Marine vessel architecture with integrated kinetic adaptive modules for regenerative propulsion and scalable in-service reconfiguration

Abstract

A modular marine vessel architecture comprises integrated structural units ("Kinetic Adaptive Modules" or K.A.M.s). Each K.A.M. includes: a submerged capsule 100 housing an annular blade assembly oper

Description

This invention relates to a modular marine vessel system composed of reconfigurable structural platforms referred to as Kinetic Adaptive Modules. More particularly, it concerns systems and methods for scalable, reconfigurable marine platforms employing modular operation with propulsion and energy regeneration systems. The invention introduces integrated kinetic adaptive modules enabling scalable and reconfigurable marine vessel architecture, energy-efficient propulsion, and modular interconnection with wave-isolated platforms. Conventional marine vessels typically rely on fixed hull structures with centralized propulsion systems and limited potential for modularity, scalability, and operational reconfiguration. Known modular hull concepts are often optimized for transport or static assembly in drydocking. However, these systems do not support dynamic or post-deployment configuration changes. Furthermore, traditional propulsion mechanisms are power-intensive and generally lack the capacity for hydrodynamic energy regeneration. There exists a need for a marine vessel system that overcomes these limitations by integrating hydrodynamic regenerative propulsion, wave-motion isolation, and operational reconfiguration capabilities beyond initial construction. To address the identified limitations in conventional marine vessel design, the present invention introduces the Kinetic Adaptive Module approach. Each kinetic adaptive module consists of three core components: (1) a submerged capsule housing hydrodynamic blade assemblies operable in both propulsion and regeneration modes, and providing inherent buoyancy; (2) an inclined structural strut incorporating passive water intake vents and internal service conduits; and (3) a suspended top platform supporting rotary alignment, wave-motion damping, and modular interconnection. K.A.M. units may be assembled into scalable marine vessels that support reconfiguration across lifecycle stages via countless module additions and exclusions, performed in port or at sea. The passive intake mechanism reduces propulsion load and enables hydrodynamic energy regeneration under forward motion or tidal flow. Rear brake shutters within the capsule enable rapid deceleration through controlled hydrodynamic drag, while rotary interfaces provide heading alignment and support coordinated thrust vectoring across the vessel array. The invention thus supports modular marine platforms suitable for zero-emission operation, with extended adaptability and in-service architectural flexibility. The invention will now be described solely by way of example and with reference to the accompanying drawings illustrating exemplary embodiments of the invention, in which: Figure 1 shows a side view of a Kinetic Adaptive Module (K.A.M.), depicting the main structural components, including the submerged capsule (100), the inclined strut (200), and the top platform (300). Figure 2 shows a rear view of the K.A.M. unit, highlighting the brake shutters (110) in their closed braking configuration. Figure 3 shows an exploded view of the K.A.M. unit, revealing its modular components: the submerged capsule (100), strut (200), the rotary mechanism at the strut-to-platform interface (201), and the top platform (300). Figure 4 shows an exploded sectional side view of the K.A.M. unit, detailing various internal structures and functional components. These include the safety watertight hatch (101), outer sealed ballast ring structure (102), ballast tanks (103), inner sealed motor housing structure (104), hydrodynamic blade assembly (105), brake shutters (110), vertical damping interface (202), sealed vertical service shaft (203), hydrodynamic intake vent (204), and ballast breather valves (205). Figure 5 shows a top-down sectional view of four interconnected K.A.M. units, illustrating internal sliding structural beams within the top platform (301) and the rotary interface embedded in the top platform (302) enabling relative motion between modules. Figure 6 presents a schematic diagram illustrating the rotational functionality of the strut-capsule subassembly relative to the top platform, in two distinct turning positions. The invention enables the creation of scalable, reconfigurable marine vessels composed of multiple Kinetic Adaptive Module (K.A.M.) units that may be added, removed, or replaced throughout the vessel's operational lifecycle. Each K.A.M. is an autonomous, interoperable platform unit that integrates buoyancy, propulsion drive systems, structural connectivity, and energy regeneration capabilities. The three primary structural and functional components, namely, the submerged capsule, the inclined structural strut, and the top platform, have the following functional synergy in relation to the unified K.A.M. system. The submerged capsule (100) is the lower component of the K.A.M. and remains underwater during vessel operation. It comprises an inner sealed motor housing (104) and an outer sealed ballast ring (102). Between these, an annular channel houses a