Watercraft having a lift-propulsion system

Abstract

A watercraft including a hull; a deck supported by the hull; a lift-propulsion system including a mast assembly connected to the hull, the mast assembly including: a mast, and an actuator operatively connected to the mast; and a propulsion unit frame connected to a distal end of the mast assembly; a propulsion unit for providing thrust to the watercraft, the propulsion unit being connected to the propulsion unit frame; and at least one hydrofoil for providing lift to the watercraft, the at least one hydrofoil being connected to the propulsion unit frame, the actuator being arranged and configured to adjust a longitudinal position of the at least one hydrofoil at least partially based on a speed of the watercraft during operation.

Description

WATERCRAFT HAVING A LIFT-PROPULSION SYSTEMCROSS-REFERENCE

[0001] The present application claims priority to U.S. Provisional Patent Application No. 63 / 709,051, filed October 18, 2024; U.S. Provisional Patent Application No. 63 / 753,027, filed February 3, 2025; and U.S. Provisional Patent Application No. 63 / 753,039, filed February 3, 2025. The entirety of each of these is incorporated by reference herein.FIELD OF TECHNOLOGY

[0002] The present technology relates to watercraft with lift-propulsion systems.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. For watercraft of a certain size, larger than a motorized surfboard for instance, it is common to provide separate front and back foils in order to separate the lift vectors longitudinally and thereby improve stability.

[0004] A downside to having separate front and back foils is that multiple masts are required. Each mast adds to the total drag. The inclusion of one or more additional mast also increases complexity of the assembly and transport. This is especially inconvenient for foiling watercraft with retractable foils, with two (or more) retraction / deployment assemblies being required.

[0005] In view of the foregoing, there is a need for a watercraft with a lift-propulsion system that addresses at least some of these drawbacks.SUMMARY

[0006] It is an object of the present technology to ameliorate at least some of the inconveniences present in the prior art.

[0007] According to an aspect of the present technology, there is provided a watercraft including a hull; a deck supported by the hull; a lift-propulsion system including a mast assembly connected to the hull, the mast assembly including: a mast, and an actuator operatively connected to the mast; and a propulsion unit frame connected to a distal end of the mast assembly; a propulsion unit for providing thrust to the watercraft, the propulsion unit being connected to the propulsion unit frame; and at least one hydrofoil for providing lift to the watercraft, the at least one hydrofoil being connected to the propulsion unit frame, the actuator being arranged and configured to adjust a longitudinal position of the at least one hydrofoil at least partially based on a speed of the watercraft during operation.

[0008] In some embodiments, the watercraft further includes a speed sensor configured and arranged to determine the speed of the watercraft; and a control unit communicatively coupled to the speed sensor and the actuator, the control unit being configured to receive a signal indicative of the speed of the watercraft, the control unit being configured to control an operation of the actuator to adjust the longitudinal position of the at least one hydrofoil.

[0009] In some embodiments, a longitudinal position of the propulsion unit changes with the longitudinal position of the at least one hydrofoil.

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

[0011] In some embodiments, the front hydrofoil comprises two elevons pivotally connected to the propulsion unit frame, the elevons being selectively movable relative to the propulsion unit to assist in controlling pitch and roll of the watercraft.

[0012] In some embodiments, the rear hydrofoil includes a fixed wing connected to the propulsion unit frame.

[0013] In some embodiments, the rear hydrofoil has a larger width than the front hydrofoil.

[0014] In some embodiments, the lift-propulsion system further comprises an actuation assembly frame connected to the hull; and the mast assembly further includes a mast link pivotally connected between propulsion unit frame and the actuation assembly frame.

[0015] In some embodiments, the lift-propulsion system further includes at least one first rigid member, a first end of the at least one first rigid member being pivotally connected to the actuation assembly frame, a second end of the at least one first rigid member being pivotally connected to the actuator, the second end being opposite the first end; at least one second rigid member, a first end of the at least one second rigid member being pivotally connected to the actuation assembly frame and the mast; and at least one rigid link, a first end of the at least one rigid link being pivotally connected to a center portion of the at least one first rigid member, the center portion being disposed between the first end and the second end of the at least one first rigid member, a second end of the at least one rigid link being pivotally connected to a second end of the at least one second rigid member.

