Description:FIELD OF THE INVENTION

[0001] The present invention relates to a safety and communication integrated watercraft for marine operations that enhances stability in rough sea conditions by rapidly adapting to environmental changes to improve safety and performance by sensing and responding swiftly to waves, wind, and other factors, thereby reducing the impact of turbulence and maintaining balance for a smoother, more secure navigation experience in challenging marine environments.

BACKGROUND OF THE INVENTION

[0002] Marine operations often occur in harsh and unpredictable environments, where reliable safety and communication is critical to ensuring the well-being of crew members and the success of missions. Traditional watercraft lack integrated solutions that combine emergency response, real-time communication, and situational awareness, leading to increased risk during critical events such as collisions, mechanical failures, or adverse weather. Users face challenges including delayed emergency response, communication blackouts, lack of coordination between watercrafts, and difficulty in tracking crew or watercraft status. These issues highlight the need for a safety and communication integrated watercraft that offer seamless, robust, and fail-safe connectivity alongside automated safety arrangements to improve operational efficiency and reduce life-threatening risks at sea.

[0003] Existing marine safety and communication systems include VHF radios, EPIRBs (Emergency Position Indicating Radio Beacons), AIS (Automatic Identification Systems), and standalone GPS trackers. While these tools serve specific functions, they often operate independently, requiring manual coordination and increasing response time during emergencies. VHF radios are limited by range and subject to signal disruption, EPIRBs activate only under extreme conditions, and AIS lacks direct crew communication features. Moreover, these systems provide minimal integration with onboard safety mechanisms and offer little support for real-time crew tracking or automated alerts. The absence of a unified platform limits situational awareness and rapid decision-making, making current solutions inadequate for modern, high-risk marine operations.

[0004] US8195381B2 is elucidated a safety system for a marine vessel. The vessel includes two engines coupled to propellers for propelling the vessel through water. The vessel is provided with a digital anchor in communication with the two engines for maintaining the vessel substantially at a defined location when the anchor is activated. The safety system includes a sensor assembly coupled to a data processing assembly for sensing a region of said water at least partially surrounding the vessel for detecting one or more persons present in the region and for modifying operation of the digital anchor is response to the one or more persons being detected. The invention is of advantage in that the digital anchor is capable of responding to the one or more persons being present in the water and thereby reducing a risk of injury or loss of life when the digital anchor is employed.

[0005] US20230150621A1 discloses a methods and systems enabling electronic devices associated with each of at least two watercrafts to dynamically form ad hoc wireless networks when the corresponding watercrafts are within range of one another are provided. Data transfer on the water is thus enhanced via such ad hoc mesh-type networks. A method of distributing marine electronics data includes receiving, over a first wireless local area network at an electronic device associated with a first watercraft, marine electronics data from an electronic device associated with a second watercraft; establishing a second wireless local area network between the electronic device associated with the first watercraft and an electronic device associated with a third watercraft; and transmitting the marine electronics data received from the electronic device associated with the second watercraft from the electronic device associated with the first watercraft to the electronic device associated with the third watercraft over the second wireless local area network.

[0006] Conventionally, many systems are available in the market for watercrafts. However, the cited inventions lack to provide a fully integrated solution combining real-time crew tracking, automated emergency response, and uninterrupted inter-watercraft communication. They operate in silos and do not offer a unified platform capable of addressing dynamic, high-risk marine operational demands efficiently and reliably.

[0007] In order to overcome the aforementioned drawbacks, there exists a need in the art to develop a watercraft that is required to be capable of integrating safety and communication systems into a unified platform. This watercraft should offer real-time crew tracking, automated emergency response, inter-vessel communication to enhance operational safety, coordination, and decision-making during critical marine operations under adverse conditions.

OBJECTS OF THE INVENTION

[0008] The principal object of the present invention is to overcome the disadvantages of the prior art.

[0009] An object of the present invention is to develop a watercraft that improve the stability during rough sea conditions by responding quickly to environmental changes.

[0010] Another object of the present invention is to develop a watercraft that enable fast and controlled response to storm situations to reduce risk to the watercraft and its occupants.

[0011] Yet another object of the present invention is to develop a device that ensure safe operation by detecting faults and automatically responding to prevent failure during critical events.

