WATERCRAFT WITH VARIABLE WIDTH

Description

[0001] The invention relates to a watercraft comprising a cabin with 4 corner columns and a roof, a boat floor and at least one buoyancy chamber, wherein the cabin has a bay window on both the starboard and port sides and optionally a platform at the bow and / or stern, and wherein both bay windows and optionally the platforms at the bow and / or stern are movable perpendicular to the longitudinal axis of the boat into a first and a second position.

[0002] Conventional vessels, with their typically narrow width of 3.50 to 5.00 meters, cannot navigate all waterways. Delays frequently occur, especially at locks, because the channel of such a lock only allows space for a single vessel (usually about 3.50 to 5.00 meters wide) at a given height. This is readily apparent on rivers in France or Italy, where a lock channel of 5.00 meters barely accommodates one vessel. A wider vessel must be transported overland for a short distance to bypass the lock.

[0003] Furthermore, vessels with a beam exceeding 3.00 m require expensive, permit-based heavy transport if they are to be moved, as they exceed the permissible width for conventional road transport. To launch and load these vessels, they must also be slipped. This involves passing oars under the boat. To prevent the oars from crushing the vessel, a crossbeam must be positioned above it to keep the oars at a distance. This procedure is time-consuming, and not every port provides the necessary equipment.

[0004] Particularly in the case of houseboats and workboats, a larger cabin area is desirable. In the case of houseboats, the larger the usable cabin area, the greater the comfort for the user. In the case of workboats, this allows for more workspace to be provided on board.

[0005] A catamaran with a variable-width hull is known from the prior art, as documented in DE19744291C2. This catamaran has a beam of 7.98 m and can be narrowed to 4.93 m. The aim here is to facilitate entry into ports and to be able to use narrower berths within ports. However, due to its 4.93 m beam, the catamaran requires heavy transport or must be disassembled for repositioning. Furthermore, only the hulls of the catamaran are moved outwards; the cabin and the living space within it remain unchanged. DE3228579C2 and DE3142382C2 are also known. Both disclose ocean-going catamarans. In DE3228579C2, the living space is also changed along with the beam of the boat, with a target beam of 3 m to facilitate easier transport.However, in this configuration, the sides are completely recessed into the main hull, rendering the cabin and therefore the living space unusable in the narrowed boat configuration. The only advantage is improved transportability.

[0006] German patent DE3142382C2 discloses a catamaran whose hulls can be moved. The cabin remains unchanged. The living space is therefore always the same and cannot be enlarged.

[0007] US 2013 / 092068 A1 reveals a catamaran whose hull and bay windows can be moved.

[0008] AU 536 994 B2 discloses an amphibious vehicle which changes in width when converted from a vehicle to a boat. The two aforementioned publications disclose the preamble of claim 1.

[0009] Based on the state of the art, the object of the invention is to provide a watercraft which offers a generous cabin area and at the same time can be moored in a space-saving manner in the port, can pass through narrow locks and can be transported on the road with a conventional transport under a width of 3.00 m and can be craned without slippage.

[0010] The present invention solves this problem by providing a watercraft according to claim 1. Detailed description

[0011] The present invention relates to a watercraft comprising a cabin with four corner pillars and a roof, a hull, and at least one buoyancy chamber. The watercraft's buoyancy is provided by the at least one buoyancy chamber. The hull is mounted on the at least one buoyancy chamber, and the cabin is mounted on the hull. The cabin has four corner pillars and a roof. Depending on the type of watercraft, the cabin can serve various functions.

[0012] In one embodiment of the present invention, the watercraft is a houseboat or a workboat. In a particularly preferred embodiment, the watercraft is a houseboat. In a houseboat, the cabin serves as a living space, bathroom, sleeping area, kitchen, and dining area. If the watercraft is a workboat, the cabin serves as a workspace, but even in this embodiment, a kitchen, a bathroom or toilet, and possibly even resting places for the workers can be accommodated in the cabin. Furthermore, in both cases, the cabin may include a steering position for the watercraft.

[0013] In one embodiment of the present invention, the roof of the cabin is accessible and can be used as a terrace. The roof can also include an additional control station that can be used in good weather.

