Ship with telescopic elevator structure

Abstract

The invention 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] The invention belongs to the technical field of hydrofoil ships, and in particular relates to a ship with a retractable elevator structure. Background Art

[0002] A hydrofoil is a vessel equipped with lifting surfaces (foils or hydrofoils) that allow it to operate just below the surface of the water. As the speed of the vessel increases, the hydrofoil generates lift, which reduces the contact between the hull and the water, significantly reducing drag and enabling more efficient high-speed travel. The principle of a hydrofoil is similar to that of an airplane, where the wings dip into the water to generate lift, keeping the hull above the water.

[0003] Conventional hydrofoil systems still have limitations in terms of turning dynamics, high-speed stability and resistance to draft effects. Existing designs often suffer from instability due to a sudden loss of lift caused by entrained air in the hydrofoil or excessive tilt angles.

[0004] Two prior art patents, US8051793B2 and US3343513A, aim to achieve some advantages by providing a marine vehicle with retractable hydrofoils so that the user of such a vehicle can influence the hydrofoils as desired. Preferably, two hydrofoils are installed, one mounted at the front of the marine vehicle and one mounted at the rear of the marine vehicle, and such retractable hydrofoils are driven by a drive mechanism to influence the hydrofoils. When the hydrofoils are in the retracted position, the marine vehicle is converted into a conventional marine vehicle. Unfortunately, when retracted, these struts move vertically into the vehicle, which can affect the stability of the vehicle. Summary of the invention

[0005] The purpose of the present invention is to provide a vessel with a retractable lift structure, aiming to solve the technical problems in the prior art that air is entrained in the hydrofoil or the inclination angle is too large, resulting in sudden loss of lift and instability, and the support will move vertically into the vehicle after retraction, which will affect the stability of the vehicle.

[0006] To achieve the above-mentioned purpose, an embodiment of the present invention provides a ship with a retractable elevator structure, comprising:

[0007] hull, bow and stern;

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

[0009] a first arcuate strut having a proximal end movably coupled to the buoyant structure and a distal end for immersion in an aqueous medium, the first arcuate strut being configured to expand and contract in an arcuate manner relative to the buoyant structure along an outer radial axis;

[0010] a second arcuate strut having a proximal end movably coupled to the buoyant structure and a distal end for immersion in the aqueous medium, the second arcuate strut being configured to expand and contract in an arcuate manner relative to the buoyant structure along an outer radial axis;

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

[0012] As an optional solution of the present invention, the buoyancy structure includes a first buoyancy volume arranged near the bow and a second buoyancy volume located between the first buoyancy volume and the stern, and the first buoyancy volume is pivotally connected to the second buoyancy volume along the radial axis.

[0013] As an optional solution of the present invention, a first hydrofoil is fixedly connected to the first arc-shaped pillar, and the first hydrofoil is vertically installed on the first arc-shaped pillar; a second hydrofoil is fixedly connected to the second arc-shaped pillar, and the second hydrofoil is vertically installed on the second arc-shaped pillar; 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 solution of the present invention, a first plane is provided on the first arc-shaped pillar, and the first plane bisects the first arc-shaped pillar; a second plane is provided on the second arc-shaped pillar, and the second plane bisects the second arc-shaped pillar.

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

[0016] As an optional solution of the present invention, it also includes a motor control system, and the extension and contraction 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 solution of the present invention, the first arc-shaped support can be retracted into a cavity within the first buoyancy volume, and the second arc-shaped support can be retracted into a cavity within the second buoyancy volume to reduce the overall size during storage or transportation.

[0018] As an optional solution of the present invention, it further comprises a handlebar assembly, wherein the handlebar assembly is coupled to the first buoyancy volume, and the handlebar assembly comprises a throttle valve assembly for controlling the speed of the hydrofoil craft.

[0019] As an optional solution of the present invention, it also includes a water thruster mechanism, which includes a shell, a brushless DC motor, a water impeller and a thrust vector nozzle. The shell is fixedly connected to the end of the second arc-shaped support and is vertically arranged to the second arc-shaped support. The brushless DC motor is fixedly connected in the shell, the water impeller is fixedly connected to the brushless DC motor, and the thrust vector nozzle is fixedly connected to one end of the shell.

[0020] As an optional solution of the present invention, it also includes an integrated electronic steering assist mechanism, which is arranged 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 meshingly connected with the gear.

[0021] The above one or more technical solutions in the ship with a retractable elevator structure provided by the embodiment of the present invention have at least one of the following technical effects:

[0022] The present application provides a vessel with a retractable lift structure, in which a first buoyancy volume is pivotally coupled to a second buoyancy volume along a radial axis to achieve precise directional control, the proximal ends of the first arc-shaped strut and the second arc-shaped strut are movably connected to the buoyancy structure, and the distal ends support the hydrofoil lift surface, and the first arc-shaped strut and the second arc-shaped strut extend and contract in an arc-shaped manner along an external common radial axis, thereby allowing a seamless transition between a compact storage configuration and an extended operating state, thereby improving the maneuverability, portability and safety of the vessel. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0024] Figure 1A shows a side view of the vessel of the present application configured to operate in water;

[0025] Figure 1B another side view showing the first curved strut and the second curved strut retracted into the buoyant structure;

[0026] Figure 2A A top view of the vessel of the present application is provided, wherein a first curved column and a second curved column extend from a floating structure.

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

[0028] Figure 3A A perspective view of a vehicle is shown with the first curved support and the second curved support extended.

