The at least one tug bar 42 slides with its lower end on the water surface, which lies at a faster ride with raised above the water surface hulls 12, 14, 16 between a lower level 100 and an upper level 102.

, wobei L₄₂ der Länge des Schleppstabes 42 entspricht.In a first variant according to FIG. 1 the measuring device 40 has a preferably electronic protractor 46, which is arranged in the swivel joint 44 of the tow bar 42 and measures the deflection angle δ with respect to the horizontal. In FIG. 1 For example, two different deflection positions 42A and 42B of the tow bar 42 are shown. The vertical distance A ₄₂ at the deflection position 42A results from the simple calculation using the angle function according to the formula: $${\mathrm{A}}_{\mathrm{42}}=\mathrm{sin\; \delta }*{\mathrm{<figure-callout\; id="42"\; label="L"\; filenames="imgf0004.png"\; state="\{\{state\}\}">L</figure-callout>}}_{\mathrm{42}}$$

Wherein L ₄₂ is the length of the drag rod 42nd

In a second variant according to FIG. 4 is at least one tow bar 42 at the bottom of the middle hull 12 and / or a side hull 14, 16 in FIG a rotary joint 44 rotatably mounted. The tow bar 42 is made somewhat longer in this case than in the first variant and has at its lower or rear end a reflection surface 43. The rear end of the tow bar 42 having the reflective surface 43 slides on the water surface which moves between a lower level 100 and an upper level 102 when swell. Above the reflection surface 43, a distance meter 48 is arranged on the corresponding fuselage 12, 14, 16, which has a transmitting device and a receiving device. The transmitting device transmits rays downward, which are reflected by the reflection surface 43 upwards and are received by the receiving device of the distance meter 48. As beams are for example laser, ultrasound or radar into consideration. The reflection surface 43 has such an extent in the longitudinal direction of the watercraft 10 that ensures that the beams of the distance blade 48 impinge on the reflection surface 43 at each deflection angle of the tow bar 42.

The distance A measured directly by the distance meter 48 or indirectly measured by the protractor 46 is fed to a control unit 50 and evaluated therein. If a plurality of distance meters 48 and / or several protractors 46 are provided distributed on the vessel 10, all of the distances A measured by these are fed to the control unit 50. The control unit 50 controls with a computer program the change in the angle of attack γ of the lateral T-wings 240, 260 and optionally also the rear T-wing 220. As a result, the distance A of the hulls 12, 14, 16 to the water surface 100 and 102 on a desired level. The adjustment of the angle of attack γ via an adjustment mechanism, not shown, for example, arranged in the region of a side sword 24, 26 or the tail rudder 22 stepping motor, which is guided via a guided in the interior of a side sword 24, 26 or the tail rudder 22 actuating linkage in the range of pivot axes the T-wings 220, 240, 260 arranged, connected to the T-wings actuator, such as a lever, a crank or a toothed segment, acts.

The watercraft 10 is operable in three modes:

The first mode of operation involves letting the water or taking the water out of the watercraft or driving it in extremely shallow water. In this case, the side tabs 24, 26 folded over the side socks 14, 16 up and the stern rudder 22 through the sword box 222 in the in Fig. 2 with 22A dashed line indicated position pulled up. The vessel 10 slides in this case with little draft on the two side bodies 14, 16. It can be moved in this mode, for example, by an outboard motor, not shown, or by rowing.

In the second mode, the side tabs 24, 26 and the aft rudder 22 are pivoted downwardly into their operative position. The vessel 10 slides in this mode at low wind speeds, for example, under wind force 3 to 4, while sailing on the side fins 14, 16. The middle hull 12 is due to its elevated arrangement in all modes above the water surface.

