System and method for safety breakaway system for boat hydrofoils

Abstract

A safety breakaway system for a hydrofoiling watercraft is disclosed. One or more hydrofoil assemblies are attached to the hull via shearable connectors and hinged mounts. During normal operation the hydrofoils are held rigid, but if a collision with an obstacle occurs above a threshold force, the connector fails in a controlled manner, allowing the hydrofoil strut to pivot or detach relative to the hull. The motion is guided (e.g., by a hinge or linkage) so that the foil swings upward instead of imparting full force to the hull. An integrated damping mechanism—such as a hydraulic actuator with a relief valve or a foam-filled recess in the hull—absorbs the impact energy as the foil retracts. This staged response protects the boat's structure by decoupling the foil and dissipating collision energy. The system is resettable by re-securing or replacing the connector, allowing the watercraft to quickly resume operation after an impact.

Description

SYSTEM AND METHOD FOR SAFETY BREAKAWAY SYSTEM FOR BOAT HYDROFOILSCross Reference to Related Applications

[0001] This application claims the benefit of, and priority to, U.S. Provisional Application No. 63 / 693,231 filed on September 11, 2024 and entitled “SYSTEM AND METHOD FOR SAFETY BREAKAWAY SYSTEM FOR BOAT HYDROFOILS”, the entirety of which is incorporated by reference herein.Field of the Invention

[0002] This invention relates to safety mechanisms for hydrofoil -equipped watercraft, and more particularly to a system that allows hydrofoil struts and foils to detach or retract in a controlled manner upon collision to prevent damage to the vessel.Background of the Invention

[0003] Hydrofoiling boats use wing -like foils mounted on struts under the hull to lift the vessel at speed, reducing drag. However, collisions between a hydrofoil and a submerged object (such as floating debris, rocks, or the seabed) can cause catastrophic damage. At high speeds, an impact can break the foil or strut, damage the hull, and pose serious safety risks to passengers. Conventional hydrofoil designs typically have the foils rigidly affixed to the hull, so any collision force is transmitted directly to the structure.

[0004] Some prior solutions have attempted to mitigate such impact damage, but each has limitations. For example, small sailing hydrofoils and rudders sometimes employ a kick-up hinge or shear pin: the foil or rudder is held down by a frangible pin that breaks when a certain force is exceeded, allowing the appendage to swing upward. While this prevents total structural failure, it lacks any damping - the foil simply snaps up freely, which can still impart a jarring shock or leave the craft unstable. Other approaches sacrifice the foil entirely: for instance, a surfboard fin might use a breakaway tab that shears off on impact, saving the board from damage but requiring the fin (or tab) to be replaced afterward. In the context of powered boats, outboard motors are often mounted on a spring-loaded tilt mechanism that kicks up the propeller if it hits something, and some designs include a deliberate weak link in a skeg or mounting bolt. These analogues show that frangible or hinged connections are known safety measures, yet no existing system integrates multiple protective features specifically for hydrofoil assemblies.

[0005] In summary, there remains an unsolved need for a hydrofoil mounting system that not only provides a breakaway function to prevent severe damage but also controls and absorbs the impact energy. An ideal solution would protect both the foil wing and its supporting strut, preserve the hull’s integrity, and in many cases, allow for quick restoration of the hydrofoil function after the incident.Summary of the Invention

[0006] The present invention provides a hydrofoil breakaway safety system that overcomes the drawbacks of prior approaches by combining a mechanical release mechanism with a guided, energyabsorbing retraction of the foil. In one aspect, the invention features a hydrofoil assembly mounted to a watercraft hull and fixed with a breakaway coupling (for example, a shear pin or other releasable connector) that normally locks the hydrofoil strut in its deployed position during normal operation. Upon an impact exceeding a predetermined threshold force, the connector is designed to fracture or disengage, thereby freeing the strut from its fixed position. Simultaneously, a pivot arrangement or linkage guides the strut as it moves relative to the hull - for instance, allowing the foil to rotate upward about a hinge axis. The system further incorporates an energy-absorbing element positioned to cushion the moving foil assembly: for example, a foam-lined recess in the hull or a hydraulic damping actuator. As the hydrofoil swings or retracts away after the connector releases, this energy absorber dissipates the collision energy, significantly reducing the shock transmitted to the hull and preventing catastrophic structural damage.

[0007] In some embodiments, the system further includes a guide channel or recess within the hull that is aligned with the strut’s pivot path, and an energy-absorbing element disposed in that channel (for example, closed-cell foam, an elastomeric bumper, or a spring -damper). When the releasable connector disengages during an impact, the strut is guided into the channel and the energy-absorbing element dissipates the strut’s kinetic energy, thereby limiting loads transmitted to the hull and enabling rapid restoration of normal operation.

