An adjustable angle of attack hydrofoil flying device

Abstract

The application relates to the technical field of water entertainment devices, and discloses a water-wing flight device with adjustable attack angle, which comprises a connecting rod, a handle, a seat, a battery cabin, a vertical rod and a water-wing propulsion assembly, the water-wing propulsion assembly is provided with a front wing, the middle part of the front wing is provided with an intermediate connecting beam, flaps are rotationally connected to the two sides of the front wing, the flaps are connected to a flap driving assembly arranged in the intermediate connecting beam through rotating rods, the flap driving assembly comprises a hinged transmission assembly, a driving rotating arm, a push rod structure and a damping return assembly, and an electromagnetic bolt type tripping structure is arranged between the push rod structure and the driving rotating arm; the push rod structure drives the driving rotating arm and the hinged transmission assembly to move, so that the flaps are deflected and the attack angle of the front wing is adjusted; meanwhile, the damping return assembly provides damping for the deflection process of the flaps, and drives the flaps to return to a preset trim angle when the push rod structure is powered off, abnormally or the force transmission connection is released.

Description

Technical Field

[0001] This application relates to the field of water recreation equipment technology, specifically to a hydrofoil flight device with an adjustable angle of attack. Background Technology

[0002] With the development of water recreation equipment, electric hydrofoils can utilize underwater surfaces to generate lift during navigation, lifting the main body of the vehicle off the water and reducing navigation resistance, thus providing users with an entertainment experience that is close to flying on water.

[0003] Most existing electric hydrofoil surfboards adopt a standing driving posture. Users usually need to change the pitch and roll attitude of the whole machine by moving their body center of gravity forward and backward and shifting left and right, thereby indirectly adjusting the effective angle of attack of the hydrofoil relative to the incoming flow. This type of control requires users to have a high level of balance, core strength and experience in board sports. Novices have difficulty correcting their attitude in a timely and accurate manner when taking off, turning or encountering waves.

[0004] After hydrofoil vehicles are converted to riding-style use, users change from a standing posture to a sitting or straddling posture. The user's center of gravity is relatively fixed, making it difficult to quickly change the vehicle's attitude with the feet and body as with a standing hydrofoil. Therefore, it relies more on the hydrofoil structure itself to actively adjust the angle of attack and attitude.

[0005] In the process of adjusting the attitude of a hydrofoil, if the flaps deflect rapidly under the drive of the push rod or servo, it is easy to cause a sudden change in lift, which can cause pitch oscillation or roll sway of the vehicle. If the push rod loses power, the control is abnormal, or the flaps remain in the deflected position, the hydrofoil vehicle may continue to maintain an abnormal force posture while riding, increasing the risk of falling for the user.

[0006] Therefore, how to achieve smooth flap adjustment in rideable hydrofoil vehicles and return the flaps to the preset trim angle when the push rod is de-energized or released is a technical problem that needs to be solved. Summary of the Invention

[0007] The purpose of this application is to provide an adjustable angle-of-attack hydrofoil flight device to solve the problems in existing ride-on hydrofoil vehicles where flap deflection easily causes sudden lift changes and flaps are difficult to return to the trim position in time after the push rod is de-energized or released.

[0008] To achieve the above objectives, this application provides the following technical solution:

[0009] This application provides an adjustable angle-of-attack hydrofoil flight device, including a connecting rod with a handle, a seat, and a battery compartment. A vertical rod is fixedly connected to the lower part of the connecting rod, and a hydrofoil propulsion assembly is fixedly connected to the lower end of the vertical rod. A canard is mounted on the hydrofoil propulsion assembly, and a central connecting beam is fixedly connected to the middle of the canard. Flaps are rotatably connected to both sides of the canard, and rotating rods are fixedly connected to the side of each flap near the central connecting beam. A flap drive assembly is provided within the central connecting beam for driving the corresponding rotating rods to rotate. The flap drive assembly includes a hinged transmission assembly that is pulsatorically connected to the rotating rod, and a drive mechanism for oscillating the hinged transmission assembly is movably connected to one side of the hinged transmission assembly. The driving arm has a push rod structure movably connected to the side of the driving arm away from the articulated transmission assembly, and a damping return-centering assembly is movably connected to the other side of the articulated transmission assembly. When the push rod structure drives the driving arm to rotate, the driving arm drives the flap to deflect through the articulated transmission assembly and the rotating rod. The damping return-centering assembly moves with the articulated transmission assembly and provides damping for the flap deflection process. When the push rod structure is de-energized, malfunctions, or is disconnected from the driving arm, the damping return-centering assembly drives the flap back to the preset trim angle through the articulated transmission assembly and the rotating rod. This makes the flap subject to damping constraint during active adjustment, and returns to the trim position mechanically after the push rod structure loses its force transmission constraint.

