System and method for an adaptive, multi-modal control system for a hydro-foiling watercraft

Abstract

An adaptive, multi-modal control system for a hydro-foiling watercraft is disclosed. The system integrates a suite of input devices—including a steer-by-wire wheel with force feedback, a multi-detent throttle lever, and a three-axis joystick—configured to dynamically adapt based on the watercraft's operational mode (e.g., low-speed, transition, or foiling). A central electronic control unit (ECU) interprets pilot inputs and sensor data (speed, altitude, foil deployment, etc.) to classify the watercraft's state and optimize control mappings, feedback profiles, and actuator commands. The system provides mode-specific control sensitivity, haptic feedback, safety interlocks, and foil stabilization, enhancing user experience, maneuverability, and operational safety across a variety of marine conditions.

Description

[0001] SYSTEM AND METHOD FOR AN ADAPTIVE, MULTI-MODAL CONTROL SYSTEM FOR A HYDRO-FOILING WATERCRAFT

[0002] Cross Reference to Related Applications

[0003]

[0001] This application claims the benefit of, and priority to U.S. Provisional Application No. 63 / 746,288 filed on January 17, 2025 and entitled “SYSTEM AND METHOD FOR AN ADAPTIVE, MULTIMODAL CONTROL SYSTEM FOR A HYDRO-FOILING WATERCRAFT”, the entirety of which is incorporated by reference herein.

[0004] Background

[0005]

[0002] The embodiments described herein relate to watercraft, and more particularly to hydro-foiling watercraft, and more particularly to the control systems, and user interfaces for these control systems, for these watercraft.

[0006]

[0003] Conventional marine steering and throttle systems do not adequately address the unique demands of operating an electric hydrofoiling boat. Hydrofoils introduce complex control challenges, including managing vertical lift, balancing the craft at high speeds, stabilizing during low-speed maneuvers, and transitioning between planing and fully foiling modes. Traditional controls (e.g., simple steering wheels and throttles) are limited in their responsiveness and cannot dynamically adapt to different modes of operation, environmental conditions, or user skill levels. These standard controls also offer minimal feedback, leaving operators to rely heavily on visual cues, which can be difficult when dealing with glare, screen reflections, turbulence, or distractions on the water. As a result, these controls are either basic controls unsuited to multi-modal operation or are specialized subsystems that are not integrated into a cohesive interface, meaning that inexperienced operators may find the boat harder to control safely and efficiently, and even experienced pilots lack a user-friendly, integrated interface that can simplify the complexity of operating a high-tech electric hydrofoil.

[0007]

[0004] There is a desire to provide a user-friendly user interface control for a hydro-foiling watercraft.

[0008] Summary

[0009]

[0005] A system and method of an adaptive, multi-modal control system for a hydro-foiling watercraft. This disclosure, in one aspect, integrates multiple input devices including a steering wheel with hapticfeedback, a throttle with defined detent “gears,” multi-axis joystick controls, touchscreen interfaces, keyswitches, emergency stops, and deadman switches — into a unified, adaptive control environment. By dynamically adjusting steering responsiveness, control sensitivity, and haptic feedback forces based on the watercraft’s operational configuration and conditions, the system provides an intuitive, safe, and easily learnable way to command complex hydrofoil maneuvers including operation at low speed, planing and foiling.

[0010] Brief Description of the Drawings

[0011]

[0006] FIG. la a diagram of an example hydrofoil watercraft cockpit layout, showing a perspective view of the helm station with the integrated control devices, as a detail view of the cockpit of the watercraft in FIG. lb.

[0012]

[0007] FIG. lb is a diagram of an example hydrofoil watercraft cockpit layout, showing a top-down plan view of the helm station with the integrated control devices.

[0013]

[0008] FIG. 2a is a schematic illustration of a common controls layout and interface scheme according to one embodiment of the invention.

[0014]

[0009] FIG. 2b is a schematic illustration of a sample embodiment of a throttle lever.

[0015]

[0010] FIG. 2c is a schematic illustration of a sample embodiment of a joystick.

[0016] [Oil] FIG. 3a is a schematic view of an embodiment of the steering wheel, indicating strong steering resistance / damping, corresponding to the watercraft operating in the low-speed maneuvering mode shown in FIG. 3c.

[0017]

[0012] FIG. 3b is a schematic view of an embodiment of the joystick, indicating control motion in the Y-axis to command the lateral thrust on the watercraft shown in FIG. 3c.

[0018]

[0013] FIG. 3c is a top view of an embodiment of the watercraft, depicting the control system in low-speed maneuvering mode, with vectors showing thrust directions and forces when the joystick is pushed in the Y direction, and the steering angle when the wheel is turned, as shown in FIG. 3a and FIG. 3b.

[0019]

[0014] FIG. 3d is a schematic view of an embodiment of the steering wheel, indicating strong steering resistance / damping, corresponding to the watercraft operating in the low-speed maneuvering mode shown in FIG. 3f.

[0015] FIG. 3e is a schematic view of an embodiment of the joystick, indicating control motion (twisting) in the Z-axis to command the thrust on the watercraft shown in FIG. 3f.

[0020]

[0016] FIG.3f is a top view of an embodiment of the watercraft, depicting the control system in low-speed maneuvering mode, with vectors showing thrust directions and forces when the joystick is twisted in the -Z direction, and the steering angle when the wheel is turned, as shown in FIG. 3d and FIG. 3e.

[0021]

[0017] FIG.4a is a diagram showing schematics of the joystick, throttle and steering wheel corresponding to the watercraft shown in FIG. 4b, with the joystick position controlling the attitude trim, the throttle position moved past the detent and the steering wheel providing moderate steering resistance / damping.

[0022]

[0018] FIG. 4b is a side view diagram of an embodiment of the watercraft at take-off (planing transition).

[0023]

[0019] FIG. 5a is a schematic view of the steering wheel corresponding to the watercraft shown in FIG.

[0024] 5b, noting that the haptic resistance increases beyond the shown angle.

[0025]

[0020] FIG. 5b is a rear view of an embodiment of the watercraft in foiling mode, making a regular turn, as commanded by the steering wheel shown in FIG. 5a.

[0026]

[0021] FIG. 5c is a schematic view of the joystick corresponding to the watercraft shown in FIG. 5d, showing a combined lateral push in the Y-axis and a twist in the Z-axis.

[0027]

[0022] FIG. 5d is a rear view of an embodiment of the watercraft in foiling mode, making a coordinated quick -turn, as commanded by the joystick shown in FIG. 5c.