[0008] In a preferred embodiment, the boat includes an aft hydrofoil assembly (with twin struts and an aft wing) and a front hydrofoil assembly (with a single front strut and wing), each equipped with the breakaway mechanism. The aft assembly may be mounted via a multi-link hinge mechanism (such as a four-bar linkage with a hydraulic actuator) where shear pins secure the struts during normal use and serve as sacrificial fuses during a collision. The front assembly’s strut is hinged to the hull and held in position by a shear pin; if it breaks away, the strut quickly swings into a foam-filled channel inside the hull. Unlike traditional “break-away” foils that might only detach the wing, this integrated system protects both the foiland the strut / hardware by allowing the entire assembly to move and by absorbing energy in stages (first by shearing the connector, then via controlled pivoting, and finally by cushioning with foam or hydraulics).

[0009] The breakaway mounting mechanism is resettable after an impact by re-engaging or replacing the releasable connector and returning the strut to its deployed position. In certain embodiments the deployment actuator (e.g., a hydraulic or electric linear actuator) is configured to yield during the breakaway event — such as by a pressure-relief or slip feature so that it does not impede the guided motion of the strut. In some embodiments, the guide channel may be sealed and / or filled with buoyant material to maintain watertight integrity and vessel buoyancy during and after the event.Brief Description of the Drawings

[0010] FIG. 1 is a side elevation, in partial cutaway, of a hydrofoiling boat equipped with the safety breakaway system, illustrating an overall view of the front and aft hydrofoil assemblies in their normal deployed positions. Arrows indicate the path each foil assembly would take when retracting upon impact.

[0011] FIG. 2 is rear isometric view, in partial cutaway, of a hydrofoiling boat equipped with the safety breakaway system, illustrating an overall view of the front and aft hydrofoil assemblies in their normal deployed positions. Arrows indicate the path each foil assembly would take when retracting upon impact.

[0012] FIG. 3 is an enlarged detail view of the front hydrofoil assembly in the deployed position, showing the front strut attached to the hull via a hinge and secured by a shear pin. A foam-lined guide channel within the hull, aligned with the strut, is also shown.

[0013] FIG. 4 is a similar view of the front assembly in a post-impact (retracted) position. The front strut has rotated upward into the hull’s channel after the shear pin has sheared, with the strut nestled into the foam material. The original deployed position is indicated in phantom (dashed outline) for comparison.

[0014] FIG. 5 is a close-up side view of the aft hydrofoil assembly in normal deployed configuration. The twin struts and aft wing are shown attached to the hull via an upper mounting bracket and a lower hinge linkage. Shear pins at the upper attachment points and a hydraulic actuator connecting the assembly to the hull are illustrated.

[0015] FIG. 6 is a side view of the aft hydrofoil assembly during or after an impact, wherein the struts have rotated upward about the lower hinge after the shear pins have broken. The new position of the aftwing and stmts (post-collision) is shown relative to the hull, with an arrow indicating the rotation path from the original position (which is shown in phantom lines).

[0016] FIG. 7A is a diagram of a releasable connector mechanism according to the invention. In one example, a shear pin is depicted in its intact state securing a joint, and in a post-shear state after breaking.

[0017] FIG. 7B is a diagram of an alternative embodiment of a connector (for example, a magnetic / electromagnetic latch mechanism).Detailed Description of the Drawings

[0018] Referring to FIGS. 1 and 2, an exemplary watercraft 100 (partially shown in cross-section) includes a hull 101 and a hydrofoil system mounted thereto. In this example, the system comprises two hydrofoil assemblies: an aft hydrofoil assembly at the stem and a front hydrofoil assembly toward the bow. The aft assembly includes two parallel stmts 110L and 110R (left and right, shown separately in FIG. 2), or collectively parallel stmts 110 (as shown in FIG. 1), supporting an aft hydrofoil wing 115. The front assembly has a single front stmt 210 carrying a front foil wing 215. In normal operation, both the front stmt 210 and aft stmts 110L,I I OR are in their deployed positions (as depicted), extending downward into the water.

[0019] Each hydrofoil assembly is attached to the hull by a breakaway mounting mechanism that rigidly holds it in place during normal use but allows it to release and move if a significant impact occurs. In the aft assembly (see FIGS. 1, 2 and 5), the upper ends of the stmts 110L,R are connected to a hull-mounted support structure or bracket 120. This bracket provides an upper pivot axis (at points 121 on each side) where the stmts attach. In the illustrated embodiment, shear pins 130 (or frangible bolts) normally secure the stmts at the upper attachment. The shear pins 130 pass through aligned holes in the stmt tops and the bracket 120, locking the assembly’s position. A lower linkage is provided at the bottom of the stmts: in this case a hinged connection 122 that attaches the lower ends of the stmts to the hull (for example, to a lower bracket 125 on the hull). The combination of the upper bracket 120 and lower hinge 122 forms a sturdy mount in normal conditions - effectively a four-bar linkage or similar mechanism that can deploy and retract the aft foil. A hydraulic actuator 140 is operatively connected between the aft assembly and the hull to control its movement during normal operation. In one embodiment, the actuator 140 is a hydraulic cylinder anchored at one end to the hull (e.g., on bracket 120 or nearby stmcture) and at the other end to the stmt assembly. By extending or contracting, this actuator can raise or lower the aft hydrofoil assembly (for example, retracting it upward for docking or deploying it downward for foiling).