[0029] Figure 3B A perspective view of the first and second curved struts retracted into the buoyancy structure is shown, showing them housed within the designated cavities.

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

[0031] Figure 4B A side view of the vehicle is shown with a first curved strut extending from the buoyancy structure.

[0032] Figure 5A A perspective view of the vehicle in turn mode, turning to starboard is provided.

[0033] Fig. 6A A side view of the distal portion of the first curved strut is shown.

[0034] Figure 6B Demonstrated how the first active control surface can adjust downward to reduce lift.

[0035] Fig. 7A The first buoyancy volume is shown in detail mounted to the sliding bracket system along the recessed track.

[0036] Fig. 8A A schematic diagram showing the structure of the first curved strut, its proximal and distal ends, the actuator, the active control surface, and the underwater ultrasonic transducer.

[0037] Figure 8B A structural schematic diagram of a water thruster mechanism is shown.

[0038] Fig.9A The user is shown operating the watercraft in a prone position.

[0039] Fig. 9B The user is shown operating the watercraft in a seated position.

[0040] Fig. 10A The cavities within the buoyant structure are highlighted, represented by blocks of negative space.

[0041] Fig. 10B A first curved strut and a second curved strut are shown along with their symmetrical airfoil profiles.

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

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

[0044] Fig. 12A A schematic diagram of the structure of the independent control part of the active control surface is shown. DETAILED DESCRIPTION

[0045] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used 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", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside" and "outside" etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, and 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 referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

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

[0048] In the embodiments of the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the embodiments of the present invention can be understood according to specific circumstances.

[0049] In one embodiment of the present invention, there is provided a vessel having a retractable elevator structure, 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] a first arcuate strut 110 having a proximal end movably connected to the buoyant structure 101 and a distal end for immersion in the water medium, the first arcuate strut 110 being configured to expand and contract in an arcuate manner relative to the buoyant structure 101 along an outer radial axis 100c;

[0053] a second arcuate strut 120 having a proximal end movably connected to the buoyant structure 101 and a distal end for immersion in the aqueous medium, the second arcuate strut 120 being configured to expand and contract in an arcuate manner relative to the buoyant structure 101 along the outer radial axis 100c;

[0054] The first curved strut 110 and the second curved strut 120 each have approximately concentric inner and outer radii and share a substantially common radial axis 100c located outside the hull, so that the first curved strut 110 and the second curved strut 120 move along the radial axis 100c when switching 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 for the ship, so that the ship can float on the water.

[0056] Telescopic operation of the arc struts: The proximal ends of the first arc struts 110 and the second arc struts 120 are movably connected to the buoyancy structure 101, and the distal ends are immersed in the water medium. They can be extended and retracted in an arc manner relative to the buoyancy structure 101 along the external radial axis 100c, and the two have approximately concentric inner and outer radii and share a roughly common radial axis 100c located outside the hull. When it is necessary to change the lift of the ship or adjust the attitude of the ship in the water, the first arc struts 110 and the second arc struts 120 are switched between the extended and retracted states through the control mechanism, and they will move along the radial axis 100c.

[0057] Lift and attitude adjustment: During the extension and contraction of the pillars, the submerged parts will exert different degrees of influence on the water, thereby generating forces of different magnitudes and directions. According to the Archimedean principle and the principles of fluid mechanics, these forces will affect the buoyancy and resistance distribution of the ship, thereby adjusting the lift of the ship to adapt to different sailing conditions, such as maintaining a suitable draft at different speeds, or balancing the hull attitude by adjusting the extension and contraction of the pillars on both sides when turning.

[0058] In another embodiment of the present invention, the buoyancy structure 101 includes a first buoyancy volume 111 arranged near the bow 101b and a second buoyancy volume 112 located between the first buoyancy volume 111 and the stern 101s, and the first buoyancy volume 111 is pivotally connected to the second buoyancy volume 112 along the radial axis 100c. Buoyancy distribution and support: The first buoyancy volume 111 is arranged near the bow 101b, and the second buoyancy volume 112 is located between the first buoyancy volume 111 and the stern 101s, and they jointly provide buoyancy support for the ship. This distribution method helps to reasonably disperse the weight of the ship, so that the ship can maintain a balanced floating state on the water surface, and the bow 101b and the stern 101s will not sink excessively due to excessive weight.

[0059] Function of pivotable connection: The first buoyancy volume 111 is pivotally connected to the second buoyancy volume 112 along the radial axis 100c. This design enables the two buoyancy volumes to rotate relative to each other. When the ship encounters different water flow conditions, waves, or needs to perform operations such as turning during navigation, the two buoyancy volumes can adjust their relative positions and postures 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 strength of the waves, so as to better adapt to the ups and downs of the waves, reduce the bumps of the bow 101b, and improve the stability and comfort of the ship. When turning, 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 changed, assisting the hull to complete the turning action, making the turning more flexible and stable.

[0060] In another embodiment of the present invention, a first hydrofoil 151 is fixedly connected to the first curved pillar 110, and the first hydrofoil 151 is vertically mounted on the first curved pillar 110; a second hydrofoil 152 is fixedly connected to the second curved pillar 120, and the second hydrofoil 152 is vertically mounted on the second curved pillar 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 when the hull is running. The basic function of the hydrofoil: the first hydrofoil 151 is vertically fixed to the first curved pillar 110, and the second hydrofoil 152 is vertically fixed to the second curved pillar 120. When the ship is traveling in the water, the hydrofoil will move in the water with the hull. According to the Bernoulli principle, the pressure difference between the upper and lower surfaces of the hydrofoil will be generated due to the different water flow speeds, thereby providing lift for the hull, helping the hull to partially leave the water surface, reducing navigation resistance, and improving navigation speed and efficiency.

