WATERCRAFT WITH AUTOMATIC CONTROL, METHOD FOR CONTROLLING AN ANCHORED WATERCRAFT, AND CONTROL SYSTEM FOR A WATERCRAFT

Description

The invention relates to a watercraft with automatic control, a method for controlling an anchored watercraft and a control system for a watercraft. The watercraft may be, e.g., a boat or a ship, in particular, even a catamaran.

Upon anchoring a ship's anchor is fixed at the sea bed or, respectively, bottom of the water via a fastening rope which may be, in particular, an anchor chain. To that end, the anchor chain is lowered from an anchor windlass serving as a receptacle via an anchor bracket provided on the boat and adjusted to a suitable length. Due to the pulling forces the anchor entangles itself automatically at the sea bed or, respectively, bottom of the water. Subsequently the anchored ship will drift slightly caused by, e.g., wind and waves causing the anchor chain to be tensed and, given a suitable length of the anchor chain, the anchor to be subjected an acting pulling force, where a part of the pulling force will be formed already by the dead weight of the anchor chain.

Thus, the ship may drift around the anchor according to the length of the fastening rope; in the case of stronger forces the anchor may even yield, i.e., slip, whereby, generally, the depth or embedding and resilience of the anchor are not known precisely.

The position of the ship and the load on the anchor may vary, e.g., depending on tidal range, drift and acting winds, with the shape and length of the ship, e.g., the length of the keel being relevant too. Thus, ships may, e.g., come to lie with the wind abeam and subsequently again assume a longitudinal orientation in relation to the chain. When the ship lies on a long anchor chain its position may generally not be measured accurately.

To detect slippage of the anchor, anchor alarms are known, where a safe area around the anchor is defined, and the position of the ship is determined, e.g., via GPS. When the safe area is exceeded, an alarm will be indicated. Furthermore, systems are known, where the load of anchor shackles and other components of the anchor mount is measured. The documents DE 10 90 130 A relates to a device for fixing anchor chains on ships and ship structures, where an accidental dropping of the anchor is to be detected and the anchor winch to be relieved. The citation DE 3 810 084 A1 relates to a device for indicating the danger of drifting of anchored watercraft. To measure the slippage a wheel lying on the bottom is provided which is connected to the anchor via an arm. Further, a flexible element may be attached to the anchor or integrated into the anchor.

The document DE 19 716 684 A1 relates to an anchor or anchor chains monitoring device for anchored floating facilities, where a sensor determines an acting force and an alarm output means evaluates the signal and puts out an alarm where appropriate. The citation DE 20 200 601 5829 U1 relates to a measuring device by means of which a force can be measured that acts on a pulling means, e.g., a chain or ropes in buildings or on a ship at anchor. The document DE 10 2012 013 294 A1 relates to an anchor monitoring device including a central monitoring controller installed aboard and several peripherally installed monitoring devices, where a pulling tension of anchor chains is monitored and the monitoring controller determined a geographic position of the anchor by means of GPS. An orientation of the longitudinal axis of the vessel can be determined using an electronic compass, and a water depth can be determined by means of an echo sounder. This allows determination of a loosening of the connection or a change in anchoring position, where the wind strength and current velocity and, e.g., the orientation of the anchor chain can also be determined.

The document EP 0174189 B1 describes an anchor monitoring system. The lateral pulling force is computed using a pulling force measurement of the anchor chain and a protractor, the maximum holding force of the anchor is computed with reference to the length of the anchor chain and water depth. A bow thruster, the main drive and the rudder are controlled accordingly so that the calculated maximum pulling force is not exceeded and thus the anchor does not become loose

Furthermore, devices for relieving anchor winches are known. In the document DE 10 2012 013 294 A1, alarm devices and actuators can be controlled for controlling the pulling winch depending on the measuring signals.

The citation DE 2450219A1 describes a chain guide device with a chain roller held by a support and a pawl inhibiting or releasing the chain roller.

It is the object of the invention to create a control system for a watercraft, a method for controlling an anchored watercraft and a watercraft with automatic control guaranteeing a high degree of safety of the anchored watercraft with relatively little effort.

This task is solved by a control system, a method and a watercraft according to the independent claims. Preferred further developments are described in the sub-claims. The method according to the invention can be carried out, in particular, using the control system according to the invention and/or the watercraft according to the invention.

The method can also be carried out using, e.g., the fastening rope guide and a measuring means.

Thus, the control system comprises a controller means of the watercraft and a measuring means of the watercraft, preferably also a fastening rope guide and/or a strain relief of the watercraft.

Thus, what is provided is a watercraft with a boat hull, a drive and steering means, a controller means and an anchor attached via a fastening rope, where a measuring means provided on a fastening rope receptacle measures a measurand on the fastening rope. This measurand may be, in particular:

• • a pulling force acting on the fastening rope,
  • one or more lateral force(s) acting on the fastening rope, and/or
  • a position of the fastening rope relative to the fastening rope receptacle or guide.

This allows for a force and force direction applied to the watercraft and to the anchor chain to be localized and measured and to appropriately counteract it automatically. This allows the anchor and the chain to be relieved and slippage and preferably even incorrect controlling to be avoided.

If, in the event of dead calm or veering winds, the boat would drift above the anchor so that the anchor would come to lie stern-side, while a force would be measured on the fastening rope, the controller would be unable to discern whether the anchor lies bow-side or stern-side. As a consequence, the drives would be controller accordingly so that the boat would drag the anchor along, the forces then measured would rise, leading to even stronger counterforce being generated.

According to the invention, preferably, owing to the vertical detection of the anchor rope and/or adjustment of a minimum pulling force, an incorrect controlling of the drives in the case of passing over the anchor is avoided. The direction from which the wind, currents and waves are coming, are rarely identical, moreover, owing to the Bernoulli effect, ships will not turn their bow directly into the wind. As a result of the applied forces, in particular, the waves impacting from the side, the ship at anchor will begin to roll. This is a heavy burden for the crew.

The fastening rope is preferably an anchor chain, but may also be designed, e.g., as a flexible plastic rope.

The attachment point is, in particular, an anchor; moreover, also an attachment, e.g., in a harbor, on a buoy or another watercraft may be provided.

The control system according to the invention may be formed, in particular, by the controller means and the one or more measuring means of the watercraft. The control system may be provided in particular, for controlling the drive and steering means.

Thus, the invention, in particular, attains the advantage that the effort is small because, in particular, a drive means and steering means already provided in the boat, e.g., a rudder, can be utilized, and, in contrast to the initially described state-of-the art systems, the problems are not only detected but can be actively corrected, in particular, to increase safety. Such active correction may happen, according to one aspect of the invention, by means of an active automatic strain relief of the anchor or, respectively, fastening rope, without having to increase the perimeter of the boat rotating around the anchor and thereby the area at risk.

A further advantage lies in the fact that the controlling allows for maintaining the performance capacity of the crew.

