Electric Water Vessel

In accordance with 37 C.F.R 1.76, a claim of priority is included in an Application Data Sheet filed concurrently herewith. Accordingly, under 35 U.S.C. § 119 (e), 120, 121, and/or 365 (c) the present invention claims priority of U.S. Patent Application No. 63/645, 085, entitled “ELECTRIC WATER VESSEL”, filed on May 9, 2024. The contents of the above referenced application are herein incorporated by reference in their entirety.

This present invention relates generally to electrically powered water vessels; and more particularly, the present invention relates to a catamaran hull that may include hydrofoils, dynamic weight distribution, and a voltage control system for enhanced performance, control, and functionality of the vessel. The system may also include an omnidirectional control console for providing enhanced control of the vessel.

Boating has long been a popular recreational activity and an essential mode of transportation across the globe. Traditional boats have predominantly relied on combustion engines fueled by fossil fuels. However, with increasing concerns over environmental sustainability, carbon emissions, and modern tendencies of industries going electric, there has been a growing trend towards the adoption of electric propulsion systems in the boating industry. Electric boats offer several advantages over their conventional counterparts, including reduced emissions, quieter operation, and lower operational costs. Consequently, there is a need in the art for the development of advanced electric propulsion systems to meet the evolving demands of the boating community.

As the demand for boats continues to rise, there arises a necessity for sophisticated control systems that can effectively manage the various functionalities of these vessels. Modern watercraft typically require a centralized control console that includes controls for forward and reverse propulsion, thrust modulation, steering control, start/stop engagement, and emergency stop capabilities. However, the center console and the fact that most watercraft have more than one position from which thrust is provided to move the watercraft, often confuses boaters when docking their watercraft or maneuvering in tight or congested waterways. Thus, what is needed in the art is a system that allows for 360-degree control of the watercraft for enhanced maneuverability. The system should allow the boat operator, e.g. Captain, to rotate with his controller and allow the controls to rotate with the operator such that forward is always the direction in front of the controller. Additionally, integration with updated Heads-Up Displays (HUDs) and advanced electronics further enhances the boating experience by providing real-time data and intuitive interfaces for the operator. The system is compatible with hydraulic, servo, servo-hydraulic and electronic boat control systems. The system incorporates helm, throttle and joystick controls into a single controller.

One of the primary challenges faced by electric water vessels is the substantial weight of the onboard batteries required to power the electric propulsion system. Electric boats currently suffer from the same issues as electric cars, wherein the batteries typically account for a significant percentage of the total weight of the vehicle, leading to issues related to weight distribution and balance. This is particularly an issue when the electric watercraft is a hydrofoil. A watercraft riding on hydrofoils incurs significantly reduced resistance from the water it is traveling through; however, the position of the heavy batteries can compromise the stability and maneuverability of the vessel, making it difficult for the watercraft to plane properly on the water. Thus, what is needed in the art is a system that provides dynamic adjustment of the battery weight distribution in the watercraft; a mechanism that enables the movement of batteries, either manually or automatically, within the hull to maintain proper weight balance and enhance overall control of the boat. The system may utilize force sensors, or the like, to cause the weight to move to reduce the thrust forces required to propel the watercraft.

What is also needed in the art of electric watercraft is a system for providing safe electrical power when the watercraft is stopped for swimming, fishing, etc., and a second higher voltage power when the craft is in motion. The system should operate automatically to change the voltage, for example, when the watercraft is in a forward or reverse gear.

The disclosed invention relates to an electrically powered watercraft. The electrically powered watercraft preferably includes a dynamic weight shifting system for reducing power requirements in operation, an electrical system that provides a first safe electrical power when stopped and a second electrical power when in motion for increased safety, power and range, and an omnidirectional console for control of the watercraft. The weight shifting system may be automatic or manual to allow weight shifting of the batteries to improve hydrodynamics of the watercraft and reduce power consumption. The electrical system increases power to the electric motors when the watercraft is in gear while reducing the power level to a safe level, less than 60 volts, when the watercraft is not in motion. The omnidirectional control console for operation and control of the watercraft may be responsive to the orientation of the console with respect to the watercraft such that a forward direction is toward the front of the console regardless of the console's orientation with respect to the watercraft.

While the present invention is susceptible of embodiment in various forms, there is shown in the drawings and will hereafter be described a presently preferred, albeit not limiting, embodiment with the understanding that the present disclosure is to be considered an exemplification of the present invention and is not intended to limit the invention to the specific embodiments illustrated.

