Abstract: A hybrid marine drivetrain for a watercraft, the drivetrain including a driveshaft for driving a propulsion device of the watercraft, an internal combustion engine for driving the driveshaft, a motor for driving the driveshaft, a storage unit for storing energy in a form suitable for operating the motor, and a generator driven by the internal combustion engine for generating energy to power the motor, wherein a drive output of the motor is in direct driving connection with the driveshaft, a drive output of the internal combustion engine is in direct driving connection with a rotor of the generator, and a clutch is provided to selectively couple/decouple drive from the internal combustion engine to/from the driveshaft.

Abstract: A hybrid propulsion system has an internal combustion engine and an electric motor that each selectively powers a marine propulsor to propel a marine vessel. A plurality of batteries discharges current to power the motor. A controller is programmed to aggregate the recharge and/or discharge limits of plurality of batteries and then operate the system according to a method that preferably prevents internal fault and disconnection of batteries in the plurality.

Abstract: An mechanical power system is provided for providing torque without using a heat engine in virtually any non-aviation application where fossil-fuel engines have conventionally been used, by simply replacing the fossil-fuel burning engine with a rotary pneumatic motor of appropriate size for the application and feeding pressure-regulated compressed gas to the rotary pneumatic motor. The rotary pneumatic motor can be used virtually anywhere, and requires merely a supply of compressed gas to run it, preferably compressed nitrogen. Automotive, marine and electrical generating applications are easily adaptable, and auxiliary fossil-fuel engines can be added for emergencies where a supply of compressed gas has been exhausted. A screw-type compressor can be electrically powered to supply compressed gas to the pneumatic motor where tanks of compressed gas have been exhausted. Tanks of compressed gas are to be conveniently user replaceable.

Abstract: The present invention relates to a propulsion arrangement for a marine vessel, which propulsion arrangement comprises an internal combustion engine, a shaft arrangement and a steerable thruster unit. The marine vessel further comprises an electric generator or a combined electric generator and motor in connection with the propulsion arrangement. In order to reduce space requirements and required equipment as well as to raise efficiency, the shaft arrangement comprises a main shaft extending from the internal combustion engine to a first angle gear and a drive shaft extending from the first angle gear to a second angle gear in the steerable thruster unit. The electric generator or the combined electric generator and motor is connected to the drive shaft of the shaft arrangement after the main shaft and the first angle gear are connected thereto.

Abstract: A power unit is housed in a casing, and a screw (propeller) is disposed outside the casing, the screw being driven by the power unit. The casing is formed as a watertight case in a substantially rectangular parallelepiped shape with a left-right width direction being a longitudinal direction, and the case has at least a front face portion coupled to a stern portion and a substantially flat upper face portion at a substantially same height as a top portion of the stern portion.

Abstract: There is provided a hybrid outboard motor capable of transmitting motive power of a power source appropriately and efficiently in a limited space while achieving compactness, high performance, and the like. The hybrid outboard motor includes: a casing; a power unit housed in the casing; a screw disposed outside the casing, the screw being driven by the power unit; a power transmission system transmitting motive power of the power unit to the screw; an internal combustion engine and an electric motor serving also as a generator, the internal combustion engine and the electric motor being arranged in parallel in a beam direction in the casing; and a first clutch disposed between the internal combustion engine and the electric motor, wherein one or both of the internal combustion engine and the electric motor are connected to a propulsion unit including the screw so as to rotate it.

Abstract: Fuel efficient power system for electric boat is provided. In starting a clutch is not activated if a drive shaft of an electric motor does not rotate at a predetermined speed, a power controller gradually increases a current output to the motor until the drive shaft rotates at the predetermined speed, the third clutch is activated to transmit rotation of the drive shaft to an electrical generator, and the activated generator charges one low rechargeable battery. In response to activating a first clutch rotation of the drive shaft is transmitted to a first shaft, a bevel gear clutch is activated to transmit rotation of the first shaft to a propeller via a reduction gear. In response to moving the boat the first clutch is disengaged and a second clutch is engaged for transmitting rotation of the drive shaft to the second shaft, and a gearbox for increasing propeller speed.

