System and method for a battery mechanical safety system for hydro-foiling watercraft

Abstract

A battery mechanical safety system for a hydro-foiling watercraft is disclosed. The watercraft's high-voltage battery is mounted from above (attached to the underside of the deck) and suspended below the hull floor, creating a protected gap between the battery and the hull bottom. This centrally positioned battery compartment optimizes the center of mass for efficient foiling and is isolated from passenger areas for safety. A retractable hydrofoil assembly is coupled to the hull with a mechanical breakaway feature so that upon collision the foil swings upward and away, avoiding contact with the battery. Energy-absorbing structures, such as foam-filled crumple zones and sacrificial structural members, further dissipate impact forces, preserving hull integrity and buoyancy. The system thus enhances both performance and crashworthiness of the hydrofoil electric watercraft.

Description

SYSTEM AND METHOD FOR A BATTERY MECHANICAL SAFETY SYSTEM FOR HYDRO-FOILING WATERCRAFTCross Reference to Related Applications

[0001] This application claims the benefit of, and priority to U.S. Provisional Application No. 63 / 738,706 filed on December 24, 2024 and entitled "SYSTEM AND METHOD FOR A BATTERY MECHANICAL SAFETY SYSTEM FOR HYDRO-FOILING WATERCRAFT", the entirety of which is incorporated by reference herein.Background

[0002] The embodiments described herein relate to electric-powered watercraft, in particular hydrofoiling watercraft.

[0003] Hydro-foiling watercraft (that is, watercraft that lift their hull out of the water on wing-like foils at speed) offer significant efficiency advantages by reducing hydrodynamic drag. When combined with electric propulsion, such vessels can provide quiet, low-emission operation with high overall efficiency.

[0004] However, integrating large, high-voltage lithium-based battery packs into hydrofoil boats poses several challenges and risks. These include:• Electrical safety. High-voltage battery packs (e.g., above 300 V) present electric shock hazards and require restricted access, double or reinforced insulation, and robust isolation from crew and passengers. In marine environments, saltwater intrusion can further increase the risk of short circuits and corrosion.• Thermal management. Lithium battery cells must be operated within specific temperature ranges to avoid accelerated degradation or thermal runaway events. At the same time, marine battery enclosures must remain watertight. Providing sufficient cooling and venting while maintaining ingress protection is non-trivial.• Collision and impact risks. Hydrofoil craft can travel at substantial speeds. Foils, struts, and drive units may strike submerged objects such as logs, debris, or marine life. A severe impact can damage the foil or hull and may transmit large loads into any internal structure, including batteries, if they are not mechanically isolated. Direct mechanical damage to a high-energy battery pack can cause internal short circuits, fires, or explosions.• Placement and stability. The position of the battery within the hull strongly influences the craft'scenter of mass (COM) and thereby its stability and foiling behavior. Placing a heavy battery too high, too far forward / aft, or off-center can degrade dynamic stability and controllability. Placing it directly on the hull bottom can increase impact risk and dictate deeper hull forms that may compromise hydrodynamics.• Weight and buoyancy considerations. Hydrofoil craft benefit from low mass to reduce the required foil area and lift, thereby reducing drag and power requirements. At the same time, sufficient reserve buoyancy must be preserved such that in a damaged or flooded condition, the vessel remains afloat. The battery often represents a significant fraction of total mass and therefore strongly affects buoyancy and recovery after a foil-borne event.

[0005] Conventional electric boats frequently repurpose existing voids (under seats, in engine bays, or in the bilge) to house batteries. Such arrangements may not consider hydrofoil-specific collision scenarios or optimized COM placement. Some prior hydrofoil concepts have proposed locating batteries or propulsion in or near the foil structure itself to lower the center of gravity and simplify cable routing. While such arrangements may be viable for certain designs, they complicate battery access, sealing, and maintenance, and they do not directly address safety of a large hull-mounted battery module.

[0006] Rigid reinforced battery boxes within the hull can offer some protection but typically do not integrate with the foil mount or hull structure to actively manage collision energy. If a foil or strut is rigidly mounted, a collision can drive loads into the hull and potentially into the battery enclosure. Likewise, simply reinforcing the hull bottom under a battery may protect the battery but can transmit high loads to passengers and critical systems.

[0007] Accordingly, there persists a need for an integrated battery mechanical safety system for hydrofoiling watercraft that:• Places the battery in a location that is optimal for performance and stability.• Mechanically isolates the battery from hull impacts and foil collisions.• Provides a controlled, predictable load path and energy absorption mechanism during impact.• Maintains buoyancy and occupant safety even in the event of hull damage.

[0008] These challenges necessitate a robust mechanical safety design to protect the battery and optimize performance, especially in the harsh and unpredictable conditions of watercraft operation.Summary

[0009] The present disclosure provides a system and method for a battery mechanical safety system in a hydro-foiling watercraft that addresses the above challenges. In one aspect, a hydrofoiling watercraft includes a hull having a deck and a bottom, at least one hydrofoil assembly (e.g., a forward foil with one or more struts), and a high-voltage battery enclosure. The battery enclosure is mounted from above to the underside of the deck and extends downward into the interior of the hull. The enclosure is suspended above the hull bottom such that a gap is defined between the enclosure's lower surface and the inner surface of the hull bottom. The battery is positioned substantially centrally in the hull (laterally), and preferably near the longitudinal center of gravity, to optimize COM for foiling performance and to minimize cable lengths to propulsion units.

