Watercraft hybrid control stick

Abstract

A controller assembly for controlling a watercraft, the watercraft having a propulsion system comprising an internal combustion engine and an electric drive, the controller assembly being communicatively connectable to a control unit responsive to motion of a handle of the controller assembly for controlling the propulsion system, the handle being movable in a first direction to control fore and aft drive of the watercraft and movable in a second direction to select a proportion of the drive provided by the propulsion system to be supplied by the electric drive.

Description

[0001] Watercraft hybrid control stick

[0002] FIELD OF THE INVENTION

[0003] This invention relates to a controller for a watercraft that allows selection of a power supply, in particular to a hybrid watercraft.

[0004] BACKGROUND

[0005] Hybrid power technology has developed particularly in the automotive industry, however the advantages have not been fully realised in the marine sector. An electric drive has the advantage of a rapidly variable power level, while an internal combustion engine may provide consistent power that is slower to react to an input to change the power level. The combination of electric and engine drive may allow an aquatic vessel to operate more efficiently and use less fuel.

[0006] Hybrid-powered boats may improve fuel economy by using batteries to assist petrol or diesel-powered engines, whilst also having the option to operate using solely electric power. Electric motors are more efficient than internal combustion engines, with high power-to-weight ratios providing torque over a wide range of speeds. The electric motor may also react more quickly to control signals than the engine. Such vessels may produce less noise and have less of a negative environmental impact than traditional engine-powered vessels.

[0007] There may be certain circumstances in which it is desirable to use a greater proportion of power from the electric drive system such as in a harbour.

[0008] It is desirable to develop a controller for operating a water faring vessel in an electric mode, a hybrid mode, and an engine-driven mode.

[0009] SUMMARY OF THE INVENTION

[0010] According to a first aspect, there is provided a controller assembly for controlling a watercraft, the watercraft having a propulsion system comprising an internal combustion engine and an electric drive, the controller assembly being communicatively connectable to a control unit responsive to motion of a handle of the controller assembly for controlling the propulsion system, the handle being movable in a first direction to control fore and aft drive of the watercraft and movable in a second direction to select a proportion of the drive provided by the propulsion system to be supplied by the electric drive.

[0011] The control unit may be responsive to rotation of the handle to control fore and aft drive of the watercraft.

[0012] Rotation of the handle in one rotational direction may cause the control unit to actuate fore motion of the vessel. Rotation of the handle in an opposing rotational direction may cause the control unit to actuate aft motion of the vessel.

[0013] The second direction may define a rotation axis. The handle may be rotatable about the rotation axis to control fore and aft drive of the watercraft.

[0014] The controller assembly may be communicatively connectable to the control unit responsive to motion of the handle of the controller assembly for controlling the propulsion system, the handle being rotatable about a rotation axis to control fore and aft drive of the watercraft and translatable in a direction along the rotation axis to select the proportion of the drive provided by the propulsion system to be supplied by the electric drive.

[0015] The controller assembly may further comprise at least one rotation sensor. The at least one rotation sensor may be configured to detect a rotational position of the handle. The at least one rotation sensor may be configured to indicate the rotational position to the control unit to cause the control unit to control the propulsion system to provide a respective level of fore or aft drive corresponding to the respective rotational position of the handle.

[0016] The control unit may be responsive to translation of the handle to control fore and aft drive of the watercraft. The control unit may be responsive to translation of the handle along the first direction to control fore and aft drive of the watercraft. Translation of the of the handle in one direction along the first direction may cause the control unit to actuate fore motion of the vessel and translation of the handle in an opposing direction may cause the control unit to actuate aft motion of the vessel.

[0017] The handle may be translatable along the second direction to select a proportion of the drive provided by the propulsion system to be supplied by the electric drive. The movement along the second direction may therefore be translational motion.

[0018] The handle may be movable in the second direction between a first position in which the control unit controls the propulsion system such that all drive is supplied by the electric drive and a second position in which the control unit controls the propulsion system such that at least some drive is supplied by the internal combustion engine. The second position may correspond to a hybrid drive configuration. The watercraft may be operable according to multiple hybrid drive configurations, each hybrid drive configuration corresponding to a different respective second position along the second direction. Each respective hybrid configuration may correspond to a different proportion of electric drive supplied by the electric drive.

