Modular automated stabilizing lift wing system

Abstract

This invention discloses a modular automatic stabilizing and lifting hydrofoil system, relating to the field of marine equipment technology, to solve the problems of poor adaptability, complex installation, inconvenient lifting, and difficult operation of existing hydrofoil systems. The system includes a main wing assembly, a tail fin propulsion assembly, a lifting assembly, a fastening connection assembly, and an intelligent active control system. The connecting rods at both ends of the main wing slide against a standardized fixed bracket via the lifting assembly. The fixed bracket is connected to the hull via anti-corrosion bolts, allowing for quick installation without welding or structural modifications. A waterproof, sealed propeller is integrated on the tail fin, sharing standardized components with the main wing assembly. The intelligent active control system includes a sensor assembly, a controller, and an execution module. The controller has a built-in finite state machine that automatically identifies six operating conditions—berthing standby, drainage navigation, takeoff transition, hydrofoil navigation, landing transition, and shallow water obstacle avoidance—based on information collected by attitude sensors, speed sensors, and ultrasonic sensors. It coordinates the lifting adjustment device, servo mechanism, and propeller speed control device to achieve hydrofoil lifting control, automatic flap angle of attack adjustment, and propeller differential control, achieving closed-loop active stabilization control of the hull attitude. This invention is compatible with all types of new and old ships, achieving the technical effects of being ready to use immediately, convenient to lift and lower, and intelligent and stable.

Description

Technical Field

[0001] This invention relates to the field of marine equipment technology, and in particular to a modular automatic stabilizing and lifting hydrofoil system. Background Technology

[0002] A hydrofoil is a vessel that uses hydrofoils to generate lift, allowing the hull to leave the water surface and travel at high speed. It has advantages such as low resistance, high speed, and good seakeeping, and has broad application prospects in passenger transport, patrol, and special operations.

[0003] Currently, hydrofoil systems face significant limitations in terms of installation and compatibility. Most hydrofoil systems are designed for specific ship types, requiring pre-integration on newly built vessels. For older vessels, retrofitting necessitates structural modifications such as welding and drilling, typically exceeding a week in construction time, and potentially damaging the hull structure. These issues hinder the flexible application of hydrofoil systems across various types of vessels, both new and old.

[0004] Regarding hydrofoil deployment, fixed hydrofoils cannot be retracted in shallow waters, berthing, or towing conditions, making them prone to collisions with the seabed or obstacles. They also have high requirements for the water depth of the navigation area, limiting the applicability of the vessel. In terms of intelligent control, most hydrofoil systems lack the ability to actively sense and automatically adjust the hull attitude. Operators must rely on manual experience to control the hydrofoil's state, making operation difficult and compromising stability in complex sea conditions.

[0005] Therefore, there is a need for a hydrofoil system that can be adapted to various types of ships, both new and old, can be quickly installed without structural modifications to the hull, supports flexible hydrofoil lifting and lowering, and has automatic attitude stabilization control. Summary of the Invention

[0006] The purpose of this invention is to provide an adjustment device for the hydrofoil of a hydrofoil boat to solve at least one of the aforementioned problems.

[0007] The purpose of this invention is to provide a modular automatic stabilizing and lifting hydrofoil system to at least solve one of the following technical problems existing in the prior art:

[0008] (1) Existing hydrofoil systems are mostly designed for specific ship types, and have poor compatibility with new and old ships. When adding hydrofoil systems to old ships, structural modifications such as welding and drilling are required, which results in a long construction period and the risk of damaging the ship structure.

[0009] (2) Existing fixed hydrofoils cannot be retracted in shallow water, berthing and towing conditions, and are prone to collision with the bottom or obstacles. They have high requirements for the water depth of the navigation area, which limits the applicable scope of the ship.

[0010] (3) Existing hydrofoil systems lack the ability to actively sense and automatically adjust the attitude of the hull, making operation complex. In complex sea conditions, stability depends on human experience, making it difficult to guarantee navigation safety and comfort.

