Ship with telescopic elevator structure

Abstract

The utility model belongs to the technical field of hydrofoils, and particularly relates to a ship with a telescopic elevator structure, which comprises a ship body, a bow, a stern, a buoyancy structure, a first arc-shaped strut and a second arc-shaped strut. The buoyant structure includes a first buoyant volume disposed near the bow and a second buoyant volume located between the first buoyant volume and the stern. The present application provides a vessel with a retractable elevator structure, a first buoyancy volume pivotably coupled to a second buoyancy volume along a radial axis to achieve precise directional control, first and second arcuate struts having proximal ends movably connected to the buoyancy structure and distal ends supporting a hydrofoil lift surface, the first arcuate strut and the second arcuate strut expand and contract in an arcuate manner along an external common radial axis, allowing seamless transition between a compact storage configuration and an expanded operating state, improving ship maneuverability, portability and safety.

Description

Technical Field

[0001] This invention belongs to the field of hydrofoil technology, and particularly relates to a vessel with a retractable elevator structure. Background Technology

[0002] A hydrofoil is a vessel equipped with lifting surfaces (blades or hydrofoils) that allows it to operate underwater. As the vessel's speed increases, the hydrofoil generates lift, reducing the contact between the hull and the water, significantly reducing drag, and achieving more efficient high-speed travel. The principle of a hydrofoil is similar to that of an airplane, where the wings are immersed in water to generate lift, keeping the hull above the water surface.

[0003] Traditional hydrofoil systems still have limitations in terms of turning dynamics, high-speed stability, and resistance to wind effects. Existing designs often suffer from sudden lift loss due to air entrainment in the hydrofoil or excessive tilt angles, leading to instability.

[0004] Two existing patents, US8051793B2 and US3343513A, aim to achieve certain advantages by providing retractable hydrofoils for marine vehicles, allowing users of such vehicles to influence the hydrofoils as needed. Preferably, two hydrofoils are installed, one at the front of the marine vehicle and one at the rear, and this retractable hydrofoil is driven by a drive mechanism to influence the hydrofoils. When the hydrofoils are in the retracted position, the marine vehicle transforms into a conventional marine vehicle. Unfortunately, when retracted, these struts move vertically into the vehicle, affecting its stability. Summary of the Invention

[0005] The purpose of this invention is to provide a vessel with a retractable elevator structure, which aims to solve the technical problems in the prior art where air trapped in the hydrofoil or excessive tilt angle leads to sudden loss of lift, resulting in instability, and the support column moving vertically into the vehicle after retraction, affecting the stability of the vehicle.

[0006] To achieve the above objectives, the present invention provides a vessel with a retractable elevator structure, comprising:

[0007] Hull, bow, and stern;

[0008] A buoyancy structure is arranged between the bow and stern of the vessel;

[0009] A first arc-shaped support has a proximal end movably connected to the buoyancy structure and a distal end for immersion in an aqueous medium, the first arc-shaped support being configured to extend and contract in an arc-shaped manner relative to the buoyancy structure along an external radial axis;

[0010] The second arc-shaped support has a proximal end movably connected to the buoyancy structure and a distal end for immersion in an aqueous medium, and the second arc-shaped support is configured to extend and retract in an arc-shaped manner relative to the buoyancy structure along an external radial axis;

[0011] The first and second arc-shaped pillars each have approximately concentric inner and outer radii and share a generally common radial axis located outside the hull, such that the first and second arc-shaped pillars move along the radial axis when transitioning between extended and retracted states.

[0012] The buoyancy structure includes a first buoyancy volume disposed near the bow and a second buoyancy volume located between the first buoyancy volume and the stern, the first buoyancy volume being pivotally connected to the second buoyancy volume along the radial axis.

[0013] As an optional embodiment of the present invention, a first hydrofoil is fixedly connected to the first arc-shaped support, the first hydrofoil is vertically installed on the first arc-shaped support, and a second hydrofoil is fixedly connected to the second arc-shaped support, the second hydrofoil is vertically installed on the second arc-shaped support; the first hydrofoil includes a first active control surface, and the first hydrofoil is used to adjust the lift characteristics of the first hydrofoil when the hull is running.

[0014] As an optional embodiment of the present invention, the first arc-shaped support column is provided with a first plane, which bisects the first arc-shaped support column; the second arc-shaped support column is provided with a second plane, which bisects the second arc-shaped support column.

[0015] As an optional embodiment of the present invention, a first adjustable fastening mechanism is provided on the bow, and the first adjustable fastening mechanism is fixedly connected to the bow and the first arc-shaped support respectively; a second adjustable fastening mechanism is provided on the stern, and the second adjustable fastening mechanism is fixedly connected to the stern and the second arc-shaped support respectively.

[0016] As an optional embodiment of the present invention, it also includes a motor control system, wherein the extension and retraction of the first arc-shaped support and the second arc-shaped support are controlled by the motor control system to achieve automatic or manual deployment.

[0017] As an optional embodiment of the present invention, the first arc-shaped support can be retracted into a cavity within a first buoyancy volume, and the second arc-shaped support can be retracted into a cavity within a second buoyancy volume, so as to reduce the overall size during storage or transportation.

[0018] As an optional embodiment of the present invention, it also includes a handlebar assembly, which is coupled to the first buoyancy volume, and the handlebar assembly includes a throttle valve assembly for controlling the speed of the hydrofoil.

[0019] As an optional embodiment of the present invention, it further includes a water thruster mechanism, which includes a housing, a brushless DC motor, a water impeller, and a thrust vector nozzle. The housing is fixedly connected to the end of the second arc-shaped support column and is arranged perpendicular to the second arc-shaped support column. The brushless DC motor is fixedly connected inside the housing, the water impeller is fixedly connected to the brushless DC motor, and the thrust vector nozzle is fixedly connected to one end of the housing.

[0020] As an optional embodiment of the present invention, it further includes an integrated electronic steering assist mechanism, which is disposed between the first buoyancy volume and the second buoyancy volume. The integrated electronic steering assist mechanism includes a steering servo motor, a gear and a rack. The steering servo motor is fixedly connected to the first buoyancy volume, the gear is fixedly connected to the steering servo motor, and the rack is fixedly connected to the second buoyancy volume and meshes with the gear.

[0021] The above-mentioned technical solutions for ships with retractable elevator structures provided in the embodiments of the present invention have at least one of the following technical effects:

[0022] The vessel provided in this application has a retractable lift structure in which a first buoyancy volume is pivotally coupled to a second buoyancy volume along a radial axis, thereby achieving precise directional control. The proximal ends of the first and second arc-shaped struts are movably connected to the buoyancy structure, and the distal ends support the hydrofoil lifting surface. The first and second arc-shaped struts extend and retract in an arcuate manner along an external common radial axis, thereby allowing a seamless transition between a compact storage configuration and an extended operating state, improving the vessel's maneuverability, portability, and safety. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1A A side view of the vessel of this application configured for operation in water is shown;

[0025] Figure 1B Another side view shows the first and second arc-shaped struts retracted into the buoyancy structure;

[0026] Figure 2A A top view of the vessel of this application is provided, in which the first and second arc-shaped struts extend from the floating structure.

[0027] Figure 2B A top view of the vehicle is shown, showing the first and second curved struts retracted into the floating structure.

[0028] Figure 3A A perspective view of the vehicle extending from the first and second curved pillars is shown.