An advantageous embodiment allows for the boat to be aligned in a streamlined and stable orientation against the forces, in particular, waves and wind, in particular, facing the wind and/or facing the waves, so as to avoid or reduce rolling hereby already, and/or to reduce the exposed surface.

The fastening rope receptacle may include, in particular, an anchor windlass and a fastening rope guide which further guides the fastening rope received in the anchor windlass, in particular, towards the bow. The measurand may be measured, in particular, on the fastening rope guide, bat also, e.g., on the fastening rope or the anchor.

According to the invention, an automatic control of the watercraft is provided, relating to the orientation or, respectively, positioning of the watercraft in relation to anchor and/or fastening rope and/or compass heading and wave direction. This orientation and/or positioning of the watercraft may be, in particular, one or more of the following parameters:

• • a limitation of a pulling force of the fastening rope,
  • an adjustment of a minimum pulling force on the fastening rope.
  • an adjustment of an angle of inclination of the boat hull, in particular, the boat's axis, relative to the fastening rope, i.e., in particular, the anchor rope,
  • an adjustment of a position of the watercraft relative to the anchor
  • an adjustment of a position to a compass heading,
  • an adjustment of a position relative to the wave direction.

One embodiment provides for measuring a pulling force acting via the fastening rope and, depending on the measurement, control at least one drive of the watercraft in such a way that the pulling force is limited; in particular, the drive may be controlled in such a manner that it counteracts the pulling forces. This brings about the advantage that a stronger load on the anchor is counteracted thereby avoiding the anchor becoming loose or slip. This also counteracts a change of position of the watercraft. Furthermore, the forces acting on the watercraft are kept low.

Furthermore, there is the additional advantage that the bed or, respectively, bottom of the water, i.e., the submarine world is spared from a slipping or moving anchor.

A minimum pulling force is to be understood, in particular, as a force that is minimally stronger than the pulling force of a vertically dropped chain. Thereby, a minimum tightening of the chain is attained. Hereby, for one thing, a drifting above the anchor is prevented, for another, it is here possible, in combination with the drives, in particular, bow and stern thruster and or steering means with reference to measured data like the compass heading, to maintain position with high accuracy or, respectively, to limit the angular range in which the ship is allowed to move. This allows for anchoring in areas that are closed to shallows or other obstacles without causing a collision.

A further embodiment is the addition of a wave recognition, because waves running slanted in relation to the boat make significantly contribute to the undesired rolling of the ship, according to the invention, the boat may be aligned, for example, at an angle of 90 degrees to the wave direction, thereby strongly minimizing rolling.

By maintaining a minimum tension, the adjustment of the minimum pulling force also reduces pitching of the boat and sway of the boat building up.

In a further embodiment, this can be optimized further by additional measured data relating to the wind direction and speed, current, etc. using, for example an AI, i.e., artificial intelligence.

Thus, in general, the boat hull is subjected to a pulling force which may be parallel or at an angle to the boat axis or, respectively, longitudinal axis of the boat. By controlling the drive and/or the steering means, a counter force is developed which is opposite to the pulling force, where, accordingly, the counter force may be developed parallel or at an angle to a boat axis. The counter force may be developed by means of a combination of drive and steering means, in particular, with asymmetric control of a suitable drive means, e.g., in the case of a catamaran, but also, e.g., by means of a drive provided on the boat hull and rotatable about a vertical axis, e.g., pod drive, as is provided as such, e.g., in tug boats for tugging in a harbor.

According to a preferred embodiment, lateral forces acting via the fastening rope are measured in addition or complementarily, in particular, a laterally acting force or, respectively, a yawing moment about the vertical axis or, respectively, yaw axis, in particular, the fastening rope guide. The lateral force may be caused, in particular, by an angle of inclination of the watercraft in relation to the fastening rope that may result, in particular, from wind and acting current or, respectively, waves, when the watercraft comes to lie in an angular orientation to the fastening rope guide, e.g., cross wind. The detected lateral forces or, respectively, shearing forces can be utilized for controlling the drive and steering means to compensate for the angular orientation of the boat. Thus, e.g., rudder and drive may be controlled such that both the acting pulling force and the lateral forces can be compensated.

The fastening rope guide is preferably provided at the front end of the watercraft and guides the fastening rope, e.g., received in the anchor windlass, towards the front and downwards, generally also sideways, as long as the watercraft is not aligned. The fastening rope guide provides for a defined position of the measuring means, with a defined path of the fastening rope, where it is possible to measure the one or more measurands with little effort.

The detection of the pulling force can be carried out using various measuring means. According to one embodiment, a rope sweep pivoting or tilting in the direction of the fastening rope or, respectively, forwards and/or downwards is provided as fastening rope guide. The tension leaded fastening rope pivots the rope sweep, i.e., the rope sweep yields, so that, for one thing, the fastening rope is not loaded so strongly by friction and, for another, a more precise measurement of the pulling force on the rope sweep is rendered possible than in the case of a rigid anchor bracket or, respectively, rope guide. The rope sweep may, in particular, be provided at the front end of the watercraft in such a way that the rope sweep is able to pivot downwards at the front end of the watercraft so as to follow the downwards extending fastening rope.

The rope sweep may be arranged rotating or pivoting about a vertical pivot point, i.e., a yaw axis or vertical axis, and so allow for measuring the laterally acting forces. Thus, owing to a rope sweep adjustable in two degrees of freedom, this advantageous embodiment allows for measuring both the longitudinal forces and lateral forces and, furthermore, guarantees a secure guiding of the fastening rope.

Furthermore, an angle of inclination of the pivoting rope sweep upwards and downwards or, respectively, towards the font can be measured, i.e., in particular, the pivoting motion about a horizontal swivel axis, and can also be used for the controlling or, respectively, regulation. The angle of inclination provides, in particular, further information on the path of the fastening rope from the watercraft to the anchor. Instead of or supplementary to the angle of inclination, it is also possible to measure a force acting on the rope sweep during the pivoting motion.

The fastening rope ma, in particular, by locked, e.g., in an additional anchor claw fastener. In the embodiment with a rope sweep, the locking may happen inside the rope sweep itself and e.g., may be adjustable in the longitudinal direction, e.g., by means of a locking bolt receiving the anchor chain which is guided in an elongated hole. This allows for a secure measuring of the pulling force.

According to one embodiment, the anchor rocker may be provided with a pliable or elastic region, where the lateral forces or, respectively, forces between a front area of the rope guide and a rear fastening area are measured.

A further embodiment of a fastening rope guide is formed by two lateral rollers in-between which the fastening rope is received, in particular, with vertically arranged lateral rollers and/or a roller that is horizontal or, respectively, arranged in a transverse direction, where lateral forces on the lateral rollers and a pulling force on the horizontal roller can be measured.