In the third operating mode above a limit wind force of, for example, 3 to 4, the T-wings 220, 240, 260 at least initially still supported by the support wings 242, 262 at a corresponding angle γ buoyancy forces that the side bodies 14, 16 on the Lift water surface 104 upwards. In this case, the watercraft 10 slides with a very low flow resistance onto the T-wings 220, 240, 260, which are always located below the water surface 100 or 102, and can thus reach a very high speed. Due to the possibility of controlling the various T-wings 220, 240, 260 with a different angle of attack γ, the watercraft 10 can be operated at any time safely and in a largely horizontal arrangement of the hulls 12, 14, 16.

The reception of crew and passengers preferably takes place in cockpits 121, 122, which are provided in the middle hull 12. The watercraft 10 can can be controlled either from the front cockpit 121 or from the rear cockpit 122. For the control of the vessel 10, a rotation of the tail rudder 22 about a vertical axis of rotation 23 is provided.

Although in each of the two exemplary embodiments a watercraft 10 with three hulls 12, 14, 16 is shown, both the pivotable side sills 24, 26 and the liftable tail rudder 22 can also be advantageously used in conjunction with a watercraft that has only one central Hull 12 or only two side socks 14, 16 without central hull features.

Also, the innovative measuring device 40 is in both embodiments described above (indirect distance measurement over the angle or direct distance measurement with the support of the reflection surface) also advantageously used in watercraft with a fuselage or two hulls.

In addition or as an alternative to a part of the measuring devices 40, it is also possible to use electronic gyros by means of which all changes of the horizontal position in the longitudinal direction ("nick") or in the transverse direction ("roll") are measured and transmitted to the control unit 50. The desired compensation of these position deviations is in turn controlled by the control unit 50 by a corresponding change in the angle of attack γ at the various T-wings 220, 240, 260.

The control of the angle of attack γ at the various T-wings 220, 240, 260 is controlled by the control unit 50 by means of a computer program, which evaluates the one of the measuring device or of the plurality of measuring devices 40 and optionally additionally transmitted by the electronic gyros signals. In the control unit 50, a plurality of successive measured values are integrated and compared with threshold values, so that an evaluation result, smoothed out by short-term peaks or valleys, allows a smooth change in the angles of incidence γ at the various T-wings 220, 240, 260 by means of which the Watercraft 10 is maintained without hectic control movements in a largely constant distance A to the water surface 100 and 102, respectively.

In Fig. 5 By way of example, several wave crests WB ₀ , WB ₁ and WB ₂ and the intermediate wave troughs WT ₁ and WT _{2 are} shown. From watercraft 10, which is in Fig. 5 moves in the direction of travel F from right to left, there is simplified only a tow bar 42 in several successive positions 42.1, 42.2, 42.3 and 42.4 indicated. For example, the controller in controller 50 evaluates the depth of two or more consecutive troughs WT ₁ and WT ₂ in the following manner:

If the measured from the floating side of the tow bar 42 distance A to the water surface at a subsequent trough WT ₂ 2 is smaller than the previous wave trough WT ₁ , via the computer program, a change in the angle of attack γ at the various T-wings 220, 240, 260th in a positive direction. As a result, the watercraft 10 is moved slightly more up in the sequence. In a watercraft 10 having an exemplary length of about 5.5 m, an exemplary width of about 3.5 m, an exemplary sail area of about 14 m ² and an exemplary distance A of the lower edge of the middle hull 12 to the water surface 100 of about 1 m is the T-wings 220, 240, 260 are kept constant at a level T _240.260 while driving, which is an exemplary amount .DELTA.T of about 300 mm below the forward current measured trough WT. In order to make the control of the height of the T-wings 220, 240, 260 gentle and in small steps, preferably more than two wave troughs WT and wave crests WB are evaluated, preferably by at least two tow bars 42 hinged to both side hulls. A correction then takes place only when either a preset threshold value is exceeded or undershot or when the trend that can be recognized from a plurality of values makes a change in the angle of attack γ appear necessary. The change in the angle of attack γ is very sensitive by means of an electric stepping motor in the range of about 10 arc seconds possible.