[0029] Figure 3B A perspective view showing the first and second arc-shaped struts retracted into the buoyancy structure, indicating that they are housed within designated cavities.

[0030] Figure 4A A side view of the vessel of this application configured to operate in water is shown.

[0031] Figure 4B A side view of the vehicle is shown, showing the first arc-shaped strut extending from the buoyancy structure.

[0032] Figure 5A A perspective view of the vehicle in steering mode, steerable to the starboard side, is provided.

[0033] Figure 6A A side view of the distal portion of the first arc-shaped support is shown.

[0034] Figure 6B The first active control surface was demonstrated to adjust downwards to reduce lift.

[0035] Figure 7A The first buoyancy volume is shown in detail along the concave rail mounted on the sliding bracket system.

[0036] Figure 8A A schematic diagram of the structure is shown, including the first arc-shaped support, its proximal and distal ends, the actuator, the active control surface, and the underwater ultrasonic transducer.

[0037] Figure 8B A schematic diagram of the water propulsion mechanism is shown.

[0038] Figure 9A The image shows a user operating the vessel in a prone position.

[0039] Figure 9B The image shows a user operating the vessel while seated.

[0040] Figure 10A The cavity within the buoyancy structure is highlighted, represented by a negative space block.

[0041] Figure 10B The first and second arc-shaped struts and their symmetrical airfoil profiles are shown.

[0042] Figure 11A A schematic diagram of the handlebar assembly 180 and its movement along the steering axis is shown.

[0043] Figure 11B A schematic diagram of the electronic steering assist mechanism integrated with the first buoyancy volume is shown.

[0044] Figure 12A A schematic diagram of the independent control section of the active control surface is shown. Detailed Implementation

[0045] Embodiments of the present invention are described in detail below. Examples of these embodiments are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the embodiments of the present invention, and should not be construed as limiting the present invention.

[0046] In the description of the embodiments of the present invention, it should be understood that the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the present invention.

[0047] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of embodiments of the present invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0048] In the embodiments of the present invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of the present invention according to the specific circumstances.

[0049] In one embodiment of the present invention, a vessel having a retractable elevator structure is provided, comprising:

[0050] Hull, bow 101b and stern 101s;

[0051] The buoyancy structure 101 is arranged between the bow 101b and the stern 101s of the ship.

[0052] The first arcuate support 110 has a proximal end movably connected to the buoyancy structure 101 and a distal end for immersion in the water medium. The first arcuate support 110 is configured to extend and retract in an arcuate manner relative to the buoyancy structure 101 along an external radial axis 100c.

[0053] The second arcuate support 120 has a proximal end movably connected to the buoyancy structure 101 and a distal end for immersion in the water medium. The second arcuate support 120 is configured to extend and retract in an arcuate manner relative to the buoyancy structure 101 along an external radial axis 100c.

[0054] The first arc-shaped support 110 and the second arc-shaped support 120 each have approximately concentric inner and outer radii and share a generally common radial axis 100c located outside the hull, such that the first arc-shaped support 110 and the second arc-shaped support 120 move along the radial axis 100c when transitioning between extended and retracted states.

[0055] The buoyancy structure 101 provides basic buoyancy: the buoyancy structure 101, arranged between the bow 101b and the stern 101s, provides basic buoyancy to the ship, enabling it to float on the water.

[0056] The extension and retraction of the arc-shaped struts: The proximal ends of the first arc-shaped strut 110 and the second arc-shaped strut 120 are movably connected to the buoyancy structure 101, while their distal ends are submerged in the water medium. They can extend and retract in an arc-shaped manner relative to the buoyancy structure 101 along the outer radial axis 100c, and both have approximately concentric inner and outer radii, sharing a generally common radial axis 100c located outside the hull. When it is necessary to change the lift of the ship or adjust the ship's attitude in the water, the first arc-shaped strut 110 and the second arc-shaped strut 120 are switched between extended and retracted states by a control mechanism, and they move along the radial axis 100c.

[0057] Lift and Attitude Adjustment: During the extension and retraction of the struts, the submerged parts exert varying degrees of influence on the water, generating forces of different magnitudes and directions. According to Archimedes' principle and fluid dynamics, these forces affect the distribution of buoyancy and drag on the ship, thus adjusting the ship's lift to adapt to different sailing conditions. This includes maintaining a suitable draft at different speeds, or balancing the ship's attitude by adjusting the extension and retraction of the struts during turns.

[0058] In another embodiment of the invention, the buoyancy structure 101 includes a first buoyancy volume 111 disposed near the bow 101b and a second buoyancy volume 112 located between the first buoyancy volume 111 and the stern 101s. The first buoyancy volume 111 is pivotally connected to the second buoyancy volume 112 along a radial axis 100c. Buoyancy distribution and support: The first buoyancy volume 111 is disposed near the bow 101b, and the second buoyancy volume 112 is located between the first buoyancy volume 111 and the stern 101s; together, they provide buoyancy support for the vessel. This distribution helps to reasonably distribute the weight of the vessel, allowing it to maintain a balanced floating state on the water surface, preventing the bow 101b and stern 101s from sinking excessively due to excessive weight.

[0059] The pivotable connection serves several purposes: the first buoyancy volume 111 is pivotally connected to the second buoyancy volume 112 along the radial axis 100c, allowing relative rotation between the two volumes. When the vessel encounters different currents, waves, or needs to maneuver, the two buoyancy volumes can adjust their relative position and attitude by pivoting around the radial axis 100c. For example, when encountering waves, the first buoyancy volume 111 near the bow 101b can pivot relative to the second buoyancy volume 112 according to the impact angle and force of the waves, thus better adapting to the wave's undulations, reducing the pitching of the bow 101b, and improving the vessel's stability and comfort. During turns, by controlling the pivot angle between the first buoyancy volume 111 and the second buoyancy volume 112, the buoyancy distribution of the hull can be altered, assisting the vessel in completing the turning maneuver and making turning more flexible and stable.

[0060] In another embodiment of the present invention, a first hydrofoil 151 is fixedly connected to a first arc-shaped support 110, and the first hydrofoil 151 is vertically mounted on the first arc-shaped support 110. A second hydrofoil 152 is fixedly connected to a second arc-shaped support 120, and the second hydrofoil 152 is vertically mounted on the second arc-shaped support 120. The first hydrofoil 151 includes a first active control surface 151s, and the first hydrofoil 151 is used to adjust the lift characteristics of the first hydrofoil 151 during ship operation. The basic function of the hydrofoil is that the first hydrofoil 151 is vertically fixed to the first arc-shaped support 110, and the second hydrofoil 152 is vertically fixed to the second arc-shaped support 120. When the ship is sailing in water, the hydrofoil moves in the water along with the ship. According to Bernoulli's principle, the pressure difference generated by the different water flow velocities on the upper and lower surfaces of the hydrofoil provides lift to the ship, helping the ship partially leave the water surface, reducing navigation resistance, and improving navigation speed and efficiency.

[0061] The first active control surface 151s serves an adjustment function: The first hydrofoil 151 is equipped with a first active control surface 151s. By changing the angle or shape of the first active control surface 151s, the water flow velocity and pressure distribution on the upper and lower surfaces of the first hydrofoil 151 can be adjusted. For example, when increased lift is needed, the first active control surface 151s can be adjusted to make the water flow velocity on the upper surface of the hydrofoil faster and the pressure lower, thereby increasing the pressure difference between the upper and lower surfaces to improve lift; conversely, when decreased lift is needed, the opposite adjustment is made. This allows for flexible adjustment of the lift characteristics of the first hydrofoil 151 according to the actual needs of the hull operation, such as different loads, sailing speeds, and water flow conditions, to maintain stable navigation and good maneuverability. The second hydrofoil 152 works on a similar principle to the first hydrofoil 151; the two work together to provide stable lift and good maneuverability for the hull.

