Techniques for thruster system control for a pontoon boat or other watercraft. A thruster system may comprise a plurality of thrusters used to control movement of the pontoon boat in addition to an outboard prime mover. The thrusters may be fixed and/or steerable thrusters. In examples, the thrusters may be retracted based on identifying a condition in which the thrusters may be damaged. The thrusters may be deployed based on identifying a condition in which the thrusters may be used to recharge an associated energy source. User input to control the thrusters may be adapted to account for external forces acting on the pontoon boat. A user interface is provided with which to control the thruster system, via which an operator manipulates a movement intent line to control the thruster system. The user interface may further comprise obstacle indicators, thereby enabling the operator to maneuver the pontoon boat accordingly.

An electric hydrofoil board having a submersion-cooled powertrain is provided. A powertrain assembly, which includes a motor housed in a motor assembly and an electronic speed controller housed in a nose cone assembly that is fastened to the motor assembly, is attached to a lower end of a mast of the hydrofoil board so that the powertrain assembly remains submerged at all times during normal use of the hydrofoil board in a body of water. The flow of water around the powertrain assembly during normal use cools heat-generating components of the electronic speed controller and motor.

A method of controlling a propulsion system of a marine vehicle by a controller, which forms data on a pitch angle (γ(θ)) of at least one foil based on an angularly variable wake field (W(θ)) affecting the at least one foil and an angle (θ) of a rotation of the foil wheel. An actuator arrangement that receives the data from the controller sets the at least one foil at the pitch angle (γ(θ)) based on the data.

An internal combustion engine (1) for a vehicle is equipped with a variable compression ratio mechanism (2) capable of changing the mechanical compression ratio. An idle stop, which is for automatically stopping the internal combustion engine (1) when the vehicle stops, and a sailing stop, which is for stopping the internal combustion engine (1) in conjunction with the release of a forward clutch (8) during inertial travel, are carried out. A target compression ratio during normal travel is set on the basis of the load and rotation speed of the internal combustion engine (1). During an idle stop the target compression ratio is set to an idle stop restart compression ratio (εis). During a sailing stop the target compression ratio is set to a sailing stop restart compression ratio (εss). The sailing stop restart compression ratio (εss) is lower than the idle stop restart compression ratio (εis).

Control system for controlling operations of a marine vessel having a first engine and a second engine is provided. Parity switches are operable to start/stop first and second engine. Each parity switch is actuated for first time to activate remote start/stop control of respective engine. Each switch is actuated for second time to switch respective engine to ON or OFF state. Operator console is communicatively coupled to parity switches to receive first and/or second user inputs. Propulsion control unit is communicably coupled to operator console via network communication channel, first engine control unit of first engine and second engine control unit of second engine. Propulsion control unit receives operational parameters for engines from engine control units and receives first and second user inputs from operator console. Propulsion control unit transmits engine operating signals for operating respective engines in response to first and/or second user input and based on operational parameters.

A marine vessel includes a hull, an operator station having an operator interface configured to receive a mode input and a lever position input, a left propulsion system, a right propulsion system, and a control module. Each of the propulsion systems includes an engine, a transmission, a troll valve configured to adjust clutch slip, a shaft, a shaft speed sensor configured to detect the speed of rotation of the shaft, and a propeller. The control module is configured to receive the mode input and the lever position input from the operator interface, receive signals from the left shaft sensor indicating a left shaft speed, receive signals from the right shaft sensor indicating a right shaft speed, determine if the vessel is operating in a trolling state, and determine if a sync mode is active, based on the mode input. If the sync mode is active and the vessel is in a trolling state, the speed of the left shaft and the right shaft are synchronized.

Described herein are watercraft comprising a hull comprising a first hull assembly, and a second hull assembly opposite the first hull assembly and parallel to the first hull assembly; and a frame configured to couple the first hull assembly to the second hull assembly. In sonic embodiments, the first hull assembly comprises a first quarter hull coupled to a second quarter hull, and the second hull assembly comprises a third quarter hull coupled to a fourth quarter hull. In some embodiments, the first and third quarter hulls are substantially reflectively duplicative of the second and fourth quarter hulls. In some embodiments, the first hull assembly is substantially reflectively symmetrical to the second hull assembly. Various embodiments may further include a roof comprising one or more energy harvesting arrays thereon. The roof may be movable, in various embodiments, between a closed configuration and an open configuration.

A dynamic active control system (DACS) configured for: (1) total vessel pitch axis control by fast symmetric deployment of water engagement devices (WEDs) or controllers, coupled with engine trim adjustments; (2) total roll and heading control by differentially deploying WEDs to counter rolling motions while simultaneously adjusting engine steering position to counter the steering moment associated with WED delta position; and (3) adjustment of the engine steering angle to counter yaw moments produced by gyroscopic stabilization systems.

A watercraft control system includes a watercraft and a communication device. The communication device includes a communication unit configured to transmit information indicating a location of the communication device to the watercraft. The watercraft includes a communication unit configured to receive the information indicating the location of the communication device and a difference calculation unit configured to calculate a difference between the location of the communication device and a location of the watercraft.

A method and system for controlling a marine vessel is configured to operate a lanyard system to detect at least one fob worn by an individual present on the marine vessel and determine that a missing fob of the at least one fob is no longer detected, wherein the missing fob is either an operator fob or a passenger fob. A man overboard event is generated based on the missing fob, wherein the man overboard event is an operator overboard event if the missing fob includes the operator fob or a passenger overboard event if the missing fob is the passenger fob. One or more search assistance functions are automatically activated based on the man overboard event, wherein the search assistance functions activated depend on whether the man overboard event is the operator overboard event or the passenger overboard event.