[0012] The foregoing and other objects, features, and advantages of the present invention will become readily apparent upon further review of the following detailed description of the preferred embodiment as illustrated in the accompanying drawings.

SUMMARY OF THE INVENTION

[0013] The present invention relates to a safety and communication integrated watercraft for marine operations offering swift and accurate response capabilities during storm conditions to enhance operational reliability and reduce potential hazards to both the watercraft and the occupants in adverse marine environments.

[0014] According to an embodiment of the present invention, a safety and communication integrated watercraft for marine operations comprises of a body having a hull and a deck, a pair of retractable hydrofoils mounted below the waterline on either side of the hull, each of the hydrofoil is made up of electroactive polymer material for altering shape in response to electrical stimulus to counteract wave-induced motion, a rack and pinion assembly attached with the hydrofoils, and preloaded by a spring, and held by a mechanical latch for preventing untended movement, a sensor suite including an Inertial Measurement Unit (IMU), a pressure sensor, and wave height detectors, installed on the body for detecting storm condition signals, a plurality of inflatable life-pod units detachably housed in a container mounted on the deck, and connected to an inflating unit for inflation/deflation, and detaching based on user’s commands, while the life-pod units are assembled with multiple survival gears and a multi-modal communication module installed on the body for facilitating direct contact with other watercrafts and concerned authorities, and dynamically switches modes in response to system failure or signal interference.

[0015] While the invention has been described and shown with particular reference to the preferred embodiment, it will be apparent that variations might be possible that would fall within the scope of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS

[0016] These and other features, aspects, and advantages of the present invention will become better understood with regard to the following description, appended claims, and accompanying drawings where:
Figure 1 illustrates an isometric view of a safety and communication integrated watercraft for marine operations.

DETAILED DESCRIPTION OF THE INVENTION

[0017] The following description includes the preferred best mode of one embodiment of the present invention. It will be clear from this description of the invention that the invention is not limited to these illustrated embodiments but that the invention also includes a variety of modifications and embodiments thereto. Therefore, the present description should be seen as illustrative and not limiting. While the invention is susceptible to various modifications and alternative constructions, it should be understood, that there is no intention to limit the invention to the specific form disclosed, but, on the contrary, the invention is to cover all modifications, alternative constructions, and equivalents falling within the spirit and scope of the invention as defined in the claims.

[0018] In any embodiment described herein, the open-ended terms "comprising," "comprises,” and the like (which are synonymous with "including," "having” and "characterized by") may be replaced by the respective partially closed phrases "consisting essentially of," consists essentially of," and the like or the respective closed phrases "consisting of," "consists of, the like.

[0019] As used herein, the singular forms “a,” “an,” and “the” designate both the singular and the plural, unless expressly stated to designate the singular only.

[0020] The present invention relates to a safety and communication integrated watercraft for marine operations that ensures safe operation by detecting faults early and automatically responding to prevent failures during critical events to enhance reliability and safety by continuously monitoring conditions, reducing the risk of accidents.

[0021] Referring to Figure 1, an isometric view of a safety and communication integrated watercraft for marine operations is illustrated, comprising a body 101 having a hull 102 and a deck 103, at least one pair of retractable hydrofoils 104 mounted below the waterline on either side of the hull 102, a rack and pinion assembly 105 attached with the hydrofoils 104 and preloaded by a spring 106 held by a mechanical latch 107, at least one sensor suite 108 installed on the body 101, a plurality of inflatable life-pod units 109 detachably housed in a container 110 mounted on the deck 103, connected to an inflating unit 111, at least one sensing module 112 is mounted on the body 101, a speaker 113 mounted on the deck 103, a pneumatic damper 114 is configured with each of the hydrofoils 104 and an electromechanical actuator 115 associated with the inflatable life-pod units 109.

[0022] The watercraft for marine operations developed in the present invention comprises of a body 101 having a hull 102 and a deck 103. The hull 102 is the main outer shell or base that provides structural support and buoyancy, especially in marine vessels. The deck 103 is the flat upper surface that covers the hull 102 and support equipment or personnel. Together, the hull 102 and deck 103 form the primary framework of the body 101, offering stability, protection, and functionality.