[0010] Furthermore, an end connecting block is fixedly connected to one end of the rotating rod near the intermediate connecting beam, a connecting arm is movably connected to the side of the end connecting block away from the rotating rod, and a linkage hinge block is movably connected to the side of the connecting arm away from the end connecting block. The drive rotating arm and the damping return assembly are both movably connected to the linkage hinge block, thereby enabling the driving force generated by the drive rotating arm and the damping return force generated by the damping return assembly to act on the rotating rod through the same linkage node.

[0011] Furthermore, the middle part of the drive arm is rotatably connected to the intermediate connecting beam, and the side of the drive arm close to the linkage hinge block is movably connected to the linkage hinge block. The fixed end of the push rod structure is movably connected to the intermediate connecting beam, and the side of the drive arm away from the linkage hinge block is movably connected to the output end of the push rod structure. This allows the push rod structure to output telescopic force with the intermediate connecting beam as support, and the linear output of the push rod structure is converted into the swinging motion of the articulated transmission component through the drive arm.

[0012] Furthermore, the damping return assembly is provided with a damping moving rod that is movably connected to the linkage hinge block. A damping piston is fixedly connected to one end of the damping moving rod away from the linkage hinge block. A pneumatic damping return cavity is opened in the intermediate connecting beam for the reciprocating movement of the damping piston, thereby enabling the deflection action of the flap to be synchronously converted into the reciprocating movement action of the damping piston in the pneumatic damping return cavity.

[0013] Furthermore, the damping piston divides the gas damping return cavity into a first gas chamber and a second gas chamber, with a throttling channel connecting the first and second gas chambers. This allows the gas between the first and second gas chambers to flow through the throttling channel when the damping piston moves, thereby buffering and limiting the deflection speed of the flap.

[0014] Furthermore, a first return elastic element is provided in the air damping return cavity on one side of the damping piston, and a second return elastic element is provided in the air damping return cavity on the other side of the damping piston. The first and second return elastic elements are used to push the damping piston back to the middle of the air damping return cavity, so that the damping piston can obtain a reverse return force after deviating from the center position in either direction.

[0015] Furthermore, the output end of the push rod structure is provided with a release seat, and a locking hole is opened on the side of the drive arm away from the linkage hinge block. An electromagnetic pin for inserting into the locking hole is telescopically provided on the release seat. The electromagnetic pin is a power-off retractable pin. Thus, during normal adjustment, the push rod structure and the drive arm form a force transmission connection. When the push rod structure is powered off, malfunctions, or the controller enters the protection state, the force transmission constraint of the push rod structure on the drive arm is released, so that the damping return assembly can drive the flap back to the preset trim angle.

[0016] Furthermore, the two flaps are a left flap and a right flap, and the two flap drive components are used to drive the left flap and the right flap to deflect independently. When the left flap and the right flap deflect in the same direction, they are used to adjust the lift of the canard. When the left flap and the right flap deflect differentially, they are used to adjust the roll attitude of the hydrofoil propulsion assembly, thereby enabling the canard to take into account both lift adjustment and roll correction.

[0017] Furthermore, a tail fin is provided on the side of the hydrofoil propulsion assembly away from the canard, and a tail fin flap is rotatably connected to the tail fin. The tail fin flap is connected to a tail fin drive assembly for adjusting the angle of the tail fin flap, thereby enabling the tail fin flap to cooperate with the flap on the canard for pitch trim.

[0018] Furthermore, an attitude sensor is installed inside the hydrofoil propulsion assembly, and a controller is installed inside the connecting rod. The controller is electrically connected to the attitude sensor, the push rod structure, and the tail fin drive assembly. The controller is used to control the deflection of the flaps and tail fin flaps based on the pitch and roll attitude detected by the attitude sensor, thereby enabling the hydrofoil flight equipment to actively adjust the hydrofoil angle of attack according to the attitude change.