[0011] To achieve the above objectives, the present invention adopts the following technical solution:

[0012] This invention provides a modular automatic stabilizing and lifting hydrofoil system, including a main wing assembly, a tail fin propulsion assembly, a lifting assembly, a fastening connection assembly, and an intelligent active control system. The main wing assembly includes a main wing and flaps rotatably connected to the trailing edge of the main wing via a pivot. Connecting rods are connected to both ends of the main wing. The connecting rods are slidably engaged with a fixed mounting bracket via the lifting assembly. The fixed mounting bracket is connected to the hull via fasteners. The lifting assembly is driven by the connecting rods, driving them to move along the guide direction of the fixed mounting bracket. The tail fin propulsion assembly includes tail fins symmetrically located at the stern, with a propeller integrated on each tail fin. The tail fins are connected to the stern via connecting rods, the lifting assembly, and the fixed mounting bracket. The intelligent active control system includes a sensor assembly, a controller, and an execution module. The sensor assembly collects and transmits ship navigation status information to the controller. The controller is electrically connected to the execution module. The execution module includes a lifting adjustment device driven by the lifting assembly, a drive component driven by the flaps, and a speed regulating device electrically connected to the propeller. With the above structure, each component adopts a standardized modular design, which can be quickly installed and disassembled without structural modification of the hull, and is compatible with various new and old ships; the lifting component enables flexible lifting and lowering of the hydrofoils, and the intelligent active control system enables automatic stabilization control of the hull attitude.

[0013] Furthermore, the lifting assembly includes a linear slide rail fixed to a fixed bracket, a sliding block that slidably engages with the linear slide rail, and a lifting adjustment device that is driveably connected to the sliding block; the connecting rod is fixedly connected to the sliding block; the lifting adjustment device includes a lifting drive unit, an internal actuator, and an actuator rod. After receiving a controller command, the lifting drive unit drives the internal actuator to move, and the internal actuator drives the actuator rod to extend or retract. The actuator rod is connected to the connecting rod via a connecting mechanism; rolling bearings are provided on both sides of the connecting rod. The sliding engagement between the linear slide rail and the sliding block ensures the smoothness of the hydrofoil's lifting motion, and the rolling bearings further reduce frictional resistance, ensuring smooth and reliable lifting action.

[0014] Optionally, the mounting bracket is a standardized structure with multiple adjustment holes on its surface to accommodate different hull thicknesses. The fasteners are corrosion-resistant bolts, which pass through the adjustment holes and hull plates to secure the mounting bracket to the outside of the hull. Washers are provided at the bolt connections. The adjustment holes on the standardized mounting bracket allow for flexible adjustment of the installation position according to different hull side plate thicknesses. The corrosion-resistant bolts, in conjunction with the washers, ensure a stable and reliable connection without requiring any welding or drilling modifications to the hull.

[0015] Specifically, the sensor assembly includes an attitude sensor, a velocity sensor, and an ultrasonic sensor. The attitude sensor is installed near the ship's center of gravity to measure the ship's roll, pitch, bow angles, and accelerations in all directions in real time. The ultrasonic sensor is installed on the hull to detect the distance between the hull and the water surface. The velocity sensor is electrically connected to the controller. The controller is electrically connected to the attitude sensor, velocity sensor, ultrasonic sensor, lifting adjustment device, drive components, and speed control device, respectively. This multi-sensor combined acquisition scheme enables comprehensive perception of the ship's navigation status, providing data support for the controller's accurate decision-making.

[0016] Furthermore, the driving component is a servo mechanism, which is fixedly installed in the internal cavity of the main wing. The output end of the servo mechanism is hinged to the rocker arm of the flap via a lever and a push-pull rod. The servo mechanism drives the lever to rotate, and the lever drives the flap to rotate around its axis via the push-pull rod. The main wing and the connecting rods at both ends are detachably fixedly connected. The servo mechanism drives the flap to deflect through the transmission mechanism of the lever and push-pull rod, achieving precise adjustment of the angle of attack. The detachable connection facilitates quick replacement and maintenance of the main wing.

[0017] Optionally, the connecting rods used for the tail fin in the tail fin propulsion assembly, the linear slide rails and fixed brackets in the lifting assembly, and the connecting rods used for the main wing assembly, the linear slide rails and fixed brackets in the lifting assembly are standardized and universal components; the propellers are waterproof and sealed propellers, fixedly integrated into the end of the tail fin, and the two propellers are electrically connected to the controller respectively. The standardized and universal design of the mounting components used for the main wing and tail fin greatly simplifies manufacturing and subsequent maintenance, and reduces spare parts management costs.

[0018] In some embodiments, the sensor assembly further includes a pressure sensor electrically connected to the controller; the left and right servo mechanisms are independently electrically connected to the controller, and the left and right servo mechanisms are respectively connected to the flaps on the corresponding sides via their respective levers and push-pull rods. The pressure sensor is used to collect the hydrodynamic pressure on the hydrofoil, further improving the accuracy of attitude adjustment; the independent control of the left and right servo mechanisms enables the left and right flaps to deflect differentially, effectively suppressing hull roll.