[0062] In another embodiment of the present invention, a first plane 201 is provided on the first arc-shaped support 110, and the first plane 201 bisects the first arc-shaped support 110; a second plane 202 is provided on the second arc-shaped support 120, and the second plane 202 bisects the second arc-shaped support 120.

[0063] In another embodiment of the present invention, a first adjustable fastening mechanism 141 is provided on the bow 101b, and the first adjustable fastening mechanism 141 is fixedly connected to the bow 101b and the first arc-shaped support 110 respectively; a second adjustable fastening mechanism 142 is provided on the stern 101s, and the second adjustable fastening mechanism 142 is fixedly connected to the stern 101s and the second arc-shaped support 120 respectively.

[0064] First plane 201 and second plane 202:

[0065] Balanced and symmetrical design: The first plane 201 bisects the first arc-shaped support 110, and the second plane 202 bisects the second arc-shaped support 120. This design helps ensure the balance and symmetry of the arc-shaped support structure. From a mechanical perspective, when the support is subjected to forces from the water and the hull, the bisecting planes allow the support to bear the force more evenly on both sides, preventing deformation or damage due to uneven force distribution and improving the stability and load-bearing capacity of the support. At the same time, this symmetrical structure also facilitates precise machining and installation of the support during design and manufacturing, ensuring its precise fit with the hull and other components.

[0066] First adjustable fastening mechanism 141 and second adjustable fastening mechanism 142:

[0067] Connection and Fixing: The first adjustable fastening mechanism 141 is fixedly connected to the bow 101b and the first arc-shaped support 110, respectively; the second adjustable fastening mechanism 142 is fixedly connected to the stern 101s and the second arc-shaped support 120, respectively. Their main function is to firmly connect the arc-shaped supports to the bow 101b and stern 101s of the hull, making the entire ship structure a stable whole. During the ship's navigation, it can withstand various forces exerted by water on the hydrofoils and supports, and rationally transmit these forces to the hull, ensuring the integrity and stability of the hull structure.

[0068] The role of adjustability: The adjustability of the adjustable fastening mechanism is of great significance. During the assembly of a ship, the curved strut can be precisely installed by adjusting the fastening mechanism to achieve the required position and angle, ensuring that the hydrofoil can be accurately submerged in water and exert optimal lift. During the use of the ship, the hull may undergo slight deformation or attitude changes due to various factors (such as different loads, navigation conditions, etc.). The adjustable fastening mechanism can be fine-tuned according to the actual situation to maintain the tightness of the connection between the curved strut and the hull and the accuracy of the angle, thereby ensuring the performance and safety of the ship. For example, when the ship's load increases and causes the bow 101b to sink, the angle of the first curved strut 110 can be appropriately adjusted through the first adjustable fastening mechanism 141, allowing the first hydrofoil 151 to better provide lift, thereby maintaining the balance of the hull and normal navigation attitude.

[0069] In another embodiment of the invention, a motor control system is also included. The extension and retraction of the first arc-shaped support 110 and the second arc-shaped support 120 are controlled by the motor control system to achieve automatic or manual deployment. The microprocessor or controller in the motor control system compares and analyzes the received sensor signals with preset ideal operating state parameters. For example, when the speed sensor detects an increase in ship speed, the controller determines, according to a pre-set algorithm, that the lift of the hydrofoils needs to be increased to better lift the hull and reduce sailing resistance. At this time, the controller generates corresponding control commands to determine the degree and speed at which the first arc-shaped support 110 and the second arc-shaped support 120 need to extend.

[0070] In another embodiment of the invention, the first arc-shaped support 110 can retract into a cavity within the first buoyancy volume 111, and the second arc-shaped support 120 can retract into a cavity within the second buoyancy volume 112, thereby reducing the overall size during storage or transportation. The motor control system sends a signal to the motor driving the first arc-shaped support 110, and the motor starts operating. The motor transmits power to the first arc-shaped support 110 via a transmission device, causing it to retract in an arc shape along the outer radial axis 100c towards the first buoyancy volume 111. When the first arc-shaped support 110 has completely retracted into the cavity within the first buoyancy volume 111, the motor stops operating, further reducing the overall size of the vessel in that direction. The motor control system sends a signal to the motor driving the second arc-shaped support 120, and the motor starts operating. The motor transmits power to the second arc-shaped support 120 via a transmission device, causing it to retract in an arc shape along the outer radial axis 100c towards the second buoyancy volume 112. Once the second arc-shaped support 120 has fully retracted into the cavity within the second buoyancy volume 112, the motor stops operating, further reducing the overall size of the vessel in that direction.

[0071] In another embodiment of the invention, a handlebar assembly 180 is further included, which is coupled to a first buoyancy volume 111. The handlebar assembly 180 includes a throttle valve assembly 180t for controlling the speed of the vessel. The coupling of the handlebar assembly 180 to the first buoyancy volume 111 means that the handlebar assembly 180 is securely connected to the first buoyancy volume 111, allowing the crew's movements while operating the handlebars to be effectively transmitted to the hull, thereby achieving vessel control. This coupling method ensures the relative stability between the handlebar assembly 180 and the hull, ensuring that there will be no loosening or displacement during operation, providing a reliable operating basis for the crew.

[0072] In another embodiment of the present invention, a water thruster mechanism 160 is also included. The water thruster mechanism 160 includes a housing 163, a brushless DC motor 161, a water impeller 162, and a thrust vector nozzle 164. The housing 163 is fixedly connected to the end of the second arc-shaped support column 120 and is arranged perpendicular to the second arc-shaped support column 120. The brushless DC motor 161 is fixedly connected inside the housing 163. The water impeller 162 is fixedly connected to the brushless DC motor 161. The thrust vector nozzle 164 is fixedly connected to one end of the housing 163.

[0073] Working principle:

[0074] Power generation: After the brushless DC motor 161 is connected to the power supply, it generates rotational power using the principle of electromagnetic induction. The brushless DC motor 161 has the advantages of high efficiency, low noise, and high control precision, and can provide a stable and reliable power source for the water thruster mechanism 160.

[0075] Impeller rotation: The shaft of the brushless DC motor 161 is fixedly connected to the water impeller 162. The rotation of the motor drives the water impeller 162 to rotate at high speed. The water impeller 162 usually has a special blade shape and structure. When it rotates in water, it pushes the surrounding water backward. According to Newton's third law, the water exerts a reaction force on the water impeller 162, thereby generating a forward thrust.

[0076] Thrust vector control: The thrust vector nozzle 164 is fixedly connected to one end of the housing 163, and it can change the direction of the water jet. By adjusting the angle of the thrust vector nozzle 164, the water jet can generate thrust components in different directions, thereby achieving precise control of the ship's navigation direction. For example, when a left turn is required, the thrust vector nozzle 164 adjusts the water jet direction to deflect to the left, so that the left side of the ship receives greater thrust, thereby achieving a left turn.