[0019] The technical solution provided in this application has the following advantages compared with the prior art:

[0020] 1. This application provides independently deflectable flaps on both sides of the canard, and allows the flaps to be adjusted via a rotating rod, a hinged transmission assembly, a drive arm, and a push rod structure. This enables the rideable hydrofoil to actively change the local angle of attack of the canard in a seated or straddle position, reducing the difficulty for the user to maintain attitude through body weight.

[0021] 2. This application connects a damping return assembly to the other side of the articulated transmission assembly, so that when the flap deflects, it can synchronously drive the damping piston to move in the air damping return cavity, and form a damping buffer for the deflection process of the flap through the first air cavity, the second air cavity and the throttling channel, thereby reducing the sudden deflection of the flap caused by the rapid action of the push rod structure or the impact of water flow.

[0022] 3. This application, by setting a first return elastic element and a second return elastic element on both sides of the damping piston, and cooperating with the trip seat, locking hole and electromagnetic pin, enables the push rod structure to drive the drive arm to rotate and keep the flap at the target deflection angle when it is working normally. When the push rod structure is de-energized, malfunctions or the controller enters the protection state, the force transmission connection between the push rod structure and the drive arm can be released. Under the action of the return elastic element, the flap returns to the preset trim angle through the damping piston, damping moving rod, hinged transmission assembly and rotating rod, thereby reducing the risk of roll instability or pitch oscillation caused by the flap maintaining an abnormal deflection angle. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, 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 this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1 This is a schematic diagram of the overall structure of the hydrofoil flight device in the embodiments of this application;

[0025] Figure 2 This is a schematic diagram of the flap structure in an embodiment of this application;

[0026] Figure 3 This is a schematic diagram of the structure of the left and right flaps in the embodiments of this application;

[0027] Figure 4 This is a sectional view of the intermediate connecting beam in an embodiment of this application;

[0028] Figure 5 This is a schematic diagram of the structure of the single-sided hinged transmission assembly in the embodiments of this application;

[0029] Figure 6 for Figure 3Enlarged view of the structure of section A;

[0030] Figure 7 This is a cross-sectional view of the air damping return cavity in an embodiment of this application.

[0031] Explanation of icon numbers:

[0032] 1. Connecting rod; 2. Handle; 3. Seat; 4. Battery compartment; 5. Upright pole; 6. Hydrofoil propulsion assembly; 61. Forward wing; 611. Intermediate connecting beam; 62. Flaps; 621. Left flap; 622. Right flap; 63. Rotating rod; 7. Flaps drive assembly; 71. Articulated transmission assembly; 711. End connecting block; 712. Connecting arm; 713. Linkage articulated block; 72. Drive swing arm; 73. Push rod Structure; 731, Trip seat; 732, Electromagnetic pin; 733, Locking hole; 74, Damping return assembly; 741, Damping moving rod; 742, Damping piston; 743, Air damping return chamber; 744, First air chamber; 745, Second air chamber; 746, Throttling channel; 747, First return elastic element; 748, Second return elastic element; 8, Tail fin; 81, Tail fin flap; 82, Tail fin drive assembly. Detailed Implementation

[0033] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application.

[0034] The present application will be further described below with reference to embodiments.

[0035] Example 1

[0036] Reference Figure 1 - Figure 7 This first embodiment of the present application provides an adjustable angle-of-attack hydrofoil flight device, including a connecting rod 1, which serves as the basic load-bearing structure for the riding body. The connecting rod 1 is equipped with a handle 2, a seat 3, and a battery compartment 4. The handle 2 is located at the front of the connecting rod 1 for the user to hold, the seat 3 is located in the middle of the connecting rod 1 for the user to ride, and the battery compartment 4 is located at the rear of the connecting rod 1 to supply power to the hydrofoil propulsion assembly 6 and the controller. A vertical pole 5 is fixedly connected to the lower part of the connecting rod 1, and the hydrofoil propulsion assembly 6 is fixedly connected to the lower end of the vertical pole 5. The hydrofoil propulsion assembly 6 is used to generate propulsion and hydrofoil lift during flight, enabling the user to glide on the water or fly out of the water in a riding posture.

