Abstract: The present subject matter is directed to electronic circuitry and associated hardware configured to electronically control directional signals, i.e., neutral, forward and reverse signals, to the transmission of a watercraft. The circuitry provides for electronic control of the throttle position of the watercraft engine and electronic override of the transmission shifting circuitry to allow throttling up (i.e., revving) of the engine without placing the transmission into gear. In an alternative embodiment, directional control is effected by operation of a lever mechanism and override functionality is effected by manual disengagement of a drive mechanism for the directional control while maintaining operation of the electronic throttle control.

Abstract: A marine propulsion control system receives manually input signals from a steering wheel or trim switches and provides the signals to first, second, and third controllers. The controllers cause first, second, and third actuators to move control devices. The actuators can be hydraulic steering actuators or trim plate actuators. Only one of the plurality of controllers requires connection directly to a sensor or switch that provides a position signal because the controllers transmit signals among themselves. These arrangements allow the various positions of the actuated components to vary from one device to the other as a result of calculated positions based on a single signal provided to one of the controllers.

Abstract: In a system for controlling outboard motors each mounted on a boat and each having an engine, a steering mechanism, a shift mechanism, an actuator driving at least one of the steering mechanism, the shift mechanism and a throttle valve of the engine, and a controller controlling operation of the actuator, comprising: a steering wheel operable by an operator; a shift/throttle lever operable by the operator; and a manipulated variable detector producing an output indicative of manipulated variable of at least one of the steering wheel and the shift/throttle lever; the manipulated variable detector being separately connected to each of the controllers in the outboard motors through an electric signal line to send the output to the controllers. With this, it becomes possible to control the operation of the actuators in the outboard motors separately for the individual outboard motors with simple structure without identifying the respective outboard motors.

Abstract: A surface drive for a watercraft with at least two drive units that is operated in different speed-dependent driving modes. The trim angles (?—1, ?—2) of the drive units (140, 140) are adjusted automatically and independently of one another, in order to reach a defined rotational speed (n—40) at which the maximum speed (v—40) is reached, during the driving mode in which the maximum speed of the watercraft is reached.

Abstract: An ECU for a main remote control has a termination resistance having a first terminal connected to a high level signal line CAN of a CAN cable and a second terminal connected to an external terminal of a connector. The CAN cable also has a low level signal line CAN connected to an external terminal of a connector. A power wire VCC is divided at its midportion, and respectively connected to external terminals of the connector. When a connector is connected, the termination resistance is connected between the high level signal line CAN and the low level signal line CAN of the CAN cable by a jumper line, and power is supplied through a jumper line. When the connector is disconnected, the termination resistance is not connected and the ECU for a main remote control does not operate since no power is supplied thereto.

Abstract: A boat propulsion system includes a gear shift mechanism arranged to transmit a driving force generated by an engine to first and second propellers at one of at least a low speed reduction ratio and a high speed reduction ratio, and a control section arranged to perform control so as to shift a speed reduction ratio of the gear shift mechanism based on first and second gear shift control maps when an acceleration command from a user is detected. The first and second gear shift control maps define a region to shift the speed reduction ratio of the gear shift mechanism using two parameters, preferably a rotational speed of the engine and a lever opening degree of a lever of a control lever portion. The boat propulsion system achieves both the acceleration performance and the maximum speed desired by a user.

Abstract: An apparatus that provides for rescue of victims trapped in a body of water is disclosed. The invention utilizes a conventional fire hose as the main component of the invention. One end of the hose is capped with a retrieval end comprising a solid cap with a swivel based tether. The end is also provided with a pair of removable rudders which aid in the guiding have said apparatus in a controlled manner through the water. The opposite end of the fire hose is capped with a pressurizing mechanism that allows for the inflation and deflation of the fire hose. When inflated, the preferred embodiment floats upon the water surface thus providing for simplified water rescues. The invention is also envisioned as providing simplified ice rescues as well. The use of the present invention provides a greatly simplified method of water rescue which not only provides for quicker rescues for victims, but increased safety for rescue personnel as well.

Abstract: An automatic speed control system that provides desired watercraft velocity over land. The coupled algorithms correct engine speed and torque using inertia based measurements, GPS, and tachometer measurements, and the corrections are augmented and enhanced by velocity/speed and torque/speed relationships that are dynamically and adaptively programmed with real-time data collected during replicated operations of the watercraft in specified conditions.