[0077] In another embodiment of the present invention, an integrated electronic steering assist mechanism 678 is also included. The integrated electronic steering assist mechanism 678 is disposed between the first buoyancy volume 111 and the second buoyancy volume 112. The integrated electronic steering assist mechanism 678 includes a steering servo motor 678s, a gear 678p and a rack 678r. The steering servo motor 678s is fixedly connected to the first buoyancy volume 111, the gear 678p is fixedly connected to the steering servo motor 678s, and the rack 678r is fixedly connected to the second buoyancy volume 112 and meshes with the gear 678p.

[0078] Working principle:

[0079] Power transmission: The steering servo motor 678s of the integrated electronic steering assist mechanism 678 is fixed on the first buoyancy volume 111. When the steering servo motor 678s receives an electrical signal to start, the motor shaft will rotate. Since the gear 678p is fixedly connected to the shaft of the steering servo motor 678s, the rotation of the motor drives the gear 678p to rotate as well.

[0080] Gear 678p and rack 678r transmission: Rack 678r is fixedly connected to the second buoyancy volume 112 and meshes with gear 678p. When gear 678p rotates under the drive of the motor, rack 678r, meshing with gear 678p, will generate linear motion due to the interaction between the teeth of gear 678p and rack 678r. According to the transmission principle of gear 678p and rack 678r, the rotational motion of gear 678p is converted into the linear motion of rack 678r. Since rack 678r is fixedly connected to the second buoyancy volume 112, the linear motion of rack 678r will cause the second buoyancy volume 112 to change position relative to the first buoyancy volume 111, thereby realizing the ship's steering. For example, when the steering servo motor 678s rotates clockwise, the gear 678p drives the rack 678r to move to the left, causing the second buoyancy volume 112 to shift to the left, and the ship will turn to the left; conversely, when the motor rotates counterclockwise, the ship will turn to the right.

[0081] effect:

[0082] Assisted Steering: The main function of this mechanism is to provide steering assistance to the vessel. When the vessel is turning, the crew sends a steering signal by operating the steering device on the bridge. The signal is transmitted to the steering servo motor 678s, which drives the gear 678p and rack 678r mechanism to work, helping the hull to turn more easily and quickly, reducing the crew's workload. Especially when traveling at high speeds or encountering significant water resistance, it makes steering operations more sensitive and accurate.

[0083] Enhanced maneuverability: The integrated electronic steering assist mechanism 678 enables precise control of steering angle and force. Through the electronic control system, the speed and rotation angle of the steering servo motor 678s can be precisely adjusted according to different navigation conditions and speeds, thereby precisely controlling the travel distance and speed of the rack 678r, achieving precise control of the ship's steering. This helps improve the ship's maneuverability in various water environments, such as enabling small-radius turns in narrow channels and maintaining stable course adjustments in open waters.

[0084] Enhanced Stability: During navigation, ships may be subject to various external disturbances, such as wind, waves, and currents, which can cause the hull to yaw or become unstable. The integrated electronic steering assist mechanism 678 can monitor the ship's attitude and heading information in real time. When it detects a tendency for the hull to deviate from the predetermined heading, it automatically activates the steering servo motor 678s. Through the gear 678p and rack 678r mechanism, it finely adjusts the position of the second buoyancy volume 112, restoring the hull to a stable heading, thereby enhancing the ship's navigation stability.

[0085] Figure 1AA side view of a vessel 100 according to an embodiment of the present invention is shown. The vessel 100 is configured to operate in a water medium 102 and has a bow 101b and a stern 101s, a forward portion and a rear portion or aft portion. The vessel 100 also includes a buoyancy structure 101 disposed between the bow 101b and the stern 101s. The vessel 100 includes a first arcuate strut 110 having a proximal end 110p movably connected to the buoyancy structure 101 and a distal end 110d for immersion in the water medium 102. The vessel also includes a second arcuate strut 120 having a proximal end 120p movably connected to the buoyancy structure 101 and a distal end 120d for immersion in the water medium 102. The first arcuate strut 110 and the second arcuate strut 120 are configured to extend and retract relative to the buoyancy structure 101 in an arcuate manner.

[0086] The first arc-shaped support 110 and the second arc-shaped support 120 each include inner radii 110i, 120i and outer radii 110o, 120o, which are generally concentric and share an external, generally common radial axis 100c located outside the vessel 100 and generally below the vessel 100. Figure 1A In the illustrated embodiment, the first and second arcuate struts are shown extending from the buoyancy structure 101. As the first and second arcuate struts 110 and 120 extend or retract from the buoyancy structure 101, they move along a shared, generally common external radial axis 100c. The inner radius of each arcuate strut may be approximately 800 mm or approximately 820 mm, while the outer radius of the arcuate strut may be approximately 960 mm or 980 mm.

[0087] See Figure 1A The buoyancy structure 101 includes a first buoyancy volume 111 located near the bow and a second buoyancy volume 112 located between the first buoyancy volume 111 and the stern. The first buoyancy volume 111 is mounted to the second buoyancy volume 112 along a steering axis 100s. The buoyancy of the first buoyancy volume 111 is approximately 25 to 45 liters, while the buoyancy of the second buoyancy volume 111 is approximately 80 to 120 liters. The buoyancy structure 101 may be made of composite materials and foam, thus being rigid, lightweight, and preferably waterproof. Of course, other manufacturing techniques known in the art are also conceivable.

[0088] See Figure 1B Another side view of the vessel 100 is shown, in which the first arcuate strut 110 and the second arcuate strut 120 are retracted into the buoyancy structure 101, wherein the first arcuate strut 110 and the second arcuate strut 120 are partially exposed and not completely surrounded by the buoyancy structure 101. More specifically, the first arcuate strut 110 and the second arcuate strut 120 are at least partially exposed on the upper surface of the second buoyancy volume 112.

[0089] See Figure 1B The battery compartment 127 is preferably housed within the second buoyancy volume 112. This compartment is designed to store at least one removable battery 126, such as a lithium polymer, lithium-ion, or other high-discharge battery, preferably operating between 48V and 96V. The battery weighs approximately 12.8 kg to 25 kg. Multiple removable batteries 126 and multiple battery compartments may also be present.

[0090] Figure 2A A top view of the vessel 100 is shown, in which a first arcuate strut 110 and a second arcuate strut 120 extend from the floating structure.

[0091] Figure 2B A top view of the vessel 100 is shown, in which the first arc-shaped strut 110 and the second arc-shaped strut 120 are retracted into the floating structure 101. Figure 1A The diagram also shows that the first floating volume 111 may have a first cavity 111c, and the second floating volume 112 may have a second cavity 112c.

[0092] Figure 2B A top view of the vessel 100 is shown, in which the first arcuate strut 110 and the second arcuate strut 120 are retracted into the buoyancy structure 101. Figure 2A A first buoyancy volume 111 with a first cavity 111c and a second buoyancy volume 112 with a second cavity 112c are shown.

[0093] The first cavity 111c may be located in the stern direction of the first buoyancy volume 111, wherein the first cavity 111c may be further located between the radial axis 100c and the stern 101s end of the first buoyancy volume 111. A gap of approximately 15 mm may exist between the first buoyancy volume 111 and the second buoyancy volume 112. The second cavity 112c may be formed at the stern end 101s of the steering axis 100s and in the stern direction of the second buoyancy volume.