Abstract: A hybrid marine power train system is provided that facilitates selective use of one of multiple prime movers for powering and driving a boat. The multiple prime movers can include an internal combustion engine and an electric motor which can itself be part of a motor/generator assembly. The system further includes a power-take-in assembly that can have either an active or passive clutching device for selectively importing power from the prime movers into the transmission. The system is configured so that the second prime mover occupies relatively little space within an engine compartment of the boat, for example when compared to an amount of space occupied by the first prime mover and transmission. Since the second prime mover occupies relatively little space within the engine compartment, the system can be readily retrofitted to existing marine power train systems.

Abstract: A marine propulsion system is configured to allow many different combinations and interconnections between three internal combustion engines, three generators, two motors, two clutches, two marine propulsion devices, and an electrical storage device. By appropriately interconnecting these devices in advantageous combinations, energy consumption can be reduced, operational efficiency of the engine can be improved, and redundancy can be provided in the event that one or more components are disabled.

Abstract: A propulsion arrangement for a marine vessel is disclosed. The propulsion arrangement comprises an engine (12, 14) for propelling the vessel and an electrical machine (26, 28) coupled to the engine. The electrical machine is arranged to supply onboard electrical power for the vessel. A control unit (44) controls the electrical machine such that the electrical machine is selectively operable as a generator or a motor. The control unit and the electrical machine are arranged such that the electrical machine when operating as a motor can supplement the power of the engine while the engine is in operation. In one embodiment, the control unit and the electrical machine are arranged to provide active damping of the engine torque.

Abstract: A marine vessel power generation system comprising a conventional machinery arrangement, such as an internal combustion engine (2) and a generator (3), a propulsion system, and a main switchboard (6). In order to provide an environmental friendly power generation system, when the marine vessel enters, leaves or is in port, said system is provided with an H2O operated power generation arrangement (8) for generating H2O from seawater in order to produce electrical energy.

Abstract: A mixed propulsion system for a seagoing vessel such as a liquid natural gas carrier including a gas turbine engine is described. The vessel has at least one electric propulsion drive and a plurality of prime movers of different types each coupled directly to drive an electrical generator. The outputs of the several generators are connected to at least two electricity distribution switchboards to supply the power requirements of the vessel, and each electric propulsion drive is cross-coupled to receive power selectively from either switchboard such that in the event of a single failure in a switchboard or prime mover or both power can be maintained to both propulsion drives.

Abstract: The invention relates to a hybrid module for installation between an internal combustion engine (6) and the transmission (4) of a watercraft, the flywheel being located in a conventional way in the housing of the internal combustion engine (6). It is characterized in that the hybrid module (7) is external to the housing of the internal combustion engine (6) and comprises a housing (8), a generator/motor (11) within the housing, and suitable shifting elements (10) for optionally coupling the transmission (4) with the internal combustion engine (6) and/or the generator/motor (11).

Abstract: A propulsion system for watercraft for personal enjoyment that incorporates human power with electric motor assistance, energy storage and optional solar power to achieve increased watercraft speeds and/or reduced pedaling effort. Control electronics enable operator-adjustable electric motor assistance to the propulsion, thereby providing flexible pedal cadences and efforts and enjoyment for a wide variety of operators. An optional photovoltaic solar panel augments the power generation to extend travel time with motor assistance, and recharges the energy storage system. This invention enables a pleasure watercraft that is simultaneously lightweight, low cost, low maintenance, environmentally friendly with zero pollution, ultra-low noise, and thrilling to operate, while simultaneously providing a means of enjoyable exercise for operators of nearly all abilities.

Abstract: A hybrid propulsion and energy management system for use in marine vessels and other variable demand propulsion applications monitors and draws energy from various energy sources dynamically to implement multiple operating modes and provide efficient system operation across a range of propulsive demands, altering the operation and output of various energy sources in response to propulsive load demands, hotel loads and auxiliary energy demands. The propulsion system incorporates at least two propulsive sources, including at least one main propulsive engine and at least one motor-generator unit arranged to drive a common output shaft, and the energy management system dynamically shifts operation of each of the two sources to satisfy propulsive demands. The main propulsive engine and the motor-generator unit are capable of driving the common output shaft both independently and simultaneously.