[0061] Adjustment function of the first active control surface 151s: The first active control surface 151s is provided on the first hydrofoil 151. 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 it is necessary to increase the lift, the first active control surface 151s can be adjusted to a state where the water flow velocity on the upper surface of the hydrofoil is faster and the pressure is lower, thereby increasing the pressure difference between the upper and lower surfaces to increase the lift; conversely, when it is necessary to reduce the lift, the opposite adjustment is made. In this way, the lift characteristics of the first hydrofoil 151 can be flexibly adjusted according to the actual needs of the hull during operation, such as different loads, sailing speeds, water flow conditions, etc., so as to maintain the stable navigation and good control performance of the hull. The working principle of the second hydrofoil 152 is similar to that of the first hydrofoil 151. The two work together to provide stable lift and good controllability for the hull.

[0062] In another embodiment of the present invention, a first plane 201 is provided on the first curved support 110 , and the first plane 201 bisects the first curved support 110 ; a second plane 202 is provided on the second curved support 120 , and the second plane 202 bisects the second curved 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 respectively fixedly connected to the bow 101b and the first arc-shaped pillar 110; a second adjustable fastening mechanism 142 is provided on the stern 101s, and the second adjustable fastening mechanism 142 is respectively fixedly connected to the stern 101s and the second arc-shaped pillar 120.

[0064] The first plane 201 and the second plane 202:

[0065] Balanced and symmetrical design: The first plane 201 bisects the first arc-shaped pillar 110, and the second plane 202 bisects the second arc-shaped pillar 120. This design helps to ensure the balance and symmetry of the arc-shaped pillar structure. From a mechanical point of view, when the pillar is subjected to the force from the water and the force transmitted by the hull, the bisected plane allows both sides of the pillar to bear the force more evenly, avoiding deformation or damage of the pillar due to uneven force, thereby improving the stability and bearing capacity of the pillar. At the same time, this symmetrical structure is also conducive to the precise processing and installation of the pillar during the design and manufacturing process, ensuring its matching accuracy with the hull and other components.

[0066] The first adjustable fastening mechanism 141 and the second adjustable fastening mechanism 142:

[0067] Connection and fixation: The first adjustable fastening mechanism 141 is fixedly connected to the bow 101b and the first arc-shaped pillar 110 respectively, and the second adjustable fastening mechanism 142 is fixedly connected to the stern 101s and the second arc-shaped pillar 120 respectively. Their main function is to firmly connect the arc-shaped pillar to the bow 101b and the stern 101s of the hull, so that the structure of the entire ship becomes a stable whole. During the navigation of the ship, it can withstand various forces of water on the hydrofoil and the pillar, and reasonably transfer these forces to the hull to ensure 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 process of the ship, the arc-shaped pillar can be accurately installed by adjusting the fastening mechanism to achieve the position and angle required by the design, ensuring that the hydrofoil can be accurately immersed in the water and exert the best lift effect. During the use of the ship, since the hull may undergo slight deformation or posture changes due to various factors (such as different loads, navigation conditions, etc.), the adjustable fastening mechanism can be fine-tuned according to actual conditions to maintain the tightness of the connection between the arc-shaped pillar 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 arc-shaped pillar 110 can be appropriately adjusted through the first adjustable fastening mechanism 141, so that the first hydrofoil 151 can better provide lift to maintain the balance of the hull and normal navigation posture.

[0069] In another embodiment of the present invention, a motor control system is also included, and the extension and contraction 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 signal with the preset ideal operating state parameters. For example, when the speed sensor detects that the ship speed increases, the controller determines the need to increase the lift of the hydrofoil to better lift the hull to reduce the sailing resistance based on the pre-set algorithm. At this time, the controller will generate corresponding control instructions to determine the degree and speed of the first arc-shaped support 110 and the second arc-shaped support 120 to be extended.

[0070] In another embodiment of the present invention, the first curved support 110 can be retracted into the cavity within the first buoyancy volume 111, and the second curved support 120 can be retracted into the cavity within the second buoyancy volume 112 to reduce the overall size during storage or transportation. The motor control system sends a signal to the motor driving the first curved support 110, and the motor starts to operate. The motor transmits power to the first curved support 110 through the transmission device, causing it to retract in an arc manner along the outer radial axis 100c in the direction of the first buoyancy volume 111. When the first curved support 110 is completely retracted into the cavity within the first buoyancy volume 111, the motor stops working, further reducing the overall size of the ship in this direction. The motor control system sends a signal to the motor driving the second curved support 120, and the motor starts to operate. The motor transmits power to the second curved support 120 through the transmission device, causing it to retract in an arc manner along the outer radial axis 100c in the direction of the second buoyancy volume 112. When the second arc-shaped support 120 is completely retracted into the cavity within the second buoyancy volume 112, the motor stops working, further reducing the overall size of the vessel in this direction.

[0071] In another embodiment of the present invention, a handlebar assembly 180 is further included. The handlebar assembly 180 is coupled to the first buoyancy volume 111. The handlebar assembly 180 includes a throttle assembly 180t for controlling the speed of the ship. The coupling of the handlebar assembly 180 with the first buoyancy volume 111 means that the handlebar assembly 180 is firmly connected to the first buoyancy volume 111, so that the actions of the crew when operating the handlebar can be effectively transmitted to the hull, thereby achieving control of the ship. 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 the control process, and providing a reliable operating basis for the crew.