[0028]

[0023] FIG. 6 is a block diagram of the control system architecture according to one embodiment.

[0029]

[0024] FIG. 7 is a flowchart of a method of adaptive control for a hydrofoiling watercraft, as implemented by the system’s software.

[0030] Detailed Description

[0031] Overview

[0032]

[0025] The invention provides a multi-modal control system for a hydro-foiling watercraft that intelligently adapts to the vessel’s operational mode and environment, thereby making operation safer and more intuitive. In one aspect, the system comprises a network of control input devices - including but not limited to:• a steer-by-wire wheel equipped with a force-feedback actuator (e.g., an electric servo motor or torque motor) to adjust steering resistance and centering dynamically;

[0033] • a dual-mode throttle lever with defined detent positions (such as a forward gear detent, a neutral center, and a reverse gear detent), providing tactile “gears” to prevent overshooting into excessive thrust;

[0034] • a three-axis joystick (X-Y translation and Z rotation axes) for fine maneuvering, particularly useful at low speeds for lateral (sideways) and axial movement and pivoting the boat;

[0035] • one or more touchscreen displays and physical buttons / switches (such as paddle shifters or console buttons) that allow the pilot to select modes, control foil position, and view system information;

[0036] • safety controls like a keyswitch (ignition), emergency stop switch, and a dead-man switch that ensures the system reverts to safe state if the operator is not present.

[0037]

[0026] Crucially, a central electronic control unit (ECU) is operatively connected to all these inputs as well as to the watercraft’s actuators (propulsion motors, rudder or drive steering mechanism, and hydrofoil actuators such as angle -of-attack flaps or foil lift mechanisms). The ECU monitors the boat’s state (speed, foil deployment, etc., via sensors) and the environment (e.g., using GPS, IMU, depth sounders for altitude, etc.), and it classifies operation into one of several operational modes. In exemplary embodiments, operational modes include at least: (1) Low-speed maneuvering mode, when the hull is in the water (subfoiling speeds, e.g. <6 knots, as shown in FIGs. 3a-3f); (2) Transition / planing mode, during takeoff or landing (intermediate speeds and during foil deployment / retraction, as shown in FIGs. 4a-4b); and (3) Highspeed foiling mode, when the boat rides on foils at cruise speeds, as shown in FIGs. 5a-5d. Additional modes or sub-modes can be defined (for example, an autopilot mode, an emergency stop mode, or sport vs eco throttle response profiles).

[0038] Adaptive Control Response

[0039]

[0027] For each operational mode, the system automatically adjusts the mapping of controls to boat behavior and provides appropriate feedback forces. In low-speed mode (e.g., docking), the joystick is enabled as a primary control for translation. The operator can push the joystick forward / back to move the boat forward / reverse, or sideways for lateral movement; twisting it causes rotation (yaw). The ECUinterprets these inputs by vectoring the propulsion system (for example, by differential thrust on twin propellers or by engaging bow thrusters if available) to move the boat in the commanded direction. During this mode, the steering wheel’s role can be de-emphasized or blended: the wheel may still turn rudders or pods, but the joystick inputs provide more immediate, fine control. The steering wheel’s feedback is made heavier with a strong centering force in low-speed mode - this prevents the pilot from inadvertently throwing the rudder hard over at a standstill, and keeps the boat’s orientation stable unless intentionally changed. If the pilot does use the wheel at low speed, the system may interpret it as a desired heading or rate change and coordinate with the joystick thrust (for example, combining slight forward thrust and differential to achieve a smooth curving maneuver). Haptic cues on the wheel or joystick can also inform the pilot: e.g., as the boat nears a dock or obstacle, the joystick might stiffen or pulse to caution the pilot (assuming sensor input from a proximity sensor).

[0040]

[0028] In transition or take-off mode, the boat is gaining speed to come up on foil (or conversely, descending off the foils). Here, precise longitudinal control (throttle) and pitch control are critical. The system may configure the joystick to act as a trim or attitude control - for instance, the joystick’s fore-aft movement could command a pitch angle or foil angle setting, effectively letting the pilot “ease” the boat onto the foils. Meanwhile, the throttle lever with detents helps the pilot avoid sudden power surges: from the neutral detent, easing the lever forward clicks into a low forward thrust (ideal for minimal wake zones or gentle acceleration), and further forward increases power smoothly. The detent provides a tactile reminder when the throttle is at zero thrust, preventing overshoot into reverse. Similarly, pulling back from neutral clicks into a low-speed reverse gear for braking or reversing. In take-off mode the system might apply a power ramping - the ECU could automatically manage throttle input to maintain stable acceleration and foil deployment. The operator’s controls are made somewhat “forgiving” in this phase: for example, the steering wheel might have moderate resistance and damping, to discourage overly sharp turns that could destabilize the foiling attempt. The system could also provide a gentle automatic correction on the wheel (or feedback nudges) if it detects roll instability, effectively guiding the pilot to the proper technique for lift-off.

[0041]

[0029] In foiling mode (high-speed), the control system shifts to prioritize stability and precision. Steering becomes very sensitive but light: since small wheel inputs now result in graceful banking turns, the wheel is given only a light spring-return to center, allowing the pilot to make fine adjustments without fighting the controls. However, as a safety measure, the system can introduce progressive resistance if the pilot attempts an aggressive turn beyond safe limits. For example, turning the wheel past a certain angle while foiling could trigger a strong increase in torque (a “step-up” in resistance) to signal that further input risks a maneuver beyond the craft’s stable envelope. The pilot can still push past it in an emergency, but thefeedback clearly communicates a caution. Additionally, the system may automatically coordinate roll and turn: on a hydrofoil, a coordinated bank is needed for a turn. The ECU can use the steering input to not just yaw the rudder or motor angle, but also adjust foil flaps or roll attitude. From the pilot’s perspective, turning feels smooth and car-like, even though a complex control loop underneath is managing foil angles. The joystick in foiling mode may serve a different purpose - for instance, its twist could adjust the target foiling height or control lateral balance. One innovative use is combining joystick lateral movement with twist to initiate a side-slip or quick course correction without fully banking (e.g. applying a certain combination of inputs which may result in the boat partially coming off foil to execute a tight turn, then resuming foiling). All of this is handled seamlessly by the controller such that the pilot mainly feels that moving the controls yields the expected boat response with added stability.