Abstract: An operation control system for a small boat can include a mode selection module configured to allow a driver to select between a plurality of driving modes including at least a normal operation mode, in which the boat cruises at a speed in response to the displacement of an acceleration controller, and a low-speed setting mode, in which the boat cruises at a preset low speed when a low-speed setting controller is operated; in which the mode selection module permits the driving mode to switch to the low-speed setting mode if the displacement of the acceleration controller is zero, or small or close to zero or is in or substantially at an idle position.

Abstract: A propulsion system for a marine vessel includes a first electric machine coupled to a first drive shaft configured to provide propulsion to the marine vessel, and a second electric machine coupled to a second drive shaft configured to provide propulsion to the marine vessel, in a first mode of propulsion system operation, the first electric machine is configured as a generator to supply power to the second electric machine. The second electric machine is configured as a motor to drive the second drive shaft. A method of operating the propulsion system and a vessel including the propulsion system are also described.

Abstract: A propulsion system for hybrid electric watercraft for personal enjoyment that incorporates human power with electric motor assistance, energy storage and optional solar power to achieve increased watercraft speeds and/or reduced pedaling effort. Control electronics enable operator-adjustable electric motor assistance to the propulsion, thereby providing flexible pedal cadences and efforts and enjoyment for a wide variety of operators. An optional photovoltaic solar panel augments the power generation to extend travel time with motor assistance, and recharges the energy storage system. This invention enables a pleasure watercraft that is simultaneously lightweight, low cost, low maintenance, environmentally friendly with zero pollution, ultra-low noise, and thrilling to operate, while simultaneously providing a means of enjoyable exercise for operators of nearly all abilities.

Abstract: A system includes an apparatus for catalytic production of diesel oil from organic residue, and a vehicle, wherein the apparatus is arranged on the vehicle to thereby render the apparatus mobile. The catalytic apparatus includes a fuel supply line which is fluidly connected to a drive unit of the vehicle. Diesel oil produced by the apparatus can thus be used for operating the vehicle.

Abstract: In a hybrid outboard motor equipped with an internal combustion engine and electric motor as selective sources of power for driving the propeller and further provided with the first output shaft connected to the engine for transmitting its output to the propeller and the second output shaft connected to the motor for transmitting its output to the propeller, the first and second output shafts are disposed coaxially, so that the amount of space required for installing the shafts is smaller by the length of their coaxial portion relative to the prior art in which the shafts are simply connected in tandem. As a result, the size and weight of the outboard motors can be reduced, thereby enhancing its ease of operation and portability.

Abstract: A corvette ship-type equipment system includes standard-equipment segments, such as an energy generator, an energy distributor, a drive and an automation segment, and a hull which is adapted to the size and specific requirements on the corvette ship-type equipment system. In order to construct standard equipment-segments for a corvette ship-type equipment system which is technically and constructively simple and economical in terms of cost, at least one of the standard-equipment segments, such as the energy generator and/or the energy distributor and/or the drive and/or the automation segment is constructed from standard units or components which correspond to the requirements of the corvette ship-type equipment system and which are arranged in the hull of the boat and which can be built into the hull of the boat according to the different boat or ship-type equipment systems.

Abstract: An outboard motor is equipped with a centrifugal clutch located between the crankshaft of an engine and a rotor of an electric motor for, when the engine operates, transmitting its output to through the rotor to a propeller, and with a motor output transmission mechanism for, when the engine does not operate, transmitting the output of the motor to the crankshaft. The engine can therefore be started by the motor used to drive the propeller. As a result, there is no need to install a separate electric motor for engine starting, so that starting of the engine by electric power can be made possible with minimum increase in the size and cost of the outboard motor.