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

[0073] Working principle:

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

[0075] Impeller rotation: The rotating shaft of the brushless DC motor 161 is fixedly connected to the water impeller 162, and 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 the water, it pushes the surrounding water to flow backward. According to Newton's third law, the water generates 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 flow. By adjusting the angle of the thrust vector nozzle 164, the water flow can generate thrust components in different directions, thereby achieving precise control of the ship's navigation direction. For example, when it is necessary to turn left, the thrust vector nozzle 164 adjusts the water flow direction to the left, so that the left side of the ship receives a greater thrust, thereby achieving a left turn.

[0077] In another embodiment of the present invention, it also includes an integrated electronic steering assist mechanism 678, which is arranged 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 meshingly connected 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 shaft of the motor 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 together.

[0080] Transmission of gear 678p and rack 678r: Rack 678r is fixedly connected to the second buoyancy volume 112 and meshes with gear 678p. When gear 678p rotates driven by the motor, rack 678r meshing with gear 678p will generate linear motion due to the interaction between the teeth of gear 678p and the teeth of 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 drive the second buoyancy volume 112 to change its position relative to the first buoyancy volume 111, thereby realizing the steering of the ship. For example, when the steering servo motor 678s rotates clockwise, the gear 678p drives the rack 678r to move leftward, causing the second buoyancy volume 112 to shift to the left, and the ship will turn left; conversely, when the motor rotates counterclockwise, the ship will turn right.

[0081] effect:

[0082] Auxiliary steering: The main function of this mechanism is to provide auxiliary steering power for the ship. When the ship turns, the crew sends a steering signal by operating the steering device on the bridge. The signal is transmitted to the steering servo motor 678s, and the motor drives the gear 678p rack 678r mechanism to work, helping the hull to turn more easily and quickly, reducing the operating burden of the crew, especially when traveling at high speed or encountering large water flow resistance, which can make the steering operation more sensitive and accurate.

[0083] Improved maneuverability: The integrated electronic steering assist mechanism 678 can precisely control the steering angle and force. The electronic control system can precisely adjust the speed and rotation angle of the steering servo motor 678s according to different sailing conditions and speeds, and then precisely control the moving distance and speed of the rack 678r to achieve precise control of the ship's steering. This helps improve the ship's maneuverability in various water environments, such as achieving small radius turns in narrow rivers and maintaining stable course adjustments in open waters.

[0084] Enhanced stability: During the navigation process of a ship, it may be disturbed by various external forces, such as wind, waves, and currents, causing the hull to deviate or become unstable. The integrated electronic steering assist mechanism 678 can monitor the attitude and heading information of the hull in real time. When it is detected that the hull has a tendency to deviate from the predetermined heading, the steering servo motor 678s is automatically started, and the position of the second buoyancy volume 112 is fine-tuned through the gear 678p rack 678r mechanism to restore the hull to a stable heading, thereby enhancing the navigation stability of the ship.

[0085] Figure 1AA side view of a vessel 100 according to an embodiment of the present invention is shown, the vessel 100 being configured to operate in a water medium 102, the vessel 100 having a bow 101b and a stern 101s, a front portion and a rear portion or a rear 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 curved support 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 curved support 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 curved support 110 and the second curved support 120 are configured to extend and retract relative to the buoyancy structure 101 in an arcuate manner.

[0086] The first curved strut 110 and the second curved strut 120 each include an inner radius 110i, 120i and an outer radius 110o, 120o that are generally concentric and share an outer generally common radial axis 100c that is located outside of the vessel 100 and generally below the vessel 100. Figure 1A In the illustrated embodiment, the first curved strut and the second curved strut are shown extending from the buoyant structure 101. When the first curved strut 110 and the second curved strut 120 are extended or retracted from the buoyant structure 101, they move along a shared outer generally common radial axis 100c. The inner radius of each curved strut may be about 800 mm or about 820 mm, while the outer radius of the curved strut may be about 960 mm or 980 mm.

[0087] See also 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 the steering axis 100s. The buoyancy of the first buoyancy volume 111 is about 25 to 45 liters, while the buoyancy of the second buoyancy volume 111 is about 80 to 120 liters. The buoyancy structure 101 can be made of composite materials and foam, so that it has good rigidity, light weight and preferably does not leak water. Of course, other manufacturing techniques known in the art can also be envisioned.

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

[0089] See also Figure 1B , a battery compartment cavity 127 is preferably contained within the second buoyancy volume 112. The compartment is designed to store at least one removable battery 126, such as a lithium polymer, lithium ion or other high discharge battery, preferably with an operating voltage between 48V and 96V. The battery weighs about 12.8kg to 25kg. There may also be multiple removable batteries 126 and multiple battery compartment cavities.

[0090] Figure 2A A top view of the vessel 100 is shown with a first curved column 110 and a second curved column 120 extending from a floating structure.

[0091] Figure 2B A top view of the vessel 100 is shown with the first curved support 110 and the second curved support 120 retracted to the floating structure 101 ( Figure 1A ), and 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 with the first curved strut 110 and the second curved strut 120 retracted into the buoyant structure 101 . Figure 2A A first buoyant volume 111 having a first cavity 111c and a second buoyant volume 112 having 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 shaft 100c and the stern 101s end of the first buoyancy volume 111. A gap of about 15 mm may exist between the first buoyancy volume 111 and the second buoyancy volume 112. The second cavity 112c may be formed between the stern end 101s of the steering shaft 100s and the stern direction of the second buoyancy volume.