[0037] The hydrofoil propulsion assembly 6 is equipped with a front wing 61. A central connecting beam 611 is fixedly connected to the middle of the front wing 61. The central connecting beam 611 serves as the mounting base for the left and right side structures and the internal transmission structure of the front wing 61. Flaps 62 are rotatably connected to both sides of the front wing 61. The two flaps 62 serve as the left flap 621 and the right flap 622, respectively. A rotating rod 63 is fixedly connected to the side of the flap 62 closest to the central connecting beam 611. The rotating rod 63 is used to transmit the transmission action in the central connecting beam 611 to the flap 62, so that the flap 62 can deflect at an angle relative to the front wing 61.

[0038] A hinged transmission assembly 71 for driving the rotating rod 63 to rotate is movably disposed within the intermediate connecting beam 611. A drive arm 72 for driving the hinged transmission assembly 71 to swing is movably connected to one side of the hinged transmission assembly 71. A push rod structure 73 is movably connected to the side of the drive arm 72 away from the hinged transmission assembly 71. A damping return assembly 74 is movably connected to the other side of the hinged transmission assembly 71. When the push rod structure 73 outputs linear driving force, it can drive the drive arm 72 to rotate. The drive arm 72 then drives the rotating rod 63 to rotate through the hinged transmission assembly 71, thereby causing the flap 62 to deflect.

[0039] An end connecting block 711 is fixedly connected to one end of the rotating rod 63 near the intermediate connecting beam 611. A connecting arm 712 is movably connected to the side of the end connecting block 711 away from the rotating rod 63. A linkage hinge block 713 is movably connected to the side of the connecting arm 712 away from the end connecting block 711. The driving rotating arm 72 and the damping return assembly 74 are both movably connected to the linkage hinge block 713. In this embodiment, the linkage hinge block 713 serves as a common linkage node for the active drive chain and the damping return chain. When the driving rotating arm 72 pushes the linkage hinge block 713 to move, the linkage hinge block 713 drives the rotating rod 63 to rotate through the connecting arm 712 and the end connecting block 711, and simultaneously drives the damping return assembly 74 to move.

[0040] The drive arm 72 is rotatably connected to the middle connecting beam 611 at its middle part. The side of the drive arm 72 near the linkage hinge block 713 is movably connected to the linkage hinge block 713. The fixed end of the push rod structure 73 is movably connected to the middle connecting beam 611. The side of the drive arm 72 away from the linkage hinge block 713 is movably connected to the output end of the push rod structure 73. When the output end of the push rod structure 73 extends, the push rod structure 73 pushes the drive arm 72 to rotate around its middle part with the middle connecting beam 611 as support. The side of the drive arm 72 near the linkage hinge block 713 drives the linkage hinge block 713 to move. The linkage hinge block 713 drives the rotating rod 63 to rotate in the first direction through the connecting arm 712 and the end connecting block 711, causing the flap 62 to deflect in the first direction.

[0041] When the output end of the push rod structure 73 retracts, the push rod structure 73 drives the drive arm 72 to rotate in the opposite direction. The side of the drive arm 72 that is close to the linkage hinge block 713 drives the linkage hinge block 713 to move in the opposite direction. The linkage hinge block 713 drives the rotating rod 63 to rotate in the second direction through the connecting arm 712 and the end connecting block 711, causing the flap 62 to deflect in the second direction. The bidirectional angle of attack adjustment of the flap 62 relative to the forewing 61 can be achieved by controlling the extension and retraction of the push rod structure 73.

[0042] The damping return assembly 74 is provided with a damping moving rod 741 movably connected to the linkage hinge block 713. A damping piston 742 is fixedly connected to the end of the damping moving rod 741 away from the linkage hinge block 713. An air damping return cavity 743 is provided within the intermediate connecting beam 611 for the reciprocating movement of the damping piston 742. The air damping return cavity 743 is a closed cavity. The damping moving rod 741 passes through the sealed guide portion at the end of the air damping return cavity 743 and is movably connected to the linkage hinge block 713. The damping piston 742 divides the air damping return cavity 743 into a first air chamber 744 and a second air chamber 745. The damping piston 742 has an opening on its upper surface... A throttling channel 746 is provided, which passes through both end faces of the damping piston 742 and connects the first air chamber 744 and the second air chamber 745. When the linkage hinge block 713 moves with the deflection action of the flap 62, the linkage hinge block 713 synchronously drives the damping piston 742 to move in the air damping return cavity 743 through the damping moving rod 741, so that the gas in the first air chamber 744 or the second air chamber 745 flows through the throttling channel 746. Since the gas flow is restricted by the throttling channel 746, it can buffer the movement of the damping piston 742 and further damp the deflection speed of the flap 62.