[0023] To activate the device, the user manually presses a push button which is installed on the body 101. Upon pressing the button, the circuits within the device gets close, allowing electric current to flow. The push button has an outer casing and an inner arrangement, including a spring 106 and metal contacts. When the button is pressed, the spring 106-loaded assembly inside is pushes down on. In the default state, the internal contacts are apart, so the circuit is open and no electricity flows. Pressing the button makes the contacts touch each other, closing the circuit and allowing electricity to flow, which activates an inbuilt microcontroller that regulates the further options of the device.

[0024] On activation of the device, the microcontroller then activates at least one sensor suite 108 including an Inertial Measurement Unit (IMU), a pressure sensor, and wave height detectors, installed on the body 101 for detecting storm condition signals. The pressure sensor used here is a capacitive pressure sensor that works by measuring changes in capacitance. The pressure sensor consists of two conductive members separated by a small gap. When pressure is applied, the gap between these members is changed, altering the capacitance. The sensor detects this change and converts it into an electrical signal that relates to the amount of pressure. This signal is then sent to the microcontroller to be processed to give a precise pressure reading.

[0025] The wave height detector detects wave height by floating on the water and tracking vertical motion. They use accelerometers and gyroscopes to measure heave (up-and-down movement) or high-precision GPS to monitor position changes. As waves pass, the buoy rises and falls, and detector record this motion. The detector samples data rapidly to capture crest and trough positions. Wave height is calculated as the vertical distance between the highest and lowest points of each wave. The data is then processed to determine individual and significant wave heights and transmitted to monitoring stations in real time for analysis and storm tracking.

[0026] In accordance to the determined storm conditions, a rack and pinion assembly 105 attached to the hull 102 of the body 101 is actuated by the microcontroller for engaging at least one pair of retractable hydrofoils 104 mounted below the waterline on either side of the hull 102. The rack and pinion assembly 105 includes a motorized pinion gear which is meshed with teeth crafted on a rack rigidly fastened with the hydrofoils 104. The pinion gear is associated with a bi-directional step motor which enables the rotation of the gear in clock as well as in counter clock wise direction in an alternative manner. The rotation of the pinion gear in turn results in the translation of the rack along with hydrofoils 104 which aid in deploying the hydrofoils 104 at the time of storm.

[0027] A spring 106 in the rack and pinion assembly 105 is preloaded to store potential energy, enabling rapid actuation when released. The spring 106 ensures the hydrofoils 104 are quickly deployed or retracted with minimal external force. A mechanical latch 107 associated with the spring 106 locks the rack and pinion assembly 105 in place, preventing unintended movement caused by vibrations, currents, or pressure changes. Until the latch 107 is disengaged, it resists the force exerted by the preloaded spring 106, securing the hydrofoils 104 in a fixed position.

[0028] At least one sensing module 112 including an optical sensor and a load sensor, is mounted on the body 101 is activated by the microcontroller for monitoring latch 107 integrity. The optical sensor for checking the integrity of the latch 107 functions by utilizing a laser which is directed toward the target area on the latch 107. The sensor consists of a light emitter (like a laser diode or LED) and a photodetector or camera that monitors the reflected light. The process begins when the emitter sends out a beam of light that hits the surface of the latch 107. The light is reflected back to the sensor in a specific pattern or angle, indicating proper alignment. In case, the latch 107 is misaligned, the reflected light will not return in the expected manner. The photodetector receives this reflected light and compares it to a reference signal or pattern, allowing it to detect discrepancies.

[0029] A strain gauge integrated in the sensing module 112 monitor spring 106 preload for ensuring a fail-safe operation. The strain gauge is a thin metallic foil arranged in a grid pattern. When the spring 106 experiences some shock, the gauge attached and the foil are deformed, causing a change in its electrical resistance. This change in resistance is converted into a voltage signal by the sensor providing the measurement of the strain, which determine the preload of the spring 106.

[0030] Each of the hydrofoil 104 is composed of electroactive polymer material for altering shape in response to electrical stimulus to counteract wave-induced motion. The electroactive polymers deform when a high voltage is applied across their compliant electrodes. The electric field induces Maxwell stress, generating electrostatic pressure that compresses the polymer in thickness. Because the material is nearly incompressible, it expands in the plane perpendicular to the field. This results in significant shape change, such as stretching or bending, depending on wave induced motion. The deformation is rapid, reversible, and proportional to the applied voltage.