[0019] The handle may have a range of travel along the second direction. One end of the range of travel may cause the power supplied to the propulsion system to be from the electric drive. An opposite end of the range of travel may cause the power supplied to the electric drive to be from the internal combustion engine.

[0020] The handle may have a body, a base disposed at one end of the body and a handgrip disposed at an opposing end of the body to the base.

[0021] The handgrip may be rotatably mounted on the body. A longitudinal axis of the body may define a second rotation axis. The handgrip may be rotatable about the second rotation axis relative to the body.

[0022] Rotation of the handgrip about the second axis may cause the control unit to actuate steering of the watercraft. For example, rotation of the handgrip in one rotational direction may cause the control unit to steer the watercraft in the starboard direction and rotation of the handgrip in an opposing rotational direction may cause the control unit to steer the watercraft in the port direction. The steering may be so as to cause rotation of the watercraft about a central axis passing through the deck of the watercraft. For example, the central axis may pass through the deck of the watercraft (normal to the deck surface) at a position that is at the middle of each of the watercraft's width and length. Therefore, the control unit may be responsive to rotation of the handgrip relative to the body of the handle to cause rotation of the watercraft about its central axis. This may be done by driving a bow thruster and a stern drive of the watercraft from the propulsion system in response to rotation of the handgrip to rotate the watercraft about the central axis. The current rotational position of the watercraft may be determined using a Global Positioning System (GPS). The GPS signal may be used as an input to control the rotation of the watercraft to achieve the desired position.

[0023] The handgrip may have a locked position in which rotation of the handgrip relative to the handle body is prevented.

[0024] The controller assembly may comprise a track in which the base of the handle is constrained to move along the first and / or second direction(s).

[0025] The track may comprise one or more detents located at one or more respective positions along the second direction so as to retain the base of the handle at a respective position along the second direction. Each detent may be mechanical or magnetic.

[0026] The control unit may control the propulsion system such that no drive is provided by the propulsion system when the handle is in a neutral position. The neutral position may be indicated by a visual indicator.

[0027] The controller assembly may comprise a haptic device configured to provide haptic feedback to a user of the controller assembly.

[0028] The handle may comprise the haptic device. The handgrip may comprise the haptic device. The haptic device may be configured to provide a haptic output to a user of the controller assembly when the handle is in the neutral position. The controller assembly may further comprise visual indicia for identifying respective positions of the handle corresponding to respective drive modes of the propulsion system. For example, the controller assembly may comprise visual indicia at the first position (corresponding to one end of the range of travel along the second direction) indicating that this position corresponds to all drive being supplied by the electric drive (i.e. fully electric drive) and at the opposite end of the range of travel indicating that this position corresponds to all drive being supplied by the internal combustion engine. The controller assembly may comprise a visual indicator at the second position along the second direction indicating that this position corresponds to a hybrid drive configuration.

[0029] The handle may be movable in the second direction between a first position in which the control unit controls the propulsion system such that all drive is supplied by the electric drive and a second position in which the control unit controls the propulsion system such that at least some drive is supplied by the internal combustion engine.

[0030] The handle may have a range of travel along the second direction. One end of the range of travel may cause the power supplied to the propulsion system to be from the electric drive. An opposite end of the range of travel may cause the power supplied to the propulsion system to be from the internal combustion engine.

[0031] The controller assembly may further comprise at least one position sensor configured to detect a position of the handle along the second direction. The controller assembly may be configured to indicate the position to the control unit to cause the control unit to control the propulsion system to provide a proportion of drive from the electric drive corresponding to the position of the handle along the second direction.

[0032] The one or more position sensors may comprise a mechanical or electrical gate.

[0033] The first direction and the second directions may be perpendicular to one another.

[0034] The first direction and the second directions may be orthogonal. The first and second directions may not be orthogonal and / or not perpendicular to one another. The controller assembly may comprise the handle. The handle may be spatially remote to the control unit.

[0035] The handle may be movable in the first direction to control the speed of the watercraft. The handle may be translatable in the first direction to control the speed of the watercraft. The handle may be rotatable to control the speed of the watercraft. The handle may be rotatable about the rotation axis defined by the second direction to control the speed of the watercraft.

