Watercraft having a lift assembly

Abstract

A watercraft includes a handlebar assembly selectively pivotable about a pivot axis which extends transversely across the handlebar assembly. The handlebar assembly being pivotable between at least a first position and a second position. A lift assembly of the watercraft includes a movable surface operably connected to the handlebar assembly. The watercraft includes a control unit communicatively connected to the handlebar assembly and the lift assembly and configured to: receive a signal indicative of the position of the handlebar assembly. In response to the signal indicating that the handlebar assembly is in the first position, the control unit causes the movable surface of the lift assembly to pivot in a first direction. In response to the signal indicating that the handlebar assembly is in the second position, the control unit causes the movable surface of the lift assembly to pivot in a second direction.

Description

WATERCRAFT HAVING A LIFT ASSEMBLYCROSS-REFERENCE

[0001] The present application claims priority to U.S. Provisional Patent Application No. 63 / 626,649, filed on January 30, 2024, the entirety of which is incorporated herein by reference.FIELD OF TECHNOLOGY

[0002] The present technology relates to watercraft with a lift assembly.BACKGROUND

[0003] Watercrafts are sometimes equipped with a hydrofoil to provide lift thereto, notably raising a running surface of the watercraft from the water to reduce drag and to provide a smooth ride. In addition to a hydrofoil, such watercraft can also be equipped with a propulsion unit which provides thrust to the watercraft.

[0004] In smaller watercrafts, such as an electric hydrofoil board (sometimes referred to as an eFoil), a rider controls the thrust via a handheld controller and the attitude by shifting their weight with respect to the board. In some cases, the eFoil includes movable surfaces, such as rudders, flaps, ailerons, and elevons, for enhancing attitude control. In these cases, the movable surfaces are automatically adjusted using a control unit to maintain stability of the eFoil.

[0005] In larger watercrafts, the rider shifting their weight can be insufficient in controlling attitude. Instead, a rider can control the orientation of the hydrofoils, and thus the pitch of the watercraft, by twisting a handgrip of the watercraft, for example. However, this method is not intuitive for the rider.

[0006] In view of the foregoing, there is a need for a watercraft with a lift assembly that addresses at least some of these drawbacks.SUMMARY

[0007] It is an object of the present technology to ameliorate at least some of the inconveniences present in the prior art.

[0008] According to an aspect of the present technology, a watercraft is provided. The watercraft includes a hull; a deck supported by the hull; a seat supported by the deck; a handlebar assembly pivotally connected to the deck, a position of the handlebar assembly being selectively pivotable about a pivot axis between at least a first position and a second position, the pivot axis extending transversely across the handlebar assembly; at least one mast assembly connected to and extending away from the hull; a propulsion assembly having: a propulsion unit frame connected to a distal end of the at least one mast assembly; and a propulsion unit for providing thrust to the watercraft, the propulsion unit being connected to the propulsion unit frame; and a lift assembly including at least one movable surface pivotally connected to the at least one mast assembly and operably connected to the handlebar assembly; and a control unit communicatively connected to the handlebar assembly and the lift assembly, the control unit being configured to: receive a signal indicative of the position of the handlebar assembly, in response to the signal indicating that the handlebar assembly is in the first position, causing the at least one movable surface of the lift assembly to pivot in a first direction, and in response to the signal indicating that the handlebar assembly is in the second position, causing the at least one movable surface of the lift assembly to pivot in a second direction.

[0009] In some embodiments, the lift assembly includes at least one hydrofoil pivotally connected to the propulsion unit frame, the at least one hydrofoil including the at least one movable surface.

[0010] In some embodiments, the at least one hydrofoil includes a front hydrofoil movably connected to the propulsion unit frame; and the lift assembly further comprises a rear hydrofoil connected to the propulsion unit frame, the rear hydrofoil being disposed rearward of the front hydrofoil.

[0011] In some embodiments, the rear hydrofoil includes a fixed wing connected to the propulsion unit frame.

[0012] In some embodiments, the front hydrofoil includes two elevons pivotally connected to the propulsion unit frame; the at least one movable surface including two movable surfaces, each movable surface being formed by one of the two elevons; and the two elevons are operably connected to the handlebar assembly such that, in response to pivoting the handlebar assembly, the two elevons are caused to pivot.

[0013] In some embodiments, the two elevons are configured to pivot between: a first position when the handlebar assembly is in the first position; and a second position when the handlebar assembly is in the second position.

[0014] In some embodiments, the lift assembly further includes at least one actuator operably connected to the two elevons.

[0015] In some embodiments, the watercraft further includes at least one sensor communicatively connected to the control unit, the at least one sensor being configured to detect a distance between the hull and a water surface.

[0016] In some embodiments, the at least one sensor is at least one of: a pressure sensor, an optical sensor, sonar, and an ultrasonic sensor.

[0017] In some embodiments, the control unit is configured to selectively operate in: an automated mode, in which the control unit receives at least one indication from the at least one sensor to control the lift assembly; and a manual mode, in which the control unit receives the at least one indication from the at least one sensor and the signal indicative of the position of the handlebar assembly from the handlebar assembly to control the lift assembly based at least in part on the position of the handlebar assembly.

[0018] In some embodiments, the watercraft further includes a locking mechanism operably connected to the handlebar assembly for locking the position of the handlebar assembly.

[0019] In some embodiments, the handlebar assembly includes a handlebar; and the pivot axis is positioned downward and forward from the handlebar.