[0019] Furthermore, the controller incorporates a finite state machine model, which includes states such as berthing standby, drainage navigation, takeoff transition, hydrofoil navigation, landing transition, and shallow water obstacle avoidance. The controller is electrically connected to attitude sensors, speed sensors, ultrasonic sensors, a lift adjustment device, a drive mechanism, and a speed control device, and switches between these states based on signals from the sensor components, outputting corresponding control commands to the lift adjustment device, drive mechanism, and speed control device. The finite state machine model enables automatic identification and dynamic switching of different navigation conditions. The controller can collaboratively drive the lift adjustment device, servo mechanism, and propeller speed control device according to the current operating condition, achieving multi-actuator timing coordination of lift control, flap angle of attack control, and propeller differential control, thereby realizing closed-loop active stability control of the hull attitude.

[0020] Optionally, the system also includes a battery pack, which is sealed and installed in a waterproof battery box inside the hull and electrically connected to the drive unit, lifting adjustment device, propeller, and controller via waterproof cables. The battery pack is equipped with a battery management system, which is electrically connected to the controller. The main wing assembly, tail propulsion assembly, lifting assembly, fastening connection assembly, and intelligent active control system modules are detachably connected via standardized interfaces. The independent battery pack provides autonomous power to the system, and the detachable connection design of the standardized interfaces between modules further enhances the modularity of the system, facilitating rapid installation, disassembly, and maintenance.

[0021] In some embodiments, the lifting adjustment device is a hydraulic push rod; the drive component is a servo motor; the controller is an industrial-grade programmable logic controller (PLC); and the battery pack is also equipped with a solar charging module, which is electrically connected to the battery pack. This embodiment is suitable for large-tonnage vessels. The hydraulic push rod provides greater lifting driving force, the high-power servo motor ensures precise adjustment of large-size flaps, the industrial-grade PLC adapts to control requirements under complex sea conditions, and the solar charging module extends the system's endurance.

[0022] Compared with the prior art, the present invention has the following beneficial effects:

[0023] This invention employs a standardized fixed bracket and anti-corrosion bolt fastening connection assembly. The fixed bracket surface is equipped with adjustment holes adapted to different hull thicknesses. Bolts penetrate the hull plate for fastening, enabling rapid installation and disassembly of the main wing assembly and tail propulsion assembly without any welding or structural modification to the original hull. The connecting rods, linear slide rails, and fixed brackets used for the main wing and tail wing are standardized universal parts. The modules are detachably connected through standardized interfaces, overcoming the shortcomings of poor adaptability and long modification cycles of existing hydrofoil systems. This achieves immediate use and standardized rapid modification, significantly reducing the technical threshold for adding hydrofoil systems to new and old ships.

[0024] This invention achieves hydrofoil lifting and lowering adjustment through the sliding cooperation of a connecting rod and a linear slide rail. Rolling bearings are provided on both sides of the connecting rod to ensure smooth and stable lifting and lowering movements. The ultrasonic sensor in the intelligent active control system detects the height of the hull above the water surface in real time. The controller automatically identifies working conditions such as mooring and waiting, shallow water obstacle avoidance, drainage navigation, takeoff transition, hydrofoil navigation, and landing transition based on a finite state machine model. In shallow water areas, berthing, and towing conditions, the hydrofoil is automatically retracted to avoid collisions. During high-speed navigation, the hydrofoil is actively extended to provide effective lift. This invention solves the problems of easy damage and insufficient adaptability of fixed hydrofoils in complex waters, and significantly improves the engineering practicality and operational reliability of the system.

[0025] This invention constructs an intelligent active control system composed of attitude sensors, speed sensors, ultrasonic sensors, controllers, and execution modules. The controller uses a finite state machine model to fuse multi-dimensional information such as hull roll, pitch, bow angles, accelerations in all directions, speed, and distance of the hydrofoil relative to the water surface in real time. It automatically drives the servo mechanism to adjust the angle of attack of the left and right flaps, independently controls the thrust difference between the two propellers, and coordinates the adjustment of the position of the lifting components. This achieves closed-loop active stabilization from hull attitude perception to hydrofoil dynamic response, effectively suppressing roll, pitch, and bow in wind and waves. It solves the problems of complex operation and reliance on human experience in traditional hydrofoil systems, and significantly improves the navigation comfort and safety of ships. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the prior art and embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0027] Figure 1 This is a schematic diagram of the overall structure of a modular automatic stabilizing hydrofoil system.

[0028] Figure 2 for Figure 1 A schematic diagram of the connection structure of the lifting assembly, where AA is a schematic cross-section of the lifting adjustment device.