Further embodiments are formed by a guide means provided on the bow and extending horizontally comprising, e.g., a guide ring and/or a steering plate, where the fastening rope is received on the guide means in a horizontal direction or, respectively, adjustable in two dimensions, so that it can, in particular, glide in a horizontal plane on the guide means and, e.g., extend downwards around an outside area or exterior perimeter of the guide means. Hereby, different areas of the guide means are loaded, and this can be measured as force or pressure, e.g., using piezo sensors, and/or by detecting the position of the fastening rope, which can be carried out, e.g., capacitively and/or inductively.

Embodiments of this type with a flat horizontal plane in which the fastening rope is adjustable in the horizontal directions, allow for a precise determination of the position and/or force without the fastening rope guide or the fastening rope being subjected to strong forces. Also, the wear and tear is lower with such anchor guides than, e.g., with rollers and rockers.

The drive and steering means are controlled via a controller means which receives and evaluates the measuring signals accordingly, for example, via an artificial intelligence implemented in the controller means. To that end, measuring signals can be evaluated and the thereby caused effects ca be detected whereupon a power curve for controlling drive and steering means can be adjusted intelligently.

The controller means may additionally receive even further measuring signals or, respectively, externally determined data signals, in particular, one or more of the following values determined for the present or even in advance or, respectively, for the future:

• • a wind speed and/or wind direction, a current direction and/or current speed and/or a swell or, respectively, a wave height, a tidal range, a water depth, a position, e.g., in a GPS system.

These external data can be determined with little effort, potentially via data transfer or, respectively, the internet, and utilized, preferably, for a plausibility check of the data.

Aside from limiting the pulling force, a minimum pulling force on the fastening rope can be controlled, so as to tighten the fastening rope or, respectively, adjusting a defined tension, and to prevent the watercraft from drifting away or drifting across the anchor. In particular, drifting across the anchor can lead to a maladjustment and subsequent slippage of the anchor. Furthermore, a position of the watercraft relative to the anchor can be set or, respectively, controlled, and/or the angle of inclination of the boat hull relative to the fastening rope or the fastening rope guide. Controlling the angle of inclination to a value unequal to zero allows for the inclusion of the acting lateral forces by wind, waves, current, which, therefore, provides an advantage over rolling of the boat in a Welle.

The ship may be drive, in particular, in the forwards direction, in particular, at variable speed. A preferred embodiment further includes controlling in the reverse direction, e.g., to avoid too little rope tension and crossing over the anchor. This embodiment is advantageous, in particular, in the case of electric drives in which the ship's propeller can be controlled at variable speed and, in particular, also in the backwards direction.

According to further embodiments, even from the anchor can be picked up, in particular, measuring signals relating to acting forces or slipping movement of the anchor. The signal transmission from the anchor to the watercraft may happen via the fastening rope, where the anchor, for one thing, may be designed as a passive transponder, i.e., without an energy source, or, for another, allowing for energy harvesting depending on the acting forces and movements to put out signals actively.

The control or, respectively, regulation according to the invention is advantageous; in particular, in a catamaran as watercraft because the floating bodies of catamarans may come into contact with the fastening rope upon becoming inclined. Hereby, preferably, the catamaran is connected not only via a simple fastening rope but via a Y connection with two strain reliefs connected on the fastening rope, where a tensile force transducer, in particular, a rope sweep, each is provided on both fastening rope guides and the measuring signals are put out to the common controller means.

Preferably, a third strain relief C can verify the measuring result in the center. Thus, in particular, it is valid that the forces add up, that is C=A plus B.

In addition to the automatic control or, respectively, regulation, it may be provided that a monitoring signal, in particular, alarm signal, be put out, by virtue of which a user can be informed of a maladjustment of the watercraft and/or high acting forces.

As steering means one or more of the following elements may be provided:

• • a rudder at the stern, e.g., a Becker rudder.
  • An asymmetric control of lateral drive means, e.g., in a catamaran,
  • a transverse thruster, in particular, bow thruster or stern thruster, running through the ship, e.g., in a transverse direction, by means of which, in particular, an orientation and/or positioning of the watercraft relative to the fastening rope can be carried out without significantly making any longitudinal adjustment, or
  • a drive rotating about a vertical axis, e.g., pod drive or a water jet drive.

In evaluating the measuring signals it may be taken into consideration, in particular, that in the case of a lateral position of the fastening rope relative to the boat axis or, respectively, in an inclined position of the fastening rope relative to the boat axis an apparently high longitudinal force may be measured because corresponding force components may add up as vectors in this case.

Thus, advantageously, the direction of the force is also taken into consideration to determine the relevant direction and force in this direction. Also, the fastening rope's own weight, in particular, that of an anchor chain, must be taken into consideration.

In principle, the method according to the invention can be carried out without active GPS tracking, since the automatic control allows for compensation. However, GPS data can be picked up and utilized in addition.

Another advantage is a determination of the orientation of the anchor, in particular, as orientation of the anchor shaft of the anchor, since the anchor shaft should preferably be loaded lengthwise to avoid the anchor being rotated in its resting position. To that end, the anchor shaft may include, e.g., an electronic compass that puts out a signal which can then be compared with the orientation of the boat which in turn is determined, e.g., by means of an electronic compass.

The controller means may be designed separately or even in software in a central vehicle controller means.

According to a preferred the safety is increased in that dangers emanating from an automatic controlling of drive and/or steering means are minimized. To that end, in particular, a people detection may be provided to suppress controlling when persons could run into danger; thus, the method according to the invention can be designed, e.g., including a termination condition and/or hold condition preventing the controlling of drive and/or steering means when persons and/or new objects are detected. In addition, the position of the watercraft may be GPS monitored. As soon as the watercraft leaves a pre-determined safety radius an automatic controlling of drive and/or steering means is prevented.

As a further or alternative safety feature the controlled drive may be secured, e.g., by a cage, so as to prevent direct contact with the drive.

As a further or alternative safety feature a depth detection means may be provided detecting a depth and/or depth profile and limiting the method e.g., to a minimum depth, i.e., prevents adjustment in an area of too shallow water depth; the depth detection means may be, e.g., a sonar, or, respectively, a measuring means that is provided anyway, which is included in this procedure. Above the water depth, e.g., obstacles may be detected using optical or sound emitting methods.

According to a preferred embodiment, the measuring means is designed as a limit switch measuring a lateral stop position and/or downwards stop position of the fastening rope and/or a rope guide, e.g., an anchor rocker, and upon reaching the stop position puts out the measuring signal to the controller means for controlling the drive and steering means. This allows for a simple and cost-effective yet safe embodiment.

According to a further development, a detection means for detecting the fastening rope, i.e., in particular, an anchor chain, may be provided. The fastening rope or, respectively, the anchor chain can be detected, e.g., optically, e.g., using a camera, LIDAR and/or radar and/or based on laser radiation, but even, e.g., using ultrasound or via an integrated transponder, e.g., Bluetooth. Hereby, in particular, the three-dimensional path of the fastening rope can be detected so that the direction of the fastening rope, in particular, in the horizontal plane (e.g., as an angle in relation to the boat axis), as well as, preferably, in the vertical direction can be determined. Thus, the counterforce to be applied can be deduced from the determination of the path of the fastening rope and the measured pulling force. Hereby, e.g., the chain tension can also be directly determined from the path of the fastening rope thereby allowing for measuring the pulling force or a further measurement of the pulling force.