[0016] In some embodiments, the at least one first rigid member, the at least one second rigid member, the at least one rigid link, the mast, and the mast link are configured and arranged to form a four-bar linkage to transfer linear movement of the actuator into longitudinal displacement of the at least one hydrofoil.

[0017] In some embodiments, the first end of the at least one second rigid member is rigidly connected to a proximate end of the mast, rotation of the at least one second member causing an equal rotation of the mast.

[0018] In some embodiments, the at least one first rigid member includes: a left-side first rigid member disposed to a left side of the actuator, and a right-side first rigid member disposed to a right side of the actuator; the at least one second rigid member includes a left-side second rigid member disposed to the left side of the actuator, and a right-side second rigid member disposed to the right side of the actuator; and the at least one rigid link includes: a left-side rigid link disposed to the left side of the actuator, and a right-side rigid link disposed to the right side of the actuator.

[0019] In some embodiments, the propulsion unit comprises a pump jet propulsion system including an impeller.

[0020] In some embodiments, the at least one hydrofoil is disposed forward of the pump jet propulsion system.

[0021] In some embodiments, the watercraft further includes a rudder connected to the propulsion unit frame rearward of the propulsion unit.

[0022] In some embodiments, the watercraft further includes a steering assembly operatively connected to the rudder.

[0023] In some embodiments, the watercraft further includes a straddle seat supported by the deck, the straddle seat being shaped and configured to support at least a driver.

[0024] In some embodiments, the steering assembly includes a handlebar disposed at least partially forward of the straddle seat to permit control of the rudder by the driver of the watercraft.

[0025] In some embodiments, the watercraft further includes an accelerator control disposed on the handlebar for control of the speed of the watercraft by the driver.

[0026] In some embodiments, the watercraft further includes a control unit operatively connected to the actuator, and a plurality of sensors communicatively connected to the control unit; and the control unit is configured to receive signals indicative of watercraft parameters from the plurality of sensors, and the control unit is configured to control an operation of the actuator to adjust the longitudinal position of the at least one hydrofoil based at least in part on the received signals.

[0027] In some embodiments, the control unit includes a proportional-integral-derivative (PID) controller.

[0028] In some embodiments, the PID controller is further communicatively connected to the propulsion unit, signals from the PID controller controlling the propulsion unit via the control unit.

[0029] In some embodiments, the plurality of sensors includes at least one of at least one inertial measurement unit (IMU); and a speed sensor operatively connected to the propulsion unit.

[0030] 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.

[0031] 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.

[0032] 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

[0033] 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:

[0034] Figure 1 is a top, rear, right side perspective view of a watercraft according to nonlimiting embodiments of the present technology;

[0035] Figure 2 is a left side elevation view of the watercraft of Figure 1 ;

[0036] Figure 3 is a top plan view of the watercraft of Figure 1 ;

[0037] Figure 4 is a bottom plan view of the watercraft of Figure 1 ;

[0038] Figure 5 is a cross-sectional view of the watercraft portions of Figure 7, taken along line5-5 of Figure 4;

[0039] Figure 6 is a top, rear, right side perspective view of a lift-propulsion system of the watercraft of Figure 1;

[0040] Figure 7 is a top, front, left side perspective view of the lift-propulsion system of Figure 6;

[0041] Figure 8 is a left side elevation view of the lift-propulsion system of Figure 6;

[0042] Figure 9 is a cross-sectional view of the lift-propulsion system of Figure 6;

[0043] Figure 10 schematically illustrates control components of the watercraft of Figure 1;

[0044] Figure 11 is a left side elevation view of the watercraft of Figure 1, with the liftpropulsion system being illustrated in two longitudinal positions;

[0045] Figure 12 is a left side elevation view of the watercraft of Figure 1, with the liftpropulsion system being illustrated in a rearward longitudinal position; and

[0046] Figure 13 is a left side elevation view of the lift-propulsion system in the rearward longitudinal position.