[0020] In some embodiments, the handlebar assembly defines a steering axis; the handlebar pivots about the steering axis; and the handlebar assembly and the steering axis selectively pivot about the pivot axis.

[0021] In some embodiments, the propulsion unit includes a pump jet propulsion system including an impeller.

[0022] In some embodiments, the watercraft further includes a platform supported by the deck; a frame connected to the platform, the frame defining a guide; and the handlebar assembly includes a pin slidably received in the guide to facilitate pivoting of the handlebar assembly about the pivot axis between the first position and the second position.

[0023] In some embodiments, the handlebar assembly includes a biasing mechanism biasing the handlebar assembly towards the first position.

[0024] In some embodiments, when the handlebar assembly is in the second position, the lift assembly increases pitch of the watercraft; and when the handlebar assembly is in the first position, the lift assembly reduces pitch of the watercraft.

[0025] In some embodiments, the control unit includes a PID controller.

[0026] In some embodiments, the at least one movable surface is pivotally connected to the propulsion unit frame.

[0027] In some embodiments, the seat is a straddle seat.

[0028] According to another aspect of the present technology, a lift assembly of a watercraft is provided. The lift assembly includes at least one movable surface configured to pivotally connect to at least one mast assembly of the watercraft and operably connect to a handlebar assembly of the watercraft, the at least one movable surface being selectively pivotable between at least: a first direction, in response to the handlebar assembly being positioned in a first position relative to a pivot axis; and a second direction, in response to the handlebar assembly being positioned in a second position about the pivot axis; and the pivot axis extends transversely across the handlebar assembly.

[0029] According to another aspect of the present technology, a method of controlling a height of a watercraft is provided. The method is executed by a control unit of the watercraft. The method includes receiving a signal indicative of a position of a handlebar assembly of the watercraft; and controlling a lift assembly of the watercraft to control the height of the watercraft corresponding to the position of the handlebar assembly about a pivot axis extending transversely across the handlebar assembly, the liftassembly including at least one movable surface pivotally connected to at least one mast assembly of the watercraft.

[0030] In some embodiments, controlling the lift assembly includes at least one of: moving the at least one movable surface in a first direction, corresponding to a first position of the handlebar assembly; and moving the at least one movable surface in a second direction, corresponding to a second position of the handlebar assembly.

[0031] In some embodiments, the method further includes receiving a signal from at least one sensor disposed on the watercraft, the signal indicative of a distance between a hull of the watercraft and a water surface; and controlling the lift assembly is further determined, in part, by the signal from the at least one sensor.

[0032] In some embodiments, controlling the height of the watercraft includes controlling a pitch of the watercraft.

[0033] Embodiments of the present technology each have at least one of the above-mentioned objects and / or aspects, but do not necessarily have all of them. It should be understood that some aspects of the present technology that have resulted from attempting to attain the above-mentioned objects may not satisfy these objects and / or may satisfy other objects not specifically recited herein.

[0034] Explanations and / or definitions of terms provided in the present application take precedence over explanations and / or definitions of these terms that may be found in any documents incorporated herein by reference.

[0035] Additional and / or alternative features, aspects and advantages of embodiments of the present technology will become apparent from the following description, the accompanying drawings and the appended claims.BRIEF DESCRIPTION OF THE DRAWINGS

[0036] For a better understanding of the present technology, as well as other aspects and further features thereof, reference is made to the following description which is to be used in conjunction with the accompanying drawings, where:

[0037] Figure 1 is a top, rear, right side perspective view of a watercraft according to non-limiting embodiments of the present technology;

[0038] Figure 2 is a left side elevation view of the watercraft of Figure 1 ;

[0039] Figure 3 is a top plan view of the watercraft of Figure 1 ;

[0040] Figure 4 is a bottom plan view of the watercraft of Figure 1 ;

[0041] Figure 5 is a cross-sectional view of portions of the watercraft of Figure 1, taken along line 5-5 of Figure 4;

[0042] Figure 6 is a top, rear, right side perspective view of a lift-propulsion system of the watercraft of Figure 1;

[0043] Figure 7 is a top, front, left side perspective view of the lift-propulsion system of Figure 6;

[0044] Figure 8 is a left side elevation view of the lift-propulsion system of Figure 6;

[0045] Figure 9 is a cross-sectional view of the lift-propulsion system of Figure 6;

[0046] Figure 10 is a left side elevation view of portions of the watercraft of Figure 1 with a handlebar assembly in a first position;

[0047] Figure 11 is a left side elevation view of the watercraft of Figure 1 with the handlebar assembly in the first position;

[0048] Figure 12 is a left side elevation view of portions of the watercraft of Figure 1 with the handlebar assembly in a second position;

[0049] Figure 13 is a left side elevation view of the watercraft of Figure 1 with the handlebar assembly in the second position;

[0050] Figure 14 is an exploded view taken from a front, left side perspective view of portions of the watercraft of Figure 1;

[0051] Figure 15 schematically illustrates signals received by a control unit in an automated mode of the watercraft of Figure 1;

[0052] Figure 16 schematically illustrates signals received by the control unit in a manual mode of the watercraft of Figure 1; and

[0053] Figure 17 is a flow diagram depicting a method for controlling pitch of the watercraft of Figure 1.

[0054] It should be noted that the Figures may not be drawn to scale.DETAILED DESCRIPTION

[0055] A watercraft 10 in accordance with an embodiment of the present technology is illustrated in Figures 1 to 4. As can be seen, in this embodiment, the watercraft 10 is a personal watercraft (PWC), with a mast assembly 105, a propulsion assembly 161, and a lift assembly 163, connected to and suspended therebeneath for riding by an operator. However, the watercraft 10 may be any other suitable type of watercraft in other embodiments (e.g., a wakeboard, a surfboard etc.).

