Abstract: An accessory attachment interface usable with watercraft includes a one-piece member having a tubular portion and a flange portion. The tubular portion defines a cylindrical bore and the flange portion defines first and second flanges. The first and second flanges are coplanar with each other and with a plane that is tangential to the tubular portion. The first and second flanges cooperate with each other to define a substantially planar surface. The accessory attachment interface provides a boat owner with a common interface for mounting a variety of hardware and accessories to the boat without occupying any space in the passenger area of the boat.

Abstract: Disclosed is a marine fuel cell-based integrated heat, electricity, and cooling supply system comprising a power supply system and a waste heat recovery system; the power supply system comprises wind turbine generator sets, solar generator sets, and a fuel cell power module; the waste heat recovery system encompasses a turbine power generation module and a lithium bromide refrigeration module; the fuel cell power module is connected to both the turbine power generation module and the lithium bromide refrigeration module; the turbine power generation module is used to generate electricity using waste heat. This approach fully exploits the waste heat from the exhaust gas generated by the fuel cell power module, resulting in a high overall energy utilization rate. The self-consumption electricity and pure hydrogen fuel for the integrated energy supply system can be obtained from solar and wind energy, ensuring low carbon emissions for the entire system.

Abstract: Systems and methods for controlling the direction of propulsion of an electric vehicle are provided. According to an embodiment, a method can include receiving a first signal from a first user input device; operating an electric motor in a first direction based on the first signal to propel a watercraft in a forward direction; receiving a second signal from a second user input device; and operating the electric motor in a second direction based on the second signal to propel the watercraft in a reverse direction.

Abstract: The present invention relates to a fluid resistance reduction apparatus for a ship, and more particularly, to an apparatus for reducing fluid resistance of a ship, the apparatus capable of significantly reducing wave-making resistance as well as frictional resistance caused by seawater during navigation of a ship, thus improving the speed, allowing stable navigation, and saving fuel, wherein the fluid resistance reduction apparatus is disposed below the draft line of the hull and allows the ship to proceed while seawater is introduced through the bow due to rotation of a propeller disposed on the hull and is discharged through the back of the stern, thereby significantly reducing frictional resistance and wave-making resistance of seawater.

Abstract: A pontoon boat having central pontoon located between outer pontoons. The outer pontoons are fixed with respect to the deck and the central pontoon is movably fixed with respect to the deck. The central pontoon is movable with respect to the outer pontoons and the deck between a first position that locates the central pontoon near the deck and a second position that locates the central pontoon relatively far from the deck. The central pontoon is selectively fixable between the first and second positions.

Abstract: A propulsion system and propulsion control method for a marine vessel is configured to detect a steering position of at least one propulsion device, determine a difference between the detected steering position and a centered steering position, and require, by a controller, that the detected steering position be within a threshold range of the centered steering position prior to enabling a joystick thrust control mode wherein thrust by the at least one propulsion device is controlled based on user input at a joystick.

Abstract: A variable ballast propulsion shipping vessel comprising a lead segment, a cargo segment(s), and/or a tail segment hingedly attached in series. Each lead and cargo segment includes a bottom-mounted fixed ballast, a top-mounted dorsal wing with rudder, and side mounted pairs of planed wings projecting laterally (fixed or stowable). An onboard variable ballast tank is selectively air filled using a compressed air compartment and water filled/exhausted using a ballast port(s). An battery bank is charged by an battery charger (e.g., using impellers) and powers an air compressor, rudder and/or planes. A cargo bay in the cargo segment(s) is accessible through a cargo door, a hatch, and/or a capped filler neck. A shipping vessel control system creates and distributes control commands (through wired and/or wireless interfaces) to selectively operate the respective ballast tanks of the lead and cargo segments to change travel state among positive, negative, and neutral buoyancies.

Abstract: A watercraft comprises a motor, an inertial mass, and a fin. The motor oscillates the inertial mass about an axis, producing a torque reaction on and oscillation of the motor. Oscillation of the motor is communicated to the fin, producing thrust. The system can be operated in reverse, to generate electric power when the system is in a flowing stream of thrust fluid.

Abstract: A trolling motor assembly including a main housing and a shaft rotatably coupled therewith. The shaft is rotatable through a first angular displacement about its longitudinal axis that exceeds 360 degrees. A first gear coupled with the shaft is rotatable about the longitudinal axis. A second gear coupled with the first gear has an axis of rotation spaced apart from the longitudinal axis and is rotatable through a second angular displacement that exceeds the first angular displacement. A plurality of discs coupled with the second gear are rotatable about the axis of rotation relative to one another and to the second gear. A first disc defines a first stop that is rotatable into and out of engagement with a second stop coupled with the second gear. A second disc defines a third stop that is rotatable into and out of engagement with a fourth stop coupled with the main housing.

Abstract: A shipping vessel including a train for executing underwater travel is disclosed. The train is formed by a plurality of segments hingedly coupled to one another in a series. Each segment includes one or more variable ballast tanks and one or more hydrodynamic features. The shipping vessel includes a control system configured to cause the one or more variable ballast tanks of the plurality of segments to be selectively filled with and expelled of a fluid to correspondingly change buoyancies of the plurality of segments. The control system is configured to control the one or more hydrodynamic features in each segment to translate an underwater downward acceleration and the underwater upward acceleration into a desired direction as at least one of pitch and yaw. Thus, executing a glide maneuver to glide up and down underwater among the train of the plurality of segments and along a glide path.