[0094] A first arcuate strut 110 and a second arcuate strut 120 may extend from the buoyancy structure 101 along a first plane 201 and a second plane 202, wherein the first plane 201 bisects the first arcuate strut 110 and the second plane 202 bisects the second arcuate strut 120. A steering axis 100s may be located within the first plane 201, with the first arcuate strut 110 pivoting about the steering axis 100s. The first plane 201 may divide the first buoyancy volume 111 into approximately two equal transverse halves, while the second plane 202 may be laterally offset from the first plane 201 to either the port or starboard side, and the first and second planes 201 and 202 may be approximately parallel. The steering axis 100s may have an inclination angle of approximately 22 degrees, and the first buoyancy volume, approximately rotating about the steering axis, may rotate approximately ±25 degrees.

[0095] Figure 3A A perspective view of the vessel 100 is shown, in which a first arcuate strut 110 and a second arcuate strut 120 extend from the buoyancy structure 101, and more specifically, from the first buoyancy volume 111 and the second buoyancy volume 112, respectively. Additionally, above-water height sensors 333 and 334 are also shown. These height sensors can be ultrasonic, optical, such as LIDAR (TFMINIPlus), or 60 GHz millimeter-wave radar sensors.

[0096] Figure 3B A perspective view of the vessel 100 is shown, in which the first arcuate strut 110 and the second arcuate strut 120 are retracted into the buoyancy structure 101. Specifically, the first arcuate strut 110 is retracted into the first cavity 111c and the second cavity 112c, and the second arcuate strut 120 is retracted into the second cavity 112c and also partially retracted into the first cavity 111c.

[0097] Figure 4A A side view of the vessel 100 is shown, in which the second arcuate strut 120 extends from the buoyancy structure 101, while the first arcuate strut 110 moves from the extended position 110e (dashed line) to the retracted position 110r, and can move from the retracted position 110r (solid line) back to the extended position 110e (dashed line).

[0098] Figure 4B A side view of the vessel 100 is shown, in which a first arcuate strut 110 extends from the buoyancy structure 101, while a second arcuate strut 120 moves from an extended position 120e (dashed line) to a retracted position 120r. The figure also shows that the inner radii 110i, 120i and the outer radii 110o, 120o are generally concentric and share a generally common external radial axis 100c.

[0099] Figure 4A and 4B The diagram illustrates how the first arcuate support 110 and the second arcuate support 120 are configured to extend and retract in an arcuate manner around a common radial axis and share an external approximate common radial axis.

[0100] also, Figure 4A and Figure 4B A first adjustable fastening mechanism 141 is shown, located in a first cavity near the bow, for adjustingly clamping or holding the proximal end 110p of the first arcuate strut 110 in a fixed position relative to the first buoyancy volume 111 in the extended position, and holding the first arcuate strut 110 in the proximal end of the distal end in the retracted position. The first adjustable fastening mechanism 141 can clamp from both the leading and trailing edges of the first arcuate strut 110.

[0101] The second adjustable fastening mechanism 142 may be arranged in the second cavity near the stern for adjustingly clamping or holding the proximal end 120p of the second arcuate strut 120 in a fixed position relative to the second buoyancy volume 112 in the extended position, and holding the second arcuate strut 120 near the distal end in the retracted position. The inner arc length of any arcuate strut may be 900mm to 950mm, and the outer arc length of any arcuate strut may be 1000mm to 1200mm.

[0102] More specifically, in the retracted state, the distal end of the first arc-shaped support 110 is close to the first adjustable fastening mechanism 141, the distal end 110d of the first arc-shaped support 110 is close to the second adjustable fastening mechanism 142, the proximal end 120p of the second arc-shaped support 120 is close to the first adjustable fastening mechanism 141, and the distal end 120d of the second arc-shaped support 120 is close to the second adjustable fastening mechanism 142. Retracting the first arc-shaped support 110 and the second arc-shaped support 120 into the vessel makes the packaging more compact during storage or transportation.

[0103] Figure 5A A perspective view of the vessel 100 on its starboard side is shown in a steering operation mode. A first arc-shaped strut 110 and a second arc-shaped strut 120 extend from a first buoyancy volume 111 and a second buoyancy volume 112, respectively. Furthermore, a first adjustable fastening mechanism 141 and a second adjustable fastening mechanism 142 (such as...) Figure 4A and 4B (As shown) The joints releasably secure the proximal ends 110p, 120p of each strut relative to its buoyancy volumes 111, 112. Furthermore, the first buoyancy volume and the first strut rotate about the steering axis 100s toward starboard.

[0104] also, Figure 5A A first hydrofoil 151, vertically mounted, is shown with a first arcuate strut 110 near its distal end; a second hydrofoil 152, also vertically mounted, has a second arcuate strut 120 near its distal end. Both hydrofoils 151 and 152 can use Clark Y1922 airfoils, which are 800 mm wide, have a chord length of 160 mm, a maximum thickness of 16 mm to 20 mm, are rectangular, and in freshwater, each airfoil can generate approximately 79 kg of lift at 15 km / h with an angle of attack of approximately 4 degrees. The first hydrofoil 151 may also include a first active control surface 151s. A first actuator 151a can be used to actively control the first active control surface 151s. Additionally, the first hydrofoil 151 can be mounted aft of a steering shaft 100s, thereby allowing it to have a positive heel angle, wherein the first hydrofoil 151 is mounted towards the rear of the first arcuate strut 110 or the stern 101s, and its leading edge extends approximately 80 mm from the steering shaft 100s towards the stern.

[0105] Combination Figure 5A , Figure 11AAlso shown is a handlebar assembly 180 that can be coupled to the first buoyancy volume 111. The handlebar assembly 180 may include a throttle valve assembly 180t located on the starboard side for controlling the speed of the vessel 100, operable by the right hand of the rider 88, user, or pilot. A pitch control assembly 180p may be located on the port side of the handlebar assembly 180 and operated by the rider's left hand. The pitch control assembly 180p can adjust the angle of attack of the first active control surface 151s, enabling the vessel 100 to pitch up or down by increasing or decreasing the lift generated by the control surface. By twisting the pitch control assembly 180p toward the bow 101b, the vessel 100 can pitch down, and by twisting the pitch control assembly 180p toward the stern 101s, the vessel 100 can pitch up controllably; in other words, the vessel 100 can have a bow 101b down or bow 101b up attitude. In some embodiments, the vessel 100 with the extended strut can also use the vertical front strut as a rudder to maintain lateral balance, much like how a bicycle steers when it falls over, and the roll and yaw motion of the vessel 100 is also controlled by steering inputs on the front strut and pitch and roll of the first hydrofoil 151.

[0106] When the first buoyancy volume 111 rotates around the steering axis 100s, the ship 100 will experience pitching and roll. When the steering column rotates to the starboard side, the lift generated by the port control surface is greater than that of the starboard control surface, causing the ship to pitch and roll to the starboard side, similar to the steering dynamics of a motorcycle.

[0107] In addition, the pedal 500f can also be provided as part of the second buoyancy volume 112 and is positioned toward the far end of the support so that the rider can place their feet.

[0108] Figure 6A A side view of the distal portion 110d of the first arcuate strut 110 is shown, which shows the first hydrofoil 151, the first actuator 151a and the first active control surface 151s, wherein the first active control surface 151s is moved away from the water surface 198 in order to increase the lift of the first hydrofoil 151.

[0109] like Figure 6B As shown, to reduce the lift of the first hydrofoil 151, the first active control surface 151s moves toward the water surface 198. The first actuator 151a can be in the form of an electromagnetic linear servo actuator known in the art. A water propulsion mechanism 160 can be included near the distal end of the second arcuate support 120, which can include an inlet 160i and an outlet 160o. The diameter of the outlet can be between 70 mm and 80 mm.