[0047] It should be noted that the Figures may not be drawn to scale.DETAILED DESCRIPTION

[0048] A watercraft 10 in accordance with an embodiment of the present technology is illustrated in Figs. 1 to 4. As can be seen, in this embodiment, the watercraft 10 is a personal watercraft (PWC), with a lift-propulsion system 100 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.).

[0049] 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 Fig. 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 isto be understood that the shape and arrangement of the buoyant body 12 may vary in different embodiments.

[0050] 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. In other embodiments, it is contemplated that the watercraft 10 could be provided with different deck arrangements, including having a seat designed for only one rider or the seat being omitted.

[0051] The watercraft 10 includes a handlebar assembly 50 including a handlebar 55 disposed generally forward of 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, described in more detail below. The handlebar 55 includes a throttle lever control 56, also referred to as an accelerator control 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).

[0052] With additional reference to Figure 5, the watercraft 10 includes a lift-propulsion system 100 that provides lift and propulsion to the watercraft 10. The lift-propulsion system 100 includes a mast assembly 105 and the lift-propulsion assembly 160 connected to the mast assembly 105. The lift-propulsion system 100 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 lift-propulsion systems, see for instance International Application Publication W02022 / 091035, published May 5, 2022, the entirety of which is incorporated herein by reference. By the present technology, longitudinal position adjustment of the lift-propulsion assembly 160 of the system 100 relative to the buoyant body 12 while in the deployed position will be described.

[0053] The buoyant body 12 defines therein a chamber 87 extending from the deck 14 to the hull 16 for receiving various components of the system 100 therein. Specifically, the chamber 87 accommodates upper portions of the mast assembly 105 and as well as control or electronic components of the system 100 (described below). The mast assembly 105 connects the lift-propulsion assembly 160 to the buoyant body 12 via an actuation assembly frame 108. The actuation assembly frame 108 is disposed in the chamber 87 and connected to the hull 16.

[0054] 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 system 100 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 system 100 is in the deployed position.

[0055] With additional reference to Figures 6 to 9, the lift-propulsion assembly 160, also referred to herein as the assembly 160, includes a front hydrofoil 170, a rear hydrofoil 180, and a propulsion unit 64. The assembly 160 also includes a propulsion assembly frame 165, also referred to herein as the frame 165, for supporting components of the assembly 160. The frame 165 is connected to the distal end of the mast assembly 105. Distal ends of the mast 132 and the mast link 136 are pivotally connected to the frame 165. Portions of the 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 hydrofoils 170, 180 are configured to provide lift to the watercraft 10 while the propulsion unit 64 is configured to provide thrust to the watercraft 10.

[0056] The front hydrofoil 170 includes and is formed by left and right elevons 175 pivotally connected to the propulsion unit frame 165. The elevons 175 are selectively movable relative to the propulsion unit 64 to assist in controlling pitch and roll of the watercraft 10. A right elevon motor 178 (Figure 9) is disposed in the frame 165 and is operatively connected to the right elevon 175. A left elevon motor (not shown) is disposed in the frame 165 and is operative connected to the left elevon 175. Together, the left and right elevon motors 178 selectively move and position the front hydrofoil 170.

[0057] 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.

[0058] The lift-propulsion assembly 160 further includes a rudder 195 connected to the 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 a user of 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.

[0059] In the illustrated embodiment, the propulsion unit 64 is a pump jet propulsion system 64 including 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.

[0060] The lift-propulsion assembly 160 has an electric motor 76 (Figure 9) 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 frame 165. More specifically, the electric motor 76 is enclosed within the frame 165. In this embodiment, the electric motor 76 could have a power rating in the range of 6kW to 20k W, but other types of electric motors are contemplated.

[0061] The system 100 further includes an electrical assembly 82 (shown schematically in Figure 5). The electrical assembly 82 is provided 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 motors 178 for powering movement of the elevons 175.

[0062] In this embodiment, the battery 84 has a nominal voltage of 75V-350V and a capacity of between 5 kWh and 15 kWh, but batteries having other nominal voltages and power capacities are contemplated. 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, electricalwires 93 extend within the space defined between the mast 132 and the mast link 136 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.