Abstract: A hybrid propulsion system includes a main diesel engine for driving the marine turbine and an electric motor. The electric motor has a nominal output that constitutes at least 20% of the nominal output of the main diesel engine. The electric motor remains continuously switched on and maintains, together with a variable-pitch propeller, the main diesel engine at a favorable operating point. The combination of the main diesel engine and the electric motor also allows for a more economical design or operation of the propulsion system.

Abstract: A floating, water current-driven electrical power generation system has a hull supporting one or more paddle wheels. The unit is tethered in a stream or river so that the moving water turns the paddle wheel coupled to an electrical generator. A transmission matches stream flow conditions to the electrical generator. Stabilizing fins on the hull bottom help keep the hull properly aligned in the stream's current. Built-in leg structures are sized to prevent bottoming of the paddle wheel during periods of low water in the stream or river. Mounts are provided for an outboard motor useful for propelling the unit to a desired location. Larger versions of the system may be equipped with a boat mooring facility allowing a boat to propel the unit to a desired position in a stream or river.

Abstract: A ship propulsion arrangement is provided in which a mechanical drive shaft (3) extends through a hull (9) of a ship (1) to an external body (7). The external body incorporates an electric motor. The mechanical drive shaft (3) is driven when required by either a prime mover (2) located within the ship (1) or by the electric motor in the external body (7). This arrangement provides the benefits of hybrid operation without necessary accommodation of the electric motors within the limited hull space available in a ship (1).

Abstract: An electric power generating equipment (10) is provided between an internal combustion engine (2) and a power transmission device (3), and an electric motor (9) is disposed at an area of the power transmission device. An output shaft (9a) of the electric motor (9) is disposed coaxially to any of rotary shafts of the power transmission device (3).

Abstract: A variable speed transmission having a plurality of tilting balls and opposing input and output discs is illustrated and described that provides an infinite number of speed combinations over its transmission ratio range. The use of a planetary gear set allows minimum speeds to be in reverse and the unique geometry of the transmission allows all of the power paths to be coaxial, thereby reducing overall size and complexity of the transmission in comparison to transmissions achieving similar transmission ratio ranges.

Abstract: The invention relates to an energy system for watercraft, comprising at least one fuel cell module (6,7,8,9), preferably (a H2O2 fuel cell module, by which at least one electric drive (17) and at least one electrical consumer are supplied with electric energy via a supply network. Said electrical drive (17) is an AC drive that is connected to a DC network (2) of the supply network via at least one power inverter (10).

Abstract: According to the present invention, a method and apparatus for generating power aboard a marine vessel is provided. The method comprises the steps of: (a) providing a Rankine Cycle device that includes at least one of each of an evaporator, a turbo-generator that includes a turbine coupled with an electrical generator, a condenser, and a refrigerant feed pump; (b) disposing the one or more evaporators within an exhaust duct of a power plant of the marine vessel; (c) operating the power plant; and (d) selectively pumping refrigerant through the Rankine Cycle device, wherein refrigerant exiting the evaporator powers the turbine, which in turn powers the generator to produce power.

Abstract: A boat for retrieving energy from a flowing stream of water, such as a river or tidal flow, which can be easily moved to a convenient location and which is capable of capturing a significant portion of the energy of the flowing stream. The boat has a bottom and two sides, forming an elongate hull with a bow and a stern at opposite ends, and means for anchoring the boat to hold it stationary in a stream of water. The boat has openable hinged members at the bow and stern to allow water to enter the interior of, and to flow through, the hull from one end to the other. Devices such as paddles are arranged inside the hull for converting energy of the water flowing through the hull into mechanical energy of a rotating shaft.

Abstract: A regenerative fuel cell is combined with a combustion engine such as a Pulse Detonation Engine (PDE) to create a closed-loop power generation system. Stored hydrogen and oxygen are used by the regenerative fuel cell, and by the combustion engine, in which the reaction of the hydrogen and oxygen produces water in the gas phase (steam). The steam is used to generate work from a turbine shaft, which is used to drive a propulsion system for the marine vessel. After the steam passes through the turbine, the steam is cooled back to liquid water by a condenser, and stored with the water produced by the regenerative fuel cell. The stored water can be converted back into hydrogen and oxygen by using electrical power external to the closed-loop system. After regeneration of the water into hydrogen and oxygen, the closed-loop power system would be ready for operation again.