[0110] Figure 7AA first buoyancy volume 111 is shown mounted on a first carriage 171 and a second carriage 172. The first carriage 171 is slidable along a first recessed rail 173, and the second carriage 171 is slidable along a second recessed rail 174. The diameter center of the second recessed rail 174 is slidable around a steering axis 100s. The first buoyancy volume 111 may have a central axis coaxial with the steering axis and may be mounted along the steering axis 100s together with the second buoyancy volume 112 via a bushing. The first and second recessed rails are also mounted together with the second buoyancy volume, thus providing a three-point mounting system for the first buoyancy volume 111, allowing the first buoyancy volume 111, the first arcuate strut 110, the first hydrofoil 151, and the first active control surface 151s to pivot relative to the second buoyancy volume 112 around the steering axis 100s.

[0111] Figure 8A The first arc-shaped support 110 is shown, including its proximal and distal ends, as well as the first actuator 151a and the first active control surface 151s. Additionally, two underwater ultrasonic transducers 801 and 802 can be positioned towards the distal end, one facing forward and the other towards the bottom of the water medium (opposite to the water surface). Of course, more ultrasonic sensor transducers can be added at various angles. For example, a third transducer 803 can be oriented to measure the distance of the first foil below the water surface 198. Advantageously, additional safety features can include forward-facing and downward-facing radar or ultrasonic sensors, as shown. These sensors 801, 802, 803 can detect obstacles in front of and below the vessel 100, triggering automatic speed adjustments or course corrections to prevent collisions or impacts with objects above and / or below the water surface. A collision warning system can also be implemented, possibly integrating a forward-facing camera to provide real-time environmental awareness. Image processing capabilities can enable obstacle recognition and automatic course correction or changes in vessel speed.

[0112] Furthermore, the first adjustable fastening mechanism 141 can clamp from the leading and trailing edges of the first arcuate support 110, and at least one of these edges may also include a registration feature 141r for engaging with the first adjustable fastening mechanism 141. The first adjustable fastening mechanism 141 may have at least one first jaw 141j, which is separate from the first fixing portion 141s of the first adjustable fastening mechanism 141. The second support 120 may employ a similar type of system. These jaws and fixing portions may act as guides to guide the first arcuate support 110 from retracted to extended or from extended to retracted. The jaws may be separated from each other by 5 mm to 30 mm.

[0113] See Figure 8BThe water thruster mechanism 160 may include a brushless DC motor 161 and a water impeller 162, a housing 163, and an optional thrust vectoring nozzle 164, which can be controlled using a second actuator 152a, as shown in the cross-sectional view of the water thruster mechanism 160. The water thruster mechanism 160 can generate approximately 70 kg to 130 kg of thrust. The housing 163 has a diameter of approximately 100 mm and uses an 85135 140 kV, 85165 150 kV, or 65161 120 kV BLDC motor with a power range of 6,000 W to 19,000 W and a speed range of 6,000 to 9,000 RPM. The thruster provides approximately 70 kg to 130 kg of thrust, which is sufficient for the vessel to achieve hydrofoil lift at a speed of approximately 15 km / h, raising the user and a second floating body approximately 30 cm above the water surface. The ESC166 is coupled to the battery and provides the BLDC motor 161. The ESC is coupled to the battery compartment connector via a high-current line 810W. Other low-current signal and voltage lines propagate to the linear actuator and other underwater electronic and electromechanical components, which are located within or connected to the second arc-shaped support 120. The water propulsion mechanism 160 is generally safer than an exposed propeller.

[0114] In addition, the ESC is used to receive control signals from a control circuit, which may include an IMU169. Figure 5A It also includes motor drives and other wireless ports to connect to various electromechanical systems that are part of the vessel 100 to control the applied thrust.

[0115] A second adjustable fastening mechanism 142 may be disposed in a second cavity near the stern 101s for adjustablely clamping or holding the proximal end 120p of the second arcuate strut 120 in a fixed position relative to the second buoyancy volume 112 in the extended position, and holding the second arcuate strut 120 near the distal end in the retracted position. The second adjustable fastening mechanism 142 may clamp the second arcuate strut 120 from its leading and trailing edges, and at least one of these edges may further include a registration feature 142r for engagement with the second adjustable fastening mechanism 142. The second adjustable fastening mechanism 142 may have at least one second jaw 142j, which is separate from the second fixing portion 142s of the clamping mechanism.

[0116] Figure 8A , 8B Figures 6A and 6B show a first hydrofoil 151 and a second hydrofoil 152, with the winglet 160 removed, as shown in the other figures. The winglet facilitates the connection of the first control surface 151s to the first hydrofoil 151 and may include a bushing, allowing the first control surface 151s to rotate around a control surface axis 120 passing through the bushing and the winglet 160. Figure 3APivoting. Alternatively, the first control surface 151s may be hinged to the first hydrofoil 151. The propeller, enclosed within the protective housing 163, enhances safety by reducing exposure to the propeller blades in the event of passenger ejection or contact with other foreign objects.

[0117] The thrust vectoring system aligns the rear propulsion system with the turning arc of the front floats, thereby enhancing maneuverability. When the front floats rotate 100s along the turning axis, the rear thrust vectoring system adjusts accordingly, enabling the aircraft to perform smooth and controllable bank turns.

[0118] like Figure 9A As shown, initially, user 88 can operate the vessel 100 in a prone position to familiarize themselves with the controls. Once comfortable, the user can press the button on the left side of the handlebars to extend the handlebars from the retracted position 180r to the extended position 180e. Figure 9B Transition to a sitting position, with legs parallel to the longitudinal side of the second floating space, and sit on the narrow middle section 100m.

[0119] Operate the vessel in prone mode. In this mode, the rider manually controls the initial buoyancy volume and its rotation around the steering axis 100s within approximately ±25 degrees, and operates the throttle. When the rider engages the throttle, the vessel 100 will apply the thrust provided by the propellers and begin to propel forward. As the vessel accelerates, the lift generated by the two underwater hydrofoils will cause the vessel and rider to begin to rise above the waterline.

[0120] With the handlebars retracted to the 180r position, user 88 may become accustomed to operating the boat 100 before transitioning to a seated posture. User 88 can lift their knees off the upper surface of the second buoyancy volume 112 and position their legs parallel to their longitudinal sides. This seated posture allows the user to operate the boat in a manner similar to that of a motorcycle, such as... Figure 9B As shown.

[0121] Figure 9B The image shows a rider operating the boat 100 in a seated position. In this mode, the handlebars extend via electric actuators, allowing the rider to comfortably operate the boat without having to lean excessively forward to reach them. While the boat 100 can still be controlled via the handlebar assembly 180 when the handlebars are retracted to the 180r position, the extended handlebar position 180e offers ergonomic advantages.

[0122] Sensors can detect handlebar position, and switches allow manual adjustment of the handlebars from a 180r retracted position to a 180e extended position. In a seated position, the rider sits on the upper surface of the second buoyancy body with their legs parallel to its longitudinal sides. In some configurations, the battery compartment can be located between the rider's calves. Users can also mount the boat in a seated position, keeping their body partially submerged, with the water level around waist level when seated. Mounting the boat from the stern may also be easier.