[0010] In an embodiment, the hydrofoil assembly is not rigidly fixed; instead, it is coupled to the hull via a moveable mount and a mechanical release mechanism. Under normal loads, the mount holds the foil in a deployed position. Under collision loads exceeding a threshold, a sacrificial element such as a shear pin or frangible coupling fails, allowing the foil assembly to swing or rotate upward and / or rearward toward the hull but along a path that avoids contact with the suspended battery enclosure.

[0011] To further protect the battery and hull, energy-absorbing structures such as foam-filled bulkheads, crushable webs, and sacrificial beams are placed between the foil mount region and the battery compartment. These structures are designed to deform and absorb kinetic energy during impact, thereby limiting the loads transmitted to the battery enclosure and preserving hull buoyancy.

[0012] In some embodiments, the battery enclosure is a sealed, watertight, fire-resistant module with integrated thermal management features and optional pressure relief vents. High-voltage components and cabling are isolated from passenger areas by structural barriers, and impact sensing and control logic can automatically open high-voltage contactors to de-energize the system following a collision.

[0013] The disclosed system provides the following:• A top-suspended battery mounting that maintains a protective gap from the hull bottom.• Centralized, optimized battery placement for stable foiling and short high-voltage cable runs. • A hydrofoil assembly with a mechanical fuse that yields under collision to deflect the foil away from the battery.• Energy-absorbing crumple zones which dissipate residual impact energy and preserve buoyancy.• Segregation and isolation of high-voltage systems from occupants.

[0014] Together, these features form an integrated mechanical safety system that makes large battery packs in hydro-foiling watercraft significantly safer under both normal and collision conditions.Brief Description of the Drawings

[0015] FIG.1 is a schematic right-side elevation view of an exemplary hydro-foiling watercraft, illustrating the forward foil assembly in a deployed position relative to the hull and the battery placement.

[0016] FIG. 2 is a rear isometric view of the post-collision.

[0017] FIG. 2A is a detail of elements from FIG. 2, showing the shear point more closely.

[0018] FIG. 3 is a top plan view of the watercraft's hull (with the deck removed for clarity) showing the layout of the battery compartment and surrounding components.

[0019] FIG. 4 is a cross-sectional view taken through the hull and battery compartment.

[0020] FIG. 5 is a diagram illustrating the foil assembly in a retracted or collision position.

[0021] FIG. 6 is an exploded perspective view of the battery mounting system and hull structure.

[0022] FIG. 6A shows an exploded view of the battery assembly.

[0023] FIG. 7 is a detailed cross-sectional close-up of a crumple zone bulkhead located behind a foil strut.Detailed Description

[0024] In a typical hydrofoil-equipped watercraft, the hydrofoil (or "foil") is rigidly mounted to the underside of the watercraft. Herein we describe a watercraft with a foil mounted to a moveable assembly (a motor / foil assembly, or MFA), which assembly is configured to retract by moving up towards the underside of the watercraft when extension of the foil is not required, and to deploy by moving downwards away from the underside of the watercraft when extension of the foil is required. The moving may be actuated by actuators or may be effected through forces created by the primary propulsion motor and control surfaces of the watercraft.Overall System Architecture

[0025] FIG.1 is a schematic right-side elevation view of an exemplary hydro-foiling watercraft, illustrating the forward foil assembly in a deployed position relative to the hull and the battery placement (shown in hidden lines within the hull). Arrows indicate the range of motion of the foil assembly during deployment and retraction.

[0026] Referring first to FIG. 1, a hydro-foiling watercraft 100 is shown in side view. The watercraft comprises a hull 110 with a deck 112 (the deck being the interior floor or top surface of the hull structure). Attached beneath the hull is a hydrofoil assembly 120. In the illustrated embodiment, the hydrofoil assembly includes a forward foil system with two struts 122 (only the starboard strut is visible in the side view) and a wing-like foil 124 spanning between them (depicted edge-on in FIG. 1). The foil 124 provides hydrodynamic lift to raise the hull 110 out of the water at speed.

[0027] The hydrofoil assembly 120 is moveably mounted to the hull 110. As depicted, each strut 122 is attached to the hull at an upper hinge point 126. The assembly can retract upward toward the hull (as indicated by the curved arrow in FIG. 1) and can be deployed downward into the water for foiling. Retraction and deployment may be powered by actuators or effected through hydrodynamic forces acting on the control surfaces of the watercraft.

[0028] The watercraft 100 includes a battery compartment 130, which houses a high-voltage battery pack that powers one or more electric propulsion units. In FIG. 1, the battery compartment 130 is shown in hidden lines because it is located inside the hull. The compartment 130 is mounted to the underside of the deck 112 and extends downward toward the hull bottom 114. A clearance gap 132 is provided between the bottom of the battery compartment 130 and the inner surface of the hull bottom 114. The gap 132 ensures that modest upward deflection or denting of the hull bottom (e.g., due to wave slamming or minor groundings) does not directly contact the battery compartment.

[0029] FIG.2 is a rear isometric view of the post-collision (struts and foil wings). This view highlights the dual strut arrangement and shows a mount where a shear pin or hinge is located. An arrow indicates the intended swing-up direction of the foil assembly upon impact.