[0056] The watercraft 10 has a buoyant body 12 formed from a deck 14 and a hull 16 disposed on the deck 14. The buoyant body 12 has a front end 22 and a rear end 24 defining a length of the buoyant body 12 therebetween. As shown in Figure 3, a longitudinal center axis 25 of the watercraft 10 extends longitudinally between the front end 22 and the rear end 24 and bisects a width of the buoyant body 12. The axis 25 defines a longitudinal direction 27 for the watercraft 10. The hull 16 and the deck 14 are joined together at a seam 15 that joins the parts in a sealing relationship. It is to be understood that the shape and arrangement of the buoyant body 12 may vary in different embodiments.

[0057] The deck 14 has a centrally positioned straddle-type seat 28 positioned on top of a pedestal 30 to accommodate multiple riders in a straddling position. The seat 28 includes a front seat portion 32 and a rear, raised seat portion 34. The seat 28 is preferably made as a cushioned or padded unit, or as interfitting units. The front and rear seat portions 32, 34 are removably attached to the pedestal 30. It is appreciated that, in alternative embodiments, the seat 28 may be configured for a single rider. It is understood that the shape and arrangement of the seat 28 may vary in different embodiments.

[0058] With additional reference to Figures 10 and 12, the watercraft 10 has a handlebar assembly 50 including a handlebar 55 disposed generally forward from the seat 28. The handlebar 55 is configured and arranged to permit a driver sitting on the seat 28 during operation of the watercraft 10 to steer the watercraft 10. A steering axis 58 extends along a length of the handlebar assembly 50, generally in a vertical-longitudinal direction of the watercraft 10. As will be seen below, the particular angle of the steering axis 58 relative to the longitudinal direction 27 varies based on pivoting of the handlebar assembly 50. It is contemplated that, in alternative embodiments, the steering axis 58 may extend solely in the vertical or longitudinal direction of the watercraft 10. The handlebar 55 pivots about the steering axis 58 to steer the watercraft 10, described in more detail below. The handlebar 55 includes a throttle lever 56 on a right side thereof to permit control of the speed of the watercraft 10, via control of a propulsion unit 64 (described further below).

[0059] A mounting frame 53 is connected to the pedestal 30 of the watercraft 10. The handlebar assembly 50 is pivotally connected to the mounting frame 53. Specifically, the handlebar assembly 50 includes a projection 51, more specifically in the illustrated embodiment a pin 51, and the mounting frame 53 defines a guide 54 which slidably receives the pin 51 of the handlebar assembly 50. The pin 51 slides within the guide 54 to facilitate and guide pivoting of the handlebar assembly 50. The handlebar assembly 50 pivots about a pivot axis 57, positioned downward and forward of the handlebar 55. The pivot axis 57 extends transversely across the handlebar assembly 50. The handlebar assembly 50, including the handlebar 55 and the steering axis 58, pivots about the pivot axis 57 to control a height of the watercraft 10. In the present embodiment, the height of the watercraft 10 is controlled by controlling a pitch of the watercraft 10, described in more detail below.

[0060] With additional reference to Figures 6, 11, 13, and 14, the watercraft 10 includes a propulsion assembly 161 and a lift assembly 163, together providing lift and propulsion to the watercraft 10. In this embodiment, the propulsion assembly 161 and the lift assembly 163 are connected to a mast assembly 105. The propulsion assembly 161 and the lift assembly 163 can be selectively retracted or deployed at will to accommodate a desired operating mode of the operator of the watercraft 10, based on retraction and extension of the mast assembly 105. For details relating to some embodiments of retractable liftpropulsion systems, see for instance International Application Publication W02022 / 091035, published May 5, 2022, the entirety of which is incorporated herein by reference.

[0061] The mast assembly 105 connects the propulsion assembly 161 and the lift assembly 163 to the buoyant body 12 via an actuation assembly frame 108; see Figure 5. The actuation assembly frame 108 is disposed inside the buoyant body 12 and is connected to the hull 16. The mast assembly 105 includes a mast 132 pivotally connected to the actuation assembly frame 108 at a proximate end of the mast 132, with the mast 132 extending generally downward from the hull 16 when the propulsion assembly 161 and the lift assembly 163 is in the deployed position. A mast link 136 is also pivotally connected to the actuation assembly frame 108 at a proximate end of the mast link 136, rearward of the mast 132. The mast link 132 extends generally downward from the hull 16 when the propulsion assembly 161 and the lift assembly 163 is in the deployed position.

[0062] With reference to Figures 7 to 9, the propulsion assembly 161 includes a propulsion unit 64 and a propulsion unit frame 165 for supporting components of the propulsion assembly 161 and the lift assembly 163. The propulsion unit frame 165 is connected to the distal end of the mast assembly 105. The distal ends of the mast 132 and mast link 136 are pivotally connected to the propulsion unit frame 165. Portions of the propulsion unit frame 165 are generally tubular and extend in the longitudinal direction 27 of the watercraft 10 (i.e., generally parallel to the center axis 25). The propulsion unit 64 includes a pump jet propulsion system 64 having a rotor 70 rotatable about a rotating axis. In this embodiment, the rotor 70 is an impeller 70 having blades that, when rotated about the rotating axis, transform rotational power into linear thrust by acting upon water. The impeller 70 is surrounded by a duct 74. It is contemplated that the impeller 70 could be another type of rotor in other embodiments.