[0014] The watercraft according to the invention is preferably designed such that it meets the requirements of CE boatbuilding classes C or D. Boatbuilding class C includes boats suitable for coastal waters up to wind force 6 on the Beaufort scale and waves up to 2 m high. Boatbuilding class D includes boats suitable for sheltered waters and inland waters up to wind force 4 on the Beaufort scale and waves up to 0.5 m high.

[0015] The watercraft is preferably designed as a monohull, catamaran, trimaran, or a general multihull. While monohulls have one hull, catamarans have two hulls, and trimarans have three. Multihulls may accordingly have a greater number of hulls.

[0016] In a preferred embodiment, the four corner pillars of the cabin and the cabin roof are designed to be torsionally rigid. The cabin roof preferably has at least four lifting eyes. This design of the watercraft makes it possible to lift and launch it by crane. The cumbersome launching of the watercraft by sliding it into the water is advantageously eliminated.

[0017] The cabin and the bay windows of the watercraft according to the invention preferably comprise a material including the group consisting of aluminium, steel, stainless steel, wood and fiber composite materials, or a combination thereof.

[0018] According to the invention, the cabin has a bay window on both the starboard and port sides, both of which are movable perpendicular to the boat's longitudinal axis into a first and a second position. The boat's longitudinal axis is understood to be the axis of the boat running centrally from the stern towards the bow.

[0019] According to the invention, the two bay windows are movable into a first and a second position. The first position is defined as the position in which the bay windows are fully extended in the direction of the boat's longitudinal axis. In this position, the watercraft has its narrowest beam. The beam of the watercraft is understood to be its extent from starboard to port. In the second position, both bay windows are fully extended, that is, moved as far away from the boat's longitudinal axis as possible. In this position, the watercraft has its greatest possible beam. In position two, the boat can generally assume up to twice the beam in the first position. In one embodiment of the present invention, the beam of the watercraft in the first position is 1.80 to 6.00 m, preferably 3.00 m, and in the second position, 3.60 to 12.00 m, preferably 4.40 to 6.00 m.In this embodiment, each of the bay windows is moved 500 mm to 1000 mm, preferably 700 mm, to move from the first position to the second position and vice versa. Furthermore, when the bay windows are extended, a secondary bay window can be extended, according to the so-called bay-within-a-bay-window principle. This allows for even greater beams of the boat.

[0020] The bay windows are made of materials, preferably stainless steel. In a particularly preferred embodiment, the bay windows are made of austenitic-ferritic stainless steel (duplex stainless steel). The advantages of this material, as defined in the invention, lie in its resistance to seawater and high resistance to corrosion, good weldability, relatively high impact strength, and good formability.

[0021] In a preferred embodiment, both bay windows have the same dimensions. This has the advantage of ensuring an even weight distribution over the entire hull and thus a stable position of the boat in the water.

[0022] In one embodiment, the bay windows are mounted on the boat's hull and extend outwards. The hull below the hull remains unchanged, and the bay windows project outwards to port and starboard. In one embodiment of the present invention, the watercraft is designed as a monohull. In other embodiments, multihulls can also be equipped with extendable bay windows based on this principle.

[0023] In principle, the bay window is an extension inserted into the cabin. It consists of an outer wall, a floor, a ceiling, and two side walls. The bay window is open to the interior of the cabin. This allows the bay window area to serve as additional living or working space. Advantageously, the space within the cabin can be used in both the first and second bay window positions.

[0024] If the vessel is used as a houseboat, the bay window area can be advantageously furnished. This furniture remains accessible and usable even when the bay windows are retracted. Moving the bay windows into their second position creates more space and freedom of movement within the houseboat, significantly increasing user comfort.

[0025] In another embodiment, the watercraft has at least three floats. The floats are attached separately to the boat's bottom. Each bay window is connected to the boat's bottom, and the boat's bottom is in turn connected to at least one float. In this embodiment, moving the bay window also moves the boat's bottom and the at least one float located beneath it. According to the invention, the boat's bottom is therefore constructed in multiple parts, such that a portion of it can be moved with the bay window. Both bay windows are constructed identically according to the invention. In one embodiment, each bay window is connected to at least one float via the boat's bottom, and the at least one float connected to a bay window can be moved into the first and second positions together with the bay window.