[0030] As shown in FIG.2 (front view), the battery compartment 130 is laterally centered within the hull. The two struts 122 of the foil assembly are located to port and starboard, and a lower portion of thebattery compartment 130 can be seen between them at the vessel's centerline. In this embodiment, two electric propulsion pods 140 are mounted, one on each strut 122 at their lower ends. Each pod 140 contains an electric motor that drives a propeller 142. The battery pack supplies power to these motors via high-voltage cables that run from within compartment 130 to motor controllers associated with the propulsion pods or mounted in nearby hull spaces.

[0031] FIG. 3 is a top plan view of the watercraft's hull (with the deck removed for clarity) showing the layout of the battery compartment and surrounding components. The battery is centrally located between two foil support struts and adjacent to twin propulsion units (motors) on the port and starboard sides. This view illustrates the spatial relationship of the high-voltage battery to the foils and other hardware.

[0032] FIG. 3 (top view) further clarifies the internal layout. The battery compartment 130 is centrally located between a port-side motor assembly 140a and a starboard-side motor assembly 140b. The footprints of the two struts 122 where they attach to the hull are visible forward of the general location of the battery compartment. The battery is preferably placed such that its center of mass lies close to the longitudinal center of gravity of the hull in foiling condition, thereby contributing to stable pitch and heave behavior. The centric placement and proximity to the propulsion units minimize high-voltage cable length and resistive losses.

[0033] FIG. 4 is a cross-sectional view taken through the hull and battery compartment (for example, a transverse cross-section through the center of the battery). It shows the battery compartment suspended from the deck and the gap between the bottom of the battery module and the inner surface of the hull bottom. The cross-section also depicts an energy-absorbing structure (foam or crush zone) around the sides and / or bottom of the battery compartment.Example Craft Configuration (Reference Embodiment)

[0034] In one representative embodiment, the hydrofoiling watercraft 100 has a length overall (LOA) of approximately 7.5 m and a beam of approximately 2.4 m in displacement mode. The all-up mass of the vessel, including passengers and payload, can be in the range of 1,200-1,600 kg, with a design target foil-borne cruise speed of about 20-30 knots.

[0035] The forward hydrofoil assembly may comprise:• A pair of vertical struts 122 each having a span (distance from hull 110 to foil 124) of about 1.2- 1.6 m and a chord of about 80-120 mm, and• A transverse front foil wing 124 having a planform area of about 0.5-0.8 m2.

[0036] A forward stabilizer foil may be provided, but the primary collision risk addressed by the present system is associated with the rear foil assembly 120. The high-voltage battery pack housed in compartment 130 may have, by way of non-limiting example:• A mass between 300 and 500 kg,• A length between 1.2 and 1.8 m,• A width between 0.6 and 0.9 m,• A height between 0.18 and 0.30 m, and• A nominal DC bus voltage in the range of 300-800 V.

[0037] The battery pack is enclosed in a rectangular enclosure with wall thickness appropriate to the selected material (e.g., 3-8 mm for a welded aluminum design). The enclosure is sealed to at least an IP67 level to prevent water ingress under temporary submersion.

[0038] The specific numerical values in this reference embodiment are illustrative and non-limiting. A person of ordinary skill in the art could adapt dimensions, masses, and speeds to suit other craft sizes while applying the same mechanical safety principles.Battery Mounting Geometry and Clearances

[0039] FIG.6 is an exploded perspective view of the battery mounting system and hull structure. FIG.6A shows an exploded view of the battery assembly.

[0040] According to FIG. 6, in this view, the battery module, its supporting bracket / frame, the hull deck attachment points, and surrounding structural elements is shown. It highlights how the battery is attached (from above the hull floor), and includes shock-absorbing mounts and foam-filled isolation bulkheads positioned near the battery. Components such as the shear pin mechanism in the foil assembly may also be shown.

[0041] According to FIG. 6, The battery compartment 130 is secured to the hull deck 112 so as to be structurally integrated yet mechanically isolated from hull bottom impacts. In one embodiment, the upper face of the battery enclosure includes a peripheral mounting flange that extends outward by 40-80 mm around the enclosure perimeter. This flange mates against a reinforced opening in the underside of deck 112. The reinforcement may comprise a doubler plate, a closed-section frame, or a grid of stiffeners bonded or fastened to the deck.

[0042] The enclosure 130 is attached to the deck reinforcement via four to eight primary mounting points. Each mounting point may include:• A welded or bolted bracket on the enclosure flange,• A matching bracket on the deck reinforcement, and• A pair of bolts 135 (for example M12-M16) in double shear, passing through elastomeric bushings or vibration-damping sleeves.

[0043] The elastomeric bushings may have a radial thickness of about 5-15 mm and a Shore A hardness between about 40 and 80. This configuration allows the mounts to attenuate high-frequency vibration and minor shocks while remaining sufficiently stiff under quasi-static loads and moderate accelerations.

[0044] The mounting geometry is arranged such that, when installed, the bottom surface of the battery compartment 130 is located at least 80-200 mm above the inner surface of hull bottom 114 in the region directly beneath the battery. A nominal clearance of approximately 120 mm (±20 mm) provides sufficient tolerance for hull deflection without contacting the enclosure. In some embodiments, part of this gap 132 may be occupied by low-density foam for additional support and buoyancy, while still providing a deformable buffer between the hull and the battery.

[0045] Laterally, the battery enclosure 130 is centered within the hull such that the distance from its side walls to the inner hull sides is at least about 150-250 mm, providing space for crash structures and preserving reserve buoyancy. Longitudinally, the enclosure may be positioned so that its center of mass lies within ±10% of the longitudinal center of flotation of the hull in foiling condition. In many designs, this corresponds to about 35-55% of the LOA measured from the transom.