According to an advantageous embodiment, a compass heading is determined, i.e., a course or, respectively, an orientation of the watercraft by means of a compass and/or in a geodetic system, e.g., even a GPS. Thus, an orientation of the watercraft is set that is not related to the direction of the rope. Subsequently, the course or, respectively, the orientation is maintained in that acting forcers, i.e., in particular, wind and waves or, respectively, currents are taken into account. Hereby, in particular, an orientation of the watercraft can be operated by means of the drive and steering means with a variable angle of inclination of the boat axis to the fastening rope, i.e., the watercraft maintains its compass heading or a suitable angle range around the compass heading under consideration of both the acting forces and also while adjusting a minimum pulling force and limiting the pulling force.

The angle range around the compass heading may be defined, e.g., at a fixed range of inclination, i.e., in particular, in a straight-line orientation, depending on an outside environment, e.g., a bay, permitting only a limited adjustment of the watercraft.

According to one embodiment, a compass heading may be pre-defined so that the boat adjusts a straight-line orientation of the fastening rope and its longitudinal axis in this direction of the compass heading, with the minimum pulling force, so that a stretching and holding of the position is attained in a simple manner whereby a crossing over the anchor is prevented.

The invention is illustrated below by means of the accompanying drawings by means of a few embodiment examples. It is shown in:

FIG. 1 a watercraft at anchor;

FIG. 2 a perspective view of the anchor chain attachment on the chain guide at the bow of the watercraft;

FIG. 3 an enlarged section from FIG. 2;

FIG. 4 a top view on the bow section of the watercraft with the anchor bracket;

FIG. 5 an embodiment with a catamaran as watercraft;

FIG. 6 an embodiment with an anchor bracket with rollers;

FIG. 7 an embodiment with an anchor bracket in a horizontal guide plane with a slide and mechanical control;

FIG. 8 an embodiment, where, in addition to FIG. 7, an active guide or angle measuring of the anchor chain is provided.

FIG. 9 an embodiment with a guide disk for determining position and/or force of the fastening rope;

FIG. 10 an embodiment with a guide ring for determining position and/or force of the fastening rope;

FIG. 11 a further embodiment with an anchor bracket for measuring tension and lateral forces;

FIG. 12 a representation of the watercraft with anchor rope and anchor;

FIG. 13 the watercraft in an adjustment range around the anchor

FIG. 14 a further representation of the watercraft to illustrate the acting forces,

FIG. 15 an embodiment with a wave detection means,

FIG. 16 a further embodiment with an anchor rocker.

A watercraft 1 includes a boat hull 2, a drive 3 and a rudder 4. The drive 3 includes a motor, in this case an indicated electric motor 5, including a drive shaft, and a propeller 6 as well as further components not shown here. The electric motor 5 is controlled from a central controller means 10 of a control system 12 via first control signals S1; and, accordingly, the rudder 4 via second control signals S2. The controller means 10 in turn picks up measuring signals from various measuring means, as will be described below. The controller means 10 and the one or multiple measuring means preferably make up the control system 12. Hereby, the control system 12 is not drawn in all embodiments, but is provided in each of the watercraft 1.

In FIG. 1, the watercraft 1 is shown at anchor, i.e., an anchor 15 affixed to an anchor chain 14 was dropped to the bottom of the sea 16 and has become partially entrenched into the seabed 16. In alternative embodiments, another fastening rope may be provided instead of the anchor chain, and, further, e.g., a shoreside mooring may be carried out. The lower end of the anchor chain 14 is affixed to the anchor 15, and its other end is received and reeled up in an anchor windlass 18 provided in the usual manner on the boat hull 2, in particular, at the bow 20. The anchor chain 14 is guided from the anchor windlass 18 via a rope sweep 24 to be described in more detail below.

The rope sweep 24 is provided at the front end am 20a of the bow 20 adjustable in two degrees of freedom. Hereby, the rope sweep 24 is adjustable about a horizontal axis of rotation 26, i.e., pivoting or swiveling forward, thus corresponding to a pitching motion relative to the boat hull 2. Furthermore, the rope sweep 24 rotates in a pivot bearing 28—indicated here—about a yawing axis 29 or, respectively, vertical axis, i.e., essentially in the horizontal plane. The rope sweep 24 leads the anchor chain 14 coming from the anchor windlass 18 forward across the front end 20a of the bow 20 and subsequently guides the anchor chain 14 downwards so that the anchor chain 14 runs, due to its own weight, in the usual manner from the bow 20 through the water 17 to the anchor 15. The watercraft 1 is subject to environmental forces, in particular, wind, waves and a current, applying a temporally changing force on the watercraft 1. Thus, the boat hull 2 is subjected to a pulling force ZF which, in FIG. 1, pulls the boat hull 2 sternwards, i.e., in the Figure, in particular, to the left, and would drift away; a corresponding counter force GF is exerted via the anchor chain 14 and the anchor 15, where the anchor chain 14 pulls the watercraft 1 forwards or, respectively, in FIG. 1, to the right, already based on its own weight and its path.

Tilting movements of the rope sweep 24 about the horizontal axis of rotation 26 are detected, in accordance with the embodiment shown here, by means of an inclinometer 30; alternatively, a force gauge may be provided, and/or spring-loaded counter tension may be exerted biasing the rope sweep 24 into the default position. In principle, however, it is not necessary to exert a spring-loaded counter tension. Moments or, respectively, forces acting on the rope sweep 24 around the yawing axis 29 are captured by a starboard force transducer 32 and a portside force transducer 34. The anchor chain 14 includes individual chain links 114 one chain link 114 of which is covered by a lock 36 which is set, in particular, by the chain link 114, where the lock 36 is guided in elongated holes 40 of the rope sweep 24. A force transducer 42 measures the tensile load of the anchor, i.e., the pulling force ZF acting on the anchor chain 14, and puts out a first measuring signal F3. The lateral force transducers 32, 34 correspondingly put out a second measuring signal F2, and the inclinometer 30 a third measuring signal or, respectively, angle measuring signal F1.

Instead of or in addition to an inclinometer 30, e.g., a force measurement including a measurement of the direction may be provided.

In addition to the measuring signals F1, F2 and F3, measurement values, e.g., of a GPS and/or a wind gauge may be included. Furthermore, for a plausibility check, in particular, externe, measuring signals of current, wind direction and further influences picked up by way of data transmission may be included.