[0026] In a particularly preferred embodiment, exactly one floating body is moved with each bay window.

[0027] Boats typically have platforms at the bow and stern. In a preferred embodiment, the platforms located at the bow and stern of the boat are moved together with the bay windows. On a houseboat, for example, these serve as a seating area, while on a work platform, they provide additional workspace. Preferably, these platforms are designed in two or more sections, allowing them to be moved together with the bay windows.

[0028] The process of deploying the bay windows (and, if applicable, the platforms) can be carried out manually or automatically. In a preferred embodiment, the bay window process is automated. For this purpose, the watercraft has a suitable control system. The following description of the bay window process applies equally to the bay window process in conjunction with at least one floating body.

[0029] According to the invention, each bay window can be moved by means of a sliding system. In one embodiment of the present invention, the sliding system comprises a drive selected from the group consisting of oil-hydraulic cylinders, water-hydraulic cylinders, bio-oil-hydraulic cylinders, electric cylinders, pneumatic cylinders, or a manually operated drive. A rack and pinion drive, a chain drive, or a cable pull, for example, is suitable as a manually operated sliding system.

[0030] Preferably, the thrust system also includes a guide to ensure the uniform and directionally accurate movement of the bay windows.

[0031] The thrust systems are preferably made of materials such as steel, galvanized steel, stainless steel, aluminum, and / or fiber-reinforced composites. If the aforementioned materials are not inherently seawater-resistant, they are provided with a coating known to those skilled in the art that prevents corrosion from the effects of seawater.

[0032] The sliding system can be integrated into the base of the extendable bay window. To ensure proper guidance, the sliding system in this case preferably comprises roller-bearing slides. In other embodiments, the sliding system can be integrated into the walls of the extendable bay window. In these embodiments, the guidance of the sliding systems is, for example, implemented as a self-supporting chain or scissor joint.

[0033] If the thrust system is implemented via cylinders, each bay window has at least one cylinder; preferably, each bay window has exactly one cylinder. The cylinder components are seawater-resistant, meaning that the cylinder wall, pistons, and cylinder rings are made of seawater-resistant materials. In one embodiment, these components are made of stainless steel. The cylinders have a suitable drive mechanism.

[0034] Particularly environmentally friendly designs include the use of water-hydraulic cylinders, bio-oil-hydraulic cylinders, electric cylinders, and pneumatic cylinders, as these do not require the use of environmentally harmful oils. Therefore, in the event of a leak, water contamination can be avoided.

[0035] In one embodiment, water hydraulic cylinders are used. These offer the following advantages over oil or bio-oil hydraulic cylinders: Water as a fluid medium is non-flammable. Water reduces operating costs; no precautions are needed to prevent oil leaks (oil separators). There are no storage or disposal costs for hydraulic fluids. Water has significantly lower line resistance than oil, which can improve efficiency. With water, a return line is unnecessary, similar to pneumatic systems. Due to its lower compressibility, water offers better control characteristics.

[0036] Due to the low viscosity of water, pumps and valves of oil hydraulics cannot be used for water hydraulic cylinders; therefore, gear pumps are used here according to the invention.

[0037] Preferably, both bay windows are moved synchronously. This synchronous movement prevents the bay windows from tilting and maintains maximum directional stability of the vessel. However, it may be necessary to take into account differing counterforces on the various sides of the vessel, which can be caused by current and wind direction.

[0038] In one embodiment of the present invention, this is achieved by controlling the power output of the drive cylinders of the thrust system. Depending on the wind speed, wind direction, and orientation of the watercraft, the drive power of the thrust system is adjusted. Information about wind speed, wind direction, and the watercraft's orientation is typically obtained by sensors for navigation purposes and is therefore readily available. The thrust system's control unit contains suitable parameters for the drive power of each thrust system for defined wind speeds, wind directions, and watercraft orientations, so that the drive power for each thrust system can be automatically adjusted via the thrust system's control unit.As described, this adjustment is made separately for each bay window so that different wind conditions on the port and starboard sides can be taken into account. In this way, the bay windows can be moved synchronously at a constant speed. In one embodiment of the present invention, the bay windows are extended at a constant speed between 0.1 m / s and 0.5 m / s, preferably at a constant speed between 0.2 m / s and 0.3 m / s, and particularly preferably at a constant speed of 28 mm / s. According to the invention, both bay windows are extended at the same speed.