[0029] Figure 3 for Figure 1 Schematic diagram of the center flap control structure.

[0030] Figure 4 for Figure 1 Schematic diagram of the bolt fixing structure between the fixed bracket and the hull.

[0031] Figure 5 This is a block diagram illustrating the control principle of an intelligent active control system.

[0032] Figure 6 This is a schematic diagram of the hydrofoil in its retracted state.

[0033] Figure 7 This is a schematic diagram of flap angle of attack control during the takeoff and landing of a hydrofoil.

[0034] Figure 8 This is a schematic diagram of differential flap control during the rolling motion of a hydrofoil.

[0035] Figure 9 This is a flowchart of the control logic for an intelligent active control system.

[0036] In the diagram: 1—hull, 2—main wing, 3—flaps, 4—connecting rod, 5—lifting assembly, 6—fixed bracket, 7—bolt, 8—tail fin, 9—thruster, 10—ultrasonic sensor, 11—attitude sensor, 12—speed sensor, 13—steering wheel, 14—throttle, 15—battery pack, 16—controller, 17—transmission line, 31—servo mechanism, 32—lever, 33—push-pull rod, 34—shaft, 51—lifting controller, 52—sliding block, 53—lifting adjustment device, 54—main wing transmission line, 55—internal actuator, 56—actuator rod, 57—connecting mechanism, 58—rolling bearing, 61—nut, 62—washer, 63—nut, 64—screw. Detailed Implementation

[0037] The present invention will now be described in further detail with reference to the accompanying drawings. The present invention provides a modular automatic stabilizing and lifting hydrofoil system, which enables rapid installation on various types of ships, both new and old, without modification through standardized fastening components, achieves flexible raising and lowering of the hydrofoil through lifting components, and realizes automatic stabilization control of the ship's attitude through an intelligent active control system. This fundamentally solves the technical problems of poor adaptability, complex installation, and difficult operation of existing hydrofoil systems.

[0038] Example 1

[0039] This embodiment provides a modular automatic stabilizing and lifting hydrofoil system, suitable for small and medium-sized vessels, such as... Figure 1 As shown, the system includes a main wing assembly, a tail propulsion assembly, a lifting assembly 5, a fastening connection assembly, and an intelligent active control system.

[0040] The main wing assembly includes the main wing 2 and two flaps 3.

[0041] The main wing 2 adopts a high-speed airfoil structure and is made of carbon fiber reinforced composite material to ensure structural strength and lightweight.

[0042] A connecting rod 4 is symmetrically connected to each of the left and right ends of the main wing 2. The connection method is a detachable fixed connection, which is locked by a flange and high-strength bolts, making it easy to quickly replace and maintain the main wing 2.

[0043] Both connecting rods 4 are made of hollow carbon fiber, which reduces the overall weight while ensuring structural strength.

[0044] like Figure 2 As shown, the end of the connecting rod 4 away from the main wing 2 is slidably engaged with the linear slide rail via the sliding block 52, and the linear slide rail is fixedly installed on the fixed bracket 6.

[0045] Rolling bearings 58 are provided on both sides of the connecting rod 4 to reduce frictional resistance during lifting and lowering, and to ensure smooth and stable lifting and lowering.

[0046] After receiving the command from the lifting controller 51, the internal actuator 55 of the lifting assembly 5 moves to drive the actuator rod 56 to extend and retract. The actuator rod 56 is connected to the connecting rod 4 through the connecting mechanism 57, thereby driving the connecting rod 4 to move up and down along the linear slide rail to realize the lifting and lowering of the main wing 2.

[0047] The fixed bracket 6 is a standardized sheet metal structure with multiple adjustment holes evenly distributed on its surface. The installation position of the fasteners can be flexibly adjusted according to the different thicknesses of the side plates of the hull 1 of the new and old ships, without the need for any welding or drilling modifications to the hull 1.

[0048] like Figure 4 As shown, the fixed bracket 6 is fixedly connected to both sides of the hull 1 by anti-corrosion bolts 7.

[0049] Bolt 7 consists of screw 64, nut 61, washer 62 and nut 63. Anti-loosening washer 62 is installed at the bolt connection to ensure a stable connection and prevent loosening during navigation.

[0050] like Figure 3 As shown, the flaps 3 are located in the middle rear section of the main wing 2 and are arranged symmetrically. Each flap 3 is rotatably connected to the trailing edge of the main wing 2 through a pivot 34.

[0051] The servo mechanism 31 is fixedly installed in the internal cavity of the main wing 2, and its output end is hinged to the rocker arm of the flap 3 through the lever 32 and the push-pull rod 33.