Abstract: In recreational boats, multiple drive units, e.g., multiple outboard motors, Z-drives, or jet drives, are often provided to propel the boat, at least one of the drive units having a propulsion reversal function for executing a reverse propulsion. To facilitate execution of a turning maneuver with a boat in an extremely tight space, and to ensure that even an unskilled person is able to reliably execute such a turning maneuver, it is provided that the drive units be activated automatically for executing the turn on the spot as a function of a command for turning. The command may be made via a switch, which is operated by the driver of the boat. One drive unit is then operated automatically in propulsion reversal mode, and the other drive unit is operated in propulsion mode. The power of the drive units is then controlled in such a way that the instantaneous efficiency of the drive units operated during turning is taken into account.

Abstract: The present invention concerns a system of automatic control of manoeuvre of motor crafts that allows, in a reliable and efficient way, to simplify piloting of multi-motor crafts, particularly in manoeuvres within restricted spaces such as for instance, but not exclusively, during phases of mooring, anchoring, or refuelling. In particular, the system automatically compensates the effects of currents, wind and other possible external disturbances upon the craft motion, performing the required movement or maintaining the position and the bow orientation set by the pilot. The present invention further concerns the related method of automatic control of manoeuvre, the processes of calibrating the system, the apparatuses and instruments apt to perform the method, and the motor crafts provided with such a system.

Abstract: A remote control apparatus for controlling multiple propulsion units of a boat is provided. The remote control apparatus, in one embodiment, comprises a body having a first control lever and a second control lever. An electronic control unit is disposed within the body of the remote control apparatus and comprises a storage device and a contact member. The storage device can store a correction value for calibrating the control levers, while the contact member determines when correction values can be entered into the storage device when the contact member is in an enabled state. The remote control apparatus can be calibrated before the apparatus is installed on the boat, thereby eliminating the need for an operator to calibrate the remote control apparatus. A boat having the remote control apparatus described herein and a method for storing a calibration value for the control lever are also provided.

Abstract: A marine vessel running controlling apparatus is applicable to a marine vessel which includes a propulsive force generating unit, a steering unit, and an operational unit to control a steering angle. The marine vessel running controlling apparatus includes a target characteristic storage unit arranged to store a target characteristic line which represents a target marine vessel maneuvering characteristic defining a relationship between a target turning behavior with respect to an operation amount of the operational unit and a traveling speed of the marine vessel, a target characteristic change inputting unit arranged to change a shape of the target characteristic line, and a target characteristic line updating unit arranged to update the target characteristic line according to an input from the target characteristic change inputting unit.

Abstract: A missing outboard motor system provides a microprocessor of the outboard motor with the ability to disable or cause a malfunction of the engine of the outboard motor. This disabling of the outboard motor engine can be programmed to occur upon the detection of tampering relating to a communication system. A global positioning satellite system can be provided to monitor the current position of the outboard motor and report that current position to a remote source, such as a monitoring station. The malfunction that can be caused with regard to the engine can be minor and temporary, but severe enough to induce a thief or co-conspirator to attempt to have the outboard motor repaired. This will assist in relocating the outboard motor and capturing the thief.

Abstract: A control device for boats, particularly sailboats, includes a control member, which regulates the operating conditions of an operating unit such as a motor, and which can be moved along a predetermined path and for a predetermined range between two extreme stop positions. The device is configured to be coupled to a linkage or tie rod system and/or displacement and/or position electric/electronic sensors, such that a movement of the control member causes a corresponding movement of a member regulating the operating unit. The control member includes a handle extension movable between an actuating operative position, in which the handle extension is deployed, and a non-operative position, in which the extension is laid down and/or withdrawn to reduce overall dimensions.

Abstract: An electronic control device on an internal combustion engine side connected to an abnormal internal combustion engine detects an abnormality and outputs the abnormal signal; the target throttle opening angle signal is transmitted to the electric throttle actuator to set a throttle opening angle of an abnormal internal combustion engine to a predetermined opening angle; the abnormal signal is transmitted to the electronic control devices on a remote control device side of a normal internal combustion engine; and the electronic control devices on a remote control device side of a normal internal combustion engine, on receiving the abnormal signal, transmit the target throttle opening angle signal to the electronic control devices on an internal combustion engine side of a normal internal combustion engine.