[0123] A height sensing mechanism 333 can be mounted on either the first buoyancy volume 111 or the second buoyancy volume 112 to measure the height of the vessel 100 above the water surface 922. By utilizing a feedback control loop of the inertial measurement unit (IMU) and the above-water height sensor, the control system can automatically adjust the pitch to maintain a predetermined riding height. The rider can control the pitch and riding height, allowing adjustments as needed. To ensure stability during turns, approximately 20% of the curved strut, measured from the distal end, should remain submerged in water to prevent excessive lift and potential capsizing.

[0124] The altitude control system can autonomously maintain a cruising altitude of 922 using feedback from the IMU169 and output data from the water level sensors 333 and 334. During deceleration, the forward hydrofoil can generate additional lift, causing the vessel to tilt upwards, while the stern may sink, which prevents passengers from being ejected.

[0125] Figure 10A Cavities 111c and 112c are shown in a clearer view. They are represented by negative space blocks, which can be created by subtracting from the first buoyancy volume 111 and the second buoyancy volume 112 using Boolean subtraction. These cavities 111c and 112c also allow the wires 810w and 811w, the curved support, and the water pipes to occupy the space within them through extension and retraction operation modes. The cavities do not increase the buoyancy of the first or second buoyancy volume.

[0126] See Figure 10B The first arc-shaped support 110 and the second arc-shaped support 120 may also have a symmetrical profile, such as a profile similar to a symmetrical airfoil. The chord length of the arc-shaped supports is approximately 140 mm to 160 mm or 150 mm, and the thickness is approximately 20 mm, allowing wires and conduits to be accommodated within their sidewalls 110w. Furthermore, they may be formed from carbon fiber or other composite structures including carbon fiber and epoxy resin, thus possessing a certain degree of rigidity.

[0127] See Figure 11A The rack 678r, pinion 678p191, and slider mechanism 192 are used to move the handlebar assembly 180 between the retracted position 180r and the extended position 180e along the steering axis or at least approximately parallel to the steering axis 100s. The handlebar assembly 180 can move approximately 200mm between the retracted position 180r and the extended position 180e.

[0128] like Figure 11BAs shown, an electronic steering assist mechanism 678 can be integrated to steer the first buoyancy volume 111 about a steering axis 100s. The electronic steering assist mechanism 678 can be arranged between the first buoyancy volume 111 and the second buoyancy volume 112. It may also include a rack and pinion assembly 678r and a pinion 678p, as well as a steering servo motor 678s, to move the first buoyancy volume 111 relative to the second flotation body 112 about the steering axis 100s.

[0129] refer to Figure 11B and Figure 8A The automatic height control system actively maintains the vessel 100 at an altitude above the waterline. Furthermore, a servo actuator 678 can be integrated along the steering axis 100s to controllably actuate the rotation of the first buoyancy volume 111 and the second buoyancy volume 112. The control system, combined with vessel attitude data from the IMU and altitude sensors 333 and 334, allows the vessel 100 to maintain a predetermined altitude while facilitating tilting and roll turns. This design provides a motorcycle-like riding experience while ensuring hydrofoil stability. The height control system can autonomously maintain its altitude using feedback from the IMU 169 and output data from the above-water altitude sensors 333 and 334. During deceleration, the front hydrofoil can generate additional lift, causing the vessel to tilt upwards, while the stern may sink, preventing the rider 88 from being ejected.

[0130] The automatic height control system maintains a predetermined height above the waterline, assisted by the steering 678 actuator connected to the steering shaft 100s, an inertial measurement unit (IMU), and a height sensor. This system stabilizes the vessel and facilitates controlled tilting and roll turns, providing a motorcycle-like driving experience. The thrust vectoring system enhances maneuverability by adjusting the vessel's rear thrust to follow the turning arc of the forward buoyancy volume.

[0131] refer to Figure 12A The system can provide independent control portions of the active control surface as second and third control surfaces 152s and 153s, which, combined with thrust vector control, ensure that the vessel 100 maintains a stable predetermined height above the water surface. This active stabilization reduces user fatigue and improves overall ride comfort. During tilting, the first active control surface 151s can be divided into two independently controlled second and third control surfaces 152s and 153s, allowing for real-time rolling adjustments using dual actuators 786 (e.g., dual servo actuators). This, combined with thrust vector control, stabilizes the vessel at a predetermined riding height while reducing user fatigue and creating a better overall experience.

[0132] The automatic height control system maintains a predetermined height above the waterline, assisted by a steering 678 actuator connected to the steering shaft, an inertial measurement unit (IMU), and a height sensor. This system stabilizes the vessel and facilitates controlled roll and tilt turns, providing a motorcycle-like driving experience. The thrust vectoring system enhances maneuverability by adjusting the vessel's rear thrust to follow the turning arc of the forward buoyancy volume.

[0133] Users or riders can remove vessel 100 from storage or transport (e.g., from a garage, trailer, or vessel trunk) and place it in a retracted mode. For ease of transport, a set of wheels 129 can be... Figure 1A As part of the second buoyancy volume 112, it is placed near the battery compartment, facing the bow 101b or stern 101s of the vessel 100, so as to facilitate the movement or rolling of the vessel 100 on the ground when the second arcuate strut 120 is in the retracted position.

[0134] Upon entry into the water, the first arc-shaped strut 110 and the second arc-shaped strut 120 of the vessel should remain retracted until they are deployed and extended. The vessel 100 is guided to a suitable depth, approximately 100 to 120 centimeters, and then transitions from the folded position to the fully extended position. In the extended position, the second arc-shaped strut 120 is removed from the cavity of the second buoyancy volume 112, leaving the first arc-shaped strut 110 securely held within the first cavity, while the second arc-shaped strut 120 remains near its distal end within the second cavity. This configuration leaves an open space between the proximal and distal ends of the second buoyancy volume 112, which can be used as a seating area or a reclining abdominal contact area for passengers when the vessel 100 is in motion. However, in the retracted position, the first arc-shaped struts 110 and 120 occupy this space. Therefore, the first arc-shaped struts 110 and 120 must be extended before use.

[0135] The first adjustable fastening mechanism 141 and the second adjustable fastening mechanism 142 can be released, and the struts can be manually extended in an arc shape so that their distal ends are away from the buoyancy volume. Their proximal ends can then be releasably secured using the first adjustable fastening mechanism 141 and the second adjustable fastening mechanism 142. In some embodiments, a motorized system can be provided to extend and retract the first arc-shaped strut 110 and the second arc-shaped strut 120. The first adjustable fastening mechanism 141 and the second adjustable fastening mechanism 142 can be robust enough to withstand a weight exceeding 100 kg each to prevent the first arc-shaped strut 110 and the second arc-shaped strut 120 from unnecessarily retracting back into their respective buoyancy volumes.

[0136] When extended, the hydrofoils and the first arc-shaped support 110 and the second arc-shaped support 120 remain submerged in the water, while the buoyancy volume above the water surface provides at least some buoyancy. The vessel's profile resembles a surfboard, wide at the bow and stern, gradually tapering to a narrow 100m in the middle section. Figure 2A The narrow middle section, similar to a motorcycle seat, is approximately 200 to 300 millimeters wide.

[0137] Preferably, the vessel's operating altitude 922, measured from the lower part of the second buoyancy volume 112, can be adjusted between 5 cm and 30 cm above the water surface 198. If the vessel travels too low above the water surface, additional drag may be generated due to the water surface contacting the second buoyancy volume 112; if it travels too high, the fore and aft winglets may be too close to the water surface from below, posing a risk of exposure and loss of lift. Traveling on the winglets offers efficiency and performance advantages; therefore, placing the first buoyancy volume 111 and the second buoyancy volume 112 above the water surface is more advantageous at high speeds.

