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 to the second reversing device. The method creates rotational forces on the marine vessel with substantially no translational forces on the marine vessel.

A catamaran lifting apparatus is disclosed for lifting objects in a marine environment. The apparatus includes first and second vessels that are spaced apart during use. A first frame spans between the vessels. A second frame spans between the vessels. The frames are spaced apart and connected to the vessels in a configuration that spaces the vessels apart. The first frame connects to the first vessel with a universal joint and to the second vessel with a hinged connection. The second frame connects to the second vessel with a universal joint and to the first vessel with a hinged or pinned connection. Each of the frames provides a space under the frame and in between the barges that enables a package to be lifted and/or a marine vessel to be positioned in between the barges and under the frames. In this fashion, an object that has been salvaged from the seabed can be placed upon the marine vessel that is positioned in between the barges and under the frames.

A catamaran lifting apparatus is disclosed for lifting objects in a marine environment. The apparatus includes first and second vessels that are spaced apart during use. A first frame spans between the vessels. A second frame spans between the vessels. The frames are spaced apart and connected to the vessels in a configuration that spaces the vessels apart. The first frame connects to the first vessel with a universal joint and to the second vessel with a hinged connection. The second frame connects to the second vessel with a universal joint and to the first vessel with a hinged or pinned connection. Each of the frames provides a space under the frame and in between the barges that enables a package to be lifted and/or a marine vessel to be positioned in between the barges and under the frames. In this fashion, an object that has been salvaged from the seabed can be placed upon the marine vessel that is positioned in between the barges and under the frames.

A safety system for a boat, watercraft or other vehicle includes a kill switch connected to the motor for preventing the motor from running under dangerous circumstances. The system includes a fob that wirelessly communicates with the kill switch, so that the motor only runs when the fob is within a predetermined distance from the captain's console. Other sensors communicate with the kill switch, either hard-wired together or wirelessly, upon detection of dangerous situations, including proximity sensors to detect if a swimmer is near the propeller or if the captain is not in position at the helm, gate sensors to detect when gates on the boat are in an open position, and ladder sensors to detect when a ladder is in a down position. The system may also include an alarm emitting a visual or audible warning to the boat captain based on input from the sensors.

A safety system for a boat, watercraft or other vehicle includes a kill switch connected to the motor for preventing the motor from running under dangerous circumstances. The system includes a fob that wirelessly communicates with the kill switch, so that the motor only runs when the fob is within a predetermined distance from the captain's console. Other sensors communicate with the kill switch, either hard-wired together or wirelessly, upon detection of dangerous situations, including proximity sensors to detect if a swimmer is near the propeller or if the captain is not in position at the helm, gate sensors to detect when gates on the boat are in an open position, and ladder sensors to detect when a ladder is in a down position. The system may also include an alarm emitting a visual or audible warning to the boat captain based on input from the sensors.

A boat comprises a hull, a primary steering mechanism carried by the hull, a control station located on the hull, a helm located at the control station, and a thruster system carried by the hull. The primary steering mechanism, such as a rudder, is operable via the helm with a helm input being derived from operation of the primary steering mechanism thereby. The thruster system includes at least one thruster mounted to the hull, distinct from the primary steering mechanism, and a controller. The controller receives the helm input and is configured with program instructions to operate the at least one thruster responsive to the helm input to supplement a corresponding movement of the hull. The controller can also automatically operate the thruster responsive to direction, speed and ballast inputs.

A boat comprises a hull, a primary steering mechanism carried by the hull, a control station located on the hull, a helm located at the control station, and a thruster system carried by the hull. The primary steering mechanism, such as a rudder, is operable via the helm with a helm input being derived from operation of the primary steering mechanism thereby. The thruster system includes at least one thruster mounted to the hull, distinct from the primary steering mechanism, and a controller. The controller receives the helm input and is configured with program instructions to operate the at least one thruster responsive to the helm input to supplement a corresponding movement of the hull. The controller can also automatically operate the thruster responsive to direction, speed and ballast inputs.

The present invention relates to a method for controlling the fuel consumption of a ship, the ship comprising an engine and a controllable pitch propeller, wherein torque and engine speed are adjusted to correspond to an output set point value. The adjustment is such that the engine is operated in an operating condition with an engine speed and a propeller pitch of the controllable pitch propeller such that the fuel consumption of the ship is brought and/or held within a desired fuel consumption range.

The present invention relates to a method for controlling the fuel consumption of a ship, the ship comprising an engine and a controllable pitch propeller, wherein torque and engine speed are adjusted to correspond to an output set point value. The adjustment is such that the engine is operated in an operating condition with an engine speed and a propeller pitch of the controllable pitch propeller such that the fuel consumption of the ship is brought and/or held within a desired fuel consumption range.

A marine propulsion device controller includes a main operator that starts engines of all propulsion devices collectively with a simple operation and increases the degree of freedom of layout on a panel on which the main operator is disposed. The main operator is provided in common for all of the propulsion devices. The main operator receives a first operation and a second operation consecutively after receiving the first operation. All remote control ECUs are activated in response to receiving the first operation. The main operator outputs a collective start command to simultaneously start all the engines of the propulsion devices in response to receiving the second operation. Each remote control ECU starts the corresponding engine based on the collective start command.