[0039] In the normal operation of a watercraft, situations will inevitably arise where, for example, tree trunks, other watercraft, quays, or boat docks prevent the extension of the bow for widening the boat and, if an extension is already in progress, necessitate stopping and possibly even reversing the process. To avoid hazardous situations, one embodiment of the watercraft incorporates a collision system. This system is linked to the thrust system's control unit. A suitable collision system could, for example, utilize PMD (photomixing detector) sensors. PMD sensors operate using the time-of-flight (ToF) method. PMD sensors illuminate the scene with an infrared light source and calculate the distances between the sensor and the object surfaces based on the travel time of the light reflected from the surface.They emit light waves in the near-infrared (NIR) range – short-wave IR radiation that directly borders the visible (red) range of 780 to 1,400 nm. In one embodiment, each bay window has at least one PMD sensor; preferably, each bay window has two PMD sensors. The measured values ​​of the PMD sensors can be evaluated using an image processing program. Suitable image processing programs include, for example, the free OpenCV (Open Computer Vision) library. A library of potential collision partners and their PMD data is stored in the control system of the thrust system, so that a comparison can determine which collision partner is currently detected. The control system of the thrust system can then automatically perform one of the following reactions: Stopping and reversing the bay window adjustment or stopping the bay window adjustment and continuing the adjustment at a reduced speed.

[0040] In one embodiment of the present invention, the thrust system for each bay window is mounted at the base of the bay window. According to the invention, the bay window operation can be carried out at any time on open water or in a harbor.

[0041] The bay windows can be mounted on the boat's bottom using waterproof ball bearings and / or dry-running bearings. In a preferred embodiment, the bay windows are mounted using dry-running bearings. In one embodiment, the dry-running bearings are rolled dry-running bearings made of high-strength polytetrafluoroethylene (PTFE). The bearing can be made of a three-layer composite material consisting of a steel strip, a sintered porous bronze layer, and a PTFE surface sliding layer. Preferably, the bearing has a coefficient of friction of 0.03 to 0.18. Advantageously, such a dry-running bearing requires no lead additives or additional lubricants, is resistant to wear and corrosion, operates without oil, and is therefore environmentally friendly and largely maintenance-free.

[0042] The extendable bay windows must be sealed against the stationary hull at all times to prevent rain, spray, waves, or dirt from entering the interior. In one embodiment of the invention, each bay window of the watercraft therefore has a seal. This seal must be flexible and dimensionally stable, bridging the entire gap between the extendable bay window, the stationary hull, and the rigid roof. According to the invention, the seal is a multi-chamber seal installed around each bay window. The multi-chamber seal thus seals the bay window against the hull, the cabin walls, and the cabin roof. Multi-chamber seals have the advantage that if one chamber leaks, the other chambers are able to maintain the bay window's seal against the hull, the roof, and the side walls.

[0043] In one embodiment of the invention, the multi-chamber seal comprises thermoplastic polyurethane (TPU), in particular the H-ECOPUR formulation [1]. H-ECOPUR has an advantageous elongation at break coefficient of ≥ 330% and a tensile strength of ≥ 50 MPa, thus exhibiting a good balance between ductility and stiffness (durometer hardness: Shore A 95 ±2< , Shore D 48 ±3< ). Commercially available high-performance TPU is ideally suited for use in inland and marine waters due to the following properties: It is suitable for use in seawater and exhibits high resistance in both fresh and salt water from -40 to +100 °C. It is resistant to and repels fish oil, other animal and vegetable fats, as well as petroleum, mineral oil, gear oil, lubricating oil, and heating oil. It possesses good mechanical properties, e.g., higher abrasion resistance compared to other elastomers (crack strength 100 N / mm; abrasion 17 mm³). Furthermore, the material also has very good aging and ozone resistance.