[0042] Autopilot / Assisted modes

[0043]

[0030] The system optionally includes an autopilot or route -following assist. In such cases, the control system can take command of steering and throttle. A novel aspect of this invention is that even under autopilot, the steering wheel can provide feedback and indication. Instead of simply locking out the pilot, the wheel ’ s servo motor might actively turn the wheel to follow the autopilot’ s steering commands, showing the pilot which way the boat is correcting. The wheel might also stiffen if the autopilot is engaged, to gently discourage manual override (though the pilot can override by force, akin to power steering override). This way, the pilot stays in the loop: one can physically see and feel the wheel moving as the boat adjusts course, which builds trust and situational awareness. If the pilot begins to turn the wheel, the system can immediately defer to manual control (“fly-by-wire” allows immediate cutover), effectively implementing a safe override. During autopilot or even simple straight-line cruise control, the wheel or throttle could vibrate to alert the pilot of important events (e.g., reaching a waypoint, or an upcoming required turn).

[0044] Adaptive Feedback and Alerts

[0045]

[0031] Across all modes, the system provides multi-sensory feedback. Aside from the visual information on screens, it uses haptic feedback extensively. For instance, the steering wheel and the joystick can both vibrate or pulse to convey alarms: a rapid pulse might indicate a system warning (such as low battery, motor overheat, or another warning), a distinct double-pulse might serve as a notification (e.g., an incoming communication or a mode change confirmation). The throttle detents themselves are tactile feedback - the pilot can count how many detents pushed (like gears) without looking. Behind the scenes, the system might also generate audio cues (a gentle chime when switching modes, etc.), but the essence of the invention isreducing reliance on audio / visual cues by offloading information to tactile channels. This is particularly useful on water where glare, noise, and motion can make screens and alarms less effective.

[0046] Integration of Foil Control

[0047]

[0032] A key aspect of the invention is integrating hydrofoil control (height, deployment, trim) into the user interface. The system includes inputs dedicated to foil control - for example, paddle switches on the steering wheel allow quick foil adjustments. In one embodiment, pulling the left paddle sends a command to lower the foils or reduce target height, whereas pulling the right paddle raises the foils or increases target height. These paddles can have dual function: a single click could adjust incrementally (one level up / down), while holding a paddle might engage an automatic function (such as “auto-height” where the system manages optimum foil height). Similarly, buttons on the wheel or console can control foil retraction or extension - e.g., a “retract” button to stow foils (for entering shallow water or ending a session) and an “extend” or “launch” button to deploy foils for takeoff. The system is designed such that these critical actions are at the operator’s fingertips, without needing to navigate touchscreen menus. The feedback system confirms these commands: for instance, when the operator double-presses the “Full Retract” button, the wheel could give a short vibration to acknowledge, and the display might show an icon of foils retracting. By providing both immediate tactile confirmation and visual status, the chance of user confusion is minimized.

[0048] Environmental and System Awareness

[0049]

[0033] The adaptive control system also takes into account various sensor inputs:

[0050] - It can read speed and acceleration (via GPS and IMU) to know when to transition modes (e.g., automatically switching from low-speed to takeoff mode at a certain speed threshold, unless the pilot manually selects otherwise).

[0051] - It can monitor battery and motor status; if the battery is low or motors are overheating, the system might increase resistance on the throttle (making it harder to push to full power) as a haptic suggestion to ease off, and / or provide a warning bump on the throttle lever if the pilot tries to demand more power than available.

[0052] - It can incorporate obstacle sensors or geofencing data (e.g., if approaching a no-wake zone or shallow area, the system could enter a protected mode where throttle beyond a certain point is resisted or the pilot is cued via vibrations to slow down). This kind of adaptation extends the concept beyond just mode-based (foiling vs not foiling) into context-based adjustments (environmental adaptation).Safety Interlocks

[0053]

[0034] The system includes fail-safes typical for marine controls. For example, the throttle lever may have a physical neutral lock or button to prevent accidental gear engagement. The software ensures that mode switches (foiling to planing) occur only within safe parameters - if not, it alerts the user or delays the action. The dead-man (kill switch lanyard) is integrated such that if pulled, all throttle commands are set to zero and the system may even attempt an automatic controlled de -foil (to drop the hull in water for stability).

[0054] Advantages

[0055]

[0035] By integrating all these control means, the invention creates a cohesive helm experience that reduces the cognitive and physical load on the pilot. A novice can quickly learn to operate the craft by following intuitive cues (feel the click for gear, feel the wheel stiffen when you should slow down, etc.), and an expert can exploit the fine controls for precision maneuvers. Unlike prior art systems that require constant eyes on screens or manual toggling of subsystems, this system “feels” alive and engaged with the pilot, conveying information through touch. It effectively brings an automotive level of driving refinement and feedback to boating, and especially addresses the unique vertical dimension control of hydrofoils that cars or standard boats don’t have. The result is a safer operation, with fewer incidents of pilot error such as oversteering, porpoising (since foil trim is easier to manage), or hard crashes during foil takeoff / landing. It also opens possibilities for semi-autonomous features, since the hardware in place (drive-by-wire, computer-controlled actuators) can handle tasks like auto-docking or hover (station-keeping) in future embodiments.

[0056] Operational Description

[0057]

[0036] Referring first to FIG. la and FIG. lb, a cockpit or helm 100 of a hydrofoiling watercraft is shown. The watercraft 10 includes a hull 12 and one or more hydrofoils 14 (see FIG. 4b). The helm 100 features a steering wheel 101 mounted on a column, a dual -lever throttle control 102 (in some designs, a single lever could control both motors together, or twin levers for independent control of port / starboard motors), a joystick 103 positioned conveniently (e.g., on the armrest or console), and dual touchscreen displays 104 embedded in the dashboard for instrumentation and additional controls. Around the steering wheel 101, a set of input devices are integrated: for example, paddle switches 105L and 105R located behind the left and right side of the wheel, and configurable buttons 106 (e.g., four buttons at cardinal positions on the wheel hub or spokes). A keyswitch 107 is provided to power on the system, and an emergency stop switch 108 (kill switch) with a tether is present for safety. A dead -man switch or sensor 109 may be integrated into the helm seat or throttle to detect operator presence.

[0037] An Electronic Control Unit (ECU) 150 (also referred to as a controller or control module; shown in FIG. 6) is connected to these input devices and to the craft’s actuators. The steering wheel 101 is not mechanically linked to a rudder in this embodiment; instead, it is connected to a steering angle sensor 152 and a force-feedback motor 154. The ECU 150 reads the wheel’s position via sensor 152 and can apply torque via motor 154 to resist or turn the wheel under program control. The throttle lever 102 similarly has a position sensor 156 and may include a small actuator or detent mechanism 158 that provides tactile feedback (for instance, a solenoid that “clicks” at the neutral point, or a spring that creates notches at set angles). The joystick 103 has multi-axis sensors 160 (for X, Y, and Z twist positions), and it may also include its own centering springs or force-feedback mechanism if needed (in one variant, the joystick could be active with variable stiffness).