[0094] The first curved strut 110 and the second curved 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 curved strut 110 and the second plane 202 bisects the second curved strut 120. The steering axis 100s may be located in the first plane 201, wherein the first curved strut 110 pivots about the steering axis 100s. The first plane 201 may bisect the first buoyancy volume 111 into approximately two equal lateral halves, and the second plane 202 may be laterally offset from the first plane 201 to the port side or the starboard side, and the first plane 201 and the second plane 202 may be approximately parallel. The steering axis 100s may have an inclination of approximately 22 degrees, and the first buoyancy volume approximately rotated about the steering axis may rotate approximately ±25 degrees.

[0095] Figure 3A A perspective view of a vessel 100 is shown, wherein a first curved support 110 and a second curved support 120 extend from a buoyancy structure 101, more specifically, from a first buoyancy volume 111 and a second buoyancy volume 112, respectively. In addition, above-water height sensors 333, 334 are shown. These height sensors may 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 with the first curved strut 110 and the second curved strut 120 retracted into the buoyant structure 101, specifically, with the first curved strut 110 retracted into the first cavity 111c and the second cavity 112c, and the second curved strut 120 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 with the second curved strut 120 extended from the buoyant structure 101 and the first curved strut 110 moved from an extended position 110e (dashed line) to a retracted position 110r and movable from the retracted position 110r (solid line) back to an extended position 110e (dashed line).

[0098] Figure 4B A side view of a vessel 100 is shown with a first curved strut 110 extending from a buoyant structure 101 and a second curved strut 120 moving 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 an outer generally common radial axis 100c.

[0099] Figure 4A and 4B It is shown how the first curved strut 110 and the second curved strut 120 are configured to extend and retract in an arcuate manner about a common radial axis and share an outer approximately common radial axis.

[0100] also, Figure 4A and Figure 4B A first adjustable fastening mechanism 141 is shown, which is located in the first cavity near the bow, and is used to adjustably clamp or hold the proximal end 110p of the first arc-shaped support 110 in a fixed position relative to the first buoyancy volume 111 when in the extended position, and to hold the first arc-shaped support 110 proximal to the distal end when in the retracted position. The first adjustable fastening mechanism 141 can clamp from the leading edge and the trailing edge of the first arc-shaped support 110.

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

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

[0103] Figure 5A 1 shows a perspective view of the vessel 100 to the starboard side in a turning operation mode. The first curved support 110 and the second curved support 120 can extend from the first buoyancy volume 111 and the second buoyancy volume 112, respectively. In addition, the first adjustable fastening mechanism 141 and the second adjustable fastening mechanism 142 (such as Figure 4A and 4B 100s) engages to releasably secure the proximal end 110p, 120p of each column relative to its buoyancy volume 111, 112. In addition, the first buoyancy volume and the first column are rotated in the starboard direction about the steering axis 100s.

[0104] also, Figure 5A A first hydrofoil 151 is shown, which is mounted vertically with the first curved strut 110 near its distal end; and a second hydrofoil 152 is mounted vertically with the second curved strut 120 near its distal end. The first hydrofoil 151 and the second hydrofoil 152 may use a Clark Y1922 airfoil with a width of 800 mm, a chord length of 160 mm, a maximum thickness of 16 mm to 20 mm, and a rectangular shape. In fresh water, each airfoil may have a lift of about 79 kg at 15 km / h and an angle of attack of about 4 degrees. The first hydrofoil 151 may also include a first active control surface 151s. The first actuator 151a may be used to actively control the first active control surface 151s. In addition, the first hydrofoil 151 may be mounted at the rear of the steering shaft 100s, whereby it may have a positive inclination, wherein the first hydrofoil 151 is mounted toward the rear of the first curved strut 110 or the stern 101s, and the leading edge may be about 80 mm from the steering shaft 100s toward the stern.

[0105] Combination Figure 5A , Fig.11AAlso shown is a handlebar assembly 180 that may be coupled to the first buoyancy volume 111, and the handlebar assembly 180 may include a throttle assembly 180t located on the starboard side for controlling the speed of the watercraft 100 so as to be operated by the right hand of the rider 88 or 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 may adjust the angle of attack of the first active control surface 151s so that the watercraft 100 can be pitched up or down by increasing or decreasing the lift generated by the control surface. By twisting the pitch control assembly 180p in the direction of the bow 101b, the watercraft 100 can be pitched down, and by twisting the pitch control assembly 180p in the direction of the stern 101s, the watercraft 100 can be controllably pitched up, in other words, the watercraft 100 can have a bow 101b down or bow 101b up attitude. In some embodiments, the watercraft 100 with extended struts may also use the vertical front strut as a rudder to maintain lateral balance, just like how a bicycle turns when it falls, and the rolling and yaw motions of the watercraft 100 are also controlled by steering input on the front strut and the pitch and roll of the first hydrofoil 151.

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

[0107] Additionally, footrests 500f may also be provided as part of the second buoyancy volume 112 and positioned toward the distal end of the post for the rider to place their feet.

[0108] Fig. 6A A side view of a distal portion 110d of the first curved strut 110 is shown showing 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, in order 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. The second arc-shaped support 120 can include a water thruster mechanism 160 near the far end, and the water thruster mechanism 160 can include a water inlet 160i and a water outlet 160o. The diameter of the water outlet can be between 70mm and 80mm.