[0044] The multi-chamber seal should, on the one hand, provide an optimal seal and, on the other hand, not impede the movement of the bay window and should also exhibit the lowest possible wear during movement. To ensure this, the operating geometry, i.e., the expansion of the multi-chamber seal, can be changed according to the invention. This can be achieved by pressurizing the multi-chamber seal with air pressure, water pressure, and / or vacuum. Alternatively, adjustment is also possible by the application of magnetic forces. Pressurizing the multi-chamber seal with air or water pressure allows it to expand. By regulating the air or water pressure in the multi-chamber seal, the degree of expansion can be controlled. During the movement of the bay window, the pressure can be reduced accordingly to allow the bay window to be moved through the seal with as little resistance as possible.This also minimizes wear on the multi-chamber seal. If the bay window is not moved, the pressure in the seal is increased accordingly, in order to achieve a better seal through greater expansion of the multi-chamber seal.

[0045] The pressure application can be driven, for example, by a gear pump, which is also capable of pumping low-viscosity liquids such as water in relatively small quantities.

[0046] In another embodiment, the multi-chamber seal is pressurized. In this embodiment, negative pressure is applied when the bay windows are moved. This causes the multi-chamber seal to contract, facilitating the movement of the bay windows. When the bay windows are not moved, no negative pressure is applied. The multi-chamber seal then remains in its natural expansion position, sealing the bay windows against the stationary parts of the boat. This embodiment has the advantage that, in the rest position, i.e., when the bay windows are not moved, the multi-chamber seals do not need to be pressurized with the medium. This protects the multi-chamber seals and makes them less susceptible to leaks.

[0047] The control of the change in operating geometry, i.e. the expansion of the multi-chamber seal, is preferably achieved by controlling the extensions of the bay windows.

[0048] In one embodiment of the invention, a water channel is also provided around the perimeter behind the multi-chamber seal on the side facing the longitudinal axis of the boat. In the event of a leak in the multi-chamber seal, any water that penetrates can be drained away through this channel.

[0049] In a further embodiment of the invention, each bay window of the watercraft also has a sealing lip. The sealing lip is attached around the outer edge of the bay window and rests against the outer walls of the bay window, the boat bottom, and the cabin roof in a lip-like manner. The sealing lip catches splashing water and dirt.

[0050] Preferably, the sealing lip is made of an elastic material. In one embodiment of the present invention, the sealing lip comprises fluorocarbon rubber (FKM). This material is characterized by very high temperature and chemical resistance. It is resistant to seawater, aging, UV radiation, and ozone, and exhibits self-extinguishing fire behavior. Furthermore, it shows good resistance to mineral oils and greases, aliphatic, aromatic, and chlorinated hydrocarbons, fuels, fire-resistant hydraulic fluids, and many organic solvents and chemicals. In general, fluorocarbon rubbers are characterized by advantageous mechanical properties for this application: FKM has very high tensile strength. FKM exhibits very low impact elasticity. The elongation at break of FKM ranges between 100 and 300%. The deformation due to external pressure, the so-called compression set, is low. Finally, the thermal properties of FKM, with a cold resistance of up to -40 °C and a heat resistance of up to 200 °C, fully meet our specifications (-30 to +40 °C).

[0051] The handling characteristics of a watercraft are significantly influenced by the shape of its floats. In one embodiment of the present invention, the floats must be adjustable so that the boat exhibits good handling characteristics in both the retracted and extended positions.

[0052] The floats are advantageously shaped in such a way that, when not extended, they nestle against each other, thus optimally directing the flow around the vessel. If the vessel has three floats, in a preferred embodiment at least one long keel is attached to the middle float. In a particularly preferred embodiment, the middle float has three long keels. These improve the vessel's stability in the water. In a further embodiment of the vessel according to the invention, the vessel has three floats, with the draft of the two outer floats being at most 223 mm. This minimizes the drag exerted on the floats by the water during their movement.