[0058]

[0038] The ECU 150 also interfaces with the propulsion system 170. In this embodiment, assume two electric propulsion units (twin motors with steerable pods or outboard drives). The ECU sends throttle commands to motor controllers 172 (which control motor RPM or torque) and steering angle commands to actuators 174 (which could be electro-servo actuators turning the pods or a rudder). If the motors are azimuth thrusters, actuator 174 sets their angle; if they are fixed and a separate rudder is used, 174 controls the rudder angle. Additionally, for lateral movement, if dedicated thrusters 176 (like an electric bow thruster) are installed, the ECU can engage those based on joystick Y-axis input.

[0059]

[0039] The hydrofoil actuators 180 are also controlled by ECU 150. These include mechanisms to deploy or retract the foils (for instance, linear actuators that lower the foils down from the hull) and flap actuators that adjust the angle of attack of the foils. Sensor inputs such as a ride height sensor 182 (e.g., ultrasonic or pressure-based) provide feedback on current foil height above water, and inclinometers / gyros 184 provide boat attitude data (pitch, roll, heave rates). The ECU’s internal software uses these to maintain stability.

[0060]

[0040] Various other sensors feed into ECU 150: a GPS 186 for speed and position, a depth finder 188 for water depth (useful to auto-retract foils in shallow water), an obstacle radar or camera system 190 (especially if auto-docking or collision avoidance is in play). The battery management system 192 also communicates, giving info on battery state-of-charge, so the ECU can, for example, limit performance or alert the user when power is low.

[0061] Mode Determination

[0062]

[0041] The ECU 150 determines the operational mode of the craft by evaluating sensor data and pilot inputs. It can operate in an automatic mode-selection or manual override. In automatic mode -selection, the ECU might use speed thresholds or foil position to infer mode (e.g., if speed > 15 knots and foils aredeployed, set mode = Foiling). The pilot can also manually select a mode via a dedicated control on the touchscreen or a mode toggle button 106 on the wheel. Manual selection might be needed if, for example, the pilot wants to deliberately stay in displacement mode at higher speed (perhaps for training or rough conditions). The system is designed such that mode changes that conflict with safety (for example, attempting to enter foiling mode without deploying foils) are either ignored or queued until conditions permit.

[0063]

[0042] Additionally, in an embodiment, the user may, through a user interface, select a novice or expert user mode. The novice user mode may add limits, remove certain capabilities, or may more tightly enforce suggested types of operations. The expert user mode may remove operational limits and restore the ability to pilot the watercraft in a more extreme fashion. Additional user modes which remove or add specific capabilities, or which allow lower or higher operational limits, are also contemplated, such as a child mode (to allow someone young to operate the watercraft), a guest mode (to allow a guest to operate the watercraft without enabling certain features), a valet mode (to allow someone other than the owner to dock the watercraft, without the need to enable high speeds, foiling, or other operational aspects of the watercraft), or other modes. It will be understood that the specific aspects which each mode limits or unlocks will be implementation-dependent and embodiment-specific, and therefore a mention here of a specific mode may, in an embodiment, apply to one or modes by any name.

[0064] Steering Wheel Adaptive Feedback

[0065]

[0043] With reference to FIGS, la-lb, 5a-5d, and 6, the steering wheel 101’s force-feedback motor 154 is programmed with multiple profiles.

[0066] - Centering Spring Force: In an embodiment, in all modes, the wheel tends to center, but the strength varies. At low speed (FIG. 3a-3f), a strong centering spring profile is active (making it effortful to deviate from center, thus the wheel will snap back to center when released). At high speed (FIG. 4a-4b), a light centering is active (wheel returns slowly or gently, allowing fine steady turns).

[0067] - Dynamic Damping: In an embodiment, the ECU may add damping (resistance proportional to turning velocity) to smooth the pilot’s inputs. For instance, in foiling mode, a small amount of damping can help prevent over-corrective oscillations.

[0068] - End-stop and Limit Cues: In an embodiment, the wheel can simulate end-stop feel or detents as well. As an example, a certain angle of wheel rotation may correspond to the safe limit of turn (based on bank angle or foil authority). The ECU could start exponentially increasing torque beyond that point toessentially create a “virtual stop” that advises the pilot not to turn further. If the pilot keeps forcing it, the system either yields (allowing the turn but maybe automatically initiating foil adjustments or warnings) or, if programmed, could refuse further movement (this would be a design choice - likely it would allow but with full warning that it’s beyond recommended). In an embodiment, a novice user mode would not permit further movement of the wheel beyond this point.

[0069] - Haptic Notifications on Wheel: In an embodiment, using the motor 154, the wheel can also vibrate. This is done by rapidly oscillating the torque or using a high-frequency dither for a short duration. For example, if the boat’s collision proximity sensor detects an imminent obstacle, the wheel might do a quick buzz to get the pilot’ s attention in addition to an audible alarm . In another scenario, if the pilot engages an auto-height mode by holding a paddle, the wheel might give a single knock to confirm the mode engaged, rather than requiring the pilot to look at the screen.

[0070] Throttle Lever with Detents

[0071]

[0044] FIG. 4a and FIG. 6 note the throttle detent mechanism 158. The throttle lever 102 in this embodiment has three primary positions with tactile feedback:

[0072] A reverse detent, at some angle (perferably at -15° from neutral), indicating the point where reverse gear / propulsion engages. Between full reverse and that detent, the motor thrust ramps from zero up to maximum reverse. The detent itself can be felt as a slight “bump” when moving the lever. The lever can actually travel further back for more reverse power, but the resistance increases after the detent to remind the operator they are in a high-thrust region. In an embodiment, a novice or child user mode may prevent the pilot from applying more than a specified amount of reverse thrust.

[0073] A neutral detent, at some angle (preferably at 0°), a stable click indicating no thrust (props idle). This is the default position for start-up. The mechanism may include a locking feature at neutral such that a deliberate push (or a release of a trigger) is needed to move into gear, to prevent accidental bumps into gear.

[0074] A forward detent, at some angle (preferably at +15° from neutral), marking a low forward thrust engagement. From neutral to this detent, the boat goes from zero to a minimal forward speed (like a “creep” mode). Beyond the detent, up to maybe +90° (full throttle), thrust increases to maximum. The first detent acts like a “first gear” - ideal for precise slow forward movement or station -keeping. The advantage is that the pilot can quickly shove the lever to the detent without overshooting to 100% power; it gives a predictablesmall thrust. In an embodiment, in the novice user mode (or an additional “guest user”, “valet” or “child” user mode), the user may not be able to move the thrust lever beyond the forward detent.