[0110] Fig. 7AThe first buoyancy volume 111 is shown mounted on a first carriage 171 and a second carriage 172, the first carriage 171 being slidable along a first recessed track 173, the second carriage 171 being slidable along a second recessed track 174, the diameter center of the second recessed track 174 being around the steering axis 100s. The first buoyancy volume 111 may have a center axis coaxial with the steering axis and may be mounted along the steering axis 100s with the second buoyancy volume 112 by bushings, the first and second recessed tracks also being mounted with the second buoyancy volume, thereby providing a three-point mounting system for the first buoyancy volume 111, so that the first buoyancy volume 111 and the first curved strut 110, the first hydrofoil 151 and the first active control surface 151s are pivotable relative to the second buoyancy volume 112 about the steering axis 100s.

[0111] Fig. 8A A first curved support 110 is shown, wherein the proximal and distal ends as well as the first actuator 151a and the first active control surface 151s are shown. In addition, two underwater ultrasonic transducers 801 and 802 can be set toward the distal end, one facing forward and the other facing the bottom of the water medium (in the direction opposite to the water surface). Of course, more ultrasonic sensor transducers can be added at various angles. For example, the 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 radar or ultrasonic sensors facing forward and facing downward as shown in the figure. These sensors 801, 802, 803 can detect obstacles in front of and below the ship 100, thereby triggering automatic speed adjustment or course correction to prevent collision or impact with objects above and / or below the water surface. A collision warning system can also be implemented, possibly integrating a front camera to provide real-time environmental perception. Image processing functions can achieve obstacle recognition and automatic course correction or change the speed of the ship.

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

[0113] See also Figure 8B, the water thruster mechanism 160 may include a brushless DC motor 161 and a water impeller 162 and 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 about 70kg to 130kg of thrust, the housing 163 is about 100mm in diameter, and uses a 85135 140kv or 85165 150kv or 65161 120KV BLDC motor with a power range of 6,000W to 19,000W and a speed range of 6000 to 9000RPM. The thruster provides about 70kg to 130kg of thrust, and the vessel generates enough thrust to achieve hydrofoil lift at a speed of about 15km / h, lifting the user and the second floating body to about 30cm above the water surface. The ESC 166 is coupled to the battery and provides a BLDC motor 161, the ESC is coupled to the battery compartment connector with high current wires 810w, and other low current signal and voltage wires are propagated to the linear actuator and other underwater electronic and electromechanical components, which are located within or connected to the second arc strut 120. The water thruster 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 IMU 169 ( Figure 5A ) and motor drives and other wireless ports to connect to various electromechanical systems that are part of the vessel 100 to control the thrust applied.

[0115] A second adjustable fastening mechanism 142 may be disposed within the second cavity proximate the stern 101s for adjustably clamping or holding the proximal end 120p of the second curved strut 120 in a fixed position relative to the second buoyancy volume 112 in the extended position and holding the second curved strut 120 proximate the distal end in the retracted position. The second adjustable fastening mechanism 142 may clamp the second curved strut 120 from both the leading and trailing edges of the second curved strut 120, 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 that is separate from the second fixed portion 142s of the clamping mechanism.

[0116] Fig. 8A , 8B , 6A and 6B show the first hydrofoil 151 and the second hydrofoil 152, wherein the winglet 160 is removed, as shown in the other figures. The winglet can facilitate the connection of the first control surface 151s to the first hydrofoil 151, and can include a bushing and allow the first control surface 151s to rotate around the control surface axis 120 (which passes through the bushing and the winglet 160). Figure 3A) pivot. Alternatively, the first control surface 151s may be hinged to the first hydrofoil 151. The propeller enclosed in the protective housing 163 improves 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 enhances maneuverability by aligning the rear propulsion system with the turning arc of the front floats. As the front floats rotate along the steering axis 100s, the rear thrust vectoring system adjusts accordingly, allowing the aircraft to perform smooth, controlled banked turns.

[0118] like Fig.9A As shown, initially, the user 88 can operate the watercraft 100 in a prone position to familiarize himself with the controls. Once comfortable, the user can press a button on the left side of the handlebar to extend the handlebar from the retracted position 180r to the extended position 180e ( Fig. 9B ), transition to a sitting position with legs parallel to the longitudinal sides of the second floating space and sit on the narrow middle part 100m.

[0119] The vessel is operated in the prone mode. In this mode, the rider manually controls the first buoyancy volume and its rotation about the steering axis 100s to approximately ±25 degrees and operates the throttle. When the rider activates the throttle, the vessel 100 will apply the thrust provided by the thrusters and begin to move forward. As the vessel accelerates, the lift generated by the two underwater hydrofoils will cause the vessel and the rider to begin to rise above the water surface.

[0120] With the handlebars in the retracted position 180r, the user 88 may become accustomed to operating the watercraft 100 before transitioning to a sitting position. The user 88 may lift his knees off the upper surface of the second buoyancy volume 112 and place his legs parallel to their longitudinal sides. This sitting position allows the user to operate the watercraft in a manner similar to a motorcycle, such as Fig. 9B shown.

[0121] Fig. 9B The rider is shown operating the watercraft 100 in a seated position. In this mode, the handlebars are extended by an electric actuator, allowing the rider to comfortably operate the watercraft without having to lean forward excessively to reach the handlebars. Although the watercraft 100 can still be controlled by the handlebar assembly 180 when the handlebars are retracted 180r, the extended handlebar position 180e provides ergonomic advantages.

[0122] Sensors may detect the handlebar position, and a switch may manually adjust the handlebar from retracted 180r to extended 180e. In the seated position, the rider 88 sits on the upper surface of the second buoyant body with legs parallel to its longitudinal sides. In some configurations, the battery compartment may be located between the rider's calves. The user may also install the watercraft in a seated position, with their body remaining partially submerged, with the water level at about waist level when seated. It may also be easier to install the watercraft 100 from the stern.