[0063] The propulsion assembly 161 has an electric motor 76 for driving the impeller 70 of the propulsion unit 64. As can be seen, in this embodiment, the electric motor 76 is connected to the propulsion unit frame 165. More specifically, the electric motor 76 is enclosed within the propulsion unit frame 165. In this embodiment, the electric motor 76 is a 6kW motor, but other types of electric motors, such as a 12 kW and a 20kW motor, are contemplated.

[0064] The lift assembly 163 includes a front hydrofoil 170 and a rear hydrofoil 180 connected to the propulsion unit frame 165 of the propulsion assembly 161. With specific reference to Figures 9, 11, 13 and 14, the front hydrofoil 170 includes, and is formed by, two (a left and a right) elevons 175 pivotallyconnected to the propulsion unit frame 165. The elevons 175 are selectively movable relative to the propulsion unit frame 165 to assist in controlling the pitch and roll of the watercraft 10.

[0065] By the present technology, the front hydrofoils 170 are operably connected to the handlebar assembly 50, thereby allowing the rider to control pitch of the watercraft 10 via pivoting of the handlebar assembly 50 about the pivot axis 57. In this embodiment, the handlebar assembly 50 is operatively and communicatively connected to the elevons 175 to permit control by wire of the elevons 175.

[0066] In this embodiment, an electrical actuator, such as an elevon motor 178 (Figure 14), operates the elevons 175 in response to movement of the handlebar assembly 50 about the pivot axis 57. As the handlebar assembly 50 pivots forwards or rearwards, a signal is sent to the elevon motor 178 to pivot the elevons 175. The elevon motor 178 is disposed in the propulsion unit frame 165 and is operatively connected to the elevons 175 for selectively moving and positioning the front hydrofoil 170. It is contemplated that, in alternative embodiments, the handlebar assembly 50 may wirelessly communicate with the elevons 175. It is further contemplated that, in alternative embodiments, the handlebar assembly 50 may be mechanically connected with the elevons 175 via, for example, a push-pull cable.

[0067] A control unit 190 (described additionally below) is operatively connected to the handlebar assembly 50 and the elevon motor 178 to selectively actuate the elevons 175 in response to the position of the handlebar assembly 50.

[0068] In this embodiment, the handlebar assembly 50 is configured to pivot between at least a first position, also referred to herein as a pitch down position (Figures 10 and 11), and a second position, also referred to herein as a pitch up position (Figures 12 and 13). In response to movement of the handlebar assembly 50, the elevons 175 are pivoted relative to a neutral position. In this embodiment, the neutral position (also referred to as “angle of incidence”) is +3° above a longitudinal axis 179 of the propulsion unit frame 165. Each elevon 175 has a symmetric cross-section, such that it will generate no lift at a 0° angle of incidence. Accordingly, in the neutral position the elevons 175 are providing 3° of lift.

[0069] As depicted in Figures 10 and 11, the rider pivots the handlebar assembly 50 forwards (or counter-clockwise when viewed from the left side) to move the handlebar assembly 50 into the pitch down position. Specifically, the rider moves the handlebars 55 upwards and forwards (denoted by arrow171), such that the pin 51 of the handlebar assembly 50 slides along the guide 54 of the mounting frame 53, to pivot the handlebar assembly 50 about the pivot axis 57 into the pitch down position. In turn, this signals, via the control unit 190, the elevon motor 178 to pivot the elevons 175 into a pitch down direction. The elevons 175 are pivoted such that a rear edge 177 of the elevons 175 is angled above the neutral position, thereby causing the watercraft 10 to pitch downwards.

[0070] As depicted in Figures 12 and 13, the rider similarly pivots the handlebar assembly 50 rearwards to move the handlebar assembly 50 into the pitch up position. Specifically, the rider moves the handlebars 55 downward and rearward (denoted by arrow 173), such that the pin 51 of the handlebar assembly 50 slides along the guide 54 of the mounting frame 53, to pivot the handlebar assembly 50 about the pivot axis 57 into the pitch up position. In turn, this signals, via the control unit 190, the elevon motor 178 to pivot the elevons 175 into a pitch up direction. The elevons 175 are pivoted such that the rear edge 177 is angled below the neutral position, thereby causing the watercraft 10 to pitch upwards.

[0071] In this embodiment, the elevons 175 are configured to pivot between +8° and -8° from the neutral position. As described above, the neutral position is +3° above the longitudinal axis 179. Thus, when the elevons 175 pivot in the pitch up direction, the elevons 175 are positioned at +11° relative to the longitudinal axis 179 of the propulsion unit frame 165. When the elevons 175 pivot in the pitch down direction, the elevons 175 are positioned at -5° relative to the longitudinal axis 179 of the propulsion unit frame 165. It is appreciated that the range of motion and the neutral position of the elevons 175 may vary in different embodiments.

[0072] In this embodiment, the handlebar assembly 50 includes a biasing mechanism 49, such as a gas compression spring, to bias the handlebar assembly 50 towards the pitch down position when there is no application of force by the rider on the handlebar assembly 50. It is contemplated that, in other embodiments, the biasing mechanism 49 may be omitted.

[0073] The handlebar assembly 50 further includes a locking mechanism 45 to selectively lock the position of the handlebar assembly 50, preventing the handlebar assembly 50 from pivoting about the pivot axis 57. The locking mechanism 45 may be engaged and disengaged via a dial 47 (Figures 1 and 3) rotatable between a locked and an unlocked position. In some embodiments, the locking mechanism 45 may be a set of translating pins within the handlebar assembly 50 that engages respective apertures in themounting frame 53 when the dial 47 is turned to the locked position. It is appreciated that, in other embodiments, the locking mechanism 45 may be omitted.