[0020] During normal cruising, the shear pins 130 keep the aft struts fixed in the deployed position, and the actuator 140 remains static (or moves slowly as commanded by the pilot for trim adjustments). However, if the aft foil wing 115 strikes an underwater obstacle with a force exceeding a designed threshold, the shear pins 130 are engineered to shear off (break). Once the pins 130 break, the upper attachment points of the struts are no longer locked, and the entire aft assembly is free to pivot about the remaining lower hinge 122. FIG. 6 illustrates the aft assembly in a released state after such an impact. The aft struts 110L,l 10R rotate upward and rearward about hinge 122 (as indicated by the arrow in FIG. 6). This rotation causes the aft foil wing 115 to swing up, away from the point of impact, thereby avoiding a direct transmission of force into the hull. The hydraulic actuator 140 is configured not to impede this rapid movement. In some embodiments, the actuator 140 itself provides a damping effect: for instance, it may incorporate an internal pressure -relief valve or bypass circuit that allows the hydraulic fluid to flow out quickly under sudden load. This means the cylinder can collapse (shorten) momentarily, effectively acting as a shock absorber, allowing the foil to move but with limited angular velocity. In other embodiments, the actuator might be attached via a slotted or compliant connection such that when the pins shear, the geometry allows the struts to move without bending the actuator. Thus, as the aft assembly breaks away and pivots, it dissipates energy through both the work of lifting the assembly and any hydraulic damping present, rather than transferring a sharp shock to the hull. After the incident, the aft assembly can be returned to position and new shear pins installed, as will be described later.

[0021] Turning now to the front hydrofoil assembly (see FIGS. 3 and 4), a similar safety mechanism is implemented with some differences in configuration. The front assembly has a single strut 210 carrying a front foil wing 215 at its bottom end. The upper end of the strut 210 is attached to the hull 101 via a hinged mount 221. In the deployed position (FIG. 3), the strut 210 extends downward at an angle (or vertically, depending on design) such that the wing 215 is in the water front of the center of the boat. A releasable locking pin 230 (preferably a shear pin similar in function to pins 130) normally secures the strut in this deployed orientation. In the embodiment shown, the pin 230 passes through a portion of the hinge 221 or a collar on the strut, preventing the strut from rotating upward. The front assembly is thus rigid during normal operation, contributing lift and stability.

[0022] The hull 101 in the area where the front strut attaches is formed with an internal guide channel 105 positioned to receive the strut 210 when it swings upward. This channel 105 is essentially a recessed cavity or tube within the hull structure (for example, running up into the bow) that aligns with the strut’s hinge axis 221. The channel 105 is lined with a compressible, energy-absorbing material 250, such as a block or layer of high -density foam. In normal use, the strut 210 does not interfere with the foam 250; the foam fdls the channel but can be slightly compressed or shaped to accommodate the strut if needed.

[0023] When the front foil 215 hits an obstacle, the force is transmitted to the strut 210 and hinge. If the impact force exceeds the threshold designed for pin 230, the shear pin 230 breaks, immediately unlocking the hinge 221. Freed from its locked position, the strut 210 is then able to rotate upward about hinge 221. Due to the forward momentum of the boat and the impact force, the strut may swing into the hull channel 105 (as shown by the arrow in FIG. 4). In FIG. 4, the post-impact position of the front strut 210’ (dashed outline) is depicted folded into the hull recess. As the strut enters the channel 105, it compresses the foam 250 lining the channel. The foam material absorbs a substantial portion of the strut’s kinetic energy as it deforms. This cushions the impact and decelerates the strut / foil assembly in a controlled manner, preventing a hard slam against the hull interior. The foam 250 also serves to seal the hull opening; because it substantially fdls the channel volume, water is largely kept out even if the strut is momentarily dislodged. In preferred embodiments, the foam is a closed-cell, buoyant foam that not only absorbs energy but also ensures the compartment remains water-tight, preserving buoyancy and hull integrity. After such an event, the crew can inspect the front assembly, swing the strut 210 back down into place, and insert a new shear pin 230 to reset the system.

[0024] Optional hull -interface embodiments (breach-tolerant variants). In some embodiments, the hull interface at the entrance to the front guide channel 105 is configured to tolerate local displacement without compromising overall hull integrity. In extreme events, incursion into the channel 105 implies that the outer hull was broken or intentionally frangible at the channel entrance; accordingly, a replaceable sacrificial fairing panel may be fitted over the channel opening and arranged to be locally deflected, fractured, or sheared by the retracting strut 210 as it rotates about hinge 221 during a breakaway event. Behind the fairing panel, a sealed, foam-filled compartment (e.g., closed-cell foam 250) provides both energy absorption and water-ingress resistance as the strut nests within the channel. The fairing panel can be replaced dockside, and the compartment geometry and foam density are selected such that routine wave loads and maneuvering forces do not deform the panel, while collision-level loads allow the strut to enter the channel in a controlled manner.Alternative Embodiments and Variations:

[0025] The foregoing description focuses on a particular implementation with a hydraulic aft assembly and a foam-cushioned front assembly, but the invention is not limited to that exact configuration. Various alternative embodiments and additional features may be employed.Alternate Release Mechanisms:Instead of a metal shear pin, other releasable couplings can be used to hold the hydrofoil in place during normal operation. For example, referring to FIGS. 7A and 7B, a magnetic latch mechanism may be employed: a strong magnet or electromagnet secures the strut under normal forces, but if a sudden impact occurs above a threshold force, the magnetic hold is overcome and the strut is released. In another embodiment, a spring-loaded detent pin or an electronically controlled locking bolt could be used, which disengages when a sensor detects an impact. For instance, a strain gauge (strain sensor) or accelerometer on the foil / strut, or a pressure sensor on the hydraulic line, could sense a collision and trigger an electronic release mechanism (such as firing a pin puller or de-energizing an electromagnet) just as or immediately after the mechanical threshold is reached. These sensors may sense the collision and trigger the release through dedicated circuitry, may rely on signalling back to a control unit which then itself triggers the release, or may operate in some combination of these. These alternatives achieve the same result as a shear pin - a quick release - but in different ways, and are within the scope of the invention.Alternate Energy Absorption Systems:

[0026] While the examples above use compressible foam and inherent hydraulic motion as energy absorbers, other damping mechanisms can be incorporated. In some embodiments, the hydraulic actuator itself acts as a shock absorber (with fluid resistance and pressure relief, as described). In addition or alternatively, one could employ a spring -damper (shock absorber) unit at the hinge or along the strut’s travel path to absorb energy. Another variant is to use a chamber of compressible or viscous material (for example, a cylinder filled with a non-Newtonian fluid or gel) that the strut presses into upon retraction, absorbing energy through fluid displacement. The key is that any means of dissipating kinetic energy (crushable structures, elastic buffers, etc.) can be integrated into the path of the moving foil to cushion the blow. For instance, portions of the strut assembly could even be designed with a telescoping section and an internal spring that compresses during an impact, acting as a built-in shock absorber for that strut.Variations in Configuration:

[0027] The invention is applicable to various hydrofoil layouts and craft types. It is not required to have both a front and aft foil - a craft might have a single hydrofoil assembly (only one foil, whether front or aft) and still benefit from the breakaway safety mechanism; in one embodiment, a large aft foil may function as a lifting foil, while in another embodiment, a large front foil may function as a lifting foil. The front and aft assemblies could each be either of the hinged or linkage style. Likewise, a vessel could have multiple foils on each side (e.g., a catamaran or trimaran with foils) or an array of smaller foils; thebreakaway concepts can be applied to each of them. In the case of the twin-stmt aft assembly described, one could use either a single shear connector or multiple connectors. For example, each stmt 110L,l 10R could have its own shear pin at the upper mount, or a single shear pin could be positioned in a common linkage (like a crossbar or the actuator mount) whose failure would release both stmts together. Both approaches create a controlled failure point. Additionally, some designs might prefer a completely breakaway foil: for instance, the stmt could be attached by a shear bolt that, when sheared, allows the entire foil assembly to detach and fall away from the hull (possibly connected by a safety lanyard to avoid loss). This is a more sacrificial variant but could be useful in certain lightweight craft. The present invention encompasses such full-detachment embodiments as well, provided there is a deliberate connector that yields to prevent hull damage.Deployment Actuators and Control:

[0028] In the preferred embodiments, a hydraulic actuator is used to deploy and retract the foils during normal use, but this is not the only option. Other actuation means can be utilized, including electric linear actuators, screwjacks, pneumatic cylinders, or manual lever / linkage systems. The critical aspect is that the actuation mechanism should not hinder the breakaway action. For example, if an electric actuator is used, it can be equipped with a slip clutch or breakaway gear that allows the stmt to move freely when an impact occurs. If a purely mechanical linkage is used for deployment, it can be designed with a slot or override that permits movement under high force. These variations ensure that the concept is applicable regardless of the power source or mechanism for moving the foils in normal conditions.Reset and Reusability:

[0029] A significant advantage of the invention is that it is designed to be resettable after a collision event. In practical terms, this means that once the cause of the impact is cleared, the hydrofoil can be returned to its operative position and the releasable connector restored with minimal effort. For instance, if a shear pin (130 or 230) broke, the operator can realign the stmt and insert a fresh replacement pin of the appropriate specification. In the case of a magnetic latch, it may simply require re-engaging or powering the magnet again. The hinge and other components are built to survive the event, so the assembly itself is not permanently deformed. In some embodiments, the system may even be selfresetting: the stmt could be pushed back by a spring or by operator control, and a latching mechanism could automatically lock back in when properly seated. The ability to quickly restore the foil means the boat isn’t left disabled and the foils themselves are likely undamaged, which is a major improvement overone-time sacrificial designs. Should a stmt or foil enter the foam-lined chamber, however, repairs will need to be made to the boat’s hull.Additional Safety Features:

[0030] Optionally, the system can include secondary safety measures. For example, a limiting tether or strap can be attached between the foil assembly and the hull to define the maximum pivot range. This flexible tether (or a mechanical stop built into the hinge) would catch the foil if it swings beyond a safe angle, preventing it from over-rotating or striking the hull. Under normal breakaway operation, the foil may not reach that extreme, but the tether provides a backup to avoid any unintended excessive motion. Another feature that can be included is sensor feedback to the boat’s control system: a sensor could detect that a breakaway has occurred (e.g. a pin has sheared or a pressure drop in the hydraulic line) and automatically cut power to the propulsion or alert the pilot, thereby enhancing overall safety. The control system may also be enabled to log the breakaway event, provide a pilot alert indicating the affected assembly, provide an audible or visual indicator to the operator that a breakaway event has occurred, or take some other action upon a breakaway event occurring.Applicability to Various Craft:

[0031] While the detailed examples given are for an electric-powered hydrofoiling boat with a front and rear foil, the invention is broadly applicable to any watercraft employing hydrofoils. This includes sailboats with retractable foils, high-speed motorboats, personal watercraft (e.g., jet-ski type hydrofoils), and even smaller recreational or commercial vehicles like electric foil boards or unmanned drone boats. The principles of a breakaway strut with controlled retraction and energy absorption remain the same across these platforms. The components can be scaled and adjusted in strength to suit the size and speed of the craft. By covering these variations, the invention provides a comprehensive safety solution for the emerging field of hydrofoiling vessels.

[0032] It will be appreciated by those skilled in the art that the foregoing description of embodiments is illustrative of the broad inventive principles. Various modifications may be made to the specific designs and features described without departing from the scope of the invention as defined in the following claims. For example, different materials may be used for the shearable connectors (e.g., bronze pins vs. engineered plastic) to achieve a desired breakaway force, and additional reinforcements or mounting geometries may be implemented as engineering considerations dictate. The scope of the invention, therefore, should not be limited by the examples given, but rather by the claims and equivalents thereof.

[0033] According to the disclosure a watercraft is disclosed. The watercraft comprises a hull, at least one hydrofoil assembly attached to the hull by a breakaway mounting mechanism, the hydrofoil assembly including a foil wing and a strut, a pivot arrangement configured to guide the strut’s movement relative to the hull upon release of the connector, and an energy-absorbing element positioned to absorb impact energy as the strut moves.

[0034] According to the disclosure, the breakaway mounting mechanism of the watercraft comprises a releasable connector that rigidly secures the strut to the hull during operation but is configured to sever or disengage when a threshold impact force on the foil wing is exceeded, thereby permitting the strut to move relative to the hull.

[0035] According to the disclosure, the releasable connector of the watercraft comprises a shear pin or frangible bolt that fractures under the threshold impact load. The releasable connector of the watercraft comprises a magnetic or electromagnetic latch or electromagnetic lock that releases the strut when the impact force exceeds the threshold.

[0036] According to the disclosure, the threshold is adjustable, the watercraft further comprises at least one of: interchangeable shear pins of different calibrated strengths; an adjustable preload element or a controllable magnet current. The pivot arrangement of the watercraft includes a hinged connection defining an axis about which the strut can rotate upward upon connector release.

[0037] According to the disclosure, the pivot arrangement of the watercraft forms part of a multi -link mechanism, and the releasable connector is positioned in one link of said mechanism such that upon release, the remaining link(s) allow the strut to swing to a retracted position. The energy-absorbing element comprises compressible material located in the hull into which the strut or foil wing enters during the pivoting movement, the compressible material being configured to deform and absorb kinetic energy.

[0038] According to the disclosure, the compressible material of the watercraft is a closed-cell foam lining interior surfaces of a recess or channel in the hull, and the strut is configured to nest into said channel when retracted. The recess or channel is sealed and / or filled with buoyant material so as to limit water ingress and maintain hull buoyancy when the strut enters the channel.

[0039] According to the disclosure, the watercraft further comprises an actuator coupled between the strut and the hull, the actuator configured to move the hydrofoil assembly between a deployed position and a retracted position during normal operation, and wherein the actuator is constructed to yield or allow motion when the releasable connector disengages during an impact event. The actuator is a hydraulic cylinder thatincludes a pressure-relief valve or bypass mechanism enabling rapid contraction of the cylinder upon a sudden load to accommodate the strut’s pivoting motion during the impact.

[0040] According to the disclosure, the actuator’s pressure-relief valve or bypass mechanism dampens the motion of the foil, to limit the foil’s angular velocity. The actuator is an electric linear actuator including a slip clutch that allows the strut to move when the releasable connector disengages. The actuator comprises a manual linkage having a slot or override configured to permit strut movement during the breakaway event.

[0041] According to the disclosure, the hydrofoil assembly of the watercraft comprises a pair of parallel struts supporting a hydrofoil wing, the struts attached to the hull via an upper linkage having the releasable connector and a lower hinge, such that when the connector is severed the assembly rotates about the lower hinge.