[0036] According to a further aspect, there is provided a controller assembly for controlling a watercraft, the watercraft having a propulsion system comprising an internal combustion engine and an electric drive, the controller assembly being communicatively connectable to a control unit responsive to motion of a handle of the controller assembly for controlling the propulsion system, the handle being rotatable about a rotation axis to control fore and aft drive of the watercraft and movable in a direction along the rotation axis to select a proportion of the drive provided by the propulsion system to be supplied by the electric drive.

[0037] Rotation of the handle in one rotational direction about the rotation axis may cause the control unit to actuate fore motion of the vessel and rotation of the handle in an opposing rotational direction about the rotation axis may cause the control unit to actuate aft motion of the vessel.

[0038] According to a further aspect, there is provided a controller assembly for controlling a watercraft, the watercraft having a propulsion system comprising an internal combustion engine and an electric drive, the controller assembly being communicatively connectable to a control unit responsive to motion of a handle of the controller assembly for controlling the propulsion system, the handle being translatable in a first direction to control fore and aft drive of the watercraft and translatable in a second direction to select a proportion of the drive provided by the propulsion system to be supplied by the electric drive.

[0039] According to a further aspect, there is provided a watercraft comprising: a propulsion system comprising an internal combustion engine and an electric drive; a control unit for controlling the propulsion system; and the controller assembly of any preceding claim.

[0040] BRIEF DESCRIPTION OF THE DRAWINGS

[0041] The present invention will now be described by way of example with reference to the accompanying drawings. In the drawings:

[0042] Figure 1 shows an example of a propulsion system.

[0043] Figure 2 shows an example of a propulsion system, control unit and controller.

[0044] Figure 3 shows a side view of an example of a handle for a controller assembly.

[0045] Figure 4 shows a top-down view of a controller assembly comprising the handle of figure 3.

[0046] Figure 5 shows a side view of an example of a handle for a controller assembly.

[0047] Figure 6 shows a top-down view of a controller assembly comprising the handle of figure 5.

[0048] Figure 7 shows an example of a controller assembly with different control modes.

[0049] Figure 8 shows a top-down view of the controller assembly of figure 7.

[0050] DETAILED DESCRIPTION

[0051] The following description is presented to enable any person skilled in the art to make and use the invention, and is provided in the context of a particular application. Various modifications to the disclosed embodiments will be readily apparent to those skilled in the art. The general principles defined herein may be applied to other embodiments and applications without departing from the present invention. Thus, the present invention is not intended to be limited to the embodiments shown, but is to be accorded the widest scope consistent with the principles and features disclosed herein.

[0052] The present invention relates to a controller assembly for controlling a water faring vessel. The terms watercraft, vessel and boat may be used interchangeably. The word hybrid, in the context of a powertrain, is used to mean of mixed electric and nonelectric character. Therefore, a hybrid watercraft is a watercraft having more than one mechanism via which drive can be provided. In the examples described herein, the watercraft has a propulsion system comprising an internal combustion engine and an electric drive.

[0053] Figure 1 shows a propulsion system for a hybrid-powered vessel. The system comprises an internal combustion engine (ICE) 101 and an electric drive 102. Both the ICE 101 and electric drive 102 are connectable to a hybrid drive assembly (HDA) 103. The electric drive 102 is connected to the HDA 103 by a fixed connection 108. Power is supplied from the electric drive 102 to the HDA 103 via connection 108. The ICE 101 is connectable to and able to supply power to the HDA 103 via the driveshaft 106. Rotation of the driveshaft 206 transfers mechanical energy to the HDA. The HDA 103 may be coupled to a drive system 104. The HDA may transfer drive to the drive system 104 via a driveshaft 106. A propellor 105 is connectable to the drive system 104 by connection 107. The drive system may comprise the propellor 105. The drive system and propellor assembly may be in the form of a conventional inboard or outboard motor. The electric drive may be powered by a battery (not shown).