[0074] The rear hydrofoil 180 is a fixed wing 180 rigidly connected to the propulsion unit frame 165 and is disposed forward of the mast 132 and the propulsion unit 64. As seen in Figure 4 for instance, the rear hydrofoil 180 has a larger width than the front hydrofoil 170, as defined perpendicular to the longitudinal direction 27.

[0075] The lift assembly 163 further includes a rudder 195 connected to the propulsion unit frame 165 for controlling yaw of the watercraft 10 during use. The rudder 195 is disposed rearward of the propulsion unit 64, although the particular placement could vary. The handlebar 55 is operatively connected to the rudder 195 to permit control by wire of the rudder 195 by the rider of the watercraft 10. Specifically, as the rider pivots the handlebars 55 about the steering axis 58, the rudder is actuated, for example via an electrical actuator (not shown), to steer the watercraft 10. In some embodiments, the watercraft 10 could include a steering sensor to track position of the handlebar 55, although the particular technology could vary.

[0076] The watercraft 10 further includes an electrical assembly 82 (shown schematically in Figure 5), associated with the propulsion assembly 161 and lift assembly 163, to work in conjunction with the electric motor 76 and other powered components of the watercraft 10. The electrical assembly 82 is supported by the buoyant body 12. In particular, the electrical assembly 82 is housed in the chamber 87 of the buoyant body 12. In the illustrated embodiment, the electrical assembly 82 has a battery 84 (shown schematically) which stores energy for powering the electric motor 72 and an inverter 85 (shown schematically) in electrical communication between the battery 84 and the electric motor 72. The electrical assembly 82 is also operatively connected to the elevon motor 178 for powering movement of the elevons 175.

[0077] In this embodiment, the battery 84 has a nominal voltage of 48V and a capacity of 2.5 kWh. However, batteries having other nominal voltages and power capacities are contemplated, such as batteries having a nominal voltage of 74 and a capacity of 6kWh or a nominal voltage of 400V and a capacity of 8.9kWh. The inverter 85 converts the direct current (DC) of the battery 84 to alternating current (AC) which powers the electric motor 76. As shown schematically in Figure 5, electrical wires93 extend within the mast 132 to electrically connect the electric motor 76 to the electrical assembly 82. It is contemplated that more than one battery 84 could be provided. In at least some embodiments, a charging plug (not shown) could be provided in the buoyant body 12 and be electrically connected to the battery 84. The charging plug could thus be electrically connected to a power source (e.g., an electrical outlet) to charge the battery 84.

[0078] With reference to Figures 5 to 9, the mast assembly 105, includes an actuator 110 and a four- bar assembly connecting the actuator 110 to the mast 132 to adjust a longitudinal position of the hydrofoil 180 in response to a presence of the passenger on the straddle seat 28. The actuator 110 is disposed in the chamber 87. The actuator 110 is connected to and supported by the frame 108. Specifically, the actuator110 includes a motor and cylinder body 111 connected to the frame 108 and a piston rod 112 movably connected to the motor and cylinder body 111. The piston rod 112 linearly translates relative to the body111 generally in the longitudinal direction 27.

[0079] The piston rod 112 is configured and arranged to selectively linearly translate relative to the body 111 to shift a four- bar assembly to move the propulsion assembly 161 and the lift assembly 163 longitudinally. To form the four-bar assembly with the mast 132, the mast link 136, and the propulsion unit frame 165, the mast assembly 105 also includes two front rigid members 114, two rear rigid members 120, and two rigid links 124 connecting together the rigid members 114, 120. It is contemplated that a four-bar assembly could be formed from one front rigid member 114, one rear rigid member 120, and one link 124 in some embodiments.

[0080] The two front rigid members 114 are pivotally connected to the actuation assembly frame 108. In the illustrated embodiment, there is a left-side front rigid member 114 disposed to a left side of the actuator 110, and a right-side front rigid member 114 disposed to a right side of the actuator 110. A lower end of each front rigid member 114 is pivotally connected to the actuation assembly frame 108. The lower end of each front rigid member 114 is also rigidly connected to the mast 132 through the frame 108, such that rotation of the front rigid members 114 causes a corresponding or equal rotation of the mast 132.

[0081] The two rear rigid members 120 include a left-side rear rigid member 120 disposed to the left side of the actuator 110 and a right-side rear rigid member 120 disposed to the right side of the actuator110. A lower end of each rear rigid member 120 is pivotally connected to the actuation assembly frame 108. An upper end of each rear rigid member 120 is pivotally connected to the piston rod 112 of the actuator 110. Linear movement of the piston rod 112 causes rotation of the rear rigid members 120 about their lower end connection to the frame 108. The motor and cylinder body 111 is thus similarly pivotally connected to the frame 108 to permit some angular motion of the motor and cylinder body 111 relative to the frame 108 when the distal end of the piston rod 112 moves with the rotating rear rigid members 120. The piston rod 112 thus moves partially vertically up and down (orthogonal to a horizontal plane defined by the buoyant body 12) in addition to longitudinal movement, with the distal end portion rotating in a vertically and longitudinally-extending plane defined through the centerline 25.