hydrodynamic blade assembly (105) operable in both propulsion and energy regeneration modes. The annular housing is shaped with streamlined internal geometry to minimize turbulence and optimize laminar flow across the blades. The capsule also includes one or more brake shutters (110) located at the rear section, configured to generate hydrodynamic drag by at least partially or fully obstructing the water flow path in emergency deceleration scenarios. The blades (105) may be split into front and rear assemblies with independently controllable pitch, each operatively connected to drive units that may alternate between propulsion and energy regeneration functionality. The control of such blades may be performed via predefined actuation profiles or user-set control parameters. The capsule also contains a sealed watertight hatch (101) providing access for maintenance, accessible from the top platform, via a vertical service shaft (203) with emergency egress. The inclined structural strut (200) connects the submerged capsule to the top platform (300) that suspends above the waterline. It comprises a rigid frame with embedded service conduits and an integrated intake vent (204) situated along its upper section. During vessel motion, water climbs along the inclined strut surface due to forward-motion-induced boundary layer flow. This water is passively captured by the intake vent, which redirects the flow downward through internal conduits (not separately numbered) to strike the annular blade assembly (105) within the capsule. This mechanism reduces start-up torque and lowers continuous propulsion power demand. The conduits are configured to deliver the captured flow at an angle suitable to assist torque generation. The strut also includes pathways for electrical wiring, sensor channels, and ballast breather lines (205), and is connected rigidly to the capsule below while allowing dynamic articulation at the platform interface. The top platform (300) serves as the structural and functional interface for interconnecting multiple K.A.M. units, and forming a stable horizontally flat array of platforms, enabling the installation of numerous vessel utility architecture on top via standardized mounting points. The platform includes rotary interface components (302) between its upper and lower skin structure that allow each K.A.M. to adjust its heading independently, enabling steering and thrust vectoring across the vessel array. It also incorporates a damped suspension interface (202) at the junction with the strut, configured to absorb vertical wave-induced motion and subsurface tidal disturbances exerted along the submerged capsules. The damping mechanism may comprise spring-damper systems or other compliant support assemblies. The top platform contains internal sliding structural beams (301) and standardized interconnection hardware, allowing for side-by-side and longitudinal mechanical coupling with other modules. Electrical and control interconnects are marine-grade, hot-swappable, and designed for high-reliability data and power exchange between modules. Multiple K.A.M.s may be assembled into scalable marine vessels of varying configurations, enabling rigid hull formation, vessel extension, or reconfiguration without drydocking. Modules can be rearranged or replaced in-port or at sea, supported by active ballast and positioning systems. The propulsion and regeneration modes of the blade assemblies may be controlled dynamically based on environmental inputs such as wave height, vessel velocity, and tidal conditions. The invention thus provides an integrated marine system architecture that enhances energy efficiency, vessel configurability, and operational adaptability, supporting the development of scalable, zero-emission marine craft with extended and varying service lifecycles. The invention is applicable to the design, construction, retrofitting, and operation of marine vessels across commercial, governmental, industrial, and research sectors. The modular architecture provided by Kinetic Adaptive Modules (K.A.M.s) enables scalable vessel configurations, in-service module replacement, and mission-specific reconfiguration without the need for drydock intervention. The invention supports energy-efficient propulsion and onboard hydrodynamic energy regeneration, enabling applicability in zero-emission and sustainability-focused marine operations. Use cases include, but are not limited to, coastal and offshore transport, autonomous modular fleets, naval and patrol craft, oceanographic research vessels, offshore maintenance platforms, and emergency or humanitarian response units. Compatibility with both port-side and open-water reconfiguration procedures further enhances operational uptime and industrial integration. The invention is suitable for implementation in existing fleet modernization as well as the development of new-build marine platforms aligned with future regulatory and environmental performance standards. CLAIMS 1. A modular marine architecture unit, referred to as a Kinetic Adaptive Module (K.A.M.), comprising: a submerged capsule comprising an inner sealed motor housing and an outer sealed ballast ring, with an annular channel between them housing a hydrodynamic blade assembly operable in propulsion and regeneration modes; an inclined structural strut extending from the capsule to a top platform, the strut comprising internal conduits and at least one intake vent; and a rotatable top platform coupled to the strut and configured for mechanical and electrical interconnection with adjacent K.A.M. units to form modular vessel arrays. 