The controller means 10 determines the relative position of the watercraft 1 in relation to the anchor 15 and a suitable controlling of the drive 3 and the rudder 4. Thus, the watercraft 1 will be controlled such that the anchor chain 14 is loaded with a suitable pulling force or, respectively, a suitable anchor tension, where, in particular, the pulling force is not too high, to break the load at the anchor 15, while, at the same time, advantageously, preventing a too small pulling force and possible driving across the anchor 15 causing a subsequent change of direction of the acting pulling force. Furthermore, the range of inclination α of the longitudinal axis of the watercraft 1 relative to the anchor chain 14 or, respectively, to the connecting line between the bow 20 and the anchor 15 can be detected and adjusted to a suitable value, e.g., to α=0. In the case of, e.g., stronger laterally acting forces it is also possible to adjust an angle of inclination α≠0 to create a balance of power.

The anchor 15 can for one thing, serve as a mooring in the usual manner, however, according to an advantageous further development, the anchor 15 may be provided with a sensor function. Thus, the anchor 15 may include an electronic compass so that its position or, respectively, orientation in the seabed 16 can be measured so that it can, in particular, be compared with the position or, respectively, orientation of the boat hull. Hereby, a data transmission with the watercraft 1 via the anchor chain 14 may be provided, where, advantageously, the fastening rope between the watercraft 1 and the anchor 15 is not designed as an anchor chain with individual chain links 114, but as a fastening rope including data lines.

In principle, the anchor chain may even serve as an antenna for a data transmission to a communication means on the boat hull of the watercraft. Hereby, in particular, the alignment and orientation of the anchor 15 can be acquired by measuring signals so that a matching tensile load on the anchor 15 can be created which, in particular, acts in the longitudinal direction of the anchor 15. Furthermore, a pulling force sensor system can be present at the anchor 15 which detects the pulling force acting directly on the anchor 15 and transmits it to the watercraft 1 and therewith to the controller means 10 of the control system 12.

The controller means 10 may be provided in the area of the rope sweep 14, but also, in particular, centrally inside the watercraft 1. Hereby, the controller means 10 may be provided even purely by software in a drive controller means serving generally to drive the electric motor 5 and the rudder 4.

According to FIG. 5, 6, a catamaran is provided as watercraft 1, thus including two floating bodies 112, 113, and a ship's hull 116 connecting the floating bodies 112, 113. Since a catamaran is more inclined to tilting and, in particular, the floating bodies 112, 113 may come into contact with the anchor chain 14 in the event of tilting, the anchor chain 14 is affixed to the ship's hull 116 of the catamaran 101 via a Y connection 120 including two strain reliefs 120a, 120b. The regulation can also be carried out in this embodiment as described above via the rope sweeps 24 with measuring of the acting forces.

A Y connection may be utilized not only in catamarans but also with other ships.

In the case of the catamaran 101 a controlling may be carried out, in particular, also by the two lateral drives on the floating bodies 112, 113 alone in that these are driven at different speeds or, respectively, even in opposite directions.

FIG. 6 shows a further embodiment in which an anchor bracket with lateral rollers 140 is provided, where the anchor chain 14 is guided forward between the lateral rollers 140, where the lateral rollers 140 may, advantageously, have vertical axes of rotation. These can receive the anchor chain 14, e.g., with a clamping thereby being elastically biased; however, in principle such an elastic bias is not required. Thus, when the anchor 15 is laterally offset against the boat axis A, as shown in FIG. 6, the anchor chain 14 is deflected by the lateral rollers 140 in a direction. Thus, in FIG. 6, the anchor chain 14 pulls to the left links—in the direction of the watercraft 1—thereby loading the left roller 140 with a corresponding transverse force which can be determined by a force transducer on the lateral rollers 140. Thus, by virtue of the force measurement, it is again possible to measure the path of the anchor chain to carry out the controlling or regulation as described above. In addition, preferably, a lower roller extending in a transverse direction is provided below the fastening rope thereby serving to indirectly determine the pulling force, where, in this case, the exertion of force by pulling force and counter force of the anchor windlass must be taken into consideration which act on the lower roller as a triangle of forces.

The embodiments 7 through 10 show anchor guides with a guide means provided in a horizontal plane and serving as fastening rope guide which allows for an adjustment or, respectively, a sliding or slipping of the anchor chain 14 in the horizontal plane to measure the position and/or force or, respectively, pressure of the anchor chain 14 by means of its path. In these Figures, the anchor chain 14 runs forward starting from the anchor windlass 18 and is, e.g., fixed in an anchor claw 145 from which the anchor chain 14 continues further forward via the respective guide means 124, 224.

According to the embodiment of FIG. 9, the anchor chain 14 runs forward via a steering plate 224 in which the anchor chain 14 is freely adjustable or, respectively, slides in the horizontal plane. Thus, depending on the relative position of the anchor 15 in relation to the boat axis A or, respectively, the watercraft 1, another path of the anchor chain 14 will ensue, where, thus, other areas of the steering plate 224 are loaded by the anchor chain 14. The steering plate 224 may, for one thing, measure the force or, respectively, the pressure of the anchor chain 14, in particular, at the outer edge area 224a, where the anchor chain 14 bends downwards, thereby enabling a force measurement in two dimensions. In addition or as an alternative here to, the position of the anchor chain 14 on the steering plate 224 may also be determined, e.g., using a measuring means 225 indicated here, including inductive and/or capacitive sensors, e.g., as a sensor field, thus, requiring no mechanical adjustment of the steering plate 224.

Thus, the embodiment shown in FIG. 9 allows for a force measurement in the horizontal plane or, respectively, in two dimensions without mechanical guiding with guide rollers, pivot bearings, etc.

In the embodiment of FIG. 7, the anchor chain 14 runs forward from the anchor claw 145 in the horizontal plane via a guide ring 124; where, again, in the embodiment of FIG. 7, an additional steering plate 224 is provided which is not loaded at its edge areas, however. The guide ring 124 may serve, in particular, directly as a force transducer so that the force exerted by the anchor chain 14 is measured by a 125 on the guide ring 124, i.e., in particular, as a downwards acting force.

In the embodiment of FIG. 7, the anchor chain 14 is guided one the guide ring 124 in a carriage 150 which is received slidingly or, respectively, adjustably on the guide ring 124. This reduces the load of the guide ring 124 and improves the sliding movement or, respectively, the slipping-off of the anchor chain 14. This allows for the position of the anchor chain to be determined via determining the position of the carriage 150.

In the embodiment of FIG. 8, compared to the embodiment of FIG. 7, an additional bell crank 160 is provided which is mounted in the swivel axis or, respectively, axis of symmetry of the guide ring 124, i.e., in particular, a vertical swivel axis 161, and receives the guide carriage 150. According to one embodiment, the bell crank 160 can be controlled mechanically by a rudder or, respectively, rotating drive. According to an embodiment alternative here to, this allows an inclinometer to be formed, i.e., the position of the bell crank 160 can measure an angle as a deviation from the boat axis A.

In the embodiments of FIGS. 7 through 10, there may each be an embodiment with the anchor claw 145, or even without anchor claw 145, where in the design without the anchor claw 145 the anchor chain 14 may come, e.g., directly from the anchor windlass 18.