[0046] The design allows the battery compartment 130 to be installed or removed vertically. In smaller craft, the entire deck segment above enclosure 130 may be removable. In larger craft, a dedicated service hatch can be provided. In all cases, the attachment is arranged such that the battery module becomes part of the hull's structural system under normal loads and does not break free during capsizes or heavy seas.Hull and Crumple Zone Construction

[0047] The hull bottom 114 in the region under and ahead of the battery compartment 130 can be formed as a sandwich composite that provides bending stiffness and inherent energy absorption. In one embodiment, this sandwich comprises:• An outer skin of fiberglass or carbon fiber laminate, about 2-4 mm thick.• A core of closed-cell structural foam (for example 80-200 kg / m3density), about 15-40 mm thick.• An inner skin of fiberglass laminate, about 2-4 mm thick.

[0048] A transverse bulkhead 162 is located forward of the battery enclosure 130, extending from the starboard hull side to the port hull side and from the hull bottom 114 up to the underside of deck 112, as indicated in FIG. 7.

[0049] FIG.7 is a detailed cross-sectional close-up of a crumple zone bulkhead located behind a foil strut. This figure illustrates the internal web or lattice structure and the crushable material (e.g., foam) inside it. Arrows indicate the direction of compression during impact. The battery compartment is shown nearby, demonstrating how the bulkhead would collapse to protect the battery.

[0050] This bulkhead 162 forms a principal crumple zone 160 between the foil strut mount region and the battery compartment. Bulkhead 162 may be constructed as a grid or lattice of vertical and horizontal webs (e.g., 5-10 mm thick) forming cells with a spacing of about 80-200 mm. The cells may be filled with crushable material 164, such as closed-cell foam (for example 100-300 kg / m3density). The central region of the bulkhead 162, aligned with the expected reaction path of loads from the foil struts 122, is deliberately tuned to be weaker than the outer regions. For example, web thickness may be reduced in that central region, or crush triggers such as slots or holes may be introduced. The foam density in the central region may be lower than in the periphery.

[0051] Under severe impact, bulkhead 162 is configured to progressively collapse over a crush stroke of about 50-150 mm before transmitting substantial loads to the battery compartment 130. The outer regions of the bulkhead maintain higher stiffness to preserve hull shape and watertight segmentation.

[0052] In addition, longitudinal stringers or beams beneath or beside the battery enclosure may be designed as sacrificial members. These beams can have thinner walls, specific layup orientations, or deliberately brittle sections such that they fracture or delaminate under high loads, further absorbing energy and preventing direct intrusion into the battery area.

[0053] The area directly under the battery enclosure 130 may include a localized secondary bottom structure forming part of the gap 132. In some embodiments, this region is filled with low-density buoyant foam that can crush under extreme loads, acting as a secondary crumple zone and providing residual flotation even if the outer hull skin is breached.Foil Assembly and Release Mechanism

[0054] The hydrofoil assembly 120 is connected to the hull via a multi-point linkage that enables up-and-down motion while providing a controlled failure path in collision.

[0055] In one embodiment, each strut 122 is attached to hull 110 at an upper hinge 126, and a lower link arm 128 connects the strut base to a hull bracket located slightly aft of the upper hinge. Together, these components form a four-bar linkage that keeps foil 124 substantially parallel to the hull during retraction and deployment.

[0056] Within this linkage is a fusible link, such as shear pin 150, illustrated schematically in FIG. 2 and FIG.7. Shear pin 150 normally locks the linkage in a fixed deployed geometry. When the foil assembly 120 experiences a collision with an underwater obstacle, the forces transmitted through struts 122 rise sharply. Once the load exceeds a predetermined threshold, shear pin 150 fails, freeing part of the linkage and allowing the struts 122 and foil 124 to rotate relative to the hull.

[0057] For a representative craft with an all-up mass of about 1,400 kg and a foil-borne speed of about 25 knots (approximately 12.9 m / s), the total potential collision load transmitted to a strut may be tens of kilonewtons. Shear pin 150 can be sized so that it fails before these loads would cause permanent deformation of the battery enclosure 130 or its mounts. For example, a circular shear pin with a diameter of about 8-12 mm made of a corrosion-resistant metal may be used. A machined undercut or groove can be provided along the pin to tune its failure load, for example to about 15-40 kN. The design may include a safety factor such that normal operational loads, including lift forces and wave impacts, remain well below the failure threshold (e.g., below 50-60% of the shear pin's ultimate shear capacity).

[0058] When shear pin 150 fails, the geometry of the linkage and hinge 126 causes the foil 124 and struts 122 to swing upward and backward under a combination of residual hydrodynamic forces and inertial effects. FIG. 2A shows a detail of these components.

[0059] FIG.5 is a diagram similar to FIG. 1, illustrating the foil assembly in a retracted or collision position. In this side view, the foil strut assembly is shown swung upward and backward (after a shear pin release), with clearance maintained such that the foil and struts do not contact the battery compartment. This figure demonstrates how, during a collision, the foil's movement path protects the central battery.