[0075]

[0045] The ECU reads the throttle position and, in combination with mode, decides how to translate it to motor output. In low-speed mode, the throttle might be capped or softened (since fine control is desired). In foiling mode, the full range is available for performance. If the pilot slams the throttle forward, the ECU could either obey immediately (for sportiness) or, if in a novice user mode, gradually ramp the power to prevent porpoising. These nuances can be preset or adaptive.

[0076] 3- Axis Joystick Control

[0077]

[0046] The joystick 103 (FIGS, la-lb, 2c, 3e, 4a) is enabled mainly in low-speed mode, though it could have assignments in other modes. It is spring -centered in X (forward / back, called the surge axis), Y (left / right, called the sway axis), and Z (twist, called the yaw axis) axes. In docking mode, when the pilot pushes the joystick 103 to the right (Y -axis), the ECU 150 responds by commanding a corresponding lateral thrust. On a twin-prop boat, this might be achieved by outboards both vectored outward (opposite angles) to push the stem sideways, or by engaging a bow thruster to push the bow sideways, or a combination. The pilot doesn’t need to manage those details - they simply push right and the boat moves right. Similarly, pushing forward (X-axis) on 103 makes the boat inch forward: the ECU might engage both motors forward at low RPM. The further the stick is pushed, the more thrust, up to a set limit (tied to how far off-center the joystick is). Pulling back triggers reverse thrust accordingly. Twisting (Z-axis) the stick 103 to the right could rotate the boat clockwise (starboard), which the ECU might do by throttling up the port motor forward and starboard motor reverse (for a pivot) in a twin engine setup. The system smartly blends these if the pilot does multiple inputs, e.g., pushing diagonally (forward + sideways) yields a combined vector - the boat could move forward-right while perhaps slight rotation to keep orientation.

[0078]

[0047] In foiling mode, the joystick might serve a secondary role. One embodiment: use the joystick to directly adjust foil settings. For example, push forward / back on joystick to temporarily override the automatic altitude control, effectively commanding the boat to dip or rise (useful when overtaking waves or avoiding an obstacle). Move it sideways might induce a roll or yaw trim - e.g., in a strong crosswind, a pilot could fine-tune balance by a slight lateral stick input, which biases the foil controllers. Twisting in foiling mode could perhaps control a camera or sensor orientation (if the boat had a 360° camera, just as a hypothetical) or be unused. These are design choices; the system is flexible to assign functions per mode. If such assignments confuse the user, the system can simplify by disabling the joystick entirely in modes where it’s not needed. The inventors envision that advanced users will find value in having that extra controlin foiling mode (like an “advanced flight control”), whereas casual users might ignore the stick except for docking.

[0079] Touchscreens and Auxiliary Controls

[0080]

[0048] The touch displays 104 (FIG. 1) present information such as speed, battery level, navigation charts, etc., as well as specific indicators for the control system (current mode, foil position, etc.). They also allow configuration - for example, the user might open a settings page to adjust the “feel” of the wheel (soft, medium, hard) to personal preference, or to engage a training or novice / valet / child user mode that limits maximum speed. The system’s complexity is mostly under the hood; the UI is designed to be as simple as needed: large obvious buttons for major actions (take off, land, dock mode) and clear readouts. The steering wheel buttons 106 are physical shortcuts so the pilot doesn’t need to use the touch screen for critical functions. In one embodiment, one of the wheel buttons toggles between manual and autopilot modes (with a long-press perhaps for emergency autopilot disengage), another could cycle through drive modes (sport / eco) that alter throttle sensitivity. These buttons themselves can have haptic feedback (there are small haptic actuators that can be embedded in buttons to make them “buzz” when pressed, confirming the press without needing to hear a click).

[0081] Operational Example

[0082]

[0049] An example of operation of an embodiment follows. The operator prepares to depart a dock. They power on the system via keyswitch 107; the system boots, running initial self-checks . The craft is stationary, foils retracted. The system defaults to Docking Mode (low-speed). The pilot uses the joystick 103 to ease away from the dock - slight forward and slight right to clear the berth, then twisting to align the bow outward. The strong centering on wheel 101 keeps the rudder straight during this, unless the pilot deliberately uses it. Once in the channel, the pilot presses a button 106 or the system auto -detects open water and switches to Take-Off Mode. The foils deploy (either automatically or by the pilot tapping an “Extend Foils” control). The pilot advances the throttle lever 102 to the forward detent; the boat accelerates in a controlled manner. As it nears take-off speed (say 16 knots), an indicator on screen shows “Ready to Foil” and perhaps a slight vibration is given on the left paddle 105L as a cue. The pilot then pulls and holds the right paddle 105R which is configured for “Launch Mode” - this signals the ECU to perform an automated take-off: the foil angle is adjusted optimally, power is managed to lift off. The boat rises onto the foils smoothly. Now at Foiling Mode, the pilot is cruising at 20+ knots above the water. They steer with small inputs on wheel 101; each turn is smooth, with the wheel gently resisting if the turn is too sharp. Suppose the pilot decides to make a hard turn or stop quickly - they turn the wheel more firmly. As thewheel passes the calibrated safe limit, the pilot feels a definite increase in resistance (almost like hitting a soft barrier). They also hear a gentle warning tone. Acknowledging the limit, they back off slightly, completing the turn safely. Later, while foiling, the pilot encounters unexpected debris ahead. The obstacle sensor triggers an alarm - immediately the wheel 101 emits a rapid vibration and the screen flashes. The pilot pulls back the throttle to neutral detent - thanks to the detent, they instinctively find zero thrust quickly. The boat decelerates and the ECU helps by lowering the foils (to avoid a sudden stall). The crisis is averted. Finally, approaching the destination, the pilot throttles down and holds the left paddle 105L (“Landing” command). The system gradually settles the boat onto the hull (foils retract). Now in low-speed mode again, the pilot uses the joystick to sidle into the dock. The system might engage a special auto-dock assist where at very close range it limits any excessive inputs (the throttle won’t suddenly surge even if the lever is pushed too far, etc.). The boat docks bump-free, and the pilot powers off.

[0083]

[0050] This example demonstrates how the integrated system handles each phase with appropriate control characteristics, all without the pilot needing to manually adjust mechanical settings or fight the controls. The adaptability and intuitive feedback allow the pilot to focus on the external environment and make high-level decisions, while the system ensures those decisions are executed smoothly by the craft.