FIG. 11 shows an embodiment where a guide body 180 forms the fastening rope guide and this pivots about one or more axes. The guide body may be, in particular, adjustable by multiple degrees of freedom, i.e., a rotation or, respectively, pivoting about a vertically extending vertical axis 180a and also two swiveling degrees of freedom in relation to the plane perpendicular to the vertical axis 180a. Thus, the guide body 180 can, e.g., be pivoted about the swiveled vertical axis 180a in each of various tilt positions.

In particular, the guide body 180 may exhibit a bearing like a joystick, e.g., in a ball bearing and/or including multiple axes.

Hereby, e.g., measuring means 182, may measure, e.g., the pivot angle of the guide body 180 and preferably tilt angle in relation to the vertical axis, as well as, preferably, also a force, i.e., in particular, a pulling force or, respectively, longitudinal force, and the direction of the pulling force or, respectively, longitudinal force.

FIG. 12 shows the orientation of the boat hull 2 which is inclined in relation to the fastening rope 14. The boat hull 2 is aligned relative to a compass heading which is determined by a compass and/or GPS. The orientation may be provided, in particular, even under an angle to the compass heading K. Here, the watercraft 1 comprises one or more transverse thrusters 170, 175, in this case a bow thruster 170 and/or stern thruster 175, controllable by the controller means, allowing for improved maneuverability, in particular, an alignment without the longitudinal drive or in addition to the longitudinal drive by the propeller 3.

In FIG. 12, for one thing, an embodiment can be formed, wherein acting forces are taken into account, in particular, from waves, here referred to as wave direction W1, as well as wind, here referred to as wind direction W2. Thus, the controller means controls, e.g., the transverse thruster 170, 175 such that, under consideration of the acting lateral pulling force and with adjustment of the intended minimum pulling force, the position is maintained. Thus, in particular, even an orientation may be adjusted where the boat axis is misaligned by an angle in relation to the compass heading. Hereby, it is recognized that a suitable orientation which may, in particular, even be intended not along the rope orientation, i.e., at an angle in relation to the anchor rope, may be advantageous to suitably intercept forces. Thus, a balance of forces may be adjusted.

Thus, when the boat hull 2 turns, e.g., caused by swirls on the hull, and e.g., the wind direction W2 and current direction W3 drawn in FIG. 12 acts on the boat hull 2, W2 and W3 result in a resultant counter force W5, in relation to which the desired orientation W6 is drawn here, which corresponds to the heading, whereby the orientation W6 must be adjusted by the controller means.

FIG. 13 shows an embodiment where the boat hull 2 is aligned in a straight line—or generally at a fixed angle—in relation to the anchor rope 14. Here, a pivoting range 350 around the anchor 15—or generally an attachment point 15—is limited, e.g., due to shallow water depth or, e.g., a shore at the sides, e.g., in a bay. Here, for simplification, a pivoting range 350 of 90° is drawn, however, this may be another value. The watercraft 2 is able to measure a compass orientation K or, respectively, a compass heading K in every position so that the angular position of the anchor rope 14 in the pivoting range 350 results directly from the angle of the anchor rope 14—or, respectively, also of the boat axis A—to the compass heading K. In case of, e.g., an angle of 45° between the anchor rope 14 and the compass heading K, an angular position of 45° of the anchor rope 14 in the pivoting range 350 is assumed.

Thus, the pivoting range 350 can be limited, i.e., with adjustment only of the straight-line orientation and the measuring of the angle to the compass heading K, with corresponding controlling of the drive and steering means.

FIG. 14 shows that a lateral force SK can be measured on, e.g., the anchor rocker 24 or lateral rollers 140 which can be utilized, in addition to a force measured in the longitudinal direction of the boat axis, i.e., an “apparent force,” for calculating an actually required force (to relive the anchor or, respectively, the chain) in the longitudinal direction, i.e., in the direction of the boat axis A. The lateral force SK acts in addition to the forces exerted in the direction A so that these forces add up as vectors together forming a total force. Thus, this can be determined by measuring the lateral force.

Advantageously, the system according to the invention can be retrofitted in watercraft.

Hereby, e.g., a boat drive of the watercraft including a motor and a transmission as well as a propeller shaft can be upgraded or reconfigured in that an electromotive drive means, or, e.g., even electric hydraulic drive means is connected to the propeller shaft disengaged by the transmission, e.g., via a belt drive. Thus, the transmission must first be disengaged to activate the solution according to the invention.

Advantageously, redundant means are provided for transmitting the signals S1, S2 as well as F1, F2, FIG. 3.

FIG. 15 shows an embodiment wherein a wave detection means 50 is provided, e.g., on the bow of the watercraft 1. The wave detection means 50 detects, e.g., the direction, magnitude and/or frequency of the waves. Using the minimum anchor chain tension and preferably maintaining the lateral forces, in particular, by means of the lateral force measurement or the lateral force detection and/or angle detection of the anchor rope 14, it is possible to keep the watercraft in its position and/or orientation. Thus, this can also be carried out using the above-described anchor rocker 18.

In an alternative to this, the anchor rope 14 may be aligned in the longitudinal axis of the boat hull 2 and/or orientation w6 of the boat hull 2, i.e., as a straight-line orientation of the anchor rope 14 in relation to the longitudinal axis. Such a straight-line orientation together with the minimum anchor chain tension can reduce pitching and yawing.

Advantageously, by means of counter-driving against the pulling forces a counter effect can be determined, i.e., to what extent the pulling force is reduced.

FIG. 16 shows a further embodiment of an anchor rocker 24, having an attachment area 51 mounted on the boat hull 2 and connected via a pliable and/or flexible and/or elastic intermediate area 52 with the front area 53 of the rope guide. Hereby, a lateral force and/or pulling force between the areas den 51 and 53 is measured by the force gauge 32 and 34. Thus, when the fastening rope 14, i.e., in particular, even an anchor rope or anchor chain, is fixed on the front attachment area 53, i.e., the rope support, the pulling force can be measured.

Advantageously, values of a wave magnitude or, respectively, a swell and wave force can be graded; when a value is too high, a fault may be indicated and the more plausible and/or safe value can be used.

Advantageously, it can be monitored whether a circle to be assigned around the attachment point corresponding to the relevant length of the anchor chain is exceeded so as to indicate a fault when required.

Advantageously, a remote monitoring means is provided by means of which it can be checked if the watercraft or, respectively, the operational status of the system is active, further, a warning signal can be received, e.g., also a current rope tension can be retrieved, or other values and states as described above can be transmitted. Furthermore, even values like power curves may be parameterized.

Advantageously, an autonomous electric circuit is provided for the system, in particular, including an emergency supply.

