A directional control system of a marine vessel includes a steering control member manually operated by a user and operationally connected to a direction-variation member acting on or in the water, such as at least one rudder blade or at least one outboard engine, the direction-variation member having an angular position that is controlled by the steering control member; and a locking system locking the free variation of the angular position of the direction-variation member, which can be activated and deactivated to allow the variation of angular position and carry out a directional change, the locking system including a hydraulic cylinder having a piston dividing the cylinder into two chambers, which are connected by a bypass circuit that can be opened and closed by a switching member. According to the invention, the fluid in the hydraulic circuit is a magnetorheological fluid, and a magnetic field generator, which can be activated and deactivated by the switching member, is combined with the bypass circuit, the magnetorheological fluid changing viscosity depending on the generated magnetic field, switching from a fluid condition to a substantially solid condition or viscosity that prevents flow in the bypass circuit.

A computer-implemented method for maneuvering a boat provided with a single drive unit, includes: Obtaining net momentum direction data indicative of a target horizontal rotational movement of the hull, triggering a series of bursts of thrust by the drive unit, said series of bursts of thrust comprising a plurality of primary bursts and a plurality of secondary bursts directed differently than the primary bursts, The primary bursts and the secondary bursts are directed such that they provide a respective longitudinal thrust component parallel to a hull longitudinal axis. The primary bursts are directed such that the longitudinal thrust components of the primary bursts act in the opposite direction with respect to the direction of the longitudinal thrust components of the secondary bursts. The primary bursts and the secondary bursts are further directed such that they jointly provide a net momentum on the hull associated with said net momentum direction data.

The arrangement includes at least one steering electric motor rotating the propulsion unit via a force transmission arrangement. The force transmission arrangement includes a differential including a first shaft connected to the steering electric motor, a second shaft connected to the propulsion unit, and a third shaft connected to a brake device. The third shaft is locked from rotation when a torque produced by an external force on the propulsion unit is below a threshold value, whereby power is distributed only from the steering electric motor to the propulsion unit or vice a versa. The third shaft is allowed to start rotating when the torque produced by the external force on the propulsion unit exceeds the threshold value, whereby power is distributed from the steering electric motor to the rotation of the propulsion unit and to the brake device or from the rotation of the propulsion unit to the steering electric motor and to the brake device.

A tiller is for an outboard motor and has a manually operable shift mechanism configured to actuate shift changes in a transmission of the outboard motor amongst a forward gear, reverse gear, and neutral gear. The tiller also has a manually operable throttle mechanism configured to position a throttle of an internal combustion engine of the outboard motor into and between the idle position and a wide-open throttle position. An interlock mechanism is configured to prevent a shift change in the transmission out of the neutral gear when the throttle is positioned in a non-idle position. The interlock mechanism is further configured to permit a shift change into the neutral gear regardless of where the throttle is positioned.

A marine drive includes an internal combustion engine that drives a propulsor into rotation to effect a thrust, and a transmission that shifts amongst a forward gear for a forward thrust, a reverse gear for a reverse thrust, and a neutral state for a zero thrust. The marine drive further includes a shift rod rotatable about its own axis to shift the transmission amongst forward, reverse, and neutral, and an actuator. The actuator includes an actuator motor that rotates an output shaft and a gear shaft that effectuates rotation of a shift rod. The output shaft is connected to a gear shaft through a first gearset such that rotation of the output shaft causes the rotation of the gear shaft, and the gear shaft is connected to the shift rod through a planetary gearset such that rotation of the gear shaft causes the rotation of the shift rod.

Embodiments of a watercraft are disclosed herein. One embodiment of a watercraft includes a board and a propulsion system secured to the board. The propulsion system has a water outlet portion and a water intake portion. The water intake portion includes a rim having a cross-sectional area that tapers along a length of the rim in a direction moving toward the water outlet portion. The propulsion system further includes a first blade having a first end connected to the rim and a second end opposite the first end. The second end of the first blade is a free floating end. The propulsion system also includes a first motor located between the water outlet portion and the water intake portion. The first motor has a first rotor component and a first stator component. The first rotor component is configured to rotatably drive the rim.

A watercraft includes a transversely leftward moving switch and a transversely rightward moving switch attached to a steering wheel. A controller is configured or programmed to control a marine propulsion device so as to move a vessel body of the watercraft transversely leftward when the transversely leftward moving switch is operated. The controller is configured or programmed to control the marine propulsion device so as to move the vessel body transversely rightward when the transversely rightward moving switch is operated.

A watercraft includes a transversely leftward moving switch and a transversely rightward moving switch attached to a steering wheel. A controller is configured or programmed to control a marine propulsion device so as to move a vessel body of the watercraft transversely leftward when the transversely leftward moving switch is operated. The controller is configured or programmed to control the marine propulsion device so as to move the vessel body transversely rightward when the transversely rightward moving switch is operated.

A portable propulsion system for a watercraft may include a shaft, a propeller, an outer casing, and a flexible strap. The shaft may have a prop end section, a drive end section, and a rotational axis extending from the prop end section to the drive end section. The propeller may be connected to the prop end section of the shaft. The drive end section may be configured for removable connection to a driver for rotation of the propeller via rotation of the shaft about the rotational axis to propel the watercraft. The outer casing may be disposed around the shaft. The flexible strap may have first and second end sections connected to the outer casing in respective first and second regions.

A watersport propulsion system for a marine watersport vessel includes a drive unit arranged rotatable from a rearward-facing position to a forward-facing position, and vice versa, a control unit being operatively connected with the drive unit. The control unit is configurable in a nominal mode of operation and in a watersport mode of operation. The control unit is configured to operate the drive unit in the forward-facing position when in the watersport mode of operation and in the rearward-facing position otherwise.