[0123] An altitude sensing mechanism 333 may be mounted on 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 an inertial measurement unit (IMU) and a feedback control loop of the height above water sensor, the control system may automatically adjust the pitch to maintain a predetermined ride height. The rider may control both the pitch and ride height, allowing adjustments to be made as needed. To ensure stability during turns, approximately 20% of the arc strut measured from the far end should remain submerged in the water to prevent excessive lift and potential capsizing.

[0124] The altitude control system can autonomously maintain the travel altitude 922 using the IMU 169 feedback and the water surface altitude sensor 333, 334 output data. When decelerating, the front hydrofoil can generate additional lift to tilt the vessel upward, while the stern may sink, which can prevent the passenger 88 from being ejected.

[0125] Fig. 10A The cavities 111c, 112c are shown in a clearer view, which are represented by negative space blocks that can be subtracted from the first buoyancy volume 111 and the second buoyancy volume 112 by Boolean subtraction to create the cavities 111c, 112c. These cavities 111c, 112c can also allow the wires 810w, 811w and the arc struts and water pipes to occupy space therein through the extension and contraction operation modes. The cavities do not increase the buoyancy of the first or second buoyancy volumes.

[0126] See also Fig. 10B The first curved strut 110 and the second curved strut 120 may also have a symmetrical profile, such as a profile similar to a symmetrical airfoil. The curved struts have a chord length of about 140 mm to 160 mm or 150 mm and a thickness of about 20 mm, which allows wires and tubes to be accommodated in their side walls 110w. In addition, they may be formed of carbon fiber or other composite structures including carbon fiber and epoxy resin, so they have a certain rigidity.

[0127] See also Fig.11A The rack 678r and pinion 678p191 and slider mechanism 192 can be 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 about 200 mm between the retracted position 180r and the extended position 180e.

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

[0129] refer to Fig. 11B and Fig. 8A , the automatic altitude control system actively maintains the driving height of the vessel 100 above the water surface. In addition, 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 the vessel attitude data from the IMU and the altitude sensors 333, 334, can keep the vessel 100 at a predetermined driving height while facilitating tilting and rolling turns. This design provides a riding experience similar to that of a motorcycle while ensuring the stability of the hydrofoil. The altitude control system can autonomously maintain the driving height using the IMU 169 feedback and the above water height sensor 333, 334 output data. When decelerating, the front hydrofoil can generate additional lift to tilt the vessel upward, while the stern may sink, which can prevent the rider 88 from being ejected.

[0130] An automatic altitude control system will maintain a predetermined height above the water, aided by the Steering 678 actuators connected to the steering shaft 100s, an inertial measurement unit (IMU) and altitude sensors. The system stabilizes the vessel and facilitates controlled pitch and roll turns, providing a motorcycle-like riding experience. A 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 Fig. 12A , independently controlled portions of the active control surface can be provided as second and third control surfaces 152s, 153s, combined with thrust vector control, to ensure that the vessel 100 remains at a stable predetermined height above the water. This active stabilization can reduce user fatigue and improve overall ride comfort. During tilting, the first active control surface 151s can be divided into two independently controlled second and third control surfaces 152s, 153s, allowing real-time roll adjustments using dual actuators 786 (e.g., dual servo actuators). This, combined with thrust vector control, stabilizes the vessel at a predetermined ride height while reducing user fatigue and can create a better overall experience.

[0132] An automatic altitude control system will maintain a predetermined height above the water, aided by a steering 678 actuator connected to the steering shaft, an inertial measurement unit (IMU) and an altitude sensor. The system stabilizes the vessel and facilitates controlled pitch and roll turns, providing a motorcycle-like riding experience. A thrust vectoring system enhances maneuverability by adjusting the vessel's rear thrust to follow the turning arc of the forward buoyancy volume.

[0133] The user or rider can take the watercraft 100 out of storage or transport (e.g., from a garage, trailer, or watercraft trunk) and put it in the retracted mode. For transportation, a set of wheels 129 ( Figure 1A ) is placed near the battery compartment as part of the second buoyancy volume 112, toward 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 curved support 120 is in the retracted position.

[0134] After entering the water, the first and second curved struts 110, 120 of the vessel should remain retracted until the first and second curved struts 110, 120 are deployed and extended. The vessel 100 is guided to a suitable depth, approximately 100 cm to 120 cm deep, and then transitioned from the folded position to the fully extended position. In the extended position, the second curved struts 120 move out of the cavity of the second buoyancy volume 112, so that the first curved struts 110 are firmly held in the first cavity, while the second curved struts 120 remain near the distal end in 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 lying belly contact area for passengers when the vessel 100 is in operation. However, in the retracted position, the first and second curved struts 110, 120 occupy this space. Therefore, the first and second curved struts 110, 120 must be extended before use.

[0135] The first and second adjustable fastening mechanisms 141, 142 may be released and the struts may be manually arc-spread so that their distal ends are away from the buoyancy volume, and then their respective proximal ends may be releasably secured using the first and second adjustable fastening mechanisms 141, 142. In some embodiments, a motorized system may be provided to extend and retract the first and second arc-shaped struts 110, 120. The first and second adjustable fastening mechanisms 141, 142 may be sufficiently strong to withstand a weight of more than 100 kilograms each to prevent the first and second arc-shaped struts 110, 120 from being undesirably retracted into their respective buoyancy volumes.