[0082] The mast assembly 105 further includes two rigid links 124 connecting the front rigid members 114 to the rear rigid members 120. Specifically, a left-side rigid link 124 is disposed to the left side of the actuator 110 and a right-side rigid link 124 is disposed to the right side of the actuator 110. The links 124 extend generally in the longitudinal direction 27 to connect the front rigid members 114 and the rear rigid members 120. One end of each link 124 is pivotally connected to a center portion of the corresponding rear rigid member 120, with the other end being pivotally connected to a top end of the corresponding front rigid member 114.

[0083] The front rigid members 114, the rear rigid members 120, the rigid links 124, the mast 132, and the mast link 136 are configured and arranged to form a four-bar linkage to transfer linear movement of the actuator 110, specifically the piston rod 112, into longitudinal displacement of the hydrofoil 180. Rearward movement of the piston rod 112 causes generally rearward motion of the top portion of the rear rigid members 120, in turn pulling the rigid links 124 rearward. Rearward movement of the links 124 in turn causes a generally rearward rotation of the top ends of the front rigid members 114. Rotation of the front rigid members 114 thus rotates the mast 132, movement of which is stabilized by the rotational link of the mast link 136 between the frame 108 and the propulsion frame 165, in turn causing the propulsion frame 165, with the hydrofoil 180, to move generally forward in the longitudinal direction 27. Forward movement of the piston rod 112 similarly moves the members 114, 120 and the links 124 such that the propulsion frame 165, with the hydrofoil 180, is moved generally rearward along the longitudinal direction 27.

[0084] Although the watercraft 10 of the present embodiment includes a single mast assembly 105, it is appreciated that the watercraft 10 may be configured with multiple mast assemblies 105. In alternative embodiments, for example, the watercraft 10 could further include two additional mast assemblies 105. The additional mast assemblies 105 may be each be connected to a respective lift assembly 163 which are operably connected to the handlebar assembly 50. It is appreciated that the additional mast assemblies 105 may be selectively retracted or deployed at will to accommodate a desired operating mode. It is to be understood that mast assembly configurations may vary in different embodiments. Additionally, it is to be understood that the propulsion assembly 161 and lift assembly 163 could be arranged on different mast assemblies.

[0085] With additional reference to Figures 15 and 16, the watercraft 10 further includes the control unit 190 to selectively control the electrical components of the watercraft 10, as mentioned briefly above. In the present embodiment, the control unit 190 is a proportional-integral-derivative (PID) controller 190. It is contemplated that different controller or control unit systems could be used, for example other forms of control loop, flight controller, or foiling controller. It is to be understood that the PID controller 190 may be configured to selectively control other electrical components, such as the actuator 110, in different embodiments. The watercraft 10 also includes at least one sensor 191 communicatively connected to the PID controller 190. The PID controller 190 is configured to further receive a signal from the sensor 191 and to control the elevons 175 to adjust the position of the front hydrofoil 170 based at least in part on the received signal from said sensor 191. In other words, the actuation and positioning of the elevons 175 is determined, in part, by the signal indicative of the position of the handlebar assembly 50 and the signal of the sensor 191. As depicted in Figure 4, in this embodiment, the sensor 191 is an optical sensor 191 disposed on the hull 16 of the watercraft 10 configured to detect a distance between the hull 16 of the watercraft 10 and a surface of the water. It is contemplated that, in alternative embodiments, other sensors may be used, such as a pressure sensor positioned on the watercraft 10 such that the pressure sensor is under the water surface, sonar, or an ultrasonic sensor.

[0086] Thus, the control unit 190 is operatively connected to the handlebar assembly 50 and the elevon motor 178 to selectively actuate the elevons 175 in response to the position of the handlebar assembly 50. Specifically, the control unit 190 receives a signal indicative of the position of the handlebar assembly50, via the sensor 191, and actuates the elevon motor 178 (and thereby the elevons 175) in response to the signal.

[0087] The watercraft 10 includes one or more inertial measurement units (IMUs) 193 communicatively connected to the PID controller 190. The IMUs 193 are configured to sense orientation, acceleration, and / or rotation of the watercraft 10; one IMU 193 is illustrated schematically herein for simplicity. In this embodiment, the PID controller 190 receives a signal from the IMUs 193 and adjusts the orientation (such as pitch, roll, and yaw) based on a desired target orientation.

[0088] The watercraft 10 also includes a motor speed sensor 192 (shown schematically) operatively connected to the propulsion unit 64 for measuring a speed of the motor 76 and communicatively connected to the PID controller 190. In this embodiment, controlling pitch of the watercraft 10 is prevented until the watercraft 10 has reached a sufficient speed.

[0089] In the present embodiment, the controller 190 is configured to selectively operate in at least an automated mode and a manual mode. As depicted in Figure 15, when in the automated mode, control of the lift assembly 163, that is control of the elevons 175, to pitch the watercraft 10 is determined, in part, by the signal from the sensor 191 and the speed of the watercraft 10. In other words, when in automated mode, the controller 190 does not take into account the position of the handlebar assembly 50 (that is, there is no rider input to directly control the pitch and / or the height of the watercraft). In some instances, when in automated mode, the locking mechanism 45 is engaged to prevent the handlebar assembly 50 from pivoting about the pivot axis 57. In the present embodiment, the rider manually engages the locking mechanism 45 by rotating the dial 47. This action triggers a switch to instruct the controller 190 on which mode to operate and moves a pre-selective mechanism, thereby engaging the locking mechanism 45. In some embodiments where the locking mechanism 45 includes a set of translating pins within the handlebar assembly 50 that engage respective apertures in the mounting frame 53, the pre-selective mechanism moves the translating pins into these apertures. In an alternative embodiment, engagement of the locking mechanism 45 may be automatic such that the locking mechanism 45 is engaged and disengaged when the rider switches the watercraft 10 to and from automated mode. In this embodiment, when in automated mode, the PID controller 190 receives signals from the speed sensor 192, the IMU 193, and the optical sensor 191 to control height, yaw, pitch, roll, etc. of the watercraft 10.