[0042] According to the disclosure, hydrofoil assembly of the watercraft comprises a single strut and a foil wing, the strut being rotationally mounted to the hull via a hinge and held in a deployed position by the releasable connector, and wherein a guide channel is formed in the hull to receive the strut when it rotates to a retracted position after the connector is released.

[0043] According to the disclosure, the watercraft further comprises a limit strap, tether, or mechanical stop configured to bound a maximum pivot travel of the strut after the releasable connector disengages. The system is resettable after an impact by replacing or resetting the releasable connector and returning the strut to the deployed position.

[0044] According to the disclosure, the watercraft further comprises at least one sensor configured to detect a collision condition and a control unit configured to trigger the releasable connector and / or reduce propulsion output in response to detection of the collision condition. The sensor of the watercraft comprises at least one of: a strain sensor on the strut, an accelerometer on the hydrofoil assembly, or a pressure sensor on a hydraulic line.

[0045] According to the disclosure, the control unit of the watercraft is configured to log the breakaway event and to provide a pilot alert indicating the affected assembly. The disengagement of the releasable connector occurs prior to contact between the strut and the energy-absorbing element, thereby providing multi-stage energy dissipation that includes (i) releasing the connector, (ii) guided pivoting, and (iii) damping at the energy-absorbing element

[0046] According to the disclosure, the breakaway mounting mechanism comprises multiple releasable connectors configured to release sequentially or redundantly, or comprises a single connector positioned to release both of a pair of struts in a multi-strut assembly. Upon connector release the hydrofoil assembly fully detaches from the hull and remains connected by a safety lanyard to prevent loss.

[0047] According to the disclosure, the watercraft further comprises onboard storage of replacement shear pins and a visual or audible indicator configured to alert an operator that a breakaway event has occurred.

[0048] According to the disclosure, a hydrofoil breakaway assembly for a watercraft is disclosed. The hydrofoil breakaway assembly comprises a mounting structure configured to attach to a hull, a foil support strut carrying a hydrofoil wing, a normally-engaged coupling between the strut and the mounting structure that holds the strut in a fixed operational position relative to the mounting structure, the coupling being configured to release when subjected to a force above a preset limit, a pivot arrangement configured to guide movement of the strut relative to the mounting structure upon release of the coupling, and an energy dissipation means associated with the assembly for absorbing energy as the strut moves relative to the mounting structure upon release of the coupling, thereby protecting the assembly from impact shock.

[0049] According to the disclosure, the normally-engaged coupling of the assembly comprises a shear pin, a magnetic or electromagnetic latch, or an electronically actuated latch, and wherein the energy dissipation means comprises at least one of: closed-cell foam, an elastomeric bumper, a spring-damper mechanism, or a hydraulic actuator with pressure relief.

[0050] According to the disclosure, the assembly further comprises an actuator mechanism operatively connected to the strut for moving the strut between deployed and retracted positions during normal use, the actuator mechanism being configured not to impede the strut’s movement when the coupling releases.

[0051] According to the disclosure, a method of protecting a hydrofoil-equipped watercraft from collision damage is disclosed. The method comprising the steps of providing a hydrofoil assembly mounted to a hull via a breakaway mechanism that includes a shearable or releasable connector and a guided pivot, during normal operation, maintaining the connector engaged such that the hydrofoil assembly remains rigidly in position for stable foiling, in response to the hydrofoil assembly impacting an obstacle with force exceeding a threshold, automatically severing or disengaging the connector to allow the hydrofoil assembly to move relative to the hull, guiding the movement of the hydrofoil assembly in a controlled path away from the obstacle, and absorbing impact energy through an energy-absorbing element during said movement, thereby reducing force transmitted to the hull and reducing structural damage.

[0052] According to the disclosure, the method further comprises automatically reducing propulsion output of the watercraft upon detecting the disengagement of the connector or the impact event. The method further comprises triggering an electronic release of the connector based on input from at least one sensor selected from a strain sensor, an accelerometer, or a pressure sensor.

[0053] According to the disclosure, the disengagement of the connector occurs prior to the hydrofoil assembly contacting the energy-absorbing element to provide multi-stage energy dissipation.

[0054] According to the disclosure, the method further comprises restoring the hydrofoil assembly to its operational position and re-engaging or replacing the connector to reset the breakaway mechanism after the impact.

[0055] According to the disclosure, the method further comprises logging the breakaway event and alerting an operator to the affected hydrofoil assembly.

[0056] The functions described herein may be stored as one or more instructions on a processor-readable or computer-readable medium. The term “computer-readable medium” refers to any available medium that can be accessed by a computer or processor. By way of example, and not limitation, such a medium may comprise RAM, ROM, EEPROM, flash memory, CD-ROM or other optical disk storage, magnetic disk storage or other magnetic storage devices, or any other medium that can be used to store desired program code in the form of instructions or data structures and that can be accessed by a computer. It should be noted that a computer-readable medium may be tangible and non-transitory. As used herein, the term “code” may refer to software, instructions, code or data that is / are executable by a computing device or processor. A “module” can be considered as a processor executing computer-readable code.