[0054] Figure 2 shows a schematic of the control architecture 200 for a watercraft powertrain. A powertrain control unit (PCU) 205 is a central control unit for controlling the components of the powertrain. The PCU 205 comprises a processor and a memory. The memory stores in a non-transient way software that is executable by the processor. The PCU may also comprise one or more transceivers for receiving or transmitting data. The PCU may be connected to other components wirelessly or via a wired connection. In this example, the components of the control architecture are connected via a communication bus to the PCU 205. In this example, the control architecture also comprises a Human Machine Interface (HMI) 206, a battery management system (BMS) 202 and user controls 204. The HMI 206 may, for example, comprise a display panel displaying parameters relating to the powertrain and the vessel control. The BMS may perform functions such as protecting the battery from operating outside of its safe operating area and monitoring its state. The BMS may provide signals to the PCU 205.

[0055] The PCU 205 is also connected to user controls 204. User controls 204 allow the user to control, for example, the power level, the power source, speed and direction of motion of the vessel. The controls 304 allow the user to select between an entirely electric mode and a hybrid mode of operation when operating in a manual mode. The PCU may also provide signals to the user controls 204, for example to provide haptic signals to output a haptic effect, such as a vibration, to a user via a handle of the user controls or to provide force feedback to the user.

[0056] Figure 3 shows a side view of a handle 300 that can be used as part of a controller assembly for controlling a watercraft. The controller assembly is communicatively connectable to a control unit that is responsive to motion of the handle for controlling the propulsion system of the watercraft. The handle 300 comprises a body in the form of a lever 301. The lever extends generally along a longitudinal axis 304. A handgrip 302 is disposed on the lever 301 . The handgrip can allow a user to grip and move the lever. The lever is mounted within a base 303. The lever may be integral with the base. The base 303 may be generally hemispherical or spherical. Figure 3 shows two curved arrows above handgrip 302 to indicate that the handgrip 302 may be rotatably mounted on the lever. The handgrip 302 may be rotatable in both clockwise and anticlockwise directions about the longitudinal axis 304 of the lever to control steering of the watercraft. For example, rotation of the handgrip 302 may be used to control rotation about the central axis of the watercraft (passing through the deck at a central point). The handle 300 is rotatable about a rotation axis 305. In figure 3 this rotation would be viewed as the handle assembly moving to the left or to the right across plane of the page, about rotation axis 305. The rotation axis 305 is normal to the longitudinal axis 304 of the body of the handle 300. The rotation axis 305 passes through the base 303. Rotation of the handle about axis 305 causes the control unit to actuate fore motion of the vessel when rotated in one direction (shown by the letter F) and rotation of the handle in an opposing rotational direction causes the control unit to actuate aft motion of the vessel (shown by the letter A). The degree of rotation relative to the neutral position of the handle shown in Figure 1 can control the speed of the watercraft. Therefore the handle can act as a throttle when rotated about axis 305.

[0057] Figure 4 shows a top-down view of an example of a controller assembly for a watercraft. The controller assembly comprises a handle of the type 300 described above, and a track 402. In figure 4, the handle 300 is shown in two different positions, shown as E and H. As described above, the handle is rotatable about a rotation axis to control fore and aft drive of the watercraft. Rotation of the handle about the rotation axis causes the control unit to actuate fore motion of the vessel when rotated in one direction (F in figure 4) and rotation of the handle in an opposing rotational direction causes the control unit to actuate aft motion of the vessel (A in figure 4). In figure 4, the rotation axis is parallel to the direction shown at 401. The handle is moveable along this direction to select a proportion of the drive provided by the propulsion system to be supplied by the electric drive.

[0058] The handle 300 is movable along direction 401 between a first position, shown on the left hand side and signified by the letter E (electric), and a second position, shown on the right hand side and signified by the letter H (hybrid). The first position corresponds to a first drive mode of the watercraft. The second position corresponds to a second drive mode of the watercraft. In the first mode, the controller selects electric drive to be supplied to power the vessel. In the second mode, the controller is selecting hybrid drive - a mixture of electric drive and engine drive - to be supplied to power the watercraft. A mechanical detent is shown at 402. This can be used to retain the handle at a particular position along the direction 403.