[0138] Ideally, the battery compartment should be waterproof, with a connection rating of IP68 or higher. It's best to place the battery 100m below the narrow middle section to lower the center of gravity when the vehicle is floating in the water. Ideally, the handlebars should be positioned above the waterline.

[0139] When using vessel 100, the helmsman can board vessel 100 from the stern while vessel 100 is in the water, pull himself onto the second buoyancy volume 112, so that the helmsman's chest rests on the upper surface of the second buoyancy volume 112 near the bow, his knees are also on the upper surface of the second buoyancy volume 112 towards the stern, and his abdomen contacts at least a portion of the narrow middle section 100m.

[0140] Advantageously, the three-point mounting system between the first buoyancy volume 111 and the second buoyancy volume 112 provides space for internal wiring and allows the first arcuate support 110 to smoothly transition between its extended and retracted positions. As the first buoyancy volume 111 jogs along the first plane 201, the break in the guide system allows the first arcuate support 110 to pass through the first cavity and into the second cavity during retraction.

[0141] During operation, to decelerate, the user releases the throttle, causing the vessel 100 to slow down. During this process, the forward hydrofoil generates greater lift, causing the vessel 100 to tilt upwards. As the nose rises, the stern dips slightly to prevent the user from being thrown forward. This deceleration mechanism ensures smooth and controllable deceleration.

[0142] In use, when the vessel 100 is running at its maximum height above the water surface, the waterline can be approximately in the same plane as the external approximately common radial axis 100c. The bottom of the second buoyancy volume 112 can be about 300 mm above the water surface, and the user's feet can be about this height above the water surface, while the seat can be about 850 mm to 860 mm above the water surface. The weight of the vessel 100 with the battery is about 50 kg to 70 kg. Preferably, the weight of the vessel is as low as possible. And the weight of the rider is about 80 kg. Preferably, the weight of the vessel 100 with the battery and rider is about 160 kg to 180 kg.

[0143] During deceleration, the control surfaces of the forward hydrofoil generate additional lift, causing the vessel 100 to pitch up and its stern to sink, preventing the user from being thrown forward. This system can include independent, controllable control surfaces on the hydrofoil to actively stabilize roll and pitch during turns. Furthermore, forward and downward radar or ultrasonic sensors can be integrated to detect obstacles and autonomously adjust the vessel's speed or path to avoid collisions. Of course, during turns, the vessel 100 may also need to actively control two independently controlled control surface components 152s and 153s. The aft control surface can also have at least one active control surface, just like the forward control surface.

[0144] Furthermore, a GPS-based geofencing system can be used to restrict vessel 100 from entering designated restricted areas. In cases requiring intervention, autopilot mode can be activated to guide vessel 100 away from restricted areas or obstacles, ensuring safe navigation and preventing potential hazards in the dynamic aquatic environment. The GPS-based navigation system can provide geofencing functionality to restrict vessel 100 from entering restricted areas. In emergencies, a collision warning system or autopilot mode can be activated to safely navigate vessel 100. These features contribute to improved user safety and provide a seamless hydrofoil driving experience.

[0145] The retractable strut mechanism offers advantages in terms of compact storage and safety. When fully extended, the struts and hydrofoils significantly increase the vessel's footprint, making storage cumbersome. Furthermore, extended hydrofoils pose safety risks in confined spaces. In the folded position, the vessel is small enough to be stored in the trunk of an SUV without the need for a trailer.

[0146] Advantageously, the width of vessel 100 allows it to pass through doors commonly found in houses, so vessel 100 is expected to be 800mm or less in width.

[0147] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A ship with a retractable elevator structure, characterized in that, include: Hull, bow, and stern; A buoyancy structure is arranged between the bow and stern of the vessel; A first arc-shaped support has a proximal end movably connected to the buoyancy structure and a distal end for immersion in an aqueous medium, the first arc-shaped support being configured to extend and contract in an arc-shaped manner relative to the buoyancy structure along an external radial axis; The second arc-shaped support has a proximal end movably connected to the buoyancy structure and a distal end for immersion in an aqueous medium, and the second arc-shaped support is configured to extend and retract in an arc-shaped manner relative to the buoyancy structure along an external radial axis; The first and second arc-shaped pillars each have approximately concentric inner and outer radii and share a generally common radial axis located outside the hull, such that the first and second arc-shaped pillars move along the radial axis when transitioning between extended and retracted states. The buoyancy structure includes a first buoyancy volume disposed near the bow and a second buoyancy volume located between the first buoyancy volume and the stern, the first buoyancy volume being pivotally connected to the second buoyancy volume along the radial axis.

2. A ship with a retractable elevator structure according to claim 1, characterized in that, A first hydrofoil is fixedly connected to the first arc-shaped support, and the first hydrofoil is vertically installed on the first arc-shaped support. A second hydrofoil is fixedly connected to the second arc-shaped support, and the second hydrofoil is vertically installed on the second arc-shaped support. The first hydrofoil includes a first active control surface, and the first hydrofoil is used to adjust the lift characteristics of the first hydrofoil when the hull is running.

3. A ship with a retractable elevator structure according to claim 1, characterized in that, The first arc-shaped support column has a first plane that bisects the first arc-shaped support column; the second arc-shaped support column has a second plane that bisects the second arc-shaped support column.

4. A ship with a retractable elevator structure according to claim 1, characterized in that, The bow is provided with a first adjustable fastening mechanism, which is fixedly connected to the bow and the first arc-shaped support column respectively; the stern is provided with a second adjustable fastening mechanism, which is fixedly connected to the stern and the second arc-shaped support column respectively.

5. A ship with a retractable elevator structure according to claim 1, characterized in that, It also includes a motor control system, which controls the extension and retraction of the first and second arc-shaped support pillars to achieve automatic or manual deployment.

6. A ship with a retractable elevator structure according to claim 1, characterized in that, The first arc-shaped support can retract into a cavity within a first buoyancy volume, and the second arc-shaped support can retract into a cavity within a second buoyancy volume, thereby reducing the overall size during storage or transportation.

7. A ship with a retractable elevator structure according to claim 1, characterized in that, It also includes a handlebar assembly coupled to the first buoyancy volume, the handlebar assembly including a throttle valve assembly for controlling the speed of the hydrofoil.

8. A ship with a retractable elevator structure according to claim 1, characterized in that, It also includes a water thruster mechanism, which includes a housing, a brushless DC motor, a water impeller, and a thrust vector nozzle. The housing is fixedly connected to the end of the second arc-shaped support column and is arranged perpendicular to the second arc-shaped support column. The brushless DC motor is fixedly connected inside the housing. The water impeller is fixedly connected to the brushless DC motor. The thrust vector nozzle is fixedly connected to one end of the housing.

9. A ship with a retractable elevator structure according to claim 1, characterized in that, It also includes an integrated electronic steering assist mechanism, which is disposed between the first buoyancy volume and the second buoyancy volume. The integrated electronic steering assist mechanism includes a steering servo motor, a gear and a rack. The steering servo motor is fixedly connected to the first buoyancy volume, the gear is fixedly connected to the steering servo motor, and the rack is fixedly connected to the second buoyancy volume and meshes with the gear.

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