[0084]

[0051] FIGs. 3a, 3b and 3c show an example of the low-speed control configuration. As the joystick 103 is pulled in the Y direction while travelling at low speed, the steering wheel 101 exhibits strong steering resistance, and the system causes a net sideways force to be effected on the watercraft by engaging the propulsion motors and stem thruster appropriately (indicated by the thrust and force arrows in FIG. 3c). The stem thmster counteracts the watercraft’s rotation, causing a net sideways force / motion.

[0085]

[0052] Similarly, FIGs. 3d, 3e and 3f show another example of low-speed mode. Here, joystick 103 is twisted in the Z axis (in the -Z direction). Steering wheel 101 still exhibits strong steering resistance, but here the goal is rotation, so the propulsion motors cause a net rotation of the watercraft as a result of the action on the joystick 103.

[0086]

[0053] In FIGs. 4a and 4b, the watercraft is just taking off (beginning to foil). Hull 12 is beginning to rise out of the water. In this mode, the joystick 103 may be used to trim the attitude (forward angle) of the watercraft. The throttle 102 needs to be past the detent to cause the acceleration needed for take-off. Steering wheel 101 now provides only moderate steering resistance.

[0087]

[0054] In FIGs. 5a and 5b, a regular turn while foiling is shown. Here, haptic resistance on steering wheel 101 increases beyond a threshold angle to warn the pilot of an imminent turning limit (beyond which the edge of the hydrofoil may rise above the surface of the water).

[0055] In FIGs. 5c and 5d, a coordinated quick -turn while foiling is shown. Here, the joystick 103 is used as indicated (both Y-axis movement and Z-axis rotation) to cause the watercraft to turn very rapidly (and much less smoothly).

[0088]

[0056] FIG. 6 is a block diagram of the control system architecture according to one embodiment. This schematic shows the interconnections between the major components: the central ECU (processor) 150, the input devices (wheel sensor & motor 101, 154 throttle position sensor & haptic actuator 102, 156, 158; joystick sensors 103; touchscreen interface 104; paddles / buttons 105, 106; etc.), the output actuators (steering actuator 174 for rudder or motor angle, throttle / motor controllers 172, foil actuators 180, thruster(s) 176), and the various sensors (speed sensor 186, gyroscope / IMU 184, altitude sensor for foil height 182, battery management system 192, obstacle / proximity sensing 190, depth / shallow water sensing 188, etc.). FIG. 6 illustrates the logical flow where the ECU receives input signals and sensor data, determines the current mode (via a mode logic block), and outputs control signals to actuators, possibly through a closed-loop control law (for stabilization).

[0089]

[0057] FIG. 7 is a flowchart of a method of adaptive control for a hydrofoiling watercraft, as implemented by the system’s software. The flowchart steps through an example operation: starting the system, detecting mode (low-speed vs takeoff vs foiling) based on sensor thresholds, adjusting control parameters (steering gain, feedback torque, etc.), reading pilot inputs, mapping inputs to outputs (with different mappings per mode), and continuously updating feedback to the pilot.

[0090] Alternate Embodiments and Options

[0091]

[0058] While the above describes a particular embodiment, many variations are possible within the scope of the invention.

[0092]

[0059] In an embodiment, the physical form of controls can vary. Instead of a traditional wheel, one could use a yoke or handlebars with force feedback. Instead of a single joystick, two smaller joysticks could be used for separate tasks (e.g., one for docking thrust, one for foil trim).

[0093]

[0060] In an embodiment, the haptic feedback could be enriched with additional devices, such as vibrating seats or wearable haptic bands for the pilot - anything that conveys information through touch could tie into the system’s alert network.

[0094]

[0061] In an embodiment, the system can be retrofit to existing boats or built new. In a retrofit scenario, if the boat already has hydraulic steering, a force -feedback actuator could be attached to the steering linkage to simulate the effects described (though full steer-by-wire is ideal).

[0062] In an embodiment, if the boat is a single-engine craft without lateral thrusters, the joystick’s lateral command can be implemented by a strategy of rapid alternating thrust bursts and rudder angles to “crab” the boat - less effective than dual prop, but the software could manage a mild lateral move even with one prop (by vectoring thrust at an angle and using momentum).

[0095]

[0063] In an embodiment, the control algorithms for stabilization (like coordinating turn and foil bank) can be as sophisticated as needed. The invention doesn’t hinge on a specific control law, only that the user interface adapts and coordinates with such laws. For instance, whether using classic PID loops or advanced model-predictive control for the foils, the user-facing aspect remains the adaptive feedback and unified inputs.

[0096]

[0064] In some embodiments, the mode adaptation could be continuous rather than discrete. Instead of three hard modes, the system might smoothly interpolate control settings based on speed or foil height. The pilot might not even realize modes are switching - they just feel the controls gradually change character as the boat speeds up or slows down.

[0097]

[0065] The invention is not limited to leisure craft. It could equally apply to commercial or military hydrofoil vessels, autonomous drones (with a remote operator using a force -feedback control station), or even non-hydrofoil boats that still benefit from adaptive controls (e.g., an electric planing boat with various assistive modes for novices).

[0098]

[0066] Finally, individual features of this system could be used in isolation or subsets. For example, one could have a product that is just the adaptive steering wheel for hydrofoils (to retrofit into other boats to give more feel). Another product might be the multi -detent smart throttle as a stand-alone. These fall within the scope of the invention as long as they incorporate the adaptive or multi-modal principles described.

[0099]

[0067] According to the disclosure, an adaptive control system for a hydro-foiling watercraft. The watercraft having at least one hydrofoil and a propulsion unit. The adaptive control system comprises a steering control device, the steering control device being configured to generate a steering input signal, wherein the steering control device includes an electronically controllable feedback actuator, a throttle control device configured to control the thrust of the propulsion unit, an auxiliary control device, a plurality of sensors arranged to detect or measure operational parameters of the watercraft, the sensors including at least one sensor to measure boat speed and at least one sensor to measure hydrofoil deployment position and at least one sensor to measure craft altitude above water and an electronic control unit (ECU) in communication with the steering control device, the throttle control device, the auxiliary control device and the sensors.

[0068] According to the disclosure, the electronically controllable feedback actuator of the system provides variable resistive torque or haptic feedback to the pilot’s manipulation. The electronically controllable feedback actuator additionally provides a variable centering force on the steering control device.