[0059] In the embodiment of the controller assembly described with reference to figures 3 and 4, there is therefore provided a handle, the handle being rotatable about a rotation axis and movable in a direction along the rotation axis. In this example, movement of the handle along the rotation axis is translational movement. The translational movement of the handle may control the propulsion system to select a proportion of the drive to be supplied by electric drive. The total drive provided by the propulsion system is supplied by the electric drive and the internal combustion engine. The movement of the handle from a neutral position can actuate the selection of the proportion of the type of drive. The power level of the propulsion system may be selected by movement of the handle about a rotation axis, as a throttle. From a neutral position, rotation of the handle in a first direction increases the power level provided by the propulsion system in the fore direction of the watercraft, rotation of the handle in an opposing direction to the first direction increases the power level provided by the propulsion system in the aft direction of the watercraft.

[0060] Figure 5 shows a side view of another embodiment of a handle 500 that can be used as part of a controller assembly for controlling a watercraft. The controller assembly is communicatively connectable to a control unit that is responsive to motion of the handle for controlling the propulsion system of the watercraft. The handle 500 comprises a body in the form of a lever 501. The lever extends generally along a longitudinal axis 504. A handgrip 502 is disposed on the lever 501 . The handgrip can allow a user to grip and move the lever. The lever is mounted within a base 503. The lever may be integral with the base. The base 503 may be generally hemispherical or spherical. Figure 5 shows two arrows to indicate that the handgrip 502 may be rotatably mounted on the lever. The handgrip 502 may be rotatable in both clockwise and anticlockwise directions about the longitudinal axis of the lever. The handgrip 502 can be used to steer the watercraft, for example by controlling rotation of the watercraft about its central axis, as described above with respect to handgrip 302 of figure 3.

[0061] The handle 500 is translatable along a direction parallel to axis 505. In this example, the axis 505 is normal to the longitudinal axis 504 of the body of the handle 500. The axis 505 passes through the base 503. Translation of the handle parallel to axis 505 causes the control unit to select a proportion of drive to be provided by the electric drive.

[0062] The handle 500 is also translatable along a direction normal to axis 505, as shown by the two straight arrows in figure 5. Translation of the handle in one direction perpendicular to axis 505 causes the control unit to actuate fore motion of the vessel when translated in one direction (shown by the letter F) and translation of the handle in an opposing direction perpendicular to axis 505 causes the control unit to actuate aft motion of the vessel (shown by the letter A). The degree of translation (i.e. the amount of movement along the direction perpendicular to axis 505) relative to the neutral position of the handle shown in figure 5 can control the speed of the watercraft. Therefore the handle can act as a throttle when translated along a direction perpendicular to axis 505.

[0063] Figure 6 shows a top-down view of an example of a controller assembly for a watercraft. The controller assembly comprises a handle of the type 500 described above, and tracks 601 , 602 and 603. In figure 6, the handle 500 is shown in two different positions along the track 601 , shown as E and H for first and second positions respectively, which correspond to electric and hybrid drive modes respectively. The handle is thus moveable along track 601 to select a proportion of the drive provided by the propulsion system to be supplied by the electric drive. Translation of handle along one direction perpendicular to axis 505, i.e. along track 602 or track 603, causes the control unit to acuate fore motion of the watercraft (F in figure 6). Translation of handle along an opposing direction perpendicular to axis 505, i.e. along track 602 or track 603 in an opposite direction, causes the control unit to acuate aft motion of the watercraft (A in figure 6).

[0064] The handle 500 is movable along track 601 , which runs parallel to axis 505 shown in figure 5, between a first position, shown on the left hand side and signified by the letter E (electric), and a second position, shown on the right hand side and signified by the letter H (hybrid). The first position corresponds to a first drive mode of the watercraft. The second position corresponds to a second drive mode of the watercraft. In the first mode, the controller selects electric drive to be supplied to power the vessel. In the second mode, the controller selects hybrid drive - a mixture of electric drive and engine drive - to be supplied to power the watercraft. Once the electric mode has been selected by translating the handle along the track 601 to the first position, the handle can be used as a throttle by translating the handle along the track 602 to control the amount of fore or aft drive provided in the electric mode. Once the hybrid mode has been selected by translating the handle along the track 601 to the second position, the handle can be used as a throttle by translating the handle along the track 603 to control the amount of fore or aft drive provided in the hybrid mode. A mechanical detent is shown at 604. This detent can be used to retain the handle at a particular position along the track 603, or any other track, as desired.