As in Fig. 6 shown, the electronic control device 50 provides depending on the measured angle δ for a corresponding control of the angle of attack γ. At an angle δ of about 10 ° to about 30 °, a decreasing with increasing angle δ negative angle of attack γ at the T-wings 220, 240, 260 is set. At an angle δ of about 30 °, the angle of attack γ with respect to the horizontal is equal to zero. At an angle δ of about 30 ° to about 70 °, an increasing positive angle of incidence γ at the T-wings 220, 240, 260 is set with increasing angle δ. The hatched critical areas in Fig. 6 with an angle δ which is less than about 10 ° or with an angle δ greater than about 70 ° are avoided by the electronic control device 50 by a corresponding anticipatory correction of the angle of attack γ, since it in these critical areas to a Placing a side hull 14 or 16 on the lee side or could come to a leakage of a T-wing 220 and 240 on the windward side. In this respect, the in Fig. 5 shown position 42.1 of the tow bar 42 in which this forms an angle of 0 ° (with a vertical), only theoretical nature.

Such a control by means of an electronic control device 50 has over a known, directly controlled by a tow bar mechanical transmission for changing the angle of attack γ significant advantages. The watercraft is due to the electronic elimination of only briefly or once occurring extreme values in the wave crests and / or troughs much quieter in the water and can thus be moved overall more comfortable and at a much higher speed.

Another significant advantage of the electronic control means of the electronic control unit 50 is that by a different adjustment of the angle γ of the side T-wings 240, 260 on both sides of the watercraft 10, the downforce on the windward side and the lift on the lee Side is specifically controlled, so that the watercraft 10 has much better handling characteristics and with a more favorable angle to the wind can be sailed as previously known watercraft. <B> LIST OF REFERENCES </ b> 10 water craft 132 Boom tube 12 (middle) hull 134 mainsail 121 (front) cockpit 136 forestay 122 (rear) cockpit 138 shrouds 124 plank 140 zipper 126 plank 230 mast 128 swivel axis 231 mast 14 side hull 232 Boom tube 16 side hull 234 mainsail 22 tail rudder 238 Boom rig 220 T-wing (at 22) 240 zipper 222 rudder box 40 measuring device 23 axis of rotation 42 tow bar 24 page sword 43 reflecting surface 240 T-wing (at 24) 44 swivel 241 swivel axis 46 protractor 242 Supporting wing 48 distance meter 2421 joint 50 control device 2422 attachment point 100 Water surface (wave trough) 244 support strut 102 Water surface (wave crest) 2441 attachment 26 page sword 104 Water surface (at start) 260 T-wing (to 26) A distance 261 swivel axis F direction of travel 262 Supporting wing α (lateral) angle of attack (from 24, 26) 2621 joint 2622 attachment point β Angling forward (from 24, 26) 264 support strut 2641 attachment γ Incidence angle (from 240, 260) 130 mast δ Angle (from 42) 131 mast

Claims (15)