[0060] FIG. 5 depicts the foil in a post-collision, swung-back position. The linkage is designed such that the path swept by foil 124 and struts 122 during this motion remains outside a predefined keep-out volume around the battery enclosure 130. That keep-out volume may be conceptualized as a rectangular or other shaped envelope extending laterally, longitudinally, and vertically around the battery by predetermined margins (for example at least about 100-200 mm in lateral and vertical directions) that account for elastic deflection of members.

[0061] Mechanical stops or guards can be integrated into the linkage or hull brackets to limit rotation of the struts 122 and to ensure the foil 124 comes to rest in a position that remains clear of the battery compartment and primary structural members in the battery region.

[0062] After such an event, the foil assembly 120 may be left in a retracted, partially damaged state. The vessel can then continue at low speed in displacement mode or be recovered. During service, the failed shear pin 150 can be replaced, any damaged sacrificial members repaired, and the foil linkage restored to its pre-impact condition.

[0063] Alternate release mechanisms are also contemplated. For instance, the release may be accomplished via:• A spring-loaded latch that automatically disengages when loads exceed a threshold and can be manually reset.• A hydraulic or pneumatic element that yields once fluid pressure rises above a design value, converting impact force into fluid displacement.• A magnetic or friction coupling that slips when torque exceeds a preset limit.

[0064] All such mechanisms are within the scope of the concept so long as they allow the foil assembly to deflect away from the battery under severe loads.Crash Scenario and Load Path

[0065] The behavior of the system under a serious collision can be summarized as follows. Consider again a representative vessel with mass (m) of about 1,400 kg traveling at a foil-borne speed (v) of approximately 25 knots (12.9 m / s). The total kinetic energy of the vessel is:1 1E » -mv2» — (1400)(12.9)2» 116 kJ.

[0066] A collision with a submerged log or other obstacle will not convert all of this energy directly into structural damage; a portion will be dissipated through hydrodynamic effects, hull motion, and othermechanisms. The battery safety system is aimed at managing the peak forces and local energy transferred through the foil structure into the hull.

[0067] When foil 124 strikes a solid object, a high-force transient develops in struts 122 and the linkage. Once the force at shear pin 150 exceeds its calibrated failure load (for example ~30 kN), shear pin 150 shears. This immediately limits the peak force that can be delivered into the hull through the locked linkage. The foil and struts then begin to rotate upward and rearward.

[0068] As struts 122 rotate, the base of each strut bears into bulkhead 162. Bulkhead 162 then begins to crush, compressing foam 164 and buckling any weakened webs in crumple zone 160. For a simplified estimate, if the average load during crush is around 20 kN and bulkhead 162 is designed to crush over a stroke of 100 mm, the energy absorbed by bulkhead 162 alone is:Ecrush ~avg■ 8 ® 20 kN ■ 0.1m = 2kJ. Additional energy is absorbed by:• Plastic deformation of sacrificial beams and stringers,• Flexure and local damage to hull skins, and• Rotational kinetic energy of the moving foil assembly.

[0069] While these simplified numbers do not capture all details of crash dynamics, they illustrate that a substantial portion of the impulsive load is absorbed before reaching the battery compartment 130. The battery mounts and enclosure are designed such that their yield limits are higher than the loads transmitted after this sequence of events, ensuring that the battery compartment remains structurally intact.

[0070] At the same time, the gap 132 between the battery compartment 130 and hull bottom 114 provides additional tolerance for hull deflection. In many scenarios, the hull bottom may be locally dented or even cracked without ever contacting the battery enclosure. Foam or other buoyant material under and around the enclosure limits water ingress into the battery region and contributes to maintaining sufficient buoyancy for the vessel to remain afloat.Thermal Management, Sealing, and Intrusion Control

[0071] The battery enclosure 130 is preferably constructed from metal (e.g., aluminum or stainless steel) or composite materials with adequate stiffness and fire resistance. The interior may house multiple submodules of cells connected in series and parallel to achieve the desired voltage and capacity.

[0072] Thermal management may be provided by liquid or air cooling systems. In one embodiment, extruded aluminum cooling plates are integrated beneath or between modules, with coolant channels connected to a dedicated battery cooling loop. Coolant lines are routed so as not to cross crumple zone 160 or other regions expected to deform in a collision. Where coolant lines interface with the enclosure, quick-disconnect couplings with automatic shutoff valves can be used to limit coolant loss if damage occurs.

[0073] To protect against water ingress, the enclosure may include:• A continuous elastomeric gasket between the enclosure flange and deck reinforcement.• Welded or bonded seams along the enclosure edges.• One or more top-facing service hatches, each with independent gaskets and multiple fasteners for uniform compression.

[0074] Pressure-relief vents may be included to allow controlled discharge of gases in the event of cell venting or thermal runaway. Such vents may be normally closed and configured to open at a modest overpressure (for example 5-15 kPa above ambient) and can be ducted to discharge outside the hull, above the static waterline.Sensing, Controls, and High-Voltage Isolation (Optional Embodiments)

[0075] In some embodiments, the watercraft 100 includes sensors and control logic that cooperate with the mechanical safety system. These features can be used to enhance overall safety but are not strictly required for the basic mechanical aspects of the invention.Sensors may include:• An inertial measurement unit (IMU) located near the vessel's center of mass or within the battery compartment 130, configured to measure acceleration and angular rates.• Strain gauges or load sensors in the foil strut linkages or hull brackets to detect unusual load conditions.• Position sensors (e.g., rotary encoders, limit switches) on hinge 126 or link arm 128 to detect whether the foil assembly 120 has moved into a crash or retracted position unexpectedly.