[0052] The motor shaft of the servo mechanism 31 drives the lever 32 to rotate. The end of the lever 32 is hinged to the push-pull rod 33, and the other end of the push-pull rod 33 is hinged to the rocker arm of the flap 3. When the servo mechanism 31 rotates, the push-pull rod 33 drives the flap 3 to rotate around the rotating shaft 34, thereby realizing the precise adjustment of the angle of attack of the flap 3.

[0053] The tail fin propulsion assembly includes two tail fins 8 symmetrically mounted on the left and right sides of the stern, with a propeller 9 fixedly integrated at the end of each tail fin 8.

[0054] Thruster 9 is a waterproof, sealed electric propeller thruster, and its power cable is led out through a watertight connector.

[0055] The tail fin 8 is connected to the stern via its own connecting rod, lifting assembly 5, and fixed bracket 6, and its installation structure is completely consistent with that of the main fin assembly.

[0056] The connecting rods used in the tail wing 8, the linear slide rails in the lifting assembly 5, and the fixed brackets 6 are all standardized and interchangeable parts that are exactly the same as the corresponding parts used in the main wing assembly, which greatly facilitates production and subsequent maintenance.

[0057] The two thrusters 9 are independently controlled by the controller 16, which can generate differential thrust to assist the ship in steering and attitude adjustment. The speed of the thrusters 9 can be steplessly adjusted through the speed regulating device.

[0058] Battery pack 15 uses high-energy-density lithium iron phosphate batteries, which are sealed and installed in a waterproof battery box inside the hull 1.

[0059] The battery pack 15 supplies power to the servo mechanism 31, the lifting adjustment device 53, the thruster 9 and the controller 16 via waterproof cables, and is equipped with a battery management system to monitor battery power, temperature and charging / discharging status.

[0060] like Figure 5 As shown, the intelligent active control system includes sensor components, controller 16, and execution module.

[0061] The attitude sensor 11 is an inertial measurement unit installed near the center of gravity of the hull 1 to measure the hull's roll angle, pitch angle, bow angle, and acceleration in the three axes in real time.

[0062] Speed ​​sensor 12 is used to obtain the ship's speed relative to the ground or its speed relative to the water.

[0063] The ultrasonic sensor 10 is installed at the front and rear of the hull to measure the height of the hull above the water surface in real time, thereby determining the distance between the hull and the hydrofoil relative to the water surface.

[0064] The controller 16 uses an embedded microprocessor with an integrated control algorithm program. It receives operation commands from the steering wheel 13 and accelerator 14 via the transmission line 17, and also receives various data collected by the sensor components.

[0065] The output of controller 16 is electrically connected to the servo mechanism 31, the speed control device of the thruster 9, and the lifting adjustment device 53 in the lifting assembly 5. The lifting adjustment device 53 is electrically connected to controller 16 via the main wing transmission line 54 to receive control commands. Figure 2As shown in section AA, the lifting adjustment device 53 contains an internal actuator 55, an actuator rod 56, a connecting mechanism 57, and a rolling bearing 58. The lifting adjustment device 53 has a built-in lifting controller 51, which drives the internal actuator 55 to move after receiving instructions from the controller 16.

[0066] The control method of the intelligent active control system is as follows.

[0067] In terms of data acquisition, the sensor components collect information such as ship attitude, speed and height above the water surface in real time at a sampling frequency of not less than 50Hz, and transmit it to the controller 16. The controller 16 performs filtering, noise reduction and fusion calculation on the raw data to obtain the current motion state characteristics of the ship.

[0068] In terms of operating condition identification, the controller 16 uses a finite state machine model to identify and dynamically switch the ship's navigation conditions in real time, such as... Figure 9 As shown, the state machine includes six main states: parking and standby state, drainage navigation state, takeoff transition state, hydrofoil navigation state, landing transition state, and shallow water obstacle avoidance state.

[0069] After the system is powered on, it enters the parking standby state by default, with the hydrofoils fully retracted; when the speed is greater than 1 knot for 5 consecutive seconds and the throttle opening is not zero, it switches to the displacement navigation state.

[0070] In the displacement navigation state, if the ultrasonic sensor 10 detects that the distance from the bottom is less than the safety threshold, it will immediately switch to the shallow water obstacle avoidance state with the highest priority; if the speed is greater than 6 knots for 3 consecutive seconds and the throttle opening is increasing, it will switch to the takeoff transition state.

[0071] During takeoff transition, if the speed is greater than 12 knots for 5 consecutive seconds and the hydrofoil extension reaches more than 50% of its travel, the aircraft will switch to hydrofoil flight mode; if the speed drops to below 8 knots or the throttle opening decreases, the aircraft will switch to landing transition mode.