[0100]

[0069] According to the disclosure, the throttle control device of the system is an electronic lever or pedal equipped with an actuator or variable friction device configured to provide haptic feedback or resistance to throttle adjustments. The throttle control device has at least a forward position and a reverse position and provides a tactile detent at a neutral position between forward and reverse.

[0101]

[0070] According to the disclosure, the auxiliary control device is a joystick comprising a multi-axis input member for maneuvering commands in at least two degrees of freedom beyond conventional steering and throttle. The auxiliary control device comprises a plurality of discrete control switches for mode selection and system functions.

[0102]

[0071] According to the disclosure, the ECU of the system is programmed to determine an operational mode of the watercraft based on the sensor inputs or pilot selection, wherein operational modes include at least a low-speed maneuvering mode and a high-speed foiling mode, define at least two feedback profiles, in the low-speed maneuvering mode, interpret pilot inputs such that the auxiliary control device’s inputs are enabled to command low-speed maneuvers, and apply a first feedback profile to the steering control device to provide a higher resistive torque and centering force, in the high-speed foiling mode, interpret pilot inputs such that steering inputs primarily command directional changes while maintaining foil-borne stability, and apply a second feedback profile to the steering control device that provides lower resistive torque and variable feedback cues indicative of operational limits, adaptively adjust at least one control response or feedback parameter when transitioning between modes or upon changes in the watercraft’s speed, attitude, or environment, such that control sensitivity and feedback are optimized for current operating conditions and output control signals to the watercraft’s actuators including a steering actuator and a thrust control actuator, thereby effecting the pilot’s commands with mode -appropriate gain and stabilization.

[0103]

[0072] According to the disclosure, the ECU of the system is additionally programmed to define at least two user modes, wherein one user mode is a novice user mode and one user mode is an expert user mode, and modify the operational limits of the watercraft and the signals output to the steering actuator and thrust control actuator based on which user mode is active.

[0073] According to the disclosure, ECU of the system is additionally programmed to when a novice user mode is active, limit at least one factor from the list of: the rate of thrust increase, the maximum power available, and the watercraft’s maximum speed and when a novice user mode is active, modify the feedback on the steering control and thrust control.

[0104]

[0074] According to the disclosure, the ECU of the system is programmed to determine an operational mode of the watercraft based on the sensor inputs or pilot selection, wherein operational modes include at least a low-speed maneuvering mode, a high-speed foiling mode and a transition mode wherein the watercraft is transitioning between low-speed operation and foiling, in the low-speed maneuvering mode, interpret lateral deflection of the joystick as a command to translate the vessel laterally (sideways) with the ECU coordinately controlling the propulsion unit and / or auxiliary thrusters to produce a lateral movement of the hull, in the foiling mode, interpret lateral deflection of the joystick as a command to execute a coordinated turn with the ECU controlling a rudder or vectored thrust angle for yaw and adjusting hydrofoil control surfaces to achieve a banked turn and in the transition mode, the ECU gradually shift control mapping from the low-speed control interpretation to the foiling control interpretation.

[0105]

[0075] According to the disclosure, the ECU of the system is additionally programmed to actively control elements of the hydrofoil assembly to stabilize pitch and roll of the watercraft during foiling, such that the ECU automatically maintains stability of ride height and level trim when the steering control or joystick are used to execute a turn.

[0106]

[0076] According to the disclosure, the watercraft is additionally equipped with at least one of a GPS receiver, an inertial measurement unit for determining speed, acceleration and orientation of the watercraft, and an environmental sensor such as a radar, ultrasound or camera-based sensor for detecting nearby obstacles or wave conditions and the ECU is additionally programmed to detect obstacles or rough wave conditions, and to modify the feedback profile and interpretations of pilot input based on such detection.

[0107]

[0077] According to the disclosure, the watercraft additionally comprises dual propulsion units, the ECU is additionally programmed to in low-speed maneuvering mode, to control the dual propulsion units with differential thrust to achieve lateral and rotational movement commanded via the auxiliary control device, and in high-speed foiling mode, to synchronize the dual propulsion units for forward thrust while using differential adjustments primarily for course corrections.

[0108]

[0078] According to the disclosure, the system additionally comprising a touchscreen display.

[0079] According to the disclosure, a method of adaptive control for a hydro-foiling watercraft is disclosed. The method comprises the steps of receiving, via a plurality of sensors, operational data of the watercraft including at least speed, hydrofoil deployment status, and altitude, determining, by an electronic control unit (ECU), an operational mode selected from at least: low-speed maneuvering mode, transition mode, and foiling mode, adjusting, based on the determined mode, control mappings between user input devices and watercraft actuator outputs, applying a first feedback profile to a steer-by-wire control device in low-speed maneuvering mode to provide high centering force and damping, and applying a second feedback profile in foiling mode to provide lighter resistance and limit feedback beyond safe operational angles.

[0109]

[0080] According to the disclosure, the method further comprises interpreting joystick inputs in low-speed maneuvering mode as translational and rotational commands for the watercraft and commanding differential thrust and / or thruster output to execute said translational and rotational movements.

[0110]

[0081] According to the disclosure, the method further comprises interpreting joystick inputs in transition mode as commands to control watercraft pitch or hydrofoil angle -of-attack for takeoff or landing stabilization.

[0111]

[0082] According to the disclosure, the method further comprises interpreting joystick inputs in foiling mode as commands for roll, yaw, or foil height trim, and applying said commands to hydrofoil control actuators.

[0112]

[0083] According to the disclosure, the method further comprises providing haptic feedback to the user via one or more of the input devices in response to operational thresholds or alerts, including but not limited to: steering angle limits, throttle detent positions, proximity warnings, or mode changes.

[0113]

[0084] According to the disclosure, the method further comprises restricting throttle output and steering sensitivity when a novice or restricted user mode is active, based on a stored or selected user profile.

[0114]

[0085] According to the disclosure, the method further comprises dynamically transitioning between control mappings and feedback profiles as the operational mode changes based on real-time sensor input.

[0115]

[0086] According to the disclosure, the method further comprises enabling an autopilot or semi-autonomous mode, wherein the ECU controls propulsion and steering outputs while continuing to provide user-visible or haptic feedback on active control devices.

[0087] Implementations disclosed herein may 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.

[0116]

[0088] 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). 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.

[0117]

[0089] 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.

[0090] 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.

[0118]

[0091] 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. An adaptive control system for a hydro-foiling watercraft, the watercraft having at least one hydrofoil and a propulsion unit, the adaptive control system comprising:a steering control device, the steering control device being configured to generate a steering input signal, wherein the steering control device includes an electronically controllable feedback actuator;a throttle control device configured to control the thrust of the propulsion unit;an auxiliary control device;a plurality of sensors arranged to detect or measure operational parameters of the watercraft, the sensors including at least one sensor to measure boat speed and at least one sensor to measure hydrofoil deployment position and at least one sensor to measure craft altitude above water; and an electronic control unit (ECU) in communication with the steering control device, the throttle control device, the auxiliary control device and the sensors.