[0063] By the present technology, the lift-propulsion system 100, and more specifically 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 based at least partially on a speed of the watercraft 10 during operation. The actuator 110 is disposed in the chamber 87. The actuator 110 is connected to and supported by the frame 108. Specifically, the actuator 110 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 body 111 generally in the longitudinal direction 27.

[0064] 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 lift-propulsion assembly 160 longitudinally. To form the four-bar assembly with the mast 132, the mast link 136, and the 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.

[0065] 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.

[0066] 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 actuator 110. 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.

[0067] 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.

[0068] 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 112similarly 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.

[0069] With continued reference to Figures 5 and 10, the system 100 further includes a control unit 190 to control the actuator 110, as well as additional electrical functions and components depending on the embodiment. In the present embodiment, the control unit 190 is operatively connected to the actuator 110 to selectively cause the piston rod 112 to move the propulsion assembly 160. In the present embodiment, the control unit 190 includes a proportional-integral- derivative (PID) controller 199 which is implemented as part of the control unit 190. By the present technology, the control unit 190 receives signal from various sensors of the watercraft 10. The PID controller 199 then uses those signals to create output signals used by the control unit 190 and / or an ECU of the watercraft 10 to control the lift-propulsion assembly 160 and / or the actuator 110.

[0070] In at least some embodiments, the control unit 190 could be implemented by an ECU of the watercraft 10. It is contemplated that different controller or control unit systems could be used, including as used for the PID controller 199. In at least some embodiments, the PID controller 199 could be implemented in a separate control unit communicatively connected to the control unit 190. It is also contemplated that the PID controller 199 could be implemented as software operated by the control unit 190. Other configurations are also contemplated.

[0071] The watercraft 10 also includes a plurality of sensors communicatively connected to the PID controller 199. The PID controller 199 is configured to receive signals indicative of watercraft parameters from the sensors and to control an operation of the actuator 110 to adjust the longitudinal position of the hydrofoil 180 based at least in part on the received signals.

[0072] The watercraft 10 includes one or more inertial measurement units (IMUs) 191 communicatively connected to the PID controller 199. The IMUs 191 are configured to sense orientation, acceleration, and / or rotation of the watercraft 10; one IMU 191 is illustrated schematically herein for simplicity. The watercraft 10 also includes a 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 199. It is contemplated that the watercraft 10 could alternatively or additionally include a vessel speed sensor, for example a GPS unit capable of measuring the position and speed of the watercraft 10. In at least some embodiments, thewatercraft 10 also includes at least one front elevon sensor 157 for sensing angular position and / or movement of the elevons 175. The sensors 157 are communicatively connected to the control unit 190 and the PID controller 199 (see Figure 10).

[0073] The PID controller 199 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 199 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 199 is also communicatively connected 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 199 is connected to the rudder 195 to control rudder position based on the indication from the handlebar 55.

[0074] For the technology described herein, the PID controller 199 controls the actuator 110 to position the lift and propulsion assembly 160, at least partially based on the speed of the watercraft 10. Briefly, the PID controller 199 is given a target condition to maintain, for instance a horizontal pitch. Based on signals received from the sensors, the PID controller 199 then controls one or more components of the watercraft 10 to bring the watercraft 10 back to the target condition, as needed.

[0075] For instance, signals from the IMU 191 and / or the speed sensor 192 produced when the watercraft 10 is foiling, when the watercraft 10 traveling fast enough to be lifted above the water, are received by the PID controller 199. The PID controller 199 then controls the actuator 110 to position the hydrofoil 180, and the propulsion assembly 160, in a first position 90 to best balance the watercraft 10 at least partially in response to the speed and / or acceleration of the watercraft (shown in Figures 1 to 9) in order to maintain a horizontal pitch. The first position 90 places the hydrofoil 180 in a generally central longitudinal position, relative to the buoyant body 12, where the lift produced by the rear hydrofoil 180, as well as by the front hydrofoil 170, aids in holding the buoyant body 12 above the water.