[0072] In hydrofoil mode, if the speed is less than 10 knots for 3 consecutive seconds or the throttle opening is significantly reduced, it will switch to landing transition mode; if a shallow water marker is detected, it will switch to shallow water obstacle avoidance mode.

[0073] During the landing transition, when the speed is below 6 knots and the hydrofoil extension is less than 20%, the ship switches to displacement navigation mode.

[0074] In shallow water obstacle avoidance mode, once the distance from the bottom recovers to above the safe threshold and remains above it for 10 seconds, the ship will switch to drainage navigation mode or berthing standby mode according to the current speed.

[0075] In terms of lift control, the lift adjustment device 53 dynamically determines the target lift position of the hydrofoil according to the instructions of the controller 16: in the parking standby state and shallow water obstacle avoidance state, the hydrofoil is fixedly retracted to 0% of the travel; in the discharge navigation state, the target position is linearly interpolated with the speed to no more than 20% of the travel; in the takeoff transition state, the target position is linearly increased with the speed to 80% of the travel; in the hydrofoil navigation state, it is fixed within the range of 80% to 100% of the travel; in the landing transition state, the target position is retracted by linear interpolation in the opposite direction of the speed.

[0076] like Figure 7 As shown, in terms of flap angle of attack control, during takeoff, the controller 16 increases the flap angle of attack 3 at a rate of 0.5° per second, with a target angle of attack of 10°, and monitors the rate of change of the hull pitch angle to coordinate the extension of the lifting assembly 5; after takeoff, the angle of attack is adjusted back to 3° to 5° required to maintain cruise.

[0077] During the descent phase, the controller 16 reduces the angle of attack of the flaps 3 at a rate of 1° per second. When the speed drops to 8 knots, the angle of attack is reduced to 0°, and if necessary, it is further reduced to a negative angle of attack to actively reduce lift. At the same time, the vertical acceleration of the hull is monitored. If the descent is too fast, the angle of attack is rapidly increased to 5° to 8° to provide buffer lift and prevent the bottom of the ship from hitting the water.

[0078] like Figure 8 As shown, in terms of roll suppression control, when the attitude sensor 11 detects that the absolute value of the roll angle exceeds 1°, the controller 16 starts roll suppression and outputs differential angle of attack adjustment to the left and right servo mechanisms 31 respectively, so that the left and right flaps 3 produce differential deflection to generate restoring torque. The single adjustment step is limited to ±2° and the adjustment cycle is 20ms.

[0079] In terms of thruster differential control, the controller 16 calculates the target speed difference based on the steering angle signal of the steering wheel 13 and independently controls the speed of the two thrusters 9 to achieve differential thrust-assisted steering. During takeoff and landing transitions, thruster differential control is temporarily disabled, and the two thrusters 9 operate synchronously to ensure symmetrical lift.

[0080] Regarding multi-actuator timing coordination, the controller 16 has a built-in timing coordinator. The takeoff process is executed in the order of liftoff control first, then the flap angle of attack gradual change program is initiated, and finally the thruster differential control is allowed to intervene. The landing process is executed in the order of first rapidly reducing the flap angle of attack, then performing liftoff retraction, and finally restricting the thruster differential control, so as to avoid command conflicts between actuators.

[0081] This embodiment uses a standardized fixed bracket 6 and anti-corrosion bolts 7 to fasten the connection assembly, as well as standardized components that are universal for the main wing and tail wing. This allows the system to be quickly installed and disassembled without any welding or structural modification to the hull 1, thus solving the problems of poor adaptability and long modification cycle of existing hydrofoil systems and achieving the technical effect of being ready to use immediately after installation.

[0082] Example 2

[0083] Based on Example 1, this embodiment further optimizes and adapts the structural parameters and performance of each component to meet the application requirements of large-tonnage ships (50 to 100 tons). The remaining structure, connection method and control logic are consistent with Example 1.

[0084] Regarding the main wing assembly, the main wing 2 uses the NACA 663-418 high-speed airfoil, with its size increased to 2 to 3 times that of the first embodiment. The material used is high-strength titanium alloy to improve lift and structural strength, and to meet the lift requirements of large-tonnage ships.

[0085] The size of flap 3 is enlarged synchronously, and a high-power servo motor is used as the drive component to ensure the stability and accuracy of the angle of attack adjustment of the large-size flap 3, while the angle of attack adjustment range remains from -10° to 15°.