[0076] An electronic control unit can monitor these sensors and, upon detecting a collision event or abnormal acceleration profile (for example a longitudinal deceleration exceeding 4-6 g over 10-20 ms, or an uncommanded rapid change in foil angle), command high-voltage contactors to open, thereby disconnecting the battery from propulsion and auxiliary loads. Manual emergency stop controls may also be provided near the helm.

[0077] Control logic can be configured such that:• Normal commanded retraction of the foil at low speed does not trigger HV isolation.• High-speed, uncommanded or abnormal foil movement consistent with a collision triggers HV isolation and locks out re-engagement until a manual reset is performed.

[0078] This coordinated mechanical and electrical safety approach reduces the risk of continuing to operate with damaged components and reduces the likelihood of arcing or short circuits following structural damage.Additional Safety Measures and Alternate Embodiments

[0079] The described embodiments use a rear foil with dual struts and a central hull-mounted battery. Variations are possible without departing from the inventive concept.In some embodiments:• The hydrofoil assembly may use a single central strut rather than dual struts. The battery enclosure 130 can then be located slightly aft or ahead of the strut, and the keep-out envelope adjusted accordingly. The single strut may still be mounted via a hinging mechanism and shear release as described above.• The battery mass may be split across multiple sub-modules placed in separate safety compartments distributed along the hull. Each compartment can be suspended from the deck with local crumple zones and keep-out volumes relative to any nearby struts, appendages, or drive units. While such distributed packs may trade some centralization benefits, they can still benefit from the same mechanical safety principles.• The crumple zone 160 can be constructed from alternative energy-absorbing materials, such as carbon-fiber crush tubes, metal honeycomb, or spring-damper combinations. The exact material and geometry can be selected based on desired crush behavior, mass, and manufacturability. • The foil mount may use hydraulic cylinders or other semi-active elements that can both hold the foil rigid under normal loads and yield in controlled fashion during collisions. While such systems can be more complex, they can in some cases allow automatic return to a deployed position after a minor impact.

[0080] The materials used for the hull 110, deck 112, and structural members can include composites, metals, or hybrid designs, so long as the key relationships— suspended battery, keep-out volume, and energy-absorbing structures— are maintained.

[0081] According to the disclosure, a hydrofoiling watercraft is disclosed. The hydrofoiling watercraft comprises a hull having a deck and a bottom, a battery compartment mounted to an underside of the deck and extending into an interior of the hull, the battery compartment being suspended above the hullbottom such that a gap is defined between a lower surface of the battery compartment and the hull bottom, at least one hydrofoil assembly including a foil and support strut attached to the hull.

[0082] According to the disclosure, the battery compartment of the watercraft is positioned centrally within the hull between a port-side and a starboard-side portion of the hydrofoil assembly so as to optimize the watercraft's center of mass for foiling. The hydrofoil assembly of the watercraft is coupled to the hull by a release mechanism configured to disengage or deform upon impact, allowing the foil and strut to move relative to the hull and avoid contacting the battery compartment during a collision.

[0083] According to the disclosure, the release mechanism comprises a shear pin or frangible coupling that normally locks the hydrofoil assembly in a deployed position but shears when a force above a threshold is applied, thereby permitting the strut to swing upward and / or rearward away from the battery compartment.

[0084] According to the disclosure, the energy-absorbing structure is provided in the hull between the hydrofoil assembly's attachment point and the battery compartment, the energy-absorbing structure being configured to crush or deform under impact force to protect the battery compartment. The energyabsorbing structure comprises a bulkhead or support member filled with a crushable material selected from foam, honeycomb core, or mesh, forming a crumple zone that collapses in response to the hydrofoil assembly moving toward the battery compartment.

[0085] According to the disclosure, the energy-absorbing structure is arranged such that, upon a collision impact, it prevents any rigid part of the hydrofoil assembly from penetrating into the battery compartment area, thereby preserving hull integrity and buoyancy.

[0086] According to the disclosure, the battery compartment is a sealed enclosure for a high-voltage battery pack, and is mounted to the deck via one or more shock-absorbing mounts, so that vibrations and minor shocks from hull movement are isolated from the battery pack. The battery compartment's position and mounting provide a clearance of at least a specified distance above the hull bottom such that minor deformations of the hull bottom will not contact the battery compartment.

[0087] According to the disclosure, the hydrofoil assembly comprises a pair of struts on port and starboard sides connected by a foil, and the battery compartment is located between these struts; further wherein the hydrofoil assembly is attached via a hinged linkage allowing it to retract upward toward thehull, the release mechanism being integrated in said linkage. The hinged linkage is a four-bar mechanism or an equivalent multi-link mechanism that guides the foil and struts during retraction, and the release mechanism is a shear pin placed at a joint of the four-bar mechanism, the shear pin configured to fail under a predetermined load to permit free rotation of the linkage.

[0088] According to the disclosure, once the shear pin has sheared and the hydrofoil assembly has moved to a retracted position, the foil and strut are spatially separated from the battery compartment by a miss distance such that even under flex or oscillation the foil and strut cannot collide with the battery compartment.

[0089] According to the disclosure, the battery compartment and any high-voltage cabling are isolated from passenger areas by structural barriers, such that passengers cannot normally access the battery, and in the event of battery failure or leakage, direct exposure to occupants is prevented. The interior of the battery compartment includes a fire-resistant lining or thermal insulation, and the compartment is vented through a one-way valve to the exterior of the hull to safely release any gases or pressure from the battery.