Abstract: A boat, having a transom, includes one or more aft-facing seats. Each aft-facing seat is positioned proximate to the transom and includes a seat bottom that is inclined at a downward angle in a direction extending from aft to fore, a seatback, a headrest, a seat support structure having at least one hidden compartment therein, and at least one pivot mechanism attached to the seatback and the headrest and configured to allow the seatback to move between a first position in which the seatback is capable of supporting the back of a person seated in the seat and a second position in which the seatback is pivoted upwardly to allow access to the compartment and the headrest to move between an upright position and a folded position. A plurality of handles may be provided for each aft-facing seat, with one at an outboard side and another at an inboard side.

Abstract: In one example, a method includes positioning, within a mold, a device with a movable element that defines a portion of a volume, and the volume is contained within the mold, as part of a molding process, at least partly defining a molded watercraft by introducing plastic into the mold, disposing the plastic about the movable element, and with the movable element, excluding the plastic from the portion of the volume that is defined by the movable element so as to define a recess and an undercut that are integral with the watercraft and extend lengthwise with respect to a centerline of the watercraft, and the recess and undercut are integral, and communicate, with each other.

Abstract: A marine propulsion device includes an engine, an exhaust pipe to allow exhaust gas of the engine to pass through the exhaust pipe, and a cooling water supply passage to supply cooling water for the engine into the exhaust pipe toward a downstream side in a flow direction of the exhaust gas and cause the cooling water to flow circumferentially along an inner peripheral surface of the exhaust pipe.

Abstract: A boat includes a propulsion device and a surf device. The propulsion device is configured to move the boat in a forward direction through a body of water to generate a wake having a port-side wave and a starboard-side wave. The surf device includes an inlet, an impeller, and an outlet. The surf device is configured to draw water from the body of water through the inlet, accelerate the water by rotating the impeller, and discharge the accelerated water through the outlet to create a surfable wake.

Abstract: An outboard motor includes a drive source, a drive shaft, a propeller shaft, a first case, a second case, a third case, a bearing, and a bearing housing. The drive shaft extends downward from the drive source. The propeller shaft is connected to the drive shaft and extends in a front-rear direction of the outboard motor. The first case houses the drive source. The second case houses the propeller shaft. The third case is between the first case and the second case in a vertical direction of the outboard motor. The bearing rotatably supports the drive shaft. The bearing is between the first case and the second case in the vertical direction and outside the third case. The bearing housing supports the bearing. The bearing housing is between the first case and the second case in the vertical direction and outside the third case.

Abstract: A marine vessel with a hull extending horizontally from a bow to a stern. The hull has opposing walls that extend upwardly with at least one of the opposing walls having a first opening therein. A tower has opposing feet with a raised section therebetween. The opposing feet are coupled to the opposing walls and one of the opposing feet is horizontally aligned at least in part with the first opening. An engine compartment is configured for positioning an engine therein. A first conduit fluidly couples the first opening and the engine compartment for at least one of ventilating and exhausting the engine compartment.

Abstract: An unidirectional propulsion system, having a base assembly with a motor, a rotary mechanism having at least two solenoids and a shaft, and a steering wheel assembly that mounts onto the shaft. The base assembly has a main base, first and second motor poles, and a motor top. The rotary mechanism has a bell housing and a housing base. The rotary mechanism and the base assembly are joined by a swivel. The rotary mechanism further has first and second solenoid tubes supported onto the housing base, a solenoid frame, and an upper frame. The solenoid tubes has respective solenoids, lower springs, upper springs, and bearings. The solenoid frame has first and second solenoid motors.

Abstract: A fin stabilizer is provided for a vessel and includes a fin which is supported by a shaft that extends below the waterline. The shaft is fixed in rotation along its elongate axis relative to the vessel and the fin includes an actuator mechanism which causes the fin to rotate around the shaft to counteract roll of the vessel. In some cases, the actuator may be hydraulic and the shaft may include passages therethrough to transfer hydraulic fluid/pressure from the vessel's interior hydraulic system through the shaft and into the actuator to cause the fin to rotate. The fin may also be able to pivot into a storage position where, for example, the shaft is folded into a cavity in the vessel hull.

Abstract: A hybrid propulsion system for a marine vessel is described. The hybrid propulsion system includes a shaft coupled to a propeller, a planetary gear system configured to operate in a first configuration and a second configuration, and a motor-generator. The motor-generator is configured to selectively rotate with and provide torque to the shaft through the planetary gear system in the first configuration and to rotate independently from the shaft in the second configuration. The shaft extends from the propeller through the planetary gear system and the motor-generator to a torque producing device for the marine vessel.

Abstract: A buoy, and systems and methods for rescuing people isolated on large bodies of water are disclosed. The buoy includes a remotely activatable device that is activatable when a signal is received from a remote source. The activatable device may be a signaling device, or an assistance device that is deployable by the buoy to assist in rescuing a person. A marine communication system formed by a number of spaced apart rescue buoys is also provided. A message or key other information can be transmitted to every buoy in the network via communication with just one buoy. The methods for rescuing people isolated on large bodies of water involve providing the network of communication buoys that can receive communications from the isolated person's personal communication device, and then transmit a signal to remotely activate an activatable device in a buoy to assist in the rescue of the person.