[0086] Regarding the tail fin propulsion assembly, the thruster 9 uses a waterproof, sealed thruster with a power of 5kW to enhance auxiliary propulsion and meet the navigation requirements of large-tonnage vessels.

[0087] The connection between the tail fin 8 and the connecting rod 4 is achieved through a combination of welding and bolting, further enhancing the stability of the connection.

[0088] Regarding the lifting components, the lifting adjustment device 53 uses a hydraulic push rod instead of the electric actuator in Embodiment 1. The hydraulic push rod provides greater lifting driving force to meet the weight requirements of the large-size main wing 2.

[0089] The rolling bearing 58 is a heavy-duty bearing to improve load-bearing capacity, and the lifting controller 51 adopts an industrial-grade controller to meet the control requirements under complex working conditions.

[0090] In terms of power supply, the battery pack 15 uses a large-capacity battery with a capacity of 200Ah and adds a solar charging module. The solar charging module is electrically connected to the battery pack 15 and can supplement power through solar energy to extend the system's battery life.

[0091] The battery management system uses industrial-grade modules to improve the accuracy of battery parameter monitoring and protection performance.

[0092] In terms of intelligent active control systems, the controller 16 uses an industrial-grade programmable logic controller to meet the control requirements under complex sea conditions.

[0093] Based on Embodiment 1, a pressure sensor is added to the sensor assembly. The pressure sensor is electrically connected to the controller 16 and is used to collect the hydrodynamic pressure on the hydrofoil, further improving the accuracy of attitude adjustment.

[0094] The left and right servo mechanisms 31 are independently electrically connected to the controller 16, and are respectively connected to the flaps 3 on the corresponding side through their respective levers 32 and push-pull rods 33, so that the left and right flaps 3 can be differentially deflected, effectively suppressing the hull roll.

[0095] The control algorithm was optimized to a model predictive control algorithm, which further improved the dynamic response speed compared to the adaptive control algorithm in Implementation Example 1, and is more suitable for the control needs of large tonnage ships in complex sea conditions.

[0096] This embodiment uses a hydraulic push rod as the lifting adjustment device 53, which significantly improves the lifting driving force, thereby solving the problem of large-tonnage ships having large main wing weight and insufficient electric actuator driving force, and achieving the effect of reliably driving the lifting of large-size main wings.

[0097] It is understood that the linear slide rail is not limited to a straight ball slide rail, but can also be a dovetail groove guide rail or a roller guide rail, as long as it can enable the connecting rod 4 to slide smoothly along the guiding direction of the fixed bracket 6.

[0098] It is understood that the lifting adjustment device 53 is not limited to electric actuators or hydraulic push rods, but can also be a cylinder or electric lead screw push rod, which can be flexibly selected according to the actual ship tonnage and installation space.

[0099] Obviously, the thruster 9 is not limited to an electric propeller thruster, but can also be a water jet thruster or other waterproof and sealed propulsion device.

[0100] Obviously, the controller 16 is not limited to embedded microprocessors or industrial-grade programmable logic controllers. Any processor capable of performing finite state machine model operations and multi-actuator collaborative control is within the scope of protection of this invention.

[0101] It should be noted that, in this specification, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0102] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A modular automatic stabilizing and lifting hydrofoil system, characterized in that, The system includes a main wing assembly and a tail wing propulsion assembly. The main wing assembly includes a main wing (2) and a flap (3) rotatably connected to the trailing edge of the main wing (2) via a pivot (34). The tail wing propulsion assembly includes a tail wing (8) symmetrically located at the stern. The system also includes a lifting assembly (5), a fastening connection assembly, and an intelligent active control system. The fixed bracket (6) is fixedly connected to the hull (1) via fasteners. The fixed bracket (6) is equipped with a linear slide rail. Connecting rods (4) are connected to both ends of the main wing (2). The connecting rods (4) slide against the linear slide rail via sliding blocks (52). The lifting adjustment device (53) and... The connecting rod (4) is connected by transmission; the tail fin (8) is connected to the stern through the connecting rod (4), the lifting assembly (5) and the fixed bracket (6), and the tail fin (8) is integrated with a propeller (9); the intelligent active control system includes a sensor assembly, a controller (16) and an execution module. The sensor assembly collects the ship's navigation status information and transmits it to the controller (16). The controller (16) is electrically connected to the execution module. The execution module includes a lifting adjustment device (53) that is connected to the lifting assembly (5), a drive component that is connected to the flap (3), and a speed regulating device that is electrically connected to the propeller (9).