[0031] A pneumatic damper 114 is configured with each of the hydrofoils 104 to moderate actuation speed and prevent mechanical shock during rough sea activation. The pneumatic damper 114 prevents mechanical shock by using compressed air to absorb and dissipate kinetic energy from sudden movements in the rough sea. When hydrofoils 104 move quickly and impacts a stop, the damper’s piston compresses the trapped air inside its cylinder. This compressed air acts as a cushion, resisting the piston’s rapid motion. The air is forced through small orifices or adjustable valves, controlling the airflow rate and slowing the piston smoothly. This controlled deceleration prevents abrupt stops, reducing vibrations and shock forces transmitted to the hydrofoils 104.

[0032] Upon deployment of the hydrofoils 104, an electromechanical actuator 115 installed on the body 101 is actuated by the microcontroller for deploying a plurality of inflatable life-pod units 109 detachably housed in a container 110 mounted on the deck 103. The electromechanical actuator 115 deploys the life-pod units 109 by receiving an activation signal, typically from the microcontroller. It first unlocks the container 110 using a linear or rotary actuator to release securing latches. Another actuator then opens the container 110 lid. A powered actuator pushes or slides the life-pod units 109 out using extendable rails or a tilting arrangement. Once in position over the water, a final actuator releases the lifeboat by disengaging hooks or restraints.

[0033] In synchronization with the electromechanical actuator 115, an inflating unit 111 configured with the life-pod units 109 is actuated by the microcontroller for inflating the life-pod unit 109. The inflating unit 111 inflates the life-pod units 109 by directing pressurized air into the life-pod units 109. The inflation of the life-pod begins with an air compressor that draws in ambient air through a filter to remove impurities. The compressor then compresses the air using a piston, increasing the pressure of the drawn air. The high-pressure air is either stored in a reservoir or directly supplied to the life-pod units 109, through an air hose connected to the valve stem of the life-pod units 109. The valve stem opens to allow air to enter the life-pod units 109 and seals to prevent backflow.

[0034] The life-pod units 109 are assembled with a variety of essential survival gears, that includes by not limited to first aid kits, emergency tools, food and water supplies, and navigation equipment. These comprehensive provisions ensure occupants are well-prepared for emergencies, promoting safety and self-sufficiency in challenging situations. The well-equipped life-pod units 109 enhance survival chances during critical moments or adverse environmental conditions.

[0035] A pressure sensor installed with the inflatable pod unit is activated by the microcontroller for monitoring the inflation pressure. The pressure sensor used here is a capacitive pressure sensor that works by measuring changes in capacitance. It consists of two conductive plates separated by a small gap. When pressure is applied, the gap between these plates changes, altering the capacitance. The sensor detects this change and converts it into an electrical signal that relates to the amount of pressure. This signal is then sent to the microcontroller to be processed to give a precise pressure reading.

[0036] In case, insufficient pressure is detected post-deployment, a speaker 113 mounted on the deck 103 is activated by the microcontroller for alerting watercraft crew and concerned authorities. The speaker 113 works by converting the electrical signal into the audio signal. The speaker 113 consists of a cone known as a diaphragm attached to a coil-shaped wire placed between two magnets. When the electric signal is passed through the voice coil, a varying magnetic field is generated by the coil that interacts with the magnet causing the diaphragm to move back and forth. The movement of the diaphragm pushes and pulls air creating sound waves just like the electrical signal received and used to notify the authorities.

[0037] Alongside the deployment of the life-pod units 109, a multi-modal communication module installed on the body 101 is activated by the microcontroller for facilitating direct contact with other watercrafts and concerned authorities. The communication module dynamically switches modes in response to system failure or signal interference. The modes of multi-modal communication module include a VHF with Digital Selective Calling (DSC), SSB radios, Automatic Identification System (AIS), Satellite Communication (SatCom), Emergency Position Indicating Radio Beacons (EPIRBs), and Personal Locator Beacons (PLBs) for ensuring continuous communication of the watercraft with other watercrafts and concerned authorities.