Abstract: An outboard motor control system can have a first PTT switch and a second PTT switch in a first steering station and in a second steering station respectively, and a third PTT switch in a location outside of a boat hull. Operation instruction given by each PTT switch can be input to a first microcomputer of a first ECU. The first microcomputer can determine if the inputted operation instruction is to be sent to the outboard motor, based on which PTT switch the operation instruction came from, whether the main switch is ON or OFF, and which steering station has precedence in boat control.

Abstract: A method and system for indicating a status of a load of a sub-system in a marine vehicle where the load is controlled by a switch provided on a steering wheel of the marine vehicle.

Abstract: A control device for a marine propulsion system includes a base and at least two levers. Each one of the levers is supported by the base at a first end for pivotal movement about a common pivot axis and extending generally normal to the pivot axis to have a second end. The second end has a grip. The grip of one of the levers extends toward the second end of the other one of the levers. The respective grips are nested with each other when the levers extend generally parallel to each other.

Abstract: An outboard motor is steerably mounted to a hull via a bracket and a steering arm is mounted to a steering bracket unit attached to the outboard motor. The steering arm includes a shift grip as a shift operating unit, a throttle grip as a throttle operating unit and a throttle adjusting knob as a throttle adjusting operating unit. These units are adjacently disposed in the described order in a forward direction of a hull.

Abstract: One embodiment of the invention comprises a method for controlling a marine vessel having a first steerable propulsor, a corresponding first reversing device, a second steerable propulsor and a corresponding second reversing device. The method comprises receiving a first vessel control signal corresponding to a rotational movement and no translational movement command, generating at least a first actuator control signal and a second actuator control signal in response to the first vessel control signal, coupling the first actuator control signal to and controlling the first steerable propulsor and the second steerable propulsor, and coupling the second actuator control signal to and controlling the first reversing device and the second reversing device. The method creates rotational forces on the marine vessel with substantially no translational forces on the marine vessel.

Abstract: A marine propulsion control system for controlling a set of propulsion units carried by a hull of a vessel, said marine propulsion control system including an input command regulator for generating a desired delivered thrust by the propulsion units in the set of propulsion units, a set of control units, wherein each control unit is associated with a separate propulsion unit in said set of propulsion units, wherein each control units is arranged to control the delivered thrust of the associated propulsion unit depending on input control signals received by the control unit and vessel including such a propulsion control unit.

Abstract: A watercraft propulsion system can be a hybrid type watercraft propulsion system including an engine and an electric motor both working as drive power sources for a propeller. When an operating lever instructs a speed reduction assist mode as a stopping mode, a controller can stop the engine and reverse the rotational direction of the electric motor to reversely rotate the propeller. The controller can determine whether the speed reduction assist mode is instructed or not based upon a mean movement speed of the operating lever and can control the electric motor based upon a speed of the watercraft. Alternatively, the controller can control the electric motor based upon instructions by the speed reduction assist lever.

Abstract: An outboard motor includes a prime mover, a marine propulsion unit having a propeller arranged to be driven by a rotational force of the prime mover to generate a thrust force, a shift position changing mechanism, a shift position changing mechanism actuator, and a control unit arranged to control the shift position changing mechanism actuator. When the shift position is changed to one of the first shift position and the second shift position from the neutral position, the control unit inhibits a change in the shift position to the other one of the first shift position and the second shift position until a predetermined time period elapses. The above arrangement improves the controllability of a boat propulsion system having an electronically controlled shift mechanism.

Abstract: A boat propulsion unit includes an electric motor, a potentiometer arranged to detect the rotating angle of a throttle grip, a first stop mode sensor, a second stop mode sensor, and a controller including a CPU, and a disconnection and short detecting circuit. If the voltage signal fed by the disconnection and short detecting circuit is out of the specified range, the CPU detects the operation mode designated by the throttle grip based on the switching of the outputs from the first stop mode sensor and the second stop mode sensor. Then, the electric motor is driven in the forward operation mode and with the specified output power when the forward operation mode is designated, whereas, the electric motor is driven in the reverse operation mode and with the specified output power when the reverse operation mode is designated. Using this arrangement, the boat propulsion unit can obtain a minimum required boat operation as intended by the boat operator even when an abnormality has occurred in the controls.