[0043] A first return elastic element 747 is provided in the air damping return cavity 743 on one side of the damping piston 742, and a second return elastic element 748 is provided in the air damping return cavity 743 on the other side of the damping piston 742. The first return elastic element 747 and the second return elastic element 748 can be compression springs, elastic rubber columns, or other elastic elements capable of generating axial return force. In this embodiment, compression springs are preferred. When the damping piston 742 moves in the first direction, it compresses the first return elastic element 747. When the damping piston 742 moves in the second direction, it compresses the second return elastic element 748. This allows the return force to be stored in the corresponding return elastic element when the flap 62 deflects in either direction.

[0044] The output end of the push rod structure 73 is provided with a release seat 731. The drive arm 72 is provided with a locking hole 733 on the side away from the linkage hinge block 713. An electromagnetic pin 732 is telescopically provided on the release seat 731. During normal adjustment, the electromagnetic pin 732 extends and inserts into the locking hole 733, so that the push rod structure 73 can push or pull the drive arm 72 to rotate through the release seat 731 and the electromagnetic pin 732. In normal working condition, the push rod structure 73 has a position holding force to overcome the return force of the first return elastic element 747 or the second return elastic element 748, so that the flap 62 is kept at the target deflection angle.

[0045] When the push rod structure 73 is de-energized, malfunctions, or the controller enters a protection state, the electromagnetic pin 732 is de-energized, retracts, and exits the locking hole 733, causing the trip seat 731 to disengage from the locking hole 733. The drive arm 72 loses the rigid support of the push rod structure 73, and the compressed first return elastic element 747 or second return elastic element 748 pushes the damping piston 742 back to the center of the air damping return cavity 743. The damping piston 742 drives the linkage hinge block 713 back through the damping moving rod 741. The linkage hinge block 713 drives the rotating rod 63 to rotate through the connecting arm 712 and the end connecting block 711. The rotating rod 63 further drives the flap 62 back to the preset trim angle, thereby enabling the flap 62 to return to a safe angle by mechanical return after the push rod structure 73 loses its force transmission constraint.

[0046] Example 2

[0047] Reference Figure 4 - Figure 7 This is the second embodiment of the present application. Based on the first embodiment, this embodiment further describes the flaps 62, tail fin 8 and attitude control process. The two flaps 62 are the left flap 621 and the right flap 622. The two flap drive assemblies 7 are respectively arranged on the left and right sides of the middle connecting beam 611. The two flap drive assemblies 7 are used to drive the left flap 621 and the right flap 622 to deflect independently, so that the left flap 621 and the right flap 622 can deflect in the same direction or deflect differentially.

[0048] When the left flap 621 and the right flap 622 deflect in the same direction, the local angle of attack on the left and right sides of the canard 61 changes synchronously, and the overall lift of the canard 61 changes accordingly, which is used to assist in adjusting the lift-off altitude or pitch trend of the hydrofoil flight equipment. When the left flap 621 and the right flap 622 deflect differentially, different lift is generated on the left and right sides of the canard 61, and the hydrofoil propulsion assembly 6 generates a roll correction torque, which is used to suppress the left and right tilting trend in the riding state.

[0049] A tail fin 8 is provided on the side of the hydrofoil propulsion assembly 6 away from the canard fin 61. A tail fin flap 81 is rotatably connected to the tail fin 8. The tail fin flap 81 is connected to a tail fin drive assembly 82 for adjusting the angle of the tail fin flap 81. The tail fin drive assembly 82 adopts a motor-gear linkage structure. The tail fin drive assembly 82 includes a drive motor fixedly installed in the tail fin 8, a drive gear fixedly connected to the output end of the drive motor, and a driven gear fixedly connected to the rotating shaft of the tail fin flap 81. The drive gear and the driven gear mesh to drive the tail fin flap 81 to deflect through the drive motor. The tail fin flap 81 is mainly used to cooperate with the flap 62 on the canard fin 61 to adjust the longitudinal trim and reduce the probability of pitch oscillation of the hydrofoil flight equipment during takeoff, acceleration or surge conditions.