[0053] In another embodiment, the watercraft has three floats with the following geometric properties. The outer and central floats taper horizontally from just above the waterline. Upon contact, the floats would form a downward-facing wedge, making it impossible for an obstacle to become wedged between them. In one embodiment, the floats therefore have a straight contour and a taper angle between 7 and 11 ° on. This geometry serves to deflect debris and thus prevents debris from being trapped between the floating bodies during their movement.

[0054] In one embodiment of the present invention, the floats are made of aluminum or an aluminum alloy. Aluminum, even in readily available standard grades, is relatively seawater-resistant, resistant to prolonged exposure to sunlight (heat reflection), and can be welded manually. It allows for largely free shaping and various construction options. It can be repaired relatively easily almost anywhere. Compared to plastics, it offers the advantage of eliminating the need for large and / or expensive tools. Furthermore, construction with aluminum allows for the creation of different functional spaces within the floats: for example, batteries, water tanks, the heating system, and other storage compartments could be housed within them. In one embodiment, the aluminum or aluminum alloys can also be treated, for example, by electrical discharge machining (EDM).Possible methods include wire EDM or die sinking EDM.

[0055] Another important point is the connection of the floats to the boat's hull. Two essential requirements must be met here. The boat's hull and the superstructure mounted upon it, as well as the adjustment mechanism for the bay windows, must naturally be very rigid to ensure the proper functioning of the bay window system and to protect the superstructure and interior fittings in the bay window and cabin, such as glass panes and furniture. The hull, however, requires more flexibility. It should adapt to the sea state and, in this context, maintain comfort on the houseboat by mitigating wave action and the rolling and pitching of the boat. Similarly, when docking, the height difference between the boat and the dock should be compensated for, and, optionally, the hull should be able to be raised in heavy seas.

[0056] In one embodiment of the present invention, the floats are attached to the boat bottom by means of an elastic mounting, wherein the elastic mounting is selected from the group comprising air bellows, air springs and rubber buffers.

[0057] If the boat encounters obstacles, as often happens at locks or when docking, the floats advantageously give way and cushion the impact. They thus serve both to maintain comfort and to protect against damage, offering the crew greater safety. The practical reason: People most frequently fall overboard during docking or in collisions with obstacles. The designed floats dampen the impact and thus largely prevent accidents.

[0058] Furthermore, the use of air bellows and / or air springs makes it possible to adjust the distance between the boat's bottom and the hulls. In rough seas, this allows the vessel to be raised further above the waterline, which is advantageous.

[0059] In one embodiment of the present invention, the watercraft has an energy system for generating energy via solar cells. This enables autonomous energy generation that is also particularly environmentally friendly.

[0060] The watercraft according to the invention thus offers numerous advantages over the prior art. The cabin area can be enlarged or reduced by automatically or manually adjusting the extensions. The positions of the vessel's hulls can also be changed using these extensions. Besides increasing user comfort, this significantly improves maneuverability in locks and narrow waterways, eliminating the potentially unavoidable need to stop the vessel and transport it partially overland to bypass locks. Another advantage: if the vessel needs to be transported overland to its operating location, the minimum width of 3.00 meters eliminates the need for expensive heavy transport, resulting in considerable cost savings. For crane lifting, the vessel is equipped with lifting eyes, eliminating the need for slippage. The vessel also offers collision protection (against tree trunks, other vehicles, quay walls, etc.).) and an automated debris deflection system for the floating bodies. Part of the energy supply can be provided autonomously via solar cells. The watercraft also offers new perspectives as a workboat in inland waterways. These could be used on various waterways, such as narrow canals, and transported quickly and cost-effectively by land. The watercraft according to the invention is suitable for both inland waterways and coastal sea regions, since all adjustment movements are performed homogeneously, in balance between the cabin, bay window, and floating bodies, adapted to the respective environmental conditions (water type, wind force, wind direction), either automatically or manually. In particular, the watercraft complies with the CE categories in boatbuilding: CE category C (coastal waters, Beaufort scale up to level 6, waves up to 2 meters high) and CE category D (protected waters or inland waterways, Beaufort scale up to level 4, waves up to 0.5 m high).