[0065] In the embodiment of the controller assembly described with reference to figures 5 and 6, there is therefore provided a handle, the handle being movable in a first direction and movable in a second direction orthogonal to the first direction. In this example, the first direction is normal, or perpendicular, to the second direction. The handle is translatable in two directions. Translation of the handle in the first direction may control the propulsion system to select a power level of the propulsion system to be supplied to a watercraft. In this embodiment the handle is translatable in a first direction to control fore and aft drive of the watercraft and translatable in a second direction to select a proportion of the drive provided by the propulsion system to be supplied by the electric drive.

[0066] Figure 7 shows a side view of a controller assembly with a handle that can be actuated by a user to cause the control unit to control the propulsion system of the watercraft according to different control modes. The default mode is a hybrid mode, H, and alternative modes are electric and conventional ICE modes E and C respectively, shown by dashed lines. A handgrip 502 is disposed on a lever body 501. The controller assembly is connectable to a control unit 700, which may be PCU 205. The control unit 700 is operable to control a powertrain. The powertrain comprises a propulsion system. The handle of the controller assembly is shown connected to the control unit 700. The handle is translatable in a first direction. There may be limits to the extent of translation in the first direction between a first position in which the control unit controls the propulsion system such that all drive is supplied by the electric drive and a second position in which the control unit controls the propulsion system such that at least some drive is supplied by the internal combustion engine. The position of the lever may be determined by at least one sensor. The at least one sensor may be a mechanical or electrical gate.

[0067] A top-down view of the controller assembly shown in figure 7 is provided in figure 8. In this view it is apparent that the handle assembly 600 has a neutral position, N, in which no power is supplied to a propulsion system. The handle600 can be rotated or translated in a first direction, F in figure 8, to increase the power supplied in the fore direction by the propulsion system. The handle can be rotated or translated in the opposite direction, A in figure 8, to increase the power supplied in the aft direction by the propulsion system. The axis defined by moving the handle is shown by the substantially vertical arrow in figure 8. Movement of the handle along this axis corresponds to a conventional throttle for varying the power supplied to a watercraft. The axis that is substantially horizontal in figure 8 is generally perpendicular to the throttle axis. Movement of the handle assembly 600 along this axis from a central, neutral position in which a hybrid drive mode is selected causes the controller to actuate the selection of another drive mode. In the example shown in figure 8, movement of the handle to the left selects the electric mode E, and movement of the handle to the right selects the internal combustion engine mode C. Therefore, in this embodiment the default drive mode is a hybrid drive mode and the electric or internal combustion engine modes can be selected by translating the handle horizontally, as desired.

[0068] The controller assembly may comprise a track in which movement of the handle is constrained. The track may be a track extending along direction 403 in figure 4. The track may be one or more of tracks 601 , 602, 603 in figure 6. The handle may be connected to a base which is movable within the track. The handle may be translated within the track. The track may comprise at least one detent. The at least one detent may provide a position along the track in which the handle is retained. In an embodiment, the track comprises three detents, the first detent at a position in which the propulsion system is configured to supply fully electric drive, a second detent at a position in which the propulsion system is configured to supply hybrid drive, and a third detent at a position in which the propulsion system is configured to supply drive from an engine.

[0069] The handgrip may be removable from the body. In an embodiment, the handgrip is shaped with prominences and recesses suitable for accommodating the shape of a user’s hand. Such an ergonomic handgrip may be connected to the body or lever in a first orientation for a right-handed user and may be removed and connected to the lever in a second orientation for a left-handed user. The handle may comprise a haptic device configured to provide haptic feedback. The haptic device may provide tactile and / or force feedback. The haptic device may comprise sensors to sense a user’s grip. The haptic device may be housed in the handgrip of the handle. The haptic device is configured to provide an output, which may be a vibration. The device may also output a light, or a sound to provide additional feedback to the user. The haptic device may comprise at least one motor, the motor being configured to actuate a force to simulate a resistance to movement of the handle.