1. Watercraft (10) having at least one hull (12, 14, 16) located at least partially at a distance (A) above the water surface (100), having at least one measuring device (40) for measuring the distance (A) of the hull (12, 14, 16) from the water surface (100) and having at least one foil (220, 240, 260) conducted under the water surface (100), the angle of attack (γ) of said foil for controlling the distance (A) being variable, wherein a side hull (14, 16) is arranged on either side of a centrally located hull (12) and at least one foil (240, 260) is arranged on a leeboard (24, 26) disposed to the side of the hull (12, 14, 16),
   characterized in that
   the leeboards (24, 26) are upwardly pivotable relative to the hull (12, 14, 16) and can be fastened in this upwardly pivoted position and that
   the leeboards (24, 26) are arranged tilted downwardly and outwardly in their lowered operating position at an angle (α) relative to a perpendicular.
2. Watercraft according to at least one of the preceding claims, characterized in that the angle of inclination α of the leeboards (24, 26) in their lowered operating position is roughly 10° to 20° relative to the vertical.
3. Watercraft according to at least one of the preceding claims, characterized in that the leeboards (24, 26) are arranged tilted forwards at the bottom at an angle (β) relative to a perpendicular.
4. Watercraft (10) having at least one hull (12, 14, 16) located at least partially at a distance (A) above the water surface (100), having at least one measuring device (40) for measuring the distance (A) of the hull (12, 14, 16) from the water surface (100) and having at least one foil (220, 240, 260) conducted under the water surface (100), the angle of attack (γ) of said foil for controlling the distance (A) being variable, according to one of the preceding claims
   characterized in that
   the measuring device (40) has at least one drag bar (42), the upper end of which is hinged in a swivel joint (44) in an articulated manner to one of the hulls (12, 14, 16) or to a component connected thereto at the bow end and the lower end of which glides on the water surface (100), wherein the signals detected by the measuring device (40) are supplied as input signals of an electronic control device (50), which calculates the necessary adjustment of the angle of attack (γ) by means of a computing program and transmits a corresponding output signal to the operating device.
5. Watercraft according to Claim 4,
   characterized in that the measuring device (40) has an angle meter (46) for determining the angle (δ) of the drag bar (42).
6. Watercraft according to Claim 5,
   characterized in that the angle meter (46) is arranged in the swivel joint (44).
7. Watercraft according to Claim 4,
   characterized in that the drag bar (42) has a reflection device (421) at the lower end and the measuring device (40) has at least one distance meter (48) for determining the distance (A) of the reflection device (421) to the hull (12, 14, 16).
8. Watercraft according to Claim 7,
   characterized in that the distance meter (48) comprises a transmitter device and a receiver device for beams such as laser, ultrasound or radar.
9. Watercraft according to one of the preceding claims,
   characterized in that the adjustment of the angle of attack (γ) of the foil (220, 240, 260) relative to the leeboard (24, 26) or relative to a stern rudder (22) takes place by means of an adjustment mechanism arranged within the leeboard (24, 26) or the stern rudder (22).
10. Watercraft according to Claim 9,
    characterized in that the adjustment mechanism is a mechanical adjustment mechanism involving a drive disposed at the top in the region of the leeboard (24, 26) or the stern rudder (22).
11. Watercraft according to one of the Claims 4 to 10,
    characterized in that an input signal from an electronic gyro is transmitted to the control unit (50) for determining and controlling the rolling and pitching movements of the craft.
12. Method for controlling a watercraft (10) according to at least one of the preceding claims having at least one hull (12, 14, 16) located at least partially above the water surface (100),

    • having at least one measuring device (40) for measuring the distance (A) of the hull (12, 14, 16) from the water surface (100),

    • having at least one foil (220, 240, 260) conducted under the water surface (100), the angle of attack (γ) of said foil for controlling the distance (A) being variable,

    • wherein the measuring device (40) has at least one drag bar (42), the upper end of which is hinged in a swivel joint (44) in an articulated manner to one of the hulls (12, 14, 16) or to a component connected thereto and wherein the lower end of the drag bar (42) glides on the water surface (100),

    • wherein the signals detected by the measuring device (40) are supplied as input signals of an electronic control device (50), which calculates the necessary adjustment of the angle of attack (γ) by means of a computing program and transmits a corresponding output signal to the operating device.
13. Method according to Claim 12, characterized in that the control device (50) additionally evaluates signals transmitted by electronic gyros.
14. Method according to Claim 11 or 12, characterized in that a plurality of consecutive measurements is integrated in the control unit (50) and compared with threshold values, so that an evaluation result smoothed of short-term peaks and troughs as the output variable facilitates a smooth change in the angle of attack (γ) at the different T-foils (220, 240, 260), by means of which the watercraft (10) is held at a largely constant distance (A) from the water surface (100 or 102).
15. Method according to one of the Claims 12 to 14, characterized in that the drag bar (42) has a length (L₄₂) and an angle (δ) measured in a swivel joint (44) of the drag bar (42) is used to determine the distance (A₄₂), wherein the vertical distance (A₄₂) results with a deflection position (42A) of the drag bar (42) according to the formula A₄₂ = sin δ * L₄₂.

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