[0050] It should be noted that this application focuses on setting the damping return-centering component 74 to ensure that the left flap 621 and the right flap 622 return to the preset trim angle, and does not consider the mechanical return-centering structure of the tail flap 81 as a necessary limitation. This is because the left flap 621 and the right flap 622 are located on both sides of the canard 61. The canard 61 undertakes the main lift adjustment function of the hydrofoil propulsion assembly 6, and the left flap 621 and the right flap 622 can deflect independently. If they remain at different deflection angles in the event of a power failure or abnormal conditions, it will directly cause the left and right lift of the canard 61 to be inconsistent, thereby causing roll instability. In contrast, the tail flap 81 is mainly used for longitudinal trim, and its impact on the overall attitude is mainly pitch fine-tuning. Unlike the differential abnormality of the left and right flaps 62, it will not directly create a significant difference in left and right lift. Therefore, by ensuring that the left flap 621 and the right flap 622 are mechanically returned to center first, this application can eliminate the risk of roll instability that is most likely to cause the user to fall during riding. The tail flap 81 can be handled by the tail drive assembly 82's own electronically controlled zero return, power failure retention, or conventional reset structure. This part is an optional implementation method of the tail drive assembly 82 and does not affect the damping centering of the flaps 62 on both sides of the front wing 61 as the main improvement point of this application.

[0051] An attitude sensor is installed inside the hydrofoil propulsion assembly 6. The attitude sensor is used to detect the pitch and roll attitude of the entire aircraft. A controller is installed inside the connecting rod 1. The controller is electrically connected to the attitude sensor, the push rod structure 73 and the tail fin drive assembly 82 respectively. When the attitude sensor detects a roll attitude deviation, the controller controls the push rod structure 73 corresponding to the left flap 621 and the right flap 622 to produce different extension and retraction amounts, so that the left flap 621 and the right flap 622 deflect differentially. When the attitude sensor detects a pitch attitude deviation, the controller controls the left flap 621 and the right flap 622 to deflect in the same direction, and controls the tail fin drive assembly 82 to drive the tail fin flap 81 to deflect in coordination.

[0052] Specifically, when the controller determines that the hydrofoil has a roll attitude deviation, it controls the push rod structures 73 of the corresponding left flap 621 and right flap 622 to produce different extensions and retractions, causing the left flap 621 and right flap 622 to deflect differentially, so as to form a roll correction torque through the lift difference between the left and right sides of the canard 61; when the controller determines that the hydrofoil has a pitch attitude deviation, it controls the left flap 621 and right flap 622 to deflect in the same direction, and controls the tail wing drive assembly 82 to drive the tail wing flap 81 to deflect in coordination, so as to form a pitch trim torque through the lift change of the canard 61 and the tail wing 8; when the controller determines that the attitude sensor signal is abnormal, the push rod structure 73 feedback is abnormal, or the overall attitude deviation exceeds the safety threshold, the controller de-energizes the electromagnetic pin 732 to retract, so that the push rod structure 73 is disconnected from the drive swing arm 72, and the damping return assembly 74 drives the flap 62 back to the preset trim angle.

[0053] In this embodiment, the maximum deflection angle of the left flap 621 and the right flap 622 can be set to ±15° to ±25°, the preset trim angle can be set to 0° to 3°, the equivalent aperture of the throttling channel 746 can be set to 0.5mm to 2mm, the preload of the first return elastic element 747 and the second return elastic element 748 can be set to 2mm to 8mm, and the rated output force of the push rod structure 73 is greater than the return force generated by the first return elastic element 747 or the second return elastic element 748 at the maximum compression position. Preferably, the maximum deflection angle of the left flap 621 and the right flap 622 is ±20°, the preset trim angle is 1°, the equivalent aperture of the throttling channel 746 is 1mm, and the preload of the first return elastic element 747 and the second return elastic element 748 is 5mm. Thus, while ensuring that the push rod structure 73 can actively adjust to overcome the return force, the deflection and return process of the flap 62 has a smoother mechanical buffering effect.