[0057] A processor as described herein can be a general-purpose processor, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. A general-purpose processor can be a microprocessor, but in the alternative, the processor can be a controller, or microcontroller, combinations of the same, or the like. A processor can also be implemented as a combination of computing devices, e.g., a combination of a DSP and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a DSP core, or any other such configuration. Although described herein primarily with respect to digital technology, a processor may also include primarily analog components. For example, any of the signal processing algorithms described herein may be implemented in analog circuitry. In some embodiments, a processor can be a graphics processing unit (GPU) . The parallelprocessing capabilities of GPUs can reduce the amount of time for training and using neural networks (and other machine learning models) compared to central processing units (CPUs). In some embodiments, a processor can be an ASIC including dedicated machine learning circuitry custom-build for one or both of model training and model inference.

[0058] The disclosed or illustrated tasks can be distributed across multiple processors or computing devices of a computer system, including computing devices that are geographically distributed. The methods disclosed herein comprise one or more steps or actions for achieving the described method. The method steps and / or actions may be interchanged with one another without departing from the scope of the claims. In other words, unless a specific order of steps or actions is required for proper operation of the method that is being described, the order and / or use of specific steps and / or actions may be modified without departing from the scope of the claims.

[0059] As used herein, the term “plurality” denotes two or more. For example, a plurality of components indicates two or more components. The term “determining” encompasses a wide variety of actions and, therefore, “determining” can include calculating, computing, processing, deriving, investigating, looking up (e.g., looking up in a table, a database or another data structure), ascertaining and the like. Also, “determining” can include receiving (e.g., receiving information), accessing (e.g., accessing data in a memory) and the like. Also, “determining” can include resolving, selecting, choosing, establishing and the like.

[0060] The phrase “based on” does not mean “based only on,” unless expressly specified otherwise. In other words, the phrase “based on” describes both “based only on” and “based at least on.” While the foregoing written description of the system enables one of ordinary skill to make and use what is considered presently to be the best mode thereof, those of ordinary skill will understand and appreciate the existence of variations, combinations, and equivalents of the specific embodiment, method, and examples herein. The system should therefore not be limited by the above-described embodiment, method, and examples, but by all embodiments and methods within the scope and spirit of the system. Thus, the present disclosure is not intended to be limited to the implementations shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

Claims1 . A watercraft comprising: a hull; at least one hydrofoil assembly attached to the hull by a breakaway mounting mechanism, the hydrofoil assembly including a foil wing and a strut; a pivot arrangement configured to guide the strut’s movement relative to the hull upon release of the connector; and an energy-absorbing element positioned to absorb impact energy as the strut moves; wherein the breakaway mounting mechanism comprises a releasable connector that rigidly secures the strut to the hull during operation but is configured to sever or disengage when a threshold impact force on the foil wing is exceeded, thereby permitting the strut to move relative to the hull.

2. The watercraft of claim 1, wherein the releasable connector comprises a shear pin or frangible bolt that fractures under the threshold impact load.

3. The watercraft of claim 1, wherein the releasable connector comprises a magnetic or electromagnetic latch or electromagnetic lock that releases the strut when the impact force exceeds the threshold.

4. The watercraft of claim 1, wherein the threshold is adjustable, the watercraft further comprising at least one of: interchangeable shear pins of different calibrated strengths; an adjustable preload element; or a controllable magnet current5. The watercraft of claim 1, wherein the pivot arrangement includes a hinged connection defining an axis about which the strut can rotate upward upon connector release.

6. The watercraft of claim 1, wherein the pivot arrangement forms part of a multi -link mechanism, and the releasable connector is positioned in one link of said mechanism such that upon release, the remaining link(s) allow the strut to swing to a retracted position.

7. The watercraft of claim 1, wherein the energy-absorbing element comprises compressible material located in the hull into which the strut or foil wing enters during the pivoting movement, the compressible material being configured to deform and absorb kinetic energy8. The watercraft of claim 7, wherein the compressible material is a closed-cell foam lining interior surfaces of a recess or channel in the hull, and the strut is configured to nest into said channel when retracted.

9. The watercraft of claim 7, wherein the recess or channel is sealed and / or filled with buoyant material so as to limit water ingress and maintain hull buoyancy when the strut enters the channel.

10. The watercraft of claim 1, further comprising an actuator coupled between the strut and the hull, the actuator configured to move the hydrofoil assembly between a deployed position and a retracted position during normal operation, and wherein the actuator is constructed to yield or allow motion when the releasable connector disengages during an impact event.1 1 . The watercraft of claim 10, wherein the actuator is a hydraulic cylinder that includes a pressure-relief valve or bypass mechanism enabling rapid contraction of the cylinder upon a sudden load to accommodate the strut’s pivoting motion during the impact.

12. The watercraft of claim 10, wherein the actuator’s pressure -relief valve or bypass mechanism dampens the motion of the foil, to limit the foil’s angular velocity.