[0090] As depicted in Figure 16, when in manual mode, control of the lift assembly 163, that is control of the elevons 175, to set the pitch of the watercraft 10 is determined, in part, by the signal from the sensor 191, the speed of the watercraft 10, the signal indicative of the position of the handlebar assembly 50, and the IMU 193. When in manual mode, the rider thus has control over pitch of the watercraft 10. In this embodiment, when the rider pivots the handlebar assembly 50 forwards or rearwards, a target or desired pitch of the watercraft 10 is received by the PID controller 190. Thus, the elevons 175 are adjusted to reach the target pitch. It is contemplated that, in some instances, the rider may selectively engage the locking mechanism 45 to hold the position of the handlebar assembly 50.

[0091] The PID controller 190 is also communicatively connected to the throttle lever 56 to receive an indication of a “throttle” request from the driver via the throttle lever 56. In at least some embodiments, the PID controller 190 is connected to the motor 76 to control a speed of the motor 76 based on the indication from the throttle lever 56. The PID controller 190 is also communicatively connected to the handlebar 55 to receive an indication of yaw-control request via rotation of the handlebar 55. In at least some embodiments, the PID controller 190 is connected to the rudder 195 to control rudder position based on the indication from the handlebar 55.

[0092] It is appreciated that, in some embodiments, the PID controller 190 may receive target orientations (e.g., manually input by the rider) and / or have predetermined target orientations. For example, in some instances, the PID controller 190 may receive a target roll, a target speed, a target height, etc. The PID controller 190 compares the targets to the signals received by respective sensors and adjust the watercraft 10 as needed.

[0093] With reference to Figure 17, a method 200 of controlling pitch of the watercraft 10 is illustrated. The method 200 is executed by the PID controller 190 of the watercraft 10. Broadly, the method 202 includes, at step 202, receiving the signal indicative of the position of the handlebar assembly 50. In response to the signal being indicative of the pitch down position, at step 204, the method 200 continues controlling the lift assembly 163 to move the elevons 175 in the pitch down direction. In response to the signal being indicative of the pitch up position, at step 206, the method includes controlling the lift assembly 163 to move the elevons 175 to the pitch up direction.

[0094] In some embodiments, the method 200 may further include receiving the signal from the sensor 191, or another sensor, indicative of the distance between the hull 16 of the watercraft 10 and the water surface. In this instance, the method 200 may include limiting and / or preventing a change in pitch of the watercraft 10 if the distance between the hull 16 and the water surface is insufficient and / or if the distance between the hull 16 and the water surface is too large which may potentially cause the wing 180 to be at least partially above the water surface.

[0095] In some embodiments, the method 200 may further include receiving the indication of the speed of the watercraft 10. In this instance, if the speed of the watercraft 10 is insufficient, the method 200 may include limiting and / or preventing change in pitch of the watercraft 10, for example to prevent the initiation of a procedure to lift the buoyant body 12 out of the water if the speed of the watercraft 10 is too low.

[0096] In some embodiments, the method 200 may further include determining if automated mode or manual mode is engaged. If automated mode is engaged, the method 200 includes controlling the lift assembly 163 is, in part, based on the signal from the sensor 191 and the speed of the watercraft 10. In certain embodiments, if automated mode is engaged, the method 200 may further include locking the position of the handlebar assembly 50 via the locking mechanism 45. It is contemplated that locking of the locking mechanism 45 may be manually done by the rider (e.g., by rotating the dial 47) or the locking mechanism 45 may be automatically engaged and disengaged when the rider switches the watercraft 10 to and from automated mode.

[0097] If manual mode is engaged, the method 200 could include controlling the lift assembly 163 based in part on the signal from the sensor 191, the speed of the watercraft 10, and the signal indicative of the position of the handlebar assembly 50.

[0098] It is noted that, although pivoting of the elevons 175 has been described as synchronized, control of the elevons 175 may be asynchronized or elevons 175 may moved independently from one another. It is appreciated that control of the elevons 175 may be influenced by longitudinal forces applied to the elevons 175 (such as hydrodynamic forces). Thus, in certain embodiments, the PID controller 190 may be configured to control the position of each individual elevon 175 to maintain the desired pitch (based on the signal from the handlebar assembly 50), roll, and yaw angles.

[0099] Modifications and improvements to the above-described embodiments of the present technology may become apparent to those skilled in the art. The foregoing description is intended to be exemplary rather than limiting. The scope of the present technology is therefore intended to be limited solely by the scope of the appended claims.