Abstract: A propulsion aggregate for boats of planing type is disclosed. The aggregate (10) comprises at least one inboard engine (5) disposed in a supporting frame (6), at least one first drive shaft (1) having a propeller (3), which shaft (1) extends through the boat hull (11) at the stern section of the boat, at least one rudder (12), and a second drive shaft (2) that extends through the stern section of the boat and drives a water turbine (4). The first drive shaft (1) is in direct connection with the power take-off (7) of the engine (5) via a releasable coupling (8) and said first drive shaft (1) is in operation during forward propulsion above a certain speed only, and the second drive shaft (2) is connected to the power take-off (7?) of the engine (5) and is arranged at a higher level than the propeller (3) and said second drive shaft (2) is in operation at forward propulsion at low speeds and at reverse motion.

Abstract: The device according to the invention relates to a device for detecting a risk of aquaplaning which arises during the driving mode of a vehicle. The device contains for this purpose first means which determine a first propulsion variable which describes the propulsion of the vehicle which is to be expected on the basis of the operating state of the engine and/or of the drive train. In addition the device contains second means which determine a second propulsion variable which describes the propulsion occurring during the driving mode of the vehicle and which arises due to the longitudinal acceleration acting on the vehicle. The presence of the risk of aquaplaning is inferred as a function of a deviation between the first propulsion variable and the second propulsion variable.

Abstract: A hybrid power and propulsion generation system for a marine vessel is provided that combines a fuel cell with a wave rotor/combustor. A wave rotor that uses gas dynamics (shock and expansion) processes within rotating passages, using a hydrogen and oxygen supply in fluid communication with the wave rotor, is combined with a regenerative fuel cell for power generation for an underwater vessel.

Abstract: An electric power generating equipment (10) is provided between an internal combustion engine (2) and a power transmission device (3), and an electric motor (9) is disposed at an area of the power transmission device. An output shaft (9a) of the electric motor (9) is disposed coaxially to any of rotary shafts of the power transmission device (3).

Abstract: A personal watercraft with an engine and a supercharger, in which a speedy, positive operation of the supercharger is ensured. The system includes an engine for driving a jet propelling pump provided in a watercraft body formed by a hull and a deck in such a manner as to extend in a length direction of the watercraft body. An oil pump is provided on the front side of the engine and a supercharger 140 is provided on the rear side of the engine. The supercharger and an end portion of a main gallery communicate with each other via an oil supply pipe. Oil supplied to the supercharger is used for lubricating a bearing portion of the supercharger. Further, the oil is supplied to an oil jacket formed in a bearing casing of the supercharger to cool the bearing casing. A one-way valve is interposed in an oil return pipe which communicates to an oil outlet of the supercharger.

Abstract: In an exemplary embodiment, a marine powertrain includes a flywheel motor generator (MG) directly driven by an engine to which a marine drive is also connected. The MG provides a 36 volt AC power output to charge a 36 volt battery to crank the engine for starting. The marine drive is connected to the engine output shaft through a hollow rotor of the MG. The 36 volt battery may be used directly to power 36 volt loads. Auxiliary 12 volt DC and 110 or 220 volt AC outputs may be provided. The motor generator can also provide sufficient electric power to support an electrically-driven hydraulic system capable of providing for power steering, trim and other auxiliary hydraulic functions. A selective cylinder deactivation system will allow the engine to operate in a more efficient mode for electric power generation and low power propulsion than with all the cylinders operating.