Clause 1 According to one aspect of the invention a watercraft (1, 101) with automatic control is provided,

• • the watercraft (1, 101) comprising:
  • a boat hull (2),
  • a drive and steering means (7) for driving and steering the watercraft (1, 101),
  • a controller means (10) for putting out control signals (S1, S2) to the drive and steering means (7),
  • an attachment point (15) received via a fastening rope (14),
  • a measuring means (32, 34, 42, 142) provided between the boat hull (2) and the attachment point (15), including the boat hull (2) and attachment point (15), which is designed to measure a measurand acting on the attachment point (15) or the fastening rope (14),
  • the measuring means (32, 34, 42, 142) putting out at least one measuring signal (F1, F2, F3, F4), and the controller means (10) being designed,
  • depending on the at least one measuring signal (F1, F2, F4), to carry out one or more of the following control actions or regulations by controlling both the drive (5) and the steering means (4):
  • an adjustment of a range of inclination (alpha) of the boat hull (2) relative to the fastening rope (14).
  • an adjustment of a position of the watercraft (1, 101) relative to the attachment point (15),
  • a limitation of the pulling force (ZF),
  • an adjustment of a minimum pulling force (ZF) on the fastening rope (14), for tightening the fastening rope (14) and preventing the watercraft (1, 101) from drifting away and/or drifting across the attachment point (1, 101).

Clause 2

According to an advantageous embodiment of the watercraft (1, 101) according to clause 1, the measuring means (32, 34, 42, 142) is designed to measure one or more of the following measurands:

• • a pulling force (ZF) acting on the fastening rope (14),
  • a lateral force acting on the fastening rope (14),
  • a position of the fastening rope (14) relative to the fastening rope receptacle (18, 24).

Clause 3

According to an advantageous embodiment of the watercraft (1, 101) according to clause 2, the controller means (10) is designed to exert a counter force (GF) that is opposite to the pulling force (ZF) by controlling the drive (5) and/or the steering means (4), where the counter force (GF) can be exerted parallel or at an angle to a boat axis (A).

Clause 4

According to an advantageous embodiment of the watercraft (1, 101) according to clause 1 through 3, the measuring means (32, 34, 42, 142) is provided, at least in part, on one or more of the following elements:

• • on the fastening rope (14)
  • on the attachment point (15),
  • an anchor windlass (18) for receiving the attachment point (15) designed as anchor,
  • a fastening rope guide (24, 124, 224) provided on the boat hull (2) for guiding the fastening rope (14) from the anchor windlass (18) to the attachment point (15),
  • an attachment means provided on the boat hull (2) for the fastening rope, e.g., a bollard, cleat,
  • a strain relief (120a) provided between the fastening rope and the boat hull.

Clause 5

According to an advantageous embodiment of the watercraft (1, 101) according to clause 4, a lateral force-measuring means (32, 34) is provided on the fastening rope guide (24) which is designed to measure lateral forces acting via the fastening rope (14), in particular, lateral forces acting relative to the fastening rope (14) by a range of inclination (alpha) of the boat hull (2), in particular, a boat axis (A), and to put out a lateral force-measuring signal (F2).

Clause 6

According to an advantageous embodiment of the watercraft (1, 101) according to clause 4 or 5, the fastening rope guide (24, 124, 224) is provided with a rope sweep (24) at the bow (20) of the watercraft (1) which can be adjusted by the fastening rope (14) and can pivot or swivel at least forwards and/or downwards,

• • where a tensile force transducer (42) is provided on the rope sweep (24) for measuring a pulling force (ZF) acting on the fastening rope (14) and putting out a pulling force measuring signal (F1).

Clause 7

According to an advantageous embodiment of the watercraft (1, 101) according to clause 6, the fastening rope (14) is designed as anchor chain (14), and a chain link (114) of the anchor chain (14) is received in a lock (36) provided in the rope sweep,

• • where the strain relief detects the pulling force (F) on the lock (36)

Clause 8

According to an advantageous embodiment of the watercraft (1, 101) according to clause 6, a lock (36), e.g., an eyelet, a loop, or clamp, is provided for fixing the fastening rope (14), where the strain relief detects the pulling force (F) on the lock (36).

Clause 9

According to an advantageous embodiment of the watercraft (1, 101) according to clause 6 through 8, the rope sweep (24) can be laterally adjusted, preferably pivot about a vertical axis or yaw axis (29), where a lateral force-measuring means (32, 34) is adapted to measure a yaw torque acting on the rope sweep (24) or a lateral force acting on the rope sweep (24) and to put out a lateral force-measuring signal (F2) to the controller means (10).

Clause 10

According to an advantageous embodiment of the watercraft (1, 101) according to clause 6 through 9, the rope sweep (24) can be laterally adjusted, where a lateral force-measuring means (32, 34) is adapted to measure a yaw torque acting on the rope sweep (24) or a lateral force acting on the rope sweep (24) and to put out a lateral force-measuring signal (F2) to the controller means (10).

Clause 11

According to an advantageous embodiment of the watercraft (1, 101) according to clause 4 through 10, the fastening rope guide (124, 224) is provided with a horizontally extending guide means (124, 224), e.g., a guide ring (124) and/or a steering plate (224) auf,

• • where the fastening rope is adjustably received on the guide means (124, 224) and puts strains on different areas of the guide means (124, 224) in its different positions, in particular, different edge areas, for deflecting the fastening rope (14) downwards,
  • where the measuring means (132, 133) measures the following as measurand on the guide means (124, 224):
  • a force and/or a pressure of the fastening rope (14), e.g., via piezo sensors,
  • and/or a position of the fastening rope (14), e.g., inductively and/or capacitively.

Clause 12

According to an advantageous embodiment of the watercraft (1, 101) according to clause 1 through 11, the controller means (10) is designed to pick up one or more of the following external data signal(s) for a plausibility check of the measuring signals:

• • signals relating to a wind speed and/or wind direction, signals relating to a current direction and/or current speed and/or a swell, signals relating to a tidal range, signals relating to a water depth, signals relating to a position and/or a speed, e.g., in a GPS system.

Clause 13

According to an advantageous embodiment of the watercraft (1, 101) according to clause 1 through 12, the steering means (4) is formed by one or more of the following elements:

• • a rudder (4), e.g., Becker rudder, provided on the stern (22)
  • an asymmetric controlling of lateral drive means,
  • a transverse thruster, in particular, bow thruster and/or stern thruster, extending in a transverse direction through the ship,
  • a drive rotating about a vertical axis, e.g., pod drive or water jet drive.

Clause 14

According to an advantageous embodiment of the watercraft (1, 101) according to clause 1 through 13, the drive (5) includes at least one electric motor (5) which can be controlled by the controller means (10):

• • in the forward direction at different speeds, as well as
  • in the reverse direction, preferably at different speeds, in particular, to increase the rope tension and/or upon detecting a force leading to the anchor (5).