2. The system of claim 1, wherein the electronically controllable feedback actuator provides variable resistive torque or haptic feedback to the pilot’s manipulation.

3. The system of claim 2, wherein the electronically controllable feedback actuator additionally provides a variable centering force on the steering control device.

4. The system of claim 1, wherein the throttle control device is an electronic lever or pedal equipped with an actuator or variable friction device configured to provide haptic feedback or resistance to throttle adjustments.

5. The system of claim 4, wherein the throttle control device has at least a forward position and a reverse position and provides a tactile detent at a neutral position between forward and reverse .

6. The system of claim 1, wherein the auxiliary control device is a joystick comprising a multi -axis input member for maneuvering commands in at least two degrees of freedom beyond conventional steering and throttle.

7. The system of claim 1, wherein the auxiliary control device comprises a plurality of discrete control switches for mode selection and system functions.

8. The system of claim 1, wherein the ECU is programmed to:determine an operational mode of the watercraft based on the sensor inputs or pilot selection, wherein operational modes include at least a low-speed maneuvering mode and a high-speed foiling mode;define at least two feedback profiles;in the low-speed maneuvering mode, interpret pilot inputs such that the auxiliary control device’s inputs are enabled to command low-speed maneuvers, and apply a first feedback profile to the steering control device to provide a higher resistive torque and centering force;in the high-speed foiling mode, interpret pilot inputs such that steering inputs primarily command directional changes while maintaining foil-borne stability, and apply a second feedback profile to the steering control device that provides lower resistive torque and variable feedback cues indicative of operational limits;adaptively adjust at least one control response or feedback parameter when transitioning between modes or upon changes in the watercraft’s speed, attitude, or environment, such that control sensitivity and feedback are optimized for current operating conditions; andoutput control signals to the watercraft’s actuators including a steering actuator and a thrust control actuator, thereby effecting the pilot’s commands with mode -appropriate gain and stabilization.

9. The system of claim 8, wherein the ECU is additionally programmed to:define at least two user modes, wherein one user mode is a novice user mode and one user mode is an expert user mode; andmodify the operational limits of the watercraft and the signals output to the steering actuator and thrust control actuator based on which user mode is active.

10. The system of claim 9, wherein the ECU is additionally programmed to:when a novice user mode is active, limit at least one factor from the list of: the rate of thrust increase, the maximum power available, and the watercraft’s maximum speed; andwhen a novice user mode is active, modify the feedback on the steering control and thrust control.

11. The system of claim 6, wherein the ECU is programmed to:determine an operational mode of the watercraft based on the sensor inputs or pilot selection, wherein operational modes include at least a low-speed maneuvering mode, a high-speed foiling mode and a transition mode wherein the watercraft is transitioning between low-speed operation and foiling; in the low-speed maneuvering mode, interpret lateral deflection of the joystick as a command to translate the vessel laterally (sideways) with the ECU coordinately controlling the propulsion unit and / or auxiliary thrusters to produce a lateral movement of the hull;in the foiling mode, interpret lateral deflection of the joystick as a command to execute a coordinated turn with the ECU controlling a rudder or vectored thrust angle for yaw and adjusting hydrofoil control surfaces to achieve a banked turn; andin the transition mode, the ECU gradually shift control mapping from the low-speed control interpretation to the foiling control interpretation.

12. The system of claim 11, wherein the ECU is additionally programmed to actively control elements of the hydrofoil assembly to stabilize pitch and roll of the watercraft during foiling, such that the ECU automatically maintains stability of ride height and level trim when the steering control or joystick are used to execute a turn.

13. The system of claim 8, wherein:the watercraft is additionally equipped with at least one of a GPS receiver, an inertial measurement unit for determining speed, acceleration and orientation of the watercraft, and an environmental sensor such as a radar, ultrasound or camera-based sensor for detecting nearby obstacles or wave conditions; andthe ECU is additionally programmed to detect obstacles or rough wave conditions, and to modify the feedback profile and interpretations of pilot input based on such detection.

14. The system of claim 8, wherein:the watercraft additionally comprises dual propulsion units;the ECU is additionally programmed to:in low-speed maneuvering mode, to control the dual propulsion units with differential thrust to achieve lateral and rotational movement commanded via the auxiliary control device; andin high-speed foiling mode, to synchronize the dual propulsion units for forward thrust while using differential adjustments primarily for course corrections.

15. The system of claim 1, additionally comprising a touchscreen display.

16. A method of adaptive control for a hydro-foiling watercraft comprising:receiving, via a plurality of sensors, operational data of the watercraft including at least speed, hydrofoil deployment status, and altitude;determining, by an electronic control unit (ECU), an operational mode selected from at least: low-speed maneuvering mode, transition mode, and foiling mode;adjusting, based on the determined mode, control mappings between user input devices and watercraft actuator outputs;applying a first feedback profile to a steer-by-wire control device in low-speed maneuvering mode to provide high centering force and damping; andapplying a second feedback profile in foiling mode to provide lighter resistance and limit feedback beyond safe operational angles.

17. The method of claim 16, further comprising:interpreting joystick inputs in low-speed maneuvering mode as translational and rotational commands for the watercraft; andcommanding differential thrust and / or thruster output to execute said translational and rotational movements.

18. The method of claim 16, further comprising interpreting joystick inputs in transition mode as commands to control watercraft pitch or hydrofoil angle -of-attack for takeoff or landing stabilization.

19. The method of claim 16, further comprising interpreting joystick inputs in foiling mode as commands for roll, yaw, or foil height trim, and applying said commands to hydrofoil control actuators.

20. The method of claim 16, further comprising providing haptic feedback to the user via one or more of the input devices in response to operational thresholds or alerts, including but not limited to: steering angle limits, throttle detent positions, proximity warnings, or mode changes.

21. The method of claim 16, further comprising restricting throttle output and steering sensitivity when a novice or restricted user mode is active, based on a stored or selected user profile.

22. The method of claim 16, further comprising dynamically transitioning between control mappings and feedback profiles as the operational mode changes based on real-time sensor input.

23. The method of claim 16, further comprising enabling an autopilot or semi -autonomous mode, wherein the ECU controls propulsion and steering outputs while continuing to provide user-visible or haptic feedback on active control devices.

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