Abstract: An engine ECU provided in a boat propulsion system is connected to a remote control ECU provided in a remote control device, the remote control ECU is connected to a gauge ECU provided in an information display device, and control is performed so as to start communication between the remote control ECU and the gauge ECU after a power supply is turned on and after authentication of the engine ECU and the remote control ECU is completed. Accurate information on the boat propulsion system can be transmitted in response to a request from the information display device at a time of initialization at a system start.

Abstract: A system for automatically controlling the speed of a battery powered electric propulsion motor driving a shaft connected to a propeller located on a sailing vessel. The system includes a user interface for selecting either a neutral, a regeneration or a forward thrust operating mode. The system also includes a controller configured to receive input from a motor speed sensor and a motor current sensor. The controller adjust the speed of the motor to the correct motor speed. The controller is configured so that in the neutral mode the correct motor speed is the speed required to substantially eliminate thrust on the shaft.

Abstract: A marine propulsion system includes an engine, propellers rotated by the engine, a transmission mechanism arranged to transmit a driving force of the engine to the propellers with a speed thereof shifted to at least a low speed reduction ratio or a high speed reduction ratio in forward travel and reverse travel, and a gear shift switch operable by a user to shift speed reduction ratios of the transmission mechanism to the low speed reduction ratio in at least the reverse travel. This arrangement provides a marine propulsion system in which both of acceleration performance and a maximum speed can approach levels that a user desires.

Abstract: A controller for an electric propulsion system for watercraft that provides for speed, steering and direction of propulsion with a single stick mechanism. The position of the joystick handle relative to the center position will define speed (deflection from center position), steering (angle position of the deflection relative to the stick access), and propulsion direction based upon the quadrant deflection in the angular position and the angle position of that deflection. The present control system includes an all electric wire connection between the controller and the electric motors eliminating any mechanical connections.

Abstract: A watercraft (1) includes at least two oar handles (3a, 3b) which are designated to be actuated by a passenger of the watercraft in order to propel the same. A considerably expanded functionality is achieved in such a way that the oar handles (3a, 3b) are connected to a control unit which controls at least one power-actuated driving motor (6a, 6b; 7; 16a, 16b; 26a, 26b) of the watercraft depending on the actuation of the oar handles (3a, 3b).

Abstract: An aquatic vessel (500) includes a hull (20) and two engines (30, 50), the engine (30, 50) outputs being rotationally couplable to corresponding propeller units (332, 352) which are mounted so as to be angularly moveable in respect of the hull (20). The vessel (500) includes a control unit (70) for controlling operation of the engines (30, 50) and angles (?1, ?2) of the propeller units (332, 352) with respect to the hull (20). The vessel (500) is configurable to operate in a first mode wherein directions of thrust developed by the propeller units (332, 352) are mutually substantially parallel for propelling the vessel (500) through water, and a second “fishing” mode of operation wherein the directions of thrust developed by the propeller units (332, 352) are configured to mutually diverge with respect to a longitudinal axis from a rear end of the vessel (500) to a forward end thereof for providing the vessel (500) with a turning characteristic (160) in operation.

Abstract: A remote control device for controlling a watercraft propulsion device of a watercraft having an engine that generates propulsive power can have a plurality of remote control device side ECUs. All of the plurality of remote control device side ECUs can have the same construction. Each remote control device side ECU can have an ECU discriminating terminal section, an ECU determining section configured to determine a role of the respective remote control device side ECU based upon a signal provided from the ECU discriminating terminal section, and an exclusive use section configured to operate based upon a signal provided from the ECU determining section to execute a function corresponding to the role that is specifically assigned.

Abstract: A remote control operation unit can have a remote control shift lever through which a boat operator can remotely select between forward, neutral, and reverse drive modes. A boat propulsion unit can have a shift switching device for shifting and a shift actuator for operating the shift switching device. A controller can be configured to control the operation of the shift actuator in response to the operation amount of the remote control shift lever. The controller can also be configured to control the shift actuator such that the shift actuator achieves a first target position that is a position beyond a reference position of the shift actuator where a dog clutch is in the middle of a neutral range, when the remote control shift lever has been shifted from either a forward position or a reverse position to a neutral position.