Abstract: A watercraft is equipped with an outboard motor and an inboard local area network (LAN) that communicates control signals to the outboard motor. An outboard motor operating device retains the ability to operate the outboard motor even if part of the inboard LAN develops an abnormality. In particular, a control signal that controls the outboard motor and a conditional information signal that indicates a condition of the watercraft are transmitted by independent cables that are mutually separated. Even if the cable for transmitting the conditional information signal or equipment connected to the cable develops an abnormality, transmission of the control signal for controlling the outboard motor is not hindered since the control signal is on the other cable, which is not affected by the abnormality. The conditional information signals are processed to generate and display return-to-port warnings based on the watercraft conditions and other operator issued constraints.

Abstract: A personal watercraft with an engine and a supercharger, in which a speedy, positive operation of the supercharger is ensured. The system includes an engine for driving a jet propelling pump provided in a watercraft body formed by a hull and a deck in such a manner as to extend in a length direction of the watercraft body. An oil pump is provided on the front side of the engine and a supercharger 140 is provided on the rear side of the engine. The supercharger and an end portion of a main gallery communicate with each other via an oil supply pipe. Oil supplied to the supercharger is used for lubricating a bearing portion of the supercharger. Further, the oil is supplied to an oil jacket formed in a bearing casing of the supercharger to cool the bearing casing. A one-way valve is interposed in an oil return pipe which communicates to an oil outlet of the supercharger.

Abstract: In a clutch for coupling two shaft sections (2a, 2b) of a drive shaft, in which the shaft sections (2a, b) support an inner clutch ring (8) and an outer clutch ring (9) coplanar thereto and in which the clutch rings (8, 9) are provided with notches (19) which complement one another to bores (20) into which the hydraulically movable clutch bolts (22), fastened to a common servopiston (23), can be inserted. High operational safety and high user friendliness are achieved in that on the side of the clutch rings (8, 9) opposite the clutch bolts (22) a support ring (26) bridging their spacing (21) is arranged from which tie rods (27), supporting a locking ring (28) correlated with the clutch bolts (22), project that are arranged offset relative to the clutch bolts (22) and can be extended by a second servopiston (33). The two servopistons (23, 33) are arranged in a housing (11) connected to one shaft section (2a) and engaged from behind by the locking ring (28).

Abstract: A propulsion system and power plant for boats, preferably for naval vessels, consisting of two Diesel engines, a gas turbine and two drive shafts located next to one another with propellers, is characterized by the fact that there is also a water jet or hydrojet propulsion unit (1) between the two drive shafts (2, 3) which are located next to one another with propellers (4, 5), that the Diesel engines (6,7) are used to drive the two propellers (4, 5), that the water jet propulsion (1) is provided by the gas turbine (8) and that the gas turbine (8) is located between the Diesel engines (6, 7) and the stern of the vessel (9).

Abstract: A ship propulsion system in which the ship's propeller is connected with its propeller shaft directly to a drive mechanism. A thrust bearing in the drive mechanism receives directly the thrust of the propeller shaft. An auxiliary drive with an electrical machine is operable selectively as a motor or as a generator, and a coupling is provided between the electrical machine and transmission linkage in the auxiliary drive. A gear on the transmission surrounds the propeller shaft, and a flexible coupling connects the transmission to the propeller shaft. Mounted on a separate section of the propeller shaft between the transmission and the drive mechanism, is a shiftable coupling which is free of play and transmits torque from the drive mechanism to the propeller shaft as well as the thrust of the propeller shaft. An auxiliary thrust bearing is connected to the shiftable coupling and is actuated when the ship is in auxiliary or emergency operation during which the propeller shaft has a reduced thrust.

Abstract: An auxiliary propulsion system for a boat or other marine vessel according to the invention incorporates an electric motor/transmission device for generating locomotive force to propel the boat or vessel, an electrical power supply for providing electrical energy to drive the electric motor/transmission device, at least one electrical energy generating device for generating electrical energy through conversion from one of at least sunlight, wind motion and water motion, a charging circuit having a device for controlling charging of the power supply with electrical energy from the energy generating device, and a device for controlling speed and direction operation of the electric motor/transmission device. In operation, electrical energy is inputted into the electric motor/transmission device from the electrical power supply and locomotive force is thereby generated by the electric motor/transmission device when the primary propulsion system of the boat or other marine vessel is inactive.