Clause 15

According to an advantageous embodiment of the watercraft (1, 101) according to clause 1 through 14, the fastening rope (14) is provided with a Y connection (120) with two strain reliefs (120a, 120b) attached to the ship's hull (116) in a manner laterally spaced, e.g., each via a fastening rope guide (24),

• • where one tensile force transducer (42) each is provided on both strain reliefs (120a, 120b), and measuring signals (S1, S2, S3) from the tensile force transducer (42) are put out to the controller means (10).

Clause 16

According to an advantageous embodiment of the watercraft (1, 101) according to clause 1 through 15, it is designed as a catamaran (101) having two laterally spaced floating bodies (112, 113) and a ship's hull (116) connecting the floating bodies (112, 113).

Clause 17

According to an advantageous embodiment of the watercraft (1, 101) according to clause 1 through 16, a boat drive of the watercraft (1, 101) comprises a motor, a transmission and a propeller shaft, the drive means of the drive and steering means being designed electric or electromotive and driving the propeller shaft disengaged by the transmission.

Clause 18

According to an advantageous embodiment of the watercraft (1, 101) according to clause 1 through 17, the controller means is adapted to determine a compass heading of the watercraft (1, 101) and to control the drive and steering means such that an angle range around the compass heading is maintained, preferably under consideration of the forces acting on the boat hull (2), in particular, wind and waves, in particular, with adjusting a minimum pulling force and limiting the pulling force.

Clause 19

According to an advantageous embodiment of the watercraft (1, 101) according to clause 1 through 18, the controller means is adapted to determine a compass heading of the watercraft (1, 101) and to control the drive and steering means such that the range of inclination (alpha) is fixed, preferably as a straight-line orientation of the watercraft in relation to the fastening rope, and to limit the angle range of the boat axis around the compass heading thereby limiting an angle range of the fastening rope as viewed from the attachment point.

Clause 20

According to an advantageous embodiment of the watercraft (1, 101) according to clause 1 through 19, an electronic compass is arranged on the attachment point (15), in particular, on an anchor shaft of an attachment point (15) designed as an anchor, the compass being adapted to put out a signal for comparing an orientation of the attachment point (15), in particular, of the anchor shaft, with the orientation of the watercraft (1, 101), which may be determined, for example, by means of an electronic compass arranged on the watercraft (1, 101).

Clause 24

According to a further aspect of the invention, a method for controlling a watercraft (1, 101) at anchor is provided, wherein

• • a fastening rope (14) is guided forward via a fastening rope guide (24) provided at the bow (20) of the watercraft (1, 101) and received in an attachment point (14),
  • a pulling force (ZF) and/or lateral force acting on the fastening rope guide (24) is measured via the fastening rope (14), and
  • depending on the pulling force (ZF) and/or lateral force, the drive and steering means of the watercraft (1, 101) are controlled such that the pulling force (ZF) and/or lateral force is limited.

Clause 25

According to an advantageous embodiment of the method according to clause 24, in addition to the pulling force (ZF) and/or the lateral force, one or more of the following values or signals are measured and utilized for controlling the drive and steering means:

• • a forward and/or downward incline adjusted by the fastening rope (14) on an adjustable attachment (24),
  • yawing moments or lateral forces acting laterally via the fastening rope (14) on an adjustable fastening rope guide (24),
  • measuring signals and/or external data signals relating to one or more of the following values:
  • a wind speed, a wind direction, a current direction, a current speed, a tidal range, a water depth, a wave height, a wave profile, a position, e.g., in a GPS system.

Clause 26

According to an advantageous embodiment of the method according to clause 24 or 25, for regulating the position of the watercraft (1, 101) at anchor, the drive (3), e.g., a propeller (3), and the steering means (4), e.g., a rudder or an asymmetric controlling of lateral drive means, are controlled such that

• • upon detecting an increase in the pulling force (ZF) the driving power is raised,
  • upon detecting an increase in the angle of inclination (alpha) of the boat hull (2) in relation to the fastening rope (14) or the fastening rope guide the steering means (4) is controlled to execute an opposing yawing moment on the boat hull (2).

Clause 27

According to an advantageous embodiment of the method according to clause 24 through 26, acting waves and/or wind and/or current is detected, in particular, a direction, magnitude and/or frequency of the waves, and the drive and steering means of the watercraft (1, 101) is controlled thereupon.

Clause 28

According to a further aspect of the invention, a control system (12) for executing the method according to clause 24 through 27 and/or for controlling the watercraft (1, 101) according to clause 1 through 20 is provided.

Clause 29

According to an advantageous embodiment of the control system according to clause 28, it includes the controller means (10) of the watercraft (1) and the measuring means (32, 34, 42, 142).

Clause 30

According to an advantageous embodiment of the control system according to clause 29, it further includes the fastening rope guide (24, 124, 224) and/or the strain relief (120a).

Clause 31

According to an advantageous embodiment of the control system according to clause 30, it detects acceleration values and axis motion and reduces rolling and yawing motion under consideration of external forces by controlling the steering means and drives.

LIST OF REFERENCE NUMERALS

• • 1 watercraft
  • 2 boat hull
  • 3 drive of the watercraft
  • 4 rudder
  • 5 electric motor
  • 6 propeller
  • 7 drive and steering means, in particular, consisting of propeller 3 and rudder 4
  • 10 controller means of the control system 12
  • 12 control system
  • 14 anchor chain, anchor rope, fastening rope
  • 15 anchor
  • 16 bottom of the sea
  • 18 anchor windlass
  • 20 bow
  • 20a front end
  • 22 stern
  • 24 rope sweep
  • 26 horizontal axis of rotation
  • 28 pivot bearing
  • 29 yaw axis
  • 30 inclinometer
  • 32 starboard force transducer
  • 34 portside force transducer
  • 36 lock
  • 40 elongated hole
  • 42 transducer for measuring a pulling force F on the anchor chain 14
  • 50 wave detection means
  • 51 attachment area
  • 52 intermediate area
  • 53 front area
  • 101 catamaran
  • 112, 113 floating bodies
  • 114 chain links of the anchor chain 14
  • 115 mooring, e.g., bollard provided at shore or in port
  • 116 ship's hull of the catamaran
  • 120 Y connection
  • 120a, 120b strain relief of the Y connection 120
  • 124 guide ring
  • 125 forces sensor on the guide ring 124
  • 132, 133 measuring means
  • 140 lateral rollers
  • 145 anchor claw
  • 150 guide carriage
  • 160 bell crank
  • 161 vertically extending pivot axis of the bell crank 160
  • 170 bow thruster
  • 175 stern thruster
  • 180 guide body
  • 180a vertical axis
  • 182 measuring means
  • 224 steering plate
  • 224a edge area of the steering plate
  • 225 measuring means on the guide ring, steering plate
  • 350 pivoting range
  • A boat axis, longitudinal axis of the boat
  • α angle of inclination of the boat axis A of the watercraft relative to the anchor chain 14
  • K compass heading
  • S1 first control signals
  • S2 second control signals
  • S3 bis S5 measuring signals
  • F1, F2, F3 measuring signals
  • ZF pulling force