[0038] On-board VHF radios with Digital Selective Calling (DSC) enable automated distress calls. These calls transmit GPS-based position data to all nearby DSC-equipped watercrafts and shore stations. The watercraft also facilitates direct, selective communication with specific watercraft, provided their Maritime Mobile Service Identity (MMSI) number is known. The Single Sideband (SSB) Radios are enabled on the body 101 for longer-range communication. SSB radios operate on MF/HF (medium frequency/high frequency) bands, allowing communication over hundreds of miles. These are particularly useful in offshore situations where the VHF range is insufficient. In case, the body 101 is in distress, and the onboard VHF radio fails to operate due to equipment malfunction or environmental interference (e.g., water damage, power failure), then the microcontroller switches the body 101 to the Single Sideband (SSB) radio for long-range communication.

[0039] In case, both VHF and SSB radios fail, the microcontroller activates Emergency Position Indicating Radio Beacon (EPIRB) to send a distress signal to the COSPAS-SARSAT satellite watercraft for immediate location tracking by search and rescue teams. During a distress situation, if the watercraft detects a temporary loss of GPS signal and is therefore unable to transmit the vessel's current position via Digital Selective Calling (DSC), the watercraft will rely on the Automatic Identification Watercraft (AIS) transceivers to broadcast the vessel’s last known position. If GPS functionality remains unavailable for an extended period, the body 101 manually report its position using backup communication watercrafts such as Single Sideband (SSB) radio or satellite communication (e.g., Inmarsat or Iridium).

[0040] The watercraft includes Satellite Communication Watercrafts (e.g., Inmarsat, Iridium), vital for offshore vessels during cyclones. These provide reliable voice and data communication far from land, essential for sending distress signals, position reports, and receiving weather updates from shore. Automatic Identification Watercraft (AIS) transceivers attached to the vessels broadcast critical data like their identification, position, course, and speed. This information is received by other watercrafts and coastal base stations. For open waters, Satellite-AIS (S-AIS) extends tracking globally via satellites, enabling a central control room to monitor numerous vessels' locations and movements. Emergency Position Indicating Radio Beacons (EPIRBs) and Personal Locator Beacons (PLBs) are crucial distress alerting watercrafts. When activated, either manually or upon submersion, they transmit a unique signal via satellite to the COSPAS-SARSAT international satellite watercraft. This watercraft then alerts rescue coordination centers with accurate location data, significantly aiding search and rescue operations.

[0041] During satellite signal loss, the microcontroller temporarily stores all operational and sensor data in onboard memory to prevent data loss. This ensures that critical information is not missed during communication outages. Once the satellite link is restored, the stored data is automatically retransmitted to the central shore-based control room. This process allows authorities to maintain continuous monitoring and analysis of the watercraft status, ensuring no gaps in oversight or incident reporting, even during temporary disruptions in connectivity.

[0042] The microcontroller uses a moving time window protocol to continuously monitor and analyze sensor data over a recent time frame. By cross-referencing multiple inputs from the sensor suite 108 in coordination with the sensing module 112, it verifies the accuracy of environmental or operational signals. This approach helps to filter out brief or inconsistent anomalies, reducing the likelihood of false positives that could mistakenly trigger hydrofoil 104 deployment.

[0043] In case, the sensing suite 108 detects harbour entry or shallow waters, the microcontroller triggers a manual override allowing hydrofoil 104 retraction through ratcheting and reverse damping. Where the rack and pinion assembly 105 is directed to rotate counter clock wise direction for retracting the hydrofoils 104.

[0044] Moreover, a battery is associated with the device to supply power to electrically powered components which are employed herein. The battery is comprised of a pair of electrodes known as a cathode and an anode. A voltage is generated between the anode and cathode via oxidation/reduction and thus produces the electrical energy to provide to the device.