Abstract: A propulsion apparatus for coupling to the stern of a boat is provided having at least one afterplane attached to the stern. At least one motor is positioned onto each corresponding afterplane, where each motor has a propeller positioned above the top surface of the afterplane, such that the propeller does not extend substantially beyond the peripheral boundaries of the afterplane to protect the propeller. Each afterplane may be pivotally raised or lowered so that during operation of the motor, the axis of the propellers are parallel with the plane of the water for propelling the boat. The afterplanes may also be pivotally raised or lowered for planing the boat.

Abstract: An auxiliary propulsion system that can be combined with a diesel engine to drive the shaft. A retrofittable diesel engine with a generator is installed to operate an electric motor. The electric motor is coupled to the shaft by means of a transmission with a flexible coupling and a clutch.

Abstract: A thrust generator including a superconducting solenoid magnet 1, a thrust duct 2 and a power supply device 3. The spiral portion of the thrust duct 2 is inserted in the hollow interior of the superconducting solenoid magnet 1. Anode 8 and cathode 9 are fixed at both inner walls of the thrust duct 2. Electric power is supplied to an electromagnetic fluid 10 in the duct 2 to produce a magnetic field and a Lorentz's force f. The electromagnetic fluid 10 flows into the thrust duct 2 through an opening 6a at the inlet end portion 6 where it is urged continuously by the Lorentz's force F and jetted outside from an opening 7a at the outlet end portion 7. The reaction of the jet force becomes a thrust. A Lorentz's force f, generated by the superconducting solenoid magnet 1 and by the current J flowing through each current feed element, rotates and drives the thrust duct 2.

Abstract: A retrofit generator housing is arranged for mounting to an outboard drive housing to regenerate electrical energy into a battery of the associated outboard motor, with the generator housing arranged for fixed mounting to an end wall of the drive housing of the outboard motor in a coaxially aligned relationship.

Abstract: A vessel (10) has a semi-displacement or semi-planing round bilge hull (11) characterized by low length-to-beam ratio (between about 5.0 to 7.0) and utilizing hydrodynamic lift. The bottom (15) of the hull (11) rises toward the stern (17) and flattens out at the transom (30). Four waterjet propulsion units (26, 27, 28, 29) are mounted at the transom (30) with inlets (31) arranged on the hull bottom (15) just forward of the transom (30) in a high pressure area. Water under high pressure is directed to the pumps (32) from the inlets (31). Eight marine gas turbines arranged in pairs (36/37, 38/39, 40/41, 42/43) power the waterjet propulsion units (26, 27, 28, 29) through combined gearboxes (44, 45, 46, 47) and cardan shafts (48, 49, 50, 51).

Abstract: A motor boat with auxiliary and main motors and having a transom with a pocket or recess constructed and arranged to receive and support an auxiliary outboard motor. The auxiliary motor is connected to a steering control in a helm control center which steers both the auxiliary and main motors. Preferably operating controls enable starting, tilting and steering of both motors and associated propulsion assemblies from the helm. Preferably, the operating controls include a cable carried in a sheathing attached to a steering wheel mounted in the helm control center and adapted to turn or move the rudder of the main motor and the auxiliary motor propulsion assembly to thereby steer the boat.

Abstract: A vessel (10) has a semi-displacement or semi-planing round bilge hull (11) characterized by low length-to-beam ratio (between about 5.0 to 7.0) and utilizing hydrodynamic lift. The bottom (15) of the hull (11) rises toward the stern (17) and flattens out at the transom (30). Four waterjet propulsion units (26, 27, 28, 29) are mounted at the transom (30) with inlets (31) arranged on the hull bottom (15) just forward of the transom (30) in a high pressure area. Water under high pressure is directed to the pumps (32) from the inlets (31). Eight marine gas turbines arranged in pairs (36/37, 38/39, 40/41, 42/43) power the waterjet propulsion units (26, 27, 28, 29) through combined gearboxes (44, 45, 46, 47) and cardan shafts (48, 49, 50, 51).