[0136] When extended, the hydrofoil and first and second curved struts 110, 120 remain in a position below the water surface, with the buoyant volume providing at least some buoyancy above the water surface. The vessel has a profile similar to a surfboard, with a wide bow and stern tapering to a narrow mid-section of 100m ( Figure 2A ). The narrow middle section 100m, similar to a motorcycle seat, may be about 200mm to 300mm wide.

[0137] Preferably, the operational ride height 922 of the vessel, measured from the lower portion of the second buoyancy volume 112, is adjustable between 5 cm and 30 cm above the water surface 198. Riding too low above the water surface may create additional drag due to the water surface contacting the second buoyancy volume 112, and riding too high above the water surface may cause the front and rear foils to be too close to the water surface from below and risk exposure and loss of lift. Riding on foil has efficiency and performance advantages, so it is more advantageous to place the first buoyancy volume 111 and the second buoyancy volume 112 above the water surface when traveling at high speeds.

[0138] Preferably, the battery cavity is waterproof and the connections are rated IP68 or higher. It is best to place the battery below 100m in the narrow middle section to lower the center of gravity when the vessel is floating in the water. It is best to place the handlebars above the water surface.

[0139] When using the vessel 100, the driver can board the vessel 100 from the stern when the vessel 100 is in the water, pull himself onto the second buoyancy volume 112, so that the driver's chest rests on the upper surface of the second buoyancy volume 112 near the bow, his knees are also located on the upper surface of the second buoyancy volume 112 toward the stern, and his abdomen contacts at least a portion of the narrow middle portion 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 curved strut 110 to smoothly transition between its extended and retracted positions. As the first buoyancy volume 111 jogs along the first plane 201, breaks in the rail system enable the first curved strut 110 to pass through the first cavity and into the second cavity during retraction.

[0141] During use, to decelerate, the user releases the throttle, causing the vessel 100 to decelerate. During this process, the front hydrofoil generates more lift, causing the vessel 100 to tilt upward. As the nose rises, the tail sinks slightly, preventing the user from being thrown forward. This deceleration mechanism ensures a smooth and controlled deceleration.

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

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

[0144] In addition, a GPS-based geo-fencing system can be used to restrict the vessel 100 from entering a designated restricted area. In the event that intervention is required, the autopilot mode can be activated to guide the vessel 100 away from a restricted area or obstacle, ensuring safe navigation and preventing potential dangers in a dynamic water environment. The GPS-based navigation system can provide a geo-fencing function to restrict the vessel 100 from entering a restricted area. In an emergency, a collision warning system or an autopilot mode can be activated to safely drive the vessel 100. These features help improve user safety and provide a seamless hydrofoil driving experience.

[0145] Advantageously, the retractable strut mechanism facilitates compact storage and safety. When fully extended, the struts and hydrofoils significantly increase the footprint of the watercraft 100, making storage cumbersome. Additionally, the extended hydrofoils present a safety risk in confined spaces. In the folded position, the watercraft is small enough to be stored in the trunk of an SUV without the need for a trailer.

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

[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 in 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 arranged between the bow and stern of the vessel; a first arcuate strut having a proximal end movably coupled to the buoyant structure and a distal end for immersion in an aqueous medium, the first arcuate strut being configured to expand and contract in an arcuate manner relative to the buoyant structure along an outer radial axis; a second arcuate strut having a proximal end movably coupled to the buoyant structure and a distal end for immersion in the aqueous medium, the second arcuate strut being configured to expand and contract in an arcuate manner relative to the buoyant structure along an outer radial axis; The first arc-shaped strut and the second arc-shaped strut each have approximately concentric inner and outer radii and share a substantially common radial axis located outside the hull, so that the first arc-shaped strut and the second arc-shaped strut move along the radial axis when switching between extended and retracted states.

2. A ship with a retractable elevator structure according to claim 1, characterized in that: The buoyancy structure includes a first buoyancy volume arranged near the bow and a second buoyancy volume located between the first buoyancy volume and the stern, and the first buoyancy volume is pivotably connected to the second buoyancy volume along the radial axis.

3. 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 pillar, and the first hydrofoil is vertically installed on the first arc-shaped pillar. A second hydrofoil is fixedly connected to the second arc-shaped pillar, and the second hydrofoil is vertically installed on the second arc-shaped pillar. 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.

4. A ship with a retractable elevator structure according to claim 1, characterized in that: A first plane is provided on the first arc-shaped support, and the first plane bisects the first arc-shaped support; a second plane is provided on the second arc-shaped support, and the second plane bisects the second arc-shaped support.

5. 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 respectively fixedly connected to the bow and the first arc-shaped pillar; the stern is provided with a second adjustable fastening mechanism, which is respectively fixedly connected to the stern and the second arc-shaped pillar.

6. A ship with a retractable elevator structure according to claim 1, characterized in that: It also includes a motor control system, and the extension and contraction 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.

7. A ship with a retractable elevator structure according to claim 1, characterized in that: The first arc-shaped support column can be collapsed into a cavity within the first buoyancy volume, and the second arc-shaped support column can be collapsed into a cavity within the second buoyancy volume to reduce the overall size during storage or transportation.

8. A ship with a retractable elevator structure according to claim 1, characterized in that: Also included is a handlebar assembly coupled to the first buoyancy volume, the handlebar assembly including a throttle assembly for controlling the speed of the hydrofoil craft.

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

10. 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 arranged 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 p is fixedly connected to the steering servo motor, and the rack is fixedly connected to the second buoyancy volume and meshingly connected with the gear.

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