[0054] As can be seen from Embodiments 1 and 2, the adjustable angle-of-attack hydrofoil flight device provided in this application forms a riding-type hydrofoil flight structure through connecting rod 1, handle 2, seat 3, battery compartment 4, upright 5 and hydrofoil propulsion assembly 6. The angle of attack of the forewing 61 is actively adjusted through flaps 62 on both sides of the forewing 61, rotating rod 63, articulated transmission assembly 71, drive swing arm 72 and push rod structure 73. The damping return assembly 74 provides damping when the flaps 62 deflect, and drives the flaps 62 back to the preset trim angle when the push rod structure 73 is de-energized, malfunctions, or is disconnected from the drive swing arm 72.

[0055] The significant advantages of this application are:

[0056] Both the active drive chain and the damping return chain of the flap 62 act on the articulated transmission assembly 71, so that when the push rod structure 73 drives the flap 62 to deflect, the damping return assembly 74 can synchronously generate damping buffer. When the push rod structure 73 is working normally, it can maintain the force transmission connection with the drive arm 72 through the release seat 731 and the electromagnetic pin 732. When the push rod structure 73 is de-energized, malfunctions, or the controller enters the protection state, the electromagnetic pin 732 exits the locking hole 733 and releases the rigid constraint of the push rod structure 73 on the drive arm 72, so that the damping return assembly 74 can drive the flap 62 back to center through the same transmission path, thereby avoiding the need to set up separate and unrelated protection structures.

[0057] The working principle of this application is as follows:

[0058] The user rides on seat 3 and controls the aircraft via handle 2. The hydrofoil propulsion assembly 6 propels the entire aircraft and generates hydrofoil lift. The attitude sensor detects the pitch and roll attitudes of the entire aircraft and transmits the signals to the controller. The controller controls the push rod structure 73 to drive the drive arm 72 to rotate. The drive arm 72 drives the flap 62 to deflect via the hinged transmission assembly 71 and the rotating rod 63. During the deflection of the flap 62, the damping moving rod 741 drives the damping piston 742 to move within the air damping return cavity 743. The gas in the first air cavity 744 and the second air cavity 745 passes through the throttling channel 74. 6. Flow and form damping. When the push rod structure 73 is working normally, it maintains the force transmission connection to the drive arm 72 through the release seat 731 and the electromagnetic pin 732. When the push rod structure 73 is de-energized, abnormal, or the controller enters the protection state, the electromagnetic pin 732 exits the locking hole 733, and the drive arm 72 releases the rigid constraint of the push rod structure 73. The first return elastic element 747 or the second return elastic element 748 pushes the damping piston 742 back. The damping piston 742 drives the flap 62 back to the preset balance angle through the damping moving rod 741, the hinge transmission assembly 71, and the rotating rod 63.

[0059] In summary, this application enables active angle-of-attack adjustment, deflection damping, and abnormal mechanical centering of the flap 62 in a rideable hydrofoil flight device, reducing the user's reliance on body center of gravity adjustment in a seated riding position, and improving the smoothness and safety of the hydrofoil propulsion assembly 6 during attitude changes.

[0060] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions will not cause the essence of the corresponding technical solutions to deviate from the protection scope of the technical solutions of the embodiments of this application.

Claims

1. An adjustable angle-of-attack hydrofoil flight device, comprising a connecting rod (1), a handle (2), a seat (3) and a battery compartment (4) provided on the connecting rod (1), a vertical rod (5) fixedly connected to the lower part of the connecting rod (1), and a hydrofoil propulsion assembly (6) fixedly connected to the lower end of the vertical rod (5), characterized in that: The hydrofoil propulsion assembly (6) is provided with a front wing (61), and a middle connecting beam (611) is fixedly connected to the middle of the front wing (61). Flaps (62) are rotatably connected to both sides of the front wing (61). Rotating rods (63) are fixedly connected to the side of each flap (62) near the middle connecting beam (611). A flap drive assembly (7) for driving the corresponding rotating rod (63) to rotate is provided in the middle connecting beam (611). The flap drive assembly (7) includes a hinged transmission assembly (71) that is pulsatorically connected to the rotating rod (63). A drive arm (72) for driving the hinged transmission assembly (71) to swing is movably connected to one side of the hinged transmission assembly (71). 2) A push rod structure (73) is movably connected on the side away from the articulated transmission assembly (71), and a damping return assembly (74) is movably connected on the other side of the articulated transmission assembly (71). When the push rod structure (73) drives the drive arm (72) to rotate, the drive arm (72) drives the flap (62) to deflect through the articulated transmission assembly (71) and the rotating rod (63). The damping return assembly (74) moves with the articulated transmission assembly (71) and provides damping for the deflection process of the flap (62). When the push rod structure (73) is de-energized, malfunctions, or is disconnected from the drive arm (72), the damping return assembly (74) drives the flap (62) back to the preset balancing angle through the articulated transmission assembly (71) and the rotating rod (63).