Referring generally to all of the figures, and more specifically to, a water vesselincludes a hulldefined between a front end, a rear end, a right side wall, and a left side wall. In a preferred embodiment, the hullis a catamaran hull having two distinct hullsseparated by a channelproviding stability by allowing a series of starboard digital batteriesto be evenly distributed on both sides of the vessel. The vesselalso includes a hydrofoilwhich is a wing-like structure mounted beneath the hullthat extends across the channelbeing attached to both hulls. The hydrofoilprovides lift to the vesselas speed increases, consequently reducing drag on the hull, improving fuel efficiency and increasing stability. The vesselis propelled by at least one, and more preferably a plurality of electric propulsion motors, each having at least one propeller. In a preferred embodiment, the catamaran hullwill have twin electric propulsion motors, each having a single propellersetup and having infinite speed control of the electric motorsand thus the propeller rotational speed, which significantly improves the slow speed maneuverability of the boat compared to similar horsepower internal combustion engines with at 600-700 minimum rpm. This construction allows the motors and propellers to be used like thrusters in close spaces.

The water vesselpreferably incorporates an omnidirectional control consolethat provides functional aspects of the vessel. The omnidirectional control consoleremoves the requirement for the captain to operate the two propellers separately for close quarters maneuvering that is typical in a traditional water vessel. Docking of a water vesseltypically requires the Captain to run one propellerin forward and one in reverse for at least a portion of the process. The omnidirectional control consoleenvisioned inincludes a modern F1 type steering wheel (), an external omnidirectional controller (), a deployed pilot control yoke (), or a vehicle-type steering wheel (). The design of the omnidirectional control consoleis not limiting, and by way of example may also include a joystick control for 360-degree maneuverability. These omnidirectional control consoledesigns are familiar and therefore attractive to new users or customers with minimal marine knowledge. All designs of the omnidirectional control consoleare compatible with the power control systemof the water vessel. The omnidirectional control consolemay be wired or wireless, allowing free movement about the vessel when docking or otherwise operating the vessel. When operated wirelessly, Bluetooth, ZIGBEE chip, RF or other wireless means may be utilized for providing wireless communication between the omnidirectional control consoleand the vessel. Alternatively, a wired connection may be used having a suitable plug for transfer of the control data. Algorithms and the like may be utilized to control the direction and thrust provided by the propulsion motorswhich may also include bow thrusters (not shown) and the like to allow the water vesselto move or rotate in any direction.

Depending on the type of wheel used, the functionality of the omnidirectional control consoleincludes, but is not limited to: forward and reverse propulsion, thrust modulation, steering control, start/stop engagement, emergency stop capability, trim and tilt adjustment, 360-degree maneuverability, real-time monitoring through gauges displaying battery life and other pertinent data, pitch and roll stabilization, provision for smartphone integration via a dedicated holder and charger, audio (Bluetooth®) control, an advanced Heads-Up Display (HUD) featuring a 3D camera feed, GPS system, navigation and autopilot functionality. In at least one embodiment, the omnidirectional control consoleis constructed and arranged to rotate the controls with the rotation of the omnidirectional control console. In this manner, if the console is rotated, the forward control direction is the direction in which the omnidirectional control console is facing. Thus, if the Captain wants to dock the vessel along the left (Port) side, he can rotate the omnidirectional control console ninety degrees to the left. Once rotated, the left (port) side of the vessel becomes the front for the omnidirectional control console, causing the vessel to move sideways when the control is operated to cause the vessel to move forward. Turning the control to the right would cause the vessel to move forward, toward the bow of the vessel. Turning left would then cause the vessel to move toward the stern of the vessel. If the omnidirectional control consoleis rotated one hundred and eighty degrees, the rear (stern) of the boat becomes the front for control purposes. This construction reduces the confusion that operators experience when attempting to cause the vessel to move in a desired direction by eliminating the reverse or cross controlling required to effectively move the water vessel.

Still referring generally to the figures, one aspect of the water vesselis solving the issue of weight distribution and balance. Problems occur with the balance of electric water vessels due to the weight of the onboard batteries required to power the electric propulsion system. This problem may be exacerbated when the water vessel includes a hydrofoil which has a preferred angle of contact with the water depending on the speed of the vessel. The present preferred embodiment of the water vesselincludes a bank of batteriesinterconnected in series and positioned in each of the hulls. In a preferred embodiment, each battery bankwill hold a plurality of digital batteries interconnected in series providing a power of at least 24 kw at up to 1000 VDC in a high voltage mode and provide less than 60 volts DC power in a low power mode. The water vesselprovides for two or more banks of batteriesthat may be interconnected in series when the vessel is in gear or motion to provide for a total of up to 1000 VDC for operation of the electric propulsion motors. Preferably, one battery bankis located near the right sideof the vesseland the other battery bankis located near the left sideof the vesselfor proper weight balance and distribution. In a preferred embodiment, a sliding mechanismallows the battery banksto move forward and aft in the vessel. In a most preferred embodiment, the sliding movement is between 4 to 14 inches. An electric motor with a gear box, a screw, or an air or hydraulic cylinder may be used to slide the battery banks along a track, rail or the like. The sliding mechanismmay receive feedback from one or more sensor(s) to indicate the position of the batteries with respect to the hullof the vessel.