[0061] The present invention will now be explained in more detail with reference to 7 figures and 2 exemplary embodiments. Figure 1 shows a watercraft in plan view with the bay windows retracted; Figure 2 shows a watercraft in plan view with the bay windows extended; Figure 3(A) shows a watercraft in section with the bay windows extended; (B) shows a watercraft in section with the bay windows retracted; Figure 4(A) shows a watercraft in section with the bay windows extended; (B) shows a watercraft in section with the bay windows retracted; Figure 5(A) shows a watercraft in section with the bay windows extended; (B) shows a watercraft in section with the bay windows retracted; Figure 6 shows a section of a watercraft in which the bearing of the floats and the seal of a bay window are clearly visible; Figures 7(A) and (B) show a debris-repellent geometry of the floats.

[0062] Figure 1 Figure 100 depicts a watercraft in plan view with the bay windows 10 and 20 retracted. The watercraft 100 is a houseboat, in which the bay windows 10 and 20 contain built-in kitchen and bathroom facilities. With the bay windows 10 and 20 retracted as shown, it is clearly visible that the living space can be fully utilized.

[0063] Figure 2 exhibits the houseboat Figure 1 with the bay windows 10, 20 extended. Extending the bay windows 10, 20 creates additional space in the cabin and significantly increases user comfort.

[0064] Figure 3 (A) and (B) represent a cross-sectional embodiment of the watercraft 100. Figure 3 (A)The bay windows 10 and 20 are extended and project beyond the floats 30, 31, and 32. In the extended position, the bay windows 10 and 20 are secured in position by the locking devices 90 and 91. Bay window 10 is surrounded by the multi-chamber seal 60, which seals it against the other adjacent components. Bay window 10 is moved by the extension 80 and is supported on the bearings 50 and 52. Bay window 20 is surrounded by the multi-chamber seal 62, which seals it against the other adjacent components. Bay window 20 is moved by the extension 81 and is supported on the bearings 51 and 52. The watercraft 100 has three floats 30, 31, and 32, which are attached to the bottom of the boat by air springs 70 and 71. In this embodiment, the floats 30, 31, 32 are not moved with the bay windows 10, 20. Figure 3 (B)The watercraft is shown with its bay windows 10, 20 retracted. The watercraft also has a roof surrounded by a roof railing 40, providing safe access. The roof railing 40 can be folded down to reduce the height of the watercraft. This proves particularly useful when passing under bridges.

[0065] Figure 4 (A) and (B) The figures represent another embodiment of the watercraft 100 in cross-section. The watercraft 100 has a very similar structure to the watercraft of the Figure 3 (A) and (B) in this embodiment, however, as in Figure 4 (A) The floating bodies 30 and 32 are shown moving with the bay windows 10 and 20. The movement of bay window 10 and floating body 30 is realized by the thrust system 80, while the movement of bay window 20 and floating body 32 is realized by the thrust system 81. Figure 4 (B)represents the watercraft 100 with retracted bay windows 10, 20.

[0066] Figure 5 (A) and (B) represents another watercraft 100 analogous to the one in Figure 3 (A) and (B) The watercraft shown represents an average of 100. In contrast to the Figure 3 (A) and (B) This watercraft is a monohull boat with only one hull 30.

[0067] Figure 6Figure 1 shows a section of a watercraft 100, clearly showing the mounting of the floats 30, 31 and the multi-chamber seal 60 of a bay window 20. The float 30 is attached to the boat floor via a joint 72 and air springs 70. The joint 72 is optional. The float 31 is attached to the boat floor via the air springs 73, 74. The multi-chamber seal 60, which seals the bay window 20 against all fixed components, is also visible. Behind the multi-chamber seal 60, in the direction of the boat's longitudinal axis, is a water channel 61 through which, in the event of a leak in the multi-chamber seal 60, any water penetrating the cabin can drain away. This prevents water from entering the cabin.