2. The adjustable angle-of-attack hydrofoil flying device according to claim 1, characterized in that: The rotating rod (63) is fixedly connected to an end connecting block (711) at one end near the intermediate connecting beam (611). The end connecting block (711) is movably connected to a connecting arm (712) on the side away from the rotating rod (63). The connecting arm (712) is movably connected to a linkage hinge block (713) on the side away from the end connecting block (711). The driving rotating arm (72) and the damping return assembly (74) are both movably connected to the linkage hinge block (713).

3. The adjustable angle-of-attack hydrofoil flying device according to claim 2, characterized in that: The drive arm (72) is rotatably connected in the middle of the intermediate connecting beam (611). The side of the drive arm (72) close to the linkage hinge block (713) is movably connected to the linkage hinge block (713). The fixed end of the push rod structure (73) is movably connected in the middle connecting beam (611). The side of the drive arm (72) away from the linkage hinge block (713) is movably connected to the output end of the push rod structure (73).

4. The hydrofoil flight device with adjustable angle of attack according to claim 2, characterized in that: The damping return assembly (74) is provided with a damping moving rod (741) that is movably connected to the linkage hinge block (713). A damping piston (742) is fixedly connected to one end of the damping moving rod (741) away from the linkage hinge block (713). A pneumatic damping return cavity (743) for the damping piston (742) to reciprocate is opened in the intermediate connecting beam (611).

5. The hydrofoil flight device with adjustable angle of attack according to claim 4, characterized in that: The damping piston (742) divides the air damping return cavity (743) into a first air cavity (744) and a second air cavity (745). A throttling channel (746) is provided on the damping piston (742). The throttling channel (746) passes through both end faces of the damping piston (742) and connects the first air cavity (744) and the second air cavity (745).

6. The adjustable angle-of-attack hydrofoil flying device according to claim 5, characterized in that: The air damping return cavity (743) is provided with a first return elastic element (747) located on one side of the damping piston (742), and the air damping return cavity (743) is provided with a second return elastic element (748) located on the other side of the damping piston (742). The first return elastic element (747) and the second return elastic element (748) are used to push the damping piston (742) back to the middle of the air damping return cavity (743).

7. The hydrofoil flight device with adjustable angle of attack according to claim 3, characterized in that: The output end of the push rod structure (73) is provided with a release seat (731). The drive arm (72) is provided with a locking hole (733) on the side away from the linkage hinge block (713). The release seat (731) is provided with an electromagnetic pin (732) for inserting into the locking hole (733). The electromagnetic pin (732) is a power-off retractable pin.

8. The adjustable angle-of-attack hydrofoil flying device according to claim 1, characterized in that: The two flaps (62) are a left flap (621) and a right flap (622), respectively. The two flap drive assemblies (7) are used to drive the left flap (621) and the right flap (622) to deflect independently. When the left flap (621) and the right flap (622) deflect in the same direction, they are used to adjust the lift of the canard (61). When the left flap (621) and the right flap (622) deflect differentially, they are used to adjust the roll attitude of the hydrofoil propulsion assembly (6).

9. The adjustable angle-of-attack hydrofoil flying device according to claim 1, characterized in that: The hydrofoil propulsion assembly (6) has a tail wing (8) on the side away from the forewing (61). A tail wing flap (81) is rotatably connected to the tail wing (8), and a tail wing drive assembly (82) for adjusting the angle of the tail wing flap (81) is connected to the tail wing flap (81).

10. The adjustable angle-of-attack hydrofoil flying device according to claim 9, characterized in that: An attitude sensor is provided inside the hydrofoil propulsion assembly (6), and a controller is provided inside the connecting rod (1). The controller is electrically connected to the attitude sensor, the push rod structure (73), and the tail fin drive assembly (82). The controller is used to control the deflection of the flaps (62) and the tail fin flaps (81) according to the pitch and roll attitude detected by the attitude sensor.

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