13. The watercraft of claim 10, wherein the actuator is an electric linear actuator including a slip clutch that allows the strut to move when the releasable connector disengages.

14. The watercraft of claim 10, wherein the actuator comprises a manual linkage having a slot or override configured to permit strut movement during the breakaway event.

15. The watercraft of claim 1, wherein the hydrofoil assembly comprises a pair of parallel struts supporting a hydrofoil wing, the struts attached to the hull via an upper linkage having the releasable connector and a lower hinge, such that when the connector is severed the assembly rotates about the lower hinge.

16. The watercraft of claim 1, wherein the hydrofoil assembly comprises a single strut and a foil wing, the strut being rotationally mounted to the hull via a hinge and held in a deployed position by the releasable connector, and wherein a guide channel is formed in the hull to receive the strut when itrotates to a retracted position after the connector is released.

17. The watercraft of claim 1, further comprising a limit strap, tether, or mechanical stop configured to bound a maximum pivot travel of the strut after the releasable connector disengages.

18. The watercraft of claim 1, wherein the system is resettable after an impact by replacing or resetting the releasable connector and returning the strut to the deployed position.

19. The watercraft of claim 1, further comprising at least one sensor configured to detect a collision condition and a control unit configured to trigger the releasable connector and / or reduce propulsion output in response to detection of the collision condition.

20. The watercraft of claim 19, wherein the sensor comprises at least one of: a strain sensor on the strut, an accelerometer on the hydrofoil assembly, or a pressure sensor on a hydraulic line.21 . The watercraft of claim 19, wherein the control unit is configured to log the breakaway event and to provide a pilot alert indicating the affected assembly.

22. The watercraft of claim 1, wherein disengagement of the releasable connector occurs prior to contact between the strut and the energy-absorbing element, thereby providing multi-stage energy dissipation that includes (i) releasing the connector, (ii) guided pivoting, and (iii) damping at the energyabsorbing element.

23. The watercraft of claim 1, wherein the breakaway mounting mechanism comprises multiple releasable connectors configured to release sequentially or redundantly, or comprises a single connector positioned to release both of a pair of struts in a multi-strut assembly.

24. The watercraft of claim 1, wherein upon connector release the hydrofoil assembly fully detaches from the hull and remains connected by a safety lanyard to prevent loss.

25. The watercraft of claim 1, further comprising onboard storage of replacement shear pins and a visual or audible indicator configured to alert an operator that a breakaway event has occurred.

26. A hydrofoil breakaway assembly for a watercraft, comprising: a mounting structure configured to attach to a hull; a foil support strut carrying a hydrofoil wing; a normally-engaged coupling between the strut and the mounting structure that holds the strut in a fixed operational position relative to the mounting structure, the coupling being configured to release when subjected to a force above a preset limit; a pivot arrangement configured to guide movement of the strut relative to the mounting structure upon release of the coupling; and an energy dissipation means associated with the assembly for absorbing energy as the strut moves relative to the mounting structure upon release of the coupling, thereby protecting the assembly from impact shock.

27. The assembly of claim 26, wherein the normally-engaged coupling comprises a shear pin, a magnetic or electromagnetic latch, or an electronically actuated latch, and wherein the energy dissipation means comprises at least one of: closed-cell foam, an elastomeric bumper, a spring-damper mechanism, or a hydraulic actuator with pressure relief.

28. The assembly of claim 26, further comprising an actuator mechanism operatively connected to the strut for moving the strut between deployed and retracted positions during normal use, the actuator mechanism being configured not to impede the strut’s movement when the coupling releases.

29. A method of protecting a hydrofoil-equipped watercraft from collision damage, the method comprising the steps of: providing a hydrofoil assembly mounted to a hull via a breakaway mechanism that includes a shearable or releasable connector and a guided pivot; during normal operation, maintaining the connector engaged such that the hydrofoil assembly remains rigidly in position for stable foiling; in response to the hydrofoil assembly impacting an obstacle with force exceeding a threshold, automatically severing or disengaging the connector to allow the hydrofoil assembly to move relative to the hull; guiding the movement of the hydrofoil assembly in a controlled path away from the obstacle; and absorbing impact energy through an energy -absorbing element during said movement, thereby reducing force transmitted to the hull and reducing structural damage.

30. The method of claim 29, further comprising automatically reducing propulsion output of the watercraft upon detecting the disengagement of the connector or the impact event.31 . The method of claim 29, further comprising triggering an electronic release of the connector based on input from at least one sensor selected from a strain sensor, an accelerometer, or a pressure sensor.

32. The method of claim 29, wherein the disengagement of the connector occurs prior to the hydrofoil assembly contacting the energy-absorbing element to provide multi-stage energy dissipation.

33. The method of claim 29, further comprising, restoring the hydrofoil assembly to its operational position and re-engaging or replacing the connector to reset the breakaway mechanism after the impact.

34. The method of claim 29, further comprising logging the breakaway event and alerting an operator to the affected hydrofoil assembly.

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