[0045] The present invention, works best in the following manner, where the body 101 comprises the hull 102 and the deck 103. The sensor suite 108, including the Inertial Measurement Unit (IMU), the capacitive pressure sensor, and the wave height detector, detects storm conditions. Based on these inputs, the rack and pinion assembly 105, actuated by the bi-directional step motor, deploys the retractable hydrofoils 104 using the preloaded spring 106 and latch 107. The sensing module 112, comprising the optical sensor and the load sensor, monitors latch 107 integrities, while the strain gauge measures spring 106 preload. Each hydrofoil 104, made of electroactive polymer material, changes shape to counter wave-induced motion, with the pneumatic damper 114 regulating movement to prevent shock. Upon deployment of the hydrofoils 104, the electromechanical actuator 115 releases the container 110 on the deck 103, deploying the inflatable life-pod units 109 which are inflated by the inflating unit 111 using pressurized air from the compressor. The life-pod units 109 carry survival essentials and are monitored by the capacitive pressure sensor. In case of inflation failure, the speaker 113 alerts the crew. The multi-modal communication module, including Wi-Fi, VHF with Digital Selective Calling, Single Sideband radios, AIS, EPIRBs, PLBs, and Satellite Communication Watercrafts, ensures continuous communication. Sensor data is logged during signal loss and retransmitted once connectivity is restored, with the moving time window protocol preventing false triggers.

[0046] Although the field of the invention has been described herein with limited reference to specific embodiments, this description is not meant to be construed in a limiting sense. Various modifications of the disclosed embodiments, as well as alternate embodiments of the invention, will become apparent to persons skilled in the art upon reference to the description of the invention. , Claims:1) A safety and communication integrated watercraft for marine operations, comprising:

a) a body 101 having a hull 102 and a deck 103;
b) at least one pair of retractable hydrofoils 104 mounted below the waterline on either side of the hull 102, each of the hydrofoil 104 is composed of electroactive polymer material for altering shape in response to electrical stimulus to counteract wave-induced motion;
c) a rack and pinion assembly 105 attached with the hydrofoils 104, and preloaded by a spring 106 for rapid actuation, and held by a mechanical latch 107 for preventing untended movement;
d) at least one sensor suite 108 including an Inertial Measurement Unit (IMU), a pressure sensor, and wave height detectors, installed on the body 101 for detecting storm condition;
e) a plurality of inflatable life-pod units 109 detachably housed in a container 110 mounted on the deck 103, and connected to an inflating unit 111 for inflation/deflation, and detaching based on user’s commands, while the life-pod units 109 are assembled with multiple survival gears; and
f) a multi-modal communication module installed on the body 101 for facilitating direct contact with other watercrafts and concerned authorities, and dynamically switches modes in response to system failure or signal interference;

wherein the hydrofoils 104 optimize hydrodynamic lift of the body 101 over water surface, inflatable pod facilitates waterbody’s operation during stormy weather conditions, and the communication module ensures continuous distress communication, thus the body 101 ensures improved stability, rapid response to environmental changes while providing enhanced safety, and effective communication with other watercrafts and authorities.

2) The watercraft as claimed in claim 1, wherein at least one sensing module 112 including an optical sensor and a load sensor, is mounted on the body 101 for monitoring latch 107 integrity, and a strain gauge to monitor spring 106 preload for ensuring a fail-safe operation.

3) The watercraft as claimed in claim 1, wherein the microcontroller utilizes a moving time window protocol and cross-references the sensor suite 108 in coordination with the sensing module 112 to reduce false positive hydrofoil 104 deployment.

4) The watercraft as claimed in claim 1, wherein the inflatable life pod unit 109 is attached with an electromechanical actuator 115 that is triggered by concurrent detection of disaster conditions from the sensor suite 108, including storm pressure drop, excessive watercraft tilt, and rogue wave impact.

5) The watercraft as claimed in claim 1, wherein a pressure sensor is installed with the inflatable pod unit for inflation pressure monitoring, and if insufficient pressure is detected post-deployment, a speaker 113 mounted on the deck 103 is triggered for alerting watercraft crew and concerned authorities.

6) The watercraft as claimed in claim 1, wherein upon detection of harbour entry or shallow waters, the microcontroller triggers a manual override allowing hydrofoil 104 retraction through ratcheting and reverse damping.

7) The watercraft as claimed in claim 1, wherein the communication module comprising a VHF with Digital Selective Calling (DSC), SSB radios, Automatic Identification System (AIS), Satellite Communication (SatCom), Emergency Position Indicating Radio Beacons (EPIRBs), and Personal Locator Beacons (PLBs) ensures continuous communication of the watercraft with other watercrafts and concerned authorities.

8) The watercraft as claimed in claim 1, wherein the microcontroller stores operational and sensors data during satellite signal loss and retransmits stored data upon signal restoration for continuous monitoring by a central shore-based control room managed by the concerned authorities.