[0076] At low speed and during acceleration, the PID controller 199 receives signals from the IMU 191 and / or the speed sensor 192 produced when the watercraft 10 is traveling at lower than foiling speed. The PID controller 199 then controls the actuator 110 to position the hydrofoil 180, and the propulsion assembly 160, in a second position 91 rearward of its foiling position (shown in Figures 11 and 12). In this way the PID controller 199 controls the orientation of the watercraft10 to reduce the nose high attitude caused by load transfer during acceleration. In at least some embodiments, the PID controller 199 could also move the lift and propulsion assembly 160 to the second position 91 in response to deceleration while transitioning from the foiling state to a planning or displacement state, based on signals from the sensors.

[0077] It is further contemplated that the control unit 190 and the PID controller 199 could be configured to constantly tune the position of the lift and propulsion assembly 160 by monitoring the angle of incidence of the elevons 175. The system 100 could be configured to react to changes in center of gravity, accelerations, unexpected deceleration, resistance or drag during motion due to wind, waves, and / or hydrodynamic drag. At least some of these factors could be inferred from or determined by the IMU 191.

[0078] As is illustrated in Figure 11, the hydrofoil 180 is disposed further rearward, by a distance 89, to balance an orientation of the buoyant body 12 at lower speeds or deceleration and further forward by the distance 89 to properly balance the buoyant body 12 during foiling. It is noted that the hydrofoil 180 is also positioned slightly closer to the buoyant body 12, as rotation of the mast 132 to move the hydrofoil 180 rearward also rotates the hydrofoil 180 slightly upward.

[0079] It is noted that the two positions illustrated are simply exemplary and the particular positioning could depend on a variety of parameters. In at least some embodiments, the PID controller 199 could be given a particular condition of the watercraft 10 as a condition to be maintained (for example horizontal pitch of the buoyant body 12), with the PID controller 199 then controlling the actuator 110 to control the longitudinal positioning of the propulsion assembly 160 to maintain the condition. It is also contemplated that the PID controller 199 could also be operatively connected to the propulsion unit 64, the rudder 195, and / or other components of the watercraft 10 to receive signals therefrom and / or for controlling these components.

[0080] In at least some other non-limiting embodiments, is also contemplated that the PID controller 199 or some other type of controller could rely only on the sensors 191, 192, and / or others to directly determine an adjustment of the hydrofoil 180. For example, it is contemplated that an alternate embodiment of the control unit 190 could store in memory a first extension position of the actuator 110 that corresponds to the first position 90 of the hydrofoil 180 and a second extension position of the actuator 110 that corresponds to the second position 91 of thehydrofoil 180. When the lift-propulsion system 100 is deployed and the IMU 191 and / or the speed sensor 192 detects that the watercraft 10 is at a foiling speed, the control unit 190 moves the actuator 110 to the first extension position. When the lift-propulsion system 100 is deployed and the IMU 191 and / or the speed sensor 192 detects that the watercraft 10 is at an accelerating or displacement speed, the control unit 190 moves the actuator 110 to the second extension position.As such, the hydrofoil 180 is automatically moved to the first position 90 when foiling (with the buoyant body 12 displaced above the water) and to the second position 91 when the watercraft 10 is accelerating or traveling at a displacement speed.

[0081] 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 lift-propulsion system comprising: a mast assembly connected to the hull, the mast assembly including: a mast, and an actuator operatively connected to the mast; and a propulsion unit frame connected to a distal end of the mast assembly; a propulsion unit for providing thrust to the watercraft, the propulsion unit being connected to the propulsion unit frame; and at least one hydrofoil for providing lift to the watercraft, the at least one hydrofoil being connected to the propulsion unit frame, the actuator being arranged and configured to adjust a longitudinal position of the at least one hydrofoil at least partially based on a speed of the watercraft during operation.

2. The watercraft of claim 1, further comprising: a speed sensor configured and arranged to determine the speed of the watercraft; and a control unit communicatively coupled to the speed sensor and the actuator, the control unit being configured to receive a signal indicative of the speed of the watercraft, the control unit being configured to control an operation of the actuator to adjust the longitudinal position of the at least one hydrofoil.

3. The watercraft of claim 1, wherein a longitudinal position of the propulsion unit changes with the longitudinal position of the at least one hydrofoil.