Abstract: A boat propulsion system includes a control section, a thrust calculation section, a thrust generating unit, a thrust detection section, and a control section. An accelerator opening is input to the control lever by operation of an operator. The accelerator opening detection section detects the input accelerator opening. The thrust calculation section calculates a thrust intended to be generated from the accelerator opening to output a calculated thrust. The thrust generating unit generates a thrust. The thrust detection section detects a thrust actually generated on the thrust generating unit to output it as an actual thrust. The control section controls an output of the thrust generating unit so that the actual thrust approaches the calculated thrust.

Abstract: An outboard motor has a throttle actuator adapted to control an amount of intake air supplied to an engine, and a shift mechanism that controls shift operation between a neutral and at least a forward gear. The throttle actuator includes a member that is adapted to interfere with the shift mechanism so as to prevent shift actuation when the throttle is opened beyond a predetermined setting. As such, shift operation is prevented at high throttle openings, but throttle operation is still enabled.

Abstract: In a fuel supply amount control system, during a period of engine startup from the time when a crankshaft starts to rotate by a starter motor to the time when the crankshaft stably rotates by fuel combustion, a fuel supply amount is controlled independently before and after a cylinder stroke determination. This enables determination of the fuel supply amount independently before and after the cylinder stroke determination. Accordingly, the required fuel amounts are provided respectively before and after the cylinder stroke determination. As a result, even if the required fuel amounts are different before and after the cylinder stroke determination, engine startup can be achieved in a short time.

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: A trolling motor control system includes plurality of modules that are connected to a communication bus to transmit and receive data used in controlling operation of a trolling motor. Based upon data transmitted over the bus, trolling motor speed, steering, and trim can be controlled. The modules can include motor controller modules, foot pedal modules, compass and GPS modules, RF modules for wireless control, battery metering modules, diagnostic modules, accessory device driver modules, power trim controller modules, and power steering controller modules.

Abstract: A shift-in operation determination device determines a shift-in operation based on a signal in accordance with an operation of a remote control lever. An ignition timing operation device retards an ignition timing of an engine based on a determination result of the shift-in operation by the shift-in operation determination device. A shift-in command device engages a shift actuator and a dog clutch with either of a forward traveling bevel gear or a rearward traveling bevel gear in a state where the ignition timing of the engine is retarded. The shift-in operation determination device works to prevent a shock which occurs at a shift-in while maintaining a stable engine output in an outboard motor.

Abstract: A remote control system for a marine drive includes a change element that changes an operational condition of the marine drive. An actuator actuates the change element. An ECU controls the actuator. A remote controller is remotely placed from the ECU. The remote controller has a control lever. A mechanical cable has ends. One end is coupled with the control lever. A potentiometer outputs a command signal to the ECU. The potentiometer has an input lever. Another end of the mechanical cable is coupled with the input lever. The input lever moves along with the control lever when the control lever is operated. The potentiometer generates the command signal in accordance with a position of the input lever. The control device controls the actuator based upon the command signal.

Abstract: A water jet propulsion boat is constructed such that a fuel pressure detection device is free from a detection error or breakdown and a restart ability of an engine is protected against malfunction. A fuel tank is provided in a boat body of the water jet propulsion boat through vibration absorbing members. A fuel pump unit including a fuel pump is provided in the fuel tank. A fuel pressure sensor is provided in the fuel pump unit. An electric control device stops the fuel pump if the value detected by the fuel pressure sensor is out of the normal value range. Additionally, an electric control device stops operation of the fuel pump if the fall sensor detects the overturning of the boat body and if the detected value of the fuel pressure sensor is out of the normal value range. A regulator and a filter are provided to the fuel pump unit.

Abstract: A directional control system for a marine vessel comprising a steering mechanism movable between two extreme opposite positions and capable of altering the direction of the marine vessel; an actuator for moving the steering mechanism between the two extreme opposite stop positions; a directional control station comprising a control element movable between two opposite positions to set a directional steering; and an electrical transmission system transmitting to the actuator the movement stroke of the control element or the position of the control element in the total stroke between the two opposite stop positions. The electrical transmission system transforms the movement stroke of the control element, or the position of the control element, into an actuation signal for the actuator according to a function univocally correlated with the position of the steering mechanism, thereby causing the steering mechanism to assume a steering position that directly corresponds to the actuation signal.

Abstract: A remote control device for controlling a propulsion unit of a boat is provided. The remote control device comprises a main body having a shift lever. A housing board is coupled to the main body of the remote control device and extends in a downward direction. The housing board houses a remote control engine control unit that provides an operation output signal to the propulsion unit based on an operation input signal received from the shift lever. In one embodiment, an operator can access the remote control engine control unit from either a starboard side or a port side of the boat. The remote control device can include an additional housing board that is capable of being attached to and detached from the housing board that is coupled to the main body.