[0070] The controller assembly may also comprise visual indicia, such as the letters E, C and H shown in the figures discussed above, for identifying respective positions of the handle corresponding to respective drive modes of the propulsion system such as electric and hybrid modes. Visual indicia may indicate to a user the proportion of the total obtainable drive from the drive system (for example, zero to 100%) corresponding to a respective position of the handle, and / or the proportion of the total drive contribution from each of the internal combustion engine and the electric drive.

[0071] As mentioned above, the controller assembly may also comprise at least one position sensor configured to detect a position of the handle along the directions of translation (for example along track 601 ) and indicate this to the control unit to cause the control unit to control the propulsion system to provide a proportion of drive from the electric drive corresponding to the position of the handle along that direction. The one or more position sensors may comprise, for example, a mechanical or electrical gate. For embodiments where the control unit is responsive to rotation of the handle to control fore and aft drive of the watercraft, there may be one of more rotation sensors on the handle to determine the rotational position of the handle and provide a level of fore or aft drive corresponding to the rotational position relative to the neutral position.

[0072] When using a hybrid drive mode of the propulsion system to power the watercraft, the proportion of drive to be supplied by the electric drive corresponding to a particular position of the handle along the second direction may be pre-programmed or may be additionally selected by the user. The watercraft may have more than one hybrid mode, each hybrid mode corresponding to a different proportion of electric drive. Each respective hybrid mode may correspond to a respective position along the second direction. The desired hybrid mode with the desired proportion of electric drive may be selected by a user moving the handle to the appropriate position along the second direction. There may be a detent along the second direction, for example along the track of the embodiment in figure 6, which retains the handle at a position corresponding to a particular drive mode.

[0073] In some cases, the output from the engine may remain constant and the amount of drive provided by the electric drive may be increased accordingly, such that the proportion of the total drive supplied by the electric drive is in accordance with the selected drive mode. In some cases, the output from the electric drive may be constant and the amount of drive provided by the engine may be decreased accordingly, such that the proportion of the total drive supplied by the electric drive is in accordance with the selected drive mode.

[0074] The controller assembly described herein can provide a more intuitive controller for a hybrid watercraft that can allow the user to switch between drive modes using the handle.

[0075] The applicant hereby discloses in isolation each individual feature described herein and any combination of two or more such features, to the extent that such features or combinations are capable of being carried out based on the present specification as a whole in the light of the common general knowledge of a person skilled in the art, irrespective of whether such features or combinations of features solve any problems disclosed herein. The applicant indicates that aspects of the present invention may consist of any such individual feature or combination of features. In view of the foregoing description, it will be evident to a person skilled in the art that various modifications may be made within the scope of the invention.

Claims

AMENDED CLAIMS received by the International Bureau on 23 July 2024 (23.07.2024)1 . A controller assembly for controlling a watercraft, the watercraft having a propulsion system comprising an internal combustion engine and an electric drive, the controller assembly being communicatively connectable to a control unit responsive to motion of a handle of the controller assembly for controlling the propulsion system, the handle being movable in a first direction to control fore and aft drive of the watercraft and movable in a second direction to select a proportion of the drive provided by the propulsion system to be supplied by the electric drive; wherein the handle is moveable in the second direction between a first position in which the control unit controls the propulsion system such that all drive is supplied by the electric drive and a second position in which the control unit controls the propulsion system such that at least some drive is supplied by the internal combustion engine, wherein the second position corresponds to a hybrid drive configuration.

2. The controller assembly as claimed in claim 1 , wherein the control unit is responsive to rotation of the handle to control fore and aft drive of the watercraft.

3. The controller assembly as claimed in claim 2, wherein rotation of the handle in one rotational direction causes the control unit to actuate fore motion of the vessel and rotation of the handle in an opposing rotational direction causes the control unit to actuate aft motion of the vessel.

4. The controller assembly as claimed in claim 2 or claim 3, wherein the second direction defines a rotation axis, and the handle is rotatable about the rotation axis to control fore and aft drive the watercraft.

5. The controller assembly as claimed in any of claims 2 to 5, further comprising at least one rotation sensor configured to detect a rotational position of the handle and indicate the rotational position to the control unit to cause the control unit to control the propulsion system to provide a respective level of fore or aft drive corresponding to the respective rotational position of the handle.