2. The K.A.M. of claim 1, wherein the capsule comprises front and rear blade assemblies, each operatively connected to a respective drive unit configured for propulsion and / or energy regeneration. 3. The K.A.M. of claim 1, wherein the hydrodynamic blade assembly is enclosed within an annular housing having a streamlined internal geometry configured to reduce turbulence and promote laminar redirection of incoming water flow across the blade surfaces. 4. The K.A.M. of claim 1, wherein the blade assembly comprises independently controllable variable-pitch blades configured to adaptively optimize hydrodynamic response for propulsion or energy regeneration modes under varying flow conditions. 5. The K.A.M. of claim 2, wherein the front and rear blade assemblies operate under separate control profiles to match propulsion efficiency with drag recovery. 6. The K.A.M. of claim 1, wherein the submerged capsule comprises one or more rear brake shutters configured, in an emergency state, to at least partially obstruct the annular water flow path, thereby generating increased hydrodynamic resistance for rapid deceleration of the module. 7. The K.A.M. of claim 1, wherein the blade assembly is configured to support alternating, selective, or simultaneous propulsion and regeneration modes through separated blade zones or independently operable drive units. 8. The K.A.M. of claim 7, wherein regeneration occurs through lateral tidal flow across the submerged capsule or via vertical or cyclical water oscillations entering through the vent. 9. The K.A.M. of claim 1, wherein the capsule includes a vertical service shaft passing through the strut to provide internal maintenance access to the motor compartment. 10. The K.A.M. of claim 1, wherein the strut comprises one or more internal conduits configured to direct water, captured from the intake vent, downward under gravitational influence toward the hydrodynamic blade assembly to augment blade torque and enhance start-up response. 11. The K.A.M. of claim 1, wherein the internal conduits are angled to deliver redirected intake water onto the hydrodynamic blade assembly at a suitable incidence angle, thereby reducing startup torque and minimizing continuous power demand. 12. The K.A.M. of claim 1, wherein the intake vent is positioned along an upper section of the inclined strut such that, during vessel motion, water climbing the strut surface due to forward-motion-induced boundary layer flow enters the vent above the waterline, enabling redirection of said water into the propulsion or regeneration system. 13. The K.A.M. of claim 1, wherein the top platform is coupled to the inclined strut via a damped suspension interface configured to decouple wave and tidal induced vertical motion from the subassembly and maintain platform stability across connected modules. 14. The K.A.M. of claim 1, wherein the top platform includes rotary interface components and vibration dampers configured to maintain heading orientation and suppress dynamic loads. 15. The K.A.M. of claim 1, wherein each top platform further comprises modular electrical and data connectors configured for rapid coupling and decoupling of marine-grade power and control systems between modules. 16. A method of assembling a modular marine vessel, comprising: positioning a plurality of K.A.M. units in proximity; aligning their top platform connectors; and establishing mechanical and electrical interlocks to form a structurally continuous and functionally integrated vessel. 17. The method of claim 16, wherein the reconfiguration of the marine vessel is conducted under acceptable sea state conditions using integrated ballast or positioning control. 18. A marine vessel comprising a plurality of K.A.M. units as claimed in any preceding claim, structurally interconnected at their top platforms to form a continuous vessel array configured for coordinated propulsion, regeneration, and directional control, with distributed power management across connected modules. 19. The marine vessel of claim 18, wherein each K.A.M. is independently operable with respect to propulsion vectoring, heading orientation, and thrust output. 20. The marine vessel of claim 18, wherein reconfiguration by addition or removal of K.A.M. units is enabled in-port, at sea, or in drydock, through the use of standardized top-platform interfaces and active ballast and positioning systems, thereby enabling modular vessel adaptation without structural reconstruction. 21. A marine vessel comprising a hull with at least one intake vent, wherein the intake vent is configured to direct captured boundary-layer water into internal channels angled to strike a rotary propeller at a hydrodynamically efficient incidence angle, thereby reducing start-up power requirement and improving propulsion efficiency during sustained operation. 22. A marine vessel comprising a hull with at least one intake vent positioned such that, during vessel forward motion, water is passively collected and stored or redirected through an internal conduit to strike a rotary assembly operable in propulsion or regeneration mode.

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