[0090] According to the disclosure, the crushable material in the energy-absorbing structure provides positive buoyancy, so that if a collision breaches the hull in the vicinity, the material will inhibit water flooding and help keep the vessel afloat.

[0091] According to the disclosure, the hydrofoiling watercraft further comprises at least one electric propulsion unit operatively connected to the battery pack, the propulsion unit being located proximate to the battery compartment such that high-voltage power connections are shorter than in a configuration where the battery is remote, thereby reducing power loss and improving safety.

[0092] According to the disclosure, there are two electric propulsion units (port and starboard) and the battery pack is positioned between them, each propulsion unit being mounted on a respective foil strut, resulting in balanced weight distribution and minimal cabling length. The release mechanism is resettable or replaceable, allowing the hydrofoil assembly to be restored to operational condition after a collision by installing a new fusible element or re-engaging a latch, without permanent damage to the hull or battery system.

[0093] According to the disclosure, a method of protecting a battery in a hydrofoiling watercraft is disclosed. The method comprises the steps of mounting a battery enclosure to the underside of a boat'sdeck so that the battery enclosure hangs below the deck within the hull and above the hull's bottom surface, leaving a gap between the battery enclosure and the hull bottom, positioning the battery enclosure substantially at the center of the hull in a lateral direction and at a location that aligns with the center of gravity of the watercraft, thereby stabilizing the watercraft during foiling, providing a hydrofoil assembly attached to the hull via a hinged or moveable connection; equipping the connection with a sacrificial element that fails upon encountering an impact force, thereby allowing the hydrofoil assembly to deflect away from its normal position and incorporating one or more energy-absorbing structures in the hull between the hydrofoil assembly and the battery enclosure, such that when the hydrofoil assembly deflects due to a collision, the energy-absorbing structures deform and prevent the transmission of excessive force to the battery enclosure.

[0094] According to the disclosure, the method further comprises the step of isolating the battery enclosure and associated high-voltage components from occupant spaces by enclosing them in a dedicated compartment and automatically disconnecting or de-energizing the battery when an impact or abnormal condition is detected.

[0095] According to the disclosure, mounting the battery enclosure of the method comprises using a removable bracket and shock-absorbing mounts that secure the battery to the deck, and wherein the gap left between the battery enclosure and the hull bottom is dimensioned to accommodate hull flexure and placement of a buoyant foam layer.

[0096] According to the disclosure, providing the hydrofoil assembly attached via a hinged connection includes configuring a forward foil with at least two support struts and a transverse foil wing, and the sacrificial element is a shear pin in a linkage of said support struts, the shear pin calibrated to shear when the foil wing strikes an obstacle with force above a threshold, thereby releasing the struts to swing upward.

[0097] According to the disclosure , the method further comprises selecting the energy-absorbing structure from a bulkhead containing crushable foam or a mechanical spring-damper, and positioning said structure directly in the path that a moving strut or foil would take toward the battery enclosure, whereby the structure will absorb impact energy and halt the motion before the battery enclosure is hit.

[0098] According to the disclosure, the method further comprises testing the watercraft by simulating a collision to verify that the hydrofoil assembly separates or pivots away and that the battery enclosureremains undamaged, and thereafter replacing any sacrificial elements used in the test to ready the watercraft for normal operation.

[0099] It will be understood that various modifications and rearrangements of parts, as well as alternative embodiments, are possible while remaining within the scope of the invention as defined by the claims.

[0100] Implementations disclosed herein provide systems, methods and apparatus for generating or augmenting training data sets for machine learning training. 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.

[0101] 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 parallel processing 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). Insome embodiments, a processor can be an ASIC including dedicated machine learning circuitry custombuild for one or both of model training and model inference.

[0102] 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.

[0103] 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.

[0104] 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

ClaimsWhat is claimed:

1. A hydrofoiling watercraft comprising:a hull having a deck and a bottom;a battery compartment mounted to an underside of the deck and extending into an interior of the hull, the battery compartment being suspended above the hull bottom such that a gap is defined between a lower surface of the battery compartment and the hull bottom;at least one hydrofoil assembly including a foil and support strut attached to the hull; wherein the battery compartment is positioned centrally within the hull between a port-side and a starboard-side portion of the hydrofoil assembly so as to optimize the watercraft's center of mass for foiling; andwherein the hydrofoil assembly is coupled to the hull by a release mechanism configured to disengage or deform upon impact, allowing the foil and strut to move relative to the hull and avoid contacting the battery compartment during a collision.

2. The hydrofoiling watercraft of claim 1, wherein the release mechanism comprises a shear pin or frangible coupling that normally locks the hydrofoil assembly in a deployed position but shears when a force above a threshold is applied, thereby permitting the strut to swing upward and / or rearward away from the battery compartment.

3. The hydrofoiling watercraft of claim 1, wherein an energy-absorbing structure is provided in the hull between the hydrofoil assembly's attachment point and the battery compartment, the energyabsorbing structure being configured to crush or deform under impact force to protect the battery compartment.

4. The hydrofoiling watercraft of claim 3, wherein the energy-absorbing structure comprises a bulkhead or support member filled with a crushable material selected from foam, honeycomb core, or mesh, forming a crumple zone that collapses in response to the hydrofoil assembly moving toward the battery compartment.