4. The watercraft of claim 1, wherein the at least one hydrofoil comprises: a front hydrofoil connected to the propulsion unit frame; and a rear hydrofoil connected to the propulsion unit frame, the rear hydrofoil being disposed rearward of the front hydrofoil.

5. The watercraft of claim 4, wherein the front hydrofoil comprises two elevons pivotally connected to the propulsion unit frame, the elevons being selectively movable relative to the propulsion unit to assist in controlling pitch and roll of the watercraft.

6. The watercraft of claim 4 or 5, wherein the rear hydrofoil includes a fixed wing connected to the propulsion unit frame.

7. The watercraft of any one of claims 4 to 6, wherein the rear hydrofoil has a larger width than the front hydrofoil.

8. The watercraft of claim 1, wherein: the lift-propulsion system further comprises an actuation assembly frame connected to the hull; and the mast assembly further comprises a mast link pivotally connected between propulsion unit frame and the actuation assembly frame.

9. The watercraft of claim 8, wherein the lift-propulsion system further comprises: at least one first rigid member, a first end of the at least one first rigid member being pivotally connected to the actuation assembly frame, a second end of the at least one first rigid member being pivotally connected to the actuator, the second end being opposite the first end; at least one second rigid member, a first end of the at least one second rigid member being pivotally connected to the actuation assembly frame and the mast; and at least one rigid link, a first end of the at least one rigid link being pivotally connected to a center portion of the at least one first rigid member, the center portion being disposed between the first end and the second end of the at least one first rigid member,a second end of the at least one rigid link being pivotally connected to a second end of the at least one second rigid member.

10. The watercraft of claim 9, wherein the at least one first rigid member, the at least one second rigid member, the at least one rigid link, the mast, and the mast link are configured and arranged to form a four-bar linkage to transfer linear movement of the actuator into longitudinal displacement of the at least one hydrofoil.

11. The watercraft of claim 9, wherein the first end of the at least one second rigid member is rigidly connected to a proximate end of the mast, rotation of the at least one second member causing an equal rotation of the mast.

12. The watercraft of claim 9, wherein: the at least one first rigid member includes: a left-side first rigid member disposed to a left side of the actuator, and a right-side first rigid member disposed to a right side of the actuator; the at least one second rigid member includes: a left-side second rigid member disposed to the left side of the actuator, and a right-side second rigid member disposed to the right side of the actuator; and the at least one rigid link includes: a left-side rigid link disposed to the left side of the actuator, and a right-side rigid link disposed to the right side of the actuator.

13. The watercraft of claim 1, wherein the propulsion unit comprises a pump jet propulsion system including an impeller.

14. The watercraft of claim 13, wherein the at least one hydrofoil is disposed forward of the pump jet propulsion system.

15. The watercraft of claim 1, further comprising a rudder connected to the propulsion unit frame rearward of the propulsion unit.

16. The watercraft of claim 15, further comprising a steering assembly operatively connected to the rudder.

17. The watercraft of claim 16, further comprising a straddle seat supported by the deck, the straddle seat being shaped and configured to support at least a driver.

18. The watercraft of claim 17, wherein the steering assembly includes a handlebar disposed at least partially forward of the straddle seat to permit control of the rudder by the driver of the watercraft.

19. The watercraft of claim 18, further comprising an accelerator control disposed on the handlebar for control of the speed of the watercraft by the driver.

20. The watercraft of claim 1, further comprising: a control unit operatively connected to the actuator, and a plurality of sensors communicatively connected to the control unit; and wherein: the control unit is configured to receive signals indicative of watercraft parameters from the plurality of sensors, and the control unit is configured to control an operation of the actuator to adjust the longitudinal position of the at least one hydrofoil based at least in part on the received signals.

21. The watercraft of claim 20, wherein the control unit comprises a proportional-integral- derivative (PID) controller.

22. The watercraft of claim 21, wherein the PID controller is further communicatively connected to the propulsion unit via the control unit.

23. The watercraft of any one of claims 20 to 22, wherein the plurality of sensors includes at least one of: at least one inertial measurement unit (IMU); and a motor speed sensor operatively connected to the propulsion unit.

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