2. The modular automatic stabilizing and lifting hydrofoil system according to claim 1, characterized in that, The lifting assembly (5) further includes a lifting adjustment device (53) that is drivenly connected to the sliding block (52); the connecting rod (4) is fixedly connected to the sliding block (52); the lifting adjustment device (53) includes a lifting drive unit, an internal actuator (55) and an actuator rod (56), the lifting drive unit is drivenly connected to the internal actuator (55), the internal actuator (55) is drivenly connected to the actuator rod (56), and the actuator rod (56) is fixedly connected to the connecting rod (4) through a connecting mechanism (57); the connecting rod (4) is provided with rolling bearings (58) on both sides, and the rolling bearings (58) are in rolling cooperation with the track surface of the linear slide rail.

3. The modular automatic stabilizing and lifting hydrofoil system according to claim 2, characterized in that, The driving component is a servo mechanism (31), which is fixedly installed in the internal cavity of the main wing (2). The output end of the servo mechanism (31) is hinged to the rocker arm of the flap (3) through a lever (32) and a push-pull rod (33). One end of the lever (32) is fixedly connected to the output end of the servo mechanism (31), and the other end of the lever (32) is hinged to one end of the push-pull rod (33). The other end of the push-pull rod (33) is hinged to the rocker arm of the flap (3). The main wing (2) and the connecting rods (4) at both ends are detachably connected.

4. The modular automatic stabilizing and lifting hydrofoil system according to claim 1, characterized in that, The sensor assembly includes an attitude sensor (11), a velocity sensor (12), and an ultrasonic sensor (10). The attitude sensor (11) is installed near the center of gravity of the hull (1) and is used to measure the roll angle, pitch angle, bow angle, and acceleration in all directions of the hull. The ultrasonic sensor (10) is installed on the bottom of the hull and is used to detect the distance between the hull and the water surface. The controller (16) is electrically connected to the attitude sensor (11), the velocity sensor (12), the ultrasonic sensor (10), the lifting adjustment device (53), the drive unit, and the speed control device.

5. The modular automatic stabilizing and lifting hydrofoil system according to claim 1, characterized in that, The fixed bracket (6) is a standardized structure with multiple adjustment holes on its surface to accommodate different hull thicknesses; the fastener is a corrosion-resistant bolt (7), which passes through the adjustment holes and the hull (1) plate to fasten the fixed bracket (6) to the outside of the hull (1), and a washer (62) is provided at the bolt connection.

6. The modular automatic stabilizing and lifting hydrofoil system according to claim 5, characterized in that, The connecting rod (4), linear slide rail and fixed bracket (6) used in the tail wing (8) have the same structural dimensions and installation interface specifications as the connecting rod (4), linear slide rail and fixed bracket (6) used in the main wing assembly; the thruster (9) is a waterproof and sealed thruster, which is fixedly integrated into the end of the tail wing (8), and the two thrusters (9) are independently electrically connected to the controller (16).

7. The modular automatic stabilizing and lifting hydrofoil system according to claim 1, characterized in that, It also includes a battery pack (15), which is sealed in a waterproof battery box inside the hull (1) and electrically connected to the drive unit, lifting adjustment device (53), thruster (9) and controller (16) respectively via waterproof cables; the battery pack (15) is equipped with a battery management system, which is electrically connected to the controller (16).

8. The modular automatic stabilizing and lifting hydrofoil system according to claim 4, characterized in that, The controller (16) has a built-in finite state machine model, which includes a parking standby state, a drainage navigation state, a takeoff transition state, a hydrofoil navigation state, a landing transition state, and a shallow water obstacle avoidance state. The controller (16) switches between the above states according to the signals from the sensor components and outputs corresponding control commands to the lifting adjustment device (53), the drive unit, and the speed control device.

9. The modular automatic stabilizing and lifting hydrofoil system according to claim 8, characterized in that, It also includes a battery pack (15), which is sealed and installed in a waterproof battery box inside the hull (1) and electrically connected to the drive unit, lifting adjustment device (53), thruster (9) and controller (16) respectively via waterproof cables; the battery pack (15) is equipped with a battery management system, which is electrically connected to the controller (16); the sensor assembly also includes a pressure sensor, which is electrically connected to the controller (16); the left and right drive units are independently electrically connected to the controller (16), and the left and right drive units are respectively connected to the flaps (3) on the corresponding side through their respective transmission mechanisms.

10. The modular automatic stabilizing and lifting hydrofoil system according to claim 9, characterized in that, The lifting adjustment device (53) is a hydraulic push rod; the driving component is a servo motor; the controller (16) is an industrial-grade programmable logic controller; the battery pack (15) is also equipped with a solar charging module, which is electrically connected to the battery pack (15).

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