6. The controller assembly as claimed in claim 1 , wherein the control unit is responsive to translation of the handle to control fore and aft drive of the watercraft.

7. The controller assembly as claimed in claim 6, wherein translation of the of the handle in one direction along the first direction causes the control unit to actuate fore motion of the vessel and translation of the handle in an opposing direction causes the control unit to actuate aft motion of the vessel.

8. The controller assembly as claimed in any preceding claim, wherein the handle is translatable along the second direction to select a proportion of the drive provided by the propulsion system to be supplied by the electric drive.

9. The controller assembly as claimed in any preceding claim wherein the handle has a range of travel along the second direction, one end of the range of travel causing the power supplied to the propulsion system to be from the electric drive and an opposite end of the range of travel causing the power supplied to the electric drive to be from the internal combustion engine.

10. The controller assembly as claimed in any preceding claim, wherein the handle has a body, a base disposed at one end of the body and a handgrip disposed at an opposing end of the body to the base.11 . The controller assembly as claimed in claim 10, wherein the handgrip is rotatably mounted on the body, a longitudinal axis of the body defining a second rotation axis that the handgrip is rotatable about relative to the body.

12. The controller assembly as claimed in claim 11 , wherein rotation of the handgrip about the second axis causes the control unit to actuate steering of the watercraft.

13. The controller assembly as claimed in claim 11 or claim 12, wherein the handgrip has a locked position in which rotation of the handgrip relative to the handle body is prevented.

14. The controller assembly as claimed in any of claims 10 to 13, wherein the controller assembly comprises a track in which the base of the handle is constrained to move along the first and / or second direction(s).

15. The controller assembly as claimed in any of claims 10 to 14, wherein the track comprises one or more detents located at one or more respective positions along the second direction so as to retain the base of the handle at a respective position along the second direction.

16. The controller assembly as claimed in any preceding claim, wherein the control unit controls the propulsion system such that no drive is provided by the propulsion system when the handle is in a neutral position.

17. The controller assembly as claimed in any preceding claim, wherein the controller assembly comprises a haptic device configured to provide haptic feedback to a user of the controller assembly.

18. The controller assembly as claimed in claim 17, wherein the handle comprises the haptic device.

19. The controller assembly as claimed in any preceding claim, further comprising visual indicia for identifying respective positions of the handle corresponding to respective drive modes of the propulsion system.

20. The controller assembly as claimed in any preceding claim, further comprising at least one position sensor configured to detect a position of the handle along the second direction and indicate this to the control unit to cause the control unit to control the propulsion system to provide a proportion of drive from the electric drive corresponding to the position of the handle along the second direction.21 . The controller assembly as claimed in claim 20, wherein the one or more position sensors comprise a mechanical or electrical gate.

22. The controller assembly as claimed in any preceding claim, wherein the first direction and the second direction are perpendicular to one another.

23. The controller assembly as claimed in any preceding claim, wherein the handle is movable in the first direction to control the speed of the watercraft.

24. A watercraft comprising: a propulsion system comprising an internal combustion engine and an electric drive; a control unit for controlling the propulsion system; and the controller assembly of any preceding claim.Statement under Article 19(1) PCTDear International Bureau of WIPOPCT Application No. PCT / GB2024 / 050400Mathwall Engineering LimitedThis letter is in response to the International Search Report (ISR) and Written Opinion dated 24 May 2024 and is to accompany the set of claims filed under Article 19(a) PCT. The amendments and basis are set out below.Amendments and basisClaim 1 has been amended to recite “wherein the handle is moveable in the second direction between a first position in which the control unit controls the propulsion system such that all drive is supplied by the electric drive and a second position in which the control unit controls the propulsion system such that at least some drive is supplied by the internal combustion engine, wherein the second position corresponds to a hybrid drive configuration.” Basis for this amendment is found in original claim 9 as filed and in the description at page 3, lines 9- 13.Claim 9 has been deleted and the subsequent claims renumbered accordingly.No matter is added by these amendments.Yours faithfullySlingsby Partners LLP [ELECTRONICALLY SIGNED]

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