Therefore, when the vesselneeds to make a turn, one set of sliding mechanismscan maneuver the weight of the battery packfrom one position to another to provide better stability and control of the vesselby adjusting the angle of attack (contact) of the hydrofoilor hullwith respect to the water surface by adjusting the ballast of the vessel. In at least some embodiments, a load sensor or the like may be positioned between the propulsion motor assembly(s)and the rear portionof the hullto monitor the force the propulsion motor and propeller are applying to the hull under power. In this arrangement, an algorithm may be applied by a digital controllerto cause the batteries or ballast to be moved with the slide mechanismto lower the force required to propel the vessel. By adjustment of the battery position, friction between the hulland the water can be reduced to reduce the draw of power from the batteries.

Along with the propulsion motorsbeing powered by the high voltage mode of the power control system, other components included in the water vesselare powered by the batteriesas well, typically by the low voltage mode of the power control system. The vesselincludes components such as a GPS speed sensor, a digital control unit, and an inertial measurement unitthat can be monitored and displayed on a heads up display (HUD) to the user. Other components may include a refrigerator, ice maker, stereo, water pump, radar and the like. These components typically require less than 60 volts DC of power, and thus power to these components can be maintained when the water vessel is stationary or moving. Risk of electrical shock is reduced or eliminated due to the low power requirements when the water vessel in not in motion.

Still referring generally to the figures, and more specifically to, the power control systemis illustrated. The power control systemis constructed and arranged to limit the power level to less than 60 volts when the water vesselis stationary and increase the voltage up to 96 volts, 200 volts, 400 volts, 700 volts or even 1000 volts when the water vessel is in motion. The current is preferably supplied to the propulsion motors, used to rotate the propellers, as direct current (DC) power; however, inverters or the like may be utilized to convert the power to single or multi-phase alternating current (AC) power without departing from the scope of the invention for supply to the propulsion motors. Each battery bankincludes either a port electrical contact, for the port battery bank, or a starboard electrical contactfor the starboard battery bank. The port and starboard electrical contacts,are electrically connected to be in control of an internal battery relaypositioned in each individual battery. The internal battery relay functions to turn on the availability of power to flow into or from each individual battery. In this manner, the power to and from each individual battery can be controlled through the digital controller. In this manner, the voltage available for any of the electrical components or the prop motorscan be controlled through the digital controller. This construction also allows interlock sensorsto be positioned around the water vesselto monitor various conditions, such as an open or closed compartment, water level with respect to the water vessel, respective battery voltage and the like. When one of these conditions is realized, the voltage is reduced to the low power voltage mode of less than 60 volts DC. This reduces the risk of injury as a result of electrocution. Once the condition causing the sensor to activate is cleared, the controller can then allow the power to increase to the high voltage mode for powering the propulsion motors. Thus, when the water vessel is put into gear for forward or reverse motion, the digital controller confirms that the sensors are all cleared before high power is allowed to flow to the prop motors. In at least one embodiment, a series of power relaysmay be connected externally to the batteries to function like the battery relays. In this manner, there can be a redundant set of relays that monitor the sensorsto control battery output voltage. The power relays are also preferably connected through the digital controllerfor relay operation and control. Thus, in the event that one set of relays fails, the other set will maintain the low voltage until the sensors are cleared. The external battery relayscan also be used when the batteriesdo not include an internal battery relayto provide a safety system to control the voltage output from the battery banks. The battery relayconfiguration is illustrated inon a system having only two batteries each with 60-500 volts each, connectible in series through the digital controller. It should be noted that the digital controller is also in electrical control of the series relay.

A twin prop motor configuration is illustrated in. Operation of the twin prop motors is typically accomplished with both port and starboard battery banksinterconnected to provide the vesselwith high voltage, e.g. more than 60 volts, when the water vessel is in gear or in motion. In a preferred embodiment, the power requirement for a 20 ft. boat is at a minimum of 50 kw (2×25 kw drives) and a battery capacity of 60 kwh to reach the minimum required speeds and range for acceptance by the public. When the vesselis idling, less than 60 volts is powering the entire water vessel, including the drive system, as illustrated by the single-engine configuration in. This allows for the lowest voltage and safest possible means of powering the vesselthat conforms to current safety regulations.

It is to be understood that while a certain form of the invention is illustrated it is not to be limited to the specific form or arrangement herein described and shown. It will be apparent to those skilled in the art that various changes may be made without departing from the scope of the invention, and the invention is not to be considered limited to what is shown and described in the specification and any drawings/figures included herein.

One skilled in the art will readily appreciate that the present invention is well adapted to carry out the objectives and obtain the ends and advantages mentioned, as well as those inherent therein. The embodiments, methods, procedures and techniques described herein are presently representative of the preferred embodiments, are intended to be exemplary, and are not intended as limitations on the scope. Changes therein and other uses will occur to those skilled in the art which are encompassed within the spirit of the invention and are defined by the scope of the appended claims. Although the invention has been described in connection with specific preferred embodiments, it should be understood that the invention as claimed should not be unduly limited to such specific embodiments. Indeed, various modifications of the described modes for carrying out the invention which are obvious to those skilled in the art are intended to be within the scope of the following claims.