Abstract: A tiller arm pivotably mountable to a marine outboard engine about a pivot axis is described. First and second arms extend away from the pivot axis. A middle portion has a first end attached to the first and second arms. A handle portion extends away from the second end of the middle portion in a direction away from the pivot axis. A throttle grip is rotatably mounted to the handle portion and rotatable with respect thereto about a throttle grip axis generally perpendicular to the pivot axis. The throttle grip is operatively connectable to the marine outboard engine. The width of an aperture defined by the arms and the middle section is greater than the widths of the throttle grip and the first and second arms.

Abstract: A watercraft propelled by an outboard motor includes an inspection system. The inspection system includes a terminal computer that conducts an inspection of an engine control device and a control unit. The computer includes a program that performs an inspection process that provides the control device with a command signal to start an inspection of the control device and that requests the control device to output a first response signal. The process determines whether the response signal is consistent with a first specified signal. The process provides the control unit with a command signal to start an inspection of the control unit and requests the control unit to output a second response signal. The process determines whether the second response signal is consistent with a second specified signal. The control device controls a throttle actuator and a shift actuator based upon the second response signal and provides the inspection system with an operating signal.

Abstract: A propulsion unit control system is provided for a boat having plural propulsion units provided side by side and electrically connected in association with two adjacent operation levers. The control system synchronizes engine speeds of the respective propulsion units with each other based at least in part on the position of the two operation levers. The control system determines whether certain factors are satisfied before synchronizing engine speeds. The factors include, for example, whether a deviation in angular position between the two operation levers is within a prescribed range. Another factor is whether a deviation between the throttle opening of a reference propulsion unit and a propulsion unit to be synchronized equal to or less than a prescribed value. If the respective deviations are equal to or smaller than a relevant prescribed value, the engine speeds of the respective propulsion units are controlled for synchronization with each other.

Abstract: A control device for boats, particularly sailboats, includes a control member, which regulates the operating conditions of an operating unit such as a motor, and which can be moved along a predetermined path and for a predetermined range between two extreme stop positions. The device is configured to be coupled to a linkage or tie rod system and/or displacement and/or position electric/electronic sensors, such that a movement of the control member causes a corresponding movement of a member regulating the operating unit. The control member includes a handle extension movable between an actuating operative position, in which the handle extension is deployed, and a non-operative position, in which the extension is laid down and/or withdrawn to reduce overall dimensions.

Abstract: A dual propulsion steering and control system for a watercraft which utilizes simple movement of an operator's feet to independently vary thrust from a pair of propulsion units, each mounted on opposite sides of the centerline of a watercraft. By varying the amount and direction of thrust on each side, the watercraft may be steered in a multitude of directions, propelled at varying speeds, and turned completely around in a short distance.

Abstract: A control device for watercrafts includes a control station having a control lever, a motor, and an actuator coupled to the motor. In one embodiment, the control lever is provided with a sensor for generating a main command signal that corresponds to or is related to a position and/or a displacement of the control lever. The control device further includes control electronics receiving as input at least the main command signal and further having at least a first analog transmission line and a second digital transmission line for transmitting command signals. The control electronics divide the main command signal in two different command signals, a first analog command signal and a second digital command signal, the first analog command signal being sent to the motor through the analog transmission line and/or the second digital command signal being sent to the actuator through the second digital transmission line.

Abstract: A watercraft propulsion system has a control lever for giving instructions regarding operating mode and output power from a source of driving force. A controller sets a propeller driving mode according to instructions given from the control lever. In an embodiment, an electric motor and an engine are included in the propulsion system, and the controller simultaneously controls both the engine and motor based on inputs from the control lever and sensed conditions.

Abstract: A marine propulsion control system for controlling a set of propulsion units carried by a hull of a vessel, said marine propulsion control system including an input command regulator for generating a desired delivered thrust by the propulsion units in the set of propulsion units, a set of control units, wherein each control unit is associated with a separate propulsion unit in said set of propulsion units, wherein each control units is arranged to control the delivered thrust of the associated propulsion unit depending on input control signals received by the control unit and vessel including such a propulsion control unit.