5. The hydrofoiling watercraft of claim 3, wherein the energy-absorbing structure is arranged such that, upon a collision impact, it prevents any rigid part of the hydrofoil assembly from penetrating into the battery compartment area, thereby preserving hull integrity and buoyancy.

6. The hydrofoiling watercraft of claim 1, wherein the battery compartment is a sealed enclosure for a high-voltage battery pack, and is mounted to the deck via one or more shock-absorbing mounts, so that vibrations and minor shocks from hull movement are isolated from the battery pack.

7. The hydrofoiling watercraft of claim 1, wherein the battery compartment's position and mounting provide a clearance of at least a specified distance above the hull bottom such that minor deformations of the hull bottom will not contact the battery compartment.

8. The hydrofoiling watercraft of claim 1, wherein the hydrofoil assembly comprises a pair of struts on port and starboard sides connected by a foil, and the battery compartment is located between these struts; further wherein the hydrofoil assembly is attached via a hinged linkage allowing it to retract upward toward the hull, the release mechanism being integrated in said linkage.

9. The hydrofoiling watercraft of claim 8, wherein the hinged linkage is a four-bar mechanism or an equivalent multi-link mechanism that guides the foil and struts during retraction, and the release mechanism is a shear pin placed at a joint of the four-bar mechanism, the shear pin configured to fail under a predetermined load to permit free rotation of the linkage.

10. The hydrofoiling watercraft of claim 2, wherein once the shear pin has sheared and the hydrofoil assembly has moved to a retracted position, the foil and strut are spatially separated from the battery compartment by a miss distance such that even under flex or oscillation the foil and strut cannot collide with the battery compartment.

11. The hydrofoiling watercraft of claim 1, wherein the battery compartment and any high-voltage cabling are isolated from passenger areas by structural barriers, such that passengers cannot normally access the battery, and in the event of battery failure or leakage, direct exposure to occupants is prevented.

12. The hydrofoiling watercraft of claim 1, wherein the interior of the battery compartment includes a fire-resistant lining or thermal insulation, and the compartment is vented through a one-way valve to the exterior of the hull to safely release any gases or pressure from the battery.

13. The hydrofoiling watercraft of claim 3, wherein the crushable material in the energy-absorbing structure provides positive buoyancy, so that if a collision breaches the hull in the vicinity, the material will inhibit water flooding and help keep the vessel afloat.

14. The hydrofoiling watercraft of claim 1, further comprising at least one electric propulsion unit operatively connected to the battery pack, the propulsion unit being located proximate to the battery compartment such that high-voltage power connections are shorter than in a configuration where the battery is remote, thereby reducing power loss and improving safety.

15. The hydrofoiling watercraft of claim 14, wherein there are two electric propulsion units (port and starboard) and the battery pack is positioned between them, each propulsion unit being mounted on a respective foil strut, resulting in balanced weight distribution and minimal cabling length.

16. The hydrofoiling watercraft of claim 1, wherein the release mechanism is resettable or replaceable, allowing the hydrofoil assembly to be restored to operational condition after a collision by installing a new fusible element or re-engaging a latch, without permanent damage to the hull or battery system.

17. A method of protecting a battery in a hydrofoiling watercraft, comprising the steps of:mounting a battery enclosure to the underside of a boat's deck so that the battery enclosure hangs below the deck within the hull and above the hull's bottom surface, leaving a gap between the battery enclosure and the hull bottom;positioning the battery enclosure substantially at the center of the hull in a lateral direction and at a location that aligns with the center of gravity of the watercraft, thereby stabilizing the watercraft during foiling;providing a hydrofoil assembly attached to the hull via a hinged or moveable connection; equipping the connection with a sacrificial element that fails upon encountering an impact force, thereby allowing the hydrofoil assembly to deflect away from its normal position; andincorporating one or more energy-absorbing structures in the hull between the hydrofoil assembly and the battery enclosure, such that when the hydrofoil assembly deflects due to a collision, the energy-absorbing structures deform and prevent the transmission of excessive force to the battery enclosure.

18. The method of claim 17, further comprising isolating the battery enclosure and associated high-voltage components from occupant spaces by enclosing them in a dedicated compartment and automatically disconnecting or de-energizing the battery when an impact or abnormal condition is detected.

19. The method of claim 17, wherein mounting the battery enclosure comprises using a removable bracket and shock-absorbing mounts that secure the battery to the deck, and wherein the gap left between the battery enclosure and the hull bottom is dimensioned to accommodate hull flexure and placement of a buoyant foam layer.

20. The method of claim 17, wherein providing the hydrofoil assembly attached via a hinged connection includes configuring a forward foil with at least two support struts and a transverse foil wing, and the sacrificial element is a shear pin in a linkage of said support struts, the shear pin calibrated to shear when the foil wing strikes an obstacle with force above a threshold, thereby releasing the struts to swing upward.21 . The method of claim 17, further comprising selecting the energy-absorbing structure from a bulkhead containing crushable foam or a mechanical spring-damper, and positioning said structure directly in the path that a moving strut or foil would take toward the battery enclosure, whereby the structure will absorb impact energy and halt the motion before the battery enclosure is hit.

22. The method of claim 17, further comprising testing the watercraft by simulating a collision to verify that the hydrofoil assembly separates or pivots away and that the battery enclosure remains undamaged, and thereafter replacing any sacrificial elements used in the test to ready the watercraft for normal operation.

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