[0068] Figure 7 (A) and (B)The floats feature a debris-repellent geometry. The dotted line represents the waterline for floats 30, 31, and 32 located in the water. For clarity, only floats 31, 31, and 32 are shown, not the rest of the vessel 100. Three long keels are visible on float 31. Furthermore, the floats taper horizontally from just above the waterline. This causes debris 200 to be pushed downwards when floats 30 and 32 move together, preventing it from becoming trapped between floats 30, 31 or 31, 32. Example 1

[0069] A monohull was fitted with two extensions that could be extended using hydraulic cylinders. With the extensions retracted, the monohull had a beam of 3.00 m, allowing it to be transported by conventional means. At the harbor, the monohull could be launched into the water using four lifting eyes on the roof. No slipway was required. After leaving the harbor, the extensions were extended, increasing the cabin area to 4.40 m². The extensions could be operated on the water in all weather conditions, allowing the boat to be narrowed by retracting them before passing through a lock. Example 2

[0070] A trimaran was fitted with two extensions that could be extended using hydraulic cylinders. With the extensions retracted, the trimaran's beam was 3.00 m, allowing it to be transported using conventional means. At the harbor, the trimaran could be launched into the water using four crane eyes on the roof. No slipway was necessary. After leaving the harbor, the extensions were extended, increasing the cabin area to 4.40 m². Simultaneously, the outer hulls of the trimaran also moved. This significantly improved the vessel's handling and stability. The extensions could be operated in all weather conditions, allowing the boat to be narrowed before passing through a lock by retracting them. Bibliography

[0071] [1] https: / / www.skf.com / binaries / pub12 / Images / 0901d19680186fda-H-ECOPUR-material-data-sheet---12467_2-EN_tcm_12- 269872.pdf#cid-269872 Reference symbol list

[0072] 10, 20 Bay window 30, 31, 32 Float 40 Roof railing 50, 51, 52, 53 Bearing 60, 62 Multi-chamber seal 61 Water channel 70, 71 Air suspension 72 Joint 73, 74 Air suspension 80, 81 Thrust system 90, 91 Locking mechanism 100 Watercraft 200 Floating material

Claims

1. Watercraft (100) having a cabin with 4 corner columns and a roof, having a boat bottom, and having at least one floating body (30-32), wherein the cabin has on each of the starboard and the port side an oriel (10, 20) and optionally a platform at the stern and / or bow, wherein both oriels (10, 20) and if applicable the platforms at the bow and / or stern are movable perpendicularly with respect to the boat longitudinal axis into a first and a second position; characterized in that each oriel (10, 20) has a multi-chamber seal (60, 62) encircling it, wherein the expansion degree of the multi-chamber seal (60, 62) is changeable.

2. Watercraft (100) according to claim 1, characterized in that the watercraft (100) has at least three floating bodies (30-32).

3. Watercraft (100) according to claim 2, characterized in that each oriel (10, 20) and if applicable the platforms at the bow and / or stern are each connected to at least one floating body (30-32) via the boat bottom, and the at least one floating body (30-32), which is connected to an oriel (10, 20) and if applicable the platforms at the bow and / or stern, together with the oriel (10, 20) and if applicable the platforms at the bow and / or stern are movable into the first and the second position.

4. Watercraft (100) according to any of the preceding claims, characterized in that the oriels (10, 20) and if applicable the platforms at the bow and / or stern are synchronously movable.

5. Watercraft (100) according to any of the preceding claims, characterized in that the multi-chamber seal (60, 62) is adjustable by air pressure, water pressure, magnetic forces, and / or negative pressure.

6. Watercraft (100) according to any of the preceding claims, characterized in that the oriels (10, 20) and if applicable the platforms at the bow and / or stern are movable by a push system (80, 81).

7. Watercraft (100) according to claim 6, characterized in that the push system (80, 81) has a drive selected from the group comprising oil hydraulic cylinders, water hydraulic cylinders, bio-oil hydraulic cylinders, electric cylinders, pneumatic cylinders, or a manually operated drive.

8. Watercraft (100) according to any of the preceding claims, characterized in that the four corner columns of the cabin and the roof of the cabin are torsionally rigid.

9. Watercraft (100) according to any of the preceding claims, characterized in that the watercraft (100) has at least 4 lifting eyes on the roof of the cabin.