Claims

What is claimed is:

1. A watercraft comprising: a hull; a deck supported by the hull; a seat supported by the deck; a handlebar assembly pivotally connected to the deck, a position of the handlebar assembly being selectively pivotable about a pivot axis between at least a first position and a second position, the pivot axis extending transversely across the handlebar assembly; at least one mast assembly connected to and extending away from the hull; a propulsion assembly having: a propulsion unit frame connected to a distal end of the at least one mast assembly; and a propulsion unit for providing thrust to the watercraft, the propulsion unit being connected to the propulsion unit frame; and a lift assembly including at least one movable surface pivotally connected to the at least one mast assembly and operably connected to the handlebar assembly; and a control unit communicatively connected to the handlebar assembly and the lift assembly, the control unit being configured to: receive a signal indicative of the position of the handlebar assembly, in response to the signal indicating that the handlebar assembly is in the first position, causing the at least one movable surface of the lift assembly to pivot in a first direction, and in response to the signal indicating that the handlebar assembly is in the second position, causing the at least one movable surface of the lift assembly to pivot in a second direction.2 The watercraft of claim 1 , wherein the lift assembly comprises at least one hydrofoil pivotally connected to the propulsion unit frame, the at least one hydrofoil including the at least one movable surface.3 The watercraft of claim 2, wherein:the at least one hydrofoil includes a front hydrofoil movably connected to the propulsion unit frame; and the lift assembly further comprises a rear hydrofoil connected to the propulsion unit frame, the rear hydrofoil being disposed rearward of the front hydrofoil.4 The watercraft of claim 3, wherein the rear hydrofoil comprises a fixed wing connected to the propulsion unit frame.5 The watercraft of claim 3 or claim 4, wherein: the front hydrofoil comprises two elevons pivotally connected to the propulsion unit frame; the at least one movable surface including two movable surfaces, each movable surface being formed by one of the two elevons; and the two elevons are operably connected to the handlebar assembly such that, in response to pivoting the handlebar assembly, the two elevons are caused to pivot.6 The watercraft of claim 5, wherein the two elevons are configured to pivot between: a first position when the handlebar assembly is in the first position; and a second position when the handlebar assembly is in the second position.7 The watercraft of claim 5 or 6, wherein the lift assembly further comprises at least one actuator operably connected to the two elevons.8 The watercraft of any one of claims 1 to 7, further comprising: at least one sensor communicatively connected to the control unit, the at least one sensor being configured to detect a distance between the hull and a water surface.9 The watercraft of claim 8, wherein the at least one sensor is at least one of: a pressure sensor, an optical sensor, sonar, and an ultrasonic sensor.

10. The watercraft of claim 8 or claim 9, wherein the control unit is configured to selectively operate in: an automated mode, in which the control unit receives at least one indication from the at least one sensor to control the lift assembly; and a manual mode, in which the control unit receives the at least one indication from the at least one sensor and the signal indicative of the position of the handlebar assembly from the handlebar assembly to control the lift assembly based at least in part on the position of the handlebar assembly.

11. The watercraft of any one of claims 1 to 10, further comprising a locking mechanism operably connected to the handlebar assembly for locking the position of the handlebar assembly.

12. The watercraft of any one of claims 1 to 11, wherein: the handlebar assembly comprises a handlebar, and the pivot axis is positioned downward and forward from the handlebar.

13. The watercraft of claim 12, wherein: the handlebar assembly defines a steering axis; the handlebar pivots about the steering axis; and the handlebar assembly and the steering axis selectively pivot about the pivot axis.

14. The watercraft of any one of claims 1 to 13, wherein the propulsion unit comprises a pump jet propulsion system including an impeller.

15. The watercraft of any one of claims 1 to 14, further comprising: a platform supported by the deck; a frame connected to the platform, the frame defining a guide; and wherein the handlebar assembly comprises a pin slidably received in the guide to facilitate pivoting of the handlebar assembly about the pivot axis between the first position and the second position.

116. The watercraft of any one of claims 1 to 15, wherein the handlebar assembly comprises a biasing mechanism biasing the handlebar assembly towards the first position.

17. The watercraft of any one of claims 1 to 16, wherein: when the handlebar assembly is in the second position, the lift assembly increases pitch of the watercraft; and when the handlebar assembly is in the first position, the lift assembly reduces pitch of the watercraft.

18. The watercraft of any one of claims 1 to 17, wherein the control unit includes a PID controller.

19. The watercraft of any one of claims 1 to 18, wherein the at least one movable surface is pivotally connected to the propulsion unit frame.

20. The watercraft of any one of claims 1 to 19, wherein the seat is a straddle seat.

21. A lift assembly of a watercraft, the lift assembly comprising: at least one movable surface configured to pivotally connect to at least one mast assembly of the watercraft and operably connect to a handlebar assembly of the watercraft, the at least one movable surface being selectively pivotable between at least: a first direction, in response to the handlebar assembly being positioned in a first position relative to a pivot axis; and a second direction, in response to the handlebar assembly being positioned in a second position about the pivot axis; and wherein the pivot axis extends transversely across the handlebar assembly.

22. A method of controlling a height of a watercraft, the method being executed by a control unit of the watercraft, the method comprising: receiving a signal indicative of a position of a handlebar assembly of the watercraft; andcontrolling a lift assembly of the watercraft to control the height of the watercraft corresponding to the position of the handlebar assembly about a pivot axis extending transversely across the handlebar assembly, the lift assembly including at least one movable surface pivotally connected to at least one mast assembly of the watercraft.

23. The method of claim 22, wherein controlling the lift assembly comprises at least one of: moving the at least one movable surface in a first direction, corresponding to a first position of the handlebar assembly; and moving the at least one movable surface in a second direction, corresponding to a second position of the handlebar assembly.

24. The method of claim 22 or 23, further comprising: receiving a signal from at least one sensor disposed on the watercraft, the signal indicative of a distance between a hull of the watercraft and a water surface; and wherein controlling the lift assembly is further determined, in part, by the signal from the at least one sensor.

25. The method of any one of claims 22 to 24, wherein controlling the height of the watercraft includes controlling a pitch of the watercraft.

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